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gravel companies and the City seem to reoccur every 3-4 years or with changes of City administration. Mr. Downing stated that with regard to E1 Charro Road, the State had plans to do the interchange as it was cheaper than frontage roads on both sides of the freeway, west to Santa Rita. In 1972 pressure was brought about to use E1 Charro Road rather than Santa Rita Road. An agreement was made to limit truck traffic to First Street/Sunol Boulevard. Mr. Downing stated the truck traffic issue was revived in 1975. He cited a report by City staff presented in 1976 which stated that First Street was designed for truck traffic and that safety was not a problem with the trucks. Mr. Downing stated the truck traffic problem came up again in late 1978. He said that truck traffic represents an intimidation factor and a physical threat, and he suggested that the City reduce the speed limit on Sunol Boulevard from 45 mph to 35 mph, perhaps for trucks only. Mr. Downing re- peated the four mitigation measures offered by the producers in 1978-79 which he felt would solve the matter. He stated that property values of real estate on First Street and surrounding areas have gone up instead of being devalued. Mr. Downing took exceptions to the following points in the staff report: that there had been no dramatic increase in truck traffic; that truck traffic had sho~n a slight down- ward trend; that gravel truck traffic did not necessitate street repairs; and does not agree with the five year limitation of the agreement. Mr. Downing stated that Lone Star constitutes approximately 36% of total truck traffic, that the alternate route would cost Rhodes and Jamieson, and Kaiser 50¢ more per ton to haul and that it is possible that business would shift to Lone Star. He stated that the legal gravel truck weight is 40 tons. Mr. Downing stated that the gravel producers had no ~ntent to give up their right to use the City streets. He added that the gravel companies should have supplied the information required in the agreement but were reluctant about exchanging market information that might get into the hands of competitors. Mr. Ralph Mitchell, representing Lone Star, stated there were economic and environmental effects of a ban of gravel trucks on First Street/Sunol Boulevard. He stated the City's proposal would produce adverse environmeatal impacts in- cluding 334,000 gallons additional fuel, 500,000 more vehicular miles, and 130 tons more pollutants. Mr. Mitchell stated that the City had not accounted for additional traffic on First Street because of the transfer of truck traffic from Santa Rita Road (24,000 trucks). He stated that compressing the hours for Lone Star would work a hardship. He also stated that Vallecitos Road could not be considered as an alternate route as it was too dangerous. Mr. Mitchell presented truck counts for the years 1973-78 and stated that the average traffic volume had not increased significantly. He stated that the hours for operation as proposed in the ordinance were unrealistic and unwise, and would force buyers to use other companies for early morning and late afternoon purchases. ~. Mitchell stated he would not reveal the figures requested in the 1972 agreement required by the City. Mr. Clare Hay, M~nager of Safety for Kaiser Sand and Gravel, stated he had conducted a radar survey on April 10, 1979, which revealed that out of 95 trucks versus 108 automobiles, the automobiles were 5.1 mph faster than the trucks. He presented safety records for the three gravel companies as follows: Year Co.~panX Miles Traveled Accidents 1976 Kaiser Sand and Gravel 2,600,000 4 1977 Kaiser Sand and Gravel 2,600,000 2 1978 Kaiser 2,600,000 1 1976 Lone Star 1,274,000 2 1977 Lone Star 1,400,000 5 1978 Lone Star 1,406,000 5 1976 Rhodes and Jamieson 1,470,000 0 1977 Rhodes and Jamieson 1,596,000 0 1978 Rhodes and Jamieson 1,900,000 3 6. 6/12/79