SPUR San Jose
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BlogTuesday, April 24, 2012
Earlier this spring, high-speed rail in California took two very significant steps. First Bay Area leaders announced a plan to electrify Caltrain, which would make it possible for Caltrain and high-speed rail to share the same tracks between San Jose and San Francisco. Second the California High-Speed Rail Authority released an updated business plan that cuts the cost of the train system by a third.The new business plan (download the official summary here) still assumes an electrified train...
Earlier this spring, high-speed rail in California took two very significant steps. First Bay Area leaders announced a plan to electrify Caltrain, which would make it possible for Caltrain and high-speed rail to share the same tracks between San Jose and San Francisco. Second the California High-Speed Rail Authority released an updated business plan that cuts the cost of the train system by a third.
The new business plan (download the official summary here) still assumes an electrified train system that will travel between San Francisco and Los Angeles in 2 hours and 40 minutes (at 220 m.p.h.) and will operate without any ongoing subsidy.
There are four key changes in this updated business plan:
1. It lowers the cost of the high-speed rail system by $30 billion to $68.4 billion by adopting a “blended” approach. This focuses investment on upgrading existing regional and commuter rail systems, not building an entirely new statewide system. The blended approach is realistic and allows for the system to be built incrementally. In the 2011 business plan, the blended approach was estimated to cost $78 billion. It is now estimated to be $68.4 billion. The savings are primarily due to updated assumptions about inflation and faster construction time. This approach has greater political support in adjacent communities (namely on the Peninsula) and has successful precedents around the world, including France’s popular TGV.
2. While starting construction in the Central Valley, it includes early investments in the Bay Area and Los Angeles (the “bookends” of the system). This includes the decision to help fund the electrification of Caltrain with a $700 million statewide investment in addition to $800 million in local and regional funds to help electrify Caltrain by 2020. Electrifying Caltrain will speed service (since electric trains can stop and start faster than diesel ones) and will reduce emissions by 90 percent. The new business plan also includes investment in upgrading the rail systems in the Los Angeles area. Overall, $3.5 billion will go into the urban systems over the next eight years.
Map courtesy California High-Speed Rail Authority3. It proposes that the initial operating segment will connect from the Central Valley to Southern California.The 2011 business plan proposed that the initial construction section would run from Madera (south of Merced) to Bakersfield. This business plan assumes that the system will begin with passenger service from Merced to a station in the San Fernando Valley. To connect from the Central Valley to Southern California requires investment in building passenger rail tracks over the Tehachapi Mountains to connect Bakersfield and Palmdale. This business plan assumes that this segment will have sufficient ridership and revenue to exceed its cost and will be self-sustaining without need for operating subsidy.
4. It makes high-speed trains part of an integrated statewide transportation system in California, where each investment has immediate benefits to its respective region. While the initial construction and operating segments will be to the south, the California High-Speed Rail Authority is proposing improvements to the existing regional rail system between the Central Valley and the Bay Area, namely the Altamont Commuter Express from Stockton to San Jose and Amtrak’s San Joaquin line from the East Bay to Stockton or Sacramento via Contra Costa County.
While we commend Bay Area leaders and the California High-Speed Rail Authority for taking these important steps to move the project forward, SPUR remains concerned that high-speed rail’s initial operating segment runs from the Central Valley to Southern California and will not connect to the Bay Area. We are also concerned that there is not yet funding to extend Caltrain’s service from the current San Francisco station at 4th and King to the new Transbay Transit Center in downtown. This raises a few questions:
· When will be there be a one-seat ride from San Francisco to Los Angeles?
· If there is funding to upgrade the Altamont Commuter Express over the Altamont Pass, does this mean a rider from San Francisco would take Caltrain to San Jose and then ACE to Stockton before connecting to the trunk line to Los Angeles?
· Does this mean that we should rethink Dumbarton Rail as an electrified service that could bring upgrades and electrified ACE trains to meet up with Caltrain on the Peninsula?
· What will it take to fully fund high-speed service over the Pacheco Pass south of San Jose?
The new plan puts the onus on the Bay Area as a region — and SPUR as a civic voice — to find the money to both bring Caltrain and high-speed service to San Francisco’s key transit hub and connect that service to the initial high-speed operating segment in the Central Valley.
Despite our concerns about the initial focus on the connection to Southern California, we at SPUR (like the mayors of California’s major cities) remain strong supporters of high-speed rail. The blended approach takes a pragmatic tack — without sacrificing true high-speed service.
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BlogThursday, March 15, 2012On Thursday, March 8, the San Pedro Square Market filled with supporters of the new SPUR San Jose office, which opened in January. The 500 urbanists who joined us received a thundering welcome from San Jose Taiko, an award-winning traditional drumming group based in San Jose’s Japantown.The energy in the room continued to build as Leah Toeniskoetter, director of SPUR San Jose, asked the crowd what they love about their city. “Cities are the incubators of creativity in art,...
On Thursday, March 8, the San Pedro Square Market filled with supporters of the new SPUR San Jose office, which opened in January. The 500 urbanists who joined us received a thundering welcome from San Jose Taiko, an award-winning traditional drumming group based in San Jose’s Japantown.
The energy in the room continued to build as Leah Toeniskoetter, director of SPUR San Jose, asked the crowd what they love about their city. “Cities are the incubators of creativity in art, technology and thought leadership,” she said. “Cities encourage us to experience the unexpected by simply walking down the street. SPUR’s mission is to foster this type of dynamic city, advocate for this type of city and research what makes this type of city tick.”
San Jose Taiko performs for the crowd.City Councilmember Sam Liccardo followed, reminding us of the great inventions that launched in San Jose, including the first commercial wine business in California (Paul Masson), the world’s first commercial radio station, and the Dorsa brother’s creation of the illustrious Eggo waffle. In a city of great dreamers, Liccardo said, “We’re taking this downtown and this city to the next level, and SPUR will help lead us there.”
Our strategic partner Connie Martinez, president and CEO of 1stACT, talked about the catalytic potential of great cities and San Jose’s forward-thinking leadership in fostering a strong urban culture. And SPUR Executive Director Gabriel Metcalf toasted San Jose’s embrace of change and thanked the city for inviting SPUR to be a part of its vision for the future. “I love the spirit of optimism and practicality here,” he said, “because what it means is that any problem we can come up with is going to be solved.”
Gabriel Metcalf, Sam Liccardo, Leah Toeniskoetter and Connie Martinez
The event drew a who’s who of city lovers, planners, architects, elected officials, and city and county staff — and they stayed with us for hours after the official program had ended. It was this dynamic energy that SPUR San Jose looks forward to continuing and building upon as we grow.
Thank you for being a part of our beginning — we look forward to seeing you in our future.
Kim Walesh, Mark Henderson, Dan Pulcrano
Simon Mugo, Betsy Bevilacqua, Tim Bevilacqua
Mark Medeiros, Gloria Hoo, Eric CarruthersKatherine Nueva Espana, Tomiquia MossFor more pictures, see our Flickr set San Jose Launch Party >>
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SPUR ReportThursday, March 8, 2012By 2035, the Bay Area's 27 transit operators will face a combined $17 billion capital deficit and an $8 billion operating deficit. The costs of running these systems have increased far faster than inflation, even as ridership on some bus systems has declined. Unless there are changes to costs and revenues, and corresponding improvements in service, the viability of transit in the Bay Area is at risk. Our region cannot remain economically competitive, nor meet its goals of reducing...
By 2035, the Bay Area's 27 transit operators will face a combined $17 billion capital deficit and an $8 billion operating deficit. The costs of running these systems have increased far faster than inflation, even as ridership on some bus systems has declined. Unless there are changes to costs and revenues, and corresponding improvements in service, the viability of transit in the Bay Area is at risk. Our region cannot remain economically competitive, nor meet its goals of reducing greenhouse gas emissions, without a more efficient and cost-effective transit system.
Recognizing this looming crisis, the Metropolitan Transportation Commission — the regional agency that funds transportation — launched the Transit Sustainability Project (TSP) to identify policies that control costs, improve service and increase ridership. This discusson paper reviews the TSP's key findings and recommends nine strategies to reach these goals.
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SPUR ReportTuesday, February 28, 2012Ever since regional government was first proposed for the Bay Area after World War II, leaders have debated the best governance model for managing a growing region. Today, the basic governance structure in place for regional transportation planning and funding has not changed since the Metropolitan Transportation Commission (MTC) was formed in 1970. Currently, all counties in the Bay Area have at least one seat on the MTC and larger counties have two. But the existing seats are not evenly...
Ever since regional government was first proposed for the Bay Area after World War II, leaders have debated the best governance model for managing a growing region. Today, the basic governance structure in place for regional transportation planning and funding has not changed since the Metropolitan Transportation Commission (MTC) was formed in 1970. Currently, all counties in the Bay Area have at least one seat on the MTC and larger counties have two. But the existing seats are not evenly distributed according to county size.
SPUR believes that reforming MTC governance is appropriate and that larger counties are justified in feeling under-represented. We endorse a legislative proposal that would give additional seats on MTC to San Jose and Oakland — but this is far from a complete solution. We think a more equitable reform would be to shift the way votes are taken within MTC, and we call for the commission to implement weighted voting. We think weighted votes should incorporate both the population and employment of each county and potentially include trip ends or other metrics of travel in the region. Weighted voting would make voting on MTC more objectively representative and also make MTC governance consistent with other regions throughout California.
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BlogThursday, February 23, 2012
Redevelopment agencies across the state closed their doors on February 1, marking the end of an era for planning in California. SPUR has written previously about what the end of redevelopment means for the state. But how are the Bay Area’s central cities — San Francisco, Oakland and San Jose — dismantling their agencies? What’s going to happen to the on-going projects and existing assets held by redevelopment agencies? Is this the last word — or will we witness the...
Redevelopment agencies across the state closed their doors on February 1, marking the end of an era for planning in California. SPUR has written previously about what the end of redevelopment means for the state. But how are the Bay Area’s central cities — San Francisco, Oakland and San Jose — dismantling their agencies? What’s going to happen to the on-going projects and existing assets held by redevelopment agencies? Is this the last word — or will we witness the creation of other planning tools to do some of the work that was previously done by redevelopment agencies?
San Francisco
San Francisco is, in many ways, the city least likely to be impacted by the end of redevelopment — and the one in the best position to develop tools and strategies to replace it. As both a city and a county, San Francisco will not need to send its redevelopment funding to a separate county government, where it would become one of many jurisdictions fighting for remaining funds. In contrast, Oakland is one of 14 cities in Alameda County (not including unincorporated Alameda County) and San Jose is one of 15 cities in Santa Clara County (not including unincorporated Santa Clara County). Despite this, San Francisco will not emerge unscathed.San Francisco has developed three main priorities to guide its actions in the face of redevelopment’s dissolution: first, that the three large redevelopment projects (Mission Bay, Hunter’s Point and Transbay) that qualify as enforceable obligations under Assembly Bill 26 (the state law that dissolved redevelopment) continue uninterrupted; second, that the community development functions of redevelopment — including affordable housing production, workforce development programs, and neighborhood strengthening and investment initiatives — be protected; and third, that that programs that receive state or federal matching funds continue to move forward so that matching funding is not lost.
In late January, the city adopted a resolution that laid out the plan for meeting these priorities. The resolution took four steps:
- It identified the city as the “successor agency” to the San Francisco Redevelopment Agency, meaning that the city itself will control the former assets of the redevelopment agency.
- It transferred the redevelopment agency’s affordable housing funds to the Mayor’s Office of Housing and transferred all other assets to the City Administrator’s Office.
- It required payment and performance on “enforceable obligations,” or approved redevelopment projects that will be allowed to go forward. These include Mission Bay, Hunters Point Shipyard, portions of Bayview Hunters Point and Transbay.
- It created a new oversight board to oversee the management of these enforceable obligations.
In addition, the city also rescinded the Treasure Island Development Authority as a redevelopment agency. The city has opted to convert the Treasure Island project into an Infrastructure Financing District (IFD) as opposed to a Redevelopment Area. The IFD will create a source of tax increment financing to support bonds necessary to pay for some of the infrastructure costs. By doing this, the city clarified that Treasure Island is not subject to any of the post-redevelopment constraints imposed by A.B. 26.
The upshot for San Francisco is that some of its affordable housing funding and existing major redevelopment projects are well positioned to be protected. However, some of the other work of redevelopment not considered enforceable obligations — such as economic development and project development in areas such as Visitation Valley — will require more creative approaches to move forward.
Additionally, the future of the redevelopment agency’s roughly 100 employees remains unclear.
Oakland
In Oakland, the loss of redevelopment will be devastating to the capacity of the city to develop underutilized properties. Projects like the Broadway Auto Row project and the funds to build a new stadium for the A’s could be substantially reduced or eliminated. In addition, Oakland will not be able to rely on tax increment financing to fund affordable housing; roughly 25 percent of redevelopment funding in Oakland were used to fund affordable housing.The loss of redevelopment has also taken its toll on other aspects of Oakland’s government: Redevelopment funds are deeply intertwined into more than 160 city positions in 11 departments. Rather than deliver pink slips to those employees whose jobs were funded by redevelopment, city leaders instead proposed overhauling all city operations to more efficiently provide services while retaining some redevelopment staff to help wind down current projects. On January 31, the Oakland City Council approved an amended budget accounting for the $28 million gap from redevelopment funding. The city will eliminate 105 positions, resulting in 80 layoffs. Consolidations include combining the Office of Parks and Recreation and the Department of Human Services. Oakland will also move key administrative functions for several departments into a single Administrative Services Department, according to the city administrator. The Community and Economic Development Agency, which housed most of the city’s redevelopment activities, will be dissolved into four new offices: Planning and Neighborhood Preservation, Housing and Community Development, Economic and Workforce Development, and Neighborhood Investment. The City of Oakland has also identified itself as the successor agency and will prioritize projects like the Oakland Army Base that have enforceable obligations to move forward. The City administrator's office will manage the remaining assets from the elimination of redevelopment.
San Jose
Established in 1956, the San Jose Redevelopment Agency (SJRA) invested billions of dollars in four program goals:- Creating jobs and expanding business through investments in projects such as Cisco’s campus in North San Jose and Adobe’s headquarters in the downtown,
- Building public facilities such as the Repertory Theater and the 4th Street Parking Garage,
- Developing and preserving affordable and market rate housing and
- Strengthening neighborhoods through the Strong Neighborhoods Initiative and Neighborhood Business Districts.
The agency used the tax increment from its roughly 19,000 acres of designated redevelopment areas to borrow against and reinvest in other areas. In doing so in an arguably overly robust way, they became the state’s second largest redevelopment agency as measured by tax revenue, and the City of San Jose’s “go to” for funding and approval of almost all major projects in the last several decades.
The SJRA began planning for its own shuttering a few years ago when the state began withdrawing funds from all redevelopment agencies. With the realization that it was overleveraged and would be unable to continue even if the option to “pay to play” was made available, the agency began reducing its workforce from 119 employees in 2009 to 10 employees today — just enough to manage its obligations on $3.8 billion of remaining debt. The San Jose City Council took its final action to end the agency in late January by:
- Creating an official successor agency to manage the majority of the remaining debt,
- Naming the city manager as the executive officer of the successor agency and
- Creating the Successor Agency Fund, which allows the city to take over the debts of the affordable housing assets and activities that had been funded by the SJRA.
Because of the SJRA’s debt obligations, it will be decades before any tax increment is available to Santa Clara County or the state.
The end of redevelopment in San Jose will have far-reaching and likely yet unknown impacts, and there are many questions still to be answered. What happens to the Strong Neighborhood designations and areas of investment? How will the San Jose Department of Housing replace the 20 percent of its budget that came from SJRA affordable housing funds? How will the City of San Jose continue to provide the necessary infrastructure in downtown and offer incentives for future development?
Next Steps
It remains unclear how cities in California will fare in the wake of redevelopment’s disappearance. Some of the tools that might replace redevelopment, such as Infrastructure Financing Districts, are complicated to use and don’t fund all of the things redevelopment used to do. SPUR is committed to figuring out what should be next now that redevelopment is gone. We are going to need new tools if our cities are to thrive.Join us February 29 for a SPUR forum: The Death of Redevelopment >>
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SPUR ReportThursday, January 5, 2012
High unemployment rates and slow employment growth continue to threaten our economy. Once-successful sectors are in decline. Even the workplace is in transition. New technologies and ways of working have disrupted everything from the speed of a typical product cycle to the amount of real estate a company needs.But as our economy changes, the emerging story is also a positive one. While many formerly robust industries are struggling, the Bay Area’s knowledge services sector is growing...
High unemployment rates and slow employment growth continue to threaten our economy. Once-successful sectors are in decline. Even the workplace is in transition. New technologies and ways of working have disrupted everything from the speed of a typical product cycle to the amount of real estate a company needs.
But as our economy changes, the emerging story is also a positive one. While many formerly robust industries are struggling, the Bay Area’s knowledge services sector is growing quickly, led by companies such as Google, Facebook and Twitter. These firms are finding that they need the vibrancy and density of an urban-style environment in order to collaborate, innovate and stay competitive. Despite technology that allows us to work remotely, the role of the office is becoming even more important.
In this SPUR report, we make the case that there is a strong link between density and job growth. In fact, we believe that locating jobs closer to transit — and closer to one another — will be key to the Bay Area’s long-term economic growth. We recommend 20 strategies for increasing density, strengthening the regional economy and promoting job growth.









