HomeMy WebLinkAbout3.2 Transportation Sales Tax
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5T AFF REPORT
CITY COUNCIL
. CITY CLERK
File # lOoo-CfO
DATE: . April 3, 2012
TO: Honorable Mayor and City Councilmembers
FROM: Joni Pattillo, City ManagercJ~ ~
SUBJECT: Approval of the Alameda County 2012 Transportation Expenditure Plan and
Recommendation for the Board of Supervisors to Place an Extension and
Augmentation of the Existing Transportation Sales Tax on the November 6,2012
Ballot
Prepared by Jaimee Bourgeois, Transportation & Operations Manager
EXECUTIVE SUMMARY:
The City Council will consider approving the 2012 Alameda County Transportation Expenditure
Plan (TEP) and a request that the Alameda County Board of Supervisors place the TEP on the
November 6, 2012, ballot. The ballot measure supported by this plan will augment and extend
the existing half-cent sales tax for transportation programs and projects in Alameda County,
authorizing an additional half-cent sales tax through 2022 and extending the full cent in
perpetuity to fund the transportation programs and projects described in the 2012 TEP.
FINANCIAL IMPACT:
There is no financial impact associated with this item. If voters approve the reauthorization of
Measure B in November 2012, significant funds would be available to the City of Dublin for
transportation programs and projects.
RECOMMENDATION:
Staff recommends that City Council adopt the resolution approving the 2012 Alameda County
Transportation Expenditure Plan and request that the Alameda County Board of Supervisors
place it on the November 6, 2012, ballot.
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Submitted By
Director of Public Works
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Reviewed By
Assistant City Manager
DESCRIPTION:
In 1986, voters approved Measure B, a 1/2 cent sales tax, to fund transportation improvements
and programs throughout Alameda County. In November 2000, Alameda County voters
approved' an extension of the first sales tax through 2022 to fund a new set of project and
Page 1 of 8
ITEM NO. 3.2
program investments throughout the County. All of the major projects promised to and
approved by the voters in the 2000 Measure are either underway or complete. Funds that go to
cities and other local agencies to maintain and improve local streets, to provide critical transit
service and services for seniors and persons with disabilities, as well as to implement bicycle
and pedestrian safety projects will continue until the current Measure B expenditure plan ends in
2022.
While the existing measure will remain intact through 2022, the 2012 Alameda County
Transportation Expenditure Plan (TEP) (Attachment 2) has been developed for three reasons:
• The capital projects in the existing measure have been largely completed, with many
projects implemented almost 10 years ahead of schedule. Virtually all of the project funds in
the existing measure are committed to these current projects. Without a new plan, the
County will be unable to fund any new major projects to address pressing mobility needs due
to significant funding decreases in transportation from state and federal sources.
• Due to the economic recession, all sources of transportation funding have declined. The
decline in revenues has had a particularly significant impact on transportation services that
depend on annual sales tax revenue distributions for their ongoing operations. The greatest
impacts have been to the programs that are highly important to Alameda County residents
and businesses:
o Reductions in local funding to transit operators, combined with state and federal
reductions, have resulted in higher fares and reductions in service hours.
o Reductions in local funding to programs for seniors and persons with disabilities have
resulted in cuts in these programs as the populations depending on them continue to
increase.
o Local road maintenance programs have been cut, and road conditions have deteriorated
for all types of users.
o Bicycle and pedestrian system improvements and maintenance of pathways have
continued to deteriorate, making it more difficult to walk and bike as an alternative to
driving.
• Since the recession began, bus services in Alameda County have been cut significantly, and
the gap between road maintenance needs and available funding is at an all all-time high.
Background on Development of a New Transportation Expenditure Plan
The new TEP will provide significant investments in projects and program funding. The 2012
TEP will double investments in transit services allowing operators in Alameda County to close
local funding gaps created by declining state and federal revenue, keep needed services in
place and restore service cuts for many providers. A key feature of the local transportation sales
tax is that it cannot be used for any purpose other than local transportation needs. It cannot be
taken by the State or by any other governmental agency under any circumstance, and over the
life of this plan can only be used for the purposes described in the plan, or as amended.
The ballot measure supported by this plan will augment and extend the existing half-cent sales
tax for transportation in Alameda County, authorizing an additional half-cent sales tax through
2022 and extending the full cent in perpetuity. Recognizing that transportation needs,
technology, and circumstances change over time, the expenditure plan covers the period from
approval in 2012 and subsequent sales tax collections for an unlimited period unless otherwise
Page 2 of 8
terminated by the voters, programming a total of $7.7 billion in new transportation funding in the
first thirty years. Voters will have the opportunity to review and approve comprehensive updates
to this plan at least once prior to the completion of 2042 and every 20 years thereafter.
The expenditure plan was developed in conjunction with the Alameda Countywide
Transportation Plan (CWTP), the long range policy document that guides transportation
investments, programs, policies and advocacy for Alameda County through 2040. A Steering
Committee and two working groups (Community and Technical) were established to guide
development of both the CWTP and the TEP over the past two years.
Public engagement and transparency were the foundations of the development of these plans.
A wide variety of stakeholders, including businesses, technical experts, environmental and
social justice organizations, seniors and people with disabilities, helped shape the plan to
ensure that it serves the county's diverse transportation needs. Thousands of Alameda County
residents participated through public workshops and facilitated small group dialogues; a website
allowed for online questionnaires, access to all project information, and submittal of comments;
and advisory committees that represent diverse constituencies were integrally involved in the
plan development process from the beginning. In addition, opinion polls were conducted through
telephone surveys of a sample of Alameda County likely voters, and results demonstrated that
over 79% of those polled were supportive of augmenting and extending the existing
transportation sales tax measure.
The TEP includes a set of strong taxpayer safeguards to ensure that the promises in the plan
are met. These include ongoing monitoring and review by an Independent Watchdog
Committee; an annual independent audit and report to the taxpayers; requirement for full public
review and periodic voter approval for comprehensive updates to the expenditure plan at least
once before the completion of 2042 and every 20 years thereafter; and strict limits on
administrative expenses charged to these funds.
Overview of the New Transportation Expenditure Plan
The TEP will serve as the New Mobility Plan for Alameda County for the 21St Century by
providing essential transportation investments to address both current and projected
transportation needs in Alameda County. Further, the TEP provides funding for maintenance,
operations and new infrastructure that expands mobility choices, supports reducing greenhouse
gas emissions, and enhances overall transportation efficiencies throughout the County. The
vision for the TEP is to fund a premier transportation system that supports a vibrant and livable
Alameda County through a connected and integrated multimodal transportation system,
promoting sustainability, access, transit operations, public health and economic opportunities.
The TEP was developed with the guidance from a steering committee of elected officials and
input from two advisory committees, and by incorporating key findings from polling and
outreach. The TEP was approved by the Alameda County Transportation Commission on
January 26, 2012. Table 1 includes a summary of TEP investments by mode.
Page 3 of 8
Table 1 Summary of Investments by Mode
Mode Funds Allocated
$ in millions (M)*
Transit & Specialized Transit (48%) $3,732
Local Streets & Roads (30%) $2,348
Highway Efficiency & Freight (9%) $677
Bicycle and Pedestrian Infrastructure and Safety (8%) $651
Sustainable Land Use & Transportation (4%) $300
Technology, Innovation, and Development (1 %) $77
TOTAL NEW NET FUNDING (2013-42) $7,786
*Estimated in escalated dollars to 202
The key features of the TEP are:
• Fix-it-First- Realizing the dire need to maintain Alameda County's existing infrastructure,
approximately 70% of the TEP funding supports a "Fix-it-First" strategy to support
maintaining and operating the existing transportation investments. It includes funding for
transit and paratransit operations, bus enhancement and BART system maintenance and
modernization, local streets and roads maintenance funds for every jurisdiction, non-capacity
expanding projects on primary commute corridors, non-capacity expanding interchange
improvements to improve safety and access, bicycle and pedestrian safety funds, and
sustainable land use programs to support transportation efficiencies in relation to local land
uses decisions.
• Sustainable Communities -Transportation and land use linkages are strengthened when
development focuses on bringing together mobility choices, housing and jobs.
Understanding how transportation efficiencies can be made by connecting transportation and
land use development, the TEP supports infrastructure investments that would fund existing
or proposed transportation services and facilities in and around transit hubs.
• Climate Change -California is a leader in addressing climate change issues through
legislative mandates (AB 32 and SB 375) to reduce greenhouse gas (GHG) emissions. The
TEP supports reductions in greenhouse gas emissions by investing in a multi-modal
transportation system that expands travel choices beyond the single occupant vehicle trip.
The CWTP, out of which the TEP was derived, showed a 24 to 25% GHG emissions
reduction per capita. The CWTP and TEP investments will be aligned at final adoption of
both final plans in May 2012.
• Geographic Equity -The TEP has been developed as a geographically equitable plan,
providing critical transportation investments in every city and all areas of the County.
Transportation Expenditure Plan Investment Details
The following is the brief description of each of the investment categories by mode, including a
breakdown of the proposed distribution within each category.
Page 4 of 8
Transit and Specialized Transit (48%)
A total of 48% of net revenue from this tax will be dedicated to public transit systems for
operations, maintenance and capital projects. The investments identified for public transit in this
plan were guided by the principles of enhancing safety, convenience and reliability to maximize
the number of people who can use the transit system. By doubling the amount of local sales tax
funds available to transit operations and maintenance, this plan represents a major investment
in Alameda County's transit system to increase transit services and expand access to transit
throughout the county, and to help avoid further service cuts while preserving the affordability of
transit.
Funds for operations and maintenance will be provided to bus transit operators in the county
(AC Transit, Union City Transit and Livermore Amador Valley Transit Authority) as well as to
ferries and the ACE commuter rail system. In addition, these funds will substantially increase
Alameda County's commitment to the growing transportation needs of older adults and persons
with disabilities, essentially doubling the funds available for targeted services for this important
group. Funds are also committed to support transportation access to schools.
Major capital investments include upgrades to the existing BART system and a BART extension
in the eastern part of the County, adding bus rapid transit routes to improve the efficiency of
transit, and providing funding for rail transit investments such as the Capital Corridor rail and
improvements across the Dumbarton Bridge. The following are the proposed funding details for
this program:
Transit & Specialized Transit (48%) $3,732 millions
Mass Transit: Operations, Access to
Schools, Maintenance, and Safety Program $1,857 M
Specialized Transit For Seniors and Persons $774 M
with Disabilities
Bus Transit Efficiency and Priority $35 M
BART System Modernization and Expansion $710 M
Regional Rail Enhancements and High $355 M
Sneed Rail Connections
Local Streets and Roads (30%)
Alameda County has more than 3,400 road miles of aging streets and roads, many of which are
in need of repair: intersections need to be reconfigured, traffic lights need to be synchronized
and pot holes need to be filled. Most importantly, these roads are essential to every mode of
transportation. A total of 30% of the net revenue anticipated from this tax is dedicated to the
improvement of local streets and roads.
Streets and roads investments include two major components: a program that provides funding
for local jurisdictions to maintain streets and roads, and a capital program that is focused on
improving the performance of major commute routes and bridges throughout the County,
including enhancing seismic safety of local bridges.
The Streets and Roads program in this Expenditure Plan involves shared responsibility: local
cities and the County will set their road priorities within a framework that supports complete
streets to serve all users and types of transportation, honors best practices and encourages
Page 5 of 8
agencies to work together. More specifically, streets and roads expenditures will be designed to
benefit all modes of travel by improving safety, accessibility, and convenience for all users of the
street right-of-way and 15% of these funds will support bicycle and pedestrian elements of
streets and roads projects. The plan also focuses on important commute corridors that carry the
majority of the driving public and cross city boundaries, ensuring enhanced cooperation and
coordination between agencies. These funds will be allocated through the Alameda CTC Capital
Improvement Program, which will be updated every two years and will allocate funding based
upon geographic equity. The following is the proposed funding details for this program:
Local Streets and Roads (30%) $2,348 millions
Major Commute Corridors, Local Bridge $639 M
Seismic Safety
Freight Corridors of Countywide $161 M
Significance
Local Streets and Roads Program $1,548 M
Highway Efficiency and Freight (9%)
The County's aging highway system requires safety, access and gap closure improvements to
enhance efficiencies on a largely built-out system. Funding has been allocated to each highway
corridor in Alameda County for needed improvements.
Specific projects have been identified based on project readiness, local priority and the
availability to leverage current investments and funds. A number of eligible projects have been
identified as candidates for corridor improvements, which will be selected for funding based on
their contribution to the overall goals of improving system reliability, maximizing connectivity,
improving the environment and reducing congestion. Priority implementation of specific
investments and amounts will be determined as part of the Capital Improvement Program
developed by Alameda CTC every two years and allocated with geographic equity throughout
the County. Most of the projects that have been identified for funding are designed to improve
the efficiency of and access to existing investments and to close gaps and remove bottlenecks.
A total of 9% of the net revenue is allocated to the highway system, including 1 %, or
approximately $77 M, allocated specifically to goods movement and related projects. The
following is the proposed funding details for this program:
Highway Efficiency and Freight (9%) $677 million
Highway/Efficiency and Crap Closure $000 M
Projects
Freight ~ Economic ®evelopment $77 M
Program
Bicycle and Pedestrian Investments (8%) - $651 million
Alameda County's bicycle and pedestrian infrastructure is a key element in expanding travel
choices that extend the reach of the transit services, provide anon-polluting and sustainable
travel mode, and contribute to public health and quality of life.
Key investments in bicycle and pedestrian infrastructure include completion of major trails in the
County. Funding will allow for the completion of three key trails: the County's East Bay
Page 6 of 8
Greenway which provides a viable commute and community access route for many cyclists and
pedestrians from Oakland to Fremont, and the Bay Trail and Iron Horse trails in Alameda
County which provide important off street routes for both commute and recreational trips.
Funding for priority projects in local and countywide Bicycle and Pedestrian plans will also allow
for investments that support the use of these modes. A total of 8% of the funds available in this
plan are devoted to improving bicycle and pedestrian infrastructure as well as providing
programs to encourage people to bike and walk when possible. A particular focus is on the
County's youth to encourage adoption of safe and healthy habits through Safe Routes to
Schools. It is important to note that in addition to these dedicated funds, local bicycle and
pedestrian investments will also be funded through the Local Streets and Roads and all funding
in the TEP will support a complete streets policy.
Sustainable Transportation and Land Use Linkages (4%) and Technology (1 %)
Investments in sustainable transportation and land use linkages recognize the need to plan the
County's transportation system along with the land uses that are going to serve the growing
demand for housing and jobs in Alameda County.
The TEP includes investments in every part of the county, enhancing areas around BART
stations and bus transfer hubs that are slated for new development, and supporting
communities where biking, walking and transit riding are all desirable options. A total of 4% of
net revenue or about $300 M is dedicated to improvements that link our transportation
infrastructure with areas identified for new development.
The TEP provides funding for technology, innovation and development at one percent (1%) of
net revenue, or about $77 M, dedicated to investments that can support technological advances
in transportation management and information. The following is the proposed funding details for
this program:
Sustainable Land Use & Transportation (4%) and Technology (1 %) - $377
million
Priority Development Area (PDA) /
Transit-Oriented Development (TOD) $300 M
Infrastructure Investments (4°/®)
Technology, Innovation, and $77 M
Development (1 %)
If voters approve the reauthorization of Measure B in November 2012, significant funds would
be available to the City of Dublin for transportation programs and projects by way of direct pass-
through funds as well as discretionary grant funding opportunities. A Fact Sheet summarizing
the benefits to City of Dublin are enclosed (Attachment 3).
NOTICING REQUIREMENTS/PUBLIC OUTREACH:
Copies of this staff report were provided to Erik Jensen of the East Bay Bicycle Coalition and
James Paxson of the East Bay Economic Development Alliance, both members of the Measure
B Watchdog Committee.
Page 7 of 8
ATTACHMENTS: 1. Resolution Approving the 2012 Alameda County Transportation
Expenditure Plan
2. Exhibit A to the Resolution - 2012 Alameda County Transportation
Expenditure Plan
3. City of Dublin Fact Sheet for 2012 Transportation Expenditure Plan
Page 8 of 8
RESOLUTION NO. - 12
A RESOLUTION OF THE CITY COUNCIL
OF THE CITY OF DUBLIN
APPROVING THE 2012 ALAMEDA COUNTY TRANSPORTATION EXPENDITURE PLAN
WHEREAS, the Alameda County Transportation Commission has approved a new Alameda
County Transportation Expenditure Plan pursuant to the authority of Public Utilities Code Section
180000 et seq., and
WHEREAS, the Transportation Expenditure Plan development was guided by a Steering
Committee comprised of 13 representatives from Alameda County Cities, the Board of
Supervisors, AC Transit and BART; and
WHEREAS, the Steering Committee was advised by a Community Advisory Working Group
composed of 27 Alameda County community members and a Technical Advisory Working Group
composed of staff members from Alameda County local jurisdictions, transit, health, enforcement
and parks agencies; and
WHEREAS, the Transportation Expenditure Plan was approved by the governing body of
the Alameda County Transportation Commission on January 26, 2012; and
WHEREAS, the new Transportation Expenditure Plan consists of programs and projects
that are essential to improving the county's transit network and services, supporting the needs of
seniors and disabled, providing critical multi-modal transportation solutions to expand travel
choices and relieve congestion throughout the county, moving people and goods more efficiently,
and reducing greenhouse gas emissions; and
WHEREAS, the interests of the City of Dublin and its residents and businesses will benefit
by the implementation of the new Transportation Expenditure Plan and the augmentation and
extension of the existing half-cent sales tax for transportation in Alameda County.
NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Dublin does
hereby approve the 2012 Alameda County Transportation Expenditure Plan, attached hereto as
Exhibit A.
PASSED, APPROVED AND ADOPTED this 3rd day of April, 2012, by the following vote:
AYES:
NOES:
ABSENT:
ABSTAIN:
ATTEST:
Mayor
City Clerk
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ALAMEDA COUNTY TRANSPORTATION
COMMISSION & STEERING
COMMITTEE MEMBERS
Supervisor Scott Haggerty, Alameda County, District ~
Supervisor Nadia Lockyer, Alameda County, District 2
Supervisor Wilma Chan, Alameda County, District 3
Supervisor Nate Miley,~Alameda County, District 4
Supervisor Keith Carson, Alameda County, District 5
Vice Mayor Rob Bonta,~City a(Alameda
Mayor Farid Javandel, City a(Albany
Councilmember Laurie Capitelli, City a( Berkeley
Mayor Tim Sbranti,~ City a( Dublin
Councilmember Ruth Atkin, City a( Emeryville
Vice Mayor Suzanne Chang City a( Fremont
Councilmember Olden Henson, City a( Hayward
Mayor John Marchand, City a( Livermore
Former Mayor Marshall Kamena,~ City a(Livermore
Councilmember Luis Freitas,~ City a(Newark
Councilmember Larry Reid, City a( Oakland
Councilmember Rebecca Kaplan, City a(Oakland
Vice Mayor John Chiang, City a(Piedmont
Mayor Jenni~(er Hosterman,~ City a( Pleasanton
Councilmember Joyce Starosciak,~
City a( San Leandro
Mayor Mark Green, City a(Union City
Director Greg Harper,~AC Transit
Director Tom Blalock, BART
Councilmember Kriss Worthington, City a( Berkeley
(Steering Committee Only)
*Steering Committee Members
COMMUNITY ADVISORY WORKING GROUP
(CAWG) MEMBERS
Charissa M. Frank, Economic Development
Committee (Oakland)
Andy Fields, Cali~(ornia Alliance ~(or Jobs
Arthur B. Geen, Alameda County
Taxpayer's Association
Chaka-Khan Gordon, Transportation Justice
Working Group
Earl Hamlin, League a(Women Voters
Unique S. Holland, Alameda County O~(~(ice a( Education
Lindsay S. Imai Hong, Urban Habitat
Dr. Roop Jindal, Alameda CTC CAC
David Kakishiba, Oakland Uni~(ied School District,
Board a( Education
JoAnn Lew, Alameda CTC CWC
Teresa McGill, Davis Street Family Resource Center
Gabrielle M. Miller, Genesis, and Corpus Christi Catholic
Church (Piedmont)
Betsy Morris, East Bay Bicycle Coalition
Betty Mulholland, PAPCO
Eileen Y. Ng, United Seniors a(Oakland and Alameda
County (USOAC)
James W. Paxson, East Bay Economic
Development Alliance
Patrisha Piras, Sierra Club
Joel Ramos, TransForm (Community Planner)
Anthony R. Rodgers, Alameda County Labor Council
Dr. Raj Salwan, Board a( Director ~(or the City a( Fremont
Chamber a( Commerce
Diane Shaw, Eldercare (Fremont, CA) Ponderosa Square
Homeowners Association
Sylvia Stadmire, Alameda CTC PAPCO
Midori Tabata, Alameda CTC BPAC
Pam L.Willow, Alameda County Public Health Department
Hale Zukas, Alameda CTC PAPCO
TECHNICAL ADVISORY WORKING GROUP
(TAWG) MEMBERS
Alex Amoroso, City a( Berkeley
Aleida Andrino-Chavez, City a(Albany
Eric Angstadt, City a(Oakland
Marisol Benard, New Haven Uni~(ied School District
Kate Black, City a( Piedmont
Je~(~( Bond, City a(Albany
Jaimee Bourgeois, City a( Dublin
Charlie Bryant, City a( Emeryville
Mintze Cheng, City a( Union City
Keith R. Cooke, City a( San Leandro
Wendy Cosin, City a( Berkeley
Brian Dolan, City a(Pleasanton
Soren Fajeau, City a(Newark -Engineering Division
Je~(~(Flynn, Livermore Amador Valley Transit Authority
Don Frascinella, City a( Hayward
Susan Frost, City a( Livermore
Jim Gannon, Fremont Uni~(ied School District
Robin Gi~(~(in, City a(Pleasanton
Mike Dougherty, Water Emergency
Transportation Authority
Terrence Grindall, City a(Newark
Cindy Horvath, Alameda County Planning
Diana Keena, City a( Emeryville
Paul Keener, Alameda County Public Works Agency
Obaid Khan, City a(Alameda -Public Works Department
Wilson Lee, City a( Union City
Tom Liao, City a( San Leandro
Albert Lopez, Alameda County
Joan Malloy, City a(Union City
Gregg Marrama, BART
Val Menotti, BART
Neena Murgai, Alameda County Public Health Department
Matt Nichols, City a(Berkeley
Erik Pearson, City a( Hayward
James Pierson, City a( Fremont
Jeri Ram, City a( Dublin
David Rizk, City a( Hayward
Marc Roberts, City a( Livermore
Brian Schmidt, ACE Rail
Peter Schultze-Allen, City a( Emeryville
Je~(~(Schwob, City a( Fremont
Tina Spencer, AC Transit
Iris Starr, Public Works Agency
Mike Tassano, City a( Pleasanton
Lee Taubeneck, Caltrans
Andrew Thomas, City a(Alameda
Jim Townsend, East Bay Regional Park District (EBRPD)
Bob Vinn, City a( Livermore
Marnie Wa~(~(le, City a( Dublin
Bruce Williams, City a(Oakland
Bob Rosevear, Caltrans
Karl Zabel, Hayward Area Recreation and Park District
(HARD)
ALAMEDA CTC STAFF
Art Dao, Executive Director
Tess Lengyel, Deputy Director a( Policy, Public A~(~(airs
and Legislation
Beth Walukas, Deputy Director a(Planning
CONSULTANTS
Nelson\Nygaard Consulting Associates
Cambridge Systematics
Nancy Whelan Consulting
MID, Inc.
Eisen ~ Letunic
Community Design + Architecture
SPECIAL THANKS
Special thanks to Assembly member Robert
Wieckowski, author of Assembly bill ro86, who
provided the opportunity to develop and place this plan
before voters in November 2or2.
Page
BACKGROUND AND SUMMARY .............................................................................................................. ~-~
TRANSPORTATION INVESTMENTS .................................................................................................... 2-~
GOVERNING BODY AND ORGANIZATIONAL STRUCTURE ....................................................... 3-~
IMPLEMENTING GUIDELINES .................................................................................................................4-~
APPENDIX A: FULL LIST OF TEP INVESTMENTS BY MODE
FULFILLING THE PROMISE TO VOTERS
In November 2000, Alameda County voters approved
Measure B, a half-cent local transportation sales tax,
scheduled to sunset in 2022. Virtually all of the major
projects promised to and approved by the voters in
that measure are either underway or complete. Funds
that go to cities and other local jurisdictions to
maintain and improve local streets, provide critical
transit service and services for seniors and persons
with disabilities, as well as bicycle and pedestrian
safety projects will continue until the current
Measure B expenditure plan ends in 2022. Through
careful management, leveraging of other funding
opportunities and consensus-based planning, the
promises of the 2000 voter-approved measure have
been largely fulfilled and essential operations are orn
going.
While most of the projects promised in Measure B
have been implemented or are underway, the need to
continue to maintain and improve the County's
transportation system remains critically important.
Alameda County continues to grow, while funding
from outside sources has been cut or has not kept
pace. Unless the County acts now to increase local
resources for transportation, by 2035, when Alameda
County's population is expected to be 24`%> higher
than today, it is anticipated that vehicle miles
traveled will increase by 40`%>:
• Average morning rush hour speeds on the
county's freeways will fall by 10%>
• Local roads will continue to deteriorate
• Local transit systems will continue to face service
cuts and fare increase, and
• Biking and walking routes, which are critical to
almost every trip, will continue to deteriorate,
impacting safety, public health and the
environment.
This Alameda County Transportation Expenditure
flan (referred to throughout this document as the
TEl' or the plan) responds to the county's continued
transportation needs through the extension and
augmentation of a consistent, locally generated and
protected funding stream to address the County's
transportation needs. A key feature of the local
transportation sales tax is that it cannot be used for
any purpose other than local transportation needs. It
cannot be taken by the State or by any other
governmental agency under any circumstance, and
over the life of this plan can only be used for the
purposes described in the plan, or as amended.
The ballot measure supported by this plan augments
and extends the existing half-cent sales tax for
transportation in Alameda County known as
Measure B, authorising an additional half-cent sales
tax through 2022 and extending the full cent in
perpetuity. 1Zecogni~ing that transportation needs,
technology, and circumstances change over time, this
expenditure plan covers the period from approval in
2012 for an unlimited period unless otherwise
terminated by the voters, programming a total of $7.7
billion in new transportation funding in the first
thirty years. Voters will have the opportunity to
review and approve comprehensive updates to this
plan at least once prior to the end of 2042 and every
20 years thereafter.
The expenditure plan funds critical improvements to
the county's transit network, including expanding
transit operations and restoring service cuts and
expanding the Bay Area 1Zapid Transit (BA1ZT)
system within Alameda County, to move more
people on transit. It expands transportation services
for seniors and people with disabilities, responding to
the needs of an aging population. The plan also funds
projects to relieve congestion throughout the county,
moving people and goods more efficiently, by
supporting strategic investments on I-80, I-5580, I-680,
I-880, and State 1Zoutes 84 and 262. In addition, the
plan recognises growth in bicycle and pedestrian
travel by completing major trails and bikeways and
making substantial improvements in pedestrian
safety and access.
STATUS OF THE CURRENT MEASURE B
EXPENDITURE PLAN
Voters in Alameda County have long recognised the
need to provide stable and local funding for the
County's transportation needs. In 1986, Alameda
County voters authorised a half-cent transportation
sales tax to finance improvements to the county's
overburdened transportation infrastnXCture. An even
wider margin of voters reauthorized this tax in 2000,
with over 81.5% support. Detailed expenditure plans
have guided the use of these funds. The current plan
provides over $100 million each year for essential
operations, maintenance and construction of
transportation projects. It authorised the expenditure
of funds for the extension of 13A1ZT to Warm Springs,
transit operations, rapid bus improvements
throughout the county, bicycle and pedestrian trails
and bridges, a countywide Safe 1Zoutes to School
Program, and specialised transportation services for
seniors and people with disabilities. It has also
provided congestion relief throughout Alameda
County by widening I-238, constructing the I-680
express lane, improving I-580 and I-880, and
upgrading surface streets and arterial roadways.
Most of the 27 major projects authorised by the
current expenditure plan have been completed or are
under construction, many ahead of schedule. Annual
audits by independent certified public accountants
have verified that 100`%> of the public funds
authorised in the current plan have been spent as
promised.
The current projects and programs are governed by
the current Measure 13 Expenditure Plan.
BENEFITS FROM THE CURRENT
MEASURE B EXPENDITURE PLAN
The current local transportation sales tax has
provided a substantial share of the total funding
available for transportation projects in Alameda
County, far exceeding annual state and federal
commitments. State and federal sources have
diminished over time, and local sources have come to
represent over 60`%> of the money available for
transportation in the county. The current measure has
been indispensible in helping to meet the county's
growing needs in an era of shrinking resources.
The county's ability to keep up with street
maintenance needs, such as filling potholes and
repaving roadways, is fundamentally dependent on
these local fiXnds. Targeted improvements fiXnded
through the current expenditure plan such as the new
express lane on I-680 and the widening of I-238 have
relieved congestion on critical county commute
corridors. A new Warm Springs 13A1ZT station will
soon open in the southern part of the county as the
beginning of a new connection to Silicon Valley. The
current plan has supported transit operations,
improved the safety of children getting to schools
throughout the county and funded special
transportation services that provide over 900,000 trips
for seniors and people with disabilities every year.
These local funds have also allowed the county to
compete effectively for outside funds by providing
local matching money. The existing expenditure plan
has attracted supplemental funds of over $3 billion
from outside sources for Alameda County
transportation investments.
WHY EXTEND AND AUGMENT THE
SALES TAX MEASURE NOW?
While the existing measure will remain intact
through 2022, the 2012 Alameda County
Transportation Expenditure Plan (TEP) has been
developed for three reasons:
The capital projects in the existing measure have
been largely completed, with many projects
implemented ahead of schedule. Virtlzally all of
the project funds in the existing measure are
committed to these current projects. Without a
new plan, the County will be unable to fund any
new major projects to address pressing mobility
needs.
Due to the economic recession, all sources of
transportation funding have declined. The
decline in revenues has had a particularly
significant impact on transportation services that
depend on annual sales tax revenue distributions
for their ongoing operations. The greatest
impacts have been to the programs that are most
important to Alameda County residents:
o lZeductions in local funding to transit
operators, combined with state and federal
reductions, have resulted in higher fares and
less service.
o lZeductions in local funding to programs for
seniors and persons with disabilities have
resulted in cuts in these programs as the
populations depending on them continue to
increase.
o Local road maintenance programs have been
cut, and road conditions have deteriorated
for all types of users.
o Bicycle and pedestrian system improvements
and maintenance of pathways have
continued to deteriorate, making it more
difficult to walk and bike as an alternative to
driving.
Since the recession began, bus services in
Alameda County have been cut significantly, and
the gap between road maintenance needs and
available funding is at an all-time high. This new
expenditrure plan will allow local funding to fill
in the gaps created by declining state and federal
revenue and will keep needed services in place
and restore service cuts for many providers.
HOW THIS PLAN WAS DEVELOPED
This expenditure plan was developed in conjunction
with the Alameda Countywide Transportation flan
(CWTI'), the long range policy document that guides
transportation investments, programs, policies and
advocacy for Alameda County through 2040. A
Steering Committee and two working groups
(technical and community) were established to guide
development of both the CWTI' and the TEl' over the
past two years.
Public engagement and transparency were the
foundations of the development of these plans. A
wide variety of stakeholders, including businesses,
technical experts, environmental and social justice
organisations, seniors and people with disabilities,
helped shape the plan to ensure that it serves the
county's diverse transportation needs. Thousands of
Alameda County residents participated through
public workshops and facilitated small group
dialogues; a website allowed for online
questionnaires, access to all project information, and
submittal of comments; and advisory committees that
represent diverse constituencies were integrally
involved in the plan development process from the
beginning.
The TEl' also benefited from aperformance-based
project evaluation process undertaken for the CWTI'.
This allowed policies and goals to be expressed in
quantifiable terms and competing transportation
investments to be compared to one another
objectively. This led to a more systematic and
analytical selection process for investment priorities.
City councils for all 14 cities in the county and the
County Board of Supervisors each held public
meetings and voted to approve this expenditure plan
and recommended submission of the sales tax
measure. to the voters.
VISION AND GOALS
The development of the Countywide Transportation
flan and the Transportation Expenditure flan began
with establishing a new vision and goals for the
county's transportation system:
Alameda County will be served by a premier
transportation system that supports a vibrant and
livable Alameda County through a connected and
integrated multimodal transportation system
promoting sustainability, access, transit operations,
public health and economic opportunities.
The vision recognises the need to maintain and
operate the County's existing transportation
infrastnXCture and services while developing new
investments that are targeted, effective, financially
sound and supported by appropriate land uses.
Mobility in Alameda County will be guided by
transparent decision-making and measureable
performance indicators, and will be supported by
these goals:
Our transportation system will be:
• 1Vlultimodal (bus, train, ferry, bicycle, walking
and driving)
• Accessible, affordable and equitable for people of
all ages, incomes, abilities and geographies
• Integrated with land use patterns and local
decision-making
• Connected across the county, within and across
the network of streets, highways, transit, bicycle
and pedestrian routes
• Reliable and efficient
• Cost effective
• Well maintained
• Safe
• Supportive of a healthy and clean environment
TAXPAYER SAFEGUARDS
The commitments in this expenditure plan are
underscored by a set of strong taxpayer safeguards to
ensure that they are met. These include an annual
independent audit and report to the taxpayers;
ongoing monitoring and review by an Independent
Watchdog Committee; requirement for full public
review and periodic voter approval for a
comprehensive update to the expenditure plan at
least once prior to the end of 2042 and every 20 years
thereafter; and strict limits on administrative
expenses charged to these funds.
Local Funds Spent Locally
The revenue generated through this transportation
sales tax will be spent exclusively on projects and
programs in Alameda County. All of the projects and
programs included in the expenditure plan are
considered essential for the transportation needs of
Alameda County.
WHAT DOES THE EXPENDITURE PLAN FUND?
Table °~ S~urr~rr»ry c~~ Ilr~vetrrter~t y f~r~de
I~~aa~e IF°'~u~a~s Allll~a~a.tea~~
"~"ran~ilt ~, Sp~eeilallil~e~ "~"ran~ilt (~%) ~3,73~
I'Hass rdr7sit; C7Perdtior7s, access to Schools, I~Idir7ter7dr7ce, dr7c~ Safety F'rograrr~ ~7,~57
SPecializec~ rdr7sit For Ser7iors dr7c~ F'ersor7s with C~isabilities `774
Eus rdr7sit Efficier7cy dr7c~ Priority ~~
E/~R Systerr~ I~loc~err7izdtior7 dr7c~ ExPdr7sior7 X770
Regior7al Rail Er7har7cerr~er7ts dr7c~ High SPeec~ Rail ~:or7r7ectior7s ~~~
Loeall Streets &~ Roa~~ (;3rz%) ~~r34.&
I'Hajor ~:orr~rr~ute ~:orric~ors, Local Eric~ge Seisrr~ic Safety ~6~}
Freight ~:orric~ors of ~:our7tyvvic~e Sigr7ificar7ce X767
Local Streets dr7c~ Roads F'rograrr~ `~1,54~
Hilglrn~nray Effileileney &s Freilglrnt (~°i°} ~~77
Highvvdy/Efficier7cy dr7c~ Gap ~:losure Projects X600
Freight ~ Ecor7orr~ic C~eveloPrr~er7t F'rograrr~ `~77
ileyelle and Pe~e~trilan Infra~tr~,~et~,~re and Safety (%} ~E~57
5~,~~tallnalkalle Land Use &~ "~°ran~a~9ortatllon Lllrnikage~ (~%} ~3aa
Priority C~eveloPrr~er7t /area (F'C~/~} / rdr7sit-C7rier7tec~ C~eveloPrr~er7t (C7C~}
Ir7frastructure Ir7vestrr~er7ts boo
"~°eelrnnollogy, Innovatilon, and Devellop~rnent (~°i°} X77
.~,.C).~'.L YEW ~E"~" FU~ICDI~1 (~rz~;3~q~~} 7~~7~
i Dollar figures for programs receiving a percentage of net funds throughout the TEP are based on the $7.7 billion
estimate of total net tax receipts over the initial thirty years of the TEP in escalated dollars.
This Transportation Expenditure flan describes a
program anticipated to generate $7.7 billion in the
first 30 years designed to sustainably, reliably and
effectively move people and goods within the county
and to connect Alameda County with the rest of the
I3ay Area. The projects and programs that follow
describe the plan for investments between the
approval of the tax in 2012 and its subsequent
collections pursuant to comprehensive updates, at
least once before the end of 2042 and every 20 years
thereafter. These improvements are necessary to
address current and projected transportation needs in
Alameda County, current legislative mandates, and
reflect the best efforts to achieve consensus among
varied interests and communities in Alameda
County.
The linkage between sustainable transportation and
development has never been clearer. 1Zecent
legislation, including Sl3 375, requires transportation
planning agencies to focus on connecting
transportation with development policies to ensure
that communities develop in a way that supports
biking, walking and transit while maximising
accessibility for all modes. Transportation planning
must also find ways to reduce the number of miles
driven, reducing the production of greenhouse gases.
The projects and programs in this plan are designed
to strengthen the economy and improve quality of
life in Alameda County, and reduce traffic
congestion. They include maintenance of existing
infrastructure, targeted investments to improve
highway safety, remove bottlenecks on major
commute corridors, enhance rail, bus and ferry transit
systems, and make it safer and easier to bike and
walk throughout the county.
Two types of investments are funded in this plan:
capital investments which are allocated specific dollar
amounts in the plan, and programmatic investments
which are allocated a percentage of net revenues to be
distributed to program recipients on a monthly or
periodic basis. Capital investments will be made
based upon clearly defined project descriptions and
limits resulting from the outcomes of environmental
analyses, as applicable. Examples of programmatic
investments include local road maintenance and
transit operations which provide funds to local
jurisdictions to complete on-going operations and
maintenance tasks. The following summaries total
expenditures by mode including both capital and
programmatic investments.
PUBLIC TRANSIT AND SPECIALIZED
TRANSIT (48°~°)
Increasing the number of people that can be served
by high capacity public transit is critical to all
residents of Alameda County to provide
transportation choices, relieve congestion and
support a vibrant economy. The investments
identified for public transit in this plan were guided
by the principles of enhancing safety, convenience
and reliability to maximise the number of people
who can make use of the transit system. 13y more than
doubling the amount of Iocal sales tax funds available
to transit operations and maintenance, this plan
represents a major investment in Alameda County's
transit system to increase transit services and expand
access to transit throughout the County, and to help
avoid further service cuts and preserve affordability
of transit.
LOCAL STREETS AND ROADS (3o°i°)
Local streets and roads are the essential building
blocks of Alameda County's transportation system.
Virtually every trip begins or ends on a local road.
Alameda County has more than 3,400 road miles of
aging streets and roads, many of which are in need of
repair: intersections need to be reconfigured, traffic
lights need to be synchronised and potholes need to
be filled. Most important, these roads are essential to
every mode of transportation from cars and tnXCks, to
buses, bikes and pedestrians.
HIGHWAY EFFICIENCY, FREIGHT AND
ECONOMIC DEVELOPMENT (g°~°)
Aging highway systems continue to operate under
substantial pressure as travel patterns become more
diverse and the demands of moving goods and
people increases. While the era of major highway
construction has come to an end in the 13ay Area,
there are many opportunities to increase the safety,
efficiency and productivity of highway corridors in
Alameda County. The highway investments included
in this plan focus on improving safety, relieving
bottlenecks at interchanges, closing gaps and
improving efficiency with carpool and high
occupancy vehicle infrastructure, and increasing
safety on major truck route corridors.
In addition to focusing on making highways more
efficient, this plan recognises the need to move goods
safely and effectively. IZecogni~ing the economic
importance of the fort of Oakland, highways must
provide connections between goods and market, and
do so with minimal impacts on our residential
neighborhoods.
BICYCLE AND PEDESTRIAN
INFRASTRUCTURE (8°~°)
Virtually every trip begins or ends on foot. Alameda
County's bicycle and pedestrian infrastructure is the
"glue" that holds the network together by extending
the reach of transit service, providing anon-polluting
and sustainable travel mode, and contributing to
public health and quality of life. A particular focus is
on the County's youth to encourage adoption of safe
and healthy habits through Safe 1Zoutes to Schools.
SUSTAINABLE LAND USE AND
TRANSPORTATION (4°~°) AND
TECHNOLOGY AND INNOVATION (~°~°)
Transportation and land use linkages are
strengthened when development focuses on bringing
together mobility choices, housing and jobs. This plan
includes investments in every part of the County,
enhancing areas around 13AIZT stations and bus
transfer hubs that are slated for new development,
and supporting communities where biking, walking
and transit riding are all desirable options. In
addition, a Technology, Innovation and Development
Program will support technological advances in
transportation management and information.
The map on the follow page shows the investments
planned for all modes and in all parts of the County.
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A total o 48ai° o net
'~ '""""""" revenue from this tax will
be dedicated to public
~, ~ transit systems. Funds for
,~„~,,,,~,,, operations and
maintenance will be
provided to bus transit
TRANSIT OPERATIONS, MAINTENANCE,
AND SAFETY PROGRAM (24°~° OF NET
REVENUE, $x,857 M)
This proposed program provides transit operators
with a consistent funding source for maintaining,
restoring and improving transit services in Alameda
County. Transit operators will allocate these funds in
consultation with their riders and policy makers with
the goal of creating a world class transit system that
is an efficient, effective, safe and affordable
alternative to driving.
The proposed Transit Operations program has the
following primary components.
Mass Transit Pass-Through Program (2.55°io of
net revenue, estimated at $x.668 M)
Pass-through funds are disbursed to AC Transit,
BART, the Altamont Commuter Express (ACE) rail
service, the Water Emergency Transportation
Authority (WETA), the Livermore Amador Valley
Transit Authority (LAVTA) and Union City Transit.
The relative percentage of net revenue being passed
through to these agencies is as follows:
nin of I~et Totall 2~r~2-
Totall 2~r42 hest„)
Agency Ieven~ue $IMolllloons
~,~: rdr7sit 1~,~`i~ `~1a455
/~CF 7.a°i~ X77
F/~R Ir'Idir7ter7dr7ce o,5`i~ ~~}
WF/~ (ferries} o,5`i~ `~~9
~ !r7i~r7 t"'.ity Tr~r7 sit r~.;~~°,. ~;~c}
Access to School Program ($~5 million)
This program is for the purposes of funding one or
more models for a student transit pass program. The
program would be designed to account for
geographic differences within the county. Successful
models determined through periodic reviews will
have the first call for funding within the innovative
grant program, as described below.
Innovative Grant Program including successful
student transportation programs (2.24°io of net
revenue, estimated at $~75 M)
These grant funds, administered by the Alameda
CTC, will be used for the purposes of funding
innovative and emerging transit projects, including
implementing successful models aimed at increasing
the use of transit among junior high and high school
students, including a transit pass program for
students in Alameda County. Successful models will
receive the first priority for funding from this
category.
Funds will be periodically distributed, based upon
Alameda CTC action, for projects and programs with
proven ability to accomplish the goals listed below:
• Increase the use of public transit by youth riders
(first priority for funding) and increase youth
access to school
• Enhance the quality of service for transit riders
• Reduce costs or improve operating efficiency
• Increase transit ridership by improving the rider
experience
• Enhance rider safety and security
• Enhance rider information and education about
transit options
• Enhance affordability for transit riders
• Implement recommendations for transit service
improvements from Community Based
Transportation Plans
These funds will be distributed periodically by the
Alameda CTC. Grant awards will emphasise
demonstrations or pilot projects which can leverage
other funds.
SPECIALIZED TRANSIT FOR SENIORS
AND PERSONS WITH DISABILITIES (~o°io
OF NET REVENUE, $774 M)
This program provides funds for local solutions to
the growing transportation needs of older adults and
persons with disabilities. Funds will be provided to
transit operators to operate specialised transportation
service mandated by the Americans with Disabilities
Act. In addition, funds will be provided to each part
of the County based on their population of residents
over age 70 for local programs aimed at improving
mobility for seniors and persons with disabilities. The
program includes three components.
Pass-through funding for East Bay paratransit
Consortium (6~io of net revenue, estimated at
X464 M)
This ftmding will assist the East Bay paratransit
Consortium to meet the requirements of the
American's With Disabilities Act. These funds will be
disbursed to and directed by the two agencies that
operate the East Bay paratransit Consortium:
AC Transit will receive 4.5%> of net proceeds
annually, estimated at $34$1VI from 2012 to 2042
towards meeting its responsibilities under the
Americans with Disabilities Act.
BART will receive 1.5%> of net proceeds annually,
estimated at $116 1VI from 2012 to 2042, towards
meeting its responsibilities under the Americans
with Disabilities Act.
City-based and Locally Mandated Pass-through
funding (3~io of net revenue, estimated at
$232 M)
Pass-through funding provided to each of the four
subareas of the County will be used for
implementation of locally developed solutions to the
mobility challenges of older adults and persons with
disabilities. Funds will be distributed monthly based
on the percentage of the population over age '70 in
each of four planning areas for city-based and
mandated paratransit services of local bus transit
providers:
• North County -including the cities of, Albany,
Alameda, Berkeley, Emeryville, Oakland and
Piedmont.
• Central County -including the cities of Hayward
and San Leandro or unincorporated areas.
• South County -including the cities of Fremont,
Union City, and Newark, as well as Union City
Transit.
• East County -including the cities of Livermore,
Dublin, Pleasanton, unincorporated areas, and
LAVTA.
Funds can be further allocated to individual cities
within each planning area based on a formula refined
by Alameda CTC's paratransit Advisory Planning
Committee (PAPCO), a group of seniors and disabled
riders that advise the Alameda CTC. In East County,
funding provided to Livermore and Dublin will be
assigned to LAVTA for their ADA mandated
paratransit program. In Central County, funding will
be provided to Hayward to serve the unincorporated
areas.
Coordination and Gap Grants (~°io of net
revenue, estimated at $77 M)
These funds, administered by the Alameda CTC, will
be used for the purposes of coordinating services
across jurisdictional lines or filling gaps in the
system's ability to meet the mobility needs of seniors
and persons with disabilities. These funds will be
periodically distributed by the Alameda CTC for
projects and programs with proven ability to:
• Improve mobility for seniors and persons with
disabilities by filling gaps in the services
available to this population.
• Provide education and encouragement to seniors
and persons with disabilities who are able to use
standard public transit to do so.
• Improve the quality and affordability of transit
and paratransit services for those who are
dependent on them.
• Improve the efficiency and effectiveness of ADA-
mandated and local services.
BUS TRANSIT EFFICIENCY AND
PRIORITY ($35 M)
A total of $35 M in sales tax fiXnds will be allocated to
projects that enhance the reliability and speed of bus
transit services in the East Bay. These projects include
the implementation of Bus 1Zapid Transit and transit
priority projects on some of the busiest corridors in
the AC Transit system.
AC Transit East Bay Bus Rapid Transit (BRT)
Projects ($25 M)
Bus 1Zapid Transit is a technology that reduces bus
travel times, improves the efficiency of transit service
and reduces conflicts between bus service and auto
travel on major streets. Three B1ZT corridors are
proposed:
• The Telegraph Avenue/East 14t''/International
Boulevard project will provide enhanced transit
service connecting the Cities of San Leandro and
Oakland with potential improved rapid bus
services to UC Berkeley.
• The Grand/MacArthur BRT project will enhance
transit service and allow for significant reliability
improvements in this critical corridor as well as
enhancing access to regional services at the
MacArthur BART station.
The Alameda to Fruitvale BART Rapid Bus
service will provide a fast and reliable connection
between the City of Alameda and the Fruitvale
BART station, providing service to new
development proposed for the City of Alameda.
Funds maybe used for project development, design,
construction, access and enhancement of the rapid
transit corridors. These sales tax funds will allow the
Telegraph/East 14"~/lnternational project to be
completed and will provide needed local match to
attract leveraged funds to the other corridors which
are currently under development.
College/Broadway Corridor Transit Priority
($~o M)
Funding will be provided for the implementation of
transit priority treatments to improve transit
reliability, reduce travel times and encourage more
transit riders on the well utilised College/Broadway
corridor.
BUS TRANSIT INVESTMENTS
Albany
Berke
~~
'~ !
~V
Alameda,,~~ D *dand
~~/ ~i
San
Leandro
Castro Dublin
Valley
San
l.arenz^
Pleasanton
LiWermore
Hayward
Union
City
Fremont
Newark
~~
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Far illustrative {>urhoses only
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~'aMlz~,sit ['arica~µat 13A~,',"~' ~;~us l:a~i~1, "~'~°aa,~~it
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bus ~~.~3p~t.~ 1i~t~stt II~~e I n~~tl{. I~,~1 F Il L~ I re~~~~t
~~~r~~ i~~li~t~~~ 'r7ntiii fc~t" ~f~nirn-ti ~~Il,a ~'t>I°tic,I~~ 1>~if:1'i ']~7i~~~l~ilifit~s
^~ ~lZtl{)~/~Z}It't' ~t-all[ti lRC'IL]L~ln~; ~l[){t?Iltlcl~ ~'{ILI~EI tl"alltil~ ~~ZSti ~lt"I7~1"all"Y
- ~11a:~ti'l'r~~I~~i? ~?pel~aii{~n~, tl~~intcn~~ncc ~~nd S~~tetr l'ros~r~:lln fc~r ,~~ ']'r~~I7~it, ,~1]tarr~re~~.
~'ort~~a~r{.ter E~,~~I-eti~ i~s1CE), V1~'aicl~ En~el~~~~ncy~ 7'1-~InspL3l~l~~tion Auk}~t~rit~, ~V1''ET~~~,
~i~~ern~ohe ~~r~~c~L)r 1~'a11e~~" 7_r~tnsit.t~hlthe»-~t~~" ~,L~111'I~~.~, ~~~~~~ L~~nit~I~ its" "l`ra~~sit.
BART SYSTEM MODERNIZATION AND
EXPANSION ($7~o M)
The capital projects funded as part of the BA1ZT
System Modernisation and Expansion investments
include projects that increase the capacity and utility
of the existing system, as well as providing local
funding for a proposed BA1ZT extension in the
eastern part of the county.
BART to Livermore ($40o M)
This project funds the first phase of a BA1ZT
Extension within the I-580 Corridor freeway
alignment to the vicinity of the I-580/lsabel Avenue
interchange using the most effective and efficient
technology. Funds for construction for any element of
this first phase project shall not be used until full
funding commitments are identified and approved,
and aproject-specific environmental clearance is
obtained. The project-specific environmental process
will include a detailed alternative assessment of all
fundable and feasible alternatives, and be consistent
with mandates, policies and guidance of federal,
state, and regional agencies that have jurisdiction
over the environmental and project development
process.
BART System Modernization and Capacity
Enhancements ($3~o M)
BA1ZT projections indicate that its system will need to
carry over 700,000 daily riders by the end of this plan
period. New riders will affect the capacity of existing
systems and stations, requiring focused capacity
enhancements to keep the system moving as
ridership increases occur.
• The Bay Fair Connector/BART METRO project
will receive $100 M in sales tax funds for the
Alameda County portion of this project which
will increase capacity and operational flexibility
systemwide. One goal of these improvements
will be to improve connections to jobs in the
southern part of the county and beyond as Santa
Clara County builds its own BART extension.
The BART Station Modernization and Capacity
Program will receive $90 M for improvements at
all BART stations in Alameda County,
addressing station site, building envelope,
escalator and elevator rehabilitation/replacement,
circulation & wayfinding, air conditioning,
lighting & ambient environment, station
reliability upgrades, and other station equipment
replacement/upgrades.
The Irvington BART Station will receive $120
M to provide an infill station on the soon-to-open
Warm Springs extension south of the existing
Fremont Station, creating new accessibility to
BART in the southern part of the County.
BART INVESTMENTS
n ~~+
r~rrre^^r.^,r~s•^~+~~
=asantan ~ivermare
Fremont
Newark
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l~at l~~o~l~~:
~_ f3;1f 1
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~:" t~~ ~"w"'~~~~~"~1~~~1,n, ~~1~
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l'Cr~~71L' 11?It1-~ ~1~~il~r]ltre
REGIONAL RAIL ENHANCEMENTS AND
HIGH SPEED RAIL CONNECTIONS
0355 M)
Investments include maintenance and service
enhancements on existing rail lines and the
development of new rail service over the Dumbarton
Bridge. Funds will also be allocated for preserving
rail right of way for transportation purposes,
ensuring that service is available for future
generations. Finally, this funding category
acknowledges the importance of connecting high
speed rail to Alameda County and the Bay Area and
seeks to prioritise targeted investments to ensure
strong connections to this future service.
Dumbarton Rail Corridor Implementation
($~2o M)
The Dumbarton 1Zail Corridor Project will extend
commuter services across the southern portion of the
San Francisco Bay between the Peninsula and the East
Bay. The project will link multiple transit services
including Caltrain, the Altamont Express, Amtrak's
Capitol Corridor, BART, and East Bay bus systems at
a multi-modal transit center in Union City. The
environmental process will determine the most
effective service in this corridor.
Union City Intermodal Station ($75 M)
This project funds the development of a new
intermodal station in Union City to serve BART,
Dumbarton 1Zail, Capitol Corridor, ACE and local and
regional bus passengers. The project involves
construction of a two-sided rail station and bus
transit facility, accessible to a 30-acre transit oriented
development site. Improvements will be made to
pedestrian and bicycle access, BART parking,
elevators, fare gates and other passenger amenities.
Capital Corridor Service Expansion ($4o M)
This project supports track improvements and train
car procurement which will enable the trains running
between Oakland and San Jose to increase daily
round trips per day, matching frequencies between
Sacramento and Oakland.
Railroad Corridor Right of Way Preservation
and Track Improvements ($~~o M)
Funds allocated by this project may be used to
maintain and enhance existing railroad corridors for
use as regional rail and other transportation purposes
as well as to preserve the rights of way of rail
corridors that could be used for other transportation
purposes, such as major trails.
Oakland Broadway Corridor Transit (~~o M)
This project will link neighborhoods to transit
stations along Broadway, Oakland's major transit
spine, providing a frequent and reliable connection
between the regional rail hub at Jack London Square,
with Downtown Oakland, the Uptown Arts and
Entertainment District, and adjoining neighborhoods,
utilising the most efficient and effective technology.
~?C~I~G"u~ll" ~(?CI'li~t~t' ~'t'~1Y1Slt liiifiiininiilll~iiiir,tlilllil
~"~.~ill ~,~aa'rt~+caa~ ~a'~ra~e aa~~~car~ ~rrrr rrr.
~aaa~aa7 pity Ia~tra~lcjal ~it~at~a~a
~' ~a~a~a~rkcaa~ ~~a~l ~caa`a'd~a` ^^.^^...~.
{~t San.
~.~~illr~>~~ t~r~i~'t~r >ltii~l~t rat ll'~~r Prt°~~~-~ ati~_u~ aa°a~ 'rack In~)`~r~avrirlents
REGIONAL RAIL INVESTMENTS
considered in the development of the local road
system. A minimum of 15`%> of all local streets and
roads funds will be spent on project elements directly
benefitting bicyclists and pedestrians.
LOCAL STREETS AND ROADS
MAINTENANCE AND SAFETY PROGRAM
(2o°i° OF NET REVENUES, $x,548 M)
In recognition that local streets and roads are the
backbone of our transportation system, this program
provides funds to local cities and Alameda County
for maintaining and improving local infrastructure.
Funds maybe used for any local transportation need
based on local priorities, including streets and road
maintenance, bicycle and pedestrian projects, bus
stops, and traffic calming. All projects implemented
with these funds will support a "complete streets
philosophy" where all modes and users are
The Local Streets and 1Zoads Maintenance and Safety
program is designed as apass-through program, with
funds being provided to local jurisdictions to be used
on locally determined priorities. Twenty percent of
net revenues will be allocated to local cities and the
county based on a formula that includes population
and road miles for each jurisdiction, weighted
equally, consistent with the current Measure B
formula. The formula will be revisited within the first
five years of the plan to ensure overall geographic
equity in the TEP. This program is intended to
augment, rather than replace, existing transportation
funding.
MAJOR COMMUTE CORRIDORS, LOCAL
BRIDGE AND SEISMIC SAFETY
INVESTMENTS ($80o M)
Major commute routes, illustrated on the map on
page 2-14, serve a high percentage of the daily
commuters in Alameda County and the majority of
trips for other purposes. These roads are crucial for
the movement of goods to stores and consumers, for
transit riders and for motorists, and for bicyclists and
pedestrians. Concentrating improvements in these
corridors will improve access and efficiencies,
increase safety and reduce congestion.
This program focuses funding on improvements to
major roads, bridges, freight improvements and
railroad grade separations or quiet pones. Examples
of commute corridors eligible for funding include,
but are not limited to, the following:
North County Major Roadways: Solano Avenue
Pavement resurfacing and beautification; San
Pablo Avenue Improvements; State Route
13/Ashby Avenue corridor; 1Vlarin Avenue local
road safety; Gilman railroad crossing; Park
Street, High Street and Fnzitvale bridge
replacements; Powell Street bridge widening at
Christie; East 14th Street improvements, Oakland
Army Base transportation infrastructure
improvements.
• Central County Major Roadways: Crow Canyon
Road safety improvements, San Leandro local
road resurfacing, Lewelling Road/Hesperian
Boulevard improvements, Tennyson Road grade
separation.
South County Major Roadways: East-west
connector in North Fremont and Union City, I-
6$0/I-$$0 cross connectors, Fremont Boulevard
improvements, upgrades to the relinquished
Route $4 in Fremont, Central Avenue
Overcrossing, Thornton Ave widening, Mowry
Ave., Newark local streets.
Fast County Major Roadways: Greenville Road
widening, El Charro Road improvements,
Dougherty Road widening, Dublin Boulevard
widening, Bernal Bridge construction.
• Countywide Freight Corridors: Otrter Harbor
Intermodal Terminal at the Port of Oakland, '7"~
Street grade separation and roadway
improvement in Oakland, as well as truck routes
serving the Port of Oakland.
Projects will be developed by local agencies working
in cooperation with neighboring jurisdictions and the
Alameda CTC to reduce congestion, remove
bottlenecks, improve safety, enhance operations, and
enhance alternatives to single occupant auto travel in
these corridors. Projects will be funded based on
project readiness, constnXCtability, geographic equity,
and cost effectiveness as determined by the Alameda
CTC working with local jurisdictions as part of the
Alameda CTC Capital Improvement Program which
is updated every two years.
~IOt Shc~`VI~:
Albany -Local streets anc~ rt~ac~s ~?rc~~r~nT7~,
pass-thrc~u~;l~ to cities ~tnd County
Berkeley
Piedmont
Dakland
Alameda
San
Leandro aublin
Castro
Valley
Pleasanton
San Livermore
Lorenzo
Hayward
Union
City
Fremont.
Newark
,`
i %'%:
o r
r;ruE
For illustrative purposes only
Exa~m~pVe of Major Roadways far Ir~Ipir~~rment:
~r~rtlhi Ca~e~rr~y: ~,larac~ A~~e, ~aat~i ~'al~lca ~1v, ,~shhy ~.ve, 1Ww'Caria~t A,ve, (=Pi1a"rtaa~i ~~ai1 r~aci ~°rcassarr;,
Park t, 1f-#i~~ tP Frraitvale 1ric~eP f'cael~ ~t ~3rid~~ Fast 1~t Sty aa~td +C)~~:larrc
Ar~ra~ ~3asc tr~rraspartatac~a~ icnprr~vcrrtent
~ntral~ ~Cvtary~y: ~Ca~c~ Canyon ~~d, ~ lsperiara lv~, l,e'~vellira~ ~I~ti, T'ertaays~ra X~c{, arrc~ parr
~..earreirra ~a~al streets
acau~h ~aaan~y. ~ast~est c<~rnaaeetc~ar; tLL~a~t~JfLL~~t~ ~rc~rss e~a~a7ent~rrs, Freaa~~aa~t F~1vd, ~~tatc ~3~ ire
rema~~t, Cea7tral Aire C7vercrrassia7, mI"c~ra7t~aa~~ Ave, awry ,ire, aruc~ l`~?e~ark
teal streets
Easy ~~tantY: ~a°~a,~ril]r~ l~;d, 1 Cl1aa°a~r~ ffec-~, IJ~ta~~~ert~r t~a~, ~ta~alia~ I~lva~, at-ut~ t3a~a°r-ral i~r c~'~e.
Gca~ntywit~ Friglh~ Cvrrada~r: T~~aclk rcra.rtes srvira the ~~"cart cif (~akla~nd, C~axter 14arbar
Zn,te~°ra"Be~~~al Tea°n"1ina:l aa"7~C 7t1~ fat lrrr~arca~eerr,ts.
Berkeley, ~~hich ~~ill improve conditions for all
modes in both Emeryville and Berkeley.
Most o the projects that have been
identified for funding are designed to
improve the efficiency o and access to
existing investments and to close gaps and
remove bottlenecks.
A total of gaio of the net revenue is allocated
to the highway system, including 7aio, or
approximately $77 M, allocated specifically to
goods movement and related projects.
I-8o CORRIDOR INVESTMENTS FROM
THE CONTRA COSTA COUNTY LINE TO
THE BAY BRIDGE ($76 M)
I-80 in the northern part of the County is the most
congested stretch of freeway in the Bay Area.
Investments in the interchanges on this route were
selected to relieve bottlenecks, improve safety and
improve conditions for cars, buses, trucks and
bicyclists and pedestrians. Key investments will be
made at the Ashby and Gilman interchanges in
The I-80 Gilman project will receive fiXnding to
relieve a major bottleneck and safety problem at the I-
80 Gilman interchange. The project includes both a
major reconfiguration of the interchange and grade
separation of the roadway and the railroad crossing
which currently crosses Gilman at-grade impeding
traffic flow to and from the freeway. Improvements
will also be made for pedestrians and bicyclists
crossing this location and accessing recreational
opportunities west of the freeway, making this a true
multimodal improvement.
The Ashby Avenue corridor will receive funding to
fully reconstruct the Ashby Avenue Interchange by
eliminating the substandard eastbound on-ramp in
Berkeley's Aquatic Park. The interchange will be fully
accessible to vehicles traveling to and from
Emeryville and Berkeley and east and west on I-80
will reduce local traffic congestion in Berkeley and
Emeryville and will improve bicycle and pedestrian
access. The project includes associated corridor
improvements on Ashb~- Avenue.
.tr
[_ya~1~'~~t~ ~~
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Piedmont
Qakland
Alameda
San
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~!c?t S}icr~:t n:
- l~rur~,}il and L~cvr~ur7~ifc L)~~~el~~~~ir~ent 1'ec,~,r~3s77
Castro
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1-';til,l Lt~t ridc,t
II71('?"U~'tr7lCilt
l~l'[1~1'lnl
Dut~lin
Pleasanton
1 ~,~~ ~'l~rr'Vd(~t° ~ Livermore
lrr°r}~t~cn i~rni~nt (Lorenzo 1-h,`~lti ~ c~rrtii~:~r
Int(~rin i°nrt~ni
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I n~,n~nr _
Hayward gq
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U-aq G~arr~dar
(~~l~lr~ve~nents iI~CY~u;
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.~ktk~y ~4~~., I~~t~~r°cl~u~az~r~~ 1~11prct~'cr7li~nts
1~88t9 ~car~ru~d~~ar Irrtpr~avements include:
~' Fj4
Union
City
~l~-ti-(~ ~:~rriiic:,r
~~_ Fremont Irn~,rc?~ i~nii~r~t
f'rt~;yrant
Newark
illy
r,~,.:~,~ . ~. , ..~... ~_~~~
For illustsatfve purposes only
t3~-c~~~~i~va~r-Jcr¢~ksc~:n l"~1itltirrr~,i]rr1 "ir~rr7~~~,,rtratlv~~
a~acl ~irc~.rl~tic~~, ltx~~t~ct. ~~r~~+~r,~t
C~~rlc ~r,r~t,t tr~tc~rr~,,,,,,r, lnz~r~°(~vc'z~1F~m~t
~~r~i~~~~il~ eve l~ntcrrl ~,tn ~e lrn~Z~-or~e~~.x~e~r-r~t~
~r~d tJl lily tr Inferih~,n`~e I.tnl~roverrrc~nts
Nc~rtl~hr_~r,~ncl: Hll~ Clr~ tr~~~t~~-rc. Vcl~riel~ ~a,~-r~1 13i~,17
~~:r«u~aar~rey ":1'~all 1a~tr~:r~rsiu~~ l~r°or~r~r.ASt taa ~°1LL,r~l~e~~~°
't~1~"i:nto~~r Avg: l~~tenrel~rar~rc: lrrurn~°c~~r7er~t~
lnd~~~;tr~i~~i 1'k~ lx~tcr~l-a~ar-r~,r, 1;,~~~'-~,~rerrrc~nts
lti~;~l~li~ 11c1 irrt~rrWl~~an~;i" lrnl?rc~~ i~rtt~:'~~t
~t~:~ ~Z t 1VI~1~*~lcym~) lay r~,ri»~~°nzi~b.^Lt~ n.d. Cr~~~~~~~,
Se~K~x•uAlii~~~
iN-580 !Corrid~~' Impr~gvements include:.
1-5(~~'1-C~~3'(1 lb7,t~:~yrl~a~~u,~;~, lti~~~rc,~ cmcrtis
i~;~~rl?c~l r~vr~ lr~t<~~°cln~an~;cb l~~~l~rrrn c~n„~nts
~reer~vllle ZZcI Jntri°ac(~anE li~n:~rraverruents
~a~rv.o 1~~ Ca-~t~"r,-h~tn,~el~°n.~rorrerx~ea-rts
1-68+ ~~r~rrl~~° Impt'4~u~trMt include:
H7~1-r ~ccul~~anc^ ~"~~0-rir~1t° ~7~a.~ll 1-li~;l~r ~~~ r.~~.-rr-rcy^'("coil
l~~r~€ F~°ca>rn F~-23~^ i{, A]~~,~t~r ~ts~atl7 c~i7-r~~i~t,n~)
~~-8a Cvrt~~l+~r Irnprover~a+~~t irtrluu~iu~:
~1~-~~-t i.~,~~r,~.~~,~, a~, (1'irar-r 1'~~~s tro ~~rck. Lor-h~~a~r)
-t3'-1'[ ~i(l Cr~trrrc_l~~tr~~;~: ~ar°r~ 5I:-w~'v'~id~~r~ic~r~,
STATE ROUTE 84 FROM I-58o TO I-68o
($~32 M)
Two significant improvements are planned for this
corridor to complete improvements at the SIZ 84 and
I-680 interchange and widening SIZ 84 to support
safety, connectivity and efficiency.
r,n fllu~ i,I -:.-~w~ ,,,iii
I-58o CORRIDOR INVESTMENTS FROM
DUBLIN TO SAN JOAQUIN COUNTY LINE
($48 M)
Investments in the I-580 corridor include
improvements to the I-580/I-680 Interchange to
provide relief on one of the most significant
bottlenecks on the freeway system. Additional
funding is for interchange improvements in both East
and Central County, including improvements at
Vasco 1Zoad, Greenville 1Zoad and Isabel Avenue,
which are needed for major transit investments in the
Livermore area, as well as interchange improvements
in Central County, focusing on bottleneck relief and
safety improvements.
~~
..
~3~;
I-68o FROM CONTRA COSTA COUNTY
LINE TO THE SANTA CLARA COUNTY
LINE ($6o M)
Implementation of the I-680 HOV/HOT lane in both
directions from Route 237 to Alcosta Boulevard is the
centerpiece of the improvements planned for this
heavily traveled corridor. This project will receive $60
M to construct carpool/high occupancy toll Ianes on I-
680 between Alcosta Boulevard and Route 84 in both
directions.
I-88o CORRIDOR INVESTMENTS FROM
OAKLAND TO UNION CITY ($284 M)
I-880 corridor improvements include projects to
upgrade and improve key interchanges throughout
the corridor beginning with the Broadway/Jackson
interchange and Oak Street interchange in Oakland
and Alameda to the Whipple/Industrial Parkway
Southwest interchange in Hayward and to the
County Iine. Many other interchange projects are also
candidates for funding to relieve congestion and
improve safet~~ .
Forillustrative nurnoses onl
Funds are included for I-880 Broad~~a~~ -Jacl~Son
multimodal transportation and circulation
improvements for Alameda Point, Oakland
Chinatown, Downtown Oakland, and Jack London
Square.
Funds for interchange improvements at Whipple
1Zoad and Industrial Boulevard in the Central part of
the County are also included, as well as making other
improvements on I-880. The goals of these
improvements are to remove Uottlenecks and
enhance safety at these critical interchanges, serving
motorists, other road users, and goods movement in
Central and Southern Alameda County.
In addition, funding will support completion of the
HOV/HOT carpool lanes on I-880 from A Street in
Hayward to Hegenberger 1Zoad in Oakland, filling in
this important gap in the HOV lane system.
Additional funding on I-880 includes a number of
critical access and interchange improvements in the
north and central parts of the county including grade
separations, bridge improvements and interchange
enhancements.
FREIGHT AND ECONOMIC
DEVELOPMENT PROGRAM (~°~° OF NET
REVENUE, $77 M)
These discretionary funds will Ue administered Uy the
Alameda CTC for the purposes of developing
innovative approaches to moving goods in a safe and
healthy environment in support of a robust economy.
Eligible expenditures in this category include:
• Planning, development and implementation of
projects that enhance the safe transport of freight
Uy truck or rail in Alameda County, including
projects that reduce conflicts Uetween freight
movement and other modes.
• Planning, development and implementation of
projects that reduce greenhouse gas production
in the transport of goods.
• Planning, development and implementation of
projects that mitigate environmental impacts of
freight movement on residential neighborhoods.
• Planning, development and implementation of
projects that enhance coordination Uetween the
Port of Oakland, Oakland Airport and local
jurisdictions for the purposes of improving the
efficiency, safety, and environmental and noise
impacts of freight operations while promoting a
vibrant economy.
These proposed funds will Ue distributed Uy the
Alameda CTC to eligible public agencies within
Alameda County. F,ligible public agencies will
include local jurisdictions including cities, Alameda
County, the fort of Oakland and the Oakland
Airport.
Key investments i bicycle
and pedestrian
infrastructure include
completion o the major
trails in the County.
Funding will allow for the
completion o three key
trails: the County's East Bay Greenway, which
COMPLETION OF MAJOR TRAILS -
IRON HORSE TRAIL, BAY TRAIL AND
EAST BAY GREENWAY ($264 M)
This project provides for increased pedestrian and
bicycle transportation options, more open space, and
improved public safety in neighborhoods on these
three major trails pictured on the next page. These
projects have the potential to generate extensive and
varied community benefits beyond creating
infrastructure for bicycle and pedestrian travel
including improving neighborhood connectivity,
improving access to transit, reducing local
congestion, improving safe access to schools,
supporting community health and reducing
greenhouse gas emissions. Funds may be applied to
the construction ~,nd maintenance of the three major
trails, as well as local connectors and access routes.
LOCAL BICYCLE AND PEDESTRIAN
SAFETY PROGRAM (5°~° OF NET
REVENUE, $387 M)
This proposed program is designed to fund projects
and provide operating funds that expand and
enhance bicycle and pedestrian safety and facilities in
Alameda County, focusing on projects that complete
the County's bicycle and pedestrian infrastructure
system. The proposed program consists of two
components.
Bicycle and Pedestrian Direct Allocation to
Cities and Alameda County (3°io of net revenue,
estimated at $232 M)
Pass-through funding will be provided on a monthly
basis to the cities and to Alameda County for
planning, construction and maintenance of bicycle
and pedestrian projects and programs, focusing on
completing the high priority projects described in
their Bicycle and Pedestrian Master Plans. Funds will
be provided to each city within the county and to
Alameda County based on their share of population.
Jurisdictions will be expected to implement, operate
and maintain projects from the County's bicycle and
pedestrian plans and to commit to a complete streets
philosophy in their project design and
implementation.
Bike and Pedestrian Grant Program (2°io of net
revenue, estimated at $~54 M)
These funds, administered by the Alameda CTC, will
be available for the purposes of implementing and
maintaining regional bicycle and pedestrian facilities
and increasing safe bicycling. These proposed funds
will be periodically distributed by the Alameda CTC
for projects and programs that:
• Provide bicycle education and training
• Increase the number of trips made by bicycle and
on foot
• Improve coordination between jurisdictions
• Maintain existing trails
• Implement major elements of the Alameda
County Bicycle Master Plan and Pedestrian
Master Plan
• Implement bicycle and pedestrian elements of
Community Based Transportation Plans
• Support Safe Routes to Schools
• Support school crossing guards
• Provide bicycle and pedestrian infrastructure
within and connecting to developments in
priority development areas
• Leverage other sources of funding
Funds in this category will be used for a Countywide
Bicycle and Pedestrian Coordinator position.
~ Albany
Berkeley
a
^
~ ^
~~~~ Piedmont
•~
M Oakland
r~
~~fR~Qlarr~eda~
•~~~~~~~
~1~N~~ ~Sa n
~~ Leandro Castro
~i~ ~ Valley
~~
1~
+* San ~
Lorenzo
•
~~~~~ H ay ~rd
•~~~a-~
~- Union
~~ City
~~
t
~~h*~~~~~.. Frerrror~t~
Newark~~i~
o i ~ u:, Illu I
~ P:liles ..:.............:.:....
For illustrntiwe pur~_~osrs only
East Bay Greenway Bay Trail Gap Closure
from Oakland to Fremont and Access projects
Iron Horse Trail Gap Closure
and Access projects
Not Shown:
-Completion of other priority projects in local and countywide bicycle and pedestrian plans
- Pass-through program to cities and County
-Grant program for regional projects and trail maintenance.
• MacArthur BART Station Area
PRIORITY DEVELOPMENT
AREA/TRANSIT ORIENTED
DEVELOPMENTINFRASTRUCTURE
IMPROVEMENTS ($30o M)
These investments target immediate term
opportunities for enhancing access, improving safety
and creating new infrastructure and supporting
construction at BA1ZT stations, as well as station area
development and transit oriented development at
sites identified for early implementation throughout
the County. Funds in this category maybe spent on
project development, design, and environmental
clearance as well as construction, operations and
maintenance of new infrastructure in these areas.
Priority implementation of specific investments and
amounts will be determined as part of the Capital
Improvement Program developed by the Alameda
CTC every two years. Examples of eligible station
areas to be included in this category are:
North County Station Areas and Priority
Development Areas
• Broadway Valdez Priority Development Area
(PDA)
• Coliseum BART Station Enhancements
• Lake Merritt BART Station and Area
Improvements
• West Oakland BART Station Area
• Eastmont 1VIa11 Priority Development Area (PDA)
• 19"~ Street BART Station Area
• Ashby BART Station Area
• Berkeley Downtown Station Area
Central County Station Areas and Priority
Development Areas
• Downtown San Leandro Transit Oriented
Development (TOD)
• Bay Fair BART Transit Village
• San Leandro City Streetscape Project
• South Hayward BART Station Area
South County Station Areas and Priority
Development Areas
• BART Warm Springs Westside Access
Improvements
• Fremont Boulevard Streetscape Project
• Union City Intermodal Infrastructure
Improvements
• Dumbarton Transit Oriented Development
(TOD) Infrastructure improvements
East County Station Areas
• West Dublin BART Station and Area
Improvements
• Downtown Dublin Transit Oriented
Development (TOD)
• East Dublin / Pleasanton BART Station and Area
Improvements
IVC1FdTH
1~c~a'ke=lacy C.~a.~~n~rata7~vrp ~t~p~i,t~~'z ~1a'a5a
~, A:~~-pk~}' L3~'1' `it~rtiar~n A~r~~'p.
~la,~~rtl"ip~pr ~"1'" t~ti,a:~a~,.rrw~~p
i a'aa~r,ai~n'Kayr "~'~i1cic~.~ I'1m.~
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11~~t C?n~lana~ ~1~"I" k~,tia+p`a ,'Iri~~
I..7kt~ Grr9fit L~lt:1~T 5t~utic~a~ at~d' ;'1ro~u.
~Il1~~I't)lt'iliF~I'V~4
Ct?li~cunl I3;1I:I ~i<itic,n T~~7}'~.~nr~~rl~t~nt
CENTRAL
Hayward
Newark
X:~a'.~~~ci~t{,~r~,t~ ~~~m~ I c~r~;t~c~a'a~ `1"~.~~
~~n Lean~it'c> City 5'trGetsa;~~}a
i3ay aii~ 1;,~1~T ""1.,a~~ar"7~it'~'ill'~aa
~aau[k7 I ~ayw~ll°cl ~A~T ~t~atialan Aapa~~l
Fremont
~~ST
Pleasanton
w~i~ermore
i p~~,
~_ , _. ; FAG;
For fllustratfve purposes only
iPw'a~~t 1~ubli.an ~a~,T~T ~St~ttia"Ai~ aa~ P"["~l Iirpa~a",vc~a~cants
~ l.~canrva~ taa~~ i-u lhi b l i n `1'~ ~~:~
East L~ul~lin, I'1e~t~~~n#~ ~n t~AI~T t~tia`!>~ a~aaci ~,rF'cl.
'~t7~TF Taanra~w~c^pnc'ints
Ut7iaral.C.it~r Iant~rr~~+_a~l~i'1 lnfi~~,trnta~t'u:re:
Ta"rn~~ro~ en~~rnts ~,r~r~ ~h+wn~~a~~p
T~'CPl1li ~1~~:;~; Tl'lrtab~"c~tia3rt, a"4a~ L~a'1a~~aalpna~tt T'r(~yt":1t'ra
1"raryz~rrc.~n,t 13araa1~}~~rd, trc~aryksc:~~rya~
'' 1~i~t.T~T tit ara ~~~orians "~~"est Side ,r~caTMess It~~ ~??°o~~~anea~t,s TNI~: lacaticrns du"~vurn ~n ~Mls rm~p ire: g~rle:r~~
I~c~trarns ayt~I~iMl~ tYt~~~ of artvestrln~rnts
^~ ~~aprtil>~3r tt,~~ "I'."~ ~an~u~~t*atr'r.acaur~ ~a'nt~u-~i~~~r3u~~'r?,7
Union
City
INVESTMENTS IN NEW TECHNOLOGY,
INNOVATION AND DEVELOPMENT (~°~o
OF NET REVENUE, $77 M)
These proposed discretionary fiXnds are designed to
be administered by the Alameda CTC to develop
innovative approaches to meeting the County's
transportation vision, emphasizing the use of new
and emerging technologies to better manage the
transportation system. Eligible expenditures in this
category include:
Planning, development, implementation and
maintenance of new technology and innovative
strategies designed to improve the efficiency or
effectiveness of the County's transportation
system.
• Planning, development, implementation and
maintenance of new technology and innovative
strategies designed to better inform consumers of
their transportation choices.
Planning, development, implementation and
maintenance of new technology and innovative
strategies designed to increase utilization of non-
auto modes or to increase the occupancy of autos
with the goal of reducing congestion and
greenhouse gas production.
Planning, development, implementation and
maintenance of new technology and innovative
strategies designed to reduce transportation
related greenhouse gases through the utilization
of a cleaner vehicle fleet including alternative
fuels and/or locally produced energy.
Environmental mitigation for transportation
projects including land banking.
Planning, development and implementation of
demand management strategies designed to
reduce congestion, increase use of non-auto
modes, manage existing infrastructure and
reduce greenhouse gas emissions.
Planning, development and implementation of
transportation policies designed to manage
parking supply to improve availability,
utilization and to reduce congestion and
greenhouse gas production.
These proposed funds would be distributed
periodically by the Alameda CTC to eligible public
agencies within Alameda County.
G ~~~~ , ~ ~ w ~ ~
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a ¢ y
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tw . ~ r
Implementation of this sales tax is authorised under
the Local Transportation Authority and Improvement
Act, California Public Utilities Code Section 180000 et
seq. In enacting this ordinance, voters will authorise
the Alameda County Transportation Commission
(referred to herein as the Alameda CTC) to have the
responsibility to administer the tax proceeds in
accordance with all applicable laws and with the
Transportation Expenditure flan (TEl'). Funds
collected for this tax maybe spent only for the
purposes identified in the TEl', as it may be amended
as described in the implementation guidelines. Cnder
no circumstances may the proceeds of this
transportation sales tax be applied to any purpose
other than for transportation improvements
benefitting Alameda County. Cnder no circumstances
may these funds be appropriated by the State of
California or any other governmental agency.
The Alameda County Transportation Commission
was created in July 2010 through a merger of two
existing agencies: the Alameda County
Transportation Improvement Authority, which
administered the existing Measure 13 half-cent
transportation sales tax, and the Alameda County
Congestion Management Agency, which was
responsible for long-range planning and
programming of transportation funds. The merger
was designed to save taxpayer money by developing
a single, streamlined organisation focused on
planning, funding and delivering countywide
projects and programs with local, regional, state and
federal funds in the most efficient and effective
manner to serve the county's transportation needs.
The merger has resulted in millions of dollars of
savings to taxpayer's on an annual basis.
GOVERNING BODY AND
ADMINISTRATION
The Alameda CTC is governed by a Commission
comprised of 22 members, with the following
representation:
• All five Alameda County supervisors
• Two Oakland representatives
• One representative from each of the other 13
cities
• AC Transit
• BART
The Commission is assisted by staff dedicated to
implementation and monitoring of sales tax projects
and programs. The total cost assigned for salaries and
benefits for administrative employees shall not
exceed 1`%> of the revenues generated by the sales tax.
The total cost of administration of this tax, including
all rent, supplies, consulting services and other
overhead costs will not exceed 4`%> of the proceeds of
the tax. In addition, $XXX has been budgeted to
repay a loan from the Alameda CTC for the election
costs of the Measure.
INDEPENDENT WATCHDOG
COMMITTEE
The Independent Watchdog Committee will have the
responsibility of reviewing and overseeing all
expenditures of sales tax funds by the Alameda CTC.
The Independent Watchdog Committee (IWC)
reports directly to the public.
The responsibilities of this committee are:
The IWC must hold public hearings and issue
reports, on at least an annual basis, to inform
Alameda County residents about how the sales
tax funds are being spent. The hearings will be
open to the public and must be held in
compliance with the Brown Act, California's
open meeting law, with information announcing
the hearings well-publicized and posted in
advance.
• The IWC will have full access to the Alameda
CTC's independent auditor and will have the
authority to request and review specific
information regarding use of the sales tax funds
and to comment on the auditor's reports.
The IWC will publish an independent annual
report, including any concerns the committee has
about audits it reviews. The report will be
published in local newspapers and will be made
available to the public in a variety of forums to
ensure access to this information.
IWC members are private citizens who are not
elected officials at any level of government, nor
public employees from agencies that either oversee or
benefit from the proceeds of the sales tax.
Membership is limited to individuals who live in
Alameda County. Members are required to submit a
statement of financial disclosure and membership is
restricted to individuals without economic interest in
any of the Alameda CTC's projects or programs. The
IWC is designed to reflect the diversity of Alameda
County. Membership is as follows:
Two members are chosen at-large from each of
the five supervisorial districts in the county (total
of 10 at-large members). One member is
nominated by each member of the Board of
Supervisors and one additional member in each
supervisorial district is selected by the Alameda
County Mayors' Conference.
• Seven members are selected to reflect a balance
of viewpoints across the county. These members
are nominated by their respective organizations
and approved by the Alameda CTC Board of
Directors as follows:
One representative from the Alameda
County Taxpayer's Association
o One representative from the Alameda
County Labor Council
o One representative from the East Bay
Economic Development Alliance
o One representative from the Alameda
County Paratransit Advisory Committee
(PAPCO)
o One representative from the East Bay Bicycle
Coalition
o One representative from the League of
Women's Voters
The members of the IWC are expected to provide a
balance of viewpoints, geography, age, gender,
ethnicity and income status, to represent the different
perspectives of the residents of the county.
ADVISORY COMMITTEES
The Alameda CTC is assisted by the advice of
technical and public advisory committees. These
committees, described below, meet regularly and are
charged with carrying out important functions on
behalf of the Alameda CTC.
Alameda County Technical Advisory Committee
(ACTAC)
The ACTAC is the technical advisory committee to
the Alameda CTC. The ACTAC members provide
technical expertise, analysis and recommendations
related to transportation planning, programming and
funding with the Alameda CTC Executive Director
functioning as Chair.
Paratransit Advisory and Planning Committee
(PAPCO)
PAPCO addresses funding, planning, and
coordination issues regarding specialized
transportation services for seniors and persons with
disabilities in Alameda County. PAPCO has the
responsibility of making direct recommendations to
the Board of Directors of the Alameda CTC on
funding for senior and disabled transportation
services. PAPCO is supported by a Technical
Advisory Committee comprised of Paratransit
Providers in Alameda County funded by local
transportation sales tax funds.
o One representative from the Sierra Club
Bicycle and Pedestrian Advisory Committee
(BPAC)
The BPAC reviews all competitive applications
submitted to the Alameda CTC for bicycle and
pedestrian safety funds from Measure B, along with
the development and updating of the Alameda
Countywide Pedestrian and Bicycle flans and makes
recommendations to the Alameda CTC for funding.
The BPAC also provides input on countywide
educational and promotional programs and other
projects of countywide significance, upon request.
Other Committees
The Alameda CTC will establish other community
and technical advisory committees as necessary to
implement the projects and programs in the TEP and
to inform and educate the public on the use of funds
for projects and programs in the TEP.
Ir ~`~ i~
This Transportation Expenditure flan (TEP) is guided
by principles that ensure that the revenue generated
by the sales tax is spent only for the purposes
outlined in this plan, in the most efficient and
effective manner possible, consistent with the
direction provided by the voters of Alameda County.
ADMINISTRATION OF THE PLAN
Funds only Projects and Programs in TFP:
Funds collected under this measure maybe spent
only for the purposes identified in the
Transportation Expenditure Plan, or as it maybe
amended by the Alameda CTC governing body.
2. All Decisions Made in Public Process: The
Alameda County Transportation Commission
(Alameda CTC) is given the fiduciary duty of
administering the transportation sales tax
proceeds in accordance with all applicable laws
and with the TEP. Activities of the Alameda CTC
Board of Directors will be conducted in public
according to state law, through publicly noticed
meetings. The annual budgets of the Alameda
CTC, annual strategic plans and annual reports
will all be prepared for public review. The
interests of the public will be further protected by
an Independent Watchdog Committee, described
previously in this plan.
3. Salary and Administration Cost Caps: The
Alameda CTC will have the authority to hire
professional staff and consultants to deliver the
projects and programs included in this plan in
the most efficient and cost-effective manner. The
salaries and benefits for administrative staff hired
by the Alameda CTC for this tax will not exceed
1`%> of the proceeds of the tax
The total of all administrative costs including
overhead costs such as rent and supplies will be
limited to no more than 4`%> of the proceeds of
this tax.
The cost of Alameda CTC staff who directly
implement specific projects or programs are not
included in administrative costs.
Amendments Require 2/3 Support: To modify
and amend this plan, an amendment must be
adopted by atwo-thirds vote of the Alameda
CTC Commissioners. All jurisdictions within the
county will be given a minimum of 45 days to
comment on any proposed TEP amendment.
5 . Augment Transportation Funds: Pursuant to
California Public Utilities Code 180001 (e), it is
the intent of this expenditure plan that funds
generated by the transportation sales tax be used
to supplement and not replace existing local
revenues used for transportation purposes.
COMPREHENSIVE PLAN UPDATE
PROCESS
Comprehensive Plan Updates: While the
transportation sales tax is intended to be
collected in perpetuity, this plan recognises that
transportation needs, technology, and
circumstances change over time. This plan is
intended to govern the expenditure of new
transportation sales tax funds (not including the
existing Measure 13 funds), collected from
implementation in 2013 through subsequent tax
collections for an unlimited period, unless
otherwise terminated by the voters.
Comprehensive Plan Update Schedule: The
TEP will undergo a comprehensive update at
least one time no later than the last general
election prior to the end of 2042 and then at least
once every 20 years thereafter.
8. Approval of a Comprehensive Updated Plan:
In order to adopt a comprehensive updated
expenditure plan, the Alameda County
Transportation Commission will appoint an
Expenditure flan Update Advisory Committee,
representing the diverse interests of Alameda
County residents, businesses and community
organisations to assist in updating the plan. The
meetings of this committee will be publicly
noticed, and the committee will be responsible
for developing a public process for soliciting
input into the comprehensive plan update.
A recommendation for the adoption of the
updated expenditure plan shall require atwo-
thirds vote of the Alameda CTC Commissioners
and shall be taken back to the local jurisdictions
including the cities, Alameda County and transit
agencies for review and comment. The
comprehensive plan update will appear on a
general election ballot in Alameda County for
approval by the voters, requiring a majority vote.
All meetings at which a comprehensive plan
update is considered will be conducted in
accordance with all public meeting laws and
public notice requirements and will be done to
allow for maximum public input into the
development of updating the plan.
TAXPAYER SAFEGUARDS, AUDITS AND
ACCOUNTABILITY
Accountability is of utmost importance in delivering
public investments with public dollars. The Alameda
CTC is committed to transparency and accountability
as a public agency along with its many jurisdictional
partners and there are many measures built into this
measure to ensure voter accountability in
expenditure of funds.
Annual Audits and lndependent Watchdog
Committee Review: Transportation sales tax
expenditures are subject to an annual
independent audit and review by an
Independent Watchdog Committee. The
Watchdog Committee will prepare an annual
report on spending and progress in
implementing the plan that will be published and
distributed throughout Alameda County.
10. Strict Project Deadlines: To ensure that the
projects promised in this plan can be completed
in a timely manner, each project will be given a
period of seven years from the first year of
revenue collection (up to December 31, 2019) to
receive environmental clearance approvals and
to have a full funding plan for each project.
Project sponsors may appeal to the Alameda CTC
Commissioners for one-year time extensions.
11. Timely Use of Funds: Jurisdictions receiving
funds for transit operations, on-going road
maintenance, services for seniors and disabled,
and bicycle and pedestrian safety projects and
programs must expend the funds expeditiously
and report annually on the expenditure, their
benefits and future planned expenditures. These
reports will be made available to the public at the
beginning of each calendar year.
12. Annual Budget and Strategic Plan: Each year,
the Alameda CTC adopts an annual budget that
projects the expected sales tax receipts, other
anticipated funds and planned expenditures for
administration, programs and projects. The
Alameda CTC will also prepare an annual
Strategic Plan which will identify the priority for
projects and dates for project implementation
based on project readiness, ability to generate
leveraged funds and other relevant criteria. Both
the budget and the Strategic Plan will be adopted
at a public meeting of the Alameda CTC
Commissioners.
13. Commitments from Fund Recipients: All
recipients of funds allocated in this expenditure
plan will be required to sign a Master Funding
Agreement, detailing their roles and
responsibilities in spending sales tax funds and
including local hiring requirements. Funding
agreements will include performance and
accountability measures. In addition, fund
recipients will conduct an annual audit to ensure
that funds are managed and spent according to
the requirements of this expenditure plan.
14. Capital lmprovement Program Updates: Project
descriptions will be detailed and fully defined for
inclusion in the Alameda CTC Capital
Improvement Program which will be updated
every two years, and which will provide for
geographic equity in overall funding allocations.
All allocations will be made through a public
process.
15. Geographic Equity: Funding formulas for all
programs will be revisited within the first five
years of the plan to ensure overall geographic
equity based on population and /or other equity
factors. Funding for capital projects will be
evaluated through the biennial capital
improvement planning process which will
include an evaluation of geographic equity by
planning area.
RESTRICTIONS ON FUNDS
16. No Expenditures Outside of Alameda County:
Under no circumstances may the proceeds of this
transportation sales tax be applied to any
purpose other than for transportation
improvements benefitting Alameda County.
Under no circumstances may these funds be
appropriated by the State of California or any
other governmental agency, as defined in the
implementation guidelines.
17. Environmental and Equity Reviews: All projects
funded by sales tax proceeds are subject to laws
and regulations of federal, state and local
government, including but not limited to the
requirements of the California Environmental
Quality Act (CEQA), and Title VI of the Civil
1Zights Act, as applicable. All projects and
programs funded with sales tax funds will be
required to conform to the requirements of these
regulations, as applicable. All projects that go
through environmental review analyses will
select the most efficient and effective project
alternative and technology for implementation to
meet the objective of the project, and will have
clearly defined project descriptions, limits and
locations as a result of the environmental process.
18. Complete Streets: It is the policy of the Alameda
CTC that all transportation investments shall
consider the needs of all modes and all users. All
investments will conform to Complete Streets
requirements and Alameda County guidelines to
ensure that all modes and all users are
considered in the expenditure of funds so that
there are appropriate investments that fit the
function and context of facilities that will be
constructed.
19. Focal Contracting and Jobs: The Alameda CTC
will develop a policy supporting the hiring of
local contractors, businesses and residents from
Alameda County as applicable in the expenditure
of these funds.
20. New Agencies: New cities or new entities (such
as new transit agencies) that come into existence
in Alameda County during the life of the flan
could be considered as eligible recipients of
funds through a flan amendment
PROJECT FINANCING GUIDELINES AND
MANAGING REVENUE FLUCTUATIONS
21. Fiduciary Duty: 13y augmenting and extending
the transportation sales tax, the Alameda CTC is
given the fiduciary duty of administering the
proceeds of this tax for the benefit of the
residents and businesses of Alameda County.
Funds may be accumulated by the Alameda CTC
or by recipient agencies over a period of time to
pay for larger and longer-term projects pursuant
to the policies adopted by the Alameda CTC. All
interest income generated by these proceeds will
be used for the purposes outlined in this TEl' and
will be subject to audits.
22. Project and Program Financing: The Alameda
CTC will have the authority to bond for the
purposes of expediting the delivery of
transportation projects and programs. The bonds
will be paid with the proceeds of this tax. The
costs associated with bonding, including interest
payments, will be borne only by the capital
projects included in the TEl' and any programs
included in the TEl' that utilise the bond
proceeds. The costs and risks associated with
bonding will be presented in the Alameda CTC's
annual Strategic flan and will be subject to
public comment before any bond sale is
approved.
23. Programming of Funds: Actual revenues may, at
times, be higher than expected in this plan due to
changes in receipts and additional funds may
become available due to increased opportunities
for leveraging or project costs less than expected.
1Zevenue maybe lower than expected as the
economy fluctuates. Estimates of actual revenue
will be calculated annually by the Alameda CTC
during its annual budget process. Any excess
revenue will be programmed in a manner that
will accelerate the implementation of the projects
and programs described in this plan, at the
direction of the Alameda CTC Commissioners.
24. Fund Allocations: Should a planned project
become infeasible or unfiXndable due to
circumstances unforeseen at the time of this plan,
or should a project not require all funds
programmed for that project, funding will
remain within its modal category such as Transit,
1Zoads, Highways, Sustainable Transportation
and Land Use, or Bicycle and Pedestrian Safety,
and be reallocated to projects or programs in the
same funding category at the discretion of the
Alameda CTC.
25. Leveraging Funds: Leveraging or matching of
outside funding sources is strongly encouraged.
Any additional transportation sales tax revenues
made available through their replacement by
matching funds will be spent based on the
principles outlined for fund allocations described
above.
Mode Investment
Category Project/Program $ Amount % of Total
Funds
AC Transit 51~455~15 18.81
ACE 577.40 1.oi
BART Maintenance 538.70 o.5i
Mass Transit:
i WETA 538.70 o.5i
ons,
Operat
Maintenance
and LAVTA 538.70 o.5i
,
Safety Pr®gram Union City Transit 519.35 o.25i
Innovative grant funds, including
successful student transportation
programs
5174.63
2.241
Transit Program
for Students and
Youth
Access to school Program
515.00
o.1gi
Sub-total $1,857.64 24%
Specialized City-based and Locally Mandated 5232.20 3.oi
Transit F®r East Bay Paratransit - AC Transit 534831 4~5~
Seni®rs and East Bay Paratransit -BART 5116.10 1.5i
Personsvvith Coordination and Gap Grants 577.40 1.oi
Disabilities Sub-total $774.02 1®%
Transit &
Specialized Telegraph Avenue/East 14th/
International Boulevard project
510.0
Transit Bus Transit Alameda to Fruitvale BART Rapid Bus Sg.o
X48%) Efficiency and Grand/Macarthur BRT 56.0
Pri®rity College/Broadway Corridor Transit
Priority
510.0
Sub-total $35•®
Irvington BART Station $120.0
BART System Bay Fair Connector/BART METRO 5100.0
M®dernizati®n
and Capacity BART Station Modernization and
Capacity Program
590.0
X496
Enhancements BART to Livermore 5400.0
Sub-total $7~®.®
Dumbarton Rail Corridor X120.0
Union City Intermodal Station 575.0
Regional Rail
Enhancements Railroad Corridor Right of Way
Preservation and Track Improvements
$110.0
and High Speed
Rail Connections Oakland Broadway Corridor Transit 510.0
Capitol Corridor Service Expansion 540.0
Sub-total $355•®
TOTAL $3.73.66 48%
Notes, Priority implementation of specific investments and amounts for fully defined capital protects and p, swill be determined as part of
~~e Capital Improvement Program developed through a public process and adopted by the Alameda CTC E ~~~ ~ years and will include
,~,,~hic equity provisions,
E ART Maintenance funds will require an equal amount of matching funds and must be spent in Alameda County,
_I r ~' I~ tun will I rE ~uirE ' ' ~ en1 r in' men' whi '~ will induct ~( m r< rd ~ ~n' ility m r
Mode Investment Project/Program $ Amount % of Total
Category Funds
Morth Count Exam le Pro'ects
Solano Avenue Pavement resurfacing &
beautification; San Pablo Avenue
Improvements; SR ~3/Ashby Avenue
Corridor; Marin Avenue local road
safety; Gilman railroad crossing; Park
Street, High Street, and Fruitvale Bridge
Replacement; Powell Street Bridge
widening at Christie; East 4th Street;
Oakland Army Base transportation
infrastructure improvements
Central Count Exam le Pro°ects
Crow Canyon Road safety; San Leandro
LS&R*; Lewelling Blvd/Hesperian Blvd.;
Tennyson Road Grade Separation
South Count Exam le Pro°ects
Nlavor Commute
Corridors, Local East-West Connector in North Fremont
Sridge Seismic and Union City; I-68o/I-88o cross 1®%
Local Safety connectors; widen Fremont Boulevard
Streets & from I-88o to Grimmer Boulevard;
Roads (3oX) upgrades to relinquished Route 84 in
Fremont; Central Avenue overcrossing;
Thornton Ave widening; Newark LS&R
East Count Exam le Pro°ects
EI Charro road improvements;
Dougherty Road widening; Dublin
Boulevard widening; Greenville Road
widening; Bernal Bridge Construction
Sub-total $639.0
Count ide Frei ht Corridors
Outer Harbor Intermodal Terminal; nth
Street Grade Separation and Roadway
Improvement; Truck Routes serving the
Port of Oakland
Sub-total $~6~.0
Direct Allocation
to Gities and Local streets and roads program $1,S4~.o3 2o9s
Count
TOTAL $2,348.03 Sox
Notes, Priority implementation of specific investments and amounts for fully defined capital protects and phases will be determined as part of
~e Capital Improvement Program developed through a public process and adopted by the Alameda CTC every two years and will include
~~,~hic equity provisions,
,.I rE ipients of sales tax funds will be required to enter into agreements which will include performance and accountability measures,
"Th _luc' o milli ~ ~( ~ ~ L~ nd I ~rE ~ and r~ impi ~emen
Mode Investment Project/Program $ Amount % of Total
Category Funds
I-8o Gilman Street Interchange
I-g® improvements X240
Impr®vements I-8o Ashby Interchange improvements 552.0
Sub-total $76.0
SR-84/I-68o Interchange and SR-84
Widening ~~22.0
SR-84 SR-84 Expressway Widening (Pigeon
Impr®vements Pass to Jack London) S~o.oo
Sub-total $182.0
I-58o/I-68o Interchange improvements 520.0
I-58o Local Interchange Improvement
I-580 Program: Interchange improvements -
Impr®vements Greenville, Vasco, Isabel Avenue (Phase 528.0
2); Central County -58o spot
intersection improvements
Sub-total $48.0
-6~® I-68o HOT/HOV Lane from SR-237 to 560.0
Alcosta
Improvements
Sub-total $60.0 8%
Hi hwa I-88o NB HOV/HOT Extension from A
520.0
E fcie C
& St. to Hegenberger
y
Freight (g%) I-88o Broadway/Jackson multimodal
transportation and circulation 575.0
improvements
Whipple Road /Industrial Parkway 560.0
Southwest Interchange improvements
-88o I-88o Industrial Parkway Interchange
544'0
I
t improvements
mprovemen
s
I-88o Local Access and Safety
improvements: Interchange
improvements -Winton Avenue;
23rd/2gth Ave., Oakland; 42nd 585.0
Street/High Street; Route 262 (Mission)
improvements and grade separation;
Oak Street
Sub-total $284.0
Highway Capital
' Sub-total $600.0
Pro
ects
Freight &
Economic Freight and economic development
$77.40
~%
®evelo went program
TOTAL $677.40 g%
Notes, Priority implementation of specific investments and amounts for fully defined capital protects and phases will be determined as part of
the Capital Improvement Program developed through a public process and adopted by the Alameda CTC every two years and will include
geographic equity provisions,
I rec er ( I ~ funs will be rE uired ent it E nen ~ which will induc ~ r arm ~ ~d ar Dili' m ar
Mode Investment Project/Program $ Amount % of Total
Category Funds
Gap Closure on Three Major Trails Iron
bicycle and Horse, Bay Trail, and East Bay $264.® 3%
Greenway/UPRR Corridor
bicycle and Pedestrian
Pedestrian Infrastructure & Bicycle and pedestrian direct allocation $232.20 3%
S
f to cities and Alameda County
(8%) ety
a
Bike and Pedestrian grant program for
X154,80
2%
regional projects and trail maintenance
TOTAL $651.® 8%
Rlorth Count Example Pro'ects*
Broadway Valdez Priority Development
Area; Eastmont Mall Priority
Development Area; BART station areas:
Oakland Coliseum; Lake Merritt; West
Oakland; ~gth St; MacArthur; Ashby;
Berkeley Downtown
Central Count Example Pro'ects
Priority Downtown San Leandro TO D; Bay Fair
®evelopment BART Transit Village; San Leandro City
Sustainable
Area (P®A) ® Streetscape Project; South Hayward
Land Use & BART Station Area
Transit-oriented
°
Transports- ®
l South Count Exam le Pro
ects 4%
eve
opment
ti®n (T®®) BART Warm Springs West Side Access
Linkages Infrastructure Improvements; Fremont Boulevard
~~%) Investments Streetscape Project; Union City
Intermodal Infrastructure
Improvements; Dumbarton TOD
Infrastructure Improvements
East Count Example Pro'ects
West Dublin BART Station and Area
Improvements; Downtown Dublin TOD;
East Dublin/ Pleasanton BART Station
and Area Improvements
Sub-total $300.00
TOTAL $3®®.®® 4%
Technology Technology,
Innovation and
Technology, Innovation, and
$~~,4®
~%
~~%~ ®evelo meat Development program
TOTAL NEW N ET FUNDING (203-42) $7,75
Notes, Priority implementation of specific investments and amounts for fully defined capital protects and phases will be determined as part of
th C ital Improvement Program developed through a public process and adopted by the Alameda CTC every two years and will include
~i equity provisions,
I rE dents of sales tax funds will be required to enter into agreements which will include performance and accountability measures,
" Preliminary all cation of North County Funds subject to change by Alameda CTC, Coliseum BART area (s4o M), Broadway Valdez (s2o M),
Lake Merri~' ~ P ~), West Oakland (s2o M), Eastmont Mall (s2o M), ~gth Street (s2o M), Mac~rthur (s2o M), Ashby (58,5 M), Berkeley
C wr~ ~~ t~l),
~1 '/
ALAMEQA
Ca~nlyTrcansporialion
~~ Commission
r~~~~
LOCAL TRANSPORTATION FUNDING
Federal and state transportation
funding has declined dramatically.
Meanwhile, demand is increasing for
an efficient transportation system to
move our growing population and
the goods they need and to
improve access to jobs, education,
and services. Fortunately, one
funding source continues to be
strong: the local transportation
sales tax.
Measure B: In 1986, voters approved
Measure B, a half-cent
transportation sales tax, to fund
transportation improvements
throughout Alameda County. In
November 2000, Alameda County
voters approved an extension of the
first sales tax through 2022 to fund a
new set of project and program
investments throughout the county.
All of the major projects approved
by the voters in that measure are
either underway or complete,
10 years ahead of schedule.
2012 TEP: Alameda County's 2012
Transportation Expenditure Plan (TEP)
will fund critical improvements to
the county's transportation network,
restore and expand transit service,
expand transportation services for
seniors and people with disabilities,
relieve congestion throughout the
county and improve safety and
access for bicyclists and pedestrians.
A New Mobility Plan for the 21st Century
Anew Transportation Expenditure Plan (TEP) will go before voters in
November 2oi2 and will almost double local fiu7ding to maintain our current
system, keep needed transportation services in place, restore ser~~ice arts for
many providers and provide focused investments to meet the needs of Alameda
County's growing population.
For the City of Dublin, this plan means continued transportation funding for
projects and programs that improve people's mobility and access to transit and
help create more vibrant, livable communities. This plan will increase filnding
to the City of Dublin for maintenance and upgrades of local streets and roads,
specialized transportation for seniors and people with disabilities and bicycle
and pedestrian safety. It also will provide additional funding to LAVTA Wheels
and the San Francisco Bay Area Rapid Transit District (BART) to restore and
expand bus and train services.
's° • ~ s s • ~
First Year of New Measure Total Funding
in Fiscal Year 2013-2014 2013-2042
Current With New TEP Increase Current + New
Local streets and roads $350,000 $650,000 88% $25,500,000
Paratransit for seniors and
$~ 40,000
$370,000
164%
$1 7,860,000
people with disabilities"
Bicycle and pedestrian $~ 20,000 $220,000 80% $8,360,000
safety
"For LAVTA paratransit services based on adopted PAPCO formula for FY 12-13
Investments benefiting the City of Dublin and East County
• I-58o/I-68o interchange improvements
• I-68o carpool high-occupancy toll lanes from Alcosta Blvd to SR-237
• SR-84~I-68o interchange improvements and SR-84 widening
• Freight and interchange improvements on I-58o
• Improvements on major commute corridors such as El Charro Road, Dublin
Boulevard, and Dougherty Road
• Bernal Bridge construction
• BART extension to Livermore
• Modernization of BART stations and critical system maintenance and
expansion
• Operating fiends for LAVTA for Wheels transit service
• Student transit pass program and other projects to increase access to
transit
• Improvements to support transit oriented development at West Dublin and
East Dublin~Pleasanton BART stations
• Iron Horse Trail bicycle and pedestrian gap closure projects
For more information, visit www.alamedactc.org/TEP or call 510-208-7400.
Transportation for the 21st Century: Jobs, Mobility, Community
The Alameda CTC has taken a
leadership role to develop a
bold new transportation plan
for Alameda County that will
create jobs, expand mobility
and provide critical
transportation services to
support every community in
Alameda County. The new
2oi2 Transportation
Expenditure Plan will keep
needed services in place and
restore pre~~iously cut services
for many providers.
Key features of the 2012 Transportation Expenditure Plan
• Fix-it-first strategy. Approximately ~o percent of the TEP funding
supports affix-it-first strategy. It includes finding for transit and paratransit
operations, bus enhancements, BART's core system, capital improvements,
local streets and roads pass-through programs, non-capacity expanding
projects on primary corridors, non-capacity expanding interchange
improvements, bicycle and pedestrian pass-through programs and
sustainable transportation investments.
• Sustainable communities and climate change. The TEP strengthens
transportation and land-use linkages and focuses on development that
brings together mobility choices, housing and jobs. It proposes itiinding for
infrasti~icture development that supports existing or proposed land uses in
and around transit hubs. It also promotes alternatives to single-occupant
vehicle trips by expanding transportation options to reduce greenhouse
gas emissions.
• Accountability. As a public agency, Alameda CTC is committed to
transparency and accountability and has built many safeguards into the new
tax measure to ensure accountability to the voters and proper expenditures
of fiends through:
o Annual audits and Independent Watchdog Committee (I4VC)
review: The IWC reports directly to the public on this review annually.
o Strict project deadlines: Each project must have environmental
clearance and a fnnnding plan seven years from first revenue collection.
o Timely use of funds: Jurisdictions and transit agencies must spend
funds in a timely manner and report on these expenditures each year.
o Annual budget and strategic plan: Each year, Alameda CTC adopts
an annual budget and strategic plan to guide investments.
o Performance and accountability measures: These will be
included in every contract with find recipients.
o Capital Improvement Program updates: The Capital
Improvement Program requires updates every two years through a
public process that provides for geographic equity.
• Geographic equity. The sales tax revenues will benefit every city, transit
operator and Alameda County, providing equitable investments throughout
the county.
1333 Broadway, Suites 220 & 300 Oakland, CA 94612 (510) 208-7400 • www.AlamedaCTC.org