05 01
From: Board.Secretary Sent: Wednesday, April 29, 2015 3:40 PM To: VTA Board of Directors Cc: Ristow, John Subject: From VTA: Caltrans approved the environmental document for SR 85 Express Lanes
VTA Board of Directors: Caltrans has approved the environmental document for State Route 85 Express Lanes (that covers SR 85 from the US 101 interchange in Mountain View to the US 101 interchange in south San Jose) as an Initial Study with Negative Declaration/Environmental Assessment with Finding of No Significant Impact. The environmental document includes clearance of double-lane express lanes in each direction of SR 85 between I-280 and SR 87. There will be filing of a Final Notice of Determination (NOD) with the State Clearinghouse and County Clerk this week and subsequent sending of notifications to those who commented on the draft environmental document by Friday, May 1, 2015. An item summarizing the environmental process and the next steps related to implementation (design and construction) of State Route 85 Express Lanes is planned for VTA committee meetings in May and the VTA Board meeting in June. If you should have any questions or concerns or would like additional information on the environmental approval or next steps, please contact John Ristow. Thank you. Santa Clara Valley Transportation Authority 3331 N. First Street San Jose, CA 95134 408.321.5680 [email protected]
From: Board.Secretary Sent: Thursday, April 30, 2015 5:16 PM To: VTA Board of Directors Subject: VTA Correspondence: Comments on Board Workshop Agenda Item #4.2 - El Camino Real BRT Project
VTA Board of Directors: Please find attached comments regarding the May 1, 2015, Board of Directors Workshop Agenda Item #4.2, El Camino Real BRT Project:
Ratna Amin, SPUR Transportation Policy Director Vivian Euzent, Member of the Public VTA staff response to Ms. Euzent Greg Fowler, Member of the Public
Copies of these correspondence will be provided to you in your Reading Folders. If you have any questions, please reply to this email. Thank you. Office of the Board Secretary Santa Clara Valley Transportation Authority 3331 N. First Street San Jose, CA 95134 408.321.5680 [email protected]
4.2 PRESIDENT & C EO
Gabriel Metcalf SAN JOSE D IRECTOR
Leah Toeniskoetter CHAIR
Rob Steinberg VICE-‐GHAIR
Connie Martinez
April 29, 2015 Board of Directors Valley Transportation Authority 3331 North First Street San Jose, CA Subject: VTA Board Workshop Item 4.2, El Camino Real Bus Rapid Transit Project -‐ Draft Environmental Impact Report Dear Chair Woodward and Directors SPUR is a non-‐profit, member-‐supported organization that promotes good planning and good government. We recently published Freedom to Move: How the Santa Clara Valley Transportation Authority can create better transportation choices in the South Bay. SPUR recommends a fully-‐featured Bus Rapid Transit line on El Camino Boulevard, one of the most important transit corridors in the Bay Area. We can all see that the growth in auto trips is causing gridlock. A strong local bus transit spine – without buses stuck in traffic – is essential to livable communities and a thriving Silicon Valley. We may not get this investment opportunity again. Based on information disclosed in the project Draft Environmental Impact Report, the BRT project will produce much-‐needed benefits: 1. Noticeably improve the character of streets and neighborhoods. The proposed project includes street reconstruction, safer crosswalks, cyclist improvements and landscaping in station areas. With the loss of redevelopment funding, these kinds of broad improvements would be difficult to fund without this project. Cities through this corridor have General Plan and Specific Plan visions for compact, sustainable communities. Rapid bus service provides the transportation backbone to achieve these neighborhood visions. 2. Improve transit dramatically with few impacts to autos. Traffic conditions along the El Camino Real corridor are projected to worsen in coming years. For the growing part of the population who doesn’t drive, transit is
SAN JOSE C ITY B OARD
Teresa Alvarado Michael Bangs Chris Block J. Richard Braugh Garrett Herbert Karla Rodriguez Lomax Richard Lonergan Suzanne Rice Tim Steele Lydia Tan
an unreliable and slow choice, as buses are stuck in traffic. The DEIR states that dedicated lanes reduce travel time through this corridor from 85 to 48 minutes, and allows VTA to offer 10-‐minute service. The DIER also shows few impacts to autos, and those few impacts would be spread over a large area. Rapid bus service solves a geometry problem on streets: it can move far more people in a smaller amount of space than private autos can. 3. Use transit funding effectively. High transit speeds also improve cost-‐efficiency: the DEIR states that a dedicated lane option costs $13 million annually to serve over 18,000 daily riders, compared with $19 million to serve 12,000 daily riders today. These improvements free up transit operating funds for other transit services. A dedicated-‐lane alternative will be competitive for up to $75 million in Federal Small Starts funding, while the mixed-‐flow alternatives will not be. Furthermore, The multi-‐billion dollar BART extension to Silicon Valley will require quality feeder transit to succeed in achieving its ridership and farebox recovery goals. 4. Grow the South Bay’s interconnected high-‐speed transit network. Where VTA has increased transit speed and express services, ridership has grown. Rapid bus transit routes are key elements of the regional transit network, needed for quick connections with Caltrain, ACE, Capitol Corridor, and the anticipated BART Silicon Valley Extension. BRT on El Camino Real provides a necessary, more affordable transit complement to Caltrain. Fully featured BRT, with dedicated lanes and frequent service, is the appropriate transit technology to serve this market today and in the future. The El Camino Real BRT corridor was carefully chosen for study by the VTA board in 2009, when the Bus Rapid Transit Strategic Plan showed it has a market for great transit. VTA’s 522/22 line is among the highest ridership routes in the region today. Thank you for your consideration. Sincerely,
Ratna Amin SPUR Transportation Policy Director
Agenda Item #4.2
Agenda Item #4.2
4.2
-----Original Message----From: Greg Fowler Sent: Thursday, April 30, 2015 3:46 PM To: Board.Secretary Subject: Comments on Item 4.2 at the 5/1 Board Workshop Honorable Chair and Board Members: I'm writing to you regarding the proposed El Camino Bus Rapid Transit project, sppecifically in support of option 4C as defined in the DEIR. I would like to offer my perspective as a totally blind transit user. I have been using the transit system in Santa Clara County independently since I moved to the area in the late 1970s. I have used the light rail system since it opened and used it daily to commute to work for over ten years. The improved reliability and predictability of the BRT service with dedicated lanes is the most appealing element of option 4C. One of the most frustrating features of the 522 now is having it delayed just enough to miss a connection and then having to wait another half hour or more for the connecting bus running across El Camino. While I had some initial hesitation about the center platforms when light rail started up, I soon discovered that they were very easy to locate and to use. In fact, using a center platform would be far easier than locating a random sign pole as now used for line 522. If the project moves to the implementation phase, there are many areas where center platforms and technology can provide improved access and a signficantly enhanced service for people who are visually impaired. Some examples include having clear entrances/exits to the bus (no rear doors aligned with street trees), use of beacon technology to provide schedule details to those using smart phones, safer street crossings through the use of audible traffic signals, etc. If the dedicated lane option for BRT proceeds, it is important to engage the visually impaired community members who are frequent users of transit and professionals in the orientation and mobility field to ensure all elements of the system are well designed for visually impaired users. Thank you for your consideration. Greg Fowler Mountain View
From: Board.Secretary Sent: Friday, May 01, 2015 4:17 PM To: VTA Board of Directors Subject: VTA Correspondence: Support for SB 508 (Beall) and AB 1265 (Perea and Alejo)
VTA Board of Directors: The Board is copied on the following correspondence: Date April 30, 2015
April 30, 2015
Addressed to Honorable Jim Beall, Chairperson Senate Transportation & Housing Committee Honorable Jimmy Gomez, Chairperson Assembly Appropriations Committee
Thank you. Office of the Board Secretary Santa Clara Valley Transportation Authority 3331 N. First Street San Jose, CA 95134 408.321.5680 [email protected]
Topic Support for SB 508 (Beall)
Support for AB 1265 (Perea and Alejo)
From: Board.Secretary Sent: Friday, May 01, 2015 5:10 PM To: VTA Board of Directors Subject: VTA Correspondence: Additional comments on Board Workshop Agenda Item #4.2 - El Camino Real BRT Project
VTA Board of Directors: Please refer to attached comments regarding the May 1, 2015, Board of Directors Workshop Agenda Item #4.2, El Camino Real BRT Project, from the following:
Board Member David Whittum Chris Lepe, TransForm Senior Community Planner
Copies of these materials were distributed at today’s Workshop meeting. Thank you. Office of the Board Secretary Santa Clara Valley Transportation Authority 3331 N. First Street San Jose, CA 95134 408.321.5680 [email protected]
Alternatives I believe the selection of alternatives for the ECR BRT environmental work needs attention, starting with a thorough discussion of revised alternatives guided by community input, and a revised DEIR.
Examples of Refined Alternatives Three basic variants are possible, 1)Mixed Flow as previously proposed 2)HOV Lane during commute period 3)Dedicated during commute period As seen in illustrations from other cities below, these variants could be combined with options based on City preferences for various street segments
parking no parking no parking during commute periods
Here are three possible revised alternatives. The selection of alternatives should be informed by a dialogue with each city. 1)Mixed Flow as previously proposed 2)Improved Mixed Flow (HOV) Curbside service with 22 and BRT – like “Mixed Flow” except: curbside lane exclusive to HOV during commute period (no parking during the commute period) bulbouts in a city, if the city wishes to have them bus pull-outs based on city preference phased in by Cities as properties redevelop, and the responsibility of the City to address, with property owners over time, except for BRT stops, where project would pay for the pull-outs 3)Customized Flow: Center or curbside Dedicated for some segments, center or curbside HOV for other segments and mixed flow on remaining segments, where the mix is informed by City input.
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Illustrations 1)Mixed Flow as previously proposed Problem: Due to the bulbout, the bus blocks the travel lane and the bike lane. See also http://www.vta.org/brt-street-configuration-options
2)HOV Lane curbside service – as is done now on County expressways.
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3)Center or Curbside Dedicated or Mixed or HOV Cities could choose to have this through a portion or all of their city.
Where the dedicated lanes run on both sides of the station platform, the 22 bus could zip in and out of the dedicated lanes if useful. In this configuration, dedicated lanes could optionally be dedicated only for the commute period, and they could optionally be open to HOV’s, ie, HOV lanes.
The lanes could also be curbside, as shown below in a concept for 16th St in San Francisco. In this configuration, dedicated lanes could optionally be dedicated only for the commute period, and they could optionally be open to HOV’s, ie, HOV lanes.
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And they could be curbside with parking as seen on this street in Brooklyn:
Summary I hope that a revised DEIR is embarked on, and that alternatives will consider curbside service with cutouts (pullouts), such that buses can pull out of travel lanes and bike lanes, and improvements to 22 service, not impairment of 22 service. Also, we should consider a phased approach. For example, curbside HOV lanes would permit assessment of impacts and easier reversibility. In addition, it has not been clearly communicated to the cities the benefit of consolidation of driveway curbcuts over the course of time as properties redevelop.
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Questions for VTA staff 1. Did this body or did the Board or did any body of elected officials approve the menu of the various alternatives in the DEIR? 2. If an agency decides after doing a DEIR to revise the alternatives it wishes to consider, is there a standard process for that within CEQA referred to as a supplemental DEIR? 3. When an agency decides after doing a DEIR to revise the alternatives it wishes to consider, is that sometimes due to public input received on the DEIR? 4. Has the vta staff provided the public comments on the deir to the members of this body? or any elected body that has met to discuss this DEIR? Alternatives I believe the selection of alternatives needs attention, revision, and this cannot happen unless decision makers are exposed in detail to the considerations of the public and the various elected bodies that have weighed in. If the VTA staff continue to shield decision makers from the input on this they are not just harming the project they are harming the agency and its prospects in coming years, and the prospects for funding truly meritorious projects. What is needed is a thorough discussion of alternatives guided by community input. There is a process for that and it is a revised supplemental DEIR. I hope that these alternatives will consider curbside service with cutouts (pullouts), such that buses can pull out of travel lanes and bike lanes, and improvements to 22 service, not impairment of 22 service. Also, to consider a phased approach, such as curbside HOV lanes would permit assessment of impacts and easier reversibility. In addition, it has not been clearly communicated to the cities the benefit of consolidation of driveway curbcuts over the course of time as properties redevelop. Myths of ECR BRT 1. opposition to dedicated lanes is due to a disregard for public transit and/or social justice. cities along El Camino have been clamoring for years for improved transit orthogonal to ECR to connect jobs and housing. taxpayers contribute 1-3/8 cent of every dollar of sales tax to VTA, more than they contribute to their local city. the buses run on sales tax paying for 88% of all costs, 80% of which are personnel costs, ie wages and benefits to drivers and maintenance personnel. (5% is fue) 2. north county needs this project and BART does not benefit north county. long range transit reduces pressure on 100% of housing stock in the region. BART and BART Phase II represent meaningful transit projects beneficial to the entire region. they are game-changers.
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3. public input was 50-50 on dedicated lanes. in the files that were given to me pursuant to a California public records act request I counted 509 inputs. 123 ceqa spam/denial of service emails and 486 other, cards and emails … emails were largely opposed. “50-50” aside from misleading does not capture the meaning of what was conveyed by the public, input that should be considered to shape a revised set of alternatives. 4. people ride the 522 because they can't afford cars... passengers ride the 22 because it takes them where they want to go, it stops near where they need it to stop. when folks don’t take transit it is because it does not connect them to their work and/or school in a reasonable amount of time. 5. the majority of workers in my city do not live in my city because they cannot afford to…in most cities, a majority of residents work outside the city…this is a reflection of turnover and career mobility in Silicon Valley. 6. there is a jobs housing imbalance. my city has 1.3 jobs per home, that’s what it takes to support a home. according to my cities housing element, my city has fewer jobs now than we did 15 years ago. what the region has is a jobs deficit in certain areas of the County by which I mean: San Jose economic development has been on life support for years. 7. BRT will connect affordable housing to jobs. this would be true if BRT connected Gilroy to Palo Alto in 40 minutes. as is, it hopes to connect Diridon to Palo Alto in 40-50 minutes, and we already have a 20 minute connection of those two points that is cheaper to operate than BRT. 8. cars are environmentally harmful . in a future with electric vehicles, energy inefficiency is environmentally harmful. empty buses are inefficient. this dedicated lanes proposal would add 1 passenger per mile per hour to this line. it doesn’t propose to fill the buses or even to make a visible difference to occupancy of the bus. 9. we "have a rich network" of streets to take up the diverted traffic ... we have a congested network...alternatives are central and foothill via fremont, homestead...280 or 101 ... LOS F ... the deir suggests that adding a few % to LOS F roadways is not significant ... the standard is to consider impacts which are cumulatively considerable. there's no presumption that "few %" is not "significant". 10. this is a once in a lifetime opportunity paid for by someone else. this would be paid for largely from Measure A, and many other meritorious projects would need to be lowered in priority for this project to proceed. it's not a free gift of bike lanes and stations, it comes at the expense of for example BART. also, there is no gating project on ECR that would disable this option at a future date. it could be reconsidered 5 or 10 years from now.
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April 30, 2015 Board of Directors Valley Transportation Authority 3331 North First Street San Jose, CA Subject: VTA Board Workshop Item 4.2, El Camino Real Bus Rapid Transit Project Dear Chair Woodward and Directors TransForm and a diverse coalition of the Valley’s most respected transportation, land use, business, social justice, and environmental organizations energetically support the El Camino Bus Rapid Transit (BRT) project with transit only lanes. Members of our BRT Coalition include Friends of Caltrain, Greenbelt Alliance, the Mountain View Coalition for Sustainable Planning, the Silicon Valley Bicycle Coalition, the Silicon Valley Leadership Group, SPUR, the Silicon Valley Independent Living Center, and Working Partnership USA (www.yessvbrt.org). Other community partners that have actively supported the project include Sacred Heart Community Service, California Walks, Urban Habitat, Santa Clara Green Action, Sunnyvale Cool, Students for Sustainable Stanford, and the Institute for Community and Civic Engagement at De Anza College. With the population of Santa Clara County expected to grow by the equivalent of two times the population of the City of Sunnyvale over the next 15 years, we must invest in great transit now to avoid being stuck in gridlock with no real alternatives in the future. By investing in transit we can manage growth and maintain a strong economy, enhance quality of life, improve environmental quality, connect all people to opportunity, and help relieve the rising cost of living that is straining the middle-class, seniors on fixed incomes, and low-income families. Over the last two years, and in particular over the last six months, TransForm and our community partners have conducted a huge amount of outreach to local residents, businesses and their customers, transit users, and students along the corridor. Through our outreach, we have found that people of all backgrounds tend to support the project; however, people of color who make up the majority of residents in many of the corridor cities are especially supportive. The same is the case for other important demographics such as low-income workers, immigrants, and millennials. This broad support should come as no surprise since the Measure A 2000 sales tax was approved by over 2/3 of Santa Clara County voters, and support for transit in recent polls remains high nearly 15 years later. Attached to this email are 964 petition signatures and comments cards supporting great transit and better accommodation of all road users on El Camino Real, which along with the recently created Students for Sustainable Stanford online petition (https://www.change.org/p/santa-clara-valley-transportation-authority-board-of-directorsapprove-dedicated-bus-lanes-for-el-camino-real-bus-rapid-transit) have brought us to over 1,000 signatures. This is not including the hundreds of emails that have been sent to you directly in support of the project over the last six months. The following are few of the voices from the comment cards we’ve collected and the online petition:
"I believe one shouldn't need to rely on a car to get places quickly and efficiently. Public transport is better for the environment and brings people together. El Camino needs a dedicated BRT lane so that those who choose not to drive, or cannot afford a car, can still get places in time!" "I consider making public transportation convenient, reliable, and efficient as the only possibility to maintain our quality of life and avoid becoming a region where people need one hour or more to commute from one city to another. Unless we invest in transit, we will become another L.A., which is not the reason most residents choose to live here."
MAIN OFFICE: 436 14TH STREET, SUITE 600, OAKLAND, CA 94612 | T: 510.740.3150 | SACRAMENTO: 717 K STREET, SUITE 300, SACRAMENTO, CA 95814 | T: 916.706.2035 | SILICON VALLEY: 48 SOUTH 7TH STREET, SUITE 103, SAN JOSE, CA 95112 | T: 408.406.8074 | WWW.TRANSFORMCA.ORG
"I always use the bus on El Camino Real. Since there is so much traffic, I am sometimes late to appointments and work. If this project takes place, I will be able to get to work and appointments on time since there will be lanes just for the bus. I really hope this project takes place!" "Public transportation is the cheapest way for me to get around. However, it is currently massively inconvenient to use. BRT with dedicated bus lanes would make taking public transportation a viable option for me and many other members of the Stanford community." "VTA's El Camino BRT project with transit-only lanes is important to me because it will make our roads safer for pedestrians, bikers, and drivers alike and encourage more people to choose more environmentally friendly modes of transportation".
It is our firm belief as an organization that the alternative that achieves the greatest return on investment, including growing ridership and advancing public health and safety, promoting economic development, and addressing long standing social inequities in our built environment is Alternative 4c (transit-only lanes from Santa Clara to Palo Alto); however, VTA staff still has significant work that lays ahead in gaining consensus among the corridor Cities on designing a great project that meets local needs and preferences. We urge VTA to work more closely with City staff and decision makers along the corridor between now and the fall to meet local and regional needs and priorities. In particular, VTA should consider taking the following steps to gain consensus among corridor cities:
Evaluate and craft a proposal for the use of the transit-only lanes by emergency vehicles to improve public safety and by public and private shuttles to move more people with fewer cars. VTA may also want to consider analyzing the costs and benefits of incorporating lines 22 and 522 into the transit-only lanes. This option may increase capital costs but it could also lower operating costs and help obtain support for transitonly lanes in other Cities by taking the local line 22 buses out of the general purpose lanes. Hire a consultant to conduct a third party assessment of the DEIR traffic analysis in order to foster more confidence in the traffic implications of the project. We are encouraged that VTA has commenced plans for a third party assessment, but we would like to see a more thorough Vehicle Miles of Travel (VMT) analysis as well as more quantitative analysis of the benefits to pedestrians and bicyclists. Consider conducting an economic assessment and engaging business owners to identify the potential costs and benefits of the project to local businesses along with possible project modifications or mitigations. Continue planning for the improvement of north/south transit connections and pedestrian and bicycle access to the BRT stations to increase the number of residents that will benefit from the project. We are thrilled that VTA is taking steps in this direction such as the Pedestrian Access to Transit Plan. Install additional signalized intersections and pedestrian crossings to further increase access and safety. Finalize a stop at Escuela Ave, which is an area with a high transit-dependent population.
Thank you for the opportunity to provide comments on the El Camino Bus Rapid Transit Project. TransForm looks forward to working with you and the diverse stakeholders and Cities along the corridor in the coming years to ensure the best possible project and move closer to a vibrant, safe, and livable street for current and future users. Sincerely, Christopher Lepe
Senior Community Planner TransForm 48 S. 7th St, Suite 103 San Jose, CA 95112
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EI Camino VTA Rapid: Petition for fast, convenient, stress-free, and reliable public transportation I urge my elected officials to support the EI Camino VTA Rapid project, including modern hybrid buses with free WiFi, real-time bus arrival information screens at every station, and bus-only lanes in congested areas . I··
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Re: El Camino Real Bus Rapid Transit Project
Re: El Camino Real Bus Rapid Transit Project
VTA Staff and City Councilmembers,
VTA Staff and City Councilmembers,
I urge you to support bus rapid transit on El Camino Real. Bus rapid transit provides convenient, fast, efficient, and reliable service that is competitive with driving, made possible with improvements like transit-only lanes, transit signal priority, and high-quality stations. This project is important to me because -,-----:. _
I urge you to support bus rapid transit on El Camino Real. Bus rapid transit provides convenient, fast, efficient, and reliable service that is competitive with driving, made possible with improvements like transit-only lanes, transit signal priority, and high-quality stations. This project is important to me because _
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I strongly urge VTA to: • Incorporate bus-only lanes in the EI Camino Real plan • Invest in buffered bike lanes, and • Ensure there are sufficient left turns, more crosswalks, upgraded pedestrian refuges, and sidewalk extensions (bulb outs).
I strongly urge VTA to: • Incorporate bus-only lanes in the El Camino Real plan • Invest in buffered bike lanes, and • Ensure there are sufficient left turns, more crosswalks, upgraded pedestrian refuges, and sidewalk extensions (bulb outs).
Thank you for your work to make our region a more safe, accessible, and vibrant plac~ for us all to get around.
Thank you for your work to make our region a more safe, accessible, and vibrant place for us all to get around. (Receive updates on the project? Please fill below.)
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I strongly urge VTA to: • Incorporate bus-only lanes in the EI Camino Real plan • Invest in buffered bike lanes, and • Ensure there are sufficient left turns, more crosswalks, upgraded pedestrian refuges, and sidewalk extensions (bulb outs).
I strongly urge VTA to: • Incorporate bus-only lanes in the EI Camino Real plan • Invest in buffered bike lanes, and • Ensure there are sufficient left turns, more crosswalks, upgraded pedestrian refuges, and sidewalk extensions (bulb outs).
Thank you foryour work to make our region a more safe, accessible, and vibrant place for us all to get around.
Thank you for your work to make our region a more safe, accessible, and vibrant place for us all to get around. (Receive updates on the project? Please fill below:)
VTA Board of Directors: Caltrans has approved the environmental document for State Route 85 Express Lanes (that covers SR 85 from the US 101 interchange in Mountain View to the US 101 interchange in south San Jose) as an Initial Study with Negative Declaration/Environmental Assessment with Finding of No Significant Impact. The environmental document includes clearance of double-lane express lanes in each direction of SR 85 between I-280 and SR 87. There will be filing of a Final Notice of Determination (NOD) with the State Clearinghouse and County Clerk this week and subsequent sending of notifications to those who commented on the draft environmental document by Friday, May 1, 2015. An item summarizing the environmental process and the next steps related to implementation (design and construction) of State Route 85 Express Lanes is planned for VTA committee meetings in May and the VTA Board meeting in June. If you should have any questions or concerns or would like additional information on the environmental approval or next steps, please contact John Ristow. Thank you. Santa Clara Valley Transportation Authority 3331 N. First Street San Jose, CA 95134 408.321.5680 [email protected]
From: Board.Secretary Sent: Thursday, April 30, 2015 5:16 PM To: VTA Board of Directors Subject: VTA Correspondence: Comments on Board Workshop Agenda Item #4.2 - El Camino Real BRT Project
VTA Board of Directors: Please find attached comments regarding the May 1, 2015, Board of Directors Workshop Agenda Item #4.2, El Camino Real BRT Project:
Ratna Amin, SPUR Transportation Policy Director Vivian Euzent, Member of the Public VTA staff response to Ms. Euzent Greg Fowler, Member of the Public
Copies of these correspondence will be provided to you in your Reading Folders. If you have any questions, please reply to this email. Thank you. Office of the Board Secretary Santa Clara Valley Transportation Authority 3331 N. First Street San Jose, CA 95134 408.321.5680 [email protected]
4.2 PRESIDENT & C EO
Gabriel Metcalf SAN JOSE D IRECTOR
Leah Toeniskoetter CHAIR
Rob Steinberg VICE-‐GHAIR
Connie Martinez
April 29, 2015 Board of Directors Valley Transportation Authority 3331 North First Street San Jose, CA Subject: VTA Board Workshop Item 4.2, El Camino Real Bus Rapid Transit Project -‐ Draft Environmental Impact Report Dear Chair Woodward and Directors SPUR is a non-‐profit, member-‐supported organization that promotes good planning and good government. We recently published Freedom to Move: How the Santa Clara Valley Transportation Authority can create better transportation choices in the South Bay. SPUR recommends a fully-‐featured Bus Rapid Transit line on El Camino Boulevard, one of the most important transit corridors in the Bay Area. We can all see that the growth in auto trips is causing gridlock. A strong local bus transit spine – without buses stuck in traffic – is essential to livable communities and a thriving Silicon Valley. We may not get this investment opportunity again. Based on information disclosed in the project Draft Environmental Impact Report, the BRT project will produce much-‐needed benefits: 1. Noticeably improve the character of streets and neighborhoods. The proposed project includes street reconstruction, safer crosswalks, cyclist improvements and landscaping in station areas. With the loss of redevelopment funding, these kinds of broad improvements would be difficult to fund without this project. Cities through this corridor have General Plan and Specific Plan visions for compact, sustainable communities. Rapid bus service provides the transportation backbone to achieve these neighborhood visions. 2. Improve transit dramatically with few impacts to autos. Traffic conditions along the El Camino Real corridor are projected to worsen in coming years. For the growing part of the population who doesn’t drive, transit is
SAN JOSE C ITY B OARD
Teresa Alvarado Michael Bangs Chris Block J. Richard Braugh Garrett Herbert Karla Rodriguez Lomax Richard Lonergan Suzanne Rice Tim Steele Lydia Tan
an unreliable and slow choice, as buses are stuck in traffic. The DEIR states that dedicated lanes reduce travel time through this corridor from 85 to 48 minutes, and allows VTA to offer 10-‐minute service. The DIER also shows few impacts to autos, and those few impacts would be spread over a large area. Rapid bus service solves a geometry problem on streets: it can move far more people in a smaller amount of space than private autos can. 3. Use transit funding effectively. High transit speeds also improve cost-‐efficiency: the DEIR states that a dedicated lane option costs $13 million annually to serve over 18,000 daily riders, compared with $19 million to serve 12,000 daily riders today. These improvements free up transit operating funds for other transit services. A dedicated-‐lane alternative will be competitive for up to $75 million in Federal Small Starts funding, while the mixed-‐flow alternatives will not be. Furthermore, The multi-‐billion dollar BART extension to Silicon Valley will require quality feeder transit to succeed in achieving its ridership and farebox recovery goals. 4. Grow the South Bay’s interconnected high-‐speed transit network. Where VTA has increased transit speed and express services, ridership has grown. Rapid bus transit routes are key elements of the regional transit network, needed for quick connections with Caltrain, ACE, Capitol Corridor, and the anticipated BART Silicon Valley Extension. BRT on El Camino Real provides a necessary, more affordable transit complement to Caltrain. Fully featured BRT, with dedicated lanes and frequent service, is the appropriate transit technology to serve this market today and in the future. The El Camino Real BRT corridor was carefully chosen for study by the VTA board in 2009, when the Bus Rapid Transit Strategic Plan showed it has a market for great transit. VTA’s 522/22 line is among the highest ridership routes in the region today. Thank you for your consideration. Sincerely,
Ratna Amin SPUR Transportation Policy Director
Agenda Item #4.2
Agenda Item #4.2
4.2
-----Original Message----From: Greg Fowler Sent: Thursday, April 30, 2015 3:46 PM To: Board.Secretary Subject: Comments on Item 4.2 at the 5/1 Board Workshop Honorable Chair and Board Members: I'm writing to you regarding the proposed El Camino Bus Rapid Transit project, sppecifically in support of option 4C as defined in the DEIR. I would like to offer my perspective as a totally blind transit user. I have been using the transit system in Santa Clara County independently since I moved to the area in the late 1970s. I have used the light rail system since it opened and used it daily to commute to work for over ten years. The improved reliability and predictability of the BRT service with dedicated lanes is the most appealing element of option 4C. One of the most frustrating features of the 522 now is having it delayed just enough to miss a connection and then having to wait another half hour or more for the connecting bus running across El Camino. While I had some initial hesitation about the center platforms when light rail started up, I soon discovered that they were very easy to locate and to use. In fact, using a center platform would be far easier than locating a random sign pole as now used for line 522. If the project moves to the implementation phase, there are many areas where center platforms and technology can provide improved access and a signficantly enhanced service for people who are visually impaired. Some examples include having clear entrances/exits to the bus (no rear doors aligned with street trees), use of beacon technology to provide schedule details to those using smart phones, safer street crossings through the use of audible traffic signals, etc. If the dedicated lane option for BRT proceeds, it is important to engage the visually impaired community members who are frequent users of transit and professionals in the orientation and mobility field to ensure all elements of the system are well designed for visually impaired users. Thank you for your consideration. Greg Fowler Mountain View
From: Board.Secretary Sent: Friday, May 01, 2015 4:17 PM To: VTA Board of Directors Subject: VTA Correspondence: Support for SB 508 (Beall) and AB 1265 (Perea and Alejo)
VTA Board of Directors: The Board is copied on the following correspondence: Date April 30, 2015
April 30, 2015
Addressed to Honorable Jim Beall, Chairperson Senate Transportation & Housing Committee Honorable Jimmy Gomez, Chairperson Assembly Appropriations Committee
Thank you. Office of the Board Secretary Santa Clara Valley Transportation Authority 3331 N. First Street San Jose, CA 95134 408.321.5680 [email protected]
Topic Support for SB 508 (Beall)
Support for AB 1265 (Perea and Alejo)
From: Board.Secretary Sent: Friday, May 01, 2015 5:10 PM To: VTA Board of Directors Subject: VTA Correspondence: Additional comments on Board Workshop Agenda Item #4.2 - El Camino Real BRT Project
VTA Board of Directors: Please refer to attached comments regarding the May 1, 2015, Board of Directors Workshop Agenda Item #4.2, El Camino Real BRT Project, from the following:
Board Member David Whittum Chris Lepe, TransForm Senior Community Planner
Copies of these materials were distributed at today’s Workshop meeting. Thank you. Office of the Board Secretary Santa Clara Valley Transportation Authority 3331 N. First Street San Jose, CA 95134 408.321.5680 [email protected]
Alternatives I believe the selection of alternatives for the ECR BRT environmental work needs attention, starting with a thorough discussion of revised alternatives guided by community input, and a revised DEIR.
Examples of Refined Alternatives Three basic variants are possible, 1)Mixed Flow as previously proposed 2)HOV Lane during commute period 3)Dedicated during commute period As seen in illustrations from other cities below, these variants could be combined with options based on City preferences for various street segments
parking no parking no parking during commute periods
Here are three possible revised alternatives. The selection of alternatives should be informed by a dialogue with each city. 1)Mixed Flow as previously proposed 2)Improved Mixed Flow (HOV) Curbside service with 22 and BRT – like “Mixed Flow” except: curbside lane exclusive to HOV during commute period (no parking during the commute period) bulbouts in a city, if the city wishes to have them bus pull-outs based on city preference phased in by Cities as properties redevelop, and the responsibility of the City to address, with property owners over time, except for BRT stops, where project would pay for the pull-outs 3)Customized Flow: Center or curbside Dedicated for some segments, center or curbside HOV for other segments and mixed flow on remaining segments, where the mix is informed by City input.
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Illustrations 1)Mixed Flow as previously proposed Problem: Due to the bulbout, the bus blocks the travel lane and the bike lane. See also http://www.vta.org/brt-street-configuration-options
2)HOV Lane curbside service – as is done now on County expressways.
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3)Center or Curbside Dedicated or Mixed or HOV Cities could choose to have this through a portion or all of their city.
Where the dedicated lanes run on both sides of the station platform, the 22 bus could zip in and out of the dedicated lanes if useful. In this configuration, dedicated lanes could optionally be dedicated only for the commute period, and they could optionally be open to HOV’s, ie, HOV lanes.
The lanes could also be curbside, as shown below in a concept for 16th St in San Francisco. In this configuration, dedicated lanes could optionally be dedicated only for the commute period, and they could optionally be open to HOV’s, ie, HOV lanes.
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And they could be curbside with parking as seen on this street in Brooklyn:
Summary I hope that a revised DEIR is embarked on, and that alternatives will consider curbside service with cutouts (pullouts), such that buses can pull out of travel lanes and bike lanes, and improvements to 22 service, not impairment of 22 service. Also, we should consider a phased approach. For example, curbside HOV lanes would permit assessment of impacts and easier reversibility. In addition, it has not been clearly communicated to the cities the benefit of consolidation of driveway curbcuts over the course of time as properties redevelop.
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Questions for VTA staff 1. Did this body or did the Board or did any body of elected officials approve the menu of the various alternatives in the DEIR? 2. If an agency decides after doing a DEIR to revise the alternatives it wishes to consider, is there a standard process for that within CEQA referred to as a supplemental DEIR? 3. When an agency decides after doing a DEIR to revise the alternatives it wishes to consider, is that sometimes due to public input received on the DEIR? 4. Has the vta staff provided the public comments on the deir to the members of this body? or any elected body that has met to discuss this DEIR? Alternatives I believe the selection of alternatives needs attention, revision, and this cannot happen unless decision makers are exposed in detail to the considerations of the public and the various elected bodies that have weighed in. If the VTA staff continue to shield decision makers from the input on this they are not just harming the project they are harming the agency and its prospects in coming years, and the prospects for funding truly meritorious projects. What is needed is a thorough discussion of alternatives guided by community input. There is a process for that and it is a revised supplemental DEIR. I hope that these alternatives will consider curbside service with cutouts (pullouts), such that buses can pull out of travel lanes and bike lanes, and improvements to 22 service, not impairment of 22 service. Also, to consider a phased approach, such as curbside HOV lanes would permit assessment of impacts and easier reversibility. In addition, it has not been clearly communicated to the cities the benefit of consolidation of driveway curbcuts over the course of time as properties redevelop. Myths of ECR BRT 1. opposition to dedicated lanes is due to a disregard for public transit and/or social justice. cities along El Camino have been clamoring for years for improved transit orthogonal to ECR to connect jobs and housing. taxpayers contribute 1-3/8 cent of every dollar of sales tax to VTA, more than they contribute to their local city. the buses run on sales tax paying for 88% of all costs, 80% of which are personnel costs, ie wages and benefits to drivers and maintenance personnel. (5% is fue) 2. north county needs this project and BART does not benefit north county. long range transit reduces pressure on 100% of housing stock in the region. BART and BART Phase II represent meaningful transit projects beneficial to the entire region. they are game-changers.
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3. public input was 50-50 on dedicated lanes. in the files that were given to me pursuant to a California public records act request I counted 509 inputs. 123 ceqa spam/denial of service emails and 486 other, cards and emails … emails were largely opposed. “50-50” aside from misleading does not capture the meaning of what was conveyed by the public, input that should be considered to shape a revised set of alternatives. 4. people ride the 522 because they can't afford cars... passengers ride the 22 because it takes them where they want to go, it stops near where they need it to stop. when folks don’t take transit it is because it does not connect them to their work and/or school in a reasonable amount of time. 5. the majority of workers in my city do not live in my city because they cannot afford to…in most cities, a majority of residents work outside the city…this is a reflection of turnover and career mobility in Silicon Valley. 6. there is a jobs housing imbalance. my city has 1.3 jobs per home, that’s what it takes to support a home. according to my cities housing element, my city has fewer jobs now than we did 15 years ago. what the region has is a jobs deficit in certain areas of the County by which I mean: San Jose economic development has been on life support for years. 7. BRT will connect affordable housing to jobs. this would be true if BRT connected Gilroy to Palo Alto in 40 minutes. as is, it hopes to connect Diridon to Palo Alto in 40-50 minutes, and we already have a 20 minute connection of those two points that is cheaper to operate than BRT. 8. cars are environmentally harmful . in a future with electric vehicles, energy inefficiency is environmentally harmful. empty buses are inefficient. this dedicated lanes proposal would add 1 passenger per mile per hour to this line. it doesn’t propose to fill the buses or even to make a visible difference to occupancy of the bus. 9. we "have a rich network" of streets to take up the diverted traffic ... we have a congested network...alternatives are central and foothill via fremont, homestead...280 or 101 ... LOS F ... the deir suggests that adding a few % to LOS F roadways is not significant ... the standard is to consider impacts which are cumulatively considerable. there's no presumption that "few %" is not "significant". 10. this is a once in a lifetime opportunity paid for by someone else. this would be paid for largely from Measure A, and many other meritorious projects would need to be lowered in priority for this project to proceed. it's not a free gift of bike lanes and stations, it comes at the expense of for example BART. also, there is no gating project on ECR that would disable this option at a future date. it could be reconsidered 5 or 10 years from now.
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April 30, 2015 Board of Directors Valley Transportation Authority 3331 North First Street San Jose, CA Subject: VTA Board Workshop Item 4.2, El Camino Real Bus Rapid Transit Project Dear Chair Woodward and Directors TransForm and a diverse coalition of the Valley’s most respected transportation, land use, business, social justice, and environmental organizations energetically support the El Camino Bus Rapid Transit (BRT) project with transit only lanes. Members of our BRT Coalition include Friends of Caltrain, Greenbelt Alliance, the Mountain View Coalition for Sustainable Planning, the Silicon Valley Bicycle Coalition, the Silicon Valley Leadership Group, SPUR, the Silicon Valley Independent Living Center, and Working Partnership USA (www.yessvbrt.org). Other community partners that have actively supported the project include Sacred Heart Community Service, California Walks, Urban Habitat, Santa Clara Green Action, Sunnyvale Cool, Students for Sustainable Stanford, and the Institute for Community and Civic Engagement at De Anza College. With the population of Santa Clara County expected to grow by the equivalent of two times the population of the City of Sunnyvale over the next 15 years, we must invest in great transit now to avoid being stuck in gridlock with no real alternatives in the future. By investing in transit we can manage growth and maintain a strong economy, enhance quality of life, improve environmental quality, connect all people to opportunity, and help relieve the rising cost of living that is straining the middle-class, seniors on fixed incomes, and low-income families. Over the last two years, and in particular over the last six months, TransForm and our community partners have conducted a huge amount of outreach to local residents, businesses and their customers, transit users, and students along the corridor. Through our outreach, we have found that people of all backgrounds tend to support the project; however, people of color who make up the majority of residents in many of the corridor cities are especially supportive. The same is the case for other important demographics such as low-income workers, immigrants, and millennials. This broad support should come as no surprise since the Measure A 2000 sales tax was approved by over 2/3 of Santa Clara County voters, and support for transit in recent polls remains high nearly 15 years later. Attached to this email are 964 petition signatures and comments cards supporting great transit and better accommodation of all road users on El Camino Real, which along with the recently created Students for Sustainable Stanford online petition (https://www.change.org/p/santa-clara-valley-transportation-authority-board-of-directorsapprove-dedicated-bus-lanes-for-el-camino-real-bus-rapid-transit) have brought us to over 1,000 signatures. This is not including the hundreds of emails that have been sent to you directly in support of the project over the last six months. The following are few of the voices from the comment cards we’ve collected and the online petition:
"I believe one shouldn't need to rely on a car to get places quickly and efficiently. Public transport is better for the environment and brings people together. El Camino needs a dedicated BRT lane so that those who choose not to drive, or cannot afford a car, can still get places in time!" "I consider making public transportation convenient, reliable, and efficient as the only possibility to maintain our quality of life and avoid becoming a region where people need one hour or more to commute from one city to another. Unless we invest in transit, we will become another L.A., which is not the reason most residents choose to live here."
MAIN OFFICE: 436 14TH STREET, SUITE 600, OAKLAND, CA 94612 | T: 510.740.3150 | SACRAMENTO: 717 K STREET, SUITE 300, SACRAMENTO, CA 95814 | T: 916.706.2035 | SILICON VALLEY: 48 SOUTH 7TH STREET, SUITE 103, SAN JOSE, CA 95112 | T: 408.406.8074 | WWW.TRANSFORMCA.ORG
"I always use the bus on El Camino Real. Since there is so much traffic, I am sometimes late to appointments and work. If this project takes place, I will be able to get to work and appointments on time since there will be lanes just for the bus. I really hope this project takes place!" "Public transportation is the cheapest way for me to get around. However, it is currently massively inconvenient to use. BRT with dedicated bus lanes would make taking public transportation a viable option for me and many other members of the Stanford community." "VTA's El Camino BRT project with transit-only lanes is important to me because it will make our roads safer for pedestrians, bikers, and drivers alike and encourage more people to choose more environmentally friendly modes of transportation".
It is our firm belief as an organization that the alternative that achieves the greatest return on investment, including growing ridership and advancing public health and safety, promoting economic development, and addressing long standing social inequities in our built environment is Alternative 4c (transit-only lanes from Santa Clara to Palo Alto); however, VTA staff still has significant work that lays ahead in gaining consensus among the corridor Cities on designing a great project that meets local needs and preferences. We urge VTA to work more closely with City staff and decision makers along the corridor between now and the fall to meet local and regional needs and priorities. In particular, VTA should consider taking the following steps to gain consensus among corridor cities:
Evaluate and craft a proposal for the use of the transit-only lanes by emergency vehicles to improve public safety and by public and private shuttles to move more people with fewer cars. VTA may also want to consider analyzing the costs and benefits of incorporating lines 22 and 522 into the transit-only lanes. This option may increase capital costs but it could also lower operating costs and help obtain support for transitonly lanes in other Cities by taking the local line 22 buses out of the general purpose lanes. Hire a consultant to conduct a third party assessment of the DEIR traffic analysis in order to foster more confidence in the traffic implications of the project. We are encouraged that VTA has commenced plans for a third party assessment, but we would like to see a more thorough Vehicle Miles of Travel (VMT) analysis as well as more quantitative analysis of the benefits to pedestrians and bicyclists. Consider conducting an economic assessment and engaging business owners to identify the potential costs and benefits of the project to local businesses along with possible project modifications or mitigations. Continue planning for the improvement of north/south transit connections and pedestrian and bicycle access to the BRT stations to increase the number of residents that will benefit from the project. We are thrilled that VTA is taking steps in this direction such as the Pedestrian Access to Transit Plan. Install additional signalized intersections and pedestrian crossings to further increase access and safety. Finalize a stop at Escuela Ave, which is an area with a high transit-dependent population.
Thank you for the opportunity to provide comments on the El Camino Bus Rapid Transit Project. TransForm looks forward to working with you and the diverse stakeholders and Cities along the corridor in the coming years to ensure the best possible project and move closer to a vibrant, safe, and livable street for current and future users. Sincerely, Christopher Lepe
Senior Community Planner TransForm 48 S. 7th St, Suite 103 San Jose, CA 95112
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EI Camino VTA Rapid: Petition for fast, convenient, stress-free, and reliable public transportation I urge my elected officials to support the EI Camino VTA Rapid project, including modern hybrid buses with free WiFi, real-time bus arrival information screens at every station, and bus-only lanes in congested areas . I··
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Re: El Camino Real Bus Rapid Transit Project
Re: El Camino Real Bus Rapid Transit Project
VTA Staff and City Councilmembers,
VTA Staff and City Councilmembers,
I urge you to support bus rapid transit on El Camino Real. Bus rapid transit provides convenient, fast, efficient, and reliable service that is competitive with driving, made possible with improvements like transit-only lanes, transit signal priority, and high-quality stations. This project is important to me because -,-----:. _
I urge you to support bus rapid transit on El Camino Real. Bus rapid transit provides convenient, fast, efficient, and reliable service that is competitive with driving, made possible with improvements like transit-only lanes, transit signal priority, and high-quality stations. This project is important to me because _
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I strongly urge VTA to: • Incorporate bus-only lanes in the EI Camino Real plan • Invest in buffered bike lanes, and • Ensure there are sufficient left turns, more crosswalks, upgraded pedestrian refuges, and sidewalk extensions (bulb outs).
I strongly urge VTA to: • Incorporate bus-only lanes in the El Camino Real plan • Invest in buffered bike lanes, and • Ensure there are sufficient left turns, more crosswalks, upgraded pedestrian refuges, and sidewalk extensions (bulb outs).
Thank you for your work to make our region a more safe, accessible, and vibrant plac~ for us all to get around.
Thank you for your work to make our region a more safe, accessible, and vibrant place for us all to get around. (Receive updates on the project? Please fill below.)
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I strongly urge VTA to: • Incorporate bus-only lanes in the EI Camino Real plan • Invest in buffered bike lanes, and • Ensure there are sufficient left turns, more crosswalks, upgraded pedestrian refuges, and sidewalk extensions (bulb outs).
I strongly urge VTA to: • Incorporate bus-only lanes in the EI Camino Real plan • Invest in buffered bike lanes, and • Ensure there are sufficient left turns, more crosswalks, upgraded pedestrian refuges, and sidewalk extensions (bulb outs).
Thank you foryour work to make our region a more safe, accessible, and vibrant place for us all to get around.
Thank you for your work to make our region a more safe, accessible, and vibrant place for us all to get around. (Receive updates on the project? Please fill below:)
