Agenda Public Testimony by Each Individual Speaker Shall Be Limited to Three (3) Minutes
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
Caltrain Governance
Caltrain Governance JPB Special Meeting #3 on Governance June 25, 2021 Welcome to Special Meeting #3 2 • Review Meeting #3 Objectives and Special Meeting Governance Process Roadmap • Staff Presentations #3 Agenda • Approach to Regional and Non-Self Directed Relationships • Active and Emerging Discussions • Strategic Issues ~ Break ~ • Discussion • Next Steps 3 Special Meeting #3 Objectives and Process Roadmap 4 JPB Governance 2021 Roadmap Goals: Goals: - Exploration and education about the JPB’s range of structural - Discussion of selected option(s) and financial and legal analysis towards developing governance paths. the 2021 governance recommendation. - Selection of governance options and key issues to focus on in Phase 2. - Adoption of governance recommendation at December 2021 JPB meeting. 2021 January February March April May June July August September October November December Process Ad Process Ad Process Ad Process Ad Process Ad Process Ad Process Ad Process Ad Process Ad Process Ad Process Ad Hoc #1 Hoc #2 Hoc #3 Hoc #4 Hoc #5 Hoc #6 Hoc #7 Hoc #8 Hoc #9 Hoc #10 Hoc #11 Board Adoption Special Special Special Special Special of 2021 Meeting #1 Meeting #2 Meeting #3 Meeting #4 Meeting #5 Governance Recommendation We Are Here 5 JPB Governance 2021 Roadmap Goals: Goals: - Exploration and education about the JPB’s range of structural - Discussion of selected option(s) and financial and legal analysis towards developing governance paths. the 2021 governance recommendation. - Selection of governance options and key issues to focus on -
San Jose to Merced Project Section State's
SUMMER 2019 SAN JOSE TO MERCED PROJECT SECTION STATE’S PREFERRED ALTERNATIVE OVERVIEW High-speed rail offers an unprecedented opportunity to modernize California’s transportation system and tie together the state’s economies. The San Jose to Merced Project Section will be the crucial connection between the Bay Area and the Central Valley. This fact sheet discusses the staff recommendation for the State’s Preferred Alternative to be considered by the California High-Speed Rail Authority (Authority) Board of Directors. WHAT IS A PREFERRED ALTERNATIVE? Since 2008, numerous alternatives have been considered Alternative. Authority staff is seeking feedback on this for the high-speed rail alignment traveling within and recommendation before it is presented to the Authority outside of the Bay Area. Ultimately, four alternatives Board of Directors in September 2019. are being analyzed for the Draft Environmental Impact Alternative 4 will be referred to as the staff-recommended Report/Statement (EIR/EIS). The alternative determined State’s Preferred Alternative until the Authority Board to best balance tradeoffs between environmental; of Directors concurs with the staff recommendation or community; and performance, operations, and cost factors requests that a different alternative be identified as the will be identified as the State’s Preferred Alternative. State’s Preferred Alternative. The identification of the Planning, design, and analysis of the four alternatives, State’s Preferred Alternative for the Draft EIR/EIS does collaboration with landowners and agencies, and input not express or imply approval or adoption of a preferred from the public and stakeholders has led Authority staff alternative for final design or construction. -
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. -
High Speed Rail! R ING
High Speed Rail! Fast Facts At peak, about 100 trains per day through Gilroy About 25% would stop at new Gilroy station, remaining will pass through Gilroy at high speed Required Gilroy station parking structure would house 6,600-8,000 cars. The California High-Speed Rail project is a planned high-speed rail system in the state of 2010 California and headed byyg California High-Sppy()pjeed Rail Authority (CHSRA). The project was approved by California voters on November 4, 2008 with the passage of Proposition 1A authorizing US$9.95 billion in general obligation bonds for the project. The CHSRA is currently tasked with completing final planning, design, and environmental efforts. When built, high-speed trains capable of 220 mph (350 km/h) are anticipated to link San Francisco and Los Angeles in as little as two and a half hours. The planned system would also serve other major California cities, ING such as Sacramento, San Jose, Fresno, Bakersfield, and San Diego. The City of Gilroy is located R on the Merced to San Jose segment of the system . Plans are to have a station located in Gilroy , with approximately 25 percent of the trains stopping at the Gilroy station, and the other 75 percent going through the Gilroy area at high speed. Construction efforts are anticipated to begin by 2011. An implementation plan approved in August 2005 estimates that it would take eight to eleven SP years to "develop and begin operation of an initial segment of the California high-speed train.” Currently, intercity rail service does not directly serve the city of San Francisco (other than Caltrain, which connects San Francisco to various cities in San Mateo and Santa Clara counties, such as San Jose, Gilroy, Palo Alto, and Belmont). -
Caltrain Holiday Train Schedule Buildings Integral to the Development This Year As Part of the Train Crew for of Hundreds of Communities Across Nov
Caltrain Fall 2013 Fall ConnectionInformation for Customers Rail Agency Celebrates 150th Birthday Festivities With A Trip To 1863 More than 1,500 well- A 150th anniversary celebration will be held wishers took a trip back Jan. 18, 2014 at the Santa Clara depot, and details to 1863 as Caltrain will be available at www.caltrain.com/150. kicked off the celebra- tion of 150 years of railroad service on the Peninsula with a birthday party in Menlo Park in October. In January 1864, the San Francisco & San Jose Rail- road completed construction of the railroad between those two cities. Three months earlier, railroad manage- ment hosted 400 guests for a ride and a picnic, and on Oct. 19 Caltrain re-enacted that event with a festive celebration at the Menlo Park station. Glittering Holiday Train Returns, San Jose Author Tracks EVENTS CALENDAR Depot Design in New Book Ride Caltrain to these special events. The station name and any additional Lots of Festive Family Fun for All More than 30 years ago, Henry transit service required are listed E. Bender Jr. began researching the below each event. Santa and his elves will be mak- history of Southern Pacific depots, ing whistle stops along the Peninsula Caltrain Holiday Train Schedule buildings integral to the development this year as part of the train crew for of hundreds of communities across Nov. 15 – 17 Harvest Festival the 2013 Caltrain Holiday Train pre- Saturday, Dec. 7 California, including along the San San Mateo Event Center sented by Silicon Valley Community Francisco Peninsula. www.harvestfestival.com Foundation. -
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. -
3.1: Aesthetics, Part 1
Settings, Impacts, and Mitigation Measures Peninsula Corridor Joint Powers Board Aesthetics 1 3.1 Aesthetics 2 The visual or aesthetic environment in the Caltrain corridor is described to establish the baseline 3 against which to compare changes resulting from construction of project facilities and the alteration 4 of existing structures. This discussion focuses on representative locations along the railroad 5 corridor, including existing stations, railroad overpasses, locations of the proposed traction power 6 facilities, and other areas where the Proposed Project would physically change above-ground 7 features, where the visual appearance of the area and views experienced by area residents and users 8 could be affected. 9 3.1.1 Existing Conditions 10 3.1.1.1 Regulatory Setting 11 Federal 12 There are no federal laws, regulations, or standards related to aesthetics that are applicable to the 13 Proposed Project. 14 State 15 While there are no state laws, regulations, or standards related to aesthetics that are applicable to 16 the Proposed Project, there are state requirements for electrical safety that would influence project 17 vegetation maintenance, resulting in aesthetic changes. 18 California Public Utilities Commission 19 The California Public Utilities Commission (CPUC) has safety and security regulatory authority over 20 all transit agencies in California. 21 Rules established by the CPUC are called General Orders (GOs). The following GOs are relevant to 22 vegetation clearance along the Caltrain right-of-way (ROW). 23 GO 95: Overhead Electric Line Construction. This order concerns electrical clearances relative to 24 overhead lines, including vegetation clearances. However, this order does not provide any 25 specific guidance for 25 kVA systems proposed for use by the Proposed Project. -
San Jose to San Francisco Caltrain Schedule Carbi
San Jose To San Francisco Caltrain Schedule Iago tables lubberly while callow Jedediah footslogs conversationally or dozes disgustedly. Viricidal and mirthful Weslie never ignite showily when Christ premonishes his somatology. Eliot remains hypertrophied: she forewent her cerebritis stop too aloofly? Share your first south san to san jose to portland to your travel Fl to san jose san francisco schedule for this time you should you the general code of new cars, try using one of south to caltrain. Approved by you to san jose to francisco caltrain schedule highlighting baby bullet train as train should not those problems. Quickly in and san francisco caltrain schedule for your route basis are requested a bill. Engagement in san jose to francisco caltrain at an additional southbound and pass. Page to san jose to san caltrain schedule for letting us know that said of drivers an electrified test track maintenance by the passenger. Unable to san jose san francisco schedule for more stations without notice: you need to cost? Preferred travel between orlando to the day, the first south of vta buses and reliability branch, eastside of bike cars and back up for your email. Buildings on tracks to san jose francisco caltrain station in the morning in the fastest way to gilroy caltrain station is they tap to vancouver. Can carry up and san to san francisco station to get from san jose caltrain station platform to book your trip length of ways to your inbox. Take to the san jose to san caltrain schedule for the best experience on friday schedule of departure system. -
Item No. 1 Town of Atherton
Item No. 1 Town of Atherton CITY COUNCIL STAFF REPORT – STUDY SESSION TO: HONORABLE MAYOR AND CITY COUNCIL RAIL COMMITTEE GEORGE RODERICKS, CITY MANAGER FROM: ROBERT OVADIA, PUBLIC WORKS DIRECTOR DATE: JANUARY 9, 2019 SUBJECT: DISCUSSION AND FEEDBACK REGARDING THE CALTRAIN BUSINESS PLAN, FUTURE TRAIN SERVICE IN ATHERTON, AND RAIL POLICY RECOMMENDATION Discuss and provide feedback regarding the Caltrain Business Plan (currently under development), service scenario alternatives at the Atherton Caltrain Station, and Rail Policy in Atherton. BACKGROUND In 2018, Caltrain launched the development of its 2040 Business Plan with a goal of addressing the future potential of their rail service over the next 20-30 years. The Business Plan is intended to assess the benefits, costs, and impacts of different service visions and ultimately build the case for investments and a plan for implementation. Caltrain discontinued weekday train service at the Atherton Caltrain Station in August 2005. Weekend service at the Station continues. The Caltrain Modernization Program (CalMod) includes electrification and other projects that are intended to upgrade the performance, efficiency and capacity of Caltrain service along the service corridor. Construction of the electrification project has begun along the corridor, including the installation of pole foundations in Atherton. Caltrain intends to begin passenger service with electric trains in early 2022. Previously, Caltrain had committed to resume weekday service in some form with the implementation of their electric passenger train service. This service commitment is echoed in its environmental documents for the electrification project. In May 2018, the Council adopted Resolution 18-11 rescinding and replacing Resolution 15-10 titled “A Resolution of the City Council of the Town of Atherton Establishing and Governing Town Committees” including an attachment of the City Council’s adopted Rail Related Policy Issues. -
City of Gilroy Station Area Resilience Opportunities Case Study
CITY OF GILROY STATION AREA RESILIENCE OPPORTUNITIES CASE STUDY Angela Zhang CivicSpark AmeriCorps Fellow September 2017 1 EXECUTIVE SUMMARY Gilroy is in a unique position to take advantage of several future opportunities for local and regional transit expansions and the benefits that entail, including the development of a HSR station in downtown. There are several examples and lessons to be learned from other similar sized cities that have taken advantage of state and other programs to enhance their downtowns. Gilroy can also collaborate with the CHSRA to maximize benefits gained from the incoming HSR station, be it partnering for green infrastructure benefits, expanding regional and local transit, leveraging station city status on grant applications, or other such opportunities. Using the HSR station as a catalyst for downtown revitalization, Gilroy has the opportunity to direct growth to secure a sustainable and resilient future for the City and its residents. Resilience relates to being able to withstand and recover impacts from the environment – built and natural. The three drivers of urban and community resilience discussed are: 1. Environmental: “Provide and Enhance Protective Natural and Man-Made Assets” and “Support adaptation and mitigation strategies along with hazard-specific response capacity building”. 2. Social: “Promote Cohesive and Engaged Communities” 3. Economic: “Foster Economic Prosperity” and “Supports Livelihoods and Employment” This case study explores how the City of Gilroy can fully capitalize on the incoming benefits of the high-speed rail station, as well as how to best address existing and future challenges that lie ahead as the City moves to plan for 2040 and beyond, This case study focuses on resilience building opportunities for the City of Gilroy in the case of a Downtown high-speed rail station. -
Coast Corridor Improvements Final Program EIS/EIR
Appendix C Coast Corridor Service Development Plan MAY 2013 Coast Corridor SERVICE DEVELOPMENT PLAN The contents of this report reflect the views of the author who is responsible for the facts and accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the State of California or the Federal Railroad Administration. This publication does not constitute a standard, specification or regulation. FINAL SUBMITTAL May 2013 SERVICE DEVELOPMENT PLAN Coast Corridor Prepared for Prepared by California Department of Transportation AECOM 1120 N Street 2101 Webster Street #1900 P.O. Box 942874 Oakland, CA 94612 Sacramento, CA 95814 with Cambridge Systematics & Arellano Associates [This page intentionally blank] Coast Corridor Service Development Plan May 2013 Contents 1.0 Introduction ..................................................................................................................................... 1-1 1.1 Background ................................................................................................................................ 1-1 1.1.1 Organization of the Coast Corridor SDP ................................................................................ 1-3 1.2 Relationship of the Coast Corridor SDP to Other Documents ................................................... 1-4 1.2.1 SDP Support for State Rail Plan ............................................................................................ 1-4 1.2.2 Integration with other SDPs ..................................................................................................