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Mandatory Transportation Demand Management Programs 367would seem to be prohibited also.It thus appears that the implementa-tion of mandatory trip-reduction programs would require additionallegislation at the state level to override the previous ordinances.Current Status in the L.A.RegionRating: Moderate.The L.A.area has had various mandatoryTDM programs applied to both developers and employers for morethan 20 years.In the mid-1980s, there was a spurt of new commer-cial development and an increasing level of concern about the trafficit would produce.The Coastal Transportation Corridor Specific Plan,passed by the L.A.City Council in September 1985, covered new non-residential developments in Venice, Westchester, and around LAX.Any development that would generate more than 100 trips during theevening peak hours had to institute measures to reduce trips by 15 per-cent (from predicted traffic) as well as pay a fee of $2,010 per new eve-ning peak-hour trip beyond the specified limit (Blankman and Wachs,1990).However, despite predictions that the plan would raise $9 mil-lion annually, by 1991, it had raised only $5.3 million, in part becauseof development delays and in part because of provisions that allowedthe fees to be paid over a 20-year period (Rainey, 1991).It was repealedin 1993, presumably due to pressure from the commercial developmentcommunity.In early 1987, the L.A.City Council approved a Traffic ReductionImprovement Plan.Unlike the Coastal Transportation Corridor Spe-cific Plan, this provision applied to all commercial development, notjust new construction.At the time of adoption, specific implementa-tion areas had not yet been identified (Roderick, 1987).Later that sameyear, the city council also approved a measure requiring employmentsites of 700 employees or more to institute ride-sharing or shift theirwork hours (Boyarsky, 1987).In October 1987, AQMD passed Regulation XV, which appliedto all work sites with more than 100 employees and required prog-ress toward a particular AVR target (generally 1.75 for downtown LosAngeles, 1.5 for areas of moderate density, and 1.3 for the least denseareas).Employers had to develop Transportation Improvement Miti-gation Plans to comply with the requirements.Employers also had to 368 Moving Los Angeles: Short-Term Policy Options for Improving Transportationappoint an employee-transportation coordinator who would be respon-sible for managing the plan and ensuring compliance.In the wake of itspassage, Los Angeles dropped its other mandatory TDM requirements,since smaller employers were covered under Regulation XV.However,a key difference was that the L.A.ordinance had covered work sites andnot employers; if the 700 or more employees at one work site workedfor different employers, ride-sharing had to be implemented by build-ing managers, unlike with Regulation XV (Snyder, 2007).In response to criticism from the business community about thecost of complying with Regulation XV, the state legislature passed SB836, which banned mandatory trip-reduction programs.In response,AQMD adopted Rule 2202 in December 1995.This made two pri-mary changes: (1) the threshold for compliance increased from 100employees to 250 and (2) employers could now choose one of threeways to comply with the regulation: meet or work toward meeting atarget AVR, pay a set fee per employee into an air-quality fund, or pur-chase air-quality credits.Rule 2202 remains in effect, covering all of Orange County andthe nondesert portions of Los Angeles, Riverside, and San Bernardinocounties.An employer is required to participate if it has 250 or moreemployees who arrive at work between 6:00 a.m.and 10:00 a.m.As ofJuly 2007, Rule 2202 covered approximately 1.1 million employees atalmost 1,500 work sites.According to AQMD staff, approximately halfof all covered employers choose paid options, while half try to increasetheir AVR (Gomez and Thomas, 2007).Rule 2202 covers only employ-ers, not developers or building owners.If employers choose to participate in the Employee CommuteReduction Program under Rule 2202, they must institute at leastfive marketing strategies, five basic strategies (such as support forride-sharing or flextime scheduling), and five direct strategies (such asemployer-paid transit or vanpool benefits).While employers are notpenalized as long as they are making a good-faith effort, if their plandoes not result in meeting the target AVR, they must adopt additionalmeasures (Gomez and Thomas, 2007). Mandatory Transportation Demand Management Programs 369Interaction with Other StrategiesStrategies that make it easier to use alternative commute modes wouldcomplement mandatory TDM programs.This could include every-thing from HOV lanes (see Appendix B3) and more frequent transitservice (see Appendixes B25 and B26) to better infrastructure for walk-ing (see Appendix B27) and bicycling (see Appendix B28).As noted, itis difficult to achieve large gains from programs to reduce drive-alonecommuting unless employees have attractive alternatives
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