Friday, October 5, 2018

Assessing Employer Transportation Needs in the Denver Metropolitan Area Prospectus

Brandon Figliolino 
PUAD 5361 Capstone Prospectus 
 Assessing Employer Transportation Needs in the Denver Metropolitan Area 

CLIENT OVERVIEW:  

The Denver Regional Council of Governments (DRCOG) is a non-profit organization made up of municipalities, counties, and other governing bodies located within the Denver Metropolitan Area.  DRCOG focuses on regional planning, including planning for transportation and mobility.  They aim to make commuting across the region easier by increasing the use of public transportation, biking, walking, and ridesharing services.   To meet this goal, the organization distributes funding and provides guidance to governments and transportation management associations (TMAs) through their Way to Go program.  

BACKGROUND INFORMATION: 

The Denver Metropolitan Area is experiencing a surge in new residents.  As of July 1, 2018, the area reached a population of 2.9 million people (Murray, 2018).  This population increase is putting constraints on current transportation infrastructure by increasing the amount and severity of traffic congestion.   
Instead of combating congestion through road and highway expansion projects, more governments—including those within Colorado—are working on reducing single occupancy vehicle (SOV) use by encouraging public transportation, ridesharing, and biking as alternatives (Henao, Luckey, Nordback, Marshall, & Krizek, 2012; Tanadtang, Park, & Hanaoka, 2005; Yao, Yan, Chen, Tian, & Zhu, 2018).  To help facilitate this change, Transportation Management Associations (TMAs) work with governments and employers to make it easier, more efficient, and safe to use these alternative modes of transportation.  The services and programs they offer are referred to commonly as transportation demand management (Ferguson, 1990).   


PROJECT PURPOSE & SCOPE: 

This research project aims to help the Denver Regional Council of Governments (DRCOG) and their TMA partners identify areas where they can expand transportation demand services (TDM).  This will be performed through a mixed-methods study that surveys both employers and transportation management association personnel to identify current program participation and future needs.  Information collected will be analyzed and used to identify program areas that DRCOG and the TMA partners can expand to further reduce the regional use of single occupancy vehicles.  The study will seek to answer the following questions, and determine the accuracy of the following hypotheses: 

RQ1: What TDM services do employers currently offer their employees? H1: Most employers will participate in the RTD EcoPass and DRCOG Guaranteed Ride Home programs. 

RQ2: Which TDM services would employers like to offer their employees in the future? 
H2: Employers will want to expand carpool and vanpool opportunities, as those services do not rely as much on transit infrastructure to be successful. 

RQ3: What barriers are inhibiting employers from expanding current TDM services? 
H3.1: Employee demand for services, as well as the cost of implementing them, will be the biggest challenges to program expansion. 
H3.2: Some employers will not believe they have a responsibility to offer such services. 

RQ4: What resources can TMAs offer employers to help reduce barriers to expanding services? 
H4: TMAs can offer ongoing administrative support to help encourage employer participation, which reduces the need for employers to have dedicated TDM staff. 

RQ5: What are the subarea differences in TMA services and desired programs in the Denver Metropolitan Area? 
H5: TMAs in suburban-centered areas will offer fewer services and more carpool and vanpool options than those in dense corridors.  
 PROJECT RATIONALE: 

This proposed study offers several benefits to DRCOG.  First, it aligns directly with the Way to Go program goal of reducing SOV use.  This is done through studying work commuting behaviors.  By identifying current commuting patterns, DRCOG can determine which TDM programs could expand to further reduce SOV use.  
Second, the study provides an updated snapshot of work commuting.  The most recent employer-focused TDM survey for the region was conducted in 2015, and looked at the extent to which employers had adopted TDM programs, and which programs had the potential for expansion.  Results from this study can be compared with the 2015 study to determine if progress has been made in increasing the use of specific SOV alternatives.   
This study also expands upon the 2015 study in two ways.  First, it incorporates the insights of TMAs, which will allow DRCOG and partners the ability to identify areas where TMAs and employers are not in alignment.  This gap analysis will help improve communication between TMAs and employers, and help TMAs better serve employers.  Second, the study identifies subarea differences and similarities in TDM programming, which can be used to better improve alternative transportation use regionally. 

METHODOLOGY: 

The transportation needs study will utilize a mixed-methods approach.  Components include an online survey, to be distributed to employers throughout the region.  The list of employers will be gathered from a variety of sources, including TMA partners, chambers of commerce, and other DRCOG partners.  In addition to the online survey, a qualitative interview with TMA partner coordinators will be conducted.  The data will be compiled into multiple analyses to determine if employer needs are being met, how barriers to participation can be reduced, and if there are differences in needs between subareas. 

LITERATURE REVIEW: 

A preliminary review of literature was conducted.  Based on the review of past studies, there is no commonly accepted way to study the effectiveness of transportation demand management programs (Finke & Schreffler, 2004; Hasnine, Weiss, & Habib, 2017; Wallace, Mannering, & Rutherford, 1999; Yao, Yan, Chen, Tian, & Zhu, 2018).  Regardless of the different measures utilized, most results show that TDMs based on specific sites are more effective than regionally-based ones (Collura, 1994; Hasnine, Weiss, & Habib, 2017).  
Past studies fall into two categories: a priori and ex post.  A priori studies of TDM effectiveness measure awareness of TDM programs, while ex post measures use of alternative modes of transportation, including air pollution reduction and vehicle miles traveled (Finke & Schreffler, 2004).  There are issues with both these types of studies.  A priori studies might not reflect the accurate level of participation in TDM programs; just because a survey-taker is aware of a program does not necessarily mean they are using it (Finke & Schreffler, Hasnine, Weiss, & Habib, 2017).  Ex post studies are also challenging because of the difficulty associated with quantifying outcomes, including air pollution reduction from using a non-SOV form of transportation (Hasnine, Weiss, & Habib, 2017).  
Regardless of the lack of commonly used survey methodologies, over the past three decades there have been some effective studies that can be used as a basis for this research project.  Most relevant is a study conducted in 2015 by DRCOG that measured the potential TDM programs in the Denver Metropolitan Area had to expand.  Employers who participated in RTD’s EcoPass program, members of the Mile High Society of Human Resources Management, and members of DRCOG’s Way to Go were surveyed online.  Results showed that participation rates in TDM programs ranged from 1 to 10% (“Denver Regional Employer Survey,” 2015).  This study will be a critical link to this transportation needs study, as it will help DRCOG evaluate TDM programs over time.  
Another pertinent piece of literature for this study is the study conducted by Finke & Schreffer (2004).  They reviewed multiple TDM assessment tools across the country, including in Georgia and California, and determined that the most effective means of evaluating TDM program success is by having multiple measures of testing.  
Other literature has also been reviewed that expand upon the basic principles of TDM evaluation.  They will be incorporated into a final literature review.  Because much of the literature that has been reviewed for this study was published in the 1990s, additional searches for more current data is warranted. 


  

REFERENCES: 


Collura, J. (1994) “Evaluating ride sharing programs: Massachusetts’ experience.” Journal of Urban Planning and Development. 120:1. 
“Denver Regional Employer Survey.” (2015) Way to Go.  
Ferguson, E. (1990) “Transportation demand management planning, development, & implementation.” Journal of American Planning Association. 56:4 
Finke, T. & Schreffler, E. (2004) “Using Multiple Assessment Levels for Evaluating Transportation Demand Management Projects: Monitoring and Evaluation Toolkit.” Journal of the Transportation Research Board. Vol. 1864. 
Hasnine, S., Weiss, A. & Habib, K. (2017) “State preference survey pivoted on revealed preference survey for evaluating employer-based travel demand management strategies.” The Journal of the Transportation Research Board. 2651. 
Henao, A., Piatowsi, D., Luckey, K., Nordback, K, Marshall, W., & Krizek, K. (2012) “Sustainable transportation infrastructure investments and mode sharing changes: A 20 year background of Boulder, Colorado.” Transport Policy. 37: pp. 64-71. 
Murray, J. (2018) “Denver grew by 100,000 people in just 7 years—but the pace has slowed for the 2nd straight year.” The Denver Post. Retrieved from: https://www.denverpost.com/2018/03/22/denver-population-growth-100000-7-years-pace-slowing/. 
Tanadtang, P., Park, D., & Hanaoka, S. (2005) “Incorporating uncertain and incomplete subjective judgments into the evaluation procedure of transportation demand management.” Transportation. 32:6. 
Wallace, B., Mannering, F., & Rutherford, S. (1999) “Evaluating Effects of Transportation Demand Management Strategies on Trip Generation by Using Poisson and Negative Binomial Regression.” Journal of the Transportation Research Board. Vol. 1682. 
Yao, B., Yan, Q., Chen, Q., Tian, Z., & Zhu, X. (2018) “Simulation-based optimization for urban transportation demand management strategy.” Simulation. 94:7.

Monday, August 20, 2018

City of Aurora Overview and Policy Recommendation Exercise

Context: This paper was written for a graduate-level local politics course. The prompt required me to learn and understand the governing structure of a city, and offer a policy initiative in which a newly-elected mayor could undertake.


City of aurora overview and policy recommendation

to:

Bob Legare, Mayor 

from:

Brandon figliolino, Policy analyst

subject:

SNAPSHOT OF AURORA & Workforce policy recommendation

date:

July 23, 2018



EXECUTIVE SUMMARY:
In May of 2018, City of Aurora Mayor Steve Hogan passed away.  In the event of a vacancy, the city charter mandates that city council appoint a replacement (“Aurora Municipal Code,” 2018).  Council members selected Bob LeGare to complete Hogan’s term, which ends at the end of December 2019 (Mason, 2018).

To facilitate an easy on-boarding experience, Mayor LeGare has requested a memo detailing the current state of the city.  In addition, he directed staff to identify a policy initiative he should undertake during his time in office. 

This memo addresses these two requests.  First, it provides Mayor LeGare with an overview of the city’s governing structure, as well as the economic and cultural context under which he must govern.  Second, it details a workforce initiative that Mayor LeGare could pursue to help improve the quality of life for Aurora residents who are currently unemployed or underemployed, while also enticing new businesses to grow or relocate to the city.

GOVERNMENT:
The City of Aurora was incorporated in 1891 under the town name of Fletcher (“Visit Aurora,” 2018).  Like most municipal governments in Colorado, except Denver and Colorado Springs, the city follows a council-manager form of government (Illescas, 2014).  Under this model, city council selects a city manager, who is charged with running daily operations.  The city manager also oversees policy implementation.

Policy direction comes from the Aurora City Council and the Mayor of Aurora.  Composed of ten members, six council members represent specific wards, and four represent the city at-large (“Aurora Municipal Code,” 2018).  Positions on the council are part-time and include participation on various council policy committees and intergovernmental boards. Council members have the power to vote on ordinances, budgets, contracts, and development projects.  Per the city charter, council members, and the mayor, can serve up to three consecutive four-year terms.  In the fall of 2018, there are no council seats up for election. 

While city council races are non-partisan, there has traditionally been a conservative slant to the council (Sherry, 2017).  The political makeup of the council became more progressive in November of 2017, however, when three political newcomers were elected into office (Van Denburg, 2017).  This should result in the council taking on more policies to address homelessness, immigrant issues, and generally more progressive initiatives (Sherry, 2017).

The mayor presides over the city council (“Aurora Municipal Code,” 2018).  This position with the city is full-time, and involves being the signatory for legal documents as well as acting as a representative of the city (“Aurora Municipal Code,” 2018).  For Mayor LeGare, his role in policy implementation is limited by the city charter.  As mayor, he is not allowed to cast a vote on any resolution or ordinance, except in instances of a tie (“Aurora Municipal Code,” 2018).  In the past, there were discussions of moving the city to a mayoral form of government, which would allow the mayor to manage all city functions, craft the budget, and implement policy.  Because such a move would limit the powers of the city council, there is little to no support for changing the form of government presently (Illescas, 2016).  Any policy LeGare wishes to pursue will need to be done with this limitation in mind.

The City of Aurora falls within the jurisdiction of three counties, including Adams, Arapahoe, and Douglas.  As such, the city works to maintain strong relationships with all three to ensure residents are receiving appropriate county-level services.  There have been attempts to convert the city into a city-county form of government, like that of Broomfield and Denver.  While former Mayor Hogan approved of the idea, arguing it would allow the city to better manage their future, there is not much support from council or the community to take on the financial burden of becoming a county entity (Illescas, 2014).

City council believes that “regional cooperation is the key to success,” so city staff and council also partner with other governmental organizations around the Denver Metropolitan Area “Intergovernmental Relations,” 2018).  These organizations include the Colorado General Assembly, the Regional Transportation District, local school boards, and the Denver Regional Council of Governments.  They also work with the local Aurora Chamber of Commerce and the Colorado Municipal League.  These partnerships have proven to be effective and should continued to be nurtured moving forward.

POPULATION DEMOGRAPHICS
Since its incorporation, Aurora has grown to become the third largest city in Colorado.  As of 2016, the population grew to over 361,000 people (“Population,” 2016).  Following Aurora in size is Fort Collins, which has a population of less than 165,000 people.  Because the city holds a lot of undeveloped land, the population is expected to continue to rise for the foreseeable future (Armbrister, 2017).  

Aurora is one of the most diverse cities in Colorado.  It is considered a minority-majority community because 30% of the population is Hispanic or Latino, 20% was born in a foreign country, 5% of the population is Asian, and 16% is African American (“Population,” 2016).  Since the city’s population is diverse, over 30% of individuals living in Aurora speak a language that is not English.  The city has created an Office of International Affairs and Immigration to ensure minority populations in the city have the resources necessary to integrate and succeed (“International and Immigrant Affairs,” 2018).  In addition, the city also has a disabled population of 10%, and a veteran population of 9% (“Population,” 2016).  With the population being diverse, policies Mayor LeGare might champion, including the workforce initiative detailed in this memorandum, should be developed in a way that benefits all populations within the city.
The economic outlook for Aurora is strong.  In 2017, the city added 2,500 primary jobs (Mendoza, 2018).   Major industries in the city include military, construction, retail trade, education, and healthcare (“Aurora Fact Sheet,” 2017).  The top occupations include management, business, service, and sales.  According to the City Manager’s Office, Aurora should continue to see strong economic development for the next few years (“Aurora Budget,” 2018).

While job opportunities are growing in the city, the educational attainment level of current residents may limit chances for them to gain higher-paying employment.  Well-paying jobs usually require applicants have more specialized training and advanced skills to perform the functions of the job (Laboissiere & Mourshed, 2017).  In the city, only 24% of the people age 25 or older have earned a high school diploma (“Aurora Fact Sheet,” 2017).  That is significantly lower than the state average, which is 91% (“Quick Facts Colorado,” 2017). 

Unemployment in the city is currently 2.4% (“Aurora Budget,” 2018).  This is lower than the national average of 4% unemployment.  However, incomes in the city are low, when compared to the state and neighboring communities.  For example, the average per capita income in Aurora is $25,115 (“Aurora Fact Sheet,” 2017).  This is $8,115 less than the per capita income for the state overall, and $11,501 less than Denver (“Quick Facts Colorado,” 2017; “Quick Facts Denver,” 2017).  Over 15% of the population is living in poverty (“Aurora Fact Sheet,” 2017).  This suggests that while most residents in the city have jobs, these jobs are not high-paying or do not let them live comfortably.

PROPOSED WORKFORCE DEVELOPMENT INITIATIVE
After Mayor LeGare was appointed to his role, he requested city staff examine a potential policy initiative for him to champion during his tenure in office.  Using information from the city demographer, and the city’s 2018 budget, staff recommend Mayor LeGare promote a workforce initiative.  There are two components to the initiative.  First, the city would set hiring requirements for city contracts, more typically referred to as a local-targeted hiring program.  Second, the city would create and manage an online resource for job seekers and businesses looking to connect with hiring resources in the community.  Staff believe that implementing this policy will improve access and opportunity for residents who are disenfranchised or struggling, despite the good economy.

Local-Targeted Hiring Program
More commonly, cities across the United States are implementing a local-targeted hiring program.  Program types vary, but all encourage or mandate that developers and contractors working on city projects hire a certain number of their workers locally or from targeted demographic groups (Bartleson, 2016; Cantrell & Jain, 2013).  In Denver, for example, contractors for major infrastructure projects are required to hire a certain number of individuals who will be impacted by the project (Murray, 2018).

There are two benefits to a local-targeted hiring program.  First, programs have been shown to reduce unemployment (Cantrell & Jain, 2013).  Residents who identify as a minority or face barriers to economic success benefit the most from these programs, especially when targets or quotas are set by cities for specific races or genders.  Second, local-targeted hiring programs also improve the quality of life for city residents (Gross, 2013).  This is achieved by giving underserved populations better-paying jobs that are usually permanent or long-term. 

A local-targeted hiring program also aligns with the city’s strategic goal of “creating a superior quality of life for residents” (“Aurora Budget,” 2018).  By expanding good-wage jobs in the community, residents will be able to live more comfortably.  Those who attain jobs through this program will spend money in the city where they live, creating a positive feedback loop for the local economy.  This program would enhance the current policy that encourages minority and women-owned businesses to bid for city contracts by bringing additional disenfranchised workers into the workforce (“Aurora Municipal Budget,” 2018).

The structure of the program can come in a variety of ways.  Some cities, including Denver, mandate certain hiring quotas, while others just encourage hiring locally (Gross, 2013; Murray, 2018).  Most effective programs include requirements for contractors to hire a percentage of their workers from a geographic area, or from an underserved population (Gross, 2013).  Due to the diverse population of the city, staff recommend requiring city contractors to hire from certain populations within the city, including immigrants, young professionals, individuals with a disability, and veterans. 

Ideally, a full-time equivalent (FTE) employee would be needed to ensure that contractors are complying.  Based on the position classification for a contract administrative specialist, this FTE would cost the city around $31,000 per year (“Contract Administration Specialist,” 2018).  In the 2018 budget, over a dozen new FTEs were approved by city council, making it more likely this position could get approval (“Aurora Budget,” 2018).  If council is not supportive of adding an FTE, an alternative would be to assign enforcement duties to current contracts staff.

Being a council-manager form of government poses a challenge for implementing this policy, as the mayor does not have the legal authority to enact it.  Mayor LeGare will need the support of at least five councilmembers to pass the ordinance.  It will also require a public hearing, where the policy is read and discussed with council, staff, and members of the public (“Aurora Municipal Code,” 2018).  If passed, Mayor LeGare would be able to review all contracts that require local or targeted hiring, since he is the signatory for the city.  This gives him the ability to watch the policy over time to determine its effectiveness.

Since it addresses the needs of the community and would help achieve one of the city’s strategic goals, staff believe this ordinance of the workforce initiative could gain approval of the city council.  To ensure successful passage, however, Mayor LeGare should reach out to current and previous city contractors to gain their support for the policy.  Contractors may be weary of a mandate telling them who they can hire.  Educating them about the policy, and the policy’s intent should reduce skepticism.

Mayor LeGare will also need the support of more conservative councilmembers, who may dislike the idea of expanding government or adding additional rules for businesses.  They may also fear potential litigation that has come about in other municipalities that have mandated hiring programs (Cantrell & Jain, 2013).  If the arguments in support of the ordinance are not enough for those council members to approve of it, there is an alternative.  Instead of the mandate, Mayor LeGare could suggest council pass an ordinance encouraging, but not requiring, the hiring of local and targeted individuals.  This would not negatively impact contractors with a rule, and the city would not need to pay staff to enforce it.  The threat of litigation would also go away.  Results from voluntary hiring programs, however, are much less promising than those which contain mandates (Gross, 2013).

In sum, a local-targeted hiring program would give residents who are disenfranchised or underemployed more opportunities to gain meaningful employment.  Local employment improves the local economy, since those who live within the community shop within the community.  Mayor LeGare will need the support of council and contractors to pass this part of the workforce initiative.

Workforce Resources Website
To remain competitive in the global economy, cities need to retain a skilled workforce (Kantor & Judd, 2015; Judd & Swanstrom, 2016; Seeger, 2010).  Yet, studies indicate that across the country, there is a skills-gap between what businesses need and what skills participants of the workforce have (Gross, 2013).  Thus, municipalities across the country are restructuring to include more workforce economic development into the services they offer residents (Seeger, 2010).  In Colorado, several governmental organizations, including Denver, the Regional Transportation District, and the Colorado Department of Transportation, are working with local non-profit partners and counties to provide job training for their constituents and future employees (Murray, 2018).  In some localities, including Detroit, companies are paying cities to enhance their workforce services, too (Clifford, 2018).

Workforce programs that offer skills training require personnel and monetary resources, which is not a viable option for the City of Aurora now.  While the city has a small business development office, it does not have the capacity to greatly expand services (“Aurora Budget,” 2018).  The Aurora City Manager’s Office also cautions against heavy spending, in the case that the economy begins to slow.

City staff offer Mayor LeGare an alternative to that traditional workforce development model.  While conducting research on workforce programs, staff found an innovative program out of Colorado Springs. Called the Workforce Asset Map (WAM), the interactive website connects students, job seekers, and employers with a variety of partners who specialize in workforce development.  The objective of the program is to “organize workforce information in a user-friendly” format (Grossman, 2017; “The Workforce Dream Team,” 2018).  For example, students can learn about job tracks, employers can discover best practices for hiring and retention, and job seekers can find low-cost or free technical skills-based classes and resume workshops. 

The benefits to the workforce resources website are plentiful.  First, this type of program is all-inclusive.  It provides resources for anyone interested in employment, regardless of their demographic traits or their competencies.  This would help the program better serve residents of Aurora by pairing them with organizations that can provide them the skills necessary to advance their careers. 

The program would also touch several visions and goals of the city.  One strategic vision of city council is to “encourage a high-quality and high-wage economic environment” (“Aurora Budget,” 2018).  This program achieves that by developing the local workforce that can perform the jobs of the future.   By developing a skilled workforce, the program also achieves the city council strategic goal of making the city a “great place to locate, expand, and operate a business.”  Lastly, through the collaborative element of the program, it helps Aurora continue “serving as a leader and partner with other governments” and organizations.  

The workforce resources website would be like that of WAM.  It would utilize the expertise of governmental, business, higher education, and non-profit partners to advance the skills of residents.  While WAM focuses on students, job seekers, and businesses, Aurora could expand the categories to include veterans, English-as-a-Second-Language (ESL) learners, and individuals who have a disability.  The site could also act as a jobs boards, giving residents and businesses another way to interact with one another.

The workforce resources website also pairs well with the local-targeted hiring policy.  If the labor market in the city is not equipped to do the jobs necessary of contractors, the policy will fail (Gross, 2013).  Adopting the workforce resources website in tandem with the local-targeted hiring policy would ensure that workers within the city have the skills that contractors need.

By partnering with other organizations, this program is cost-efficient.  Unlike an in-house program, which would require a new office of specialized FTE staff to facilitate skills-based workshops and trainings, this program would only require one FTE to manage the website and build relationships with community partners.  This FTE position could fall under the community networker classification, which would amount to $43,000 per year (“Community Networker,” 2018).  Starting the program will require initial investment in time and website creation.  Once the program is running, however, there will be minimal upkeep costs.

Like the local-targeted hiring program, the workforce resources website cannot be implemented solely by Mayor LeGare.  In addition to the council’s support—through the passage of the policy in a public hearing—the mayor will need to forge strong relationships with businesses, other governmental entities, partners in higher education, and non-profits.  While he cannot manage this program, he can facilitate the relationships with external partners.  The website will be maintained by the city, but partners will be relied upon to provide the services and content.  Mayor LeGare will need their support to make the resources on the website robust and meaningful.  Without the willingness of external partners to participate, the value of the website will be diminished. 

Council should support the adoption of the workforce resources website, due to the fact it aligns with many strategic goals and is a cost-effective solution to employment issues in the city.  However, if there is resistance based on funding, the city could reduce costs by applying for federal or state grants.  This would ensure that this portion of the workforce initiative does not come out of the general fund, or from another department’s budget.  Grant money, however, is allocated for a certain period, so if the council goes this route, funding to sustain the FTE and website upkeep will need to be identified in the future.

In summary, the workforce resources website program positively impacts several city council strategic goals and vision for economic prosperity in the community.  It offers a low-cost way to both attract businesses and improve the skills of the local workforce.  While the monetary cost of the program is small, the time needed to build and sustain working relationships with businesses, non-profits, and other governments will be large and require maintenance over time.

CONCLUSION:
The City of Aurora is experiencing an economic boom (“Aurora Budget,” 2018).  However, to maintain that momentum and ensure that individuals within the community who are experiencing hardships are afforded equal opportunity, more needs to be done.  With the recent appointment of Bob LeGare to the role of Mayor of Aurora, this is the ideal time to implement a workforce development initiative. 

The demographic information presented in this memorandum illustrate the need for a program that encourages businesses to hire locally and provides companies with a skilled workforce.  The workforce development initiative achieves both goals.  By requiring city contractors to hire individuals from specific demographic populations, the city will improve the quality of life for those less fortunate.  The workforce resources website will connect all residents interested in enhancing their knowledge, skills, and abilities, in a low cost, high-impact way. 

Mayor LeGare will not be able to pass this initiative alone.  He will need to continue the legacy of his predecessor Steve Hogan by developing and maintaining strong relationships with city council, community members, businesses, and other organizations.  The role of the mayor is one that requires constant collaboration, with limited authority.  Mayor LeGare must be willing to work with others to pass any policy, including the one proposed in this memo.

Based on the findings of fact presented in this memorandum, city staff recommend that Mayor LeGare pursue the workforce development initiative.



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Works Cited:

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Cantrell, J. & Jain, S. (2013) “Enforceability of Local Hire Preference Programs.” National Cooperative Highway Research Program. April 2013.

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