DOCSLIB.ORG

BOARD ACTION: Approved As Recommended [ ] Other [ ] Approved with Modification(S) [ ]

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
BOARD ACTION: Approved As Recommended [ ] Other [ ] Approved with Modification(S) [ ] ACTION MEMO AC TRANSIT DISTRICT GM Memo No. 07-209 Board of Directors Executive Summary Meeting Date: September 19, 2007 Committees: Planning Committee Finance Committee External Affairs Committee Operations Committee Rider Complaint Committee Paratransit Committee Board of Directors Financing Corporation SUBJECT: Consider receiving semi-annual report and update on the Transbay Terminal Project RECOMMENDED ACTION: Information Only Briefing Item Recommended Motion 1. Receive update on progress of Transbay Terminal project i. Consider designs for Transbay Transit Center ii. Consider designs for Bus Storage Facility iii. Consider designs for Temporary Terminal 2. Review Transbay Joint Powers Authority (TJPA) Competition Jury Report recommending selection of Pelli/Hines team as Designer/Developer for Transbay Transit Center, consider supporting said recommendation and have the Board President send letter to TJPA. Fiscal Impact: BOARD ACTION: Approved as Recommended [ ] Other [ ] Approved with Modification(s) [ ] [To be filled in by District Secretary after Board/Committee Meeting] The above order was passed on ___________________, 2007. Linda Nemeroff, District Secretary By GM Memo No. 07-209 Subject: Update on Transbay Terminal Project Date: September 19, 2007 Page 2 of 18 There is likely to be an increase in annual operating costs of an unknown amount resulting from increased rental charges, starting in 2014. The net deficit in Transbay services could be offset by a large but unknown increase in fare revenue. There will be a Capital contribution of about $50 to 60 million, net present value based on a 25 cent Passenger Facility Charge (PFC) paid over 35 years. Background/Discussion: Schedule: • The project continues to proceed on schedule with construction on the new Transbay Transit Center starting in late 2009 and completion of the bus components in late 2013 or early 2014. • The Temporary Terminal will begin construction in mid-2008 with completion and occupancy in 2009. Bus Storage may lag about six to 12 months behind Temporary Terminal occupancy. Substantial progress continues to be made on delivering the Transbay Terminal project by the TJPA, of which AC Transit is a member agency. As of July 2007, the TJPA has expended about $97 million for project delivery, of which about $59 million is for property purchases, $19 million for project engineering, $17 million for program management and $3 million for TJPA administration. Next phase expenditures are estimated at about $13 million for the Temporary Terminal construction, $31 million for Bus Storage and an additional amount for required property purchases. Project Description As detailed in previous communications to the Board, the Transbay Terminal / Caltrain Downtown Extension / Redevelopment Project consists of three key components: A new, multimodal transportation terminal that will provide convenient and efficient connections among AC Transit, Muni, Caltrain, BART, Golden Gate Transit, Samtrans, Greyhound, other transit operators, and the proposed California high speed rail system; An extension of Caltrain commuter rail service from its current terminus at Fourth and Townsend Streets to a new underground terminal at the Transbay Terminal site; and GM Memo No. 07-209 Subject: Update on Transbay Terminal Project Date: September 19, 2007 Page 3 of 18 Establishment of a Redevelopment Area Plan designed to revitalize the Transbay Terminal area and alleviate blight by supporting transit-oriented development. Funding status is as follows: • Terminal – Including AC Transit facilities and Muni, Samtrans and Golden Gate areas, and bus ramps and bus storage. Also includes Temporary Terminal. o Cost: $1 billion Status: Fully Funded • Rail Extension – Including underground rail facilities, Transbay rail platforms, permanent intercity bus depot, new 4th and Townsend rail station. o Cost: $2.4 billion Status: Partially Funded • Redevelopment Project – All development expenses and infrastructure improvements in 40 acre redevelopment area. o Cost: $TBD billion Status: Internally Funded The total updated project cost for the terminal and the Caltrain extension is about $3.4 billion (Year of Expenditure dollars). Cost of the terminal building (included in the $3.4 billion total) is about $1 billion (Year of Expenditure dollars). The location of the facility is First and Mission, present site of the Transbay Terminal, pursuant to the interests of AC Transit and consistent with state law (AB 812; SB 916). The new, multimodal terminal will produce significant improvements in both the aesthetics and the comfort of transit, and it will be convenient, efficient and safe for passengers. Passengers will be able to quickly and easily transfer among all transit operators serving San Francisco in a single location. Pursuant to Legislative mandate, the facility will be designed to include the proposed California high speed rail system. It will provide shops, restaurants, and other uses designed to appeal to passengers, and contribute to the vibrancy of the area. The existing facility does not meet current seismic safety or space utilization standards; these deficiencies have been documented in the adopted Final Environmental Impact Statement (FEIS)/Final Environmental Impact Report (FEIR). The proposed project, which has been under development for more than ten years, is the result of strong public involvement, technical analysis, and political support. AC Transit Facilities and Bus Operations The adopted Terminal design provides for the expansion of Bay Bridge bus service to meet estimated year 2030 demand. This demand results in the operation of about 150 GM Memo No. 07-209 Subject: Update on Transbay Terminal Project Date: September 19, 2007 Page 4 of 18 peak hour bus trips (up from about 100 currently). The project accommodates these vehicles in a single level, center platform facility where buses operate clockwise and passengers wait in an enclosed, conditioned waiting area. The design provides 30 stop locations on a 1,300 foot platform, an increase from the 23 stops that are currently used by AC, Muni and Westcat buses. Articulated buses will be accommodated at 26 of the 30 stop locations. Intercity buses will be located one level below street level on the mezzanine, adjacent to the rail waiting area. In phase 2 of the project, Caltrain and ultimately intercity high speed rail trains will be located in the lowest levels of the terminal in a six track facility. Buses will access the terminal on a dedicated ramp structure leading directly into both bus levels, looping inside the terminal. Traffic simulations have demonstrated the ability of the ramps and terminal structure to accommodate post-2030 bus service demand levels. AC Transit also performed a full-scale demonstration of the terminal configuration in August 2005 at Alameda Point, testing the ability of the design to accommodate 145 bus departures in a one hour period. The test demonstrated successful functioning of the design. The terminal building is intended to be a signature project for San Francisco and for the entire Bay Area. Three competing visions of the project ensure that the region and the transit operators will provide service in an attractive storefront for transit which would also have superior operational functionality. Dedicated bus storage will be provided to AC Transit in the area under the I-80 freeway in San Francisco, between Second and Third Streets. Up to 70 AC Transit buses could be stored at this site between the morning and afternoon peaks, thus reducing the number of required deadhead trips to and from the East Bay. Funding Scenarios The Transbay Project has more than a billion dollars in committed funding, as follows: Source Amount (in million $) Bridge Tolls Regional Measure 1 $54 Regional Measure 2 $150 MTC Discretionary RTIP $28 AB 1171 $150 GM Memo No. 07-209 Subject: Update on Transbay Terminal Project Date: September 19, 2007 Page 5 of 18 Local Sales Tax San Mateo Sales Tax $31 San Francisco Sales Tax $148 Land and Tax Increment Land Sales $360 Loans TIFIA (secured with tax increment, etc) $512 Federal SAFETEA-LU $56 FTA Section 1601 (TEA-21) $11 Total Committed Revenues $1500 There are also other revenues that have been identified but not committed: High Speed Rail Bonds $475.0 Passenger Facility Charges $873.0 Prop 1B, 1C Infrastructure Bonds $TBD These revenues are neither discounted nor escalated, and would allow the TJPA to obtain a loan to bridge the funding gap and also bring future funding (such as land sales and tax increment revenues) forward. A portion of the PFCs are proposed to be derived from AC Transit passengers. Land Sales and Tax Increment In July 2003, the TJPA entered into a Cooperative Agreement with Caltrans and the City and County of San Francisco that will transfer right-of-way in the Transbay Terminal area from state ownership to City and TJPA ownership. Redevelopment of this right-of-way is expected to help achieve the goals of the Project, including improving the area’s economic vitality and providing funding for the Project. Pursuant to the Agreement, all sales proceeds from the property transfer will be dedicated to the terminal project, as will all tax increments generated by the new land uses. The California Transportation Commission is expected to consider approval of the land transfer agreement later this year. GM Memo No. 07-209 Subject: Update on Transbay Terminal Project Date: September 19, 2007 Page 6 of 18 Ridership Study Under a contract with the Water Transit Authority (funded by TJPA, AC Transit and MTC), Cambridge Systematics has been revising ridership forecasts for the Bay Bridge Corridor covering BART, AC Transit and ferry services, as well as automobile trips. In addition, under a separate contract with the TJPA, Cambridge Systematics has been providing updated information on ridership in the Peninsula Corridor, both for Caltrain and for BART, as well as bus services. The model improves on the existing MTC models in several ways: • It provides a peak hour estimate, which the current MTC model does not provide. • It provides an interactive feature allowing diversion from crowded modes to less crowded modes.
Load more

Recommended publications
  • SFO to San Francisco in 45 Minutes for Only $6.55!* in 30 Minutes for Only $5.35!*
    Fold in to the middle; outside right Back Panel Front Panel Fold in to the middle; outside left OAK to San Francisco SFO to San Francisco in 45 minutes for only $6.55!* in 30 minutes for only $5.35!* BART (Bay Area Rapid Transit) from OAK is fast, easy and BART (Bay Area Rapid Transit) provides one of the world’s inexpensive too! Just take the convenient AirBART shuttle Visitors Guide best airport-to-downtown train services. BART takes you bus from OAK to BART to catch the train to downtown San downtown in 30 minutes for only $5.35 one-way or $10.70 Francisco. The entire trip takes about 45 minutes and costs round trip. It’s the fast, easy, inexpensive way to get to only $6.55 one-way or $13.10 round trip. to BART San Francisco. The AirBART shuttle departs every 15 minutes from the The BART station is located in the SFO International Terminal. 3rd curb across from the terminals. When you get off the It’s only a five minute walk from Terminal Three and a shuttle at the Coliseum BART station, buy a round trip BART 10 minute walk from Terminal One. Both terminals have ticket from the ticket machine. Take the escalator up to the Powell Street-Plaza Entrance connecting walkways to the International Terminal. You can westbound platform and board a San Francisco or Daly City also take the free SFO Airtrain to the BART station. bound train. The BART trip to San Francisco takes about 20 minutes. Terminal 2 (under renovation) Gates 40 - 48 Gates 60 - 67 Terminal 3 Terminal 1 Gates 68 - 90 Gates 20 - 36 P Domestic Want to learn about great deals on concerts, plays, Parking museums and other activities during your visit? Go to www.mybart.org to learn about fantastic special offers for BART customers.
    [Show full text]
  • THIS STAFF REPORT COVERS CALENDAR ITEM NO.: 8 for the MEETING OF: April 19, 2007 TRANSBAY JOINT POWERS AUTHORITY BRIEF DESCRIPT
    THIS STAFF REPORT COVERS CALENDAR ITEM NO.: 8 FOR THE MEETING OF: April 19, 2007 TRANSBAY JOINT POWERS AUTHORITY BRIEF DESCRIPTION: This staff report provides the status of a planning feasibility study for a future pedestrian connection tunnel between the Transbay Transit Center and the BART/MUNI Metro stations on Market Street. SUMMARY: The TJPA is conducting a study of the feasibility and estimated construction cost for a new pedestrian connection tunnel along one of the following four alternative alignments. • Beale Street (Alternative 1) • Fremont Street (Alternative 2) • First Street (Alternative 3) • Ecker Place (Alternative 4) Estimated construction costs vary for each alignment, with the Beale Street and Ecker Place alignments expected to cost less than the Fremont Street or First Street alignments due to the shorter total length of the tunnel structures. There is currently no funding identified for inclusion of the pedestrian connection tunnel in Phase 1 of the Transbay Transit Center Program. Consequently, it remains a “design option” that would be implemented during the Caltrain Downtown Extension project in Phase 2 of the Transbay Transit Center Program, as originally envisioned in the Final Environmental Impact Statement/ Environmental Impact Report (FEIS/EIR). If adequate funding is secured, construction of the pedestrian connection tunnel appears technically feasible along any of the four alignments studied. A study report with input from City and regional stakeholders is planned for consideration by the TJPA Board at its May 2007 meeting. REPORT: FEIS/EIR Consideration of a Pedestrian Connection Tunnel The Locally Preferred Alternative (LPA) that was adopted during the preparation of the FEIS/EIR included a “design option” for a pedestrian connection tunnel below Fremont Street between the train mezzanine level of the new Transit Center and the mezzanine level of the existing BART/MUNI Metro Embarcadero Station, as part of the Caltrain Downtown Extension Project.
    [Show full text]
  • Caltrain Business Plan
    Caltrain Business Plan PROJECT UPDATE – SPRING 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 Electrification is the Foundation for Growth with Plans for
    [Show full text]
  • JPB Board of Directors Meeting of June 4, 2020 Correspondence As Of
    JPB Board of Directors Meeting of June 4, 2020 Correspondence as of May 21, 2020 # Subject 1 Excessive Idling at San Francisco Caltrain Station 2 Diridon Cooperative Agreement 3 Caltrain Sales Tax 4 BATWG Newsletter – May 2020 5 SSF Virtual Town Hall From: Chad Hedstrom <[email protected]> Sent: Monday, May 18, 2020 1:51 AM To: Public Comment <[email protected]>; [email protected]; [email protected] Subject: Excessive Idling at San Francisco Caltrain station Observed the 912 San Bruno and 923 Baby Bullet, as well as the 913 (THREE (3) train engines) fast idling (very loudly) at the Caltrain station at 4th and King. I walked the entire perimeter of the yard, was not able to determine that any work was being done on any of the three engines. Last train to leave the station was 9:37pm on Sunday night, was last observed at 1:45am Monday morning, still idling. As I am writing this at nearly 2am all three trains continue to idle in an empty yard, resonating for blocks in every direction. 1. Why are these trains idling more than 60 minutes before departure? 2. Why are these trains not using Wayside power? 3. If wayside power is not available, when will wayside power be restored to San Francisco Station? I would ask that trains continue to use wayside power! Several thousand people are directly impacted by the noise. Caltrain has committed to using wayside power when at the station to reduce idling. Now more than ever citizens of San Francisco are staying at home and having to endure excessive idling not just at night, but during the day as well.
    [Show full text]
  • The Third Crossing
    The Third Crossing A Megaproject in a Megaregion www.thirdcrossing.org Final Report, February 2017 Transportation Planning Studio Department of City and Regional Planning, University of California, Berkeley Acknowledgements The authors would like to acknowledge the Department of City and Regional Planning (DCRP) at the College of Environmental Design (CED) at UC Berkeley, the University of California Transportation Center and Institute of Transportation Studies (ITS), UC Berkeley for support. A special thanks also goes to the helpful feedback from studio instructor Karen Trapenberg Frick and UC Berkeley faculty and researchers including Jesus Barajas and Jason Corburn. We also acknowledge the tremendous support and insights from colleagues at numerous public agencies and non-profit organizations throughout California. A very special thanks goes to David Ory, Michael Reilly, and Fletcher Foti of MTC for their gracious support in running regional travel and land use models, and to Professor Paul Waddell and Sam Blanchard of UrbanSim, Inc. for lending their resources and expertise in land use modeling. We also thank our classmates Joseph Poirier and Lee Reis; as well as David Eifler, Teresa Caldeira, Jennifer Wolch, Robert Cervero, Elizabeth Deakin, Malla Hadley, Leslie Huang and other colleagues at CED; and, Alexandre Bayen, Laura Melendy and Jeanne Marie Acceturo of ITS Berkeley. About Us We are a team of 15 graduate students in City Planning, Transportation Engineering, and Public Health. This project aims to facilitate a conversation about the future of transportation between the East Bay and San Francisco and in the larger Northern California megaregion. We are part of the Department of City and Regional Planning in the UC Berkeley College of Environmental Design, with support from the University of California Transportation Center and The Institute of Transportation Studies at the University of California, Berkeley.
    [Show full text]
  • Altamont Corridor Vision Universal Infrastructure, Universal Corridor Altamontaltamont Corridor Corridor Vision: Vision Universal Infrastructure, Universal Corridor
    Altamont Corridor Vision Universal Infrastructure, Universal Corridor AltamontAltamont Corridor Corridor Vision: Vision Universal Infrastructure, Universal Corridor What is the Altamont Corridor Vision? The Altamont Corridor that connects the San Joaquin Valley to the Bay Area is one of the most heavily traveled, most congested, and fastest growing corridors in the Northern California megaregion. The Bay Area Council estimates that congestion will increase an additional 75% between 2016 and 2040. To achieve state and regional environmental and economic development goals, a robust alternative is needed to provide a sustainable / reliable travel choice and greater connectivity. The Altamont Corridor Vision is a long-term vision to establish a universal rail corridor connecting the San Joaquin Valley and the Tri-Valley to San Jose, Oakland, San Francisco and the Peninsula. This Vision complements other similar investments being planned for Caltrain, which is in the process of electrifying its corridor and rolling stock; Capitol Corridor, which is moving its operations to the Coast Subdivision as it improves its service frequency and separates freight from passenger service; a new Transbay Crossing, which would allow for passenger trains to flow from Oakland to San Francisco; the Dumbarton Rail Crossing, which is being studied to be brought back into service; and Valley Rail, which will connect Merced and Sacramento. The Vision also complements and connects with High- Speed Rail (HSR), and would enable a one-seat ride from the initial operating segment in the San Joaquin Valley throughout the Northern California Megaregion. One-Hour One-Seat One Shared Travel Time Ride Corridor Shared facilities, Oakland, Stockton, Express service, integrated Peninsula, Modesto modern rolling ticketing, San Jose stock timed connections • The limited stop (two intermediate stops) travel time between Stockton and San Jose is estimated to be 60 minutes.
    [Show full text]
  • California State Rail Plan 2005-06 to 2015-16
    California State Rail Plan 2005-06 to 2015-16 December 2005 California Department of Transportation ARNOLD SCHWARZENEGGER, Governor SUNNE WRIGHT McPEAK, Secretary Business, Transportation and Housing Agency WILL KEMPTON, Director California Department of Transportation JOSEPH TAVAGLIONE, Chair STATE OF CALIFORNIA ARNOLD SCHWARZENEGGER JEREMIAH F. HALLISEY, Vice Chair GOVERNOR BOB BALGENORTH MARIAN BERGESON JOHN CHALKER JAMES C. GHIELMETTI ALLEN M. LAWRENCE R. K. LINDSEY ESTEBAN E. TORRES SENATOR TOM TORLAKSON, Ex Officio ASSEMBLYMEMBER JENNY OROPEZA, Ex Officio JOHN BARNA, Executive Director CALIFORNIA TRANSPORTATION COMMISSION 1120 N STREET, MS-52 P. 0 . BOX 942873 SACRAMENTO, 94273-0001 FAX(916)653-2134 (916) 654-4245 http://www.catc.ca.gov December 29, 2005 Honorable Alan Lowenthal, Chairman Senate Transportation and Housing Committee State Capitol, Room 2209 Sacramento, CA 95814 Honorable Jenny Oropeza, Chair Assembly Transportation Committee 1020 N Street, Room 112 Sacramento, CA 95814 Dear: Senator Lowenthal Assembly Member Oropeza: On behalf of the California Transportation Commission, I am transmitting to the Legislature the 10-year California State Rail Plan for FY 2005-06 through FY 2015-16 by the Department of Transportation (Caltrans) with the Commission's resolution (#G-05-11) giving advice and consent, as required by Section 14036 of the Government Code. The ten-year plan provides Caltrans' vision for intercity rail service. Caltrans'l0-year plan goals are to provide intercity rail as an alternative mode of transportation, promote congestion relief, improve air quality, better fuel efficiency, and improved land use practices. This year's Plan includes: standards for meeting those goals; sets priorities for increased revenues, increased capacity, reduced running times; and cost effectiveness.
    [Show full text]
  • Transbay Temporary Terminal : Project Fact Sheet
    Transbay Temporary Terminal PROJECT FACT SHEET Temporary Terminal The Transbay Joint Powers Authority (TJPA) continues to make exciting progress toward building the Transbay Transit Center, the “Grand Central of the West.” Groundbreak- ing commenced in December 2008 for the Temporary Terminal that will serve bus pas- sengers while the new Transit Center is un der construction. ➤ SPEAR STREET ➤ ➤ ➤ ➤ HOWARD STREET MAIN STREET ➤ Temporary Temporary Terminal Rendering + Terminal Site ➤ BEALE STREET ➤ ➤ Sign-up for Notices ➤ The TJPA is committed to mitigating traffic impacts during ➤ FOLSOM STREET the course of construction. However, traffic disruptions are FREMONT STREET expected throughout the course of the project. ➤ In order to stay informed on our progress, upcoming community meetings and potential street closures, please ➤ ➤ sign up to receive email alerts and to join our project mailing list at www.temporaryterminal.org Map of Project Area + PROJECT TIMELINE December 2008 Summer 2010 Fall 2010 Late Fall 2010 2012 2017 2018 Temporary Terminal Temporary Terminal construction completed. Demolition SamTrans Construction Construction Construction Groundbreaking. of East Loop and Golden of the of the of the Caltrain Greyhound, AC Transit, MUNI and WestCAT (Phase II of Gate Transit Caltrain Transbay Downtown Lynx operations move to the Temporary Temporary move to the Downtown Transit Rail Extension Terminal. Terminal) Temporary Rail Center to be to be Begin demolition of Transbay Terminal; completed. Terminal. Extension to completed. completed. construction of new Transit Center begins. begin. Temporary Terminal to close. For more information, please visit: www.temporaryterminal.org 06.10 PROJECT FACT SHEET Frequently Asked Questions Transbay Transit Center Rendering + WHAT IS THE TEMPORARY TERMINAL? The Temporary Terminal is the temporary replacement bus facility that will serve bus passengers while the new, multi-modal Transbay Transit Center is under construction.
    [Show full text]
  • Samtrans Service Plan Final Recommendations
    SamTrans Service Plan Final Recommendations May 2013 Table of Contents Executive Summary ......................................................................................................i Introduction ..................................................................................................................1 Plan Background ..........................................................................................................3 Plan Framework ...........................................................................................................6 Service Plan Development .......................................................................................10 SamTrans Service Plan ..............................................................................................21 Next Steps ...................................................................................................................31 Appendix A: SamTrans Service Plan Route Recommendations ...........................................A-33 Appendix B: SamTrans Service Plan Route Maps ................................................................... B-38 Appendix C: Outreach Summaries ............................................................................................C-91 2 | SAMTRANS SERVICE PLAN - MAY 2013 Acknowledgments Board of Directors 2013 Project Team Carole Groom, Chair April Chan, Executive Officer, Planning & Jeff Gee, Vice Chair Development Jerry Deal Chuck Harvey, Deputy CEO Rose Guilbault Douglas Kim, Director, Planning Shirley Harris
    [Show full text]
  • Frequently Asked Questions Updated February 26, 2021 Alta Way
    Frequently Asked Questions Updated February 26, 2021 Alta Way Grading Permit The Marin County Community Development Agency’s Planning Division (CDA) is a regulatory agency responsible for implementing State and local land use laws through the entitlement process. While the CDA is not the permitting authority for a Grading Permit, we prepared this informational document to provide responses to questions that we have received about the Alta Way Grading Permit application. 1. Why is the project not considered a “Subdivision”? Response: The Marin County Development Code defines a subdivision, in part, as follows: “The division, by any subdivider, of any unit or portion of land shown on the latest equalized Marin County Assessment Role as a unit or contiguous units…”. The project applicant is not proposing to create additional, new lots. The proposal will provide access to a number of existing lots that were created by a prior subdivision map (Map of Garden Valley Park Subdivision 1, filed for record on October 9, 1919 in Volume 5 of Maps at page 4 in the Office of the Recorder, Marin County Records). The applicant proposes to “merge” or combine 8 of the existing lots into 4 lots. As a “merger” involves the combination of existing units of land rather than a division of a unit or units of land, a merger is not considered a subdivision under the County Code and the State Subdivision Map Act. Therefore, the provisions for subdivisions do not apply to the proposed project. The applicant has applied to the CDA to merge the lots described above.
    [Show full text]
  • Transbay Transit Center
    Transbay Transit Center TRANSBAY JOINT POWERS AUTHORITY FREQUENTLY ASKED QUESTIONS Transbay Transit Center Why do we need the Transbay Transit Center? It is time for public infrastructure to meet the needs of the 21st century. The project will centralize a fractured regional transportation network—making transit connections be- tween all points in the Bay Area fast and convenient. The new Transit Center will make public transit a convenient option as it is in other world-class cities, allowing people to travel and commute without the need for a car, thereby decreasing congestion and pollution. The Transit Center will provide a downtown hub in the heart of a new transit- friendly neighborhood with new homes, parks and shops, providing access to public transit literally at the foot of people’s doors. When will I be able to use the Transit Center? The Transit Center building will be completed in 2017 and will be a bustling transit and retail center for those who live, work and visit the heart of downtown San Francisco. When will I be able to take Caltrain into the new Transit Center? The construction of the underground rail extension for the Caltrain rail line and future High Speed Rail is planned to begin in 2012. It is estimated to be completed and operational, along with the Transit Center’s underground rail station, in 2018 or sooner if funding becomes What is the Transbay Transit available. Center Project? How many people will use it? When the rail component is complete, it is estimated that The Transbay Transit Center Project is a visionary more than 20 million people will use the Transit Center transportation and housing project that will transform annually.
    [Show full text]
  • Transbay Transit Center
    Transbay Transit Center Building the First Modern Multi-Modal Transportation Station in the United States The Transbay Transit Center Project will centralize the region’s transportation network by making transit connections between all points in the Bay Area fast and convenient for more than 100,000 passengers per day. The Project will replace the current bus terminal with a new multi-modal transportation center—the “Grand Central Station of the West”— and house eleven transit systems under one roof. The new Transit Center will make public transit a convenient option as it is in other world-class cities and return San Francisco to a culture of mass transit. As the northern terminus for high speed rail in California and the first modern high speed rail station to be constructed in the United States, the $4.2 billion project will create a modern regional transit hub and: • Stimulate the economy by creating more than • Serve as the San Francisco terminus for California 125,000 jobs High Speed Rail Service which will reduce California CO2 emissions by 1.4 percent statewide • Generate more than $87 billion in Gross Regional Product and $52 billion in personal income • Serve up to 45 million passengers per year through 2030 • Use cutting edge designs and technologies to • Create a demand in transit use through intermodal achieve LEED certification connections for eight Bay Area counties and • Feature a fully accessible city park and utilize Southern California natural light to conserve water and energy • Reduce carbon dioxide emissions by more than 36,000 tons each year from the Caltrain commuter rail extension alone The Transbay Project is the Largest Transit Project Under Construction in the Western United States www.transbaycenter.org 1.11 Transbay Transit Center TRANSBAY TRANSIT CENTER The Transbay Transit Center in downtown San Francisco will transform transportation in California and stimulate the economy.
    [Show full text]