2015-004228Des
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
I.A.T.S.E. LOCAL 16 F.X. Crowley
International Alliance of Theatrical Stage Employees Moving Picture Technicians Artists and Allied Crafts of the United States Its Territories and Canada I.A.T.S.E. LOCAL 16 240 Second Street, San Francisco, CA 94105 (415) 441-6400 F.X. Crowley Francis X. (F.X.) Crowley works as the Business Manager/Secretary of the International Alliance of Theatrical Stage Employees and Motion Picture Technicians (I.A.T.S.E.), Local 16, overseeing and managing a 1,200-member trade union since 1997. He is I.A.T.S.E.’s chief negotiator for several hundred business and government contracts totaling more than $50 million in annual wages. These include the San Francisco Ballet, Opera and Symphony; Moscone Center; Civic Auditorium; special events at AT&T Park; Shorenstein Hays Nederlander; American Conservatory Theater; all Bay Area-based commercials, television and feature film productions; Wells Fargo Center; Cow Palace; Marin Civic Auditorium; Stanford University; and the San Francisco hotel industry. Mr. Crowley is a 17-year Trustee for I.A.T.S.E.’s self-funded health and welfare plan and $135 million pension plan. His professional and community affiliations include service as an executive committee member for the San Francisco Labor Council; director of San Francisco Travel (formerly the San Francisco Convention and Visitors Bureau); steering committee member of the San Francisco War Memorial Veteran’s Project; secretary/treasurer of Bay Area Catholic Labor; vice president of the San Francisco Maritime Trades Council; and member of the San Francisco-Cork Sister City Committee and 2005 Traveling Delegation. Mr. Crowley was appointed to the Port Commission by Mayor Gavin Newsom in December 2010. -
Is the Sunset Becoming an RV Park? Recognize
Quentin Kopp Civil Disobedience Columnist Jack Kaye Quentin takes on State Senator Wie- Civil service unions flex their muscles His columns in the Westside Observer ner and the Cow Palace issue ...........3 at City Hall against inequality ...........2 had an uncanny appeal ......................5 Central Council Water War Nears Tipping Point Rental Housing Deceit? West of Twin Peaks Central Council Steve Lawrence keeps an eye on Monette-Shaw’s questions frazzle takes on the issues ..........................3 negotiations with the state ...........4 the Mayor’s yes men ......................6 Northern California Society of Professional Journalists’ 2019 James Madison Freedom of Information Award Volume 32 • Number 4 Celebrating Our 32nd Year www.westsideobserver.com May 2019 Is San Francisco Dying? by John Farrell f you have an hour to spare I highly recommend a YouTube video called I“Seattle is Dying.” It asks the question “What if Seattle is dying and we don’t even know it.” It is about people who are compassionate but no longer feel safe in their City, no longer feel they are being heard. It is about lost souls who wander the streets with no home or reality chasing a drug that, in turn, chases them. It is about the damage they instill on themselves and the fabric of their City. There is a seething, simmering anger that is boiling over into outrage. Property crimes are out of control. This story is about a beautiful jewel that was violated and in current crisis, and of people falling out of love for their home. Sound familiar? Seattle is a place where people who grew up in it don’t Is the Sunset Becoming an RV Park? recognize. -
The Highway Starts at Home
UC Berkeley Charlene Conrad Liebau Library Prize for Undergraduate Research Title Housewives Save the City from the "Cement Octopus"! Women's Activism in the San Francisco Freeway Revolts, 1955-1967 Permalink https://escholarship.org/uc/item/36s587v3 Author Germain, Justin Publication Date 2017-04-01 Undergraduate eScholarship.org Powered by the California Digital Library University of California Housewives Save the City from the “Cement Octopus”! Women’s Activism in the San Francisco Freeway Revolts, 1955 - 1967 by Justin Matthew Germain A Thesis Submitted in Partial Fulfillment of the Bachelor of Arts Requirements in History, the University of California, Berkeley December 2nd, 2016 101 Advisor: Peter Sahlins Academic Advisor: David Henkin 1 Table of Contents Acknowledgments........................................................................................................................... 3 List of Figures ................................................................................................................................. 4 Introduction ..................................................................................................................................... 5 Part 1: Men, Women, and Space ................................................................................................... 12 Postwar Plans for Prosperity .................................................................................................... 12 Masculinity and the Downtown ................................................................................................ -
1645 Pacific Avenue Project
DRAFT ENVIRONMENTAL IMPACT REPORT 1645 Pacific Avenue Project PLANNING DEPARTMENT CASE NO. 2007.0519E STATE CLEARINGHOUSE NO. 2008102012 Draft EIR Publication Date: NOVEMBER 18, 2009 Draft EIR Public Hearing Date: DECEMBER 10, 2009 Draft EIR Public Comment Period: November 18, 2009 – JANUARY 2, 2010 Written comments should be sent to: Environmental Review Officer | 1650 Mission Street, Suite 400 | San Francisco, CA 94103 DATE: November 18, 2009 TO: Distribution List for the 1645 Pacific Avenue Project FROM: Bill Wycko, Environmental Review Officer SUBJECT: Request for the Final Environmental Impact Report for the 1645 Pacific Avenue Project (Planning Department Case No. 2007.0519E) This is the Draft of the Environmental Impact Report (EIR) for the 1645 Pacific Avenue project. A public hearing will be held on the adequacy and accuracy of this document. After the public hearing, our office will prepare and publish a document titled “Comments and Responses” that will contain a summary of all relevant comments on this Draft EIR and our responses to those comments. It may also specify changes to this Draft EIR. Those who testify at the hearing on the Draft EIR will automatically receive a copy of the Comments and Responses document, along with notice of the date reserved for certification; others may receive a copy of the Comments and Responses and notice by request or by visiting our office. This Draft EIR together with the Comments and Responses document will be considered by the Planning Commission in an advertised public meeting and will be certified as a Final EIR if deemed adequate. After certification, we will modify the Draft EIR as specified by the Comments and Responses document and print both documents in a single publication called the Final EIR. -
Interstates/Highways to Boulevards Research
Lorem ipsumInterstates/Highways to Boulevards dolor sit amet, Research Cum eu mollis numquam, ut veri iisque pro. Magna animal et sit, purto etiam errem an eos. Vel magna pertinacia at, ex est nonumy dolorem, ei qui paulo torquatos quaerendum. Pri erroribus referrenturThe ex.CoPIRG Foundation and groups counter to the widening Est te populoof the semper, Central harum semper70 id project his, ad qui illumhave reformidans.referenced Est duis consectetuer highway at.-to - Unum putantboulevard minimum conversions no cum, eu quot delenitiin their vim. Debitis argument maiorum for quo ei. urban Pri prompta freeway euismod inermisremoval id, no legimus. Below incorrupte are mei, hinc examples primis nostro of no highw per. ays that have been Nam modusconv melioreerted to boulevards or removed, as well as projects that cu. Ut dolore noster has, alterum corrumpit percipitur duo ne, eam te summo nostrudare under debate scriptorem. Blandit principesand have not been removed. patrioque an sed. Scripta persius cu ius, an duo numquam fabulas periculis. Vidit mentitum et per, in mel solet partiendo. Ius in autem corpora luptatum, ad vix option blandit, pri tale viderer molestie ad. Mazim quodsi lucilius ne nec. Tollit scriptorem vel ea, eu mei erat voluptaria, eos ei tale equidem. Ex eos facilis sadipscing. Cu quis fuisset prodesset quo, mel cu enim mentitum, ad vix dissentiunt consequuntur. Est etiam luptatum vulputate no, nonumy delectus scaevola cu est. Meis nobis necessitatibus ad vix. Quo invenire praesent laboramus et, ne duo meis tempor ullamcorper. -
Oracle Arena from Wikipedia, the Free Encyclopedia
Coordinates: 37°45′1″N 122°12′11″W Oracle Arena From Wikipedia, the free encyclopedia Oracle Arena (originally OaklandAlameda County Coliseum Arena, formerly The Arena in Oakland and Oracle Arena Oakland Arena and commonly Oakland Coliseum Arena) is an indoor arena located in Oakland, California. It is the home of the Golden State Warriors. It has a capacity of 19,596, making it the largest of the three NBA arenas in California by capacity, with the Staples Center in Los Angeles (the current home of both the Lakers and Clippers) second and the Sleep Train Arena in Sacramento third. It is the oldest arena in the NBA. Contents 1 History Former OaklandAlameda County Coliseum names Arena (1966–96) 1.1 Home franchises The Arena in Oakland (1997–2005) 1.2 Renovation Oakland Arena (2005–06) Location 7000 Coliseum Way 1.3 The Oracle Oakland, CA 94621 Coordinates 37°45′1″N 122°12′11″W 1.4 Attendance records Public Oakland Coliseum Station 2 The Future transit Owner OaklandAlameda County Coliseum 3 Seating capacity Authority Operator AEG 3.1 Notable events Capacity Basketball: 19,596 4 See also Concert: 20,000 Ice hockey: 13,601 (1966–1997), 5 References 17,200 (1997–2018) Construction 6 External links Broke April 15, 1964 ground November 9, 1966 History Opened Renovated 1996–97 Home franchises Construction $25 million (original) cost ($191 million in 2015 dollars[1])[2] The arena has been the home to the Golden State $121 million (1996–97 renovation) [3] Warriors since 1971, except the oneyear hiatus while the ($183 million in 2015 dollars[1]) arena was undergoing renovations. -
FILE NO. 121084 RESOLUTION NO. 1 [Freeway Agreement
FILE NO. 121084 RESOLUTION NO. 9,/-/3 1 [Freeway Agreement - California Department of Transportation - State Highway Route 101, South Van Ness Avenue to Golden Gate Avenue] 2 3 Resolution adopting a freeway agreement with the California Department of 4 .. Transportation (Caltrans) for a portion of State Highway Route 101 from South Van 5 Ness Avenue to Golden Gate Avenue; and authorizing official acts related thereto. 6 7 WHEREAS, On April 21, 1954, the California Transportation Commission adopted the 8 Central Freeway extension of Route 101 from Interstate 80-Route 101 interchange to Turk 9 Street into the State Highway System and declared it a freeway; and 10 WHEREAS, On February 7, 1955, the California Department of Transportation 11 (Caltrans) and City and County of San Francisco entered into a Freeway Agreement 12 concerning portions of this State Highway; and 13 WHEREAS, On October 17, 1989, the Loma Prieta Earthquake severely damaged 14 parts of the elevated concrete Central Freeway structure; and 15 WHEREAS, After the earthquake, the State undertook the following actions related to 16 the Central Freeway: bracing of the double deck portion of the structure from Mission Street to 17 Fell and Oak Street ramps to provide interim seismic support in 1990; demolition of the 18 northern portion of the freeway from approximately Fell and Oak Streets leading to the 19 Franklin and Gough Street ramps in 1992; removal of the upper deck of the structure in 1996 20 to improve seismic stability; and seismic retrofit of the remaining lower deck -
The Race to Seismic Safety Protecting California’S Transportation System
THE RACE TO SEISMIC SAFETY PROTECTING CALIFORNIA’S TRANSPORTATION SYSTEM Submitted to the Director, California Department of Transportation by the Caltrans Seismic Advisory Board Joseph Penzien, Chairman December 2003 The Board of Inquiry has identified three essential challenges that must be addressed by the citizens of California, if they expect a future adequately safe from earthquakes: 1. Ensure that earthquake risks posed by new construction are acceptable. 2. Identify and correct unacceptable seismic safety conditions in existing structures. 3. Develop and implement actions that foster the rapid, effective, and economic response to and recovery from damaging earthquakes. Competing Against Time Governor’s Board of Inquiry on the 1989 Loma Prieta Earthquake It is the policy of the State of California that seismic safety shall be given priority consideration in the allo- cation of resources for transportation construction projects, and in the design and construction of all state structures, including transportation structures and public buildings. Governor George Deukmejian Executive Order D-86-90, June 2, 1990 The safety of every Californian, as well as the economy of our state, dictates that our highway system be seismically sound. That is why I have assigned top priority to seismic retrofit projects ahead of all other highway spending. Governor Pete Wilson Remarks on opening of the repaired Santa Monica Freeway damaged in the 1994 Northridge earthquake, April 11, 1994 The Seismic Advisory Board believes that the issues of seismic safety and performance of the state’s bridges require Legislative direction that is not subject to administrative change. The risk is not in doubt. Engineering, common sense, and knowledge from prior earthquakes tells us that the consequences of the 1989 and 1994 earthquakes, as devastating as they were, were small when compared to what is likely when a large earthquake strikes directly under an urban area, not at its periphery. -
Economic Impacts of San Francisco's Freeway Demolition
Freeway Demolition and Economic Regeneration in San Francisco TRANSform Scotland Is Transport Good for Your Wealth? April 22, 2002 Andrew Nash, P.E. Presentation Outline • Loma Prieta Earthquake • Embarcadero Freeway • Central Freeway • Economic Impacts • Lessons Learned TRANSform Scotland 4-22-2002 2 Loma Prieta Earthquake October 17, 1989 • Earthquake Strength: 7.1 Richter Scale • Epicenter: About 70 miles south of San Francisco • Serious Damage to Transportation Infrastructure: – SF Bay Bridge: Closed, Repaired, Re-opened (one Month) – Oakland Cypress Freeway: Collapsed, Demolished, Replaced – SF I-280 Freeway: Damaged – Repaired – SF Embarcadero Freeway: Damaged – SF Central Freeway: Damaged TRANSform Scotland 4-22-2002 3 SFOBB West Approach Project Site Hayward Fault San Andreas Loma Fault N E Prieta Epicenter W S TRANSform Scotland 4-22-2002 4 San Francisco Earthquake Recovery Repair Transportation System = Highest Economic Priority But … Recognized as Unique Opportunity to Address San Francisco’s “Freeway Mistakes” TRANSform Scotland 4-22-2002 5 Who Decides? • Freeways owned by California Department of Transportation (CalTrans) • Citizens of San Francisco: Well Organized and Politically Astute … on BOTHBOTH SIDES!SIDES! • Multiple City Agencies • Ultimately Required State Legislature and Federal Highway Administration Approvals TRANSform Scotland 4-22-2002 6 Embarcadero Freeway • Built mid-1950s as Part of Planned Freeway along SF Waterfront • Led to 1960s San Francisco Freeway Revolt • Several Previous Attempts to Remove Freeway -
From Elevated Freeways to Surface Boulevards: Neighborhood, Traffic, and Housing Price Impacts in San Francisco
146 From Elevated Freeways to Surface Boulevards: Neighborhood, Traffic, and Housing Price Impacts in San Francisco Robert Cervero, Junhee Kang, and Kevin Shively Department of City and Regional Planning University of California, Berkeley Working Paper prepared for University of California Transportation Center December 2007 147 ABSTRACT Freeway “deconstruction” marks an abrupt shift in urban policy. Priorities are shifting away from designing cities to enhance mobility toward promoting economic and environmental sustainability, livability, and social equity. This paper investigates the neighborhood, traffic, and housing price impacts of replacing elevated freeways with surface boulevards in two notable yet different corridors of San Francisco: Embarcadero along the city’s eastern waterfront and Central Freeway/Octavia Boulevard serving a predominantly residential neighborhood west of downtown. A combination of informant interviews, literature reviews, and statistical analyses are used in examining neighborhood, traffic, and housing impacts of these two roadway conversions. The research shows freeway conversions generally lead to gentrification of once-declining neighborhoods, although public policies like affordable housing mandates can temper displacement effects. In general, operational and improvements to surface streets along with enhanced transit services and walking environments have accommodated considerable shares of former freeway traffic so as to avoid the traffic nightmares that were predicted when grade-separated freeways were removed. Empirical evidence on residential sales transactions reveals that the dis-amenity effects of proximity to a freeway have for the most part given way to amenity benefits once roadways are converted to nicely landscaped multi-way boulevards. We conclude that freeway-to- boulevard conversions, a form of urban re-prioritization that gives more emphasis to neighborhood quality and less to automobility, have yielded net positive benefits without seriously sacrificing transportation performance. -
Battle for a Neighborhood
Battle for a Neighborhood Stefan Hastrup Following a crisis or natural disaster the life of a city may be suddenly changed. As the ordinary becomes, for a time, extraordinary, the usually slow, incremental process by which urban form takes shape may be disrupted, and brief, unusual opportunities arise. As emergency funds open the pos- sibility to implement long-dormant dreams, however, critical questions emerge. Can this fl eeting moment be sustained long enough to create real change? Who will decide its charac- ter? And will the vision be compelling enough to create the political coalition needed to implement it? The battle to remove the Central Freeway in San Francisco following the 1989 Loma Prieta earthquake serves as an intriguing example of such a process of civic reinvention. It also provides an example of how a power- ful design idea can help grassroots activism triumph over expediency. Today, the consequences of the Central Freeway struggle continue to reverberate well beyond roadway design, to include issues of housing affordability, architectural design, and the nature of public space in the city. San Francisco’s Freeways Like so many American metropo- lises, the San Francisco Bay Area was transformed in the 1950s and 60s by a wave of freeway building designed to speed cars through and past existing urban neighborhoods and out to the bourgeoning suburbs. The Bay Area’s fi rst master plan for such a high-speed auto infrastructure was developed in 1948 by the California Department Above: Axonometric view the potential build-out of the land formerly occupied by the Central Freeway. -
US 101 SOUTH Comprehensive Multimodal Corridor Plan
US 101 SOUTH Comprehensive Multimodal Corridor Plan US 101 SOUTH Comprehensive Multimodal Corridor Plan APPROVED BY: I accept this Comprehensive Multimodal Corridor Plan for the US 101 South Corridor as a document informing the regional transportation planning process. ACCEPTED BY: Approval Recommended by: Acknowledgments Caltrans Brian Johnson, Associate Transportation Planner Zachary Chop, Associate Transportation Planner Fredrick Schermer, Associate Transportation Planner MTC Therese Trivedi, Assistant Planning Director Adam Noelting, Principal Planner/Analyst VTA Casey Emoto, Deputy Director, Mobility & Project Development Marcella Rensi, Deputy Director, Programming & Grants Amin Surani, Principal Transportation Planner Eugene Maeda, Senior Transportation Planner C/CAG Sean Charpentier, Program Director Susy Kalkin, Transportation Programs Specialist SMCTA Joe Hurley, Director, Transportation Authority Program SamTrans and Caltrain Peter Skinner, Manager, Grants and Fund Programming SamTrans Millie Tolleson, Principal Planner SFCTA Eric Cordoba, Deputy Director for Capital Projects Mike Tan, Administrative Engineer Table of Contents Executive Summary ........................................................................................................................................ i Chapter 1: Introduction ................................................................................................................................ 1 1.1 Caltrans Policy Development .............................................................................................................