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Chapter 3: Environmental Setting and Consequences
CHAPTER 3: ENVIRONMENTAL SETTING AND CONSEQUENCES CHAPTER 3: ENVIRONMENTAL SETTING AND CONSEQUENCES This chapter presents information on the environmental setting in the project area as well as the environmental consequences of the No-Electrification and Electrification Program Alternatives. Environmental issue categories are organized in alphabetical order, consistent with the CEQA checklist presented in Appendix A. The project study area encompasses the geographic area potentially most affected by the project. For most issues involving physical effects this is the project “footprint,” or the area that would be disturbed for or replaced by the new project facilities. This area focuses on the Caltrain corridor from the San Francisco Fourth and King Station in the City and County of San Francisco to the Gilroy Station in downtown Gilroy in Santa Clara County and also includes the various locations proposed for traction power facilities and power connections. Air quality effects may be felt over a wider area. 3.1 AESTHETICS 3.1.1 VISUAL OR AESTHETIC SETTING The visual or aesthetic environment in the Caltrain corridor is described to establish the baseline against which to compare changes resulting from construction of project facilities and the demolition or alteration of existing structures. This discussion focuses on representative locations along the railroad corridor, including existing stations (both modern and historic), tunnel portals, railroad overpasses, locations of the proposed traction power facilities and other areas where the Electrification Program would physically change above-ground features, affecting the visual appearance of the area and views enjoyed by area residents and users. For purposes of this analysis, sensitive visual receptors are defined as corridor residents and business occupants, recreational users of parks and preserved natural areas, and students of schools in the vicinity of the proposed project. -
Caltrain Business Plan
Caltrain Business Plan JULY 2019 LPMG 6/27/2019 What Addresses the future potential of the railroad over the next 20-30 years. It will assess the benefits, impacts, and costs of different What is service visions, building the case for investment and a plan for the Caltrain implementation. Business Plan? Why Allows the community and stakeholders to engage in developing a more certain, achievable, financially feasible future for the railroad based on local, regional, and statewide needs. 2 What Will the Business Plan Cover? Technical Tracks Service Business Case Community Interface Organization • Number of trains • Value from • Benefits and impacts to • Organizational structure • Frequency of service investments (past, surrounding communities of Caltrain including • Number of people present, and future) • Corridor management governance and delivery riding the trains • Infrastructure and strategies and approaches • Infrastructure needs operating costs consensus building • Funding mechanisms to to support different • Potential sources of • Equity considerations support future service service levels revenue 3 Where Are We in the Process? Board Adoption Stanford Partnership and Board Adoption of Board Adoption of of Scope Technical Team Contracting 2040 Service Vision Final Business Plan Initial Scoping Technical Approach Part 1: Service Vision Development Part 2: Business Implementation and Stakeholder Refinement, Partnering, Plan Completion Outreach and Contracting We Are Here 4 Flexibility and Integration 5 What Service planning work to date has been focused on the development of detailed, Understanding illustrative growth scenarios for the Caltrain corridor. The following analysis generalizes the 2040 these detailed scenarios, emphasizing opportunities for both variation and larger “Growth regional integration within the service Scenarios” as frameworks that have been developed. -
San Francisco Bay Area Regional Rail Plan, Chapter 7
7.0 ALTERNATIVES DEFINITION & Fig. 7 Resolution 3434 EVALUATION — STEP-BY-STEP Step One: Base Network Healdsburg Sonoma Recognizing that Resolution 3434 represents County 8 MTC’s regional rail investment over the next 25 Santa years as adopted first in the 2001 Regional Trans- Rosa Napa portation Plan and reaffirmed in the subsequent County Vacaville 9 plan update, Resolution 3434 is included as part Napa of the “base case” network. Therefore, the study Petaluma Solano effort focuses on defining options for rail improve- County ments and expansions beyond Resolution 3434. Vallejo Resolution 3434 rail projects include: Marin County 8 9 Pittsburg 1. BART/East Contra Costa Rail (eBART) San Antioch 1 Rafael Concord Richmond 2. ACE/Increased Services Walnut Berkeley Creek MTC Resolution 3434 Contra Costa 3. BART/I-580 Rail Right-of-Way Preservation County Rail Projects Oakland 4. Dumbarton Bridge Rail Service San 1 BART: East Contra Costa Extension Francisco 10 6 3 2 ACE: Increased Service 5. BART/Fremont-Warm Springs to San Jose Daly City 2 Pleasanton Livermore 3 South Extension BART: Rail Right-of-Way Preservation San Francisco Hayward Union City 4 Dumbarton Rail Alameda 6. Caltrain/Rapid Rail/Electrification & Extension San Mateo Fremont County 5 BART: Fremont/Warm Springs 4 to Downtown San Francisco/Transbay Transit to San Jose Extension 7 Redwood City 5 Center 6 & Extension to Downtown SF/ Mountain Milpitas Transbay Transit Center View Palo Alto 7. Caltrain/Express Service 7 Caltrain: Express Service Sunnyvale Santa Clara San San Santa Clara 8 Jose 8. SMART (Sonoma-Marin Rail) SMART (Sonoma-Marin Rail) Mateo Cupertino County 9 County 9. -
5.9 Land Use
Silicon Valley Rapid Transit Corridor Final EIS 5.9 LAND USE 5.9.1 INTRODUCTION An adverse effect on land use would occur if the alternatives physically divide an established community; change land use in a manner that would be incompatible with surrounding land uses; and conflict with any applicable land use plan, policy, or regulation (see Table 5.9-1). Residential and nonresidential relocations associated with implementing the alternatives are discussed in Section 5.12, Socioeconomics. The alternatives would affect surrounding land use in a variety of ways, both during construction and operational phases (see Chapter 6, Construction, for discussion of effects from construction). Effects on land use include the physical effects of the ROW and station facilities, as well as ancillary facilities such as station entrances, ventilation shafts, electrical substations, park-and-ride lots, and yard and shops facilities. Two proposed park-and-ride lots are located outside of the BEP and SVRTP alternative alignments; the Downtown Sunnyvale Station park-and-ride lot and the Evelyn LRT Station park-and-ride lot. These two parcels are existing parking lots within the cities of Sunnyvale and Mountain View. Their current and proposed future uses are consistent with the applicable planning and zoning designations. The proposed Downtown Sunnyvale Station park-and-ride lot is designated in the Downtown Specific Plan (DTSP) as retail specialty grocery store and district parking. The proposed Evelyn LRT Station park-and-ride lot is designated in the Mountain View Zoning Ordinance as general industrial, including required parking. 5.9.2 METHODOLOGY The land use analysis for the No Build, BEP, and SVRTP alternatives focuses on four primary components: the alignment, the proposed station areas, the support facilities required for operation of the line, and the yard and shops options. -
Santa Clara Station Pedestrian Crossing Study
Final Report Santa Clara Station Pedestrian Crossing Study Prepared for Santa Clara Valley Transportation Authority Prepared by June 8, 2007 Final Report SANTA CLARA STATION PEDESTRIAN CROSSING STUDY PURPOSE OF REPORT The Santa Clara Valley Transportation Authority (VTA) has requested an analysis of the pros and cons of a potential temporary pedestrian grade crossing of Union Pacific Railroad (UP) tracks at the Santa Clara Caltrain Station. The station is located south of Benton Road. Access to the two Caltrain tracks adjacent to the station is from the west (geographic south). The UP tracks run parallel to and to the east of the Caltrain tracks. The Santa Clara Station is one of three stations in Santa Clara County where pedestrian access to trains is only from one side of the station1. Caltrain is designing a major capital project at the station jointly funded by Altamont Commuter Express (ACE) and the Caltrain Joint Powers Board (JPB) that will improve train operations. This project will include a pedestrian tunnel under the Caltrain tracks to a planned “island” center passenger platform. The area of the new platform appears in Figure 1. As planned and funded, the Caltrain tunnel will not extend all the way to the eastside of the UP tracks. Rather, the tunnel will serve as access for the island platform from the Santa Clara station platform only. Construction of the tunnel is scheduled for completion within two years. A potential temporary crossing of the UP tracks would provide interim access to the planned center island platform, to be located between the Caltrain and UP tracks, from the east side of the UP tracks. -
Chapter 1 OVERVIEW of TRANSIT SYSTEM
1 Chapter 1 which SP operated the service, but state and local OVERVIEW OF TRANSIT SYSTEM government agencies subsidized and adminis- tered it. Besides contract administration, Caltrans’ 1.1 BRIEF HISTORY responsibilities included planning, marketing, customer service, engineering and design, fare and Railroad service along the San Francisco Peninsula schedule setting, and performance monitoring. The has a long and storied history and has existed, in commuter service was renamed Caltrain. some form, since 1863. The railroad line, one of the oldest in California, was fi rst proposed in 1851 to connect the booming trade center of San Francis- co and the fi rst state capital of California, San Jose. Ground for the railroad was not broken until May 1861, when construction of the line began at San Francisquito Creek, on the Santa Clara-San Mateo county line. By October 1863, regular service be- gan between San Francisco and Mayfi eld (now the California Avenue station in Palo Alto). The con- struction of the line to San Jose was completed in January 1864, and two trains began operating daily between San Francisco and San Jose. Prior to Caltrain’s current ownership, passenger rail ridership on the Peninsula was at its peak in the In 1987, representatives of the City and County mid-1940s, when more than 9.54 million patrons of San Francisco, the San Mateo County Transit rode the train annually. However, as the cost of District (“District”) and the Santa Clara County operating the Peninsula commuter rail service in- Transit District, now the Santa Clara County Valley creased, and the number of riders began to decline, Transportation Authority (VTA), began the effort to the former Southern Pacifi c Railroad (SP) began to create the Peninsula Corridor Joint Powers Board phase out its less patronized trains, and by the mid- (JPB) to transfer administrative responsibility for 1970s sought to discontinue passenger rail service. -
San Francisco Commute to Stanford
Transportation SAN FRANCISCO COMMUTE TO STANFORD (San Francisco and Millbrae Caltrain Stations) From the San Francisco (4th & King) Caltrain Station: • Arrive at the Caltrain San Francisco Station. • Board the correct southbound Caltrain to arrive at the Caltrain Palo Alto Station. • Transfer to the correct Marguerite line. • Arrive at the Stanford Oval (Line P) or Stanford Medical Center (Line MC, X or Y) or the east side of campus (Line Y). • For the return trip, start by walking or biking to the Marguerite stop at the Stanford Oval or at the Stanford Medical Center and board the correct Marguerite line. • Arrive at the Palo Alto Transit Center. • Transfer to the correct northbound Caltrain. • Arrive at the Caltrain San Francisco Station. From the Millbrae Caltrain Station: • Start by biking, driving or taking BART to the Caltrain Millbrae Station. • Board the correct southbound Caltrain to arrive at the Caltrain Palo Alto Station. • Transfer to the correct Marguerite line. • Arrive at the Stanford Oval (Line P), Stanford Medical Center (Line MC, X or Y) or the east side of campus (Line Y). • For the return trip, start by walking or biking to the Marguerite stop at the Stanford Oval or at the Stanford Medical Center and board the correct Marguerite line. • Arrive at the Palo Alto Transit Center. • Transfer to the correct northbound Caltrain. This is a sample commute plan for the San Francisco and Millbrae Caltrain stations. If another station is more convenient for you, please feel free to request a • Arrive at the Caltrain Millbrae Station. custom commute plan at transportation.stanford.edu/commuteplanning. -
Route(S) Description 26 the Increased Frequency on the 26 Makes the Entire Southwestern Portion of the Network Vastly More Useful
Route(s) Description 26 The increased frequency on the 26 makes the entire southwestern portion of the network vastly more useful. Please keep it. The 57, 60, and 61 came south to the area but having frequent service in two directions makes it much better, and riders from these routes can connect to the 26 and have much more areas open to them. Thank you. Green Line The increased weekend service on the Green line to every twenty minutes is a good addition of service for Campbell which is seeing markedly better service under this plan. Please keep the increased service. Multiple Please assuage public concerns about the 65 and 83 by quantifying the impact the removal of these routes would have, and possible cheaper ways to reduce this impact. The fact is that at least for the 65, the vast majority of the route is duplicative, and within walking distances of other routes. Only south of Hillsdale are there more meaningful gaps. Mapping the people who would be left more than a half mile (walkable distance) away from service as a result of the cancellation would help the public see what could be done to address the service gap, and quantifying the amount of people affected may show that service simply cannot be justified. One idea for a route would be service from winchester transit center to Princeton plaza mall along camden and blossom hill. This could be done with a single bus at a cheaper cost than the current 65. And nobody would be cut off. As far as the 83 is concerned, I am surprised the current plan does not route the 64 along Mcabee, where it would be eq.. -
Caltrain Peninsula Corridor Electrification Project Environmental Re‐Evaluation for Proposed Project Changes After Finding of No Significant Impact (December 2009)
Caltrain Peninsula Corridor Electrification Project Environmental Re‐Evaluation for Proposed Project Changes After Finding of No Significant Impact (December 2009) Changed Traction Power Facility Locations, Overhead Contact System and Electrical Safety Zone Alignments, and Right of Way Acquisition Prepared by: ICF International 620 Folsom St., Suite 200 San Francisco, CA 94107 Contact: Rich Walter, Senior Fellow 415‐677‐7167 Prepared for: Peninsula Corridor Joint Powers Board 1250 San Carlos Ave., San Carlos, CA Contact: Stacy Cocke, Senior Planner 650‐508‐6207 February 2016 Peninsula Corridor Electrification Project Environmental Re‐Evaluation Caltrain Peninsula Corridor Electrification Project Environmental Re‐Evaluation for Proposed Project Changes After Finding of No Significant Impact (December 2009) February 2016 This document evaluates changes in the Peninsula Corridor Electrification Project (PCEP) Project proposed by the Peninsula Corridor Joint Powers Board (JPB) and changes in circumstances subsequent to approval of the Caltrain Peninsula Corridor Electrification Project Environmental Assessment (EA) and issuance of a Finding of No Significant Impact (FONSI) in December 2009. Since issuance of the FONSI, there have been changes in the Project and changes in circumstances. Since issuance of the FONSI, the JPB has revised the project, as described in Section 1, and the circumstances in which the Project would be implemented have changed, as described in Section 2. To analyze these changes, the JPB prepared and certified the 2015 Environmental Impact Report (EIR) and adopted an Addendum#1 to the Final Environmental Impact Report per the requirements of the California Environmental Quality Act (CEQA). Together, the EIR and the Addendum are referred to as the 2015 FEIR. -
444 High Street & 101 University Avenue
444 HIGH STREET & 101 UNIVERSITY444 HIGH AVENUE STREET 101 UNIVERSITY AVENUE PALO ALTO, CALIFORNIA VIRTUAL TOURS (CLICK HERE) ±11,094 SF FOR SUBLEASE PLUG & PLAY SPACE WITH PROXIMITY TO PALO ALTO CALTRAIN & NEW REDUCED RATE OF $8.50 FS HIGHLIGHTS 444 HIGH STREET 101 UNIVERSITY AVENUE • Prime Downtown Palo Alto Location • Walking Distance to Downtown Restaurants & Stanford Shopping Center • Adjacent to Palo Alto Caltrain Station PALO ALTO CALTRAIN • 7 Minute Drive to Stanford University • Direct Leases and Longer Terms Available per Landlord Willow Rd 101 - Square Footages Have Been Re-calculated by the Landlord and will be Higher Under Direct Lease High St • Immediate Occupancy University Ave Stanford Alma St Embarcadero Rd • Existing Furniture Available Shopping Ctr. Arboretum Rd • Private Underground Parking Middlefield Rd El Camino Real Stanford Hospital Oregon Expy Stanford University 444 HIGH & 101 UNIVERSITY AVAILABILITY 444 HIGH STREET 101 UNIVERSITY AVENUE 444 HIGH STREET FLOOR SQUARE FEET LED AVAILABILITY One ±3,668 10/31/22 Leased HIGH STREET Two ±4,533 5/31/22 Leased THREE ±4,533 10/31/20 AVAILABLE Four ±3,497 10/31/21 Leased 444 HIGH 101 UNIVERSITY AVENUE 101 UNIVERSITY FLOOR SQUARE FEET LED AVAILABILITY ONE ±6,561 10/31/22 AVAILABLE UNIVERSITY AVENUE UNIVERSITY Two ±6,920 5/31/22 Leased Four ±6,243 10/31/21 Leased ALMA STREET PALO ALTO CALTRAIN STATION 101 UNIVERSITY FLOOR PLAN VIRTUAL TOUR 101 UNIVERSITY FLOOR PLAN VIRTUAL TOUR (CLICK HERE) (CLICK HERE) 101 UNIVERSITY CONFERENCE ROOM VIRTUAL TOUR (CLICK HERE) FLOOR PLAN 444 HIGH STREET 101 UNIVERSITY AVENUE 444 HIGH STREET THIRD FLOOR: ±4,533 SF 444 HIGH 4,695 sf LED: 10/31/20 ATRIUM BREAK RM HIGH ST HIGH SUITE 300 KITCHEN 101 UNIVERSITY MECH 444 HIGH D ELEV HIGH STREET MEN D WOMEN OPEN TO BELOW BALCONY UNIVERSITY AVENUE UNIVERSITY 444 HIGH STREET - THIRD FLOOR PLAN NTS STEVENS DEVELOPMENT CO. -
San Francisco to San Jose Project Section
California High-Speed Rail Authority San Francisco to San Jose Project Section Deliberative and Confidential Draft Draft Historic Architectural Survey Report May 2019 Table of Contents Deliberative and Confidential Draft TABLE OF CONTENTS 1 SUMMARY OF FINDINGS ....................................................................................1-1 1.1 Section 106 and CEQA Cultural Resources ............................................... 1-3 1.2 CEQA-Only Cultural Resources ................................................................. 1-4 1.3 Properties in the Area of Potential Effects that Require Phased Identification ............................................................................................... 1-4 2 REGULATORY SETTING .....................................................................................2-1 2.1 National Historic Preservation Act (54 U.S.C. § 300101 et seq.) ................ 2-1 2.1.1 Implementing Regulations for Section 106 of the National Historic Preservation Act (36 C.F.R. Part 800) ............................. 2-1 2.2 National Environmental Policy Act .............................................................. 2-2 2.3 Section 4(f) of the Department of Transportation Act (49 U.S.C. § 303) ..... 2-2 2.4 California Environmental Quality Act (Cal. Public Res. Code § 21083.2) and CEQA Guidelines (Cal. Code Regs., tit. 14, § 15064.5) ........ 2-3 2.5 California Register of Historical Resources (Cal. Public Res. Code § 5024.1 and Cal. Code Regs., tit. 14, § 4850) ............................................. -
Chapter 2: Project Description
1 Chapter 2 2 Project Description 3 The Proposed Project is the electrification of the Caltrain line from its current northern terminus at 4 4th and King Streets in the City of San Francisco to 2 miles south of the Tamien Station in San Jose, a 5 total distance of approximately 51 miles. The project location is shown in Figure 2-1; a project 6 vicinity map showing each of the stations on the line is provided in Figure 2-2. 7 2.1 Location and Limits 8 The Peninsula Corridor Joint Powers Board (JPB) owns and operates approximately 51 miles of 9 primarily two-track mainline railroad right-of-way (ROW) between the 4th and King Street Station 10 in San Francisco and south of the Tamien Station in San Jose, Santa Clara County. The JPB purchased 11 this ROW from the Southern Pacific Transportation Company in 1991. Between Tamien Station and 12 Gilroy, the mainly single-track ROW is owned by the Union Pacific Rail Road (UPRR). Caltrain has 13 trackage rights with UPRR to provide commuter service in this approximately 25-mile segment 14 between Tamien Station and Gilroy. This project area consists of the Caltrain ROW, immediately 15 adjacent areas where certain project facilities or project actions are proposed, several areas 16 separate from the ROW proposed for project traction power substations, and other nearby areas 17 that may be used for construction staging or access. 18 2.2 Background 19 Caltrain trains presently consist of diesel locomotive-hauled, bi-level passenger cars. As of mid- 20 2013, Caltrain operates 46 northbound and 46 southbound (for a total of 92) trains per day between 21 San Jose and San Francisco during the week.