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San Francisco Bay Crossings Study Recommendation Summary
RECOMMENDATION SUMMARY San Fran c isco Bay July 2002 -----=~Jro:;~~~~ ~ ___________________Crossings Study After more than a year of careful study, the Metropolitan Transportation Commission (MTC) is preparing final recommendations for a strategy to not only ease the congestion plaguing various routes across San Froncisco Bay but to help deal with a projected 40 percent increase in transbay travel by 2025. Responding to a request by U.S. Senator Dianne Feinstein that a 1991 study be updated, MTC launched the San Francisco Bay Crossings Study in late 2000 and began analyzing the costs, travel impacts and environmental issues associated with a long list of options for three primary trans bay corridors: San Francisco-Oakland, San Mateo-Hayward and the Dumbarton Bridge corridors. Study Team Tackles Tough Questions The Bay Crossings Study team, which includes staff from MTC While the policy committee's draft recommendations focus on and other agencies, is led by a 13-member policy committee lower-cost improvements that could start going into place with (see box on page 6). The team's mission was to balance limit in months - and could be paid for with existing funds or a pos ed funds with the growing need for congestion relief on the sible $1 increase in tolls on state-owned toll bridges - it also three existing bridges and in BART's transbay tube. This raised recommends further investigation of a new mid-Bay bridge and a series of critical questions: Should we build a new crossing other big-ticket projects that could take many years to complete or try to move more people through existing corridors? Should and for which no funding sources have yet been identified. -
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. -
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. -
Brushy Peak Regional Preserve
From Ohlone Land to Parkland M min To Clayton & ar Ca o D Byron sh k ia Walnut Creek Cree b Round Road lo Rush period, the rocky outcrops of Brushy Peak became Valley M Brushy Peak o Year opened: 2005 Acres: 1,979 retreats for bandits. During the 1870s, homesteads were rga n Te rr Mt. Diablo it Highlights: Hiking, bicycling, horseback riding. settled on and around Brushy Peak. Between the 1890s Morgan o State r Territory y Los Vaqueros Park Did you know? During the Gold Rush era, Brushy and World War I, local ranch families held picnics and Reservoir Regional Preserve Vasco R Peak was a favorite hideout of the legendary Mexi- dances around the rock outcrops, and in 1900 and 1901 o Caves a d Camino T Livermore can bandit Joaquin Murietta. San Francisco’s Bohemian Club held outings on the peak a s s a j a for prominent local citizens. During the 1920s and 1930s r North a ighla H nd Joseph Laughlin built farm buildings on the property, HISTORY Brushy Peak is a 1,702-foot landmark at Road which are probably the remains of the buildings seen in CONTRA COSTA COUNTY the juncture of the San Francisco Bay Area, the Cali- 0 2.5 Miles ALAMEDA COUNTY Brushy Peak fornia Delta, and the Central Valley. The peak and its the parkland today. Manning Regional Preserve Rd. ad C Ro o ss Brushy Peak was identified as a potential park by the Road l a environs have been recognized as sacred by generations l i P d e Rd. -
Altamont Corridor Vision
Rob Padgette Deputy Managing Director Capitol Corridor Joint Powers Authority 1 3 4 Connecting to other systems • Free transit transfer program » 22 rail and transit services » Connection to BART at Richmond • Bike access program » Station eLockers and onboard storage racks • First mile/last mile partnerships » Scoot, Jump, Ford GoBike, Gig, Getaround 5 Surging South Bay Ridership Percent Station 2015 2018 Increase San Jose 168,300 191,500 14% Santa Clara 30,300 56,600 87% Santa Clara/Great America 131,100 178,600 36% Freemont 35,500 44,800 26% Total 365,200 471,500 29% Capitol Corridor’s Vision Plan CCJPA Vision Plan 2013 Vision Plan Update High-level, aspirational vision of faster, more frequent, cleaner, quieter, better connected and altogether more attractive rail service 2016 Vision Implementation Plan Engineering plan of segmented, phased improvements to achieve Vision Plan California State Rail Vision State Rail Plan (2018) 2022 Short-Term Plan • Improve service speeds, frequencies, and transit connectivity between Oakland and San Jose 2027 Mid-Term Plan • Open an East Bay hub station to allow connections north- south between Oakland and San Jose and east-west across a Dumbarton Bay Crossing • Half-hourly peak and at least bi-hourly off-peak services between Oakland and San Jose Sacramento to Roseville Service Expansions Third Track • Sacramento to Roseville Third Track: 10 roundtrips between Sacramento and Roseville • Oakland to San Jose Phase 2: service re-route to cut 13 min from existing travel Oakland to San Jose time and to -
Attachment C: Index of Transformative Projects & Strategies Submitted Project Names May Have Been Updated Slightly Since Submission
METROPOLITAN TRANSPORTATION COMMISSION ASSOCIATION OF BAY AREA GOVERNMENTS PROJECT PERFORMANCE ASSESSMENT Attachment C: Index of Transformative Projects & Strategies Submitted Project names may have been updated slightly since submission. Incomplete submissions were omitted from this list. Not all projects shown met the criteria for the Transformative Projects competition. Transformative Projects Aerial Tram Lines (San Francisco to North Bay and East Bay) Air Shuttle Network (Livermore to Central Valley) BART First/Last Mile Gondola Services Drone Delivery Network Dumbarton Gondola Line Electric Vertical Take Off and Landing Aircraft and Ports Flying Car Transit Network Mountain View International Airport Aerial Oakland/Alameda Gondola Network Regional Helicopter Network Automated Bus and Rail Service + Frequency Increase Autonomous TNC Service in Urban Areas AV Shuttle Circulators AV Shuttle System AV Shuttle System for BART Station Areas Autonomous Benicia Autonomous Bus Network Technologies Contra Costa Autonomous Shuttle Program I-80 Corridor Overhaul Mountain View AV Shuttle System AV Shuttles at Rockridge and 12th St BART Stations BART Evening Frequency Increase BART Extension from Civic Center to Ocean Beach BART Extension from E. Santa Clara to Eastridge Transit Center BART Extension from Santa Clara to Tasman Drive BART Extension from Hayward to Millbrae BART Extension from Millbrae to San Jose (x4) BART Extension from Millbrae to Santa Clara BART Extension from Milpitas to Martinez (via I-680) BART Extension from Milpitas to -
A Strategy to Improve Public Transit with an Environmentally Friendly Ferry System
A Strategy to Improve Public Transit with an Environmentally Friendly Ferry System Final Implementation & Operations Plan July 2003 San Francisco Bay Area Water Transit Authority Dear Governor Davis and Members of the California Legislature: After two years of work, the San Francisco Bay Area Water Transit Finally, as the Final Program Environmental Impact Report (FEIR) Authority (WTA) is delivering an Implementation and Operations details, this system is environmentally responsible. Plan. It is a viable strategy to improve Bay Area public transit with an environmentally friendly ferry system. It is a well- From beginning to end, this plan is built on solid, conservative thought-out plan calling for a sensible transportation investment. technical data and financial assumptions. If the State of California It shows how the existing and new individual ferry routes can adopts this plan and it is funded, we can begin making expanded form a well-integrated water-transit system that provides good water transit a reality. connections to other transit. The current economy makes it tough to find funds for new When you enacted Senate Bill 428 in October 1999, the WTA programs, even those as worthy as expanded Bay Area water was formed and empowered to create a plan for new and expanded transit. The Authority understands the economic challenges it water transit services and related ground transportation faces and is already working hard to overcome that hurdle. terminal access services. It was further mandated that the Today, the Authority’s future is unclear, pending your consideration. Authority must study ridership demand, cost-effectiveness But the prospects for expanded Bay Area water transit — and and expanded water transit’s environmental impact. -
The Long Road from Babylon to Brentwood: Crisis and Restructuring in the San Francisco Bay Area
UC Berkeley ISSI Fellows Working Papers Title The Long Road from Babylon to Brentwood: Crisis and Restructuring in the San Francisco Bay Area Permalink https://escholarship.org/uc/item/93x39448 Author Schafran, Alex Publication Date 2010-11-29 eScholarship.org Powered by the California Digital Library University of California ISSC WORKING PAPER SERIES 2009-2010.47 The Long Road from Babylon to Brentwood: Crisis and Restructuring in the San Francisco Bay Area by Alex Schafran Department of City and Regional Planning University of California, Berkeley November 29, 2010 Alex Schafran Department of City and Regional Planning University of California, Berkeley [email protected] Communities on the fringes of the American metropolis – exurbs, or exurbia – have recently garnered attention as the centers of the foreclosure crisis and its aftermath. On the one hand, this attention to the urban nature of the crisis is welcome, as the metamorphosis of the mortgage fiasco into a financial crisis cum global economic meltdown turned popular attention away from the urban roots of this calamity. But this emphasis on the exurbs as the site of crisis lends itself to the misconception that they are the sole source of crisis, rather than the restructuring of the metropolis as a whole. Using a mixture of ethnography, history and journalism, this paper weaves together the story of how the San Francisco Bay Area was restructured over the course of the past thirty years in a way that produced not only a new map of urban and exurban segregation, but the roots of the crisis itself. Working across multiple scales, it examines how three interwoven factors – demographics, policy and capital – each reacted to the landscape inherited at the end of the 1970’s, moving about the region in new ways, leaving some places thriving and others struggling with foreclosure, plummeting property values and the deep uncertainty of the current American metropolis. -
The Future of Downtown San Francisco Expanding Downtown’S Capacity for Transit-Oriented Jobs
THE FUTURE OF DOWNTOWN SAN FRANCISCO EXPANDING DOWNTOWN’S CAPACITY FOR TRANSIT-ORIENTED JOBS SPUR REPORT Adopted by the SPUR Board of Directors on January 21, 2009 Released March 2009 The primary author of this report were Egon Terplan, Ellen Lou, Anthony Bruzzone, James Rogers, Brian Stokle, Jeff Tumlin and George Williams with assistance from Frank Fudem, Val Menotti, Michael Powell, Libby Seifel, Chi-Hsin Shao, John Sugrue and Jessica Zenk SPUR 654 Mission St., San Francisco, California 94105 www.spur.org SPUR | March 2009 INDEX Introduction ________________________________________________________________________ 3 I. The Problem: Regional job sprawl and the decline of transit-served central business districts _ 6 II. The Solution: The best environmental and economic response for the region is to expand our dynamic, transit-served central business districts _______________________________________ 16 III. The Constraints: We are running out of capacity in downtown San Francisco to accommodate much new employment growth _______________________________________________________ 20 The Zoning Constraint: Downtown San Francisco is running out of zoned space for jobs. 20 The Transportation Constraint: Our regional transportation system — roads and trains — is nearing capacity at key points in our downtown. 29 IV. Recommendations: How to create the downtown of the future __________________________ 39 Land use and zoning recommendations 39 Transportation policy recommendations: Transit, bicycling and roadways 49 Conclusion _______________________________________________________________________ 66 The Future of Downtown San Francisco 2 INTRODUCTION Since 1990, Bay Area residents have been driving nearly 50 million more miles each day. Regionally, transit ridership to work fell from a high of 11.4 percent in 1980 to around 9.4 percent in 2000. -
Hon. Mayor and Members of the City Council
Hon. Mayor and Members of the City Council: This is the report for the week ending January 18th, 2019. 1. Meeting Notes The next City Council meeting is scheduled for Tuesday, nd January 22 . Closed Session begins at 5:30 PM, and the Regular Meeting of the Richmond City Council will begin at 6:30 PM. The agenda may be found by clicking this link: January 22nd City Council Agenda. 2. Upcoming Events MLK National Day of Service at Parchester Garden 1 Join us at the garden at Parchester Park (900 Williams Drive, Richmond, CA) from 10:00 AM - 2:00 PM on Monday, January 21, 2019! The Parchester Village Children's Edible Garden was created by Richmond Love Your Block mini-grant recipients Patricia Duncan Hall and Raynard Lozano. Established in 2016, the garden provides residents with fresh vegetables each year, including peppers, squash, and several varieties of tomatoes. The community has since decided to dedicate the garden to late community activist Mary "Peace" Head, who was a World War II Rosie and known to many as "Mayor of Parchester". In preparation for the garden dedication, Parchester Neighborhood Council, the Office of Mayor Tom Butt, Richmond Love Your Block, Richmond Tool Library, and #Parchester residents are hosting a #communitygarden work day. We will be adding new soil to the planter boxes, planting seeds and/or seedlings, removing weeds, and spreading mulch. Tools, supplies, and refreshments will be provided for volunteers. For more information, e-mail [email protected]. Volunteer Opportunities in Richmond on January 21st – Dr. Martin Luther King Jr. -
PROPOSED BUDGET FY 2020-2021 We Encourage You to Download the Electronic Copy of This Book Which Is Available to All on Our Website
GOLDEN GATE BRIDGE, HIGHWAY AND TRANSPORTATION DISTRICT PROPOSED BUDGET FY 2020-2021 We encourage you to download the electronic copy of this book which is available to all on our website: www.goldengate.org. All images, unless otherwise noted, are from the holdings of the Golden Gate Bridge, Highway and Transportation District. Images may not be used without permission from the GGBHTD. GOLDEN GATE BRIDGE HIGHWAY AND TRANSPORTATION DISTRICT FISCAL YEAR 20/21 PROPOSED BUDGET Denis J. Mulligan, General Manager Prepared by the Finance Office: Joseph M. Wire, Auditor‐Controller Jennifer H. Mennucci, Director of Budget & Electronic Revenue Amy E. Frye, Director of Capital and Grant Programs Lehnee D. Salazar, Principal Budget and Program Analyst Daniel Gomez, Budget and Program Analyst Jacob L. Brown, Capital & Grant Programs Analyst Mydria Clark, Editor Special thanks to the District Officers, the Deputy General Managers, and their respective staff Table of Contents The Government Finance Officers Association of the United States and Canada (GFOA) presented a Distinguished Budget Presentation award to the Golden Gate Bridge, Highway and Transportation District for its annual budget for the fiscal year beginning July 1, 2019. In order to receive this award, a government unit must publish a budget document that meets program criteria as a policy document, an operations guide, a financial plan and a communications device. This award is valid for a period of one year only. We believe our current budget continues to conform to program requirements and we are submitting it to GFOA to determine its eligibility for another award. Page 2 Golden Gate Bridge, Highway & Transportation District All references to page numbers and appendices are linked throughout the document. -
RM2 Public Hearing Related Documents
Metropolitan Transportation Commission Programming and Allocations Committee June 14, 2017 Agenda Item 3a Regional Measure 2 Program Public Hearing Subject: Conduct a public hearing to amend the Regional Measure 2 (RM2) Operating program to add $5 million in annual operating assistance to two new projects: Clipper® and Transbay Transit Center operations. Background: In March 2004, Bay Area voters approved Regional Measure 2 (RM2), a $1 bridge toll increase on the seven state-owned bridges in the Bay Area. Pursuant to Section 30914(d) of the California Streets and Highways Code, up to 38 percent of RM2 toll revenues are to be made available annually for the purpose of providing operating assistance for transit services. The current RM2 Operating program consists of 11 transportation projects intended to reduce congestion or make improvements to travel in the toll bridge corridors. The operating projects in good standing and meeting required RM2 performance standards are being funded at appropriate levels as prescribed by the RM2 legislation. For FY 2017-18, the total funding required by the program falls below the 38 percent limit allowed for operating assistance, leaving operating funding available for programming. MTC is holding a public hearing in advance of consideration of action to program available RM2 operating funding capacity to two new projects that are consistent with the intent of the RM2 legislation. The proposed operating assistance for the two projects totals $5 million, annually. Further discussion of the projects is below. Project 12: Clipper® Operations Staff proposes to program $2 million annually to support ongoing operation of the Clipper® program.