Project History. (a) A description of the original project
(b) What work has been completed to date (construction and previous O&M events)
(c) The original project budget
(d) Any previous O&M funding increases
Project History. As population, traffic, and trade have generally shown a steady rate of growth in the San Diego-Tijuana border region, State and local transportation and land use agencies in California and Baja California have identified the need for additional access and transportation facilities to connect the regions of San Diego and Tijuana. The existing border crossings in the region are located in San Ysidro and Otay Mesa. The San Xxxxxx XXX provides a non-commercial crossing to approximately 33.3 million people annually using various modes of travel1, while the Otay Mesa XXX provides both commercial and non-commercial crossing to approximately 1.5 million commercial trucks and 6 million non- commercial vehicles annually.2 These POEs frequently experience long delays for both commercial and non-commercial vehicles. Ultimate capacities are being reached and although some improvements are planned, limited available right-of-way, rugged terrain and surrounding development constrain further expansion. Improvements to the existing Otay Mesa transportation corridor (U.S. and Mexico) are constrained by adjacent residential, commercial, and industrial development. Tijuana land use agencies have indicated that the residential, commercial and industrial urbanization, along with the difficult terrain adjacent to the U.S.-Mexico border between the Pacific Ocean and the San Ysidro Mountains, have severely limited the number of remaining options for a future border crossing between San Diego and Tijuana.3 Currently, a limited and decreasing number of sites are available in the Otay Mesa area. The international component of a border crossing requires the coordination between the U.S. and Mexico. A Letter of Intent entitled “Binational Corridor Preservation for State Route 11 – Tijuana/Rosarito 2000 and Site Designation for the East Otay Mesa-Mesa de Otay II Port of Entry”, referred to as the SR-11 Letter of Intent, included support for the creation of a new international border crossing facility designated as East Otay Mesa - Otay II. Coordination is critical to the success of delivering the U.S. and Mexico projects on similar schedules. The U.S. XXX and Mexico XXX, as well as a CVEF and connecting roadways on each side of the border must all be operational prior to utilization of the new crossing. The SR-11 Letter of Intent was signed in 1998 by the following agencies: Caltrans District 11 County of San Diego City of San Diego SANDAG Municipality of Tijuana Municipality of Playas...
Project History. Plan Bay Area, the 2013 Regional Transportation Plan (RTP) for the nine-county Bay Area, called for a 550-mile regional network of express lanes to be completed by 2035. Plan Bay Area 2040, the 2017 RTP, includes the continued development of the express lane network to take advantage of available capacity in under-used carpool lanes and to improve traffic management and reliability on well-used carpool lanes. In 2014, Alameda County voters passed the Measure BB sales tax, which allocated funding for HOV/express lanes on I-680 from SR 237 to Alcosta Boulevard. On September 24, 2018, Caltrans approved a Project Study Report/Project Development Support (PSR/PDS) planning document to request approval for the proposed I-680 Express Lanes from SR 84 to Alcosta Boulevard Project to proceed to the Project Approval and Environmental Document (PA&ED) phase. The PSR/PDS evaluated the same alternatives—one Build Alternative and one No Build Alternative—that are discussed in this PR. HOV/express lanes exist or are under construction in the following locations of I-680 in the project vicinity: • South of the project area – An HOV/express lane exists on southbound I-680 from south of the SR 84 interchange to SR 237 in Milpitas, and an HOV/express lane is under construction on northbound I-680 from SR 262 (Mission Boulevard) to north of the SR 84 interchange (EA 4G050). • Within the project area – The SR 84 Expressway Widening and SR 84/I-680 Interchange Improvements project (EA 29763) proposes to extend the existing HOV/express lane on southbound I-680 northward by approximately 2 miles, from south of the SR 84 interchange to 0.8 mile north of Xxxxxxx Road. • North of the project area – HOV/express lanes exist on I-680 from north of Alcosta Boulevard to Rudgear Road in the southbound direction and Livorna Road in the northbound direction (EA 3G950/3G910). Contra Costa Transportation Authority (CCTA) is developing a project that extends the southbound HOV/express lane from Rudgear Road and Livorna Road to the Benicia-Xxxxxxxx Bridge. The proposed project would close the gap between existing and in-progress HOV/express lane projects directly to the north and south. Upon completion of the proposed project, I-680 would have continuous HOV/express lanes from SR 262 in Fremont to Livorna Road in Alamo in the northbound direction, and from Rudgear Road in Walnut Creek to SR 237 in Milpitas in the southbound direction. Future projects will provide for a continuous 48-mile expres...
Project History. In 2020, XXX developed a proposed surface treatment program for the Town of Foxfield to be implemented over a 2-4 year span. Scope of Services: Task 1 – Administration Task 2– Program Development Task 3 - Bid Document Preparation and Assistance (after Town Board Acceptance) Task 4 – Construction Services Scope Exclusions Schedule:
Project History. The Site was identified as an opportunity site in the CD9 Project Area’s Open Space Strategic Plan that was presented to the CRA/LA Board of Commissioners on June 5, 2008. One of the goals of the CD9 Project Area Redevelopment Plan is to expand community facilities, including parks and youth centers. The Ninth Council District has only .43 acres of open space per 1,000 residents, compared to 1.2 acres per 1,000 residents for South Los Angeles overall, and the overall national standard of 6.5 – 10 acres per 1,000 residents. This area poses a significant planning challenge, as the primarily industrial corridor is directly adjacent to a residential neighborhood. Xxxxxxx Avenue is a major traffic thoroughfare, with four lanes of traffic, a railroad right of way running along the northern portion of the street, and primarily industrial frontage. A mix of residential and industrial uses is located along the blocks to the east and west, and the Site itself is bordered by single family housing to the south. The surrounding north/south streets are not well-suited to truck traffic and are often crowded. This mix of uses renders new industrial development extremely challenging, and makes the creation of an active park space an attractive transitional use between the truck traffic on Xxxxxxx Avenue and the single family homes behind it. Further, with several schools in development a few blocks to the west and east, and the Xxxxxxxx Xxxxxxx Wetlands facility about one mile to the east, the proposed new park creates a greenway along Xxxxxxx Avenue that can draw South Los Angeles residents together and create a new community hub for recreation and outdoor play. The current change map for the Southeast Community Plan considers this block a transition area and suggests a commercial designation for the property which would allow for the development of a park or housing by right. The Site presents an opportunity to strengthen the adjacent residential neighborhood and facilitate a better transition between industrial uses along Xxxxxxx Avenue and residential uses to the south. The remaining property on the block frontage at Xxxxxxx Avenue is owned by the nonprofit Brotherhood Crusade, which houses its headquarters on site. CD9 Project Area staff have met with the executive director and received strong support for redevelopment of the Site. As part of the application process for Proposition 84 funds, Xxxxxxxx Corridor CLT conducted extensive community outreach to area residen...
Project History. Request for Proposals (RFP): In January 2019, DNRC released a 90-day RFP for a commercial lease for 1 to 6.5 acres. The RFP was to solicit a detailed proposal from any party interested in leasing the property under a commercial lease rate. Upon release of the RFP, DNRC sent an email notification to interested parties whose email addresses were on file and posted all RFP information on the DNRC commercial lease website at xxx.xxxx.xx.xxx/xxxxxxx. The minimum commercial lease fee for the first year for the 6.5 acres was posted in the RFP as $3,120.00 which is based on the appraised land value.
Project History. The Stanislaus NCC Project (SR 219 (Xxxxxxx Avenue)/SR 108 (XxXxxxx Avenue) to SR 108/ SR 120) is a high-priority project for Stanislaus County, its rural and agricultural communities and the growing urbanized areas of the cities of Modesto, Oakdale, and Riverbank. The history of this project dates back to the Oakdale Bypass project which proposed improvements to SR 120 only. A project Study Report (PSR) was initiated in 2002 by Xxxxxxxx and StanCOG that studied seven corridors, but the effort was stopped prior to completion. The current NCC project resulted from the Feasibility Study and the Preliminary Design Report completed by StanCOG in 2008 in cooperation with Caltrans, the cities of Modesto, Riverbank and Oakdale, and Stanislaus County as part of the NCCTEA JPA. The Preliminary Design Report enabled StanCOG to program the Project Approval and Environmental Document (PA&ED) phase of the project in the 2008 State Transportation Improvement Plan (STIP) and obtain a letter of commitment from Caltrans for a replacement project to the Oakdale Bypass project. The alternatives developed in the Preliminary Design Report identified new alignments, representing approximately 25 miles of SR 108 realignment, between State Route 99 (SR 99) in the City of Modesto to 7.7 miles east of the existing SR 108/SR 120 junction, located in the City of Oakdale. The Preliminary Design Report focus was to provide a west-east freeway/expressway to accommodate anticipated growth in the area, to provide separation between the local and regional traffic, to provide regional connectivity and to improve traffic operations. The Preliminary Design Report alternatives included approximately 10 interchanges, four grade separated railroad crossings and five at-grade intersections. In April 2010, with Caltrans as the lead agency, NCCTEA completed a Route Adoption Project Report and Program Level Environmental Impact Report (PEIR) that resulted in NCC proposing to replace the existing SR 108 conventional highway through the cities of Riverbank and Oakdale and portions of Stanislaus County. The PEIR addressed a study corridor approximately 2,000-foot wide, from near the SR 219 (Xxxxxxx Avenue)/SR 108 (XxXxxxx Avenue) intersection to a new SR 108/SR 120 intersection east of Oakdale. In May 2010, the California Transportation Commission (CTC) approved a Route Adoption for NCC to become the New SR 108. The New SR 108 was deemed a freeway from the junction of SR 108 (XxXxxxx Avenue) /SR 219 (X...
Project History. In January 2020 the Missouri Department of Transportation solicited an alternative analysis for multiple intersections along Route 100, including Route T and Pond Rd. The result of this study recommends J-Turns at both intersections. At the February 2023 regular meeting, this committee recommended approval of a contract with GBA, Inc. for a traffic study and alternative analysis for this project. The study was recently completed with the J-Turns project as the recommended alternative. Last fall, the Department issued a Request for Qualifications from qualified engineering firms to complete the design of the project. In response, we received three letters of interest from the following firms: XX Xxxxx, Terra Engineering, and GBA, Inc. The Department reviewed and scored the Statement of Qualification and has determined that GBA, Inc. is the most qualified firm for project design. As such, the Department has negotiated a scope and fee with GBA to design the project and provide construction plans in accordance with the MoDOT Local Public Agency policy. The detailed scope and fee can be found as Attachment A. The Department has reviewed the scope and fee and found that it meets the our requirements for the design of the project. Therefore, a city-consultant agreement with GBA has been prepared and is provided as Attachment B.
Project History. The PROJECT is a regional initiative that promotes and furthers the implementation of the Sarasota County Comprehensive Plan, the Charlotte Harbor National Estuary Program’s (CHNEP) Comprehensive Conservation Management Plan (CCMP), and the Southwest Florida Water Management District’s (SWFWMD) Southern Coastal Comprehensive Watershed Management (CWM) Plan. Specifically, this initiative is to plan, design, and implement a comprehensive watershed management plan and projects for the Xxxx Bay watershed to achieve the following general objectives:
1. Provide a more natural freshwater/saltwater regime in the tidal portions of Xxxx Bay.
2. Provide a more natural system hydrologic regime for the Xxxx Bay watershed.
3. Protect existing and future property owners from flood damage.
4. Protect and/or improve existing water quality.
5. Develop ecosystem goals and targets based on the requirements of environmental and biological indicators.
6. Develop potential alternative surface water supply options that are consistent with, and support other plan objectives. Due to the lack of historic hydrologic and biologic data, SWFWMD has postponed the determination of a Minimum Flow and Level (MFL) for Cow Pen Slough until 2007. This provides an opportunity for SWFWMD and the COUNTY to cooperatively work together to develop the necessary data and establish a more holistic and sustainable water resources plan for the restoration of Xxxx Bay and its watershed. An initial meeting was held on July 23, 2004 between SWFWMD and County staff to begin to frame the process for this effort. Successful implementation of this task would include the framework for a future water supply project(s) by estimation of the historical water budget for Xxxx Bay, determination of the existing water budget for Xxxx Bay, and the identification, prioritization, and implementation of hydrologic restoration and water resource projects based upon their ability to restore a more historic or natural water budget for both the Xxxx Bay estuary and watershed. Further success would be the recognition by stakeholders of the watershed that protection and restoration of natural systems may be well served by the development of a comprehensive watershed management plan for Xxxx Bay. It has long been suspected that the Xxxx Bay estuary likely suffers from too much, not too little freshwater.
Project History. The Waterfront Gateway site is a 6.4-acre site owned by the City of Vancouver located at the vacant lot south of City Hall and the City Hall parking lot. In November 2019, the CCRA entered into a Memorandum of Understanding (MOU) with the City of Vancouver authorizing the CCRA to lead the development of the Waterfront Gateway site. At City Council’s request, the MOU contains references to workforce development strategies and housing options available to people with a variety of incomes (affordable/income-based, workforce and market rate) as core values to the project. The project started with community visioning workshops to review, comment, and build upon concepts the project team pulled from successful downtowns and districts around the country. Opportunities were offered online through the project’s BeHeard page as well as in person workshops. The community input was consolidated into a list of goals and design considerations that were articulated in the Master Developer Request for Qualifications (RFQ). Key elements of the vision were a mixed-use development with mixed income housing, retail and office; active ground floor uses and outdoor public spaces and amenities to encourage year round activity; a publicly accessible visitor attraction; reinforce pedestrian and bicycle connections to and from the site; and to create a unique district that becomes a destination unto itself. The feedback received from the visioning workshops helped frame the RFQ. The project was then paused over 2020 and the first quarter of 2021 due to the COVID-19 pandemic. After careful consideration from City staff and the CCRA on timing of RFQ release considering market conditions and the COVID-19 pandemic, the RFQ was issued in March 2021. The RFQ was not to select a site plan proposal but rather a qualified developer to bring skill, knowledge and experience of creating vibrant urban areas and to collaborate with CCRA and the community to refine the site plan. In November 2021, LPC West, the west coast arm of national real estate firm Lincoln Property Company, was selected as the partner and master developer for planning and developing the Waterfront Gateway site. Thereafter, the CCRA entered into an Exclusive Negotiation Agreement (ENA) with LPC West that set forth that the parties will collaborate on a master plan for the site and negotiate the terms of a Disposition and Development Agreement (DDA) for the site’s development. The ENA was extended several times for multiple r...
