Will a wider freeway mean more room for the arroyo toads? Can an added carpool lane help save the Coastal California Gnatcatchers? Could improving on-ramps and off-ramps lead to the preservation of chaparral and oak woodland communities?
Through a unique partnership between Orange County’s environmental community, state and federal wildlife agencies, and the Orange County Transportation Authority’s (OCTA) Measure M2 (M2) program, the answer is yes.
In the last month, approximately 900 acres have been preserved through OCTA’s Environmental Mitigation Program, which protects the county’s natural resources while adhering to the promise made to voters to implement 13 freeway projects as part of M2, a half-cent sales tax for transportation improvements approved in 2006.
The early acquisitions have been made possible with the OCTA board’s leadership and vision in advancing a suite of the most critical projects before the actual start of the M2 sales tax collection. Advancing these projects along with the Environmental Mitigation Program, enabled OCTA to stimulate the economy with construction-related jobs and acquire mitigation properties at a low point in the real estate market, thereby maximizing the amount of properties that would be acquired.
In accordance to the promise made to Orange County voters, approximately 5 percent of the M2 freeway program revenue — estimated at more than $150 million — is being set aside for habitat preservation and restoration throughout the county.
This collaborative endeavor, supported by more than 30 conservation and community groups, represents a new way of thinking in terms of developing freeway projects and mitigating the environmental impacts of the improvements. Using the traditional model, OCTA would have developed 13 separate plans to offset the biological impacts of each freeway project. While effective, the process is time-consuming, costly and a piecemeal approach that is not conducive to the preservation of wildlife and habitat.
Using a proactive, innovative approach, a master agreement was negotiated and executed between OCTA and state and federal resource agencies to provide higher-value environmental benefits such as habitat protection, wildlife corridors and resource preservation in exchange for streamlined project approvals for the freeway program as a whole.
With significant dialogue and input from the environmental community — including the creation of an Environmental Oversight Committee — a process was developed to identify potential properties throughout the county with high biological values. Land owners were then approached to determine whether they were interested in willingly selling their land as part of the program. The properties of interested landowners were evaluated and ranked based on the value of their natural resources and the property’s conservation value in a regional context. A priority list of properties was developed and OCTA is currently in the process of negotiating and purchasing land.
OCTA purchased the first property in late April, 84 acres nestled next to the Cleveland National Forest. This Saddle Creek South property is an iconic California landscape, rich with live oak woodlands, coastal sage scrub, chaparral and riparian habitat. It is also home of two sensitive species: the Coastal California gnatcatcher and the intermediate mariposa lily.
Three more purchases of 296 acres in north Orange County (Hayashi), 399 acres (Ferber Ranch) and 119 acres in southeast Orange County (O’Neill Oaks) have followed as OCTA works to not only plan for the county’s future transportation needs but serves as a steward of our natural resources as well.
Dan Silver of the Endangered Habitats League and a member of the Environmental Coalition that supported the ballot initiative summed it up well: “The Measure M2 Environmental Mitigation Program is a creative partnership that serves interest across the board. Orange County remains a leader in recognizing the importance of open space as vital infrastructure in its own right.”
While PTC may have just recently entered the consciousness of the public at-large, it has been an issue for freight and commuter rail systems since Congress passed the Rail Safety Improvement Act (RSIA) (P.L. 110-432) in 2008 following the collision between a Metrolink commuter train and a Union Pacific freight train in Los Angeles. Since that time, rail organizations have been working toward meeting the federally-mandated PTC implementation deadline of December 31, 2015. With less than six months to go, several commuter rail systems have said that, not only will they not meet the deadline, they will need several more years before having full PTC implementation on their trains.
Disruptive technologies and the new era of information sharing are helping to evolve and advance public transportation in our nation’s greatest cities. Nearly 300 mayors and government officials convened in San Francisco June 19-22 for the U.S. Conference of Mayors’ 83rd Annual Meeting, featuring remarks from President Obama and former U.S. Secretary of State and Democratic presidential candidate Hillary Clinton. I was invited to speak in front of these influential government leaders to discuss “Technology and the Transformation of Urban Transportation.” This article will give readers an inside look at the conversation.
In times of disaster or tragedy, public transit agencies are frequently called upon to assist their communities and other transportation organizations. In case of fire, evacuation or accident, buses may be used to shelter or transport the displaced or injured, or serve as a respite site for first responders.
As a city, Leipzig is an excellent example of the German principals of transport planning and service as well as eastern Germany’s long history. The city has benefitted from large amounts of investment in infrastructure over the years since German reunification and most transport systems seem to be new or rebuilt, expanded and in a very good current state of repair. The most notable element in the transport mix is inevitably the enormous and historic main railway station, which is one of the largest, but certainly not busiest, in Europe.
The Southeastern Pennsylvania Transportation Authority’s Regional (commuter) Rail system was inherited from the Pennsylvania and Reading Railroads and the infrastructure in many sections of the system has been serving the Philadelphia area for more than 100 years. Fifteen years ago, overhead catenary system (OCS) failures were a common occurrence on SEPTA Regional Rail, a result of fatigue cracks and wear. The all too common OCS failures were frustrating for SEPTA customers who occasionally found it difficult to depend on train service for their travels and for SEPTA, whose crews were constantly working to repair and maintain the system.