From: Board.Secretary  Sent: Friday, March 04, 2016 6:05 PM To: VTA Board of Directors Subject: From VTA: Information on DBE/SBE Goal Setting Process  VTA Board of Directors:  We are forwarding you the attached information relating to DBE/SBE goal setting.  The information contains the types of programs here at VTA, goal setting and methodology, outreach efforts, and contract monitoring and oversight.  Thank you.   Office of the Board Secretary Santa Clara Valley Transportation Authority 3331 N. First Street San Jose, CA 95134 408.321.5680 board.secretary@vta.org 

Office of Small and Disadvantaged

Businesses (OSDB)

Diversity and Inclusion Department

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Types of Programs

Disadvantaged Business Enterprise (DBE) Program –

Federally Funded Projects (49 CFR Part 26)

Small Business Enterprise (SBE) Program – State and

Locally Funded Projects (13 CFR Part 121)

Minority and Women-Owned Business Enterprise

(MWBE) – Locally Funded Projects Only – Adopted

August 28, 2014.

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Business Diversity Programs

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Key Program Elements

DBE, SBE and MWBE Program

DBE, SBE, and MWBE Certification

DBE and SBE Goal Setting Methodology

Diversity Programs Outreach

DBE, SBE, and MWBE

Contract Monitoring

and Oversight

Semi-Annual/ Annual

Reporting

Goal Setting and Methodology

• Contract-specific goals are set when there are subcontracting

opportunities. Goals are based on the available DBEs and/or

SBEs who are willing, ready and able to perform the work.

OSDB Department reviews all Construction, Professional

Services and Commodities procurements and contracts.

Federal Funding – DBE 13% Overall Goal

State and Local Funding - SBE 19% Annual Goal

Local Funding - MWBE 18% Aspirational

Goal

Note: VTA will be conducting a Disparity Study in 2016- 2017 with Samtrans/Joint

Powers Board to support use of DBE Race Conscious Goals

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Goal Setting Methodology

• DBE Goal Setting

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Step I - Develop a Base Figure

• Classify work by North American Industry Classification

System (NAICS) codes

• Search the CUCP database (DBE ready, willing, and able DBE

firms)

• Determine the number of firms for the types of NAICS codes in

your market area.

• Calculate a soft goal

DBE’sAll firms (including DBE’s)

Step II – Adjust your Base Figure, if needed

Types of Evidence to Consider:• Current capacity of DBEs to perform the work• Disparity Studies• Ability of DBEs to get financing, bonding, insurance, etc.• Input from interested parties

Goal Setting Methodology

• SBE Goal Setting

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Step I - Develop your Base Figure

• Classify work by North American Industry Classification

System (NAICS) codes

• Search the VTA SBE and CUCP database (SBE and DBE

ready, willing, and able SBE and DBE firms)

• Determine the number of firms for the types of NAICS codes in

your market area.

• Calculate a soft goal

DBE’s and SBEsAll firms (including SBE and DBE’s)

Diversity Program Outreach Efforts

• DBE Strategic Outreach Plan Monthly and Quarterly Events.

• Participate in pre-bid, pre-proposal, and pre-construction meetings.

• Sponsor outreach and workshops with other Agencies and the Business Outreach Committee

• Caltrans’ Mentor/Protégé Local Agency Participant

• Email Blasts, Tweets, Website Updates

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Certification

DBE – Economically/Socially Disadvantaged and Small

Business Size Standard (49 CFR Part 26 Statutory

Requirements)

SBE – Small Business Size Standard (13 CFR Part 121)

MWBE – Ethnicity and Gender

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Contract Monitoring and Oversight

OSDB currently monitors over 364 active contracts worth over $2.2 billion.

• The B2Gnow diversity tracking system allows Primes to enter payment data and allows subcontractors, to confirm payment

• Database streamlines monitoring and oversight (previously done with spreadsheets)

• Staff performs Commercially Useful Function - monitoring and enforcement mechanisms ensuring work committed to DBE firms at contract award is actually performed by DBEs

• Generates FTA and FHWA reporting requirements

• Data Integrity – Quality Control/Quality Assurance needed to ensure accuracy

• Provides assurance that Federal Share is accurate

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Contact Information

For more information on DBE, SBE, and MWBE programs and support services contact OSDB department at www.osdb.osdb@vta.org or call at 408-321-5962.

Why set goals? 49 Code of Federal Regulations Part 26.45 states that

any recipient agency who expects to award contracts (excluding transit vehicle purchases) exceeding $250,000 in FTA Funds in a Federal Fiscal Year are required to set three-year goals for DBE participation

Overall goal must be based on the availability of ready, willing and able DBEs relative to all businesses ready, willing and able to participate on DOT-assisted Contracts

Race Neutral Means

Race-neutral measure or program is one that is (or can be) used to assist

all small businesses or increase opportunities for all small businesses

No Contract Goals

No Good Faith Effort Documentation Requirements

Providing technical assistance

Long-term development opportunities

Contract structuring & delivery

Race-Conscious MeansRace-conscious measure or program is one that is specifically focused on

assisting only DBEs

The following rules apply:

Contract goals may be used only on contracts with subcontracting opportunities (set-asides are NOT allowed).

Goals are not required on all contracts, nor must they match the overall goal.

Must reduce contract goals if we EXCEED the overall goal.

Conversely, if we fall short of the overall goal, need to add contract goals, as appropriate.

Note: VTA was approved by FTA for Race-Conscious DBE Program

Triennial Goal Setting Methodology

Data Collection

Two-step process:

1. Develop a Base Figure

2. Adjust your Base Figure

Data Collection

Most difficult part of the process

Need consultation from all parties (OSDB, grants, project managers, TEAM, etc.)

FFY 2014-16 Goals were calculated on available information during this time (Goal due August 1, 2013)

Goals can be re-submitted or adjusted during this period

No penalty for not meeting goal -- must submit shortfall analysis

Data Collection …

Data Collection …

Define subcontracting opportunities by North American Industry Classification System (NAICS)

(Contract Specific Goals may vary from overall DBE goal however, at the end of the year the amount of contract awards to DBEs should be consistent with the overall goal)

Only Certified DBE firms can participate for credit in contracts

Step one – Develop a base figure

Determine relative availability of DBES

Number of Ready, Willing and Able DBEs (CUCP Database)

All firms, [DBEs and Non-DBEs] (Census Bureau)

Data Used for the Base Figure

DBE Directories & Census Bureau Data

Use NAICS codes to determine DBEs in market

Divide by total businesses in market

VTA uses eleven counties (Alameda, Contra Costa, Marin,

Napa, San Francisco, San Mateo, Santa Clara, Solano and

Sonoma, including Sacramento and San Joaquin).

NAICs Code Search

California UCP Database (DBEs)

US Census Data (All Firms, DBEs/Non-DBEs)

Goal Calculation Exercise

CUCP

Database

2010

Census

Bureau Goal Weighted Goal

A B C D C/D=E B*E=F

Engineering

Services 541330 $755,000 25.62% 312 2436

Environmental

Services 641620 $65,000 2.21% 228 431Other

Scientific

Services 641690 $2,126,875 72.17% 244 2195

Total

Contract

Amount $2,946,875 100.00%

Sample DBE Goal

VTA’s Weighted Base Figure

12.47%

Step Two - Adjust Base Figure:

Examine evidence available in your area, if any, is needed to arrive at your overall goal.

Types of Evidence to Consider

Capacity of DBEs to perform work

Disparity Studies

Historical Data (Prior Years)

Adjust for local market

Evidence from related fields Financing/bonding

Employment, education, training…

Project Specific Goal Setting Data Collection

Engineers Estimate by NAICS

Similar Two-step process:

1. Develop a Base Figure

2. Adjust your Base Figure, if needed

Goal Analysis Process Review the Engineer’s Estimate including

Constructability Review by NAICS

Project Manager completes the DBE Goal Analysis Form.

Need consultation from all parties (OSDB, project managers, contract administrators, etc.)

Goals can be re-submitted or adjusted during this the pre-advertisement period

Contractor must meet the goal or provide good faith efforts, otherwise will be deemed non-responsive

Sample DBE Goal Analysis Form MEMORANDUM –DBE GOAL ANALYSIS

To: Liz Brazil, OSDB Manager DATE: [Enter a date] From: [Your Name and Title] Writer’s Direct Telephone: [XXX-XXX-XXXX]

Subject: [Contract Title and Number] [Request for DBE Goal Assignment] Project Description/Scope of Work: This contract will […………..] Engineer’s/Independent Cost Estimate (Amt. of Contract): $[ ] Amounts or Percentages of Funding by Type: [ ] Federal – Aid Number [ ] RFP No. [ ] Licenses Required for this Contract (List all that apply): [ ]

List North American Industry Classification Code (NAICS), estimated cost, and % of project cost for goal analysis. For more information on NAICS see link: (http://www.census.gov/eos/www/naics/)

NAICS Description Estimated Cost % of Project Cost NAICS Description Estimated Cost % of Project Cost Total $

Prepared by: [__________________________________] Approved by – Project Manager: [__________________________________] Approved by – OSDB Manager: _________________________________

In Summary

Goal setting is an integral part of our DBE Program Plan

It drives program implementation

From: Board.Secretary Sent: Friday, March 04, 2016 5:37 PM To: VTA Board of Directors Subject: VTA Information: Results of the Draft Report Cards for Envision Silicon Valley

VTA Board of Directors:

Please find below the link to the results of the draft report cards for Envision Silicon Valley.

http://www.vta.org/envisionprojects

If you have any questions or would like more detail on any part of the analysis, please contact us

at Envision.sv@vta.org

The Advisory Committees will be discussing possible project/program categories for a potential

ballot measure at their March meeting. Potential categories include, but are not limited to:

Bicycle/Pedestrian

BART

Caltrain

Grade Separations

Transit Operations

County Expressways

Local Streets and Roads

Highway Interchanges

Intelligent Transportation Systems

Transit Fare Subsidies

Transit Oriented Housing

Thank you.

Office of the Board Secretary

Santa Clara Valley Transportation Authority

3331 N. First Street

San Jose, CA 95134

408.321.5680

board.secretary@vta.org

From: Board.Secretary  Sent: Friday, March 04, 2016 5:37 PM To: VTA Board of Directors Subject: VTA Information: Results of the Draft Report Cards for Envision Silicon Valley  

VTA Board of Directors: Please find below the link to the results of the draft report cards for Envision Silicon Valley. http://www.vta.org/envisionprojects  

If you have any questions or would like more detail on any part of the analysis, please contact us at Envision.sv@vta.org  

The Advisory Committees will be discussing possible project/program categories for a potential ballot measure at their March meeting. Potential categories include, but are not limited to:

Bicycle/Pedestrian BART Caltrain Grade Separations Transit Operations County Expressways Local Streets and Roads Highway Interchanges Intelligent Transportation Systems Transit Fare Subsidies Transit Oriented Housing

Thank you. Office of the Board Secretary Santa Clara Valley Transportation Authority 3331 N. First Street San Jose, CA 95134 408.321.5680 board.secretary@vta.org  

 

 

From: Board.Secretary Sent: Friday, March 04, 2016 3:48 PM To: VTA Board of Directors Subject: VTA Information: Approved 2016 Board Committee Appointments

VTA Board of Directors:

At the March 3, 2016, Board of Directors’ meeting, the following Board Committee

appointments were approved:

Congestion Management Program and Planning Committee

Teresa O’Neill

County Expressways Policy Advisory Committee

Larry Carr

Ad Hoc Committee – Envision Silicon Valley

Jeannie Bruins

Thank you.

Office of the Board Secretary

Santa Clara Valley Transportation Authority

3331 N. First Street

San Jose, CA 95134

408.321.5680

board.secretary@vta.org

From: Board.Secretary Sent: Friday, March 04, 2016 1:38 PM To: VTA Board of Directors Subject: VTA Correspondence: 1) Government Affairs Report; and 2) Alum Rock-Santa Clara Bus Rapid Transit Project Update

VTA Board of Directors:

Attached are the following items that were included in your reading folders at last night’s Board

meeting:

1) Government Affairs Report

2) Alum Rock-Santa Clara Bus Rapid Transit Project Update

Thank you.

Office of the Board Secretary

Santa Clara Valley Transportation Authority

3331 N. First Street

San Jose, CA 95134

408.321.5680

board.secretary@vta.org

GOVERNMENT AFFAIRS REPORT March 3, 2016

FEDERAL President’s FY 2017 Budget: On February 9, 2016, President Barack Obama submitted his recommended budget for FY 2017 to Congress, the final one of his presidency. For the fiscal year that begins on October 1, 2016, the President is requesting a total of $4.1 trillion in federal government spending. Of this amount, $98.1 billion is recommended for the U.S. Department of Transportation. In general, President Obama’s recommended FY 2017 budget would fund federal highway and public transit programs at the spending levels authorized in the Fixing America’s Surface Transportation (FAST) Act, the recently enacted surface transportation bill. His budget also proposes a new 21st Century Clean Transportation Plan, which calls for investing an additional $30 billion annually in surface transportation programs over the next 10 years to be funded by a new $10-per-barrel fee on oil to be paid by the oil companies. This fee would be phased in over five years. As with previous Obama Administration spending plans, the President’s FY 2017 budget once again proposes to replace the Highway Trust Fund with a new Transportation Trust Fund that would consist of not only the current Highway and Mass Transit Accounts, but also a new Passenger Rail Account for Amtrak and other passenger rail services. President Obama’s FY 2017 budget requests $19.9 billion for public transit, which is $7.7 billion more than the authorized spending level in the FAST Act. Most of this increase would be dedicated to the 21st Century Clean Transportation Plan. Public transit highlights in the President’s recommended budget are as follows:

A total of $9.73 billion for public transit formula grants, which includes the Section 5307 Urbanized Area, Section 5337 State of Good Repair and Section 5339 Bus/Bus Facilities Programs. The $9.73 billion figure, as well as the recommended appropriations for individual formula programs, are consistent with the authorized spending levels in the FAST Act.

An additional $5.9 billion to provide supplementary funding for public transit formula

grant programs through the 21st Century Clean Transportation Plan.

$3.5 billion for the Capital Investment Grants Program, which includes New Starts, Small Starts and Core Capacity projects. This amount is $1.2 billion more than the $2.3 billion authorized in the FAST Act. The funding would support 31 projects across 13 states. The President’s request for Phase 1 of VTA’s BART Silicon Valley Extension Project is $125 million, which is $25 million higher than the number in the project’s Full Funding Grant Agreement (FFGA). In previous years, the Capital Investment Grants Program has received its money from the General Fund, which means that each year’s actual funding for the program is determined through the annual appropriations process. Therefore, there is a risk that actual appropriations could lag behind authorized spending levels.

President Obama’s FY 2017 budget proposes to eliminate this risk by shifting the program to the new Transportation Trust Fund.

$525 million for a new Rapid Growth Area Bus Rapid Transit Corridor Program, which

would provide grants on a competitive basis for bus rapid transit projects in communities with fast-growing populations.

For programs under the jurisdiction of the Federal Highway Administration (FHWA), President Obama is requesting a total of $51.5 billion in FY 2017, which includes the FAST Act authorized amount of $43.3 billion for the core federal-aid highway programs. Of the remainder, $7.5 billion represents additional funding through the 21st Century Clean Transportation Plan to support the following new programs:

21st Century Regions Grant Program to provide funding to metropolitan planning organizations (MPOs) to implement regionwide transportation and land-use strategies.

Climate-Smart Performance Formula Funds Program to reward those states that use

federal infrastructure funds to reduce greenhouse gas emissions and improve energy efficiency.

Clean Communities Grant Program aimed at creating more livable cities and towns with

expanded multimodal transportation choices.

Resilient Transportation Grant Program to encourage state and local governments to pursue specific projects that address the impacts of climate change on transportation systems and surrounding communities.

Future Freight System Program to modernize the nation’s freight system and fund other

critical multimodal transportation modernization projects. Finally, President Obama’s FY 2017 budget requests $6 billion to fund a series of new rail programs that were created under the FAST Act to: (1) improve the safety, efficiency and reliability of passenger and freight rail systems; (2) reduce the current state of good repair backlog for those systems; (3) expand and improve freight and passenger rail networks throughout the United States; and (4) provide operating assistance to initiate, restore or enhance intercity passenger rail service. The $6 billion being recommended by the President in his FY 2017 budget is substantially higher than the amount authorized in the FAST Act for these programs. The funding would be provided from the revenues generated from the new $10-per-barrel fee on oil, rather than from the General Fund, as would be the case under the FAST Act. Since President Obama’s 21st Century Clean Transportation Plan represents a very robust surface transportation proposal that is following so closely on the heels of the enactment of the FAST Act and that relies on Congress imposing a new fee on oil, it is doubtful that majority Republicans in the House and Senate will give it much consideration. It is more likely that Congress will enact an FY 2017 transportation appropriations measure that follows the program structure and the authorized spending levels in the FAST Act.

STATE Transportation Funding Special Session: Conversations continue to take place behind the scenes to try to figure out how to merge three separate transportation funding proposals—SBX1-1 (Beall), AB 1591 (Frazier) and Gov. Jerry Brown’s plan—into one package that has a chance of obtaining the two-thirds majority vote needed to pass both the Assembly and Senate, and that the Governor would be willing to sign into law. Progress continues to be slow. On a positive note, lawmakers appear to be coalescing around a number of key principles, including: (1) an emphasis on “fix-it-first” investments for state highways and local streets/roads; (2) the need to provide some level of ongoing funding for mobility improvements in critical goods movement corridors; (3) accelerated repayment of the outstanding balances of prior-year loans that were made to the General Fund from various transportation accounts; (4) some form of a constitutional amendment to protect transportation revenues; (5) a limited exemption from the California Environmental Quality Act (CEQA) for roadway improvements occurring within existing rights-of-way; (6) an extension of existing statutory authority to utilize public-private partnerships for transportation projects; and (7) Caltrans efficiency improvements. However, significant areas of disagreement still remain. In particular, the Assembly and Senate GOP caucuses are holding firm in their opposition to any transportation funding package that would impose new taxes or fees. Instead, they have countered with their own measures that call for using existing revenues dedicated to other purposes for state highways and local streets/roads, including cap-and-trade auction proceeds, funding for building the state’s high-speed rail system, vehicle weight fee revenues that are currently being transferred from the State Highway Account to the General Fund to pay general obligation bond debt service, and General Fund surpluses. Moderate Democrats in both the Assembly and Senate also appear to be reluctant to vote for any tax or fee increases. Many represent competitive districts and are expected to face strong Republican challengers in their re-election bids this year. New Bills: The deadline for Senators and Assemblymembers to introduce new pieces of legislation was February 19, 2016. More than 2,000 bills were introduced. Transportation-related measures of interest include the following:

AB 1640 (Stone): States that public transit employees hired between January 1, 2013, and December 30, 2014, are exempt from the Public Employees’ Pension Reform Act of 2013 (PEPRA). This bill seeks to clarify that the retirement status of public transit employees hired while the issue of whether PEPRA violated a provision in federal law known colloquially as Section 13(c) was being litigated was not intended to change when the court rendered its decision on December 30, 2014.

AB 1641 (Allen): Allows a public transit agency to permit private shuttles to stop to load

or unload passengers alongside any curb spaces designated for users of the agency’s buses.

AB 1746 (Stone): Authorizes VTA and five other agencies, with the concurrence of Caltrans and the California Highway Patrol (CHP), to operate buses on the shoulders of state highways in order to minimize congestion-related interruptions of service, and to improve travel times for public transit relative to cars in a manner that is low-cost and easy to implement.

AB 1889 (Mullin): Declares the intent of the Legislature to enact a bill to provide the

Peninsula Corridor Joint Powers Board (JPB) with the necessary tools to explore options that will help Caltrain obtain a dedicated source of funding.

AB 2034 (Salas) and SB 902 (Cannella): Extend indefinitely the statutory authorization

for Caltrans to participate in a federal program that allows states to assume the responsibilities of FHWA under the National Environmental Policy Act (NEPA).

AB 2090 (Alejo): Allows a public transit agency to use its formula share of Low Carbon

Transit Operations Program funding to support the operation of existing bus or rail service if: (1) the governing board of the agency declares a fiscal emergency; (2) the agency would otherwise be required to reduce or eliminate the service; and (3) the governing board makes a finding that the service reduction or elimination would increase greenhouse gas emissions.

AB 2222 (Holden): Beginning in FY 2017, continuously appropriates $50 million per

year in cap-and-trade auction proceeds to Caltrans to be allocated to support programs that provide free or reduced-fare public transit passes to public school, community college, California State University, and University of California students.

AB 2332 (E. Garcia): Requires the California Transportation Commission (CTC) to

establish a process whereby Caltrans and local agencies receiving funding for highway improvements from the State Highway Operation and Protection Program (SHOPP), or from the State Transportation Improvement Program (STIP) prioritize projects that provide meaningful benefits to the mobility and safety needs of disadvantaged communities.

AB 2374 (Chiu): Clarifies that regional transportation agencies, including VTA, may use

the Construction Manager/General Contractor (CMGC) project delivery method to design and construct projects on expressways and roadway ramps that are not on the state highway system.

SB 824 (Beall): Puts in place more tools and flexibility to allow public transit agencies to

more effectively and efficiently manage and utilize their formula shares under the Low Carbon Transit Operations Program. For example, this measure would allow a public transit agency to: (1) “bank” its formula share, so that it can accumulate a sufficient amount of money to use for a larger project at a later date; (2) loan its formula share to another eligible recipient that has a project that it is trying to advance, but cannot fully fund with its own share; (3) enter into an agreement with a group of other eligible recipients to “pool” their respective formula shares into one larger pot of money that the

group would share; or (4) obtain a Letter of No Prejudice (LONP), thereby allowing the agency to advance its project using local dollars and to be reimbursed with Low Carbon Transit Operations Program funds when they become available.

SB 882 (Hertzberg): Prohibits a public transit agency from charging a minor with an

infraction or misdemeanor for acts of fare evasion.

SB 998 (Wieckowski): Prohibits a motorist from parking, stopping, leaving, or driving his or her vehicle in roadway lanes that have been designated for the exclusive use of public transit buses.

SB 1128 (Glazer): Eliminates the January 1, 2017, sunset date, and indefinitely extends

provisions in current law that authorize the Bay Area Air Quality Management District (BAAQMD) and the Metropolitan Transportation Commission (MTC) to jointly adopt a regional commute benefit ordinance requiring certain employers to offer their workers one of three specified commute benefits.

SB 1320 (Runner): Excludes the CTC from the California State Transportation Agency

(CalSTA) and, instead, establishes the commission as a separate entity in state government to act in an independent oversight role.

Under the Legislature’s rules of procedure, a bill, once introduced, must be in print for 30 days before it can be scheduled for a hearing, meaning that the first round of Assembly and Senate policy committee meetings probably will not occur until late March or early April. REGIONAL LCTOP Funding Plan: On February 24, 2016, the MTC Commission adopted an interim process for distributing $7 million in FY 2016 population-based funding coming to the Bay Area under the Low Carbon Transit Operations Program (LCTOP), one of the state programs that receives cap-and-trade auction proceeds. This action responds to a deadline established by Caltrans, which administers the program, for submitting grant applications for FY 2016 LCTOP funding. MTC staff intends to return to the Commission in April 2016 with a recommendation on a framework for how the region’s population-based share of LCTOP funding would be distributed beginning in FY 2017 and beyond. In addition to approving the interim process, the Commission provided direction to MTC staff on the framework for future LCTOP population-based funding. Staff has developed two options for an estimated $302 million in population-based LCTOP funds that would be available to MTC over a 24-year period, beginning in FY 2017. The first option maintains the existing process. The second calls for creating a new distribution approach that would divide the funding as follows: (1) one-third to North Counties/Small Operators ($102 million); (2) one-third for a Transit Performance Initiative (TPI) competitive grant program administered by MTC ($100 million); and (3) one-third for MTC to use for seamless transit/regional transit connectivity

programs, such as Clipper, low-income fares, transit hub signage and wayfinding, and 511 ($100 million). Under this option, VTA would be put in the position of receiving $40.9 million less in LCTOP population-based funding from MTC than under Option 1. At the direction of Commissioners Jason Baker and Sam Liccardo, MTC staff will work to modify Option 2 in a way that would distribute the one-third in estimated funds for the TPI operators according to a fair and equitable formula, rather than through a competitive grant program. Therefore, all of the TPI operators would be able to benefit. At the same Commission meeting in April, MTC staff will also seek direction on expanding the regional target for the Transit and Intercity Rail Capital Program (TIRCP), another state cap-and-trade program, as well as a list of Bay Area projects to endorse for the current round of programming. Staff’s current proposed funding targets under TIRCP include $750 million for Phase 2 of VTA’s BART Silicon Valley Extension Project. The California State Transportation Agency (CalSTA) issued a call for projects on February 5. The deadline to submit project applications is April 5. Regional Goods Movement Collaborative and Plan: On February 24, 2016, the MTC Commission adopted a revised Goods Movement Plan that includes State Route (SR) 152 in Santa Clara County. The Goods Movement Plan is the product of an agreement between MTC and the Alameda County Transportation Commission and, therefore, focuses extensively on the Port of Oakland. At the direction of Santa Clara County’s commissioners, the Goods Movement Plan was updated and expanded to include the SR 152 Trade Corridor Project, which encompasses improvements to the US 101/SR 25 Interchange in the city of Gilroy. SR 152 is of particular importance to Santa Clara County because it is a major goods movement corridor for California’s economy, given the more than $16 billion in agricultural goods shipped from and through the eight counties along this corridor. This dollar figure represents 46% of the total value California’s agricultural production being shipped between US 101 in the west and I-5 in the east. While commercial trucks represent 17% of the traffic along the corridor, SR 152 is also the main commute corridor for residents of San Benito and western Merced Counties traveling to jobs in Silicon Valley, carries recreational traffic from the Central Valley to the Central Coast, is a major transportation corridor for South Bay residents traveling to Southern California, and is still home to more than 150 private driveways. These vastly different uses for SR 152 create significant dangers for drivers attempting to travel this two-lane, narrow, winding stretch of the state highway system. As a result, SR 152 consistently has had a high collision rate—in fact, one of the highest in California for a state highway facility of its type. The most recent five-year study shows collisions resulting in 80 fatalities and 1,700 injuries. Traffic is projected to double in Gilroy and along the two-lane portion of SR 152 by 2035. It is expected that MTC staff will continue to work with the county congestion management agencies (CMAs) and return to the Commission in mid-2016 with an implementation strategy for the Goods Movement Plan that would be aligned with Plan Bay Area 2040.

March 2016

Alum Rock Avenue ConstructionWednesday, March 9, 2016

6:00 p.m. – 7:30 p.m.Alum Rock Library, Community Room3090 Alum Rock Avenue, San Jose

Served by VTA Bus Lines 25, 71.

Downtown and San Jose City Hall Construction

Thursday, March 10, 20166:00 p.m. – 7:30 p.m.

VTA Downtown Customer Service Center55-A West Santa Clara Street, San Jose

Served by VTA Bus Lines 22, 23, 522, and Light Rail

Individuals who require language translation are requested to contact VTA Community Outreach at (408) 321-7575 / TTY (408) 321-2330 at least

five business days before the meeting. The meeting facility is accessible to persons with disabilities.

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Alum Rock-Santa Clara Bus Rapid Transit Project Update 3331 North First Street, San Jose, CA 95134-1927

Community Meetings

Celebrate Alum Rock

Construction activities slowed down over the holidays providing the perfect oppor-tunity for the businesses and community

to celebrate everything Alum Rock Avenue has to offer.

Working with the Alum Rock-Santa Clara Street Business Association, VTA hosted three events to help promote small businesses during the

holiday season. The events were set against a backdrop of dozens of trees resplendent in holiday lights that illuminated Alum Rock Avenue and brightened the corridor.

Even though the holiday season is behind us, VTA continues to promote businesses in earnest. “Shop Alum Rock” is a

campaign aimed to brighten the streetscape and let it be known that Alum Rock is indeed open for business. A colorful billboard and 80 street light banners adorn the corridor remind-ing people to shop, dine, enjoy and thrive.

TreesVTA identified and removed trees that were damaging the sidewalk, causing tripping hazards, or located at station and street widening locations. VTA is replac-ing these trees with 76 new trees along the corridor. Our partner, Our City Forest (OCF), is planting an additional 266 trees enhancing the urban environment.

A one-stop shop for urban forestry, OCF offers resources to plant trees and water-wise landscapes for neighborhoods, parks and schools. Currently, OCF is focusing its tree planting efforts in East San Jose communities to address the impacts of pollution and climate change. www.ourcityforest.org.

Celebración en Alum Rock

Las actividades de construcción disminuy-eron su ritmo durante la época de fiestas brindando la oportunidad perfecta para

que los negocios y la comunidad celebraran todo lo que Alum Rock Avenue tiene para ofrecer.

Trabajando con Alum Rock Santa Clara Street Business Association, VTA organizó tres eventos para ayudar a promover a los pequeños negocios durante la temporada de fiestas. Los eventos tuvieron como escenario de fondo docenas de árboles, resplandecientes en luces de la época de fiestas, que iluminaron Alum Rock Avenue y dieron brillo al corredor.

El 19 de diciembre, la comunidad salió a la fiesta callejera de Alum Rock que incluyó una variedad de eventos para familias, como decoración de galletas, carreras de Hot Wheel

patrocinada por Los Jarritos Restaurant, y presentaciones especiales de Elsa y Ana de la película Frozen. La Gerente General de VTA, Nuria Fernandez, se reunió también con los propietarios de negocios para responder a preguntas y escuchar sus inquietudes.

Aun cuando la temporada navideña ya pasó, VTA sigue promocionando negocios con entu-siasmo. “Shop Alum Rock” es una campaña para mejorar el panorama de las calles y hacer saber que los negocios de Alum Rock están ciertamente abiertos al público. Un colorido espectacular y 80 estandartes en los postes de luz adornan el corredor, recordando a las personas comprar, comer, disfrutar y crecer

ÁrbolesVTA identificó y retiró árboles que estaban dañando la acera, ocasionando riesgos de tropezones, o estaban ubicados en donde se

planeó el ensanchamiento de la calle y las nue-vas estaciones. VTA está reemplazando estos árboles con 76 nuevos árboles a lo largo del corredor. Nuestro socio, Our City Forest (OCF), plantará 266 árboles adicionales para mejorar el ambiente urbano

OCF, una tienda en donde se puede comprar todo lo necesario para los árboles urbanos bajo un mismo techo, ofrece recursos para plantar árboles y jardines eficientes en el uso de agua para zonas residenciales, parques y escuelas. Actualmente, OCF está enfocando sus esfuerzos por plantar árboles en comunidades de East San José para enfrentar el impacto de la contaminación y el cambio climático. www.ourcityforest.org.

(408) 321-7575 • (408) 321-2330 vta.org/ar-sc-brt VTARapid @VTARapid

March Community Meetings

Join us for two community meetings! Learn about new project schedules, and planned work to complete the Alum Rock-Santa Clara BRT Project. We will discuss

the eastbound lanes construction, median bus lanes, along Alum Rock Avenue, and construction of the BRT shelters at King Road and Jackson Avenue on March 9.

On March 10, the discussion will focus on Santa Clara Street construction of the BRT stations located between 1st and 2nd streets, and in front of City Hall between 5th and 6th streets.

Reuniones comunitarias de marzos¡Acompáñenos a dos reuniones comunitarias! Aprenda sobre la program-ación de nuevos proyectos, y sobre el trabajo planeado para completar el Proyecto de BRT de Alum Rock/Santa Clara. El 9 de marzo discutiremos la construcción de carriles con rumbo al este, los carriles para autobuses en el divisor del camino a lo largo de Alum Rock Avenue, y la construcción de las casetas de resguardo de BRT en la intersección de King Road y Jackson Avenue. El 10 de marzo, la discusión se enfocará en la construcción en Santa Clara Street de las estaciones BRT ubicadas entre las calles 1st Street y 2nd Street, y frente al City Hall entre las calles 5th Street y 6th Street.

Se pide a las personas que requieran traducción del idioma que se pongan en contacto con el Programa de extensión a la comunidad (Community Outreach) de VTA al 408-321-7575 / 408-321-2330 TTY por lo menos cinco días antes de la reunión. Las instalaciones de la reunión son accesibles a personas con discapacidades

Bản tin VTA này đề cập về Dự Án Xe Buýt Tốc Hành Alum Rock-Santa Clara. Nó cung cấp thông tin cập nhật xây dựng. Nếu bạn muốn biết thêm thông tin bằng ngôn ngữ của bạn, xin vui lòng liên lạc với Phòng Tiếp Ngoại Cộng Đồng VTA tại số (408) 321-7575.

Este boletim informativo VTA discute o projecto Alum Rock/Santa Clara Bus Rapid Transit. Se você quiser obter mais informações para o seu idioma, entre em contato com o Departamento de Alcance Communitário do VTA pelo número (408) 321-7575

本期VTA通讯稿对Alum Rock-Santa Clara巴士快线项目进行说明，并通报最新的施工情况。如果您需要您母语版本的详尽信息，敬请拨打(408) 321-7575联系VTA社区服务部。

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2015 2016OCT NOV DEC JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC

STATIONCONSTRUCTION

ALUM ROCK AVECONSTRUCTION

Arena, 17th, 24thAlum Rock, Story, OcalaDowntown, City HallKing, Jackson

Roadway Widening Median Busway & Eastbound Lanes

ArenaConstruction of the BRT stations are expected to be completed by early spring. Remaining work includes installation of the communications equipment, lighting, windscreens, and installation of station art.

ArenaSe espera que las construcción de las estaciones BRT se termine a principios de la primavera. El trabajo restante incluye la instalación del equipo de comunicación, iluminación, pantallas paravientos, e instalación de arte en la estación.

Santa Clara Street Downtown and San Jose City HallConstruction of the Downtown BRT stations will include new sidewalks, and road paving between 1st and 2nd Streets. Construction of the City Hall BRT stations will include new sidewalks, and road paving between 5th and 6th Streets.

Santa Clara Street Downtown and San Jose City HallLa construcción de las estaciones Downtown BRT incluirá nuevas aceras, y pavimentación de la calle entre 1st Street y 2nd Street. La construcción de las estaciones City Hall BRT incluirá nuevas aceras y pavimentación de la calle entre 5th Street y 6th Street.

Santa Clara Street at 17th & 24th StreetsBRT stations will be completed by early spring. Remaining work includes installing the communications equipment, lighting, windscreens, and installation of station art.

Santa Clara Street at 17th & 24th StreetsLas estaciones de BRT estarán terminadas a principios de la primave-ra. El trabajo restante incluye instalar el equipo de comunicación, iluminación, pantallas paravientos, e instalación de arte en la estación.

King and JacksonAfter the holidays, activities resumed on eastbound Alum Rock Avenue continu-ing with the installation of new sidewalks and accessible ramps, storm drains, traffic signals and street lights. Street widening between Scharff Avenue and I-680 began in late January and will continue through the end of March. Upcoming activities on Alum Rock Avenue includes construction of the eastbound lanes, dedicated bus lanes, and installation of the median BRT stations located at the King Road and Jackson Avenue intersections. Work will only take place in one section at a time. Each section is about two blocks.

Story and OcalaThe Story and Ocala BRT stations are currently being installed through spring. Expect intermittent lane closures. The bus stops at Story (Routes 103, 189, 522) will be closed during construction and the bus stop at Ocala (Route 522) will be relocated nearby.

Story and OcalaLas estaciones BRT de Story y Ocala están actualmente siendo instaladas, y la instalación seguirá durante la primavera. Espere cierres intermitentes de carriles. Las paradas de autobuses en Story (Rutas 103, 189, 522) estarán cerradas durante la reconstrucción y la parada de autobus-es en Ocala (Ruta 522) será reubicada en un lugar cercano.

Alum RockThese stations are currently being installed through spring. Expect intermittent lane closures.

Alum RockLas estaciones BRT de Alum Rock están actualmente siendo instaladas, y la instalación seguirá durante la primavera. Espere cierres intermitentes de carriles.

King and JacksonDespués de las fiestas, las actividades se reanudaron en Alum Rock Avenue con rumbo al este, continuando con la instalación de nuevas aceras y rampas accesibles, drenes para tormenta, semáforos y luminarias para la calle. El ensanchamiento de la calle entre Scharff Avenue y I-680 empezó al final de enero y continuará hasta el fin de marzo.

Las actividades futuras en Alum Rock Avenue incluyen construcción de los carriles con rumbo al este, carriles dedicados para autobuses, y la instalación de las estaciones BRT en el divisor del camino ubicado en la intersección de King Road y Jackson Avenue. El trabajo ocurrirá solamente en una sección a la vez. Cada sección es de aproximadamente dos cuadras.

Windscreen Art

Windscreen Art

From: Board.Secretary Sent: Wednesday, March 02, 2016 4:21 PM To: VTA Board of Directors; VTA Advisory Committee Members Subject: VTA March 2016 Take-One is now available

VTA Board of Directors and Advisory Committee Members:

The March 2016 Take-One is now available. Please click on the link below:

http://www.vta.org/sfc/servlet.shepherd/document/download/069A0000001ELoEIAW

Thank you.

Office of the Board Secretary

Santa Clara Valley Transportation Authority

3331 N. First Street

San Jose, CA 95134

408.321.5680

board.secretary@vta.org

From: Board.Secretary Sent: Monday, February 29, 2016 12:34 PM To: VTA Board of Directors Subject: VTA Correspondence: SPUR's Comments Regarding El Camino Real Bus Rapid Transit Project

VTA Board of Directors:

We are forwarding you an email from Laura Tolkoff, SPUR’s San Jose Policy Director,

regarding the El Camino Real Bus Rapid Transit Project.

Thank you.

Office of the Board Secretary

Santa Clara Valley Transportation Authority

3331 N. First Street

San Jose, CA 95134

408.321.5680

board.secretary@vta.org

________________________________________________________________________

Dear VTA Board of Directors,

I hope this email finds you well. Attached please find SPUR's letter regarding the proposal for a

restricted use right-lane, HOV, transit and turning vehicle lane. This letter draws on examples of

right-lane rapid bus services and offers recommendations about how one might be piloted and

implemented in Santa Clara County.

SPUR has submitted several letters expressing our preference for a fully featured, center running rapid transit service on El Camino, but we also recognize that it is challenging to integrate a rapid bus service onto the street. We would rather see this project move forward in a right-lane configuration than come to a halt.

We applaud VTA leadership, the El Camino Real Policy Advisory Board and staff for trying to

create a workable solution for improving one of the most important transit corridors in the Bay

Area. Thank you for considering these comments.

Sincerely,

Laura Tolkoff

San Jose Policy Director

SPUR • Ideas + Action for a Better City

408.638.0167

SPUR | Facebook | Twitter | Join | Get Newsletters

Join our movement for a better city.

Become a member of SPUR >>

February 26, 2016 Board of Directors Santa Clara Valley Transportation Authority 3331 N. 1st Street San Jose, CA 95134 Re: El Camino Real Bus Rapid Transit Dear VTA Board of Directors, In 2009, the VTA Board chose the El Camino Real Bus Rapid Transit (BRT) corridor because the Bus Rapid Transit Strategic Plan showed it has a market for great transit. We appreciate that the Board of Directors and the El Camino Real Policy Advisory Board and VTA staff have given careful consideration to each alternative configuration for BRT on El Camino. SPUR has submitted several letters expressing our preference for a fully featured, center running Bus Rapid Transit Line on El Camino Real Boulevard.12 However, we recognize that it is challenging to integrate a rapid bus service onto El Camino through multiple cities with varying degrees of support for a dedicated lane. As population and jobs continue to grow rapidly in this county, there is a need to provide great transportation choices so that everyone can get around. We would rather see this project move forward in a right-lane configuration than come to a halt. Other cities around the country have successfully implemented a right-lane configuration of rapid bus service. This letter draws on examples from San Francisco, Los Angeles and Seattle and offers recommendations on how the right-lane configuration might be piloted and implemented in Santa Clara County.

• The pilot should attempt to include all the features of the full project. A pilot is a trial run that is easily reversible but can tell us more about how a full-scale project will operate. Temporary improvements along the corridor—whether its paint or even traffic cones—balance the need to provide meaningful results with the need to prototype, learn and iterate quickly. If the pilot is only on a very short distance in one city, riders will not experience significant time savings during their journey and cities will not be able to test different enforcement options. Features that reduce the time it takes from when a bus pulls over and rejoins traffic such as off-board payment and all-door boarding make transit more reliable and attractive to users. Real-time transit information can also be accommodated temporarily; while electronic signage is expensive, static signage that directs users to real time transit information on smartphones can be installed and removed easily. These features are critical for increasing the number of people that use transit.

1 SPUR, January 2015, http://www.spur.org/publications/policy-letter/2015-01-22/spur-comments-el-camino-real-brt-draft-eir 2 SPUR, April 2015, http://www.spur.org/publications/policy-letter/2015-04-21/spur-supports-el-camino-real-brt

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• Intersection improvements should be included in the pilot, even if they are designed to be

temporary. Intersection improvements will make El Camino Real safer and more pleasant for all users—whether they are people riding a bus, driving, bicycling or walking. Intersection improvements can also improve the waiting experience at stations by providing a buffer between a loading area and auto traffic. Importantly, transit agencies in other cities found that intersection improvements generated goodwill towards the full project because it created tangible places and engaging experiences, even for people who do not ride the bus. Figure 1 shows how temporary improvements such as paint and planters can go a long way.

• The pilot should test which rules and signage work best to manage vehicle access and flow. This is particularly important if the lane is not restricted to transit only, or if it is only restricted to transit or high occupancy vehicles during certain times of the day. The rules will influence vehicle circulation, such as right and left turns, as shown in Figure 2. Other cities have found it beneficial to have a separate loading zone outside of the bus lane for very high occupancy vehicles, such as employer shuttles, which take a long time to board and can slow transit vehicles down. This is an opportunity to test paint, signs and other ways of communicating who is allowed to use the lane and at what times.

Figure 1. Proposed temporary intersection improvements on Connecticut and 25th in San Francisco, which will be served by Bus Rapid Transit. Source: SFCTA

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• The station stops should be located and spaced appropriately to support rapid service and transit oriented development during the pilot and at full buildout. Several cities found that right-lane bus rapid transit worked best when the stops were located on the far side of traffic lights. They also found that the stop spacing matters, although this is contextual. People will walk farther for high quality, reliable transit service that takes them long distances. But most people will not travel very long distances in El Camino. On the other hand, putting in stations too close together reduces travel speeds. Longer distances between stops means that there can also be fewer stops. This helps concentrate new development around transit stops and supports local plans for more compact and sustainable growth that many cities in the corridor share.

• Have a clear idea of the goals and how to measure them. What are the goals of doing a pilot,

and what does success look like? The pilot and the actual project should share the same goals and performance indicators. We recommend that a clear set of performance indicators focused on speed (e.g., peak hour average trip times), safety (e.g., number and types of conflicts with other modes), reliability (e.g., adherence to schedule), passenger experience (e.g., buffer between

Figure 2. This image shows the right-lane bus rapid transit on 3rd Street near Mission in San Francisco. The 1- mile segment of BRT between King Street and Mission intersects with 10 curbcuts, 4 alleys, and 7 major streets. The rules and signage that manage vehicle access and flow are important ways to ensure good circulation.

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platform and auto traffic), system performance (e.g., person throughput capacity in peak hours; number of turning restrictions), and operations and management (e.g., costs to operate service be used to evaluate the pilot. These should be communicated to the public and particularly near transit stops.

• Cities should dedicate appropriate resources to enforcement during the pilot and at full

buildout. The benefit of transit-only lanes is that buses can bypass traffic jams. But when bus lanes are not physically separated, it is easy for unauthorized vehicles to intrude and delay buses. To keep buses out of traffic, VTA could equip buses with cameras and issue citations in order to keep unauthorized vehicles out of bus only lanes. However, visible law enforcement is also necessary. To see real results, all cities will need to dedicate resources to enforcing transit- and HOV-only usage.

We applaud VTA leadership, the El Camino Real Policy Advisory Board and staff for trying to create a workable solution for improving one of the most important transit corridors in the Bay Area. Thank you for your review and consideration of these comments. If you have any questions, please reach out to 408-638-0083. Sincerely,

Laura Tolkoff San Jose Policy Director cc: Nuria Fernandez, Jim Ortbal, John Ristow, Adam Burger

From: Board.Secretary Sent: Monday, February 29, 2016 8:28 AM To: VTA Board of Directors; VTA Advisory Committee Members Subject: From VTA: SVBX - Milpitas Station Campus Update - Winter 2016

VTA's BART Silicon Valley Extension

Milpitas Station Campus Update - Winter 2016

Notable construction progress can now be seen at VTA’s future Milpitas BART Station. Parking structures, a new rooftop and a pedestrian overcrossing bridge from VTA’s Montague Light Rail Station are among the many project efforts this video highlights. Learn more about the ongoing station construction and all the station amenities that riders will have once the project opens.

Learn even more at http://www.vta.org/bart/milpitasconstruction

Check out other videos on our YouTube channel below

VTA's BART Silicon Valley Extension

VTA's Bay Area Rapid Transit (BART) Silicon Valley Extension Project is a 16-mile extension of the existing BART system to San Jose, Milpitas and Santa Clara, which will be delivered through a phased approach. The first phase, the Berryessa Extension, is a 10-mile, two-station extension, beginning in Fremont south of the future BART Warm Springs Station and proceeding in the former Union Pacific Railroad right-of-way through Milpitas, the location of the first station, and then to the Berryessa area of north San Jose, at the second station. VTA continues project development activities for the second 6-mile phase of the project that includes a 5.1 mile-long subway tunnel through downtown San Jose, and ends at grade in Santa Clara near the Caltrain Station. Construction on the second phase of the project will commence as additional funding is secured.

About VTA

Santa Clara Valley Transportation Authority (VTA) is an independent special district that provides sustainable, accessible, community-focused transportation options that are innovative, environmentally responsible, and promote the vitality of our region. VTA is responsible for bus, light rail and paratransit operations and also serves as the county’s congestion management agency. As such, VTA is responsible for countywide transportation planning, including congestion management issues, specific highway improvement projects, pedestrian and bicycle improvement projects, and provides these services throughout the county, including the municipalities of Campbell, Cupertino, Gilroy, Los Altos, Los Altos Hills, Los Gatos, Milpitas, Monte Sereno, Morgan Hill, Mountain View, Palo Alto, San Jose, Santa Clara, Saratoga and Sunnyvale. VTA continually builds partnerships to deliver transportation solutions that meet the evolving mobility needs of Santa Clara County.

VTA BART Silicon Valley BART Silicon Valley Program Office, 1436 California Circle, Milpitas, CA 95035 Copyright © 2013 Santa Clara Valley Transportation Authority (VTA). All rights reserved.

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