Exhibit 1B Geographical Definitions of Zones
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2016 RTP/SCS Transportation Finance Appendix, Adopted April
TRANSPORTATION TRANSPORTATION SYSTEMFINANCE SOUTHERN CALIFORNIA ASSOCIATION OF GOVERNMENTS APPENDIX ADOPTED | APRIL 2016 INTRODUCTION 1 REVENUE ASSUMPTIONS 1 CORE AND REASONABLY AVAILABLE REVENUES 3 EXPENDITURE CATEGORIES AND METHODOLOGY 14 SUMMARY OF REVENUE SOURCES AND EXPENDITURES 18 APPENDIX A: DETAILS ABOUT REVENUE SOURCES 21 APPENDIX B: SCAG REGIONAL FINANCIAL MODEL 30 APPENDIX TRANSPORTATION SYSTEM I TRANSPORTATION FINANCE APPENDIX C: ADOPTED | APRIL 2016 IMPLEMENTATION PLAN FOR REASONABLY AVAILABLE REVENUE SOURCES 34 APPENDIX D: FINANCIAL PLAN ASSESSMENT CHECKLIST 39 TRANSPORTATION FINANCE INTRODUCTION REVENUE ASSUMPTIONS In accordance with federal fiscal constraint requirements (23 U.S.C. § 134(i)(2)(E)), the The region’s revenue forecast timeframe for the 2016 RTP/SCS is FY2015-16 through Transportation Finance Appendix for the 2016 RTP/SCS identifies how much money the FY2039-40. Consistent with federal guidelines, the financial plan takes into account Southern California Association of Governments (SCAG) reasonably expects will be available inflation and reports statistics in nominal (year-of-expenditure) dollars. The underlying data to support our region’s surface transportation investments. The financially constrained 2016 are based on financial planning documents developed by the local county transportation RTP/SCS includes both a “traditional” core revenue forecast comprised of existing local, commissions and transit operators. The revenue model also uses information from the state and federal sources and more innovative but reasonably available sources of revenue California Department of Transportation (Caltrans) and the California Transportation to implement a program of infrastructure improvements to keep freight and people moving. Commission (CTC). The regional forecasts incorporate the county forecasts where available The financial plan further documents progress made since past RTPs and describes steps and fill data using a common framework. -
Facing the Future in St. Bernard Parish, Louisian: Planning and Development
University of New Orleans ScholarWorks@UNO University of New Orleans Theses and Dissertations Dissertations and Theses Summer 8-1984 Facing the Future in St. Bernard Parish, Louisian: Planning and Development Gregory L. Chase University of New Orleans, [email protected] Follow this and additional works at: https://scholarworks.uno.edu/td Part of the Urban Studies and Planning Commons Recommended Citation Chase, Gregory L., "Facing the Future in St. Bernard Parish, Louisian: Planning and Development" (1984). University of New Orleans Theses and Dissertations. 1718. https://scholarworks.uno.edu/td/1718 This Thesis is protected by copyright and/or related rights. It has been brought to you by ScholarWorks@UNO with permission from the rights-holder(s). You are free to use this Thesis in any way that is permitted by the copyright and related rights legislation that applies to your use. For other uses you need to obtain permission from the rights- holder(s) directly, unless additional rights are indicated by a Creative Commons license in the record and/or on the work itself. This Thesis has been accepted for inclusion in University of New Orleans Theses and Dissertations by an authorized administrator of ScholarWorks@UNO. For more information, please contact [email protected]. FACING THE FUTURE IN ST. BERNARD PARISH, LOUISIANA: PLANNING AND DEVELOPMENT A Thesis Submitted to the Graduate Faculty of the University of New Orleans In partial fulfillment of the Requirements for the degree of Master of Science in Urban Studies In The School of Urban and Regional Studies by Gregory L. Chase Bachelor of General Studies University of New Orleans, 1978 August 1984 ACKNOWLEDGMENTS I wish to express my sincere thanks to the members of my thesis committee, Dr. -
700 S Barracks St WHSE 9& 10 LEASE DD JG .Indd
Port of Pensacola - WHSE 9 & 10 52,500-92,500 SF WHSE +/- Port of Pensacola, one of Florida’s 15 Deep Water Ports PORT PENSACOLA FACTS: Shortest steaming distance pier side to the 1st sea buoy in the Gulf of Mexico 55+ acre facility (zoned industrial); 24/7 operations with security 3,370 feet of vessel berthing space on 6 deep draft berths (33 ft channel depth) CSX rail service & superior on-Port rail availability and access 400,000± SF of covered storage in six general warehouses Signifi cant Paved dockside area for cargo laydown, heavy lift, or special project storage One of Florida’s 15 Deep Water Ports and integrated into Florida Strategic Intermodal System (SIS) DeeDee Davis, SIOR MICP John Griffi ng, SIOR CRE +1 850 433 0577 +1 850 450 5126 [email protected] jgriffi [email protected] WHSE 9 & 10 Ter ms WHSE 9&10 Protected Harbor 11 miles from #1 Sea Buoy Quickest Vessel Egress Along the Gulf of Mexico Zoned M-1, SSD, WRD (City of Pensacola) Building and Leasing Description Term- Building 9-52,500 SF Clear Span WHSE One (1) year- negotiable that can be expanded into a partially completed WHSE to total 92,000 SF. Lease Type- NNN Tenant has the option to complete the warehouse to their specifi cations. $6/PSF, plus NNN, S/T Clear Span Zoned M-1, SSD, WRD (City of Pensacola) 50 x 50’ column spacing Two (2) 20’8” x 16’ Overhead Doors Additional acreage available for ground lease Lease Rate $26,000-46,000 per mo, plus NNN, plus S/T Port of Pensacola- WHSE 9 & 10 STRATEGIC - Port Pensacola is located on the Gulf of Mexico only 11 miles -
Jefferson Parish
JEFFERSON PARISH 2015 MULTIJURISDICTIONAL HAZARD MITIGATION PLAN UPDATE MARCH 2015 Table of Contents Section 1 Executive Summary 6 1.1 Organization of the Plan 7 1.2 Background 7 1.3 Hazards and Risks 8 1.3.1 Hazards 8 1.3.2 Risks 9 1.4 Summary of Goals, Objectives, Strategies and Actions 9 1.4.1 Hazard Mitigation Goals 9 1.4.2 Hazard Mitigation Objectives 10 1.4.3 Hazard Mitigation Strategies 10 1.4.4 Action Items 11 1.5 The Planning Process 11 1.6 Approval and Adoption Process 12 1.7 Implementation Process 12 1.8 Monitoring and Updating Processes 12 Section 2 Background 13 2.1 Introduction 13 2.1.1 Scope of the Plan 13 2.2 Organization, Objectives and Mission 14 2.3 Background Information 15 2.3.1 Geography 15 2.3.2 Parish History 18 2.3.3 Climate 19 2.3.4 Transportation 19 2.3.5 Community Assets 19 2.3.6 Population and Growth 21 2.4 The Louisiana State Hazard Mitigation Plan 24 Section 3 Planning Process 25 3.1 Interim Final Rule Requirements 25 3.2 Federal Mitigation Planning Requirements 26 3.3 Description of the Planning Process 27 3.3.1 How the Plan was Prepared and Updated 27 3.3.2 Step 1 – Organize Resources 28 3.3.3 Step 2 – Assess Risks 31 3.3.4 Step 3 – Identify and Scope Potential Projects 31 3.3.5 Step 4 – Develop the Mitigation Plan 32 2 3.3.6 Step 5 – Implement Plan and Monitor Progress 32 3.4 How the Public and Jurisdictions were Involved 32 3.5 Other Local Planning Mechanisms 33 3.6 Review/Incorporation of Plans, Studies, Reports, and 34 other information Section 4 Hazard Identification, Ranking, and Risk Assessments -
Federal Register/Vol. 65, No. 233/Monday, December 4, 2000
Federal Register / Vol. 65, No. 233 / Monday, December 4, 2000 / Notices 75771 2 departures. No more than one slot DEPARTMENT OF TRANSPORTATION In notice document 00±29918 exemption time may be selected in any appearing in the issue of Wednesday, hour. In this round each carrier may Federal Aviation Administration November 22, 2000, under select one slot exemption time in each SUPPLEMENTARY INFORMATION, in the first RTCA Future Flight Data Collection hour without regard to whether a slot is column, in the fifteenth line, the date Committee available in that hour. the FAA will approve or disapprove the application, in whole or part, no later d. In the second and third rounds, Pursuant to section 10(a)(2) of the than should read ``March 15, 2001''. only carriers providing service to small Federal Advisory Committee Act (Pub. hub and nonhub airports may L. 92±463, 5 U.S.C., Appendix 2), notice FOR FURTHER INFORMATION CONTACT: participate. Each carrier may select up is hereby given for the Future Flight Patrick Vaught, Program Manager, FAA/ to 2 slot exemption times, one arrival Data Collection Committee meeting to Airports District Office, 100 West Cross and one departure in each round. No be held January 11, 2000, starting at 9 Street, Suite B, Jackson, MS 39208± carrier may select more than 4 a.m. This meeting will be held at RTCA, 2307, 601±664±9885. exemption slot times in rounds 2 and 3. 1140 Connecticut Avenue, NW., Suite Issued in Jackson, Mississippi on 1020, Washington, DC, 20036. November 24, 2000. e. Beginning with the fourth round, The agenda will include: (1) Welcome all eligible carriers may participate. -
Chapter IV TRANSPORTATION and CIRCULATION
Chapter IV TRANSPORTATION AND CIRCULATION Central City is bordered by a "freeway ring" formed by the Harbor Freeway (Interstate 110) to the west, the Hollywood Freeway (US 101) to the north, the Santa Ana Freeway (Interstate 5) to the east, and the Santa Monica Freeway (Interstate 10) to the south. In addition to the freeway ring, five other freeway corridors provide regional access to the downtown area: the Golden State Freeway (Interstate 5), the Glendale Freeway (State Route 2), the Pasadena Freeway (State Route 110), the San Bernardino Freeway (Interstate 10) and the Pomona Freeway (State Route 60). The Downtown roadway system is basically a grid network of streets which has remained unchanged for decades. The majority of the changes that have occurred on these streets have been to convert some segments into one-way operation. Several streets also serve a regional function by providing access to the adjacent freeway system. These include Hope Street, Grand Avenue, Broadway, and Spring Street in the north-south direction and Third Street, Fourth Street, Fifth Street, Sixth Street, Eighth Street, and Ninth Street in the east west direction. Significant congestion occurs on the regional transportation network due to the combined impacts of trip demands within Central City as well as regional trips that pass through Central City. In fact, more than half of downtown freeway traffic is through traffic. Pedestrian circulation in downtown Los Angeles takes place for the most part during the weekday business hours with the heaviest volumes during the lunch hours. Most of the pedestrian movement occurs between Bunker Hill, the Financial Core, and the Historic Core where daytime employment centers are located. -
Introduction
Introduction More than ten years after the worst disaster to befall any U.S. city in American history—necessitating the almost total evacuation of the population—the City of New Orleans has exceeded expectations in population recovery. 1 By the end of 2015, the city had regained nearly 86% of its pre-Katrina population, with nearly 390,000 people calling the city home.1 More than half of neighborhoods have recovered over 90 percent of the population they had before the levees failed.2 Only four neighborhoods have less than half the population they had prior to Katrina; the Lower Ninth Ward, one of the City’s most damaged neighborhoods; and three neighborhoods which include three public housing sites that have been demolished to make way for new mixed–income housing.3 Despite the City’s remarkable population recovery, there are still challenges that remain as we shift our focus from recovery to resilience. This chapter describes the post-World War II demographic and land use trends that shaped the New Orleans of today. This period in New Orleans’ history is part of a larger story of urban decline which lasted through the 1990s and affected all American cities—and the beginning of an urban renaissance that gathered steam in the early 2000s and continues today. New Orleans was part of this story, including the beginnings of urban renaissance, in its own way and based on its own history. While Hurricane Katrina and the failure of the levee system severely impacted the progress of the City, more than 10 years after the storm the City has overcome many challenges. -
MASTER/Format a Text Template
Case Study of the Transportation Sector’s Response to and Recovery from Hurricanes Katrina and Rita prepared for Committee on Climate Change and U.S. Transportation Division on Earth and Life Studies Transportation Research Board prepared by Cambridge Systematics, Inc. January 2007 www.camsys.com The opinions and conclusions expressed or implied are those of the authors and are not necessarily those of the Transportation Research Board or its sponsors. This document is not a report of the Transportation Research Board or of the National Research Council. commissioned paper Case Study of the Transportation Sector’s Response to and Recovery from Hurricanes Katrina and Rita prepared for Committee on Climate Change and U.S. Transportation Division on Earth and Life Studies Transportation Research Board prepared by Lance R. Grenzeback Andrew T. Lukmann Cambridge Systematics, Inc. 100 CambridgePark Drive, Suite 400 Cambridge, Massachusetts 02140 January 2007 Case Study of the Transportation Sector’s Response to and Recovery from Hurricanes Katrina and Rita Table of Contents 1.0 Introduction................................................................................................................... 1 2.0 Hurricanes Katrina and Rita....................................................................................... 3 3.0 Central Gulf Coast........................................................................................................ 6 4.0 Highway System.......................................................................................................... -
Louisiana Department of Transportation and Development Supplement to Oversize/Overweight Permit
Rev. 02/15 STATE OF LOUISIANA DEPARTMENT OF TRANSPORTATION AND DEVELOPMENT SUPPLEMENT TO OVERSIZE/OVERWEIGHT PERMIT 1. GENERAL This special permit must be carried with the vehicle using same and must be available at all times for inspection by proper authorities. This permit is subject to revocation or cancellation at any time. The applicant assumes responsibility for and obligates himself to pay for any damages caused to highways, roads, bridges, structures or any other state-owned property while using this permit. Issuance of this permit is not assurance or warranty by the State or DOTD that the highways, roads, bridges and structures are capable of carrying the vehicle and load for which this permit is issued; nor shall issuance stop the State or said department from any claim which may arise for damage to its property. The applicant hereby accepts this permit at his own risk. The applicant agrees to defend, indemnify and hold harmless the Department and its duly appointed agents and employees from and against any and all claims, suits, liabilities, losses, damages, cost or expense including attorney fees sustained by reason of the exercise of the permit, whether or not the same may have been caused by negligence of the Department, its agent or employees. When required, by the permit, the vehicle and load for which the permit is issued shall be accompanied by a proper escort, State Police or otherwise, all at the expense of the user: and such other conditions or requirements as are herein imposed by the Secretary shall be complied with. This permit is issued pursuant to R.S. -
A Blueprint for Diversification and Growth at the NASA Michoud Assembly Facility
Progress and Promise: A Blueprint for Diversification and Growth at the NASA Michoud Assembly Facility Prepared By: Louisiana Center for Manufacturing Sciences January 2013 ________________________________________________________________________ January 29, 2013 Michael C. Dawson Vice President Jacobs/NASA MSFOC 13800 Old Gentilly Road New Orleans, LA 70129 Dear Mike: As President of the Louisiana Center for Manufacturing Sciences (LCMS), I am pleased to send you the study which our organization executed for the U.S. Office of Naval Research to examine assets and opportunities that could lead to an expanded and more diverse manufacturing enterprise at the Michoud Assembly Facility. “Progress and Promise: A Blueprint for Diversification and Growth at the NASA Michoud Assembly Facility” is the result of several months of research, interviews and analysis by an LCMS team led by Stuart McAvoy of UPS, with support from his UPS colleagues, and significant contributions from other LCMS members, including Radiance Technologies and the National Center for Defense Manufacturing and Machining; from our affiliate member, the Manufacturing Extension Partnership of Louisiana, and from several outside partners who are cited in the report. As our team discussed with you and your Jacobs/NASA colleagues over the course of our study, we believe that Michoud is well-positioned to contribute in new and significant ways to strengthen the Defense industrial base and thereby to continue to add great value to the Greater New Orleans and Louisiana economy. The presence of the National Center for Advanced Manufacturing alone represents an asset of immense value for Michoud, and NASA’s new flexibility and the strengths of the Jacobs team constitute powerful tools to grow the “new” Michoud. -
St. Bernard Parish Environmental Information Document Riverbend Oxidation Pond Pump Station Upgrades & Force Main
St. Bernard Parish Environmental Information Document Riverbend Oxidation Pond Pump Station Upgrades & Force Main St. Bernard Parish Government February 2021 Prepared By: 3012 26th Street Metairie, LA 70002 504.454.3866 Table of Contents Section 1 Description of the Problem 1-1 1.1 Background 1-1 1.2 Description of the Problem 1-1 Section 2 Proposed Project 2-1 Section 3 Alternatives to Proposed Project 3-1 3.1 Description Criteria 3-1 3.1.1 Long Term Impacts on Surface Water Quality 3-1 3.1.2 Project Life Cycle Costs 3-1 3.1.3 Annual Operational Costs and Staffing Needs 3-1 3.1.4 Long Term Permitting and Regulatory Compliance 3-1 3.1.5 Wetlands Impacts 3-2 3.2 No Action Alternative 3-2 3.2.1 Long Term Impacts on Surface Water Quality 3-2 3.2.2 Project Life Cycle Costs 3-2 3.2.3 Annual Operational Costs and Staffing Needs 3-3 3.2.4 Long Term Permitting and Regulatory Compliance 3-3 3.2.5 Wetlands Impacts 3-3 3.3 Transfer of Flows to the Munster Treatment Plant 3-3 3.3.1 Long Term Impacts on Surface Water Quality 3-5 3.3.2 Project Life Cycle Costs 3-5 3.3.3 Annual Operational Costs and Staffing Needs 3-5 3.3.4 Long Term Permitting and Regulatory Compliance 3-5 3.3.5 Wetlands Impacts 3-5 3.4 The Proposed Project 3-5 3.4.1 Long Term Impacts on Surface Water Quality 3-5 3.4.2 Project Life Cycle Costs 3-6 3.4.3 Annual Operational Costs and Staffing Needs 3-6 3.4.4 Long Term Permitting and Regulatory Compliance 3-6 3.4.5 Wetlands Impacts 3-7 3.5 Evaluation of Alternatives Summary 3-7 Section 4 Environment Setting of the Proposed Project 4-1 -
Phase 1 Investigation Louisiana Statewide Comprehensive Watershed Based Floodplain Management Program Development
PHASE 1 INVESTIGATION LOUISIANA STATEWIDE COMPREHENSIVE WATERSHED BASED FLOODPLAIN MANAGEMENT PROGRAM DEVELOPMENT PHASE 1 INVESTIGATION LOUISIANA STATEWIDE COMPREHENSIVE WATERSHED BASED FLOODPLAIN MANAGEMENT PROGRAM DEVELOPMENT Lake, Water, Louisiana, Gulf Coast States, USA FOOTER TEXT GOES HERE JANUARY 2018 Acknowledgement This document was prepared in support of the development of the statewide, comprehensive Watershed-based Floodplain Management Program under the guidance of the Louisiana Watershed Cooperating Agencies. The following Louisiana Watershed Cooperating Agency members provided input and review of the document: Coastal Protection and Restoration Authority Governor’s Office of Homeland Security and Emergency Preparedness Michael Ellis Bren Haase Rod Scott Sam Martin Casey Tingle Jeffrey Giering Department of Transportation and Development Office of Community Development Ed Knight Danica Adams Chris Knotts Pat Forbes Pat Landry Laur#, Nichols Cindy O’Neal Doug Taylor Department of Wildlife and Fisheries Scott Longman Matthew Weigel In addition to the constant involvement, oversight, and feedback provided by cooperating agencies, this Phase I effort was supported by the input of a number of local jurisdictions, parish presidents, state legislators, federal agencies, national subject matter experts, state floodplain managers, and more who were gracious with their time and insights to help build a path forward to a clear and sustainable framework for floodplain management in the state of Louisiana. Senator Mack Bodi White, Jr.