GOOD AFTERNOON EVERYONE. THANK
YOU FOR YOUR PRESENCE TODAY.
THIS IS OUR ASSEMBLY SELECT
COMMITTEE ON RECONNECTING
COMMUNITIES. I AM CHAIR DAVID
ALVAREZ, AND THIS IS OUR THIRD
HEARING IN A SERIES OF HEARINGS
ON THIS TOPIC. WE MIGHT BE
JOINED BY A COUPLE OF OUR
COLLEAGUES THROUGHOUT THE DAY,
AS THEY ARE MEETING OTHER
COMMITMENTS AND OBLIGATIONS AND
TRYING TO STOP BY TO JOIN US. WE
HAVE SEVERAL PRESENTATIONS
TODAY, SO WE WILL GET STARTED
WITH OUR FIRST ONE. WE WILL
START WITH DOCTOR ZAFARI,
PROFESSOR AT THE UNIVERSITY OF
MARYLAND. HE IS JOINING US VIA A
WEBEX, AND HIS PRESENTATION IS
ENTITLED COST EFFECTIVENESS OF
CAPPING FREEWAYS. A CASE STUDY,
PROFESSOR ZAFARI, ARE YOU
PREPARED TO BEGIN? AND IF YOU
ARE, I THINK YOU NEED TO UNMUTE
YOUR, ON YOUR YOUR END SO WE CAN
HEAR YOU. THANK YOU. HELLO. YES,
I AM READY. SHOULD I SHARE MY
SCREEN? PLEASE DO. THANK YOU. GO
AHEAD. SURE.
SO, ARE YOU ABLE TO SEE MY
SCREEN? WE ARE NOT. ACTUALLY.
LET ME DO ONE. ONE SECOND. SHARE
HERE
.
WE SHARE. YES. I'M GIVING,
REMOTE. ACCESS NOW, AND WE
SHOULD BE ABLE TO. DOCTOR
ZAFARI, I THANK YOU. WE ARE. WE
SEE IT NOW ON SCREEN. DO YOU
HAVE CONTROL OF THE SLIDES, I
CAN SEE THAT ON THE SCREEN.
TÍNH, BUT MAYBE MAYBE I CAN
START AND WE CAN. I CAN LET YOU
KNOW. PLEASE DO MOVE ON TO GO
AHEAD. THANK YOU. SURE, THANK
YOU SO MUCH FOR, HAVING ME. I
THINK IT'S A GREAT PLEASURE TO
BE HERE, TODAY I'M GOING TO,
TALK ABOUT THE COST
EFFECTIVENESS OF CAPPING
FREEWAYS WITH PARKS. THIS WAS A
CASE STUDY OF THE CROSS-BRONX
EXPRESSWAY IN NEW YORK CITY.
THAT WE CONDUCTED. AT THE TIME
THAT I WAS AT COLUMBIA
UNIVERSITY, AND I'M AN ASSISTANT
PROFESSOR AT UNIVERSITY OF
MARYLAND SCHOOL OF PHARMACY, I
THINK I LOST THE SLIDES. YOU ARE
CORRECT. WE ARE BRINGING THEM
BACK ON. WHY DON'T YOU, CONTINUE
AND WE'LL BRING THEM UP, OR DO
YOU? SURE. YEAH. YEAH. SO, WE
PUBLISHED THIS STUDY. BACK IN
20. 2018, IN AMERICA, AMERICAN
JOURNAL OF PUBLIC HEALTH. THIS
WAS IN COLLABORATION WITH DOCTOR
PETER MUNICH, AT COLUMBIA
UNIVERSITY AND SOYOUNG CAME AT
THE TIME AT COLUMBIA. AND NOW IN
NEW YORK, AT UNIVERSITY. YES. I
CAN SEE THE SLIDES AGAIN HERE,
MAYBE TO THE THIRD, THIRD, THIRD
SLIDE.
AND THEN ONE MORE. PERFECT SO
THIS BASICALLY, THE FREEWAYS
HAVE, A LOT OF BENEFITS. SO THE
FREEWAYS COVERED BY DIC OR CAP
PARKS CAN HAVE MULTIPLE HEALTH
AND SOCIETAL BENEFITS. THE NEXT
SLIDE. ONE BENEFIT IS REDUCTION
IN ACCIDENTS BETWEEN PEDESTRIANS
AND AUTOMOBILES, NEXT SLIDE
PLEASE. THEY CAN ALSO PROMOTE
PHYSICAL ACTIVITY, SOCIAL
CONNECTEDNESS AND SOCIAL CAPITAL
. IT'S A HUGE BENEFIT OF THEM.
THEY POTENTIALLY REDUCE AIR AND
NOISE POLLUTION BY CONTAINER
AND, EVEN FILTERING OUT THE
CONTAMINANTS IN A CONTAINED
SPACE. SO THEREFORE PARKS CAN
LEAD TO AN ARRAY OF HEALTH
BENEFITS, INCLUDING REDUCTIONS
IN THE RATES OF DIABETES,
CARDIOVASCULAR DISEASES, MENTAL
ILLNESSES, CANCER, AS WELL AS
INCREASES IN THE HEALTH RELATED
QUALITY OF LIFE, WHICH WE'RE
GOING TO TALK ABOUT IN THE NEXT
SLIDES. SOME PREVIOUS EXAMPLES
OF A DECK, YOU KNOW, DECK PARKS
IMPLEMENTATION IN THE US, A
COUPLE OF BIG PROJECTS. ONE WAS
THE BIG DIG PROJECTS IN IN
BOSTON, WHICH BASICALLY CREATED
FIVE PARKS AND COVERED ONE AND A
HALF MILES OF FREEWAY, HAS A LOT
OF BENEFITS IN TERMS OF
REVITALIZATION AREA WITH GREEN
SPACES AND SHOPPING AREAS.
HOWEVER, THE COST OF THE BIG DIG
PROJECT WAS LARGE, IN PART
BECAUSE OF, BECAUSE THIS FREEWAY
WAS ELEVATED AND HAD TO BE
BURIED. BUT THEN LATER ON IT
ALSO HAD SOME CONSTRUCTION
ISSUES AND MAINTENANCE ISSUES IN
TERMS OF THE LEAKAGE AND SEALING
COLLAPSES. BUT THE
IMPLEMENTATION COST OF A FREEWAY
CAN BE SIGNIFICANTLY LOWER IF
THE FREEWAY IS ALREADY
UNDERGROUND OR AT GROUND LEVEL.
AND ANOTHER EXAMPLE OF AN ABOVE
GRADE DAYC PARK CAN BE THE
FREEWAY PARK IN SEATTLE, WHICH
COVERED ABOUT EIGHT LANES OF
FREEWAY AND COST ABOUT 18
MILLION PER ACRE. IN TERMS OF
THE OPPORTUNITIES HISTORICALLY
IMPLEMENTATION OF GREEN SPACES
AND FREEWAY DECK PARKS HAD LOWER
PRIORITIES FOR THE GOVERNMENT
AND, FOR BUDGET ALLOCATION
PURPOSES, MAINLY BECAUSE OF
HIGHER NEEDS OF OTHER SOCIAL
SERVICES AND HEALTH CARE
SERVICES SUCH AS SOCIAL WELFARE
AND HEALTH CARE BENEFITS.
HOWEVER THERE ARE NUMEROUS
OPPORTUNITIES AND LONG TERM
BENEFITS OF PARKS AND GREEN
SPACES THAT HAVE BEEN
HISTORICALLY UNDERESTIMATED OR
OVERLOOKED, AND IN THIS PROJECT,
WE PARTICULARLY LOOKED AT THE
COST EFFECTIVENESS OF CAPPING
CROSS-BRONX EXPRESSWAY WITHIN IT
WITH A PARK AND, IN OUR ANALYSIS
, WE ALSO TRY TO BE VERY
CONSERVATIVE BY DOING A ONE WAY
SENSITIVITY ANALYSIS AND LOOKING
AT, YOU KNOW, A WIDE RANGE OF
IMPLEMENTATION, COST OF A PARK
SO THAT OTHER JURISDICTIONS CAN
ALSO LEARN FROM THAT. BUT THE
CROSS BRONX EXPRESSWAY, HISTORIC
VÆ IS LOCATED IN A RELATIVELY
LOWER INCOME NEIGHBORHOOD AND IS
BELOW GRADE. AND IT'S ALSO IN A
NEIGHBORHOOD THAT,
TRADITIONALLY, HISTORICALLY
EXPERIENCE HIGH RATES OF ASTHMA.
OBESITY AND DIABETES IS VERY
UNIQUE POPULATION IN TERMS OF
HEALTH INEQUITIES AND HEALTH
DISPARITIES. AND ALSO
HISTORICALLY, THIS EXPRESSWAY
WAS IMPLICATED IN A CRIME WAVE
IN 1970S. JUST TO JUST TO GIVE
YOU SOME BACKGROUND ABOUT THIS
EXPRESSWAY. SO NEXT SLIDE, THE
FIRST THING WE QUANTIFIED, THE
AREAS THAT WERE SUNKEN AND
UNDERGROUND SO THAT WE, WE
THOUGHT THAT THEY WOULD BE
DEEMED FOR, DEEMED ELIGIBLE FOR
THE IMPLEMENTING A PARK WITH A
RELATIVELY LOWER IMPLEMENTATION
COST. SO WE IDENTIFIED THOSE
SEGMENTS OF THE HIGHWAY, THE
FREEWAY, AND THEN AS WELL AS THE
CENSUS TRACTS AND THE POPULATION
SIZE SURROUNDING THESE SEGMENTS
OF THE, OF THE FREEWAY, WHICH I
PROVIDE MORE DETAILS IN THE
FOLLOWING SLIDES. SO IN TERMS OF
THE PARAMETERS OF THESE SEGMENTS
OF THE HIGHWAY, THE TOTAL LENGTH
OF THE EXPRESSWAY IS SIX AND 6.5
MILES, AND THE TOTAL WIDTH OF
THE EXPRESSWAY IS 0.0. ALMOST
0.02 MILES. THE LENGTH OF THE
PROPOSED. THE THREE AREAS THAT I
SHOWED YOU IN THE PREVIOUS SLIDE
THAT WE THOUGHT THAT THEY COULD
BE EASILY CAPPED WITH A
RELATIVELY EASILY, CAPPED WITH A
DECK PARK, WAS CALCULATED AS 2.4
MILES, AND THE TOTAL NUMBER OF
POPULATION THÀNH AFFECTED, WHICH
WE IDENTIFIED FROM THE CENSUS
TRACT SURROUNDING THOSE
SEGMENTS, AND WITHIN HALF A
MILE, PROXIMITY TO THE
EXPRESSWAY, WAS WAS TWO, 226,000
AND 608 NUMBER OF PEOPLE. IN
TERMS OF THE ECONOMIC MODEL, WE
DEVELOPED A MICRO SIMULATION
MARKOV MODEL, WHICH IS A
MATHEMATICAL MODEL THAT
BASICALLY QUANTIFIES TRANSITION
OF PATIENTS OVER OVER TIME
BETWEEN DIFFERENT HEALTH STATES,
UNTIL THEY, THEY DIE. AND, IN
TERMS OF THE HEALTH AND QUALITY
OF LIFE ENDPOINTS, WE
PARTICULARLY MODELED, IMPLEMENT
IMPACT OF IMPLEMENTING A DECK
PARK ON FATAL AND NON-FATAL
INJURIES IN TERMS OF THE TRAFFIC
ACCIDENTS AND IN THE NON-FATAL
INJURIES, WE MODELED DIFFERENT
PROBABILITIES FOR PERMANENT OR
NON PERMANENT INJURIES, WE ALSO
MODELED THE IMPACT OF DAYC PARK
ON, PROMOTION AND INCREASES IN
THE LEVELS OF PHYSICAL ACTIVITY
IN THE SOUTH BRONX, IN THAT
TARGET POPULATION THÀNH AND
HEALTH STATE UTILITY VALUES
ASSOCIATED WITH THAT, AS WELL
AS, THE IMPACT OF DECK PARK
IMPLEMENTATION ON REDUCTIONS IN,
NOISE POLLUTION, AND, HEALTH
STATE UTILITY VALUE ASSOCIATED
WITH THAT IF FOR HEALTH RELATED
QUALITY OF LIFE, WE MEASURE THE
METRIC CALLED, QUALITY ADJUSTED
LIFE YEARS, WHICH BASICALLY
LOOKS AT BOTH LONGEVITY OF A
RESIDENT EXPOSED TO THE STATE
PARK, ALONG WITH, HEALTH RELATED
QUALITY OF LIFE DURING THOSE
YEARS THAT THE PARTICIPANT OR A
PATIENT, IS LIVING. NEXT SLIDE
PLEASE. IN TERMS OF ECONOMIC
ENDPOINTS, WE PARTICULARLY
LOOKED AT THE DIRECT COST OF
DECK PARK IMPLEMENTATION. AND AS
I MENTIONED EARLIER, WE WERE,
VERY CAUTIOUS ABOUT ONE WAY
DEDICATED ONE WAY SENSITIVITY
ANALYSIS AROUND THAT TO MAKE
SURE OTHER JURISDICTIONS CAN,
CAN LEARN SOME DISTANCE FROM
THAT. AND, WE ALSO MODELED THE
DIRECT MAINTENANCE COST OF A
DECK PARK OVER TIME. SO THE
FIRST ONE WAS A ONE TIME COST.
OBVIOUSLY, THIS THE SECOND ONE
WAS A MAINTENANCE COST. OVER
TIME, WE MODELED BOTH DIRECT AND
INDIRECT COST OF NON-FATAL AS
WELL AS FATAL INJURIES. AND BY
INDIRECT I MEAN, LOSSES OF
PRODUCTIVITY, AND ASSOCIATED AND
INDIRECT COST OF THAT. WE ALSO
LOOKED AT THE PROPERTY VALUES,
CHANGES AS A RESULT OF THIS DECK
PARK IMPLEMENTATION, FROM
PREVIOUS PUBLISHED STUDIES FOR
ANALYZES, WE MODEL OUR
MATHEMATICAL AND MATHEMATICAL
MODEL OVER LIFETIME OF AN
AVERAGE RESIDENT OF THE SOUTH
BRONX THAT PROVIDED THE
CHARACTERISTICS FOR BASICALLY
THE AVERAGE AGE OF THOSE
PATIENTS ARE 34 YEARS OLD. AND,
WE WERE VERY CONSERVATIVE IN
TERMS OF MODELING THE HEALTH
BENEFITS. SO WE ONLY LOOK AT THE
POPULATION EXPOSED OR LIVING,
CLOSER CLOSER TO THE DECK PARK
WITHIN HALF A MILE, FROM THE
DECK PARK. SO WE DID NOT MODEL
ANY, ANY HEALTH BENEFITS FOR
OTHER RESIDENTS THAT ARE LIVING
FARTHER THAN HALF A MILE. AND
THEN FUTURE COST AND QUALITY WE
DISCOUNTED TO THE NET PRESENT
VALUE USING A FUTURE DISCOUNT
RATE OF 3. AND THEN IN OUR
ANALYSIS, WE OBVIOUSLY FOLLOWED
THE RECOMMENDATIONS OF THE
SECOND PANEL ON COST
EFFECTIVENESS IN HEALTH AND
MEDICINE IN THE US. THIS TABLE
SHOWS US THE RESULTS WHICH I
PROVIDE VERY QUICKLY. SO FOR ONE
PERSON, AVERAGE PERSON OF SOUTH
BRONX IN NEW YORK, THE PROJECTED
PER PERSON LIFETIME COST IN OUR
MODEL, BOTH IN TERMS OF DIRECT
AND INDIRECT COSTS IN A
STETHOSCOPE, WHICH MEANS THAT IN
THE ABSENCE OF A DECK PARK
IMPLEMENTATION WHERE CALCULATED
AS $1,312 THIS OVER LIFETIME AND
IN THE DECK PARK IMPLEMENTATION
IN OUR MODEL REDUCED THE PER
PERSON LIFETIME COST BY $1,629,
AND YOU CAN ALSO SEE THAT 95%
CREDIBLE INTERVAL, WHICH IS
BASICALLY THE UNCERTAINTY. VÆ,
AS A RESULT OF THE, YOU KNOW,
MONTE CARLO SIMULATION,
PROBABILISTIC ANALYSIS, ON THE
OTHER SIDE, THE PROJECTED PER
PERSON LIFETIME QUALITY ADJUSTED
LIFE YEARS, WHICH AGAIN,
PROVIDES BOTH LONGEVITY AS WELL
AS HEALTH RELATED QUALITY OF
LIFE ASSOCIATED WITH THE STATUS
QUO IN THE ABSENCE OF A DECK
PARK IMPLEMENTATION WERE
CALCULATED AS 32.37 QALYS AND
THEN, AS A RESULT OF DECK PARK
IMPLEMENTATION, THE PER PERSON
LIFETIME QALYS INCREASED BY
POINT 15. SO, AS YOU CAN SEE,
THE RESULTS OF THE MODEL
SUGGESTS THAT SUCH
IMPLEMENTATION, SAVE MONEY AS
WELL AS, INCREASE HEALTH AND
QUALITY OF LIFE. SO IN
CONCLUSION, THEN, WE SHOWED THAT
THE CROSS BRONX EXPRESSWAY
BASICALLY HAS A LONG HISTORY OF
SOCIAL AND HEALTH INEQUALITIES
IN SOUTH BRONX, WE QUANTIFIED
THAT CAPPING THIS CROSS BRONX
EXPRESSWAY CAN POTENTIALLY
INCREASE HEALTH, INCREASE HEALTH
RELATED QUALITY OF LIFE, AND
SAVE MONEY AND COSTS. AND WE
ALSO SHOWED THAT IN OUR ONE WAY
SENSITIVITY ANALYSIS THAT EVEN
WHEN WE DOUBLE THE
IMPLEMENTATION COST OF A DECK
PARK IN SOUTH, SOUTH BRONX, THE
PROJECT IS STILL PRODUCE A GOOD
VALUE FOR MONEY, WHICH WITH AN
INCREMENTAL COST EFFECTIVENESS
RATIO OF $11,000 PER QALY, WHICH
ACCORDING TO, YOU KNOW,
AMERICAN, WILLINGNESS TO PAY
THRESHOLD VALUES IS VERY GOOD
VALUE FOR MONEY. USUALLY WE ARE
TALKING ABOUT 100 BETWEEN 100
AND $150,000 PER QALY AS A
THRESHOLD. SO 11,000 IS WAY
BELOW THAT, THRESHOLD. THE NEXT
SLIDE, PLEASE. AND ALSO, THE
RESULTS OF OUR PROBABILISTIC,
SENSITIVITY ANALYSIS OR THE
MONTE CARLO SIMULATION SUGGESTS
THAT IN 84% OF THE RANDOM
ITERATIONS OF ALL RANDOM INPUT
PARAMETERS, THE IMPLEMENTATION
OF A DECK PARK SCENARIO WOULD
STILL BE COST SAVING RELATIVE TO
THE STATUS QUO OR THE ABSENCE OF
, SUCH DECK PARK IMPLEMENTATION.
SO FINALLY, OUR STUDY SUGGESTS
THAT THE CAPPING THIS EXPRESSWAY
IN SOUTH BRONX WITH GREEN, GREEN
SPACES POTENTIALLY CAN, OVER
LONG TERM, REDUCES THE LONG
EXISTING SOCIAL AND HEALTH, THIS
PARITIES AND INEQUITIES THAT,
THE SOUTH BRONX RESIDENTS WERE
FACING FOR SUCH A LONG TIME. AND
THANK YOU AGAIN FOR, FOR THIS
TIME. THANK YOU. APPRECIATE YOU
BEING HERE, AND MAKING TIME FOR
US. I HAVE SOME QUESTIONS NOW.
AND PERHAPS IF YOU'RE ABLE TO
STICK AROUND FOR THE OTHER ITEMS
, THERE MIGHT BE OTHERS THAT
COME. BUT LET ME ASK ABOUT THE
MODEL THAT YOU UTILIZE AND ITS
APPLICABILITY IN OTHER SETTINGS.
I THINK YOU'VE MADE A COMMENT
ABOUT THAT. BUT, HOW HOW
APPLICABLE IS THIS AS A MODEL
FOR, YOU KNOW, IN OTHER PARTS OF
THE COUNTRY? CERTAINLY HERE IN
CALIFORNIA, WE'VE IDENTIFIED, TO
DATE, ABOUT TEN, PROJECTS
RECONNECTING PROJECTS, SOME OF
WHICH ARE PARK CAPS OR CAPS,
JUST GENERALLY, IN THEORY,
OTHERS OTHERS ARE NOT, BUT A
HANDFUL, DEFINITELY, HOW HOW CAN
WE APPLY SOME OF THE LESSONS
LEARNED FROM THE MODEL, HERE? IS
IT IS IT SOMETHING THAT COULD BE
APPLIED OR WHAT ARE THE
LIMITATIONS, THIS THIS IS A
GREAT QUESTION, SO, I WOULD SAY,
YES. THIS MODEL CAN BE APPLIED
TO OTHER, YOU KNOW, SETTINGS AND
JURISDICTIONS. OBVIOUSLY, EVERY
SETTING, IS DIFFERENT IN TERMS
OF THEIR UNIQUE PARAMETERS.
OBVIOUSLY, THE POPULATION SIZE,
THE CHARACTERISTICS OF SUCH
POPULATION IN TERMS OF THE SOCIO
DEMOGRAPHIC CHARACTERISTICS AND,
OTHER PARAMETERS OF THAT
PARTICULAR POPULATION. BUT, I
THINK THE MAJOR LESSONS LEARNED
FROM THIS STUDY IS THAT
BASICALLY DOCUMENTING THE HEALTH
BENEFITS AND THE COST, COST
BENEFITS OF IMPLEMENTING
IMPLEMENTING SUCH DECK PARK.
NATIONWIDE AND, AND DIFFERENT
SETTINGS. I THINK ONE ONCE,
SENSITIVE PARAMETER OBVIOUSLY
IS, IS THE CHARACTERISTICS OF
THE FREEWAY, IN DIFFERENT
SETTINGS. AND FOR EXAMPLE, I
THINK I MENTIONED THAT AS PART
OF THE PRESENTATION, FOR
EXAMPLE, IF IT IS, YOU KNOW,
ABOVE GROUND OR UNDERGROUND. SO
THOSE, YOU KNOW, THOSE FEATURE
OF THE, OF THE FREEWAY CAN
POTENTIALLY INFLUENCE THE
IMPLEMENTATION COST. BUT ON THE
OTHER, OBVIOUSLY IT'S MUCH
EASIER TO CAP, A FREEWAYS THAT
ARE ON THE GROUND OR AT GROUND
LEVEL. BUT WE HAVE OTHER
EXAMPLES, YOU KNOW, IN THE
NATION, SUCH AS THE SEATTLE
FREEWAY PARK OR THE BIG DIG
PROJECTS THAT, WE CAN LEARN SOME
, YOU KNOW, COST, IMPLEMENTATION
COST, DATA FROM THEM. BUT IN
TERMS OF, I THINK, HEALTH
BENEFITS, DEFINITELY. THE
RESULTS OF THE MODEL ARE
GENERALLY GENERALIZABLE. AND
OBVIOUSLY WE CAN, UPDATE THE
MODEL USING DIFFERENT INPUT
PARAMETERS FROM OTHER SETTINGS
TO GET THE NEW, NEW RESULTS FOR,
FOR A NEW SETTING. YEAH, I
UNDERSTAND YOUR POINT OF WE
HAVE, HIGHWAYS, FREEWAYS BUILT
AT DIFFERENT GRADES, IN BETWEEN
IN COMMUNITIES. AND SO I THINK
WHAT YOU'RE TRYING TO SAY THAT
IN THIS CASE, THE FINDINGS ARE A
IN THE BRONX, THIS THIS FREEWAY
IS BELOW GRADE. SO YOU'D BUILD A
CAP, WHICH IS PERHAPS MUCH
SIMPLER THAN IN TERMS OF
CERTAINLY IN TERMS OF COST LESS
COSTLY THAN THE BIG DIG PROGRAM
IN BOSTON, WHICH INCREASES THE
COST AND THEREFORE THE COST
BENEFIT ANALYSIS IS COULD BE
DIFFERENT. BUT I GUESS MY POINT
IS, IS FOR COMMUNITIES AND JUST
TO BE VERY, CLEAR HERE, THERE'S
A COMMUNITY IN SAN DIEGO THAT I
REPRESENT, A COUPLE OF
COMMUNITIES, ACTUALLY, WHERE THE
FREEWAYS ARE BOTH BUILT BELOW
GRADE OF THE NEIGHBORHOODS. AND
SO THESE WE'RE TALKING ABOUT
POTENTIAL CAP PROJECTS, SO I'M
CURIOUS AS TO THE APPLICABILITY
OF YOUR METHODOLOGY, TO, TO
DIFFERENT AREAS, BECAUSE I DO
THINK THERE'S A, THERE IS A, AN
ARGUMENT THAT SOMETIMES NEEDS TO
BE MADE IN TERMS OF THE, THE
INVESTMENT THAT THE RETURN ON
THE INVESTMENT, WHICH IS
CERTAINLY A SOCIETAL, RETURN, IN
THE CASE OF MANY OF THESE
COMMUNITIES, THERE WERE HOMES
THAT EXISTED WHERE THESE
FREEWAYS CAME IN AND PEOPLE WERE
DISPLACED AND COMMUNITIES WERE
DIVIDED IN MANY WAYS. BUT THEN
THERE'S ALSO THE, YOU KNOW, IN
YOUR CASE, IN THIS MODEL, SOME
QUALITY OF LIFE AND HEALTH CARE
BENEFITS. AND SO. IT WOULD BE
USEFUL FOR THOSE OF US LOOKING
TO CREATE MORE OPPORTUNITIES FOR
THESE TYPES OF INVESTMENTS TO
HAVE DATA THAT IS USEFUL FOR US
TO DEMONSTRATE THAT THIS
INVESTMENT IS WORTH IT. AND SO I
GUESS THAT'S WHY MY FOCUS ON HOW
HOW HOW MUCH IS THIS MODEL
POTENTIALLY, SOME SOMETHING THAT
COULD BE UTILIZED TO ANALYZE
OTHER SCENARIOS WITH THE
DIFFERENT METRICS. OBVIOUSLY,
THERE'S DIFFERENT POPULATIONS,
BUT IT'S ALL DATA. I THINK THAT
CAN BE INPUT INTO THE MODEL THAT
CAN PROVIDE, AN OUTPUT THAT WILL
MEASURE THE QUALITY OF LIFE
YEARS AS, AS YOU'VE IDENTIFIED,
ABSOLUTELY. I THINK, YEAH. THIS
IS A GREAT QUESTION. I THINK,
IT'S VERY FLEXIBLE. SO THIS
MODEL CAN BASICALLY BE, ADAPTED
TO THE NEW SETTING PARAMETERS.
SO IF, YOU KNOW, IF YOU HAVE,
THE PARAMETERS FOR A NEW
SETTING, FOR EXAMPLE, YOU KNOW,
LIKE YOU MENTIONED, THE
POPULATION SIZE EXPOSED,
OBVIOUSLY DIFFERENT FEATURES AND
PARAMETERS OF THE NEW SETTING.
WE CAN DEFINITELY THIS MODEL CAN
BE DEFINITELY USED AND, JUST BE
UPDATED TO, TO FOR THAT
QUESTION. OKAY, DEFINITELY
INTERESTED IN FOLLOWING UP ON
THAT, CAN I ASK YOU WHAT'S THE
STATUS OF THE DISCUSSION IN NEW
YORK ON THE, THESE THESE CAP
PROPOSAL GOALS OR CONCEPTS? THIS
IS ALSO THIS IS ALSO A GREAT
QUESTION. SO I THINK AS, AS FAR
AS I KNOW, THIS IS THIS IS
PROGRESS THING, AND I THINK THIS
SUMMER, WE ARE HOPING TO GET,
YOU KNOW, TO HEAR SOME GOOD
NEWS, BUT THIS IS DEFINITELY, IN
THIS CURRENT ADMINISTRATION, IS,
IS MOVING FORWARD. OKAY, ALSO
ON, ON YOUR THE DATA THAT YOU
FOUND AND JUST TO BE VERY CLEAR
AND WE ALSO HAVE ACCESS TO THE
REPORT. SO THANK YOU. THE FULL,
THE FULL REPORT, THE QUALITY,
THE CHAU HØI QUALITY ANNUAL
REMIND ME WHAT THAT STANDS FOR.
QUALITY ADJUSTED LIFE YEARS LIFE
YEARS. SO THE IN YOUR RESULTS
WHEN YOU TALK ABOUT IT
INCREASING BY POINT 15. WE'RE
NOT TALKING ABOUT POINT 15 OF A
OF A YEAR. CORRECT SO YES THAT
THAT THAT'S A GREAT QUESTION. SO
BASICALLY ONE, IN ORDER FOR US
TO INTERPRET THAT IS ONE QUALITY
IS BASICALLY MEAN THAT, ONE YEAR
OF LIVING WITH PERFECT HEALTH.
SO IF YOU ASSUME THAT ZERO IS
DEATH AND ONE IS A PERFECT
HEALTH, ONE QUALITY MEANS ONE
YEAR OF LIVING IN A PERFECT
HEALTH. SO IN THAT'S IF YOU
THINK ABOUT THAT SENSE, THAT
MEANS LIKE BASICALLY FOR ONE
AVERAGE RESIDENT OF SOUTH BRONX,
JUST SUCH IMPLEMENTATION OF A
TECH PARK COULD INCREASE 0.15 OF
A YEAR WITH A PERFECT HEALTH. SO
BASICALLY, YOU CAN, YOU KNOW,
SOMEHOW THINKING ABOUT LIKE A
LONGEVITY INCREASE WITH THE
PERFECT HEALTH, WHICH IS WHICH
IS, I THINK, A GREAT, RETURN ON
INVESTMENT IN TERMS OF HEALTH.
SO THERE'S, THERE'S SO THERE'S
THE, THE HEALTH IN TERMS OF
YEARS. THEN YOU ALSO QUANTIFIED
COSTS. AND THAT ONE I'M TRYING
TO UNDERSTAND YOUR CONTROL COSTS
VERSUS, VERSUS THE WHAT IT LOOKS
LIKE SAVINGS IF YOU WILL, AND
COSTS. AND WHAT THAT DELTA OR
THAT DIFFERENCE IS. GREAT
QUESTION. SO BASICALLY STATUS
QUO IN THE ABSENCE OF A TECH
PARK IMPLEMENTATION, WHAT WE DID
WAS BASICALLY PROJECTING, YOU
KNOW, THE LIFETIME, LET'S SAY,
FOR A 34 YEAR OLD AVERAGE
RESIDENT OF SOUTH BRONX, WE GOT
ALL THOSE PARAMETERS AND DATA,
FROM DIFFERENT SOURCES IN NEW
YORK. AND WE PROJECT IT, YOU
KNOW, LIFETIME DIRECT AND
INDIRECT COSTS IN TERMS OF, YOU
KNOW, ACCIDENTS, AND OTHER, YOU
KNOW, DIRECT AND INDIRECT COSTS
OF, YOU KNOW, NONFATAL, FATAL
INJURIES. AND, AND WE QUANTIFIED
THEM. THEN WE ASSUME, OKAY, IF,
IN A TECH PARK IMPLEMENTATION
SCENARIO, THEN OBVIOUSLY THE
DELTA THAT YOU WERE ASKING,
OBVIOUSLY PART OF THAT DELTA IS
THE IMPLEMENTATION COST, RIGHT?
SO ONE TIME IMPLEMENTATION COST
OF A TECH PARK, PLUS THE
MAINTENANCE COST OF A TECH PARK.
AND THOSE ARE OBVIOUSLY POSITIVE
DELTA. BUT THEN, WE HAVE MANY
SAVINGS AS A RESULT OF THAT TOO.
RIGHT. SO, THIS, IMPLEMENTATION
OF A TECH PARK COULD SAVE AND
REDUCE POTENTIALLY, MANY
ACCIDENTS, NONFATAL, FATAL
INJURIES OVER TIME THAT
BASICALLY SAVE, HEALTH CARE
DOLLARS, BOTH DIRECT AND
INDIRECT IN TERMS OF
PRODUCTIVITY LOSSES, AND THAT
DELTA COMES, COMES FROM THAT.
PLUS, THE IMPACTS OF THAT AND
THE PROPERTY VALUES OF THAT. SO
BASICALLY QUANTIFIES THE
PROPERTY, DIRECT, MEDICAL
INDIRECT MEDICAL SAVINGS AS WELL
AS THE PROPERTY VALUE IN,
INCREASES. SO I WANT TO ASK YOU
MORE ABOUT PROPERTY VALUE. JUST,
IN A SECOND. BUT LET ME ASK YOU
ABOUT THE REASON FOR SELECTING
THE 0.5 MILE AS A METRIC FOR
PROXIMITY, GIVEN THAT, STUDIES
THAT WE'VE SEEN OVER THE YEARS,
THE MORE, THE CLOSER YOU ARE, IF
YOU WILL, TO A FREEWAY SYSTEM,
THE IMPACTS ON ON THINGS LIKE
HOSPITALIZATION AS A RESULT OF
RESPIRATORY ILLNESSES, ASTHMA,
ETC. TEND TO BE A LOT HIGHER THE
CLOSER YOU ARE AND CERTAINLY
REMAIN HIGH, UNFORTUNATELY,
EVEN, YOU KNOW, WITHIN AS BIG OF
A DISTANCE, IF YOU WILL, AS HALF
A MILE. BUT I'M CURIOUS AS TO
WHY THE 0.5 MILE AND NOT A
SMALLER, DISTANCE AS I WOULD
THIS IS A BIG ASSUMPTION. I
WOULD ASSUME THAT THE IMPACTS
WOULD BE EVEN HIGHER FOR THOSE
WHO LIVE CLOSER, WHO SUFFER
FROM, NOT AS GOOD AS QUALITY OF
LIFE. THAT'S RIGHT. AND THAT'S
THAT'S A GREAT QUESTION. SO TWO
THINGS, WE DECIDED TO BE
CONSERVATIVE FOR THAT. RIGHT.
SO, THAT'S PART OF OUR, YOU
KNOW, LITERATURE SEARCH THAT,
YOU KNOW, IF WE FOUND DIFFERENT
STUDIES AND THEN WE DECIDED TO
GO WITH THE MOST CONSERVATIVE,
ESTIMATE WE GOT FROM THAT, AND
THEN WE CHOSE ON, YOU KNOW, 0.5,
AS HEALTH BENEFITS. AND YOU'RE
CERTAINLY RIGHT. SO THE CLOSER
YOU LEAVE, DEFINITELY THE BETTER
. I MEAN, TO TAKE PART, TO
DEPART GREENER SPACES, THE MORE
BENEFIT YOU GET. AND, AND
THAT'S, THAT'S CERTAINLY TRUE,
BUT THEN THE SECOND THING IS THE
MODEL IS VERY, FLEXIBLE IN TERMS
OF HOW, HOW WE WOULD LIKE TO
CHANGE THE INPUT PARAMETERS. SO,
FOR EXAMPLE, IF YOU ARE, IF
SOMEBODY IS INTERESTED IN, LET'S
SAY, YOU KNOW, A HIGHER
THRESHOLD FOR THAT, AND THEN IN
SUCH SCENARIO INVESTIGATE THE
COST EFFECTIVENESS ANALYSIS. THE
MODEL IS CAPABLE TO DO THAT AS
WELL. SO IT'S VERY FLEXIBLE IN
TERMS OF HOW WE DEFINE THE
PARAMETERS AND HOW THAT IMPACTS
THE IMPACTS THE COST
EFFECTIVENESS OUTCOME. BUT THE
HALF A MILE ITSELF, IT JUST CAME
FROM, YOU KNOW, THE PUBLISHED
STUDIES THAT WE REVIEWED AND, AT
THE SAME TIME, WE DECIDED ON THE
MOST CONSERVATIVE, ESTIMATE THAT
BECAUSE FROM THAT, AGAIN, JUST
THINKING IN REFERENCING TO THE
COMMUNITIES THAT I REPRESENT,
THAT, WE'RE, WE'RE A MODEL LIKE
THIS COULD BE USEFUL. I ALSO AM
RECALLING NOW THAT AN INTERESTED
IN IN YOUR PERSPECTIVE ON THIS,
THAT OFTENTIMES THESE
COMMUNITIES ARE ALREADY PARK
DEFICIENT. AND SO I'M WONDERING
I HAVE A FOLLOW UP QUESTION ON
ON PARK DECK VERSUS PARK AND
OTHER USES ON THE DECK, BUT
LET'S START WITH THE JUST PARKS
ON THE DECK, YOU KNOW, THE SOME
OF THESE COMMUNITIES WHERE THESE
HIGHWAYS WENT INTO, I'M GOING TO
VENTURE TO GUESS I DON'T KNOW
THEM ALL BY ANY MEANS, BUT
PROBABLY SUFFER FROM SOME OF THE
SAME THINGS, INCLUDING
DEFICIENCY OF PUBLIC PARK, PARK
SPACE, TO BE SPECIFIC. SO I'M
JUST WONDERING, IF THE BENEFITS
ACTUALLY HAVE POTENTIAL, EVEN A
GREATER IMPACT, IF YOU GO A MILE
OUT, BECAUSE THERE ARE CERTAINLY
SOME COMMUNITIES WITH A MILE
RADIUS IN WHICH PARK SPACE DOES
NOT EXIST. AND SO CREATING PARKS
POTENTIALLY COULD EVEN HAVE A
BIGGER IMPACT IN SOME
COMMUNITIES VERSUS OTHERS. DO
YOU HAVE ANY THOUGHTS ON THAT, I
THINK I THINK THAT'S AN
EXCELLENT QUESTION. AND I, I
THINK THAT'S DEFINITELY POSSIBLE
, I MEAN, IF SOMEBODY HASN'T
BEEN EXPOSED TO THE PARK
DEFICIENT, AS YOU MENTIONED, AND
THEY ARE NOW EXPOSED TO GREEN
SPACES, I THINK FOR THEM, I
THINK WE HAVE SOME LITERATURE
SAYING THAT, YOU KNOW, STARTING
PHYSICAL ACTIVITY ABOVE A
THRESHOLD FROM NO PHYSICAL
ACTIVITY HAS SOME HIGHER
BENEFITS. I MEAN, THAT
PARTIALLY, ADDRESSES YOUR POINT,
AND I'M AWARE OF THOSE, THOSE
STUDIES, SO I THINK IT'S
CERTAINLY POSSIBLE THAT, FOR,
FOR, FOR THAT POPULATION, THE
IMPACTS ON BENEFITS ARE EVEN
HIGHER. AND ONE ANOTHER
POSSIBILITY IS BASICALLY
SUBGROUP ANALYSIS. AS PART OF
THIS, ECONOMIC EVALUATIONS THAT
CAN BE DONE RIGHT. SO WE CAN
LOOK AT DIFFERENT
SUBPOPULATIONS. AND AS YOU
MENTIONED, SOME OF THOSE
SUBPOPULATIONS COULD BE PARK
DEFICIENT SUBPOPULATIONS OR SOME
OTHER, AND THEN WE CAN MODEL
EVEN EVEN SEPARATELY FOR THEM.
WHAT IS A HIGHER RETURN ON
INVESTMENT OR HEALTH BENEFITS
FOR THAT SUBPOPULATION RELATIVE
TO, TO, TO OTHER SUBPOPULATIONS?
I'M JUST CURIOUS HOW HOW MUCH
PARK OR GREEN SPACE OR WHAT YOU
WOULD CONSIDER SORT OF SPACE,
PUBLIC SPACE WAS THERE IS THERE
AROUND THE AREA THAT YOU
STUDIED? WAS IT PRETTY PARK
DEFICIENT? MODERATE? WHAT WOULD
1 OR 2 WORDS TO DESCRIBE IT, I
THINK IT'S, I'M NOT AWARE OF
MANY PARKS IN THAT NEIGHBORHOOD,
SO I WOULD SAY, YEAH, VERY
DEFICIENT. THEN LET ME ASK YOU
ABOUT THE ANALYSIS. SO. SO YOU
DID IT BASED ON PARKS, SOME OF
THE CONVERSATIONS THAT I'VE
HEARD ABOUT, DECKS ARE CERTAINLY
PARKS AND PUBLIC AMENITIES, BUT
ALSO POTENTIALLY, INVESTMENT IN,
CONSTRUCTION OF BUILDINGS,
HOUSING, BEING ONE BECAUSE,
AGAIN, IN MANY COMMUNITIES,
THOUSANDS OF FAMILIES WERE
DISPLACED WHERE THERE USED TO BE
HOMES, THERE ARE NOW FREEWAY
LANES. AND SO THERE'S, YOU KNOW,
SOME TALK IN THE COMMUNITY
ABOUT, WELL, IF WE'RE GOING TO
INVEST IN RECONNECTING
COMMUNITIES, LET'S BRING BACK
SOME OF THE HOUSING
OPPORTUNITIES, THAT I ASSUME WAS
NOT SOMETHING THAT WAS MEASURED
IN YOUR, ANALYSIS OF THIS.
THAT'S RIGHT. WE DIDN'T WE
DIDN'T MEASURE THAT AS PART OF
THIS STUDY. DO YOU HAVE ANY,
JUST SENSE OR OPINIONS, I GUESS,
ON WHAT THAT WOULD MEAN, SO I
THINK MY, MY INSTANT ANSWER IS,
THINKING ABOUT THAT EVEN EVEN
FURTHER INCREASES THE BENEFITS
AND RETURN ON INVESTMENT, AND I
THINK WHAT YOU'RE SAYING IS VERY
INTERESTING BECAUSE JUST
THINKING. SO ONE PARAMETER THAT
WE DID NOT MODEL IN THIS STUDY
BECAUSE WE ALREADY HAD, BECAUSE
ONCE WE REACHED THE COST SAVING
THRESHOLD, OBVIOUSLY WE COULD
STOP THERE. WE WERE VERY
CONSERVATIVE, BUT ONE, ONE
BENEFIT THAT WE DIDN'T MODEL AND
CAN BE DONE IN THE FUTURE, YOU
KNOW, CAN BE IMPROVED. IS THE
SOCIAL CONNECTEDNESS RIGHT? AND
THE BENEFITS OF THAT, AND I
THINK THAT IS VERY RELEVANT TO
WHAT YOU'RE SAYING. I MEAN,
JUST, YOU KNOW, PUTTING BACK
COMMUNITIES TOGETHER, THE, THE
VALUE, THE ECONOMIC VALUE OF
SOCIAL CONNECTEDNESS IS, THEY
ALL CAN BE, CAN BE IMPROVED AND
CAN BE ADDED TO THE MODEL, BUT
IT FURTHER, IMPROVES THE RETURN
ON INVESTMENT, THANK YOU, DOCTOR
SAFARI. I DID HAVE ANOTHER
QUESTION ON JUST PROPERTY
VALUES. JUST BECAUSE, NOT TO
DISCUSS A BILL AS THIS IS A
SELECT COMMITTEE, BUT WE'VE GOT
A BILL ON A FINANCING TOOL
UTILIZING UTILIZE TAX INCREMENT,
BECAUSE WE DO ASSUME THAT THERE
WOULD BE AN INCREASE IN VALUE OF
PROPERTIES WHEN YOU DO THESE
TYPES OF PROJECTS, WHICH TAX
INCREMENT FINANCING WOULD ALLOW
US TO BOND AGAINST THAT, TO
ACTUALLY PAY FOR THE
INFRASTRUCTURE, WHICH IS VERY
COSTLY WHEN YOU DO THESE
PROJECTS. SO I'M INTERESTED IN
THAT. BUT IN ORDER TO MOVE ON TO
THE NEXT ITEM, MAYBE IF YOU
STICK AROUND, MAYBE I'LL COME
BACK TO YOU. IF NOT, WE STILL
APPRECIATE YOU BEING HERE AND
PRESENTING AND, PRETTY
FASCINATING RESEARCH, AND I
THANK YOU FOR SHARING THAT WITH
US. OF COURSE. MY PLEASURE.
THANK YOU SO MUCH FOR HAVING ME.
SO WE WILL, GO ON TO,
RECONNECTING COMMUNITIES TO
REDEVELOPMENT WITH MR. MARK
PISANO FROM THE INFRASTRUCTURE
FUNDING ALLIANCE. THAT IS OUR
NEXT PRESENTATION, MR. PISANO,
COME ON UP AND WELCOME. THANK
YOU FOR BEING HERE. AND WE
APPRECIATE YOUR TESTIMONY. THANK
YOU. THANK YOU, CHAIRMAN ALVAREZ
AND OTHER MEMBERS OF THE
COMMITTEE, MY NAME IS MARK
PISANO AND ARE MY SLIDES UP YET,
WHILE THEY'RE PUTTING THIS, THE
SLIDES UP, LET ME JUST NOTE
THAT, A BIT OF MY BACKGROUND AND
THAT IS, I WAS THE EXECUTIVE
DIRECTOR OF THE REGIONAL
PLANNING ORGANIZATION FOR
SOUTHERN CALIFORNIA. WE WERE THE
MPO AND PLANNING ORGANIZATION
FOR 32 YEARS, AND SINCE THAT
TIME I'VE, I'VE SPENT A DECADE
AS A PROFESSOR OF PRACTICE AT
USC, ALSO A CHAIRMAN. KHÓ
CHAIRMAN OF THE
INTERGOVERNMENTAL SYSTEM PANEL
OF THE NATIONAL ACADEMY OF
PUBLIC ADMINISTRATION, MEN, AS
IN THAT ROLE, WE'VE BEEN LOOKING
AT ISSUES SUCH AS THE SUBJECT OF
THIS COMMITTEE. AND I WANT TO
COMMEND YOU FOR PUTTING THIS
SUBJECT MATTER ON THE TABLE. AND
THAT IS HOW DO WE RECONNECT OUR
COMMUNITIES. AND LET ME JUST,
SAY THEY SPEND A MINUTE
DESCRIBING THERE ARE MANY WAYS
WE CAN TALK ABOUT WHAT WE'VE
DONE TO DIVIDE OUR COMMUNITIES,
FREEWAYS AND HIGHWAYS IS ONE OF
THE MOST OBVIOUS ONES, EQUALLY
AS OBVIOUS IS THE FREIGHT RAIL
LINES, THAT WE IN FACT HAVE THAT
ARE RUNNING THROUGH OUR REGIONS,
PARTICULARLY IN SOUTHERN
CALIFORNIA, WHERE THE WHOLE
ISSUE OF GOODS MOVEMENT, US
BEING THE CORRIDOR FOR THE
UNITED STATES FOR MOVING OF
GOODS, CAUSED AN INCREDIBLE
INCREASE IN THE AMOUNT OF
FREIGHT MOVEMENT ON RAILROADS,
AND LESLIE, COULD YOU GO TO, TO
THE NEXT SLIDE, PLEASE? THE
OTHER ISSUE THAT HAS DIVIDED OUR
COMMUNITIES HAVE BEEN POWER
LINES, AND POWER LINES HAVE,
HAVE, HAVE HAD NOT ONLY
SEPARATING COMMUNITIES BUT,
SEPARATED GEOGRAPHY, BUT THEY'VE
ALSO HAD REAL DIVISIONS IN TERMS
OF HARM TO INDIVIDUALS, THROUGH
ELECTROMAGNETIC CURRENTS WITHIN
THE COMMUNITIES, THERE'S, A
NUMBER OF OTHER, REASONS WE'VE
DIVIDED OUR COMMUNITY. AND I'M
GOING TO SUGGEST THAT OUR
POLICIES AND THE POLICIES FOR
DEVELOPMENT HAVE BEEN RIGHT AT
THE TOP OF WHY OUR COMMUNITIES
ARE NOT COMING TOGETHER. AND
I'LL SPEAK MORE TO THAT LATER,
ANOTHER ISSUE THAT I WOULD LIKE
TO TALK ABOUT IN THIS
INTRODUCTION, AND THAT IS WHAT
ROLE REDEVELOPMENT HAD IN
CONNECTING COMMUNITY AND DEALING
WITH THE ISSUES THAT ENABLE US
TO BRING OUR COMMUNITIES
TOGETHER. AND AS IT AS I WILL
POINT OUT LATER, WE CONNECTING
COMMUNITIES IS FUNDAMENTALLY
BEGIN. YOU BEGIN WITH STRATEGY.
AND THEN THERE ARE A NUMBER OF
INVESTMENTS THAT YOU COULD
UNDERTAKE, THAT, THAT, THAT, ADD
TO THE, TO THE MULTIPLY THE
IMPACT OF WHAT INVESTMENT
PROJECTS COULD UNDERTAKE, AND
REDEVELOPMENT IN THE PAST WAS,
WAS USED PRIMARILY IN, IN OUR
STATE, ONCE THEY BEGAN UP AND
RUNNING AND IT TOOK THEM SEVERAL
DECADES TO DO THAT, THEY
FUNDAMENTALLY WERE USED TO
REDEVELOP OUR URBAN AREAS AND IN
THE URBAN CORE AREAS. AND THAT
WAS THE BEST EXAMPLES I CAN
PRESENT TO YOU, IS WHAT HAPPENED
IN LOS ANGELES, IN OUR REGION,
WHAT HAPPENED IN LOS ANGELES?
TOM BRADLEY USED REDEVELOPMENT
AS THE MEANS OF MOVING FORWARD.
HIS VISION FOR LA AS A AS A
CENTER OF A BUSINESS CENTER
WITHIN THE STATE AND WITHIN THE
COUNTRY, THE SAME THING WAS TRUE
IN TERMS OF LONG BEACH. THE
MAYORS OF LONG BEACH, AND THE
COUNCIL OF LONG BEACH, IN
POST-WORLD WAR TWO. THEN THE
NAVY WAS THE PREDOMINANT DYNAMIC
IN AND AROUND THE HARBOR AREA
AND THE URBAN AREA THAT WAS
FUNDAMENTALLY ALTERED BY A
SERIES OF REDEVELOPMENT,
INITIATIVES THAT THAT CHANGED
THAT, THAT DYNAMIC OTHER AREAS,
OTHER COMMUNITIES, SUCH AS
ONTARIO, RANCHO CUCAMONGA IN THE
INLAND EMPIRE, USED
REDEVELOPMENT TO BUILD BASIC
INFRASTRUCTURE THAT ENABLED AN
EMPLOYMENT BASE TO COME TO THAT
TO THE INLAND PART OF OUR REGION
. EMPLOYMENT MEANT THAT THE
PEOPLE WHO WERE LIVING THERE
DIDN'T HAVE TO COMMUTE LONG
DISTANCES IN ORDER FOR THEM TO
GET TO THEIR COMMUNITY, SO IT
REALLY CREATED A, COMMUNITY, A
SENSE OF REAL COMMUNITY IN THOSE
AREAS. AND LET ME JUST NOTE THAT
THAT I COULD GO ON AND DESCRIBE
MULTIPLE, IMPACTS AND POSITIVE
EFFECTS OF REDEVELOPMENT. AND
THERE ALSO WERE A NUMBER OF
ISSUES THAT LED TO THE
ELIMINATION OF REDEVELOPMENT. WE
CAN DISCUSS THOSE IF NEEDED, BUT
I THINK THEY'RE, WE'RE PRETTY
FAMILIAR WITH THOSE, IN, IN THE
LAST DECADE, MY ORGANIZATION,
AND AT THAT TIME, I'M, I HAD
MOVED FROM SCAG AND FROM BEING A
PROFESSOR AT USC TO THE
INFRASTRUCTURE FUNDING ALLIANCE
BECAUSE OF THIS ISSUE. MOVED
WITH AND IN PARTNERSHIP WITH
OTHER ORGANIZATIONS TO ESTABLISH
PUBLIC FINANCE AUTHORITIES. AND
THEY'RE CALLED THE COMMUNITY
REINVESTMENT AND REVITALIZATION
AUTHORITY, AND THE OTHER
ORGANIZATION, THE OTHER
STRUCTURE WAS THE ENHANCED
INFRASTRUCTURE FINANCING
DISTRICTS. AND THEN FINALLY, THE
COMMUNITY, EXCUSE ME, THE
CLIMATE RESILIENCY DISTRICTS,
ALL OF THESE ARE BASICALLY,
ORGANIZATIONS THAT HAVE THE
CAPACITY TO UNDERTAKE INTEGRATED
INVESTMENT STRATEGIES AND
INTEGRATED INVESTMENT PROGRAMS.
AND I'LL ILLUSTRATE THAT THEY
THEY HAVE ALL THE AUTHORITIES,
LET ME REPEAT THE COLLECTION OF
THEM, HAVE ALL THE AUTHORITIES
THAT REDEVELOPMENT PREVIOUSLY
HAD IN OUR STATE, AND AS I'LL
COMMENT IN MY IN MY CLOSING
COMMENTS, FINDING WAYS IN WHICH
WE CAN IMPROVE HOW THESE OPERATE
AND FURTHERMORE, ADDING TO THEIR
AUTHORITIES, WHICH IS THE
SUBJECT MATTER OF THIS HEARING,
IS I WOULD HOPE, WILL BE A REAL
POLICY PRIORITY OF THE STATE.
THE NEXT FEW SLIDES THAT I'M
GOING TO QUICKLY GO THROUGH
THEM, ILLUSTRATE, SOME OF THE
ACTIONS THAT WE IN FACT HAVE
UNDERTAKEN USING THIS CONCEPT OF
PUBLIC FINANCE AUTHORITIES. NEXT
SLIDE PLEASE. THE FIRST IS THE
ALAMEDA CORRIDOR. AND LET ME
JUST GO TO THIS PARTICULAR SLIDE
BECAUSE I, I THINK IT SHOWS IT,
PRETTY CLEAR AND PRETTY
DIRECTLY. WE HAD FIVE RAILROADS
ALL CARRYING UNIT TRAINS TO THE
PORT. THESE UNIT TRAINS WERE
OVER A MILE IN IN LENGTH AND
SOMETIMES HAD DISRUPTIONS OF 15
TO 20 MINUTES, WITHIN OUR
COMMUNITY. AND YOU CAN SEE THAT
THE GREEN LINES, THE BNSF WENT
THROUGH THE SOUTH BAY OF OUR OF
OUR REGION AND THE AND THE RED
LINES WERE THE OTHER FIVE, OTHER
FOUR, RAILROADS, WE WERE ABLE TO
BY ESTABLISHING THE ALAMEDA
CORRIDOR AUTHORITY AGAIN, AN
AUTHORITY, AND, AND THAT WAS
ABLE TO BRING FINANCING TO THE
TABLE. WE WERE ABLE TO INTEGRATE
THOSE, FIVE RAILROADS NEXT SLIDE
INTO THE ALAMEDA CORRIDOR AND,
AND Ã AND TEN MILES OF THAT
CORRIDOR IS THIS TRENCH. AND
THAT CORRIDOR GOES RIGHT. THE
ALAMEDA CORRIDOR GOES RIGHT
THROUGH. I CAN I CAN NAME ALL OF
THE COMMUNITIES, AND WE WERE
EXTREMELY SUCCESSFUL. GO TO THE
NEXT SLIDE, PLEASE. WE WERE
EXTREMELY SUCCESSFUL. BEALL, IN
IN IN DEVELOPING THE BENEFITS
AND I'VE, I'VE DISCUSSED ALL OF
THEM RIGHT NOW ON THIS
PARTICULAR SLIDE FIVE DANCING
BRINGING IN THE PRIVATE SECTOR,
WE WERE ABLE TO DEMONSTRATE THAT
THE EFFICIENCIES THAT WERE
CREATED THROUGH THIS REALIGNMENT
WAS SO GREAT THAT THE SHIPPING,
THE SHIPPERS, GAINED SO MUCH
EFFICIENCIES IN, IN THE WAY
THEIR OPERATIONS OCCURRED THAT
THEY WERE WILLING TO PAY THE
FEES DIRECTLY TO THE PORTS AND
TO THE ALAMEDA CORRIDOR
AUTHORITY TO PAY FOR THIS
INVESTMENT, A $2.4 BILLION
INVESTMENT. IN IN THE BENEFITS
IN TERMS AND I, I DON'T WANT TO
SPEND ALL THE TIME THE SLIDES
REALLY DO DESCRIBE IT. THE
BENEFITS ARE REALLY
OVERWHELMING, AND THEY WERE ABLE
THEY ENABLED US TO FUND THIS
PARTICULAR INVESTMENT, WITHOUT
A, A GRANT PROGRAM. WE HAD A
LOAN FROM THE FEDERAL GOVERNMENT
. THAT CREDIT ENHANCED THE
PROJECT THE NEXT THE NEXT
PARTICULAR SET OF SLIDES.
DISCUSS THIS, DESCRIBE LBB'S
WHAT HAPPENED, IN OUR FIRST AID
THAT WE IMPLEMENTED WITHIN
WITHIN OUR REGION. AND THAT IS,
THE LAVERNE, THE CITY OF
LAVERNE, ROUTE 66, AND WE'RE ALL
FAMILIAR WITH THAT ROUTE FROM
OUR, OUR TV DAYS AND FROM THE
LAW OF THE WEST. ROUTE 66 WENT
RIGHT THROUGH THE MIDDLE OF
LAVERNE. IT SEPARATED THE OLD
HISTORIC PART OF THE CITY FROM
HOUSING, FROM UNIVERSITIES, FROM
THE COUNTY FAIRGROUND AND THE
AREA IN YELLOW THAT YOU SEE
THERE IS THE FOOTPRINT OF ROUTE
66. AND IF WE GO TO THE NEXT
SLIDE, IT SHOWS WHAT WE'RE ABLE
TO INVEST THAT, IN THAT
PARTICULAR, CITY, FIRST OF ALL,
IN THE LAST SLIDE, I'LL SHOW THE
ACTUAL IMPROVEMENTS ON THE
CORRIDOR, THERE WERE,
RESIDENTIAL UNITS, 1700 OF THEM,
255 AFFORDABLE RETAIL, HOTELS,
ETC. AND IF WE GO TO THE NEXT
SLIDE, IT POINTS OUT THAT THAT
THE DISTRICT AND THEY'VE ISSUED
BONDS AND THEY FUND AND FINANCE
THIS, IT HAS SPENT $33 MILLION
TO PUT IN THE IMPROVEMENTS THAT
IT ENABLED THAT CORRIDOR AND THE
IMPROVEMENTS ARE, ARE, ARE
WRITTEN INTO INTO THAT DIAGRAM.
YOU CAN SEE ALL THE IMPROVEMENTS
AND INVESTMENTS THAT WENT IN TO,
IN FACT, TAKE THAT HUGE PRISM OF
A STATE HIGHWAY AND MAKE IT A,
A, A FUNCTIONAL, INTEGRATING
FORCE WITHIN THE CITY, LET ME
JUST GO TO THE NEXT SLIDE SO
THAT I CAN, I CAN, THIS POINTS
OUT THE FISCAL IMPACTS OF THE
EAFD, THE MONEY RAISED, THE
COUNTY AND THE CITY JOINED
FORCES IN THAT PARTICULAR EAFD.
AND THE COUNTY PARTICIPATED IN
THE REASON THEY PARTICIPATED IS
THAT IT INCREASED THEIR THEIR
FUNDS GOING INTO THEIR GENERAL
FUND, BY THAT FAR, THAT EXCEEDED
THE CONTRIBUTIONS THAT THEY MADE
IN, IN, IN THE INVESTMENTS. THE
NEXT SLIDE, IS WHAT I'D LIKE TO,
TO REALLY CLOSE WITH AND THAT IS
THE LESSONS GOING FORWARD. WE
HAVE THESE STATUTES. WE'VE
WORKED NOW FOR ABOUT NINE YEARS,
AND WE'VE BEEN ABLE TO FORM 26
DISTRICTS, 25 ARE UNDER
FORMATION. ONE OF THE ONES THAT
IS UNDER FORMATION, IN FACT, IS
A FREEWAY COVER ON THE ONE ON
ONE FREEWAY THAT GOES THROUGH
HOLLYWOOD. IT'S BELOW GRADE. AND
IT WOULD CONNECT THE CITIES ON
BOTH SIDES OF, LOS ANGELES AND
CREATE A PARK CENTER RIGHT IN
THE MIDDLE OF THE ONE OF THE
MOST PARK DEPLETED AREAS IN THE
CITY OF LOS ANGELES. THAT'S ONE
OF THE 25 THAT'S UNDER
FORMATION, LET ME JUST RELATE TO
THE COMMITTEE. SO MUCH MORE
COULD BE DONE IN THIS STATE AND
NOT ONLY TO DEAL WITH THIS ISSUE
OF HOW DO WE RECONNECT AND
CREATE ECONOMIC AND SOCIAL
EQUITY WITHIN OUR COMMUNITY, BUT
SO MUCH MORE COULD BE DONE WITH
THESE, THESE DISTRICTS AND WITH
THESE PUBLIC FINANCE AUTHORITIES
THAT COULD ADDRESS THE STATE'S
MOST CRITICAL ISSUES. AND LET ME
LET ME JUST NOTE THE OTHER
BENEFITS OR THE OTHER USES OF
THESE DISTRICTS, I WOULD THE
ISSUE OF AFFORDABLE HOUSING IS
PROBABLY THE SINGLE BIGGEST
ISSUE WITHIN THE STATE RIGHT
NOW. AND THAT IS THE MAJORITY OF
PEOPLE CAN'T AFFORD HOUSES OR
THEY CAN'T EVEN AFFORD THE RENT.
AND THE CROWDING UP, CROWDING
OUT THE CROWDING INTO INTO ROOMS
IN OUR REGION IS, IS ONE OF THE
MOST INTENSE IN THE, IN THE
COUNTRY, SHOWING THAT RENTERS
CAN'T EVEN AFFORD THEIR HOMES.
AND OUR HOMELESS PROBLEM HAS
JUST GOTTEN OUT OF CONTROL IN
OUR, IN OUR PART OF THE REGION
AND IN OTHER PARTS OF THE
REGION. THESE DISTRICTS CAN BE
USED FOR NOT ONLY AFFORDABLE
HOUSING, HOMELESSNESS, BUT ALSO
CAN IN FACT BE USED FOR HOW WE
DEAL WITH CLIMATE CHANGE IN OUR
REGION. AND LET ME JUST CLOSE
WITH THE FOLLOWING OBSERVATION.
THERE'S SO MANY IMPROVEMENTS
THAT CAN BE MADE. AND ONE OF IN
TERMS OF HOW WE INTEGRATE AND
HOW WE USE THESE DISTRICTS, THEY
HAVE INCREDIBLE AUTHORITY. AND
FURTHERMORE, WE ADDED TO THE
FINANCING AUTHORITY, A PROVISION
THAT ALLOWS GOVERNMENTAL
AGENCIES SPECIAL PURPOSE AND
GENERAL PURPOSE TO BE ON THE
SAME BOARD. THAT WAS AN
AMENDMENT THAT, AT THAT TIME,
ASSEMBLYMAN TONY ATKINS,
INTRODUCED THAT ALLOWED ANY
GOVERNMENTAL ENTITY THAT BRINGS
FUNDING TO THE TABLE. CAN BE A
ACTUAL DECISION MAKER AND A
PARTICIPANT OF THE BOARD. FIRST
TIME JOINT POWERS AGENCIES.
THERE'S NO STATE LAW LIKE THIS
ANYWHERE IN THE COUNTRY THAT
ALLOWS, GOVERNMENTAL
JURISDICTIONS THAT THAT ARE
WILLING TO PARTICIPATE
FINANCIALLY TO BE DECISION
MAKERS, AND THEN FINALLY, IF WE
CAN INTEGRATE AND USE THE, THE,
THE PROVISIONS OF THE VARIOUS
DISTRICTS, MORE EFFECTIVELY, AND
WE'RE IN DISCUSSIONS NOW WITH,
WITH, THE ASSEMBLYWOMAN FRIEDMAN
AND THE BILL IS AB 930 TO MAKE
IMPROVEMENTS INTO THE DISTRICTS.
BUT EVEN THOSE AMENDMENTS COULD
BE FURTHERED. AND LET ME JUST
PUT ON THE TABLE SCHOOLS ARE NOT
AN ELIGIBLE ITEM OF THESE
CURRENT DISTRICTS. YOU CANNOT
INVEST IN SCHOOLS. AND WE NEED
TO INVEST IN OUR SCHOOLS. THAT'S
PART OF THE COMMUNITY BUILDING.
THE LABOR FORCE DEVELOPMENT THAT
WE NEED TO MAKE. AND I COULD GO
ON, I COULD, I COULD THAT'S A
WHOLE SESSION IN AND OF ITSELF,
BUT IF SCHOOLS WERE AN ELIGIBLE
ITEM AND PARTICIPATED IN, IN THE
FUNDING, OF THESE PARTICULAR
DISTRICTS, IT WOULD MAKE THEM
ALL THE MORE VIBRANT. I WANT TO
CONCLUDE WITH, AGAIN, THANKS TO
THE TO THE, COMMITTEE FOR
LOOKING AT THIS ISSUES. HOW DO
WE RECONNECT OUR COMMUNITIES,
IT'S PART OF HOW DO WE RECONNECT
? ASKED OUR POPULATION AND ALL
OF OUR FRAGMENTED ELEMENTS
WITHIN OUR SOCIETY, THIS IS
REALLY A SIGNIFICANT ISSUE.
THANK YOU FOR UNDERTAKING IT.
THANK YOU, MR. PISANO, THANK YOU
FOR YOUR TESTIMONY, I WOULD LIKE
TO JUST SAY, AS WE'VE GONE ON
WITH THIS COMMITTEE, THIS IS A
THIRD ONE. AS I MENTIONED, WE'VE
GOTTEN, INCREASINGLY, INCREDIBLE
AND GREAT FEEDBACK. SO YOURS
INCLUDED. TODAY, THERE'S A
COUPLE OF QUESTIONS THAT I HAVE,
AND THEN I'LL SEE IF MY
COLLEAGUE HAS SOME QUESTIONS OF
HIS OWN. BUT FIRST AND FOREMOST,
LET ME ASK YOU ABOUT THE ALAMEDA
CORRIDOR K, CASE. YOU CREATED
THE ALAMEDA, I THINK TRANSIT
AUTHORITY ACTA. IT'S CALLED
ACTA. THE ALAMEDA CORRIDOR
TRANSIT AUTHORITY. RIGHT, WHAT
WHAT, WHAT TOOL DID YOU USE FOR
THAT? IS THAT IS THAT AN AN EAFD
OR WHAT? NO, THAT WAS A JOINT
POWERS AGENCY. AND LET ME LET ME
TELL YOU WHY THE SPECIAL
DISTRICT. IT'S A IT'S A IT'S
CALLED JOINT POWERS AUTHORITY.
IT'S A STATE LAW THAT ENABLES,
ORGANIZATIONS WITH POWERS IN
COMMON TO COME TOGETHER AND FORM
AN AUTHORITY. IT TOOK US TEN
YEARS TO DO THAT. SECOND,
SECONDLY, WE COULD NOT INCLUDE
THE COUNTY IN THE AUTHORITY
BECAUSE THEIR POWERS ARE
DIFFERENT THAN THE POWERS OF
CITIES. AND FURTHERMORE, WE
COULD NOT BRING THE PORTS IN
OTHER ENTITIES ON ONTO THE
ALBUM, ONTO ONTO THAT PARTICULAR
BOARD. SO IT'S A JOINT POWERS
AUTHORITY, AND I'VE SAT ON THEM
BEFORE. WHEN I WAS ON THE CITY
COUNCIL, AND YOU JUST HAD THE
AUTHORITY OF, OF WORKING
TOGETHER, BUT YOU DID NOT HAVE
TAXING AUTHORITY OR BONDING
AUTHORITY OR ANY OF THOSE
AUTHORITIES. NO THEY THEY USED
THE BONDING AUTHORITY, OF THE
CITY OF, OF, OF LONG BEACH TO
ISSUE BONDS. OKAY, OKAY. THOSE
BONDS WERE PAID BACK BY TWO
THINGS. WELL, THEY WERE PAID
BACK BY CONTAINER FEES THAT THE
SHIPPERS IN FACT, PAID, LONG BEACH. THE NØ TO
THE PORT OF TO THEIR AUTHORITY.
OKAY. THEY DID NOT HAVE TAX
INCREMENT. I MEAN, THE REAL
ADVANTAGE OF THESE PUBLIC
FINANCE AUTHORITIES IS THAT THEY
HAVE EVERY PROVISION IN THE
STATE LEGISLATIVE CODE THAT HAS
THAT HAS NEXUS AS IT AS ITS
PROVISION, THAT IS, THE REVENUES
COLLECTED ARE LINKED TO THE
EXPENDITURE OF FUNDS. AND THERE
ARE 17 DIFFERENT PROVISIONS. I
COULD GO THROUGH AND LIST THEM
ALL ASSESSMENTS, MELLO-ROOS
DISTRICTS, ETC. THEY HAVE ALL OF
THOSE AUTHORITIES. THE, THE
CARRIERS HAVE, EMINENT DOMAIN
AUTHORITIES. THE OTHER TWO DO
NOT. RIGHT ON THE OTHER HAND,
THE, THE, THE CLIMATE RESILIENT
DISTRICTS HAVE SOMETHING THAT
THAT REDEVELOPMENT AND NO OTHER
AGENCIES HAD AND THAT IS THEY
CAN DO OPERATIONS AND
MAINTENANCE AS PART OF THEIR AS
PART OF THEIR RESPONSIBILITIES.
SO I'M GOING TO ASK YOU MORE ON
ON THOSE IN A SECOND. BUT I
DON'T WANT TO LOSE MY THOUGHT
ON. SO THE 2.4 BILLION FOR THE
TOTAL COST OF ALL THESE
ESSENTIALLY THE ISSUANCE OF
THOSE BONDS WERE, BACKED BY THE
FEES, THEY WERE BACKED BY THOSE
FEES. AND SECONDLY, AND THEY
WERE BACKED THEY WERE CREDITED,
ENHANCED BY A LOAN THAT THE
FEDERAL GOVERNMENT MADE TO THE
ALAMEDA CORRIDOR, A $400 MILLION
LOAN WAS THAT WAS THAT SORRY. I
KEEP INTERRUPTING BECAUSE I
DON'T WANT TO FORGET MY TRAIN OF
THOUGHT BECAUSE, YOU KNOW, ALL
THIS WAS A 400 MILLION THEN DONE
AS A RESULT OF, THE COMMITMENT
FROM THE FROM ACTA TO AND FROM
OBVIOUSLY THE, THE, THE
COMPANIES THAT DO THE SHIPPING
TO ASSESS THEMSELVES ADDITIONAL
FEES OR WAS THIS A FEE THAT
ALREADY EXISTED THAT WAS GOING
TO BE DIRECTED TOWARDS THIS? IT
WAS A TOTALLY NEW FEE.
ADDITIONAL NEW FEE. THIS NEVER
HAS HAPPENED BEFORE IN THE
COUNTRY. AND THAT IS, IS THAT
THE SHIPPERS IN THERE, THEY
LOOKED AT THIS AND WE DID
RESEARCH ON THIS, THAT SHOWED
THAT THE EFFICIENCIES THAT WE
INTRODUCED INTO THE PROCESS WERE
SO GREAT THAT THEY WERE MORE
THAN WILLING TO PAY THE FEES. IN
FACT, THEY HAD TO CONVINCE, THE
RAILROADS AND OTHERS TO, IN
FACT, COME AND PARTICIPATE IN
IT. IT WAS ALL PART OF A OF A OF
A PRETTY EXTENSIVE NEGOTIATION
BASED UPON DOLLARS AND CENTS,
WHICH IS SOMETHING THAT I'D LIKE
TO JUST EMPHASIZE IS ONE OF THE
KEY THINGS THAT THESE FUNDING
AUTHORITIES IS, IS THAT IT
ENABLES THEY HAVE THE CAPACITY
TO BE RECIPIENTS OF FEDERAL,
STATE AND LOCAL GRANTS,
LICENSES, FEES, ETC. THEY CAN
BUNDLE CATEGORICAL AND SPECIAL
PURPOSE AND SPECIAL PURPOSE
GRANTS. THEY CAN BUNDLE THEM AND
COUPLE THOSE WITH BENEFICIAL
BACK REVENUES THAT THEY THEY
COLLECT AND THAT THEY ISSUE BOND
AND DEBTS FOR. SO YOU REALLY
HAVE A CAPACITY TO TAKE ALL OF
THESE CATTEGAT AND SPECIAL
GRANTS THAT, THAT, THAT ARE
NECESSARY IF YOU'RE GOING TO
IMPLEMENT STRATEGY. YEAH I'M
FAMILIAR WITH THAT AS WELL. I
WAS ON THE AIRPORT AUTHORITY IN
SAN DIEGO, AND SO WE HAD SO WHAT
THIS IS REMINDING ME OF IS THE
PASSENGER FACILITY CHARGES THAT
WE CHARGE IN ORDER TO BUILD
TERMINALS, WHICH THEN GO GET
FEDERAL FUNDING AND SOMETIMES
STATE FUNDING. BUT I HAD NOT
THOUGHT ABOUT IT IN TERMS OF
SHIPPING. THIS IS A NEW IDEA FOR
ME. SO THANK YOU FOR SHARING,
THAT SHOULD PROBABLY MAKE SOME
OF MY SAN DIEGO FRIENDS WORRY A
LITTLE BIT, NEW IDEAS ON HOW TO
BUILD THINGS. ANYWAY, LET ME NOW
ASK YOU, AND THEN I'LL
DEFINITELY GIVE MY COLLEAGUE AN
OPPORTUNITY ON THE LAVERNE
CROSSING. THIS LOOKS LIKE A VERY
SMALL AREA FOR AN IFD. ONE OF
THE THINGS I HAD HEARD IS THERE
HASN'T BEEN A LOT OF, DISTRICTS
FORMED. I HAVE ONE IN SAN DIEGO,
MY OLD COUNCIL DISTRICT. WE
FORMED THE FIRST ONE THERE, AND.
BUT IT WAS A VERY IT WAS IT WAS
MILES AND MILES SQUARE MILES. IN
THE OTAY MESA, WHICH IS VERY
UNDERDEVELOPED OR UNDEVELOPED, I
SHOULD SAY. AND SO I'M CURIOUS,
HOW LARGE WAS THIS, MAP, THIS
LAVERNE CROSSING, BECAUSE YOU'VE
BEEN ABLE TO DO QUITE A BIT IN
WHAT APPEARS TO BE A VERY SMALL
AREA. THE AREA IS REALLY THE
CORE, THE DOWNTOWN CORE AREA. SO
LIKE A ONE, TWO, THREE SQUARE
MILES. WHAT ARE WE CORRECT? OKAY
AND ONE OF THE, CHAIRMAN
ALVAREZ, ONE OF THE REAL
BEAUTIES OF THESE OF THESE
DISTRICTS IS THAT IT'S NOT
DIRECTED BY A STATE LAW, IT'S
PERMISSION OAN. RIGHT? IT'S
PERMISSION GRANTED TO LEADERSHIP
THAT IF THEY WANT TO UNDERTAKE
INTEGRATED INVESTMENT FUNDING
STRATEGIES FOR ALL THE PURPOSES
THAT WE JUST TALKED WITH THAT I
JUST DESCRIBED, THEY HAVE THE
PERMISSION FROM THE STATE TO GO
AHEAD AND DO IT. THEY DID NOT
HAVE TO COME HERE TO THE STATE
LEGISLATURE. ONE OF THE THINGS
THAT I LEARNED, AT THE LOCAL
LEVEL, AND WHY THE IAFD WAS
IMPORTANT, WAS THAT THE LOCAL,
AGENCY HAS TO TAKE SORT OF THE
INITIAL STEP TO FORM THESE,
BECAUSE THESE ARE VOLUNTARY, AS
YOU JUST STATED. AND THAT
SOMETIMES DOES TAKE SOME
RESOURCES. IT DEFINITELY TAKES
STAFF TIME. AND THEN YOU GOT TO
GO THROUGH THE PROCESSES OF, OF
CREATING THESE DISTRICTS, SO I'M
FAMILIAR WITH IAFD GOING BACK
NOW VERY BRIEFLY TO ACTA, WHO
PUT IN RESOURCES TO DO ALL OF
THAT, PLANNING TO DO THE
FINANCIAL ANALYSIS ON, YOU KNOW,
THE EXTRA FEE ON THE CONTAINERS
OR HOWEVER THAT WAS DONE AND WHY
THAT WOULD BE A RETURN ON
INVESTMENT. WHO WERE THE CITIES
THAT PARTICIPATED? ALL GAVE SOME
MONEY AND POOLED THEIR RESOURCES
TO DO ALL THIS, ANALYSIS AHEAD
OF TIME TO HAVE AN ARGUMENT FOR
THIS, THE PRE-PLANNING WORK WAS
DONE BY SCAG. SCAG DID IT. AND
LET ME GO ON, WE SPENT ABOUT
EIGHT, TWO YEARS THROUGH
COMMITTEE PROCESSES. AND MIND
YOU, THERE WERE LAWSUITS BEING
FILED. THE WHOLE QUESTION OF
WHETHER OR NOT OUR GOODS
MOVEMENT, DEVELOPMENT IN THE
REGION WOULD, WOULD, WOULD IN
FACT BE STOPPED BY THESE
LAWSUITS AND, AND THE
COMMUNITIES. AND IT WAS ABOUT A
QUARTER OF A THIRD OF MY BOARD
AT SCAG, SAID MARK, YOU'RE THE
TRANSPORTATION, YOU'RE THE AIR
QUALITY. YOU'VE GOT TO FIGURE
THIS THING OUT. SO WE BASICALLY
FRAMED IT UP AND THEN ONCE THE
ONCE THE CORRIDOR WAS
ESTABLISHED, THE VARIOUS CITIES
THEN BEGAN TO PUT IN THE, THE
WHAT IS CALLED PRE-DEPLOYED
MOVEMENT. OKAY. AND, AND YOU
RAISED AN EXTREMELY IMPORTANT
ISSUE, CHAIRMAN. MR. CHAIRMAN,
AND THAT IS THE REASON OAN.
THERE ARE A NUMBER OF REASONS
WHY WE HAVEN'T BEEN ABLE TO
ACCELERATE THE DEVELOPMENT OF
THESE DISTRICTS. MIND YOU, IN
ABOUT 8 OR 9 YEARS WE DID 25. IT
TOOK REDEVELOPMENT THREE DECADES
TO HAVE THAT MANY, SO WE'RE
WE'RE WE'RE NOT SLOW, BUT WE
COULD WE GIVEN WHAT IS NEEDED IN
THIS STATE, WE NEED TO
ACCELERATE IT. THERE'S TWO
THINGS THAT ARE REALLY LACKING
IN IN THE IMPLEMENTATION OF
THESE DISTRICTS. THE FIRST IS
THERE IS NO STATE INVOLVEMENT
WHATSOEVER, THERE'S NO
PRE-DEPLOYMENT. THERE'S NO
INVOLVEMENT OF STATE AGENCIES,
AND SECONDLY, THERE'S NO
OVERSIGHT. AND BOTH OF THOSE
ISSUES, REALLY DO NEED, NEED TO
BE PUT ON THE TABLE. THANK YOU.
AND THEY THEY NEED LEGISLATIVE
ATTENTION. APPRECIATE THAT. YOU
DEFINITELY, THIS IS AN AREA OF
HUGE INTEREST OF MINE. AND
DEFINITELY I THINK WILL BE SOME
FOLLOW UP, SOMETHING ELSE I JUST
PUTTING ON THE RECORD THAT I
LEARNED, I THOUGHT THERE WERE
LESS AIFD DISTRICTS. IT SOUNDS
LIKE THERE'S DEFINITELY IN THE
20S AND ANOTHER 20 PLUS BEING
FORMED. AND THEN THE LAST THING
JUST TO CLARIFY, I THINK YOU
SAID THIS, THE 101 FREEWAY CAP,
IS LOOKING TO UTILIZE AIFD AS
OKAY. AND WHAT'S HOLDING THAT
BACK, INTERESTINGLY ENOUGH, IS
THE DIFFICULTY, WITHIN THE CITY
OF LOS ANGELES TO BE ABLE TO, IN
FACT, COME TO COME TO A POLICY
RESOLUTION THAT THEY REALLY WANT
TO DO IT. OH, I SEE, I MEAN,
IT'S A WHETHER OR NOT THEY WANT
TO MOVE FORWARD WITH THAT
PROJECT. WELL, IT'S A IT'S A
PROCESSING ISSUE WITHIN THE CITY
PRIMARILY BECAUSE THE OTHER THE
OTHER, WHAT WAS INTERESTING THAT
I CAUGHT IN YOUR LAVERNE EXAMPLE
IS IN MY CASE, I REMEMBER OUR
COUNTY DID NOT WANT TO
PARTICIPATE IN THE IFD, AND THEY
DON'T HAVE TO. IT'S VOLUNTARY
FOR THEM AS WELL. AND SO WE WERE
ONLY ABLE TO CAPTURE THE TÊ FOR
THE CITY. BUT IN YOUR CASE, IN
LAVERNE, THE COUNTY SAW THIS AS
A VALUABLE INVESTMENT AND THEY
DECIDED TO CONTRIBUTE 50% OF
THEIR TÊ. SO THAT'S THE OTHER
CHALLENGE THAT I'VE HEARD IN
OTHER PLACES. COULD I COMMENT
ON? YES, OF COURSE. AND THAT IS,
THE COUNTY OF LOS ANGELES AND
THE COUNTY OF ORANGE HAVE BEEN
TWO OF THE MAJOR COUNTY LEADERS
IN SETTING UP THESE DISTRICTS.
THE COUNTY OF LOS ANGELES IS
PARTNER IN FIVE OF THEM. AND
ORANGE IN IN ONE. AND LOOKING AT
OTHERS, BRINGING THE CITY AND
THE COUNTY TOGETHER REALLY HELPS
US. YEAH, AND AS YOU AS YOU'VE
ALREADY STATED. OKAY. THANK YOU,
MR. ALANIZ, DO YOU HAVE SOME
QUESTIONS OR COMMENTS YOU'D LIKE
TO SHARE? I DON OKAY. THANK YOU,
THANK YOU, MR. PISANO. IT'S
REALLY BEEN AN HONOR TO HAVE
YOU. AND YOU'LL BE ON, SPEED
DIAL AS WE HAVE FURTHER
DISCUSSIONS ON ALL THIS. THANK
YOU VERY MUCH. THANK YOU VERY
MUCH FOR THE INVITATION. THANK
YOU. NOW, WE HAVE THE, PLEASURE
OF HEARING FROM KLYDE WARREN
PARK IN DALLAS, ONE OF THE
FREEWAY CAPS THAT I'VE HAD THE
CHANCE TO PERSONALLY VISIT. IN
FACT, THE FIRST ONE THAT I GOT
TO VISIT AND WAS INSPIRED BY, SO
I BELIEVE WE HAVE ON WEBEX, WE
HAVE, ROB WALTERS, WHO MIGHT BE
PRESENTING ON THIS, CAN YOU GET
ROB ON THE SCREEN THERE YOU ARE.
ROB, CAN WE CAN HEAR YOU AND
HOPEFULLY YOU CAN SEE THE
SCREEN. AND IF YOU NEED US TO,
MOVE FORWARD, JUST LET US KNOW
OR IF YOU CAN CONTROL IT, THEN
PLEASE PROCEED AND WELCOME.
WELL, THANK YOU FOR HAVING ME.
AND I DON'T KNOW, CAN YOU SEE ME
AS WELL AS THIS? NO. WE CANNOT
SEE YOU. WE CAN ONLY SEE THE
SCREEN AT THE MOMENT. ALL RIGHT,
WELL, YOU'RE NOT YOU'RE NOT
MISSING MUCH, BUT, LISTEN, THANK
YOU FOR, FOR HAVING ME AND, AND
DELIGHTED TO SEE SOME OF THE
OPPORTUNITIES THAT YOU ALL ARE
EXPLORING IN CALIFORNIA. AND
WE'RE VERY HAPPY TO SHARE OUR
LEARNINGS OF, OF WHAT HAS BY
ANY, I THINK, ANY OBJECTIVE
STANDARD, BEEN AN ENORMOUS
SUCCESS FOR OUR COMMUNITY, AND
REALLY HAS EXCEEDED OUR WILDEST
EXPECTATIONS. AND I THINK,
FRANKLY, AND I DON'T MEAN TO
OVERSTATE THIS, MAYBE REALLY THE
PARADIGMATIC PUBLIC PRIVATE
PARTNERSHIP, IN A CONTRIBUTION
TO OUR COMMUNITY AND TO OUR
CITY, MAYBE VERY QUICKLY, WE
COULD GO TO THE NEXT SLIDE. THE
SO YOU ALL ARE OPERATING. THERE
WE GO, THE GENESIS OF THIS IS
SOMEWHAT INAUSPICIOUS, THIS IS
THE ORIGINAL FREEWAY THAT WE
CAPPED INTO KLYDE WARREN PARK
AND ASSEMBLYMAN ALVAREZ,
DELIGHTED THAT YOU HAVE HAD AN
OPPORTUNITY TO SEE THE PARK,
THIS FREEWAY WAS BUILT IN THE
LATE, 60S, EARLY 70S AND REALLY
SEVERED TWO IMPORTANT PARTS OF
THE CITY, TO THE LEFT IS THE
NORTHERN EDGE OF DOWNTOWN. TO
THE RIGHT IS, THE SOUTHERN EDGE
OF SORT OF AN UPTOWN AREA, BUT
WAS A VERY VIBRANT COMMUNITY AT
ONE POINT, A COUPLE OF US REALLY
WITHOUT ANY COMMISSION OR
MANDATE, JUST CITIZENS, LOOKED
OUT OUR WINDOWS LITERALLY FROM
OUR OFFICES AND SAW THIS CHASM
THAT SEPARATED OUR CITY AND
REALLY KIND OF RUBBLE, CONCRETE
BETWEEN A COUPLE OF COMMERCIAL
AREAS IN THE LOWER OF THE CITY.
THE FREEWAY HAD ORIGINALLY BEEN
BUILT DOWN INSTEAD OF UP WITH
THE THOUGHT THAT PERHAPS ONE
DAY, SOMEHOW, SOMEBODY MIGHT
COME ALONG AND DO SOMETHING TO
COVER UP THIS SCAR, SO WE WENT
ABOUT THE BUSINESS OF, OF DOING
THAT VERY THING, AFTER, YOU
KNOW, SOME CONSIDERABLE LABOR
AND LUCK AND FORTUITOUS
CIRCUMSTANCES, WE ENDED UP
BUILDING THE PARK AND MAYBE YOU
CAN GO TO THE NEXT SLIDE, WHICH
IS WHAT THE PARK LOOKS LIKE
TODAY, WHICH IS REALLY AN
EXTRAORDINARY, I THINK,
ACCOMPLISHMENT AND CONTRIBUTION
TO OUR COMMUNITY. AND IT HAS
BEEN THAT WAY IN TWO PRINCIPAL
RESPECTS, AND I THINK THIS IS
REALLY THE THEME OF WHAT I'D
LIKE TO IMPART TO YOU ALL THE
FIRST IS THE QUALITATIVE
CONTRIBUTION, TO THE PARK, AND
WHAT I MEAN BY THAT, AND IF WE
GO TO THE NEXT SLIDE, WHAT I
MEAN BY THAT IS, DALLAS, LIKE SO
MANY OTHER AUTOMOBILE AGE
CITIES, WAS, BALKANIZED AND
ATOMIZED, DIDN'T REALLY HAVE
MANY PLACES WHERE WE AS A
COMMUNITY GATHERED AND FOCUSED
ON WHAT WE HAD IN COMMON, IT WAS
ALSO I DON'T THINK WE HAD A FAR
SIGHTED, FOUNDING LEADERSHIP
BECAUSE WE HAVE AN OKAY,
EXISTING PARK, INFRASTRUCTURE
HERE, BUT WE REALLY HAD TO GET
SERIOUS ABOUT SORT OF, REVERSE
ENGINEERING AND PUTTING IN PARKS
WHERE THEY MIGHT HAVE BEEN IN
THE FIRST INSTANCE. SO WHAT IS A
MERGE IS IT'S REALLY BECOME OUR
TOWN SQUARE WHEN WE DIDN'T HAVE
A TOWN SQUARE, TODAY WE GET
ALMOST A MILLION AND A HALF
GUESTS. THEY COME FROM ALL PARTS
OF THE CITY, SOUTH, NORTH, EAST,
WEST, IT IS, ALL SOCIOECONOMIC
DEMOGRAPHICS, ALL ETHNICITIES,
ALL RACE. AND OF COURSE, WE'RE A
VERY DIVERSE COMMUNITY, PERHAPS
AMONG THE MOST DIVERSE
COMMUNITIES IN THE COUNTRY, IN
DALLAS AND THE DFW REGION. AND
IT REALLY IS MERGED INTO THAT
KIND OF A GATHERING PLACE SUCH
THAT REALLY THE PRINCIPAL
CELEBRATION THAT WE HAVE AS A
COMMUNITY, AS A CITY, EVERYTHING
FROM, YOU KNOW, HOLIDAY
CELEBRATIONS TO INDEPENDENCE DAY
CELEBRATION, YOU RUN THE GAMUT,
THEY REALLY HAPPEN AT KLYDE
WARREN PARK, AND WE WILL
ROUTINELY HAVE MAJOR GATHERINGS
OF 30 AND 40,000 PEOPLE. WE ALL
COME, COME TOGETHER. I WILL SAY
THIS. WE CALL IT A PARK, BUT
IT'S REALLY MORE OF A VENUE, AND
WE KIND OF THINK OF OURSELVES AS
IF YOU THINK ABOUT PUBLIC RADIO.
WE RAISE MONEY IN ORDER TO
PROVIDE FREE PROGRAMING. THAT'S
WHAT WE DO, OUR MODEL WAS BRYANT
PARK IN NEW YORK, WHICH IS AN
EXTRAORDINARILY WELL DONE URBAN
PARK, RIGHT BY THE NEW YORK
PUBLIC LIBRARY. AND WE OFFER
OVER 1300 FREE PROGRAMS A YEAR.
WE REALLY WE SELL NOTHING,
EVERYTHING WE DO, OTHER THAN A
COUPLE FUNDRAISERS, ARE
AVAILABLE FREE TO THE PUBLIC.
AND SO IN THAT SENSE, AND THIS
IS REALLY AN IMPORTANT CONCEPT,
WE'RE RIGHT ON THE EDGE OF A
VERY, VERY FINE ARTS DISTRICT,
WITH PERFORMING ARTS CENTER.
SYMPHONY CENTER. BUT WE REALLY
DEMOCRATIZED OR PLURALIZED OUR
THAT AREA WHERE, EVERYBODY UP
AND DOWN THE SOCIOECONOMIC SCALE
COULD PARTICIPATE IN THE LIFE OF
THIS AREA AND THE LIFE OF THE
CITY WHERE YOUNG FAMILIES COULD
COME TO OUR PARKS, SPEND HOURS
UPON HOURS IN FOUNTAINS AND, YOU
KNOW, SPLASHING AROUND, AND THEY
WOULD, YOU KNOW, MAYBE BRING A
SATCHEL FULL OF SANDWICHES AND A
FEW DRINKS AND DO IT FOR FREE,
AND PARTICIPATE IN REALLY SOME
FANTASTIC PROGRAMING THAT WE
OFFER EVERYTHING FROM, YOU KNOW,
ZUMBA, EXERCISE TO CHESS MATCHES
TO, DIFFERENT, YOU KNOW,
SPORTING EVENTS. IT REALLY,
REALLY COVERS THE GAMUT AND IN A
WAY THAT WE REALLY EMBRACE ALL
OF OUR ETHNIC COMMUNITIES AS
WELL. IT'S A VEHICLE FOR ALL OF
THEM, TO UTILIZE THIS AS, AS
FREE SPACE. SO THAT WAS OUR
QUALITATIVE CONTRIBUTION, AND
LET'S GO TO THE NEXT SLIDE. AND
THIS JUST SORT OF A GRAPHIC
REPRESENTATION OF WHAT I'M
TALKING ABOUT. AND THIS IS
HAPPENING AT THE PARK, REALLY,
EACH AND EVERY DAY, BUT LET ME
TURN TO WHAT IS THE QUANTITATIVE
CONTRIBUTION, WHICH IS, I THINK,
EQUALLY AND IN SOME WAYS, MORE
PROFOUND. IF WE COULD GO TO THE
NEXT SLIDE. YOU KNOW, PUBLICLY
THE BEST PUBLIC LEADERSHIP
RECOGNIZES THE DIFFERENCE
BETWEEN AN INVESTMENT AND AN
EXPENDITURE. AND I THINK DOLLAR
FOR DOLLAR, POUND FOR POUND,
THERE HAVE BEEN FEW, IF ANY,
BETTER PUBLIC INVESTMENT MOMENTS
THAN IN THIS PARK. AND LET ME
JUST GIVE YOU SOME NUMBERS. WE
HAVE A PUBLIC IMPROVEMENT
DISTRICT AROUND OUR PARK OR, YOU
KNOW, THE EQUIVALENT OF A TIFF,
AND THEN WHEN WE FIRST OPENED
THE PARK, THE AMOUNT THE
PROPERTIES WERE VALUED AT $2.2
BILLION IN AND AROUND OUR PARK
TODAY, THAT NUMBER IS $7.5
BILLION. SO WE HAVE CREATED
INCREMENTAL VALUE IN AND AROUND
OUR PARK OF APPROXIMATELY $5.3
BILLION. AND I THINK IF YOU LOOK
AT ANY INFRASTRUCTURE STUDY,
THIS GOES BACK LITERALLY TO THE
DAYS OF CENTRAL PARK. AND WE HAD
SOME INVESTMENT BANKS WHO
VOLUNTEERED THEIR SERVICES TO DO
THIS. THE VALUE CREATION AND
ACCRETION THAT OCCURS BY THE
WELL DONE AND WELL, WELL PLACED
PARKS IS, IS JUST BREATHTAKING,
FOOTNOTE ON THAT, OUR BASIC DEBT
COST IS 40 BILLION, A $40
MILLION TO BUILD, THE EQUIVALENT
LAND WOULD HAVE COST 40 OR $50
MILLION. AND SO WE ESSENTIALLY
CREATED LAND OUT OF THIN AIR.
AND WE IF WE HAD BOUGHT THE
LAND, WE WOULD HAVE TAKEN OFF
THE TAX ROLLS. AND IT REMAINED
ON THE TAX ROLLS. SO IT WAS VERY
MUCH A WIN WIN. HERE'S THE
BOTTOM LINE, THOUGH, OF THE CITY
INVESTED AN INITIAL $20 MILLION
IN A BOND ISSUE BACK IN 2006,
2007. TODAY, BASED ON THE
INCREMENTAL VALUE CREATION THAT
HAS OCCURRED IN AROUND THE PARK,
THE RETURN TO THE CITY, THE
SCHOOL DISTRICT, THE COUNTY, OUR
COMMUNITY, OUR PUBLIC HOSPITAL
IN OUR DALLAS COLLEGE REGION IS
APPROXIMATELY $160 MILLION A
YEAR. SO AGAIN, A ONE TIME
INVESTMENT OF $20 MILLION IS
GENERATING TODAY AN INCREMENTAL
TAX ACCRETION OF APPROXIMATELY
$160 MILLION. AND THAT NUMBER IS
ONLY GOING UP, AND WE'RE VERY
PROUD OF THAT CONTRIBUTION TO
OUR CITY, BOTH AGAIN,
QUALITATIVE AND, QUANTITATIVELY,
I WILL SAY TOO, THIS HAS BEEN
VERY INTERESTING. IT'S BEEN A
PARK THAT'S GOTTEN A LOT OF
ATTENTION AROUND THE COUNTRY AND
AROUND THE WORLD. THE FEDERAL
RESERVE IS FOCUSED ON IT AS A
SORT OF A AS A IS A, AN
EXEMPLARY PUBLIC INVESTMENT THAT
IS GENERATED GREAT RETURNS.
WE'VE ACTUALLY BECOME THE
PROTOTYPE AND THE TEMPLATE FOR
ALMOST 70 OF THESE PROJECTS THAT
ARE UNDERWAY AROUND THE COUNTRY
AND AROUND THE WORLD. THERE'S
NOT A MONTH THAT GOES BY THAT WE
DON'T HAVE SOMEBODY COMES IN
FROM KANSAS CITY OR ATLANTA OR,
HAMBURG OR OR HONG KONG LOOKING
AT AND STUDYING THE NATURE OF
THIS PUBLIC INVESTMENT. LET'S GO
TO THE NEXT SLIDE. THIS JUST
GIVES YOU A GLIMPSE OF WHAT THIS
AREA OF DALLAS LOOKED LIKE
BEFORE AND AFTER THE CREATION OF
THE PARK, AND YOU JUST GET A
SENSE OF THE WHAT, THIS, THIS
PUBLIC INFRASTRUCTURE SPAWNED IN
TERMS OF DEVELOPMENT IN AND
AROUND OUR CORE. AND FRANKLY,
LIKE SO MANY AMERICAN CITIES,
PARTICULARLY AUTOMOBILE AGE
CITIES, ARE CAR WAS HANGING IN
THE BALANCE AND SOME WOULD ARGUE
MIGHT MIGHT HAVE BEEN ATROPHYING
, TODAY IT'S QUITE VIBRANT. IT
HAS ITS CHALLENGES, BUT IT'S
QUITE VIBRANT IN LARGE PART
BECAUSE OF THESE THESE SORTS OF
INFRASTRUCTURE INVESTMENTS, AND
THEN THE LAST, OBSERVATION FOR
YOU, THE NEXT SLIDE, WE DIDN'T
QUITE COMPLETE THE PARK. AND SO
WE'RE EXPANDING OUR PARK QUITE
CONSIDERABLY TO DO TWO THINGS.
ONE IS WE ARE CREATING A
STRUCTURE. IF YOU LOOK AT THIS
SLIDE, THIS IS HOW OUR PARK GOES
WEST, AND CREATES ANOTHER COUPLE
OF ACRES, WHICH GIVES US MORE
OPPORTUNITIES ON THE FAR SIDE
WHERE THE FIELD IS FOR
RECREATIONAL OPPORTUNITIES,
MARKETS, THOSE SORTS OF THINGS.
SO WE CAN OFFER MORE PROGRAMING,
MORE REVENUE OPPORTUNITIES. AND
THEN WE'RE ALSO GOING TO PUT A
BUILDING ON A PIECE OF THE PARK,
WHICH IS ALMOST UNPRECEDENTED.
IT'S A REALLY INTRIGUING
CONCEPT, WHEN WE WENT TO THE
TEXAS DEPARTMENT OF
TRANSPORTATION ON THIS PROJECT,
ORIGINALLY, THEY SAID, WELL,
LOOK, GUYS, INTERESTING, BUT WE
WILL BUILD FREEWAYS. THAT'S WHAT
WE DO. AND AS YOU ALL PROBABLY
KNOW, THE RECENTLY CONVERTED ARE
ALWAYS THE MOST DEVOUT. AND NOW,
TEXAS DEPARTMENT OF
TRANSPORTATION IS AT THE
VANGUARD OF SOME REALLY
INTERESTING DEVELOPMENT. AND ONE
THING THAT THEY'RE FOCUSED ON IS
THE VALUE OF AIR RIGHTS, LIKE
YOUR CITIES IN OUR CITIES, THEY
ARE, THEY ARE RINGED WITH, YOU
KNOW, FREEWAYS. AND THERE'S A
GREAT OPPORTUNITY AROUND
HOUSTON, SAN ANTONIO, DALLAS,
FORT WORTH AND EVEN AUSTIN TO,
LOOK AT WHETHER THERE ARE
OPPORTUNITIES IN THOSE
DEVELOPMENT RIGHTS TO ACTUALLY
CREATE LAND. AND TEXTILE IS VERY
MUCH AT THE VANGUARD OF THAT.
AND SO THAT'S WHAT WE ARE DOING.
AND MAYBE WE COULD JUST POP TO
THE LAST SLIDE. YOU JUST POP
THROUGH A FEW. THERE'S OUR
BUILDING. THE NEXT ONE IS OUR,
PARK EXPANSION. AND THEN FINALLY
LET'S GO TO THE LAST SLIDE, AS
YOU ALL MIGHT KNOW, THE, THE
ECLIPSE CAME THROUGH DALLAS,
NOT, NOT LONG AGO, BUT THIS IS
JUST A TYPICAL EXAMPLE OF THE
KINDS OF CROWDS AND COMMUNITY
GATHERING THAT WE HAVE. THIS WAS
AT DURING OUR ECLIPSE. YOU'LL
SEE THE FOOD TRUCKS ALONG THE
SIDE AND THE OTHER REALLY
IMPORTANT OBSERVATION IS IT'S
REALLY AIDED SORT OF THE NOTION
OF, TAMING AREAS, URBANIZING
AREAS, MAKING THEM MORE
PEDESTRIAN FRIENDLY. THE ONE
THING WE DID WHEN WE BUILT THIS
PARK IS WE COMPLETELY AND
UTTERLY IGNORED THE NOTION OF
PARKING, WE JUST FIGURED PEOPLE
WOULD FIND THEIR WAY IF WE
OFFERED AN ATTRACTIVE ENOUGH
ENTERPRISE, AND THEY HAVE. AND
FRANKLY, IT'S ACTUALLY BEEN A
BOON TO LOCAL BUILDINGS AND
LANDOWNERS WHO HAVE BEEN ABLE TO
USE THEIR PARKING AND EVENINGS
AND WEEKENDS AND ACTUALLY CREATE
INCREMENTAL REVENUE STREAMS
THEMSELVES, BUT THIS IS, THIS IS
QUITE TYPICAL. AND THEN LAST
OBSERVATION ABOUT THIS, I WOULD
SAY, AND THOSE OF US WHO FOUNDED
IT AND HAVE BEEN WITH THIS
ENTERPRISE FOR NOW, GOING ON 20
YEARS, WE WE'VE NOW BEEN OPEN 12
YEARS IS, I THINK, THE KEYS TO
THE KINGDOM. AND REALLY THE
MAGIC SAUCE IS, IS, IS THE FACT
THAT IT WAS A PUBLIC, PRIVATE
VENTURE, WE HAVE A STRONG,
BUSINESS COMMUNITY IN DALLAS, A
BUSINESS COMMUNITY THAT IS
COMMITTED TO THE COMMON WEAL, TO
THE GENERAL WELFARE, AND, A LOT
OF GOOD THINGS COME OUT OF OUR
PRIVATE SECTOR. AND SO THE
COMBINATION OF THE PRIVATE
CORPORATE LEADERSHIP, TOGETHER
WITH A, YOU KNOW, A REALLY A
SUPERB, JUST ABSOLUTELY SPLENDID
PARTNER IN THE CITY OF DALLAS,
SORT OF CREATED THIS MAGIC, AND,
AND ON THAT SCORE, IT'S REALLY
IMPORTANT TO APPRECIATE THAT WE
ARE NOT ON, WE DON'T RECEIVE ANY
PUBLIC FUNDING SOURCES. SO WE AS
A PRIVATE, PRIVATE, 500 1C3, WE
ARE A PUBLIC PARK. WE ARE A
PUBLIC IN EVERY RESPECT FROM,
YOU KNOW, FROM EXPRESSION TO
PARTICIPATION. IT IS ABSOLUTELY
INDISTINGUISHABLE FROM ANY OF
THE MOST INCLUSIVE PARKS YOU'LL
EVER ENCOUNTER. AT THE SAME
TIME, WE MANAGE IT PRIVATELY,
WHICH MEANS WE'RE ABLE TO DO IT
AT THE HIGHEST LEVEL, AND WE PAY
FOR IT THROUGH, YOU KNOW, OUR
INDEFATIGABLE EFFORTS IN,
GENERATING CORPORATE
PHILANTHROPY AND PRIVATE SUPPORT
IN ADDITION TO WE DO HAVE A PID
AROUND IT THAT CONTRIBUTES ABOUT
15 TO 20% OF OUR OUR ANNUAL
REVENUE. AND THAT'S A TREMENDOUS
BOON TO THE CITY. SO THE CITY
DOES ISN'T RESPONSIBLE FOR THIS
PARK LIKE IT IS FOR SO MANY, FOR
MOST. THE VAST MAJORITY OF PARKS
IN THE CITY. SO, WE'RE PROUD OF
WHAT WE'VE DONE. WE HAVE MILES
TO GO BEFORE WE SLEEP TO MAKE
SURE THAT IT IS EVERYTHING IT
CAN BE, BUT I THINK, AGAIN, BY
ANY OBJECTIVE MEASURE, IT'S BEEN
AN ENORMOUS SUCCESS, ENORMOUS
CONTRIBUTION TO OUR COMMUNITY.
THANK YOU, APPRECIATE YOU BEING
HERE. AND, I HAVE A FEW
QUESTIONS FOR YOU. AND, LET ME
START BY JUST, WELL,
CONGRATULATING YOU AGAIN. I'VE
BEEN ON. I'VE BEEN THERE IN
PERSON, I DON'T THINK YOUR
PICTURES DO JUSTICE TO JUST HOW,
HOW GREAT YOUR PARK IS AND HOW
EXPANSIVE IT IS. IT REALLY IS.
REMIND US OF HOW LARGE THE
COVERAGE IS, HOW MANY ACRES.
IT'S ABOUT FIVE AND A HALF
ACRES, AND IT'LL BE ABOUT SEVEN
AND A HALF ACRES BY THE TIME WE
COMPLETE OUR EXPANSION. AND IS
YOUR EXPANSION BEING FUNDED BY,
WHAT IS A WHAT IS GOING TO PAY
FOR THE EXPANSION? YEAH. SO THE
SAME BASIC SCHEME, IT'S ABOUT
PROBABLY HALF PUBLIC DOLLARS,
HALF PRIVATE DOLLARS. SO IT'LL
COST PROBABLY 150 MILLION, ON
THE PUBLIC SIDE, SIDE. WE'VE
RAISED IT. WE'LL GET ANOTHER
ALLOTMENT FROM THE CITY OUT OF
AN UPCOMING BOND PACKAGE OF
APPROXIMATELY $15 MILLION, OUR,
TEXAS, DEPARTMENT OF
TRANSPORTATION IS IN FOR ABOUT
$35 MILLION AGAIN, BECAUSE THEY
SEE IT AS A VEHICLE FOR THEIR
OWN AMBITIONS ABOUT AIR RIGHTS.
AND WE RECENTLY RECEIVED FROM
THE DEPARTMENT OF TRANSPORTATION
AN, WE A COUPLE OF PARKS CAME
TOGETHER IN SORT OF THE
RECONNECTING COMMUNITIES THEME
AND PETITIONED THE DEPARTMENT OF
TRANSPORTATION. WE RECEIVED
ANOTHER 20 MILLION THERE, BUT WE
WILL ALSO RAISE AND ALREADY HAVE
RAISED ABOUT HALF OF IT, ANOTHER
60 OR $70 MILLION OF PRIVATE
CONTRACT OPTIONS. SO IT WILL
FOLLOW OUR PATTERN OF A PUBLIC
PRIVATE PARTNERSHIP. YEAH. I
THINK I WANT TO SPECIFICALLY
COMMEND YOU ON ON THAT SEGMENT
OF IT. I MEAN, YOU ARE IN THE
DOWNTOWN AREA, SO THERE ARE A
LOT OF INDIVIDUALS WHO WHO
INTERACT OUT IN THAT IN THAT
AREA AND PROBABLY AT A CIVIC
MINDED. BUT IT IS ONE OF THE
THINGS THAT I KNOW I AND OTHER
CIVIC LEADERS, AND OTHER PARTS
THAT ARE TRYING TO GET FOCUS AND
ATTENTION ON THESE TYPES OF
PROJECTS HAVE HAD MORE OF A
CHALLENGE. OFTENTIMES, OUR CIVIC
SOME OF THE, THE, THE MAJOR
DONORS OF, IN IN OUR COMMUNITIES
FOCUS ON OTHER THINGS. AND SO
YOU'VE DONE A REALLY GOOD JOB OF
GETTING THEM FOCUSED ON THIS. SO
I WANT TO CONGRATULATE YOU ON
THAT. SO THE 20 MILLION YOU GOT
FROM THAT'S THE FEDERAL DOT FROM
THE RECONNECTING FUNDING THAT
THE, ADMINISTRATION GOT IN. YES,
SIR. OKAY AND THEN YOUR STATE
NOW IT SOUNDS LIKE AND WE'RE
GOING TO HAVE SOME OF OUR STATE
FOLKS HERE IN A BIT TOO, BUT
THEY'RE REALLY NOW, HAVE OUTSIDE
OF CLYDE PARK IN THE DOWNTOWN
AREA, ARE THEY LOOKING AT OTHER
AREAS IN THE STATE OF
CALIFORNIA, IN THE STATE OF
TEXAS? VERY MUCH SO. THERE'S A
PROJECT UNDERWAY THAT COULD BE
THE MOTHER OF ALL THESE PROJECTS
IF IT COMES TO FRUITION, IN
AUSTIN, I DON'T KNOW IF YOU'VE
BEEN TO AUSTIN, BUT IT IS
DIVIDED BY AN ELEVATED FREEWAY.
AND IT WAS A TERRIBLE IDEA YEARS
AGO, AND IT REALLY SEVERED THE
CITY IN TWO, AND, TXDOT IS
COMMITTED TO A MULTI-BILLION
DOLLAR, YOU KNOW, DEMOLITION AND
RECONSTRUCTION OF THAT PROJECT,
BOTH THE CITY OF AUSTIN AND THE
UNIVERSITY OF TEXAS, WHO SITS
RIGHT ON, THAT FREEWAY, ARE BOTH
COMMITTED TO DECKING THE
PORTIONS OF THE FREEWAY THAT ARE
IN FRONT OF THEM. AND IT COULD
BE, THE MOST TRANSFORMATIONAL
DECKING PROJECT THAT HAPPENS
ANYWHERE IN THE COUNTRY. I MEAN,
IT COULD LITERALLY DOUBLE THE
SIZE OF THE UNIVERSITY, WHICH IS
LANDLOCKED. AND SO SOME OF THE
INTERESTING INITIATIVES YOU ALL
HAVE HAD AT UC SAN DIEGO, UC
IRVINE, WHERE YOU HAVE DONE
SOME, SOME HOUSING INITIATIVES
THERE, LOOKING AT SIMILAR
INITIATIVES, BECAUSE HOUSING HAS
GOTTEN VERY EXPENSIVE IN AUSTIN
AND THE CITY OF AUSTIN ITSELF.
FURTHER SOUTH OF THERE, IS
LOOKING AT A COUPLE DECK
PROJECTS THAT WILL ACTUALLY
RECONNECT THE COMMUNITY. AND
FRANKLY, IF THERE'S ONE HEALING
PROJECT IN TEXAS THAT IS AT THE
TOP OF THE LIST, IT WOULD BE
RECONNECTING EAST AND WEST
AUSTIN. SO, SO YOU ARE LOOKING
AT BUILDING, STRUCTURES, HOUSING
ON SOME OF THESE DECKS,
PARTICULARLY IN THE AUSTIN AREA?
YES, WE ARE, ALTHOUGH I WILL
TELL YOU, THAT'S AN INTERESTING
ONE. I MEAN, EACH ONE OF THESE
IS SUI GENEROUS, RIGHT? EVERYONE
HAS A SLIGHTLY DIFFERENT SLANT,
DIFFERENT MARKET DIFFERENT. AND
SOME OF YOUR PREVIOUS, FOLKS
HAVE HAVE COMMENTED ON THAT. I
DO THINK YOU HAVE TO BE CAREFUL
THERE. I THINK THAT IT'S VERY
EXPENSIVE TO PUT A STRUCTURE ON
IT, AND A LOT OF TIMES YOU'RE
BETTER OFF. AND WE WERE BETTER
OFF FOR THE REST OF OUR PARK, ON
THE BASIC INFRASTRUCTURE BEING A
LITTLE LESS EXPENSIVE AND THEN
WORKING AROUND IT CONTIGUOUS TO
THE PARK AND ENHANCING THE LAND
THAT BORDERS THE PARK. I THINK
IT DEPENDS ON THE PARTICULAR
PROJECT, BUT THAT MIGHT BE THE
SWEET SPOT IN TERMS OF
REDEVELOPMENT. YEAH, I THINK
SOME SOME OF US ARE JUST
THINKING ABOUT HOW DO YOU MAKE
THESE PROJECTS PENCIL. AND SO
CERTAINLY, CREATING NEW VALUE,
PROPERTY TAX BASED VALUE, COULD
ALLOW US TO, TO CREATE SOME
FUNDING STREAMS. SO THAT'S WHY I
ASKED THAT QUESTION. WELL,
HERE'S ONE SUGGESTION ON THAT
FRONT. IT WAS A MISTAKE WE MADE.
I MEAN, YOU WILL BE ASTOUNDED
THAT THE HOW YOU INCREASE THE
VALUE OF THE CONTIGUOUS
PROPERTIES TO THESE PROJECTS. I
MEAN, IT'S BREATHTAKING. IF
YOU'RE CONTIGUOUS, IT COULD BE
50 TO 70% INCREASE IN VALUE. IF
YOU'RE A BLOCK AWAY, IT MIGHT BE
30 TO 40. AND WE CAME IN AFTER
THE FACT AND WE SAID, LOOK AT
THIS WINDFALL. WE'VE CREATED FOR
YOU PRIVATE LANDOWNERS, HELP US.
AND THEY SAID, FINE. AND WE
CREATED A PIN. THEY MAKE A
CONTRIBUTION. THÀNH YOU MIGHT
THINK ABOUT IT PROSPECTIVELY AND
GOING TO THEM NOW AND SAYING,
HEY, LOOK, WE'LL, WE'LL EMBARK
ON THIS PROJECT, BUT WE NEED TO
PARTNER IN A, IN A MUCH MORE
SUBSTANTIAL WAY SO THAT YOU CAN
CREATE A REVENUE STREAM. I THINK
THE PROJECT THAT THEY'RE LOOKING
AT IN ATLANTA THAT, BRIDGES THE
I THINK THE I-75 FREEWAY BETWEEN
GEORGIA TECH AND THEIR MIDTOWN,
THEY'RE GOING TO THE PROPERTY
OWNERS ON THE FRONT END FOR A
MUCH MORE SUBSTANTIAL
CONTRIBUTION. OAN TO CREATE A
REVENUE STREAM TO ACTUALLY BUILD
THESE THINGS IN REAL PARTNERSHIP
, THANK YOU. I THINK, AND I WAS
YOU WERE IN THAT OFFICE THAT I
HAD TO VISIT. YOU CAN OVERSEE
THE PARK RIGHT THERE. I CAN TELL
YOU I AM. THAT'S OUR PARK. I DO,
I YEAH, ONE OF THE REASONS I'M
IN THIS OFFICE IS WE CAN LOOK
OUT IN THE PARK, AND THERE IT
IS. YEAH, ONE OF THE THINGS I
HAVE TO CAVEAT, I THINK WE HAD
ANOTHER PANEL AT SOME POINT TALK
ABOUT, THERE IS PROPERTY TAX.
YES, THERE IS PROPERTY VALUES
THAT ARE INCREASING. SO WE'VE
GOT TO BE CAREFUL, ESPECIALLY IN
SOME OF THE COMMUNITIES WHERE
THEY'RE RESIDENTIAL IN TERMS OF
DISPLACEMENT. AND IN THOSE
ISSUES ARE OF CONCERN. AND WE
GOT TO KEEP IN MIND THE LAST
QUESTION I'LL ASK YOU. AND THEN
MR. ALANIZ, MY COLLEAGUE, HAS A
QUESTION I THINK IS, YOU ARE,
YOU KNOW, EXHIBIT A ON THAT. IT
DOESN'T ALWAYS REQUIRE
GOVERNMENT INTERVENTION TO ALLOW
SOME OF THESE THINGS TO HAPPEN,
BUT GOVERNMENT CAN BE HELPFUL IN
SOME WAYS. IS THERE ANY THING
THAT YOU'D LIKE TO SHARE IN
TERMS OF HOW GOVERNMENT IN YOUR
CASE HAS BEEN HELPFUL, AND MAYBE
HOW WE COULD BE MORE HELPFUL AS
WE TRY TO SUPPORT SOME OF THESE
PROJECTS THROUGHOUT OUR STATE.
IT'S A GREAT QUESTION. THANK YOU
FOR THE QUESTION. I THOUGHT A
LOT ABOUT THAT. AND I, YOU KNOW,
WHETHER THERE'S SOMETHING
INSTITUTIONALLY THAT YOU LOOK,
THE REASON WE'RE WE WERE
SUCCESSFUL WITH OUR GOVERNMENTS
IS BECAUSE THEY THERE IS MAYBE A
SLIGHTLY, DIFFERENT SOCIAL
COMPACT THAT OCCURS IN OUR PART
OF THE WORLD, WHICH IS THE
BUSINESS COMMUNITY AND THE
PHILANTHROPIC COMMUNITY, BECAUSE
THEY OPERATE MAYBE IN A LOWER
TAX BASE WITH DIFFERENT
EXPECTATIONS. IT'S A VERY STRONG
COMMUNITY PARTICIPATION AND
COMMUNITY COMMITMENT. THE
RECIPIENT, THE INVERSE OF THAT
IS, IS OUR MUNICIPAL GOVERNMENT,
OUR POLITICAL SUBDIVISIONS DO
LOOK TO THE PRIVATE SECTOR FOR
PARTNERSHIPS. AND WE'VE HAD VERY
STRONG LEADERSHIP IN OUR CITY
THAT HAS APPROACHED IT WITH,
THAT DON'T LOOK AT US AS A
PROBLEM, BUT LOOK AT US AS THE
BUSINESS COMMUNITY, AS A PARTNER
, AND HAS APPROACHED IT WITH,
GREAT, YOU KNOW, HUMILITY AND
REALISTIC EXPECTATIONS AND HAS
TRUSTED THE PRIVATE SECTOR TO
REALLY PARTNER IN A WAY FOR THE
OVERALL BENEFIT OF OUR
COMMUNITY. WE WOULD NOT HAVE
BEEN SUCCESSFUL HERE IF WE
DIDN'T HAVE OUR PUBLIC SECTOR
LED, WITH THAT, THAT, WITH THAT
WORLDVIEW. AND I THINK IT'S BEEN
IT'S BEEN VERY POSITIVE FOR OUR
COMMUNITY. AND AT THE SAME TIME,
THEY'VE BEEN DEMANDING IN THE
RIGHT WAY, WHICH IS THIS WILL BE
A PUBLIC ASSET AND IT WILL AT
THE HIGHEST STANDARDS. AND I
WILL TELL YOU, ASSEMBLYMAN
ALVAREZ, YOU KNOW, LIKE MOST
COMMUNITIES, THERE AREN'T MANY
THINGS WHERE WE HAVE UNANIMITY.
KLYDE WARREN PARK HAS UNANIMITY.
IF YOU RUN THE GAMUT OF OUR CITY
COUNCIL OF ALL QUARTERS, THERE'S
ABSOLUTE UNANIMITY THAT IT HAS
BEEN A GOOD THING FOR OUR
COMMUNITY WHERE WE CAN FOCUS ON
WHAT WE HAVE IN COMMON AND NOT
WHAT SEPARATES US. AND SO I
THINK OF ALL THE THINGS THAT
HAVE EMERGED IN THE CREATION OF
THIS PROJECT. THAT'S THE MOST
HEARTENING. RIGHT? THANK YOU,
MR. ALANIZ HAS SOME COMMENTS.
QUESTIONS YES. MR. WALTERS, MY
NAME IS JUAN ALANIZ. I JUST, YOU
HAD BROUGHT UP PARKING, WHICH
I'M GLAD YOU DID, BECAUSE I WAS
LOOKING AT THAT AND I WAS
THINKING LIKE, WHERE IS
EVERYBODY? PARKING? BECAUSE,
LIKE, THE ECLIPSE PHOTO THAT YOU
TOOK, YOU COULD PROBABLY SEE
THOUSANDS AND THOUSANDS OF
PEOPLE THERE, HAVE YOU GUYS EVER
MAYBE THOUGHT ABOUT DOING
SOMETHING IN PARKING, OR IS IT
JUST NOT GOING TO BE WORTH IT?
NO IT'S NOT GOING TO BE WORTH
IT. AND WE REALLY WANTED TO, WE
WANTED TO LEAP OFF THIS CLIFF
AND WE WANTED TO DEMONSTRATE TO
THE WORLD THAT, YOU KNOW, WE
DIDN'T HAVE TO HAVE A PARKING
PLACE FOR EVERY HUMAN ACTIVITY.
AND IT'S THE MOST AMAZING THING.
PEOPLE HAVE FOUND THEIR WAY.
THEY FIND THEIR WAY HERE.
THERE'S THEY RIDE THE TROLLEY
CAR IN, THEY'LL PARK A FEW
BLOCKS AWAY, THEY'LL UBER IN,
THEY'LL DOUBLE UP IN SOME
FASHION. THEY'LL USE EXISTING
PARKING, WHICH IS REALLY
MAXIMIZE THE USE OF IT, BECAUSE
A LOT OF THAT PARKING JUST SITS
THERE UNUSED ON WEEKENDS AND IN
THE EVENING. SO ALL OF THOSE
THINGS COMBINED, WE HAVE REALLY,
WE HAVE CHANGED THE CONVERSATION
FROM ONE THAT WAS FAIRLY NARROW
AND FAIRLY REACTIONARY OF, YOU
KNOW, YOU BETTER HAVE PARKING TO
ONE WHERE A LITTLE BIT OF A LEAP
OF FAITH THAT THINGS CAN WORK
WITHOUT ORGANIZING OURSELVES OR
LEADING WITH THE ISSUE OF
PARKING. GREAT. THAT'S THAT'S
GOOD TO KNOW, ALSO, I'M VERY
JEALOUS OF OUR CHAIR, WHO HAS
ALREADY SEEN THIS IN PERSON, SO
MAYBE I WILL BE THERE ONE DAY,
THE OTHER THING I HAVE. SO I
COME FROM A PUBLIC SAFETY
BACKGROUND, AND I WANTED TO KNOW
IF THERE ARE ANY PUBLIC SAFETY
THAT HAD INPUT ON THIS OR ANY
ISSUES THAT YOU GUYS FORESAW.
MAYBE YOU WANTED TO CHANGE THAT
WOULD HELP WITH THAT AS WELL?
YEAH, THAT'S A GREAT ISSUE. AND
I WILL TELL YOU AND I'LL BE VERY
CANDID ABOUT THIS, YOU KNOW,
IT'S INTERESTING THINGS GO INTO
A VICIOUS CYCLE OR A VIRTUOUS
CYCLE. AND WE HAVE WE'VE HAD
FEW, IF ANY INSTANCES OF PUBLIC
SAFETY PROBLEMS NOW THERE AND,
YOU KNOW, THE PRINCIPAL
INDICATOR, THE BEST INDICATOR OF
A THE SAFETY OF A PARK IS, WELL,
MOMS BRING THEIR KIDS WELL,
YOUNG MOMS BRING CHILDREN TO A
PARK, AND WE ARE OVERRUN WITH
MOMS AND KIDS. OUR KIDS PARK IS
STANDING ROOM ONLY. AND YOU SAY,
WELL, HOW DO YOU GET THERE?
WELL, NUMBER ONE, WE HAVE, YOU
KNOW, WE HAVE CAMERAS ON EVERY
INCH OF THE PARK AND, YOU KNOW,
PEOPLE WHO ARE INTENT ON CRIMES
KNOW THAT WE ALSO HAVE A
PRIVATE, AND EXTREMELY WELL
TRAINED GUEST RELATIONS GROUP,
AND THEY ARE SORT OF IRON FIST,
VELVET GLOVE. IT'S OUR SECURITY
TEAM, BUT BUT, THEY WE DON'T,
YOU KNOW, WE'RE VERY GOOD ABOUT
IT. WE'RE VERY WELCOMING ABOUT
IT, BUT WE DON'T PUT UP WITH
MUCH, AND WE HAVE A GREAT
RELATIONSHIP WITH THE DALLAS
POLICE DEPARTMENT. SO IF WE EVER
HAD ANYTHING SERIOUS, YOU KNOW,
WE HAVE, THE KIND OF
RELATIONSHIP AND THE KIND OF
ACCESS TO ENSURE THAT WE'RE WELL
TAKEN CARE OF. IT'S INTERESTING.
YOU KNOW, WE'VE BEEN OPEN 12
YEARS AND WE'VE LITERALLY HAVE
HAD NO ACTS OF VANDALISM THAT
THE PATRONS OF THE PARK HAVE
CERTAINLY SORT OF HAVE A SENSE
OF OWNERSHIP WHERE, IT'S THEIR
PARK. IT'S NOT OUR PARK. AND AS
A CONSEQUENCE, THEY TAKE GREAT
CARE OF IT. AND SO FOR, FOR
THOSE REASONS, I THINK WE HAVE
CREATED A REALLY GOOD
ENVIRONMENT WHERE, WHERE, WE, WE
HAVE MINIMIZED, REALLY
ELIMINATED ANY PUBLIC SAFETY
ISSUES. WELL, THANK YOU FOR
THAT. AND, CONGRATULATIONS ON
THE WONDERFUL PARK. AND I LOOK
FORWARD TO SEEING FUTURE PARKS
AS WELL. HOPEFULLY IN MY AREA AS
WELL. THANK YOU. WELL, COME ON,
WE'D LOVE TO HAVE YOUR GUESTS.
WE ACTUALLY HAVE, PRETTY DARN
GOOD MEXICAN FOOD AT THE PARK.
I'LL TRY, NOT AS GOOD AS
CALIFORNIA. NO, YOU MIGHT HAVE
TO. THEY MIGHT HAVE TO DEBATE
THAT ONE. THANK YOU, ROB, IT'S
GREAT TO GREAT TO HAVE YOU HERE.
APPRECIATE IT. AND MAYBE WE'LL
SEE YOU ALSO AGAIN AS OUR WORK
CONTINUES. SO WE GO FROM, NEW
YORK TO DALLAS, NOW TO COLORADO.
WE HAVE THE CENTRAL 70 PROJECT
FROM DENVER, COLORADO, BOB HAYES
FROM THE COLORADO DEPARTMENT OF
TRANSPORTATION IS HERE, WE THANK
HIM FOR MAKING HIS WAY TO US
HERE IN THE STATE CAPITAL OF
SACRAMENTO FOR CALIFORNIA AND
PRESENT ON THE PROJECT THAT
COLORADO IS WORKING ON,
PARTICULARLY THE 70 FREEWAY. SO
WELCOME. THANK YOU FOR BEING
HERE. THANK YOU. CHAIR. THANK
YOU. COMMITTEE MEMBERS, REALLY
HONORED TO BE HERE AND HAVE THE
OPPORTUNITY TO TALK ABOUT, WHAT
MY BIASED HEARTS THINKS IS ONE
OF THE BEST PROJECTS, AROUND.
AND SO I WANT TO RUN DOWN
THROUGH CENTRAL 70. IT IS WORTH
POINTING OUT HOW DIFFERENT EACH
ONE OF THESE PROJECTS ARE, AND
THE CONTEXT IN WHICH THEY'RE
BUILT, IT MATTERS. AND IT'S
IMPORTANT THAT AS
REPRESENTATIVES AND AS PUBLIC
SERVANTS, WE NOTE THAT AND WE
TAKE A LOOK AT THAT AS WE'RE
LOOKING AT THE CONTEXT OF THESE
PROJECTS. NEXT SLIDE PLEASE. SO
I'M NOT GOING TO BELABOR THIS,
BUT, AS WITH MANY, PIECES OF
INFRASTRUCTURE NATIONWIDE, THIS
STRETCH OF I-70 CUT THROUGH,
WHAT WE CALL THE GLOBEVILLE
ELYRIA-SWANSEA NEIGHBORHOODS OR
GIS, AND SO A LOT OF SCARS IS
LEFT WITH THIS NEIGHBORHOOD, AS
A PART OF THAT CONSTRUCTION BACK
IN THE 50S AND 60S, AND SO
CERTAINLY SOMETHING THAT WE
NEEDED TO TAKE INTO ACCOUNT AS
WE STARTED TO LOOK AT REPLACING
THIS PIECE OF INFRASTRUCTURE
NEXT SLIDE. SO A LOT ON THIS
SLIDE, JUST TRYING TO CONVEY
THAT, THE NUMBER OF PUBLIC
MEETINGS AND THE ROBUST
INTERACTION WITH THE COMMUNITY,
STARTED IN 2003, AND WE'VE GOT A
RECORD OF DECISION IN 2017, SO
VERY, VERY LONG PERIOD OF TIME
TO GET TO THE POINT WHERE WE
FELT LIKE WE HAD AN ENGAGED
COMMUNITY AND ENGAGED, THIRD
PARTY STAKEHOLDERS THAT WERE
WANTING TO MOVE IN THE SAME
DIRECTION THAT WE WERE. NEXT
SLIDE. SO I SHOW YOU THIS SLIDE
JUST SO YOU GET AN OVERALL IDEA
OF WHAT THE PROJECT WAS. IT WAS
A TEN MILE PROJECT,
APPROXIMATELY $1.2 BILLION, BUT
THE MAIN PORTION OF THE PROJECT,
WE WERE ADDING AN EXPRESS LANE
IN EACH DIRECTION AND REPLACING
THAT 57 YEAR OLD VIADUCT. SO
THERE WAS A, YOU KNOW, ROUGHLY A
MILE AND A HALF STRETCH OF A
CONTINUOUS BRIDGE THAT WAS
ELEVATED THAT WAS ACTUALLY THE
PIECE OF INFRASTRUCTURE THAT DID
CUT THROUGH THIS NEIGHBORHOOD.
AND SO THAT'S WHERE YOU SEE THE
LOWERED NOMENCLATURE THERE AND
KIND OF THE ORANGE COLOR, THAT'S
WHERE WE TORE DOWN THAT VIADUCT,
LOWERED THE HIGHWAY, IN PLACE,
AND THEN BUILT A NEW FOUR ACRE
COVER PARK, OVER THE TOP OF I-70
. NEXT SLIDE, AND SO THIS IS ONE
OF MY FAVORITE SLIDES, EARLY ON
IN THE PROJECT, WE USED TO HAVE,
THE BEFORE PICTURE AND THEN AN
ARTIST RENDERING OF WHAT IT WAS
GOING TO LOOK LIKE EVENTUALLY.
AND THAT WAS KIND OF THE EYE
CANDY. NOW WE ACTUALLY HAVE IT.
AND SO, REALLY A FUN SLIDE, BUT
YOU CAN SEE THAT THE BEFORE
SLIDE, YOU SEE THAT CONTINUOUS
VIADUCT THAT LITERALLY GOES
THROUGH THIS COMMUNITY, CHOPS
THROUGH THIS COMMUNITY, WE HAVE
PHOTOS OF KIDS PLAYING
UNDERNEATH THE VIADUCT AND THE
SHADOW OF THIS BRIDGE, IT WAS
DARK. IT WAS DINGY. ALL THE
THINGS THAT YOU WOULD EXPECT
FROM, A BRIDGE THROUGH A
COMMUNITY AND SO ON THE RIGHT
HAND SIDE. YOU SEE, THE AFTER
WHICH IS THE LOWERED I-70, AT
ITS DEEPEST, WE LOWERED IT ABOUT
35FT FROM EXISTING GROUND. SO WE
HAD TO TEAR DOWN THE BRIDGE,
WENT DOWN TO EXISTING GROUND,
AND THEN 35FT BELOW THAT, BUT
THEN THAT IS THE FOUR ACRE
COVERED TOP, PARK, WHICH,
OVERALL WAS, REALLY SOMETHING
THAT WE WERE DOING FOR THE
COMMUNITY IN ITS OWN RIGHT, WE
WANTED A PLACE WHERE THE
COMMUNITY COULD, COULD GET
STITCHED BACK TOGETHER AND
REALLY COME TOGETHER. AND SO, IT
WAS REALLY A MITIGATION, FOR
THIS COMMUNITY. AND THAT WAS ONE
OF THE GOALS IT IS KIND OF HARD
TO SEE IN THIS SLIDE, BUT
SWANSEA ELEMENTARY SCHOOL IS
ADJACENT, JUST ON THE RIGHT HAND
SIDE OF THE SOCCER FIELD THERE.
AND SO THAT SOCCER FIELD IS
ACTUALLY, DEDICATED FOR THE
SCHOOL. SO DURING SCHOOL HOURS,
THE SCHOOL IS THE ONLY, GROUP
ALLOWED TO USE IT. AND SO THEIR
PE RECESS, YOU KNOW, ALL ALL THE
THINGS FIELD DAY, ALL THE THINGS
FOR, FOR THAT SCHOOL, NEXT SLIDE
. SO THIS IS AERIAL LOOKING
STRAIGHT DOWN ON IT. SO REALLY
HAVE DIFFERENT AREAS PROGRAMED
THROUGHOUT THE THAT FOUR ACRE
PARK. YOU CAN SEE SWANSEA
ELEMENTARY SCHOOL A LITTLE
BETTER ON THIS ONE. SO WE
REBUILT THEIR ENTIRETY OF THEIR
PLAYGROUND WHICH IS ADJACENT TO
THE SOCCER FIELD. THEN HAVE AND
IT'S A FULL SIZE SOCCER FIELD IF
YOU'RE GOING EAST, WEST OR LEFT
OR RIGHT ON THIS SCREEN, YOU CAN
TURN IT INTO TWO U8 SOCCER
FIELDS. IF YOU GO NORTH, SOUTH,
BUT THEN AS YOU MOVE FROM THAT
LEFT HAND SIDE OF THAT PICTURE
TO THE RIGHT, WE ALSO HAVE A
PROMENADE AREA WHICH HAS BEEN
DESIGNED TO ALLOW FOR FOOD
TRUCKS. WE HAVE POWER, THE FOOD
TRUCKS CAN COME IN THERE AND
PARK AND REALLY PROGRAM THAT
AREA. AND THEN YOU GO JUST
FURTHER TO THE RIGHT IS AN
AMPHITHEATER. SO WE'VE GOT A
STAGE IN THERE THAT HAS POWER,
READY TO GO. YOU WOULD JUST COME
IN WITH SPEAKER TOWERS AND, AND
SOUND BOARDS AND YOU'D BE READY
TO, PUT ON WHATEVER SHOW YOU YOU
CAN DREAM UP, RIGHT? WHETHER
IT'S A PLAY OR A CONCERT,
WHATEVER THAT IS, AND THEN THAT
TRANSITIONS INTO YET ANOTHER
PLAY AREA, QUITE A LARGE PLAY
STRUCTURE THERE, THAT KIND OF
ORANGE AND YELLOW AREA. AND THEN
ANOTHER, NATURAL, REAL GRASS
AREA, JUST NORTH OF THAT. AND SO
ALL OF THAT AND THEN WE HAVE
BOOKENDS ON BOTH SIDES. SO WE
DIDN'T WANT THE, THE PARK TO
JUST END AT THOSE CROSS STREETS,
SO WE ACTUALLY ADDED ON, SEVERAL
, ROUGHLY 75FT ON EACH END,
WHERE IT'S, CONTINUED PARK.
RIGHT. SO IT'S NOT JUST THERE'S
A STREET AND THEN THERE'S A
LEDGE AND YOU GO DOWN TO THE
INTERSTATE. WE WANTED KIND OF A
BOOKEND AREA WHERE IT JUST
ALLOWED IT TO FEEL MORE LIKE A
PARK, AND WASN'T TRULY. YOU
DIDN'T FEEL LIKE YOU WERE JUST
ON TOP OF AN INTERSTATE, AND
THEN SOME OF THE PICTURES DOWN
BELOW, WE ACTUALLY DO HAVE A
SPLASH PAD, AND THIS GETS BACK
TO SOME OF THE CONVERSATION
ABOUT IT'S TRICKY WHAT YOU PUT
ON THESE STRUCTURES. SO THAT
SPLASH PAD IS NOT ACTUALLY ON
THE BRIDGE, IT IS JUST OFF OF IT
. BUT IF YOU WERE TO WALK OUT
THERE, YOU WOULD HAVE NO IDEA.
IT'S JUST A PART OF THE PARK.
AND SO WE WERE VERY COGNIZANT OF
WHAT WE WERE AND WERE NOT
PUTTING ON OUR STRUCTURE AS
WELL. YEAH. PRETTY, PRETTY
AWESOME, NEXT SLIDE PLEASE, YET
ANOTHER PICTURE. SO YOU CAN KIND
OF SEE THE BOOK IN THERE WHERE
WE ACTUALLY DID FLARE THE BOOK
END UP IN ELEVATION SLIGHTLY. SO
IT KIND OF FEELS MAKE YOU FEEL,
MAKES YOU FEEL MORE CONTAINED
WHILE YOU'RE ON THE PARK,
PLANTED IT WITH TREES, WE'RE
NEVER GOING TO HAVE REDWOOD
TREES ON THIS STRUCTURE. WE
CERTAINLY HAVE, GROWTH,
CHALLENGES WITH THE ROOT BALLS
AND THINGS LIKE THAT. BUT WE
ENGAGED ALL THE LANDSCAPE
ARCHITECTS TO MAKE SURE WE WERE
CHOOSING THE CORRECT TREES, TO,
TO ULTIMATELY, MAKE IT A, GIVE
IT A PARK FEELING BECAUSE WE
KNEW WE WOULD NOT HAVE TREES
THAT GOT LARGE ENOUGH TO PROVIDE
SUBSTANTIAL SHADE. WE DID BUILD
THREE SHADE STRUCTURES, SO THAT
IT'S NOT JUST A, YOU KNOW, IN
THE MIDDLE OF THE SUMMER, IT
WOULD BE VERY HOT. JUST JUST
SITTING THERE ON THE CONCRETE.
AND SO WE WANTED TO PROVIDE THAT
SHADE AND PARK BENCHES AND
THINGS LIKE THAT UNDERNEATH
THOSE SHADE STRUCTURES. NEXT
SLIDE. SO THE NEIGHBORHOOD IS
KEY, ALL OF THIS WAS DONE, FOR
THIS NEIGHBORHOOD, FRANKLY, AS,
AS A MITIGATION FOR SOME OF THE
PREVIOUS THINGS THAT HAVE BEEN
DONE, IT'S AN ENVIRONMENTAL
JUSTICE COMMUNITY, YOU CAN READ
DOWN THROUGH ALL OF THE
CHALLENGES THAT THIS COMMUNITY
HAVE, ON TOP OF ALL OF THESE, WE
IT'S ALSO A FOOD DESERT, MEANING
THAT IT TAKES A SIGNIFICANT
AMOUNT OF TIME TO GET TO A
GROCERY STORE. AND SO, AS WE
WERE LOOKING AT WAYS THAT WE
COULD HELP SUPPORT THIS
COMMUNITY, NOT ONLY DURING
CONSTRUCTION, BUT OVER THE LONG
RUN, WE WANTED TO MAKE SURE THAT
WE WERE TAKING ALL OF THIS INTO
ACCOUNT. NEXT SLIDE. AS WE
STARTED TO ENGAGE WITH THEM,
THOUGH, SOME OF THE CONVERSATION
WITH, WITH THE TEXAS FOLKS, THAT
GENTRIFICATION ITEM CAME UP.
THEY WERE LIKE, WELL, THIS IS
GREAT. YOU'RE GOING TO BUILD A
PARK NEXT TO US. BUT WHAT IS
THAT GOING TO DO TO MY PROPERTY
VALUE? I'M NOT GOING TO BE ABLE
TO AFFORD TO LIVE HERE ANY
LONGER, BECAUSE MY TAXES ARE
GOING TO GO UP, MAJOR CONCERN ON
THE PART OF THE COMMUNITY, WE
HAD ALSO JUST PASSED LEGALIZED
MARIJUANA IN COLORADO. THIS
HAPPENED TO BE, A VERY POPULAR
AREA TO PUT, GROW HOUSES IN
BECAUSE AS YOU LOOKED AT THAT
TEN MILE CORRIDOR, IT GOES FROM
A VERY, RESIDENTIAL TO
COMMERCIAL IN A VERY SHORT
STRETCH JUST OVER A BLOCK, IT
GOES TO VERY, COMMERCIAL. AND
THEY THEY FOUND THAT THE CHEAP
PRICES WERE VERY GOOD FOR THEM
TO, TO BUILD THOSE, GROW HOUSES,
IT'S ALSO, NOT ONLY IS IT NEXT
TO I-70 NOW, BUT IT'S ALSO, WAS
NEXT TO A SMELTER PLANT. SMELTER
OPERATION, PREVIOUSLY. AND SO
LOTS OF CONCERNS ABOUT, JUST
THE, THE QUALITY OF THE SOIL
AND, AND THE AREA, WE ALSO HAD A
LOT OF DISTRUST IN THE
GOVERNMENT, LET'S JUST SAY. SO
NOT ONLY CDOT, BUT JUST IN
GENERAL, THE GOVERNMENT, AND SO
THEY DIDN'T WANT TO TALK TO US
AS WE STARTED TO GO OUT AND
ENGAGE WITH THEM. AND SO, WE
KNEW THAT WE HAD SOME, SOME
MAJOR BARRIERS TO BREAK DOWN AS
WE STARTED TO ENGAGE THIS
COMMUNITY. NEXT SLIDE. NEXT
SLIDE. SO ONE OF THE FIRST
THINGS WE DID, THOSE CONCERNS
ABOUT THE QUALITY OF THE SOIL AS
WE STARTED. SO ONCE AGAIN WE'RE
TEARING DOWN A BRIDGE AND THEN
WE'RE GOING TO DIG. ULTIMATELY
IT ENDED UP BEING ABOUT
2,000,000YD³ OF SOIL OUT OF THIS
AREA TO LOWER I-70. THE CONCERN
WAS, WELL, THIS WAS A SMELTER.
THERE WERE SMELTING OPERATIONS
HERE. WHAT ARE YOU DIGGING UP
AND WHERE ARE YOU GOING TO PUT
ALL OF THIS MATERIAL, SO WE WENT
THROUGH AND DID OVER 2000 SOIL
SAMPLES, REALLY TURNED, OUR
PROPERTY, THE CDOT, RIGHT AWAY
INTO SWISS CHEESE TO CLASSIFY
ALL THAT MATERIAL. WE DIDN'T
WANT TO HAUL THAT OFF AND PUT IT
IN A DUMP. IF WE DIDN'T HAVE TO.
BUT WE NEEDED ALL THE TESTING IN
ORDER TO CLASSIFY IT. TURNS OUT
THAT 98% OF IT WAS ACTUALLY
REUSABLE. IT WAS CLASSIFIED AS
RESIDENTIAL MATERIAL, THERE WERE
, ROUGHLY 2, DID HAVE TO BE
HAULED OFF INTO AN INDUSTRIAL
LANDFILL. BUT THIS DOCUMENT AND
EVERYTHING THAT WE DID OUT THERE
FOR PRE-WORK HELPED US THEN HAVE
THE CONVERSATION WITH THE
COMMUNITY AND ULTIMATELY BE ABLE
TO MOVE FORWARD. NEXT SLIDE.
NEXT SLIDE. THANKS AIR QUALITY
ALSO A SIGNIFICANT CONCERN FOR
THE COMMUNITY FOR ALL THE
REASONS WE'VE TALKED ABOUT
ALREADY TODAY. AND SO WE
INSTALLED FOUR AIR QUALITY
MONITORS. ONE THAT WAS A
PERMANENT INSTALLATION RIGHT
NEXT TO THE ELEMENTARY SCHOOL.
WE PUT THAT IN ONE YEAR PRIOR TO
OUR CONSTRUCTION, STARTING SO
THAT WE COULD GET A BASELINE
UNDERSTANDING OF WHAT THAT AIR
QUALITY LOOK LIKE. AND THEN WE
HAD, THREE MORE THAT WERE MORE
PORTABLE FOR CONSTRUCTION, WHERE
WE WOULD MOVE THEM, WHERE THE
CONSTRUCTION ACTIVITIES WERE,
IMMEDIATE RESULTS, GAVE US
ALARMS IF WE WERE KICKING UP TOO
MUCH, PARTICLES AND WE COULD
ACTUALLY GO AND MAKE AN IMPACT
AND CHANGE OUR APPROACH WITH
THAT CONSTRUCTION. NEXT SLIDE.
ONE MORE SO AS A PART OF TRYING
TO WORK WITH THIS COMMUNITY AND
BUILD THIS COMMUNITY, WE WANTED
TO MAKE SURE THAT WE GAVE THEM
AN OPPORTUNITY TO WORK ON A
PROJECT THAT WAS ULTIMATELY
GOING TO BE TRANSFORMATIONAL FOR
THEIR COMMUNITY, AND SO NOT ONLY
DO WE KNOW THAT WE HAVE
SHORTAGES IN THE CONSTRUCTION
INDUSTRY, WE NEED MORE TRAINED
CRAFTSMEN. WE KNEW THAT THERE
WAS A SIGNIFICANT NUMBER OF THEM
THAT NEEDED WORK. AND SO WE
WORKED TOGETHER TO HAVE A
TRAINING FACILITY THAT WAS IN
THE COMMUNITY. AND THEN
ULTIMATELY MADE OUR DEVELOPER,
THE CONTRACTOR THAT WE HIRED TO
BUILD IT. THERE WAS A MINIMUM
NUMBER OF HOURS THAT WERE WERE
REQUIRED FOR THEM TO HIRE THOSE
LOCAL, THAT LOCAL WORKFORCE.
WILD SUCCESS, IN THE SECOND YEAR
OF CONSTRUCTION, WE REACHED OUR
NUMBER, THE NUMBER PROBABLY
SHOULD HAVE BEEN MORE
AGGRESSIVE. FRANKLY BUT
NONETHELESS, THOSE FOLKS A
SIGNIFICANT NUMBER OF THOSE
FOLKS, 70% OF THOSE INDIVIDUALS
ARE STILL WORKING IN THE
CONSTRUCTION INDUSTRY. SO, NOT
ONLY DID IT HELP OUR PROJECT, IT
IS HELPING THE CONSTRUCTION
INDUSTRY. SO, REALLY PROUD OF
HOW THAT WENT FOR US. NEXT SLIDE
. AND THEN HOME IMPROVEMENTS,
WHEN I SAY THAT WE HAD HOMES
THAT WERE LEGITIMATELY IN THE
SHADOW OF THE VIADUCT, THAT IS
NOT AN OVERSTATEMENT. WE HAD,
HOMES THAT WERE VERY, VERY CLOSE
TO THE WORK THAT WE WERE GOING
TO BE DOING. AND SO TWO BLOCKS
NORTH AND SOUTH OF WHERE I-70
WAS, WE WENT IN AND UPGRADED
THEIR WINDOWS, WE UPGRADED THEIR
AIR CONDITIONING, GAVE THEM AIR
CONDITIONING UNITS. SO IN THE
SUMMER THEY COULD HAVE THEIR
WINDOWS CLOSED AND ULTIMATELY
KEEP THE DUST AND NOISE FROM
CONSTRUCTION OUT OF THEIR HOME,
WE PAID FOR THEIR ENERGY DURING
THAT TIME FRAME, SO WE WEREN'T
BURDENING THEM WITH PAYING FOR
THAT ADDITIONAL AIR
CONDITIONING, AND THEN WE HAD A
GREAT, REAL COOPERATIVE,
COOPERATIVE RELATIONSHIP WITH
THE CITY AND COUNTY OF DENVER,
WHERE WE CAME TOGETHER. AND THEY
HAD AN ENERGY OUTREACH OFFICE
THAT THEY WERE ABLE TO ACTUALLY
COME IN AND HELP DO SOME
IMPROVEMENTS WITHIN THE HOMES
THAT OTHERWISE WE WOULDN'T HAVE
BEEN ABLE TO DO. THERE WERE JUST
RESTRICTIONS ON THE WAY WE COULD
SPEND OUR FUNDING, SO WHEN YOU
LAYER ALL OF THOSE ON TO EACH
OTHER, SOME OF THESE HOMES GOT
NEW REFRIGERATORS, THEY GOT NEW
SIDING, THEY GOT, MAJOR
IMPROVEMENTS. AND SO REALLY, A
GREAT INITIATIVE FOR THE
COMMUNITY. NEXT SLIDE. AND THEN
SWANSEA ELEMENTARY SCHOOL,
APPROXIMATELY $20 MILLION WORTH
OF, A LITTLE UNDER $20 MILLION
WORTH OF IMPROVEMENTS, BUILT
THEM A BRAND NEW EARLY CHILDHOOD
EDUCATION, CLASSROOM. WE PUT IN,
A HOSPITAL GRADE HVAC SYSTEM SO
THAT ONCE AGAIN, THEY COULD
HAVE, CLEAN AIR DURING OUR
CONSTRUCTION PERIOD. RELOCATED
THE MAIN ENTRANCE, AND THEN THE
PLAYGROUND, THAT WE RELOCATED,
WE MOVED IT FURTHER AWAY DURING
OUR CONSTRUCTION, AND THEN WE
SWAPPED IT BACK. SO IT WAS RIGHT
NEXT TO THAT FIELD, AND WE THE
FEEDBACK FROM THE KIDS HAS BEEN
FANTASTIC, THIS THIS PLAYGROUND,
IS, IS REALLY UNBELIEVABLE. AND
THEY CALL IT KIND OF THEIR SIX
FLAGS, PLAYGROUND, WHICH IS
PRETTY, PRETTY EXCITING. NEXT
SLIDE. SO THIS IS YET AGAIN, A
VERY, THIS THIS PICTURE HITS
HARD FOR ME ANYWAY, FOR THE SO
ON THE LEFT HAND SIDE, YOU'VE
GOT A CHILD PLAYING
APPROXIMATELY 50 YARDS FROM THE
VIADUCT, AND SO MAYBE NOT RIGHT
IN THE SHADOW OF THE VIADUCT,
BUT PLAYING ON A PLAYGROUND THAT
IS, NOT NOT IDEAL, I DON'T
THINK, FOR THAT COMMUNITY. AND
THEN THE ONE ON THE RIGHT WAS
OPENING DAY, SO WE GOT THE
CONSTRUCTION OF THEIR PLAYGROUND
FINISHED IN TIME FOR THEIR FIRST
DAY OF SCHOOL THAT YEAR. AND ALL
THE CONSTRUCTION CREWS, WE WERE
THERE TO WELCOME THEM WITH
CUPCAKES AND REALLY BE THERE THE
FIRST DAY THAT THEY GOT TO USE
THAT THEIR FACILITY, WHICH WAS,
AWESOME TO, TO SAY THE LEAST.
NEXT SLIDE. JUST ANOTHER PICTURE
OF THE CHANGE. SO THE LEFT
PICTURE IS THEIR OLD, FRONT
ENTRANCE. THE RIGHT PICTURE IS
THEIR NEW ONE. NEXT SLIDE. OTHER
COMMUNITY COMMITMENTS, AND SO WE
TALKED ABOUT GENTRIFICATION, SO
WE WROTE IN A $2 MILLION
AFFORDABLE HOUSING GRANT, AND
ENDED UP GIVING THAT TO ONE OF
THE HOUSING COLLABORATIVE IN THE
NEIGHBORHOOD. AND SO THAT $2
MILLION HAS BEEN USED TO BUILD,
PERMANENTLY AFFORDABLE HOUSING
IN THE NEIGHBORHOOD, FRESH FOOD
ACCESS. WE COMMITTED $100,000
TO, FRESH FOOD ACCESS WITH THE
CITY AND COUNTY OF DENVER,
ALWAYS WANT TO USE THE CLEAN,
LOW EMITTING CONSTRUCTION
EQUIPMENT, AND THEN WE HAVE A
TRANSPORTATION, NORTHEAST
TRANSPORTATION CONNECTIONS WORK.
WE WORKED WITH THEM TO GIVE, BUS
PASSES. WE BOUGHT THEM A SHUTTLE
SO THAT THEY COULD RUN FOLKS
AROUND AND JUST EVERYTHING WE
COULD DO TO TRY AND MAKE, THE,
THE 4 TO 5 YEAR PERIOD OF
CONSTRUCTION EASIER FOR THE
COMMUNITY. WE WENT AHEAD AND DID
THAT. NEXT SLIDE. AND THEN
CONTRACTOR REQUIREMENTS. REALLY?
I'LL LET FOLKS JUST READ DOWN
THROUGH THIS, BUT WE IT WAS WE
HAVE A PUBLIC PRIVATE
PARTNERSHIP. IT'S A 30 YEAR
AGREEMENT WITH CæA MERIDIAN
PARTNERS. THEY'RE OUR DEVELOPER,
THEY TOOK THIS VERY SERIOUSLY,
AND THEY UNDERSTOOD THAT THEY
HAD A 30 YEAR COMMITMENT TO THIS
NEIGHBORHOOD AND THIS COMMUNITY,
AND THEY ENDED UP COMMITTING TO
A SCHOLARSHIP FUND SO THAT ANY
STUDENT WHO WAS ATTENDING
SWANSEA ELEMENTARY SCHOOL DURING
CONSTRUCTION CAN THEN APPLY FOR
THAT SCHOLARSHIP WHEN THEY'RE
READY TO GO TO COLLEGE, AND THAT
SCHOLARSHIP WILL BE AVAILABLE TO
THEM, SO REALLY PRETTY
INCREDIBLE, PARTNERSHIP THAT WE
HAVE WITH OUR DEVELOPER. NEXT
SLIDE. AND THEN I THINK THESE
ARE SOME OF MY LAST SLIDES, BUT
DEMOLITION BY FAR SOME OF THE
MOST IMPACTFUL WORK WE DID, A
LOT OF DUST WHEN YOU'RE BRINGING
DOWN CONCRETE STRUCTURES, YOU
CAN PUT ALL THE WATER IN THE
WORLD ON IT, AND YOU'RE STILL
GOING TO HAVE DUST. AND SO IT'S
IMPORTANT TO UNDERSTAND THAT AND
RECOGNIZE IT, WE WORKED WITH,
THESE ARE SOME OF THE BUSINESSES
THAT WERE DIRECTLY ADJACENT TO
THE WORK THAT WE WERE DOING. WE
WORKED WITH THEM, PROVIDED A
COUPON PROGRAM WHERE THEY WERE
GIVEN SOME CASH INCENTIVES TO,
THEY GOT A CHECK. WE HANDED OUT
COUPONS THAT WOULD THEN GET
ADDITIONAL PEOPLE DOWN TO THEIR
BUSINESS. SO NOT ONLY SUPPORTING
THEM WITH AN IMMEDIATE CASH
PAYMENT, BUT ALSO SUPPORTING
THEM WITH HOPEFULLY NEW NEW
BUSINESS AND BUILDING THEIR,
THEIR CLIENTELE. SO I THINK IT
WAS A WIN WIN FOR SURE. NEXT
SLIDE. THAT'S WHAT THOSE COUPONS
LOOK LIKE, AND WE WERE VERY
TARGETED WITH THE FOLKS THAT WE
HELPED OUT. NEXT SLIDE. AND THEN
THIS COMMUNITY DID NOT TRUST US
TO START WITH. WE EMBEDDED A
BILINGUAL COMMUNITY LIAISON IN
THE COMMUNITY. AND IT TOOK MANY,
MANY YEARS AND A LOT OF MEETINGS
TO BUILD TRUST, BY THE TIME THAT
WE WERE HITTING OUR STRIDE WITH
THE PROJECT, THEY DID TRUST THIS
INDIVIDUAL. AND SO I WOULD
HIGHLY RECOMMEND, WHEN YOU HAVE
A RELATIONSHIP BETWEEN THE
GOVERNMENT AND A COMMUNITY THE
WAY THIS ONE WAS, YOU REALLY
HAVE TO WORK TO BUILD THAT TRUST
. AND, VERY, VERY IMPORTANT TO
GET SOMEONE IN THE COMMUNITY
THAT THEY KNOW THEY CAN REACH
OUT TO AND TALK TO. NEXT SLIDE.
AND THAT IS WHAT I'VE GOT FOR
CENTRAL 70. THANK YOU.
APPRECIATE YOU BEING HERE, AND
SHARING YOUR, YOUR EXPERIENCE,
ONE OF THE THINGS THAT, I THINK
FIRST QUESTIONS THAT COMES TO
MIND IS ALL THE PROGRAMS THAT
YOU DESCRIBED WERE THEY WERE ALL
PART OF THE MITIGATION EFFORTS.
IS THAT WHAT FUNDED BY THE
DEPARTMENT OF TRANSPORTATION,
YOUR STATE DEPARTMENT OF
TRANSPORTATION. SO WE WORKED
WITH SO OVER THE 15 YEAR PROCESS
TO GET OUR ENVIRONMENTAL
DOCUMENT IN PLACE, GET THROUGH
THE NEPA PROCESS, WE WORKED WITH
FEDERAL HIGHWAYS AND WE ACTUALLY
WROTE THOSE MITIGATIONS INTO OUR
RECORD OF DECISION, WHICH BY
DOING THAT THEN ALLOWS YOU TO
GET FEDERAL REIMBURSEMENT FOR
THOSE ITEMS. AND SO THEY WERE
ALL FEDERALLY REIMBURSABLE. WOW.
AND THAT'S BECAUSE YOU WERE
BUILDING OR I GUESS, EXPANDING
YOUR HIGHWAY SYSTEM OR WHAT WERE
WHAT WAS THE WHAT WERE YOU
TECHNICALLY DOING TO YOUR
HIGHWAY SYSTEM. SO WE WERE
REPLACING A VIADUCT THAT WAS
STRUCTURALLY RATED POOR. AND SO
AS YOU STARTED TO LOOK AT THE
ALTERNATIVES FOR THAT, THAT'S
HOW, YOU KNOW, YOU COULD REBUILD
THE VIADUCT AND THE EXACT SAME
LOCATION. YOU'RE IN AN EJ
COMMUNITY. AND SO HOW DOES THAT
FIX ANY OF THE WRONGS THAT HAVE
BEEN DONE? AND SO AS, AS WE
STARTED TO NOT ONLY WE HAD THE
NEED TO REPLACE THE STRUCTURE
AND THEN WE WERE GOING TO ADD
THE EXPRESS LANES, BUT THAT IS
DIRECTLY HAVING AN IMPACT ON
THAT COMMUNITY. AND SO AS YOU
DEVELOP YOUR ENVIRONMENTAL
IMPACT STATEMENT, YOU HAVE TO
HAVE MITIGATIONS ASSIGNED TO
THAT IMPACT TO OFFSET THOSE
IMPACTS. AND SO THAT'S THE WAY
WE WERE ABLE TO WORK WITH THEM.
SO AGAIN, JUST TO CLARIFY, THE,
FUNDING FOR THIS PROJECT WAS
ENTIRELY FROM FEDERAL HIGHWAYS.
NO. SO PUBLIC PRIVATE
PARTNERSHIP, WE DO HAVE A TIFIA
LOAN, VERY SIGNIFICANT TIFIA
LOAN FROM THE FEDERAL
GOVERNMENT, PRIVATE ACTIVITY
BONDS, AND THEN WE HAVE
ENTERPRISES WITHIN THE
DEPARTMENT OF TRANSPORTATION. SO
WE HAVE A HIGH PERFORMANCE
TRANSPORTATION ENTERPRISE, WHICH
IS ESSENTIALLY IT'S A PRIVATE
BUSINESS WITHIN A STATE
GOVERNMENT, AND SO THEY'RE ABLE
TO THEN COLLECT THE TOLLS AND
ULTIMATELY HELP US PAY BACK THE,
THE LOANS THAT WERE NEEDED IN
ORDER. THE EXPRESSWAY HAS A
TOLL. ASSOCIATE. I SEE THE
EXPRESS LANE DOES. YES. YEAH.
OKAY. AND, WHAT WAS THE TOTAL
COST OF THE FOUR ACRES? SO IT'S
OUR OUR ESTIMATE IS $100
MILLION, TO NOT ONLY BUILD THE
STRUCTURE, BUILD ALL THE FIRE
LIFE SAFETY SYSTEMS. SO WE'VE
ESSENTIALLY BUILT A TUNNEL. IT'S
A LITTLE OVER 1000 FOOT LONG
TUNNEL FOR OUR FOR, I 70
TRAFFIC. SO FIXED FIRE LIFE
SAFETY SYSTEMS. ALL OF THE
NICETIES ON TOP. EVERYTHING IN
PROXIMITY. SO THE $100 MILLION
PRICE TAG INCLUDES THE DIGGING
UP THAT YOU HAD TO DO. YEP OKAY.
THAT SOUNDS, IT SOUNDS LESS LESS
EXPENSIVE THAN I WOULD THINK,
GIVEN HOW MUCH WORK IT SOUNDS
LIKE IT WENT INTO IT. AND FOUR
ACRES. THE ONLY CAVEAT. SORRY TO
INTERRUPT YOU. YEAH, THE ONLY
CAVEAT IS BECAUSE WE ARE A
DESIGN BUILD PROJECT. WE DIDN'T
ACTUALLY SPECIFICALLY ASK FOR AN
ITEMIZED BREAKDOWN OF THOSE
COSTS. AND SO THIS IS OUR
ESTIMATE OF WHAT IT IS QUÊ QUÊ.
IT IS LESS THAN WILLING TO
PROVIDE EXACT NUMBERS. SO IT'S A
IT'S AN ESTIMATE. OKAY BUT EVEN
IF IT WAS TWICE THAT MUCH, IT IT
SEEMS LIKE THE ALL THE FIGURES
I'VE SEEN ON, OTHER PROJECTS IS.
YEAH. OKAY. SO IT'S GOOD TO KNOW
ABOUT 25 MILLION AN ACRE IS
WHAT, WHAT IT TURNS INTO. AND I
THINK WHEN YOU SAW WHAT, WHAT
SOME OF THE OTHER FOLKS WERE
QUOTING PER ACRE, YOU KNOW, IT'S
NOT WILDLY OUTSIDE OF THE NORM.
OKAY MR. ALEX, DO YOU HAVE ANY
COMMENTS? I JUST SAME THING WITH
THE PARKING, ANYTHING LIKE THAT.
ANY ISSUES? WHAT WAS YOUR TAKE
ON THAT? OBVIOUSLY WE SAW TEXAS,
SO WE'VE HAD THE EXACT OPPOSITE
CONVERSATIONS WHERE THE
COMMUNITY IS PUSHING BACK ON US,
SAYING, WHERE ARE ALL THESE
PEOPLE GOING TO PARK? YOU'RE
HAVING A CONCERT THERE ON A
SATURDAY NIGHT WHERE DO YOU
EXPECT THESE PEOPLE TO PARK? WE
DON'T WANT THEM IN OUR COMMUNITY
. YEAH, EXACTLY. AND SO, WE HAVE
NOT HAD A CONCERT THERE YET
OTHER THAN THE SCHOOL HAS PUT ON
A COUPLE SMALL CONCERTS, VARIOUS
, VERY LIMITED AMOUNT OF PARKING
NEEDED FOR THAT. THEY'RE
ACTUALLY ABLE TO USE THE SCHOOL
PARKING LOT, WHICH IS JUST NORTH
OF WHERE THE PARK IS, SO THOSE
HAVE BEEN FINE. I THINK IT'S
STILL A CONVERSATION POINT
THAT'S GOING TO COME UP. AND
THEN THE SAME THING, PUBLIC
SAFETY WISE, ANYTHING, ANY
ISSUES OR THEY BROUGHT IN. HOW
WAS THAT? SO WE HAVE A UNIQUE
RELATIONSHIP WITH THE CITY AND
COUNTY OF DENVER. SO WE BUILT
THIS, WE PAID FOR IT. WE BUILT
IT. THEY ARE MAINTAINING IT. AND
SO DENVER PARKS AND RECREATION
IS RESPONSIBLE FOR PROGRAMING
IT, MAINTAINING IT. AND THEN
ULTIMATELY THE SAFETY ASPECT OF
IT. SO DPD DENVER POLICE
DEPARTMENT, THEY'RE RESPONSIBLE
FOR, GENERAL SAFETY HERE WE HAVE
THE EXACT SAME, OVERSIGHT ON OUR
PARK AS THEY DO ALL THE OTHER
PARKS IN DENVER. AND SO IN OTHER
WORDS, THEY HAVE CAMERAS ON IT.
THEY'LL RESPOND IF THE CAMERA
PICKS UP SOMETHING GOING ON. AND
SO TO DATE, HAVEN'T HAD ANYTHING
SIGNIFICANT, TO NOTE OUT HERE,
BUT, TIME WILL TELL. WE ARE
WORKING HARD TO INSTALL A LOT OF
ARTWORK OUT HERE, AND WE FIND
THAT WHEN YOU INSTALL ARTWORK,
PEOPLE ARE LESS LIKELY TO,
GRAFFITI THE INFRASTRUCTURE. AND
SO THAT'S WE'RE IN THE PROCESS
OF DOING THAT RIGHT NOW. THANK
YOU. CONGRATULATIONS. THANK YOU,
ON THE QUESTION OF, WHAT'S
ALLOWED IN AIR RIGHTS? AND DID
YOU HAVE TO GO THROUGH ANY
CHANGES IN, STATE LAW OR. WE DID
NOT. OKAY. NO. ALL RIGHT. THANK
YOU. APPRECIATE YOU MAKING THAT
TRIP OUT HERE. APPRECIATE YOU
SHARING YOUR STORY.
CONGRATULATIONS, THAT WILL TAKE
US TO THE, OUR FINAL, PRESENTER,
BRINGING IT BACK HOME TO
SACRAMENTO AND TO CALIFORNIA
WITH THE, OUR OWN DEPARTMENT OF
TRANSPORTATION AS KNOWN CALTRANS
HERE. AND WE'RE GOING TO HEAR
ABOUT, PROJECTS AND FREEWAY
OPTIONS IN CALIFORNIA. AND
AVAILABLE FUNDING OPPORTUNITIES
AS WE TRY TO AGAIN, BRING THIS
TO A CLOSE. THIS IS OUR THIRD
AND A SERIES OF, HEARINGS. WE
ARE PREPARING A FINAL REPORT
BACK TO THE LEGISLATURE, AT THE
END OF THIS HEARING, WE WILL DO
THAT, AND WE HAVE, CHIEF DEPUTY
DIRECTOR, DISTRICT FOUR OF
CALTRANS HERE, AND ALSO THE,
ACTING DEPUTY DIRECTOR FOR
PLANNING AND MODEL PROGRAMS AT
CALTRANS. THANK YOU BOTH FOR
BEING HERE. THANK YOU. AND GOOD
AFTERNOON. THANK YOU. COMMITTEE
MEMBERS, AND, OF COURSE, CHAIR
ALVAREZ, FOR TAKING THE LEAD, ON
ON THIS THIS TOPIC OF
RECONNECTING COMMUNITIES AGAIN
JUST FOR PURPOSES OF
REINTRODUCING OURSELVES. I'M
ANNE FOX. I AM, AS YOU
MENTIONED, CURRENTLY ACTING IN
THE ROLE OF DEPUTY FOR PLANNING
AND MODAL PROGRAMS RIGHT HERE IN
SACRAMENTO, OUR HEADQUARTERS,
FORMALLY, I AM THE DISTRICT 11,
OUR CALTRANS DISTRICT 11, WHICH
IS IN SAN DIEGO AND IMPERIAL
COUNTIES. PLANNING DIRECTOR
THERE, AND WITH ME IS DAVE
AMBUEHL, AND HE'S OUT OF OUR BAY
AREA, AS MENTIONED, OUR
DISTRICT, FOR CHIEF DEPUTY
DIRECTOR. NEXT SLIDE PLEASE.
NEXT. THANK YOU. AND WHAT I HOPE
YOU'LL HEAR THROUGHOUT OUR
PRESENTATION IS, IS REALLY THAT
COMMON THREAD OF COMMUNITY
COLLABORATION AND, AND WHAT
WE'LL DO IS WHAT WE HOPE TO
COVER. HERE IS AN OVERVIEW OF
OUR FEDERAL AND STATE
RECONNECTING COMMUNITIES PROGRAM
. WE'LL GO THROUGH OUR, A LOCAL
SAN DIEGO EXAMPLE OF TERRA ALTA
PARK. WE'LL TALK ABOUT HOW WE'RE
GETTING STARTED ON OUR VISION
980 PROJECT, AND THEN WRAP UP
WITH POTENTIAL SOME FUNDING
OPPORTUNITIES WE FOUND TO
COMPLEMENT THE RECONNECTING
COMMUNITIES PROGRAM. NEXT SLIDE.
SO RECOGNIZING THE HISTORICAL
HARM FREEWAYS AND, AND HIGHWAYS
HAVE CAUSED UNDERSERVED
COMMUNITIES, THE FEDERAL
GOVERNMENT AND THE STATE OF
CALIFORNIA HAVE TAKEN STEPS TO
ADDRESS THESE WRONGS. IN 2021,
THE SENATE ENVIRONMENT AND
PUBLIC WORKS COMMITTEE,
INCLUDING CALIFORNIA'S US
SENATOR ALEX PADILLA, PROPOSED
THE RECONNECTING COMMUNITIES ACT
TO CREATE FEDERAL FUNDS FOR
RECONNECTING COMMUNITIES UNDER
THE BIPARTISAN INFRASTRUCTURE
LAW, ALSO KNOWN AS THE
INFRASTRUCTURE INVESTMENT AND
JOBS ACT. THE FEDERAL
RECONNECTING COMMUNITIES PILOT
GRANT PROGRAM WAS CREATED UNDER
THE US DOT WITH $1 BILLION IN
FUNDING OVER FIVE YEARS. THE
RECONNECTING COMMUNITIES PROGRAM
OFFERS THE OPPORTUNITIES FOR
COMMUNITIES TO REPAIR, REBUILD,
OR RECONNECT THEIR SURROUNDING,
RESOURCES TO REMOVE, RETROFIT,
OR MITIGATE HIGHWAY OR OTHER
TRANSPORTATION FACILITIES THAT
CREATE BARRIERS AND INCREASE
COMMUNITY CONNECTIVITY AND
ECONOMIC DEVELOPMENT, AND TO
HELP PRIORITIZE EQUITY OUTCOMES
AND RESTORATION IN HISTORICALLY
UNDERSERVED OR UNDERSERVED
COMMUNITIES. NEXT SLIDE PLEASE.
SO UNDER CYCLE ONE OF THE
FEDERAL RECONNECTING COMMUNITIES
PILOT PROGRAM THAT WAS AWARDED
AGAIN BACK IN JANUARY OF 2023,
AND I WON'T READ THE DETAILS OF
THE NEXT COUPLE OF SLIDES, BUT
WANT TO SHARE THAT CALIFORNIA
RECEIVED 19% OR 35 MILLION OUT
OF 185 MILLION IN AVAILABLE
FUNDING FOR THIS FIRST CYCLE,
THIS PROVED TO US THAT WE WERE
PUNCHING WELL ABOVE OUR WEIGHT,
AS OUR TYPICAL FEDERAL SHARE
RUNS, AROUND 10% OF THE FIVE
CALIFORNIA AWARDS FOR ARE FOR
PLANNING GRANTS, AND ONE IS A
CONSTRUCTION GRANT FOR THE
SHORELINE DRIVE GATEWAY IN LONG
BEACH, THIS WAS ONLY ONE OF OR
THIS I SHOULD SAY, IS ONE OF
ONLY SIX CONSTRUCTION GRANTS
NATIONWIDE, AND THE VISION 980
PLANNING GRANT WAS AWARDED TO
CALTRANS IN PARTNERSHIP WITH THE
CITY OF OAKLAND. YOU'LL HEAR
MORE FROM DAVE ON THAT PROJECT
IN A MOMENT, CALTRANS IS ALSO A
PARTNER ON THE MONTEREY ROAD
STUDY AND THE STATE ROUTE 710
STUDY WITH THE CITIES OF SAN
JOSE AND PASADENA, RESPECTIVELY.
NEXT SLIDE. NOW CYCLE TWO OF THE
OF THE FEDERAL RECONNECTING
COMMUNITIES PROGRAM WAS AWARDED
JUST THIS LAST MARCH, SO MARCH
OF 2024. THE NATIONWIDE THERE
WAS 3.3 BILLION IN GRANTS
AWARDED FOR 132 COMMUNITIES.
CALIFORNIA RECEIVED 240 MILLION
ACROSS 17 PROJECTS. SO WITHIN
THERE THIS WAS FIVE CONSTRUCTION
AWARDS, TEN PLANNING AWARDS, AND
TWO REGIONAL PARTNERSHIP AWARDS.
ONE TO HIGHLIGHT HERE IS THE
REMOVING BARRIERS AND CREATING
LEGACY A MULTIMODAL APPROACH FOR
LOS ANGELES COUNTY. SO THIS WAS
AWARDED UNDER THE REGIONAL
PARTNERSHIPS CHALLENGE AND THE
AWARD AMOUNT WAS $139 MILLION.
SO THIS PROJECT WILL RESTORE
COMMUNITY CONNECTIVITY BY
INVESTING IN HIGH QUALITY
MULTIMODAL TRANSPORTATION
OPTIONS SUCH AS 14 MILES OF BUS
PRIORITY LANES, 23 MILES OF BUS
CORRIDOR ENHANCEMENTS SUCH AS
TRANSIT SIGNAL PRIORITY IS ALL
DOOR BOARDING, BUS SHELTERS.
ALSO INCLUDES 60 METRO BIKE
SHARE STATIONS AND VARIOUS OTHER
SUPPORTIVE PROGRAMS AND
OPERATIONAL STRATEGIES. NEXT
SLIDE. SO AS WE START TO NOW
TURN OUR CONVERSATION TO THE
STATE LEVEL, WE ALSO WANT TO
SHINE A LIGHT ON OUR
TRANSPORTATION PRIORITY SHIFT IN
CALTRANS. SO OVER THE DECADES,
WE HAVE TRANSITIONED FROM A
HIGHWAY AGENCY, THE DIVISION OF
HIGHWAYS, TO A MULTIMODAL
TRANSPORTATION DEPARTMENT. WE'VE
MOVED FROM EVALUATING
TRANSPORTATION BASED ON LEVELS
OF SERVICE TO VEHICLE MILES
TRAVELED FROM MANAGING
CONGESTION TO REDUCING
EMISSIONS, FROM MOVING THROUGH A
COMMUNITY TO ACTUALLY BEING PART
OF THAT COMMUNITY. OUR MISSION,
VISION, VALUES AND GOALS ARE
REFLECTED IN OUR GUIDING
DOCUMENTS SUCH AS OUR STRATEGIC
PLAN, THE STATE'S CLIMATE ACTION
PLAN FOR TRANSPORTATION OAN
INFRASTRUCTURE, OR CAPTI, AND
ALSO INCLUDED IN OUR CALIFORNIA
TRANSPORTATION PLAN EQUITY AND
ENGAGEMENT, SAFETY, CLIMATE
ACTION AND A MULTIMODAL APPROACH
ARE NOW AT THE CORE OF THE WORK
THAT WE DO. NEXT SLIDE. IN 2023,
THE CALIFORNIA DEPARTMENT OF
TRANSPORTATION LAUNCHED LAUNCHED
THE RECONNECTING COMMUNITIES
HIGHWAYS TO BOULEVARDS PILOT
PROGRAM. NOW, THIS PROGRAM WAS
ESTABLISHED TO PLAN FOR AND FUND
THE CONVERSION THÀNH OF Kò
UNDERUTILIZED HIGHWAYS IN THE
STATE INTO MULTIMODAL CORRIDORS
TO RECONNECT COMMUNITIES DIVIDED
BY TRANSPORTATION
INFRASTRUCTURE. THIS PILOT
PROGRAM SEEKS TO UPEND THE
TRADITIONAL FUNDING BUSINESS
MODEL BY, IN PART, BASING THE
SELECTION OF COMMUNITIES ON
HISTORICAL HARM, NEED AND
ABILITY TO DEVELOP COMMUNITY
PARTNERSHIPS RATHER THAN A
DEFINED PROJECT AREA. THE SEVEN
CORE PROGRAM GOALS THAT THE
PROGRAM GUIDELINES, APPLICATION
REQUIREMENTS, AND EVALUATION
CRITERIA WERE BASED ON INCLUDE
RESTORING COMMUNITY CONNECTING
K¾T PROVIDING MATCHING FUNDS FOR
FEDERAL GRANTS, REMOVING
BARRIERS ASSOCIATED WITH
TRANSPORTATION AND
INFRASTRUCTURE, IMPROVING TRAVEL
OPTIONS. PROVIDING OPPORTUNITIES
FOR IMPLEMENTATION OF AFFORDABLE
HOUSING, AVOIDING DISPLACEMENT
EFFECTS AND ADVANCING COMMUNITY
BASED TRANSPORTATION PLANNING
EFFORTS. NEXT SLIDE. SO THE
PARADIGM SHIFT FOR THIS PILOT IS
TWOFOLD. THE ADDITION OF A NEW
PHASE CALLED COMMUNITY
READINESS. AND THE ESTABLISHMENT
OF A LONG TERM PARTNERSHIP
THROUGH COMMUNITY INVOLVEMENT.
RECONNECTING A COMMUNITY
ENCOMPASSED IS MORE THAN JUST
CHANGES TO THE TRANSPORTATION
INFRASTRUCTURE ITSELF. THE
COMMUNITY READINESS PHASE IS
WHERE COMMUNITY PARTNERSHIPS ARE
ESTABLISHED. THIS NEW PHASE IS
CRITICAL TO ESTABLISHING
RELATIONSHIPS THAT WILL LEAD TO
PROJECT VISIONS AND OUTCOMES
THAT ARE TRULY COMMUNITY
IDENTIFIED AND COMMUNITY DRIVEN,
ALLOWING ROOM TO ESTABLISH LONG
TERM PARTNERSHIPS IS THE
CORNERSTONE OF THIS PILOT. WE
RECOGNIZE GOVERNMENT MADE THE
DECISIONS TO BUILD THE
TRANSPORTATION INFRASTRUCTURE
MUCH WITHOUT THE COMMUNITIES
VOICE. THIS PILOT CREATES SPACE
FOR COMMUNITIES TO FULLY
PARTICIPATE AND DETERMINE HOW TO
RECONNECT THEIR THEIR
NEIGHBORHOODS. UNDER THE
FUNDING, UNDER THE FUNDED
PLANNING PHASE, THIS PROGRAM
WILL REQUIRE A PLAN THAT NOT
ONLY ADDRESSES THE
TRANSPORTATION NEEDS OF THE
COMMUNITY, BUT ALSO ADDRESSES
HOUSING DISPLACEMENT, AVOIDANCE,
ECONOMIC DEVELOPMENT, CLIMATE
ACCESS, AND OTHER NEEDS. THE
INTENTION IS FOR THE COMMUNITY
TO HAVE A WELL-ROUNDED, HOLISTIC
PLAN THAT WILL RESTORE COMMUNITY
CONNECTIVITY AND SUPPORT THE
ADVANCEMENT OF HEALTH AND EQUITY
FOR THE UNDERSERVED COMMUNITY.
NOW WE RECOGNIZE THE FUNDING
MADE AVAILABLE FOR THIS PROGRAM
IS NOT ENOUGH TO PLAN AND
CERTAINLY IMPLEMENT ONE PROJECT
YET ALONE. THREE RECONNECTING
RECONNECTING PROJECTS. THEREFORE
THE STATE FUNDING WILL BE
LEVERAGED TO THE FULLEST EXTENT
POSSIBLE AND USED AS MATCHING
FUNDS AND SEED MONEY TO COMPETE
FOR FEDERAL RECONNECTING
COMMUNITIES AND OTHER GRANT
OPPORTUNITIES, AND TO ATTRACT
NONTRADITIONAL, PHILANTHROPIC
AND PLACE BASED FUNDING. NEXT
SLIDE PLEASE. THE THREE
COMMUNITIES THAT WERE SELECTED
FOR THIS PILOT PROGRAM AND
ANNOUNCED, JUST A COUPLE MONTHS
AGO, IN MARCH, ARE UNDER THE
URBAN CATEGORY. THE CONNECT FOR
SOUTH SAN FRANCISCO PROJECT OR
PROGRAM COMMUNITY. THIS VASTLY
UNDERSERVED COMMUNITY IS SPLIT
BY FOUR TRANSPORTATION
INFRASTRUCTURE ELEMENTS THE
CALTRAIN US 101, THE COLMA CREEK
FLOOD CONTROL CHANNEL, AND EL
CAMINO REAL, WHICH IS A MAJOR
THOROUGHFARE. THE COMMUNITY
BASICALLY EXISTS IN A KEYHOLE
SURROUNDED BY MULTIPLE MAJOR
TRANSPORTATION INFRASTRUCTURE
ELEMENTS. SECOND, UNDER THE
RURAL CATEGORY, THE US 101
CORRIDOR IN ARCADIA AFFECTS
AFFECTS MULTIPLE US DOT AREAS OF
PERSISTENT POVERTY AND STATE
IDENTIFIED LOW INCOME
COMMUNITIES. THE US 101 AND
STATE ROUTE 299 FREEWAYS BISECT
ARCADIA IN MULTIPLE LOCATIONS,
CREATING BARRIERS TO EDUCATION,
ECONOMIC OPPORTUNITY, HEALTH,
AND BASIC AMENITIES. THE THIRD,
SELECTED UNDER THE CORRIDOR
CATEGORY IS RECONNECTING
SOUTHEASTERN SAN DIEGO AND
NATIONAL CITY, WHICH REPRESENTS
HEALING OF MULTIPLE JURISDICTION
. CROSS JURISDICTIONAL
COMMUNITIES ALONG A CORRIDOR
THAT'S BISECTED BY MULTIPLE
FREEWAYS, INCLUDING INTERSTATE
805, INTERSTATE FIVE AND 15, AND
STATE ROUTE 94. ADDITIONALLY,
MOST OF THE COMMUNITIES IN THE
CORRIDOR ARE AREAS OF
HISTORICALLY BURDENED, BY THE
CITY'S HIGHEST CONCENTRATED
POVERTY AND UNEMPLOYMENT RATES,
AND ARE FEDERALLY DESIGNATED AS
A PRIORITY ZONE. CALTRANS IS
COMMITTED TO THESE LONG TERM
PARTNERSHIPS AND SUPPORTING THE
HEALING OF THE COMMUNITIES NEXT
SLIDE. SO EVEN BEFORE THE
FEDERAL AND STATE PROGRAMS,
EXISTED, COMMUNITY CONNECTING
TYPE OF WORK HAS BEEN CORE
COMPONENT OF OUR PROJECTS. ONE
OF THESE EXAMPLES IS SAN DIEGO'S
PERALTA PARK, CALIFORNIA'S FIRST
FREEWAY PARK LID OR CAP, WHICH
WAS A COMMUNITY LED EFFORT. THE
COMMUNITY ORGANIZED AND LED THE
CHANGE TO ENSURE THE PROJECT
INCLUDED ELEMENTS THEY DESIRED
AND NEEDED. THE PEOPLE DROVE
PLANNING AND ENGAGEMENT TO FIGHT
FOR A VARIETY OF TRANSPORTATION
OPTIONS AND COMMUNITY ELEMENTS.
THIS PROJECT ACTUALLY INCLUDED
THREE CAPS. THE LARGEST CAP
INCLUDES A 5.4 ACRE PERALTA PARK
SITUATED BETWEEN TWO ROADWAY
OVER CROSSINGS AT ORANGE AVENUE
AND POLK AVENUE, AND THEN TWO
SMALLER CAPS WHICH ARE EXPANDED
ROADWAY OVER CROSS OVER
CROSSINGS AT ADJACENT AVENUES OF
UNIVERSITY AND EL CAJON
BOULEVARD. THE TWO SMALLER CAPS
HAVE 40FT OF BUILDABLE SPACE ON
EITHER SIDE OF THE STREET, AND
ARE DESIGNED TO SUPPORT TWO
STORY LIGHTWEIGHT FRAME
STRUCTURES FOR TRANSIT
FACILITIES OR SMALL SCALE
COMMERCIAL USES. THE CORRIDOR
NOW INCLUDES CENTERLINE BUS
RAPID TRANSIT STATIONS, BUS ONLY
LANES, COMMUTER BIKEWAY, ART
HOUSING, GATHERING AND GREEN
SPACES, AND SMALL BUSINESS
OPPORTUNITIES. IT'S A MODEL OF A
HOLISTIC TRANSPORTATION CORRIDOR
FOR. NEXT SLIDE PLEASE. SO
THERE'S MUCH THAT MUST GO INTO
CONSIDERATION OF FREEWAY CAP
DEVELOPMENT AND MUCH OF THAT
YOU'VE HEARD TODAY IN EARLIER
PRESENTATIONS FOR SURE IN
CALIFORNIA, THE URBAN FORM OF
MOST COMMUNITIES IS BASED ON
AUTOCENTRIC DEVELOPMENT THAT WAS
POPULAR DURING THE MID 1900S.
THIS DEVELOPMENT LINKED LOW
DENSITY RURAL AREAS OR EXCUSE
ME, RESIDENTIAL AREAS OR SUBURBS
TO HIGH DENSITY COMMERCIAL AREAS
VIA TRANSPORTATION NETWORKS. AND
AS WE KNOW, OFTEN FREEWAYS WERE
CONSTRUCTED THROUGH OUR EXISTING
COMMUNITIES. TODAY FEDERAL,
STATE, AND LOCAL GOVERNMENTS
ADVOCATE FOR COMPACT DEVELOPMENT
PARTNERS OR PATTERNS, CREATE
GREATER ACCESS TO PARKS AND
OTHER STRATEGIES THAT SUPPORT
HEALTHIER AND MORE SUSTAINABLE
COMMUNITIES. CAPS OFFER A WAY TO
MAINTAIN THE STATE HIGHWAY
SYSTEM, WHICH FACILITATES BY OUR
BUSINESS OF EFFICIENTLY MOVING
PEOPLE AND GOODS WHILE
ACCOMMODATING DEVELOPMENT,
ESSENTIALLY PROVIDING NEW LAND.
THIS IS AN ESPECIALLY ATTRACTIVE
OPTION IN URBAN AREAS WHERE LAND
IS SCARCE AND COSTLY TO ACQUIRE.
CAPS CAN IMPROVE COMMUNITIES IN
A NUMBER OF IN A NUMBER OF WAYS.
AS YOU'VE HEARD IN EARLIER
PRESENTATIONS, THEY CAN PROVIDE
PARKS AND PARK DEFICIENT URBAN
AREAS, PROVIDE A SENSE OF PLACE
IN THE COMMUNITY, AND STIMULATE
COMMUNITY DEVELOPMENT AND
REVITALIZATION TO DEVELOP
FREEWAY CAPS IN CALIFORNIA,
LOCAL JURISDICTIONS AND PRIVATE
ENTITIES MUST COMPLY WITH
CALTRANS PROCEDURES FOR PROJECT
DEVELOPMENT, REVIEW AND APPROVAL
IF THE PROJECT IS FINANCED WITH
ANY FEDERAL FUNDS OR IF THE
FREEWAY WAS FINANCED WITH
FEDERAL FUNDS, IT'S LIKELY WILL
REQUIRE THEN COORDINATION WITH
THE FEDERAL HIGHWAY
ADMINISTRATION. CAPS ALSO MUST
BE DESIGNED TO PERMIT FULL
OPERATION OF THE UNDERLYING
FREEWAY, AND TO SUPPORT THE
WEIGHT OF THE FULL BUILD OUT
POTENTIAL, WHILE ENSURING PROPER
WIDTHS AND CLEARANCES SHOULD
STILL BE MAINTAINED. THE DESIGN
MUST TAKE INTO CONSIDERATION ANY
FUTURE USES THAT MAY BE
PERMITTED ON THE CAP DECK, AND
AGAIN, THIS COULD INCLUDE PARK
ELEMENTS SUCH AS THE SOIL,
MATURE TREES. RECREATION
FACILITIES, BUILDINGS, ROADWAYS,
TRANSIT FACILITIES, ETC. AND AS
WITH MOST LARGE INFRASTRUCTURE
IMPROVEMENTS, NO TWO CAPS ARE
ALIKE IN TERMS OF COSTS AND
FUNDING. ALL CAPS HAVE AN
INITIAL CAPITAL COST THAT
INCLUDES PLANNING, DESIGN,
PERMITTING AND CONSTRUCTION, AS
WELL AS ONGOING OPERATIONS AND
MAINTENANCE COSTS. ALSO, WITH
ANY MAJOR INFRASTRUCTURE
PROJECT, FUNDING FOR THE FREEWAY
CAPS TYPICALLY COMES FROM
MULTIPLE SOURCES. MANY RECENT
PROJECTS HAVE UTILIZED A MIX OF
FEDERAL, STATE, REGIONAL, AND
LOCAL FUNDS AND SOMETIMES
PRIVATE INVESTMENT, SO WHEN
COUPLED WITH TRANSPORTATION
IMPROVEMENTS, CAPS CAN TAKE
ADVANTAGE OF TRANSPORTATION
FUNDING PROGRAMS. IN SOME
CIRCUMSTANCES, A CAP COULD BE
INCLUDED AS A PROJECT FEATURE OR
MITIGATION MEASURE AS
APPROPRIATE PER THE
ENVIRONMENTAL LAWS AND
REGULATIONS. NEXT SLIDE. SO AS
WE'VE HEARD, FREEWAY CAPS ARE
COMPLEX PLANNING FOR AND SEEKING
AGREEMENTS FOR USE ON THIS NEWLY
CREATED SPACE IS ALSO NEEDED. SO
ONE OF THOSE TOOLS IS
DEVELOPMENT OF AN AIRSPACE LEASE
AGREEMENT, ESSENTIALLY AIRSPACE
IS ANY OF THAT, THAT AREA
DEFINED ABOVE OR BELOW, EXISTING
STATE HIGHWAY INFRASTRUCTURE?
AND CALTRANS RELIES UPON
EXISTING POLICY AND GUIDANCE FOR
THOSE AIRSPACE LEASES. SO THE
TYPES OF ALLOWABLE USES CAN VARY
SIGNIFICANTLY DEPENDING ON
LOCATION OF THE AIRSPACE. MORE
TYPICAL EXAMPLES INCLUDE PARKING
LOTS OR OTHER, BUSINESSES UNDER
BRIDGES AND RAMPS, CELL TOWERS
NEXT TO FREEWAYS OR EVEN UTILITY
CROSSINGS OVER IT, AND WITH ANY
LEASE AGREEMENT, THERE'S
CERTAINLY, INTEREST IN REQUIRING
FAIR MARKET VALUE COMPENSATION
FOR ANY OF THE PRIVATE USE OF
PUBLIC PROPERTY AND OTHER NON
TRANSPORTATION USES. ALSO
TYPICALLY REQUIRE A FAIR MARKET
LEASE RATES ON STATE STATE
HIGHWAY AIRSPACE TO MEET
TRANSPORTATION FUNDING
REQUIREMENTS. NOW ALL THIS IS
NOT TO DISCOURAGE BUT CERTAINLY
TO ENCOURAGE EARLY AND
CONTINUOUS COLLABORATION WHEN
CONSIDERING FREEWAY CAPS. NOW TO
TRANSITION SLIGHTLY FROM HERE,
WE'D LIKE TO SHARE MORE
INFORMATION ON THE VISION VISION
980 STUDY, WHICH WAS A FEDERAL
RECONNECTING COMMUNITY CYCLE ONE
RECIPIENT, AND HOW WE'RE
ENGAGING OUR PARTNERS IN THE
PUBLIC AND WHAT OPTIONS MAY BE
EXPLORED FOR THE CORRIDOR. SO
I'LL TURN IT OVER TO YOU, DAVE.
GREAT. THANK YOU. GOOD AFTERNOON
, NEXT SLIDE PLEASE, THANK YOU
FOR THE OPPORTUNITY TO PROVIDE
INFORMATION ABOUT VISION 980
STUDY, WHICH WILL IDENTIFY A NEW
TRANSPORTATION AND LAND USE
VISION FOR 980. INTERSTATE 980
IS IN OAKLAND. IT'S THE RED LINE
GOING DOWN THROUGH THE CENTER OF
THE SLIDE TO THE LEFT IS WEST
OAKLAND. TO THE RIGHT IS
DOWNTOWN OAKLAND. AND YOU CAN
SEE WEST OAKLAND IS SURROUNDED
BY FREEWAYS. AND JUST TO THE
SOUTH AND TO THE, I GUESS, LEFT
OF THE SLIDE IS THE PORT OF
OAKLAND. NEXT SLIDE PLEASE. SO
AS HAPPENED WITH MANY
COMMUNITIES OF COLOR ACROSS THE
COUNTRY, WEST OAKLAND WAS
SELECTED AS THE LOCATION FOR A
FREEWAY ALIGNMENT. CONSTRUCTION
OF I 980 DISRUPTED THE STREET
GRID IN FAVOR OF LONG DISTANCE
COMMUTER TRAFFIC AND REDUCED
CONNECTIONS BETWEEN WEST OAKLAND
AND DOWNTOWN. THE FEW CROSSING
POINTS THAT REMAIN ARE WIDE
BOULEVARDS WITH MINIMAL
PEDESTRIAN AND BIKE
INFRASTRUCTURE. NEXT SLIDE
PLEASE. SO THIS IS A CURRENT
VIEW OF THE 14TH STREET
OVERPASS, GOING OVER 980,
THERE'S ONE NARROW SIDEWALK ON
THE RIGHT SIDE THERE, AND NO
DEFINED BIKE LANES. NEXT SLIDE.
THERE ARE TWO KEY CITY OF
OAKLAND PLANS THE WEST OAKLAND
SPECIFIC PLAN, COMPLETED IN JUNE
OF 2014, WHICH NOTED
OPPORTUNITIES TO SOFTEN I 980
CROSSINGS AND PROVIDE TRANSIT
LOOPS AND COMPLETE STREET
LINKAGES TO CONNECT WEST OAKLAND
AND DOWNTOWN AND THE DOWNTOWN
OAKLAND SPECIFIC PLAN, WHICH
PUBLISHED A PRELIMINARY DRAFT IN
LATE 2019 AND A FINAL DRAFT IN
MARCH OF 24. THE PLAN RECOMMENDS
IMPROVING CONNECTIONS OVER THE
FREEWAY TO BE MORE BIKE AND
PEDESTRIAN FRIENDLY IN THE NEAR
TERM, AND RECOMMENDS STUDYING
THE LONG TERM FEASIBILITY OF
REPLACING I 980 WITH A MULTI WAY
USE BOULEVARD, POTENTIALLY WITH
A LID FOR A PARK AND CREATING
OPPORTUNITIES FOR NEW LAND USES.
NEXT SLIDE. WHICH BRINGS US TO
VISION 980. THE STUDY WILL BE
COMPLETED IN TWO PHASES. PHASE
ONE WILL IDENTIFY A NEW CONCEPT
AND VISION FOR TRANSPORTATION
AND LAND USE ALONG THE ENTIRE I
980 CORRIDOR. THE PHASE WILL
UTILIZE 500,000 IN FEDERAL STATE
PLANNING AND RESEARCH FUNDING,
AND WILL TAKE PLACE FROM SPRING
OF 24 THROUGH THE FALL OF 25.
PHASE TWO WILL PERFORM A MORE
DETAILED FEASIBILITY AND
TECHNICAL ANALYSIS OF THE
CONCEPT AND VISION IDENTIFIED IN
PHASE ONE. THIS PHASE WILL
UTILIZE 680,000 IN FEDERAL
RECONNECTING COMMUNITY PILOT
FUNDING. THE CITY OF OAKLAND IS
A CO-APPLICANT FOR THE RCP
FUNDING. PHASE TWO IS
ANTICIPATED TO OCCUR IN EARLY 26
AND GO THROUGH LATE 27,
BEGINNING IN PHASE ONE AND
CONTINUING THROUGH PHASE TWO.
THE STUDY WILL DEVELOP AN
EVALUATION FRAMEWORK TO ENSURE
THE VISION MEETS EQUITY
PERFORMANCE MEASURES OR
BENCHMARKS. NEXT SLIDE PLEASE.
THE OPTIONS TO BE EXPLORED IN
PHASE ONE WILL INCLUDE IMPROVING
PUBLIC TRANSIT CONNECTIONS,
PROVIDING PEDESTRIAN AND BICYCLE
PATHS, REDESIGNING ROADWAYS AND
OVERPASSES FOR WALKING, BIKING
AND TRANSIT. CAPPING THE FREEWAY
TO EXPAND OPEN SPACE SUCH AS A
PARK, AND TRANSFORMING THE
FREEWAY TO CREATE NEW LAND USE
OPPORTUNITIES SUCH AS A
BOULEVARD WITH MIXED USE
DEVELOPMENT. NEXT SLIDE PLEASE.
THE VISION 980 STUDY PHASE ONE
WILL ENGAGE PARTNERS,
STAKEHOLDERS, AND THE PUBLIC
IDENTIFY OPTIONS FOR THE
CORRIDOR, DEVELOP PERFORMANCE
MEASURES INCLUDING EQUITY
MEASURES TO EVALUATE VARIOUS
OPTIONS, AND IDENTIFY A CONCEPT
AND VISION FOR THE CORRIDOR TO
BE ASSESSED. IN PHASE TWO, WE'VE
AWARDED A CONSULTANT CONTRACT
AND WORK HAS BEGUN ON PHASE ONE.
THE PHASE ONE CONSULTANT IS WSP
WITH ARBOR CREATIVE AND ARUP, AS
WELL AS THREE COMMUNITY BASED
ORGANIZATIONS URBAN STRATEGIES
COUNCIL, WEST OAKLAND
ENVIRONMENTAL INDICATORS PROJECT
AND WEST OAKLAND HEALTH COUNCIL.
THE PROJECT WILL FOCUS ON
REINTEGRATING COMMUNITIES,
ADDRESSING ENVIRONMENTAL JUSTICE
AND REDUCING HARM FOR
NEIGHBORING COMMUNITIES, AND
IMPROVING MULTIMODAL
TRANSPORTATION OPTIONS. NEXT
SLIDE PLEASE. THE VISION 980
STUDY PHASE TWO WILL CONTINUE TO
ENGAGE PARTNERS AND STAKEHOLDERS
AND THE PUBLIC TO DEVELOP A MORE
DETAILED CONCEPT AND VISION FOR
THE CORRIDOR, APPLY PERFORMANCE
MEASURES, INCLUDING EQUITY
MEASURES TO EVALUATE FEASIBILITY
AND IDENTIFY NEXT STEPS TOWARD
IMPLEMENTING PORTION OF THE
CONCEPT AND VISION ENGAGEMENT
PRIOR TO SELECTING THE
CONSULTANT FOR PHASE ONE HAS
INCLUDED PRESENTATIONS AND
COLLABORATION WITH THE OAKLAND
BICYCLE AND PEDESTRIAN ADVISORY
COMMITTEE, THE MAYOR'S
COMMISSION ON PERSONS WITH
DISABILITIES, THE YOUTH
COMMISSION, THE PRESCOTT
NEIGHBORHOOD COUNCIL, AND WEST
OAKLAND NEIGHBORS GROUP, AND A
BRIEFING FOR OAKLAND CITY
COUNCIL MEMBER CAROL FIFE. SO AT
THIS POINT, I'LL PASS IT BACK TO
YOU, ANNE. THANKS, DAVE. NEXT
SLIDE, PLEASE. CAN I ASK YOU TO
MAYBE GIVE SOME CONCLUDING
REMARKS SO WE CAN ASK SOME
QUESTIONS? SURE. WE CAN.
ACTUALLY WE CAN WRAP IT UP HERE.
WHAT WE REALLY WANT TO EMPHASIZE
OVER THESE NEXT, COUPLE OF
SLIDES IS JUST, AGAIN, BRINGING
IT BACK TO THAT COMMUNITY
COLLABORATION. RIGHT AND
BUILDING ON THOSE STRONG
COMMUNITIES, STARTING WITH, OUR
HAVING A STRONG ENGAGEMENT PLAN,
INCORPORATING THAT INTO THE WORK
WE'RE DOING. AND IN CERTAINLY,
BEING THERE THROUGH THAT, THAT
EARLY WORK IN OUR PLANNING
PHASES. SO I CAN I CAN WRAP IT
UP WITH THAT. GREAT. THANK YOU.
APPRECIATE THAT. THANK YOU BOTH
FOR BEING HERE, I'M GOING TO GO
BACK TO, THE SLIDES DON'T HAVE A
NUMBER, BUT ONE OF YOUR EARLIER
SLIDES ON THE, CYCLE TWO FEDERAL
RCP AWARDS AND I'M TRYING TO
IDENTIFY THROUGH SOME OF THEM
WHETHER THESE ARE, ARE, LIKE THE
HEALING HOLLYWOOD, PROJECT. IS
THAT THE ONE ON ONE PROJECT OR
IS THAT SOMETHING ELSE? DO YOU
KNOW, I DON'T I DON'T KNOW,
OKAY. RIGHT OFF HAND, MANY OF
THEM, AS THEY'RE WALKING THROUGH
THE OR GOING THROUGH THEIR
APPLICATIONS, HAVE HAVE
REDEFINED THEMSELVES. SO, YEAH,
WE CAN GET BACK TO YOU. OKAY,
AND THE OTHER ONE, I HAVE A
QUESTION ON LITERALLY IN MY, MY
BACKYARD, THE BARRIO LOGAN,
REUNITING BARRIO LOGAN. IT'S A
$10 MILLION AMOUNT. I HAD READ
THAT THAT WAS A DIFFERENT
AMOUNT. AND SO IF YOU COULD
FOLLOW UP AND LET US KNOW WHAT
EXACTLY THAT FUNDING WAS FOR, IN
TERMS OF AMOUNT AND ALSO,
ASPECTS OF THE PROJECT, THOSE
ARE TWO VERY SPECIFIC QUESTIONS
ON PROJECTS THAT I SEE LISTED. I
GUESS THE OTHER QUESTION THEN IS
, I'M FAMILIAR WITH THE BARRIO
LOGAN, VERY SPECIFICALLY, AND
THE NATIONAL CITY, OBVIOUSLY,
BUT BUT, ARE THERE SO THE 980
SEEMS TO BE ONE OF THE, THE
CONVERSATION, AT LEAST FROM THE
COMMUNITY STANDPOINT ON, FREEWAY
CAPPING, WHICH WOULD THEN GET
INTO THE AIR RIGHTS ISSUE. AND
THAT'S ONE OF THE THINGS THAT
REMAINS AS A CONCERN. I DON'T
THINK I'VE BEEN ABLE TO GET ANY
REAL CLARITY IN TERMS OF, DO
DOES CALTRANS CURRENTLY HAVE THE
AUTHORITY TO, TO, TO ALLOW FOR,
FOR CITIES, COUNTIES OR SOME
COLLABORATION THEREOF TO MOVE
FORWARD WITH, WITH FREEWAY LIDS
OR UNDERPASS PROJECTS THAT WOULD
RECONNECT COMMUNITIES? IS THAT
CURRENTLY SOMETHING YOU HAVE THE
AUTHORITY TO DO, OR IS THAT
REQUIRED? DO YOU REQUIRE
LEGISLATIVE AUTHORITY FOR THAT?
YEAH, WE DO NOT HAVE ANY CURRENT
POLICY OR GUIDANCE THAT
RESTRICTS, THAT CONSTRUCTION OF
HIGHWAY CAPS, YOU DID MENTION
SOME I DON'T KNOW IF IT'S
POLICIES OR WHAT, WHAT THEY ARE
EXACTLY. BUT ISSUES AS IT
RELATES TO BEING COMPENSATED. SO
FOR EXAMPLE, IF WE'RE LOOKING
AT, BUILDING PARKS AGAIN ABOVE
OR BELOW IN TERMS OF AIRSPACE, I
THINK IT'S EITHER PRACTICE OR
POLICY OR YOU TELL ME WHAT IT IS
THAT, THERE'S COMPENSATION THAT
IS OF, MARKET FAIR MARKET VALUE
FOR THE USE OF THAT SPACE.
RIGHT. AND THAT DOES COME BACK
IN WITH OUR AIRSPACE LEASE
AGREEMENTS. RIGHT? IT'S THAT IS
A RIGHT OF WAY TRANSACTION.
THÀNH. AND IN DOING THAT, THERE
IS A DETERMINATION OF WHAT THAT
FAIR MARKET VALUE WOULD BE OF
THOSE OF THAT FACILITY IN, IN
PLACE. AND WHAT WOULD THAT LEASE
AGREEMENT? SO DOES IT DEPEND ON
THE I MEAN, WE DON'T HAVE A LOT
OF PARK LANDS, AS YOU MENTIONED,
TERRA ALTA BEING THE ONLY ONE,
AND THAT WAS, I BELIEVE, THIS I
WAS VERY YOUNG AT THE TIME WHEN
ALL THIS WAS GOING ON, BUT THAT
WAS A MITIGATION EFFORT. IT
WASN'T. YOU WERE BUILDING THE
HIGHWAY, AND AS YOU WERE
BUILDING THE HIGHWAY, YOU BUILT
THE PARK TO, AND SO I GUESS THAT
SHOULD HAVE TRIGGERED SOME SORT
OF AIR SPACE ISSUE, BECAUSE THAT
PARK IS NOW A CITY OWNED PARK.
SO THE CITY HAVE TO CONTRIBUTE
TO GET THE PARK. YES. ON ON
TERRA ALTA PARK. IT IT'S
DEFINITELY A MIX OF FUNDING
WHERE WE DO HAVE STATE FEDERAL
AND, LOCAL CITY OF SAN DIEGO,
DOLLARS IN, IN THAT WERE FUNDING
THAT PROJECT WORKED WITH TERRA
ALTA PARK. THE AGREEMENT THERE
FOR THERE WAS A TRANSPORTATION
NEXUS LIKE YOU MENTIONED. SO
THERE'S MITIGATION ACTION THAT
WAS PART OF THE PROJECT
DEVELOPMENT. COMPLEMENTARY TO
THAT, TO THAT PARK, THERE IS
TRANSPORTATION IMPROVEMENTS THAT
WERE DONE ALONG THE STATE ROUTE
15, THERE, INCLUDING, THE, THE
THERE'S A BUS RAPID TRANSIT
STATION THERE IN MEDIAN, BUT ALL
OF THAT TO SAY, THE AGREEMENTS
THAT ENDED UP BEING PUT IN
PLACE, WERE THEY FOR THE
CONSTRUCTION THÀNH AND THEN THE
MAINTENANCE THEN OF THE PARK
ITSELF IS THROUGH JUST THAT.
IT'S A MAINTENANCE AGREEMENT
WITH THE CITY OF SAN DIEGO,
RIGHT. WE DO NOT HAVE AN
AIRSPACE LEASE, WITH THAT, THERE
ARE COMPONENTS. I WILL TAKE THAT
BACK. THERE ARE COMPONENTS OF
WHICH WE ARE WORKING WITH THE
CITY OF SAN DIEGO ON THOSE, THE,
SMALL BUSINESS OPPORTUNITIES
THERE ON THE BOULEVARD ADJACENT.
YEAH. RIGHT OKAY, JUST TO NOTE
FOR OUR COMMITTEE, I THINK
THAT'S A QUESTION THAT REMAINS
FOR OUR FINAL RESULT. OUR FINAL
REPORT IS, THIS ISSUE OF AIR
RIGHTS SEEMS TO STILL BE A
LITTLE NEBULOUS IN TERMS OF HOW
THAT'S GOING TO GET HANDLED. AND
CERTAINLY WOULDN'T WANT IT TO
BECOME AN IMPEDIMENT TO PROJECTS
THAT ARE HAVING SOME PROGRESS
ALONG THE WAY, WHETHER IT'S
VISION 980 OR DOWN IN SAN DIEGO.
SO I THINK THAT'S THOSE ARE TWO,
IMPORTANT QUESTIONS THAT WE NEED
. WE NEED TO HAVE SOME
RESOLUTION ON AT SOME POINT AS
THESE PROJECTS HOPEFULLY BECOME
MORE OF A, MORE OF A REALITY. AS
FAR AS, POLICIES, AND NOT DON'T
EXPECT YOU TO HAVE A RESPONSE TO
THIS ONE BECAUSE IT'S NOT REALLY
PURVIEW OF CALTRANS, BUT AS IT
RELATES TO HOUSING DISPLACEMENT
AND ISSUES, AS AS WE LOOK
FORWARD AS EITHER TO DO
RECONNECTING PROJECTS ABOVE,
BELOW, OR IN THE CASE OF PLACES
LIKE THE, 710, YOU KNOW, THE,
THE STUB THERE. ARE THERE ANY
POLICIES THAT AT RECOMMENDATIONS
HAVE COME OUT OF CALTRANS IN
TERMS OF HOUSING PROTECTIONS FOR
PEOPLE WHO LIVE WITHIN THE
VICINITY OF THESE POTENTIAL
PROJECTS? I THINK THAT IS
SOMETHING THAT WE WOULD LOOK
INTO AND DEFINITELY WOULD NEED
TO CONTINUE THOSE CONVERSATIONS,
THROUGH THAT. AND THAT'S THAT'S
SOMETHING THAT WE CAN WORK
THROUGH OUR, OUR LEGISLATIVE,
STAFF ALSO TO GET. YEAH, I ALSO
HEARD YOU MENTION AND I WAS NOT
AWARE THAT, AND, YOU KNOW, DRIVE
CERTAINLY UNDER AND BY THE
OVERPASSES ON THE 15 THAT,
THEY'RE BUILT TO CAPACITY OF TWO
STORY, FRAME STRUCTURES. SO,
CLEARLY THERE WAS A LOT OF,
ANALYSIS DONE ON WEIGHT BEARING,
AND I ASSUME IN ALL THAT, AND,
SO THAT'S, THAT'S IMPORTANT
BECAUSE IT'S ONE OF THE THINGS
THAT IN CONVERSATIONS OF PEOPLE
WHO ARE LOOKING TO, TO BUILD
THESE PROJECTS IS HOW DO YOU
FINANCE THEM. AND CERTAINLY SOME
TYPE OF, REVENUE STREAM WOULD BE
HELPFUL TO FINANCE THESE VERY,
VERY COSTLY PROJECTS. SO, AS FAR
AS THE OUTREACH GOES AND, YOU
KNOW, 980, YOU'RE IN THE MIDDLE
OF A ROBUST, IT SEEMS LIKE
PROCESS. REMIND US OF CALTRANS
POLICY ON ENGAGING AND
COLLABORATING WITH THE
COMMUNITIES WHERE THESE PROJECTS
ARE BEING DISCUSSED AND AT THE
MOMENT, JUST BEING EVALUATED. SO
I THINK FOR US, ENGAGEMENT
STARTS EARLY AND WE'VE BEEN
WORKING IN OAKLAND FOR QUITE
SOME TIME DOING PROJECTS. SO
WORKING WITH THE WEST OAKLAND
INDICATORS PROJECT AND THESE
OTHER VARIOUS GROUPS, WE'RE
REALLY JUST STARTING THIS
COLLABORATION TO SEE WHAT IT IS
THEY WANT TO GET OUT OF THIS
PROJECT. AND WE'VE SEEN THE TWO
OAKLAND STUDIES, WEST OAKLAND
STUDY AND THE DOWNTOWN STUDY,
BOTH DEALING WITH TRANSIT
SOFTENING UP THE OVERCROSSINGS
LOOKING TO ADD, MORE THINGS
THERE FOR CONNECTION. SO WE
WE'VE BEEN AT IT NOW JUST A
SHORT WHILE, AND WE HAVE A
CONSULTANT ON BOARD TO CONTINUE
THAT PROCESS. AND JUST, ALSO
YOUR CURRENT PROCESS, YOU'VE
ONLY HAVE RECEIVED FUNDING FOR
PLANNING AND FOR THIS OUTREACH
ACTIVITIES, VISIONING AND ALL
THAT, RIGHT? YEAH. AND I SAW YOU
RECEIVED 500,000 FOR PHASE ONE.
AND IS YOUR PHASE TWO ALREADY.
ARE YOU ARE YOU GOING TO BE
SEEKING THAT FUNDING OR YOU'VE
ALREADY BEEN ALLOCATED. WE'RE
BEING ALLOCATED THAT. THAT'S THE
680,000 IN RECONNECTING
COMMUNITIES. THAT WAS FROM THIS
YEAR CYCLE FEDERAL OKAY. AND
THEN, OBVIOUSLY DEPENDING ON THE
CONVERSATIONS, THAT'S GOING TO
DICTATE THE COST OF A PROJECT,
CORRECT? OKAY I THINK I'VE ASKED
THE QUESTIONS THAT CAME TO MIND
FOR MYSELF, MR. ALANIS, JUST A
FEW. I SEE YOU GUYS HAVE
SELECTED THE THREE COMMUNITIES,
ONE WAS THERE A BOARD, A GROUP
THAT DECIDED WHICH THREE WERE
PICKED? HOW WERE THOSE PICKED
AND HOW MANY WERE? HOW MANY
OTHER PROJECTS WERE THERE TO
PICK FROM? I DON'T HAVE THE
NUMBERS IN MY HEAD AS FAR AS HOW
MANY APPLICATIONS WERE RECEIVED,
THE COMMUNITIES THAT WERE WERE
SELECTED, WERE, KIND OF ACROSS
THIS THE STATE WE HAVE NORTHERN,
SOUTHERN, CENTRAL, COMMUNITIES.
THE, THE COMMITTEE THAT WAS
SELECTING THESE. AND WE CAN GET
MORE INFORMATION TO YOU ON THAT
SPECIFICALLY. BUT IT WAS ACROSS
JURISDICTIONS, WE HAD, NOT ONLY
REPRESENTATIVES FROM CALTRANS,
WE HAD REPRESENTATIVES FROM FROM
AGENCY. WE HAD, A LOCAL, EQUITY,
ADVISORS THAT WERE ALSO PART OF,
OF THE TEAM. SO THERE WAS A
BROAD, I GUESS, CASTING OF THOSE
INVOLVED. BUT WE CAN CERTAINLY.
YEAH. PROVIDE YOU. I JUST WANT
TO I JUST NOTICED ALL THREE. I'M
GREAT. I'M HAPPY THAT THIS IS
HAPPENING, BUT I NOTICE THEY'RE
ALL ON THE COAST AS WELL. OR AT
LEAST THEY LOOKED APPEAR TO BE
MOSTLY ON THE COAST. NOTHING
REALLY INLAND, THAT'S MORE MY
AREA AS WELL. SO I'M A LITTLE
BIASED ON SOME OF THAT. BUT, I'M
JUST CURIOUS TO SEE IF ANY OF
THEM HAD PUT AN APPLICATION IN
ALSO. AND IF THEY DIDN'T, MAYBE
IF WE'RE DOING SOMETHING IN THE
FUTURE, I CAN HELP PUSH THEM.
YEAH, WE CAN. WE CAN GET YOU
THAT INFORMATION AND FOLLOW UP.
JUST TO ADD TO THAT, WE WITH ANY
OF OUR APPLICATIONS AND
CERTAINLY WITH RECONNECTING
COMMUNITIES, WE DO OFFER FOR
THOSE, COMMUNITIES THAT WEREN'T
SELECTED, THERE MAY BE OTHER
FOR, GRANT OPPORTUNITIES THAT
THEY MAY HAVE EVEN BETTER
OPPORTUNITIES WITH. AND THOSE
COULD BE THROUGH YOUR ACTIVE
TRANSPORTATION PROGRAMS. SOME OF
THE OTHER LOCAL PARTNERSHIP
PROGRAMS, AND, AND THE LIKE TO,
TO CONTINUE TO WORK TO, TO MOVE
THOSE PROJECTS FORWARD. ALSO
OKAY. THANK YOU. THANK YOU FOR
TAKING TIME TO BE HERE TO, THANK
YOU. I THINK ONE OF THE THINGS,
IN DOING THIS WORK THAT, WE'VE
BEEN DIGGING INTO FOR THE LAST
COUPLE OF YEARS, REALLY, IT
SEEMS TO BE THAT, A LOT OF THIS
FUNDING HAS BEEN AWARDED TO
COMMUNITIES WHERE THERE'S A
THERE'S BEEN A VERY LOCALIZED
AND I WOULD SAY IN THE CASE OF
IN SAN DIEGO, VERY GRASSROOTS
BASED, TYPE OF ACTIVITY THAT
WOULD THEN LIKE SOMEHOW MAKES IT
ONTO THE RADAR FOR LIKE THE
LOCAL PLANNING AGENCY OR THE
LOCAL MPO, AND THEN, YOU KNOW,
SOMETIMES LUCKY ENOUGH TO REACH
LEVELS OF CALTRANS. AND THAT'S
BEEN A PATHWAY FOR SOME OF THESE
PROJECTS. OTHERS, OBVIOUSLY, ARE
VERY SOPHISTICATED, LIKE, I'M
SURE THE PORT OF LA. AND I KNOW
THAT THE HARBOR DRIVE 2.0 PORT
OF SAN DIEGO HAS BEEN, YOU KNOW,
VERY MUCH ON TOP OF THAT FOR A
WHILE. SO THERE'S, I THINK,
ALTERNATIVE WAYS FOR, FOR
PROJECTS TO MAKE IT ON HERE SO
THAT, THEY CAN BE PART OF THE
CONVERSATION, IF YOU WILL. SO I
THINK ENCOURAGE MORE COMMUNITIES
TO DO SO. AND I HOPE THAT WITH
OUR HEARINGS AND OUR REPORT,
THAT THERE WILL BE OTHERS OUT
THERE THAT GET INSPIRED, YOU
KNOW, OUR HEARINGS HAVE BEEN IT
STARTED WITH A LOT OF HISTORICAL
CONTEXT OF WHAT'S HAPPENED, HOW
HIGHWAYS HAVE DIVIDED,
COMMUNITIES WITH A LOT OF DATA
FROM RESEARCHERS. I THINK THEY
WERE FROM UCLA. IN THAT CASE.
THEN WE HAD SOME COMMUNITY
MEMBERS WHO ARE THOSE GRASSROOTS
COMMUNITY MEMBERS WHO HAVE TRIED
IN PLACES LIKE SEATTLE AND IN
SAN DIEGO TO ADVOCATE FOR THESE
PROJECTS. WE HAD CITY OF
PASADENA. THEY'VE REALLY ENGAGED
TO TRY TO DO A PROJECT THERE,
AND TODAY WE HEARD FROM PROJECTS
THROUGHOUT DIFFERENT PLACES IN
OUR COUNTRY. SO CLEARLY THERE'S
A THERE'S A MOVEMENT THERE, BUT
THERE'S ALSO WORK THAT NEEDS TO
BE DONE. SO I'M LOOKING FORWARD
TO THAT, THE LAST QUESTION I
THINK I'LL ASK IS BECAUSE, MR.
PISANO, TALKED ABOUT RAIL LINE
AND IT'S REALLY NOT THE PURVIEW
ENTIRELY OF THE COMMITTEE WE ARE
FOCUSED ON DIVIDED BY HIGHWAYS,
BUT THAT IS A MAJOR MODE OF
TRANSPORTATION. THAT IS ALSO IN
SOME COMMUNITIES, COSTS SOME
DIVISION, IS THERE ANYTHING ON
THAT FRONT THAT A, CALTRANS IS
ENGAGING IN AT THE MOMENT? I
WOULD SAY IT'S, YOU KNOW, WE DO
WE DO REFERENCE THAT IN ONE OF
OUR SELECTED COMMUNITIES WHERE
THERE IS, THE BARRIER THROUGH OF
A RAIL LINE AND OF, OF, OF
CALTRAIN, SO SEPARATE FROM THAT,
WHAT I WOULD ALSO ADD IS THAT
THAT, WE EVEN THROUGH, FEDERAL
AND OTHER STATE PROGRAMS, THERE
HAS BEEN AN EMPHASIS IN, IN,
SEPARATING, THE, THE POINTS OF
INTERSECTION OF, OF RAIL WITH
LOCAL ROADS, GRADE SEPARATION.
YEAH IMPROVING THE, THE SAFETY
IN, IN THAT ASPECT FOR THAT. SO
THERE'S OPPORTUNITY THERE AS WE
MOVE THROUGH KIND OF
SYSTEMATICALLY TO LOOK FOR THOSE
AREAS OF GRADE SEPARATION TO DO
THE ADDITIONAL WORK KIND OF
AROUND THAT. OKAY. YEAH. THAT
MAKES SENSE. I JUST WANT TO MAKE
SURE I NOTED THAT BECAUSE IN
OTHER PARTS OF THE STATE, MR.
ALANIZ NOTED, THERE ARE OTHER
IMPACTS TO COMMUNITIES BEING
SEPARATED. AND I WANT TO
ACKNOWLEDGE THAT, I WANT TO
THANK YOU. I THINK THERE'S STILL
SOME QUESTIONS THAT REMAIN.
THERE WILL BE FOUND IN OUR FINAL
REPORT AS IT RELATES TO HOW THE
STATE CAN FACILITATE THAT. AND
CERTAINLY, CALTRANS IS A
TREMENDOUS, PLAYER IN ALLOWING
THESE, RECONNECTING PROJECTS TO
CONTINUE. AND WE CERTAINLY DON'T
WANT TO HAVE ANY BARRIERS ALONG
THE WAY. SO I THINK THAT WORK IS
GOING TO CONTINUE LEGISLATIVELY.
BUT ALSO, IN COLLABORATION WITH
CALTRANS. SO I WANT TO THANK YOU
FOR THE WORK THAT YOU DO, AND I
WANT TO THANK ALL THE
PRESENTERS, WE DO HAVE AN
OPPORTUNITY FOR PUBLIC COMMENT
AT THE MOMENT. IF ANYBODY WOULD
LIKE TO MAKE A COMMENT, THIS
WOULD BE A GOOD CHANCE TO WALK
UP TO THE MIC, I DON'T SEE
ANYBODY GETTING UP, SO I THINK
WE'RE OKAY WITH THAT. SO WITH
THAT, THIS IS THE END OF A
SERIES OF THIS SELECT COMMITTEE.
AGAIN, A REPORT WILL BE PUT OUT,
TO SHARE WITH THE LEGISLATURE
THE FINDINGS AND THE RESEARCH
THAT'S BEEN PROVIDED TO THE
COMMITTEE AND LOOKING FORWARD TO
SHARE THAT WITH EVERYBODY. AND
THEN PROBABLY SOME CREATE SOME
PRIORITIES LEGISLATIVELY FOR US.
THANK YOU, MR. ARNESS, FOR
JOINING US TODAY. AND THANK YOU
ALL FOR BEING HERE. THIS MEETING
IS ADJOURNED.