The document analyzes the legislative history of California Senate Bill 375 and argues that the bill's intent was to reduce greenhouse gas emissions from vehicle travel, not to mandate reductions in vehicle miles traveled. It summarizes the evolution of the bill from early versions that focused on limiting VMT to the final version, which references VMT but does not mandate its reduction. The document concludes that local governments and regional planners should focus on reducing greenhouse gas emissions from vehicles through various strategies rather than focusing solely on limiting VMT.
California SB1 2017 transportation billAdina Levin
(1) This bill creates a Road Maintenance and Rehabilitation Program to address deferred maintenance on state highways and local roads. It provides funding sources including increased gas and diesel taxes and new vehicle fees.
(2) It establishes an Independent Office of Audits and Investigations within Caltrans to provide oversight of transportation spending.
(3) It requires repayment of $706 million in outstanding loans from transportation funds and allocates the repaid funds to state and local transportation purposes.
The City of Saratoga must update its Housing Element to plan for a significant increase in the number of housing units needed between 2023-2031. The draft regional housing needs allocation from the Association of Bay Area Governments assigns Saratoga a goal of 1,712 new housing units, up from 439 units in the previous period. This draft allocation breaks down units needed by income level: 454 very low income units, 261 low income units, 278 moderate income units and 719 above moderate income units. City staff will work with the City Council to identify adequate sites to meet this goal and submit the updated Housing Element to the state for review and certification by 2023.
This document provides an updated land use and transportation plan for the Red Lake Reservation. It includes background information on the reservation's history, population and housing characteristics, and economic profile. The main body of the document contains a land use plan section that inventories existing land use and resources, analyzes trends, and makes recommendations for future land use. It also includes a transportation plan section that inventories and analyzes the existing transportation system and identifies goals and policies for future transportation improvements. Maps and tables throughout provide supporting information. The overall goal is to provide a coordinated planning process and framework to guide future development decisions.
The Congressional Budget Office has regularly published a report that documents trends in public spending for infrastructure. Here, CBO has updated the exhibits featured in that report through 2017.
There are six types of transportation and water infrastructure that are paid for largely by the public sector: highways, mass transit and rail, aviation, water transportation, water resources, and water utilities.
Federal, state, and local governments spent $441 billion on those types of infrastructure in 2017. That amount equaled about 2.3 percent of gross domestic product. The largest component of that total, $177 billion, went to highways, followed by water utilities and mass transit and rail.
This document provides guidelines for implementing the Conditional Matching Grant to Provinces for Road Repair, Rehabilitation and Improvement (CMGP) program for Fiscal Year 2017 and beyond. It outlines the program components which provide funds to provinces for road projects and capacity development. Eligible projects must be identified in the province's road development plan and can include road repair, rehabilitation, and improvement works. Funds are allocated based on an equal base amount for each province plus additional funds based on road network size and land area. Provinces must prepare detailed engineering designs, programs of work, and other documents for proposed projects and submit them to the Department of the Interior and Local Government for review and approval before proceeding with procurement.
Outline Of 163 Proposed Changes 1 31 11 (S Long)Bill Compton
The proposed changes aim to reduce state oversight of local comprehensive planning in several key areas: 1) Limiting state review of plans to only comments on impacts to important state resources; 2) Repealing detailed rulemaking and giving the legislature authority to set plan requirements; 3) Expanding local authority over plan amendments with no limitation on number or compliance review. The changes also seek to give local governments more flexibility in sectors like future land use, public facilities, school and transportation planning.
American Recovery and Reinvestment Conference Report DivisionA finance3
The document is a joint explanatory statement from a committee of conference on a bill making supplemental appropriations. It summarizes agreements reached on funding levels for various agriculture, rural development, food and nutrition programs. Key points include: $24 billion for Agriculture building maintenance; $22.5 billion for Agriculture oversight; $176 billion for agricultural research facility repairs; $50 billion to maintain Farm Service IT systems; $290 billion for watershed programs including $145 billion for floodplain easements; and $500 million to support the WIC program and address potential increased food costs.
California SB1 2017 transportation billAdina Levin
(1) This bill creates a Road Maintenance and Rehabilitation Program to address deferred maintenance on state highways and local roads. It provides funding sources including increased gas and diesel taxes and new vehicle fees.
(2) It establishes an Independent Office of Audits and Investigations within Caltrans to provide oversight of transportation spending.
(3) It requires repayment of $706 million in outstanding loans from transportation funds and allocates the repaid funds to state and local transportation purposes.
The City of Saratoga must update its Housing Element to plan for a significant increase in the number of housing units needed between 2023-2031. The draft regional housing needs allocation from the Association of Bay Area Governments assigns Saratoga a goal of 1,712 new housing units, up from 439 units in the previous period. This draft allocation breaks down units needed by income level: 454 very low income units, 261 low income units, 278 moderate income units and 719 above moderate income units. City staff will work with the City Council to identify adequate sites to meet this goal and submit the updated Housing Element to the state for review and certification by 2023.
This document provides an updated land use and transportation plan for the Red Lake Reservation. It includes background information on the reservation's history, population and housing characteristics, and economic profile. The main body of the document contains a land use plan section that inventories existing land use and resources, analyzes trends, and makes recommendations for future land use. It also includes a transportation plan section that inventories and analyzes the existing transportation system and identifies goals and policies for future transportation improvements. Maps and tables throughout provide supporting information. The overall goal is to provide a coordinated planning process and framework to guide future development decisions.
The Congressional Budget Office has regularly published a report that documents trends in public spending for infrastructure. Here, CBO has updated the exhibits featured in that report through 2017.
There are six types of transportation and water infrastructure that are paid for largely by the public sector: highways, mass transit and rail, aviation, water transportation, water resources, and water utilities.
Federal, state, and local governments spent $441 billion on those types of infrastructure in 2017. That amount equaled about 2.3 percent of gross domestic product. The largest component of that total, $177 billion, went to highways, followed by water utilities and mass transit and rail.
This document provides guidelines for implementing the Conditional Matching Grant to Provinces for Road Repair, Rehabilitation and Improvement (CMGP) program for Fiscal Year 2017 and beyond. It outlines the program components which provide funds to provinces for road projects and capacity development. Eligible projects must be identified in the province's road development plan and can include road repair, rehabilitation, and improvement works. Funds are allocated based on an equal base amount for each province plus additional funds based on road network size and land area. Provinces must prepare detailed engineering designs, programs of work, and other documents for proposed projects and submit them to the Department of the Interior and Local Government for review and approval before proceeding with procurement.
Outline Of 163 Proposed Changes 1 31 11 (S Long)Bill Compton
The proposed changes aim to reduce state oversight of local comprehensive planning in several key areas: 1) Limiting state review of plans to only comments on impacts to important state resources; 2) Repealing detailed rulemaking and giving the legislature authority to set plan requirements; 3) Expanding local authority over plan amendments with no limitation on number or compliance review. The changes also seek to give local governments more flexibility in sectors like future land use, public facilities, school and transportation planning.
American Recovery and Reinvestment Conference Report DivisionA finance3
The document is a joint explanatory statement from a committee of conference on a bill making supplemental appropriations. It summarizes agreements reached on funding levels for various agriculture, rural development, food and nutrition programs. Key points include: $24 billion for Agriculture building maintenance; $22.5 billion for Agriculture oversight; $176 billion for agricultural research facility repairs; $50 billion to maintain Farm Service IT systems; $290 billion for watershed programs including $145 billion for floodplain easements; and $500 million to support the WIC program and address potential increased food costs.
The Scheme sets out the following:
• The classes of public infrastructure and facilities in respect of which contributions will be sought.
• The contributions required to be paid.
• The exemptions that may apply.
• The main public infrastructure and facilities for which contributions will be sought
smc bos measure k revised allocation optionsAdina Levin
This document discusses two options to revise the Measure K allocation plan to increase funding for affordable housing. Option 1 would increase affordable housing funding to $22.5 million in FY 2017-18 and $25 million in FY 2018-19 by reducing funds for other initiatives like youth programs, transportation contributions, district-specific allocations, and IT projects. Option 2 would increase affordable housing funding to $20 million annually by decreasing transportation contributions and youth programs. Both options propose allocating the increased affordable housing funds to development projects and ongoing housing programs.
Item # 11 - CDBG Bexar County Agreementahcitycouncil
The City of Alamo Heights is considering a resolution to authorize the mayor to sign a cooperative agreement with Bexar County. This would allow Bexar County to include Alamo Heights' population in applications for federal grants from HUD, including Community Development Block Grants and HOME Partnership programs. Inclusion in the county's population count makes Alamo Heights eligible to apply for a portion of these funds over the next three years, which could be used for projects like sidewalks and ADA improvements. The agreement does not obligate the city to accept other grant funds or create new obligations.
This document discusses the history and current state of county highway departments in New York State. It begins by looking back fondly at a time when working for the county provided job satisfaction, security and good retirement benefits. However, it notes that today there are fewer jobs in county government, less security, and declining compensation and benefits. It then examines factors like declining tax revenues, state mandates consuming county budgets, and new policies like "Forward Four" that are impacting highway departments. Representatives from Chemung and Essex counties provide examples of how their departments have adapted by reducing staff, sharing equipment between agencies, and taking on more work in-house. The document emphasizes the challenges faced but also the innovative solutions county highway departments are developing
The document discusses Minnesota statutes that allow state and county governments to officially record prescriptive easements for forest roads on maps. It outlines the requirements for developing and adopting forest road maps, including public notification processes and landowner appeals. An implementation plan is proposed where the DNR will work with county officials and area staff to research road use documentation, notify landowners, hold public meetings, and record easements on an official map.
The Chicago Metropolitan Agency for Planning (CMAP) serves the 8.4 million people living in the Chicago metropolitan region, covering an area of over 4,100 square miles. CMAP was formed in 2005 by merging two regional agencies to comprehensively plan for economic and quality of life issues. It is responsible for programming federal transportation funds and implementing the GO TO 2040 regional plan to guide future prosperity through local assistance programs and cooperation with state agencies.
The Department of Land Conservation and Development approved the city of Scappoose's decision to amend its urban growth boundary to include an additional 380 acres for commercial, industrial, and institutional uses. The department found the submittal complied with statewide planning goals and administrative rules based on evidence in the record. The approval is subject to appeal by parties that filed valid objections.
The document summarizes proposed changes to the October 2016 version of the PLAN document as of December 8. Key proposed changes include:
1) Reducing allowable heights in some density bonus areas to ensure no 65' heights abut residential zones.
2) Increasing affordable housing from 30-39% to 40% of new units, bringing the total public cost to $318 million. This includes increasing publicly subsidized units from 747 to 909.
3) Committing to prioritizing acquisitions of market-rate properties in the area for affordable housing and setting a goal for units created through public investment.
4) Exploring strategies to encourage artist live/work spaces and "
Slide presentation analyst meeting (en anglais)ve-finance
The document provides the half-year results for 2003 for Veolia Environnement. [1] It summarizes the company's refocusing of its North American water business on long-term contract work and the write-down of $2.5 billion related to USFilter assets. [2] Key figures for the first half of 2003 show revenue of €14.0 billion and EBIT of €884 million. [3] The company generated positive free cash flow of €201 million and reduced its net debt to €13.1 billion as of June 30, 2003 through continued debt reduction efforts.
Draft Substantial Amendment 2010-2014 Consolidated Plan, Cook County IL cookcountyblog
The County of Cook, Illinois is seeking a substantial amendment to its 2010-2014 Consolidated Plan to establish a $30 million loan pool under HUD's Section 108 Loan Guarantee Program to support economic development initiatives. This would require revising the plan's economic development priorities and strategies. The amendment document provides the revised narratives and outlines a process for stakeholder consultation and citizen participation, including public hearings with the Community Development Advisory Council and Cook County Board of Commissioners.
The document outlines the process for proposing and constructing the Kapiti Coast Expressway as part of the Wellington Northern Corridor. It discusses how the expressway was listed as a Road of National Significance, and the steps involved in designating the land, obtaining resource consents, protecting heritage sites, acquiring land, and establishing it as a limited access road. These steps include issuing a Notice of Requirement, public consultation, recommendations by local authorities, potential appeals to the Environment Court, and compensation for acquired or impacted private land. The multi-year process will require navigating the Resource Management Act, Public Works Act, Historic Places Act, and Government Roading Powers Act.
Affidavit of state of haryana dated 21.07.2016 reporting completion of ground...National Citizens Movement
- The document is a surrejoinder affidavit submitted by Respondent No. 4 in response to the applicant's rejoinder.
- It denies the claims made in the applicant's rejoinder and reiterates the submissions made in the original reply.
- It explains that the issue of inclusion of Natural Conservation Zones (NCZs) in development plans was not originally raised by the applicant.
- It provides details of the process undertaken by the State to delineate NCZs on ground through surveys, in line with decisions of the National Capital Region Planning Board.
- It argues that NCZs have been adequately protected in development plans through various notifications and zoning regulations.
The County of Cook, Illinois is seeking approval from HUD for a $30 million Section 108 Loan Guarantee Program to establish the Built in Cook Loan Fund. The loan funds would support economic development projects throughout suburban Cook County that benefit low-to-moderate income individuals. Eligible projects could include transit-oriented development, cargo-oriented development, mixed-use hospitality/service projects, and business development loans. The application document provides details on the county's economic challenges, proposed use of funds, underwriting criteria for selected projects, and process for stakeholder and public participation.
The document summarizes a staff report recommending that Toronto City Council approve a new agreement with the provincial government to continue receiving funding for the Rent Bank program, which provides interest-free loans to low-income tenants at risk of eviction due to rent arrears. A new multi-year agreement is required after the province made changes to the program. The report recommends delegating authority to sign the agreement and related documents, and approving the local rules that guide operation of Toronto's Rent Bank program in accordance with provincial requirements.
Draft Environmental Assessment for drilling in the Marietta Unit of the Wayne...Marcellus Drilling News
The Bureau of Land Management (BLM) proposes to lease approximately 40,000 acres of federally-owned mineral rights located within the Wayne National Forest in Ohio for potential future oil and gas development. This environmental assessment analyzes the impacts of leasing the mineral rights under a reasonably foreseeable development scenario and a no action alternative. Leasing the mineral rights would generate revenue but could also result in minor environmental impacts if development occurs, such as air emissions, habitat disturbance, and noise. With required stipulations and permits, impacts would be minimized. A no action alternative would forgo revenues but prevent potential impacts from future development. The BLM will decide whether to lease the mineral rights and what stipulations would apply to any leases
9/8 THUR 16:00 | DCA Discussion on New Growth Mgt LawAPA Florida
Secretary Billy Buzzett
Mike McDaniel
DCA staff will provide an update on DCA activities, including the role of the Department in rulemaking, implementing new legislation, and providing State oversight in Florida’s growth management system.
This document summarizes the results of the third trialogue between the European Parliament and Council regarding a proposed directive amending Directive 2003/98/EC on the re-use of public sector information. Key points of agreement included maintaining the ability for public sector bodies to charge above marginal costs for documents under certain conditions, increasing transparency around charging rules, and compromises on impartial review bodies and exclusive arrangements. The Presidency believes the tentative agreement preserves the balance sought in the Council's mandate and seeks Coreper's approval of the compromise text.
Lcfpd fort sheridan rfp consideration and issueserbinhp
The document is a memo from Tom Hahn, the Executive Director of the Lake County Forest Preserve District, to the District's Board of Commissioners regarding a request for proposals (RFP) for the development, construction, and operation of a proposed 9-hole golf course at Fort Sheridan Preserve. It outlines key issues that need to be addressed in the RFP process, including required terms ("givens"), financial considerations, and other substantive provisions related to construction, operations, and control reserved for the District. It recommends retaining consultants to assist with drafting the RFP and estimates costs to be between $30,000-$70,000. A timeline is also proposed.
KernTax Presentation to KCBOS on PG&E Electric Rates 100309KernTax
The document discusses PG&E's tiered residential electricity rates in Kern County, California. It notes that PG&E agreed with an analysis that the high tier 5 rates in Kern County are unfairly punishing customers and subsidizing other PG&E customers statewide. PG&E plans to file a proposal in 3 weeks with the CPUC to address the inequity and propose rate reductions before the summer. Tables show how tier 1-2 rates have failed to keep up with inflation since legislation in the 1990s distorted utility rate setting.
This document is the opening brief of the Kern County Taxpayers Association regarding Pacific Gas and Electric Company's general rate case application. It argues that PG&E's residential electricity rates disproportionately burden residents of the Central Valley through an inverted sliding scale structure. It also contends that subsidies for solar rooftop systems and assistance for low-income customers must be limited to avoid further harming Central Valley ratepayers. The brief proposes reductions to monthly customer charges and baseline percentages to make rates more equitable.
The Scheme sets out the following:
• The classes of public infrastructure and facilities in respect of which contributions will be sought.
• The contributions required to be paid.
• The exemptions that may apply.
• The main public infrastructure and facilities for which contributions will be sought
smc bos measure k revised allocation optionsAdina Levin
This document discusses two options to revise the Measure K allocation plan to increase funding for affordable housing. Option 1 would increase affordable housing funding to $22.5 million in FY 2017-18 and $25 million in FY 2018-19 by reducing funds for other initiatives like youth programs, transportation contributions, district-specific allocations, and IT projects. Option 2 would increase affordable housing funding to $20 million annually by decreasing transportation contributions and youth programs. Both options propose allocating the increased affordable housing funds to development projects and ongoing housing programs.
Item # 11 - CDBG Bexar County Agreementahcitycouncil
The City of Alamo Heights is considering a resolution to authorize the mayor to sign a cooperative agreement with Bexar County. This would allow Bexar County to include Alamo Heights' population in applications for federal grants from HUD, including Community Development Block Grants and HOME Partnership programs. Inclusion in the county's population count makes Alamo Heights eligible to apply for a portion of these funds over the next three years, which could be used for projects like sidewalks and ADA improvements. The agreement does not obligate the city to accept other grant funds or create new obligations.
This document discusses the history and current state of county highway departments in New York State. It begins by looking back fondly at a time when working for the county provided job satisfaction, security and good retirement benefits. However, it notes that today there are fewer jobs in county government, less security, and declining compensation and benefits. It then examines factors like declining tax revenues, state mandates consuming county budgets, and new policies like "Forward Four" that are impacting highway departments. Representatives from Chemung and Essex counties provide examples of how their departments have adapted by reducing staff, sharing equipment between agencies, and taking on more work in-house. The document emphasizes the challenges faced but also the innovative solutions county highway departments are developing
The document discusses Minnesota statutes that allow state and county governments to officially record prescriptive easements for forest roads on maps. It outlines the requirements for developing and adopting forest road maps, including public notification processes and landowner appeals. An implementation plan is proposed where the DNR will work with county officials and area staff to research road use documentation, notify landowners, hold public meetings, and record easements on an official map.
The Chicago Metropolitan Agency for Planning (CMAP) serves the 8.4 million people living in the Chicago metropolitan region, covering an area of over 4,100 square miles. CMAP was formed in 2005 by merging two regional agencies to comprehensively plan for economic and quality of life issues. It is responsible for programming federal transportation funds and implementing the GO TO 2040 regional plan to guide future prosperity through local assistance programs and cooperation with state agencies.
The Department of Land Conservation and Development approved the city of Scappoose's decision to amend its urban growth boundary to include an additional 380 acres for commercial, industrial, and institutional uses. The department found the submittal complied with statewide planning goals and administrative rules based on evidence in the record. The approval is subject to appeal by parties that filed valid objections.
The document summarizes proposed changes to the October 2016 version of the PLAN document as of December 8. Key proposed changes include:
1) Reducing allowable heights in some density bonus areas to ensure no 65' heights abut residential zones.
2) Increasing affordable housing from 30-39% to 40% of new units, bringing the total public cost to $318 million. This includes increasing publicly subsidized units from 747 to 909.
3) Committing to prioritizing acquisitions of market-rate properties in the area for affordable housing and setting a goal for units created through public investment.
4) Exploring strategies to encourage artist live/work spaces and "
Slide presentation analyst meeting (en anglais)ve-finance
The document provides the half-year results for 2003 for Veolia Environnement. [1] It summarizes the company's refocusing of its North American water business on long-term contract work and the write-down of $2.5 billion related to USFilter assets. [2] Key figures for the first half of 2003 show revenue of €14.0 billion and EBIT of €884 million. [3] The company generated positive free cash flow of €201 million and reduced its net debt to €13.1 billion as of June 30, 2003 through continued debt reduction efforts.
Draft Substantial Amendment 2010-2014 Consolidated Plan, Cook County IL cookcountyblog
The County of Cook, Illinois is seeking a substantial amendment to its 2010-2014 Consolidated Plan to establish a $30 million loan pool under HUD's Section 108 Loan Guarantee Program to support economic development initiatives. This would require revising the plan's economic development priorities and strategies. The amendment document provides the revised narratives and outlines a process for stakeholder consultation and citizen participation, including public hearings with the Community Development Advisory Council and Cook County Board of Commissioners.
The document outlines the process for proposing and constructing the Kapiti Coast Expressway as part of the Wellington Northern Corridor. It discusses how the expressway was listed as a Road of National Significance, and the steps involved in designating the land, obtaining resource consents, protecting heritage sites, acquiring land, and establishing it as a limited access road. These steps include issuing a Notice of Requirement, public consultation, recommendations by local authorities, potential appeals to the Environment Court, and compensation for acquired or impacted private land. The multi-year process will require navigating the Resource Management Act, Public Works Act, Historic Places Act, and Government Roading Powers Act.
Affidavit of state of haryana dated 21.07.2016 reporting completion of ground...National Citizens Movement
- The document is a surrejoinder affidavit submitted by Respondent No. 4 in response to the applicant's rejoinder.
- It denies the claims made in the applicant's rejoinder and reiterates the submissions made in the original reply.
- It explains that the issue of inclusion of Natural Conservation Zones (NCZs) in development plans was not originally raised by the applicant.
- It provides details of the process undertaken by the State to delineate NCZs on ground through surveys, in line with decisions of the National Capital Region Planning Board.
- It argues that NCZs have been adequately protected in development plans through various notifications and zoning regulations.
The County of Cook, Illinois is seeking approval from HUD for a $30 million Section 108 Loan Guarantee Program to establish the Built in Cook Loan Fund. The loan funds would support economic development projects throughout suburban Cook County that benefit low-to-moderate income individuals. Eligible projects could include transit-oriented development, cargo-oriented development, mixed-use hospitality/service projects, and business development loans. The application document provides details on the county's economic challenges, proposed use of funds, underwriting criteria for selected projects, and process for stakeholder and public participation.
The document summarizes a staff report recommending that Toronto City Council approve a new agreement with the provincial government to continue receiving funding for the Rent Bank program, which provides interest-free loans to low-income tenants at risk of eviction due to rent arrears. A new multi-year agreement is required after the province made changes to the program. The report recommends delegating authority to sign the agreement and related documents, and approving the local rules that guide operation of Toronto's Rent Bank program in accordance with provincial requirements.
Draft Environmental Assessment for drilling in the Marietta Unit of the Wayne...Marcellus Drilling News
The Bureau of Land Management (BLM) proposes to lease approximately 40,000 acres of federally-owned mineral rights located within the Wayne National Forest in Ohio for potential future oil and gas development. This environmental assessment analyzes the impacts of leasing the mineral rights under a reasonably foreseeable development scenario and a no action alternative. Leasing the mineral rights would generate revenue but could also result in minor environmental impacts if development occurs, such as air emissions, habitat disturbance, and noise. With required stipulations and permits, impacts would be minimized. A no action alternative would forgo revenues but prevent potential impacts from future development. The BLM will decide whether to lease the mineral rights and what stipulations would apply to any leases
9/8 THUR 16:00 | DCA Discussion on New Growth Mgt LawAPA Florida
Secretary Billy Buzzett
Mike McDaniel
DCA staff will provide an update on DCA activities, including the role of the Department in rulemaking, implementing new legislation, and providing State oversight in Florida’s growth management system.
This document summarizes the results of the third trialogue between the European Parliament and Council regarding a proposed directive amending Directive 2003/98/EC on the re-use of public sector information. Key points of agreement included maintaining the ability for public sector bodies to charge above marginal costs for documents under certain conditions, increasing transparency around charging rules, and compromises on impartial review bodies and exclusive arrangements. The Presidency believes the tentative agreement preserves the balance sought in the Council's mandate and seeks Coreper's approval of the compromise text.
Lcfpd fort sheridan rfp consideration and issueserbinhp
The document is a memo from Tom Hahn, the Executive Director of the Lake County Forest Preserve District, to the District's Board of Commissioners regarding a request for proposals (RFP) for the development, construction, and operation of a proposed 9-hole golf course at Fort Sheridan Preserve. It outlines key issues that need to be addressed in the RFP process, including required terms ("givens"), financial considerations, and other substantive provisions related to construction, operations, and control reserved for the District. It recommends retaining consultants to assist with drafting the RFP and estimates costs to be between $30,000-$70,000. A timeline is also proposed.
KernTax Presentation to KCBOS on PG&E Electric Rates 100309KernTax
The document discusses PG&E's tiered residential electricity rates in Kern County, California. It notes that PG&E agreed with an analysis that the high tier 5 rates in Kern County are unfairly punishing customers and subsidizing other PG&E customers statewide. PG&E plans to file a proposal in 3 weeks with the CPUC to address the inequity and propose rate reductions before the summer. Tables show how tier 1-2 rates have failed to keep up with inflation since legislation in the 1990s distorted utility rate setting.
This document is the opening brief of the Kern County Taxpayers Association regarding Pacific Gas and Electric Company's general rate case application. It argues that PG&E's residential electricity rates disproportionately burden residents of the Central Valley through an inverted sliding scale structure. It also contends that subsidies for solar rooftop systems and assistance for low-income customers must be limited to avoid further harming Central Valley ratepayers. The brief proposes reductions to monthly customer charges and baseline percentages to make rates more equitable.
A 1003014 KernTax Comments Draft Decisions 110425 final(e)KernTax
The Kern County Taxpayers Association (KernTax) submitted comments on draft opinions regarding Pacific Gas and Electric Company's (PG&E) application to revise its electric rates. KernTax supports 1) allowing PG&E to establish a uniform customer charge, 2) immediately lowering baseline allocations, and 3) introducing a Tier 3 CARE rate by 2012 and increasing it in 2013. However, KernTax disagrees with maintaining a separate Tier 4 rate and believes all upper tiers should be collapsed into a single Tier 3 rate. KernTax is concerned about the inequitable impact of tiered rates on certain customers and believes rate reform is needed to ensure fair treatment of all ratepayers.
A 1003014 KermTax Reply to Comments filing 110502 final(4)KernTax
The Kern County Taxpayers Association (KernTax) submitted reply comments regarding Pacific Gas and Electric Company's (PG&E) general rate case application A.1003014. KernTax argues that upper-tier residential electricity rates in PG&E's service territory unfairly punish non-protected customers. While conservation is important, high tier rates are not equitably applied and primarily benefit the residential solar industry. Both the proposed and alternative decisions in this case make progress toward establishing fair and equitable rates for all customers.
The document discusses PG&E's tiered residential electricity rates and how they negatively impact customers in Kern County and other hot inland areas of California. It argues that PG&E's top electricity tiers are priced much higher than average costs and that customers in Kern County end up paying more than customers in Sacramento or Los Angeles for the same electricity usage. It proposes a referendum for the Kern County Board of Supervisors to take actions to negotiate more fair and equitable electricity rates for Kern County residents.
This document analyzes the historic evolution of tiered electricity rates in California. It discusses how rates were regulated prior to PURPA in 1978 and the introduction of time-of-use pricing. It then covers the introduction of competition through AB 1890 in 1996 and the subsequent energy crisis. AB 1X was passed in 2001 in response, guaranteeing rate recovery and laying the groundwork for tiered rates. The document examines how tiered rates have changed over time and been used to fund social programs and subsidies.
This document provides an analysis of historic and proposed tiered electricity rates in California. It discusses the evolution of tiered rates from the 1970s through recent decades, driven by regulations like PURPA, AB 1890, AB 1X, and AB 32. The analysis examines potential causes of variation in tiered rates between different climate regions, comparing cities like Wasco and Monterey. It also discusses the relationship between higher tier rates and residential rooftop solar adoption. In summary, it analyzes how electricity rates in California have changed over time due to regulatory actions, with a focus on understanding differences between regions and the impact of tiered rates on solar power.
The document provides an overview of regional and state employment and unemployment data for April 2011 from the U.S. Bureau of Labor Statistics. Key points include:
- Regional unemployment rates were generally little changed or slightly lower in April, with the West having the highest rate at 10.4% and the Northeast and Midwest the lowest at 8.0% and 8.1% respectively.
- 42 states and DC saw increases in nonfarm payroll employment in April while 8 states saw decreases, led by gains in New York, Texas, Pennsylvania, and Massachusetts and losses in Michigan and Vermont.
- Nevada continued to have the highest unemployment rate among states at 12.5% while North Dakota had the lowest at 3
The document summarizes upcoming rate changes for Southern California Edison customers. It discusses the various components that make up SCE's revenue requirement, including generation, public purpose programs, transmission, and distribution. It provides details on SCE's 2012 CPUC and FERC general rate cases where they have requested increases to fund grid upgrades and renewable energy integration. Estimated average rate increases for various customer classes in 2012 are shown in tables, with residential tiered rates expected to increase 1-33% depending on usage level.
Stay informed with NFL Freight's blog! Navigate the impact of new regulations on freight transportation in 2023. Trust our expertise for seamless logistics services, including traditional shipping, Full Truckload services, and comprehensive transportation solutions. Count on us as your reliable service provider.
CALSTART supports California legislation to advance clean transportation technologies. They are prioritizing bills like AB 638, which would codify goals to reduce petroleum usage and increase alternative fuel usage in California by set deadlines. AB 1314 would streamline the AB 118 clean transportation funding process to make funds available more quickly. AB 371 would ensure alternative fuel vehicles are included on the state's procurement list and require infrastructure contracts to support public sector adoption. CALSTART requests support from members on these bills through letters or input to strengthen cleantech policies in California.
The document summarizes several California bills related to community development and housing from 2020. Key bills discussed include AB 725, which requires jurisdictions like Saratoga to zone for more moderate and above-moderate income housing, AB 168 relating to tribal consultation for housing projects, and AB 2345 which increases density bonuses for affordable housing developments. The document also outlines bills on accessory dwelling units, COVID-19 extensions for housing approvals, and transit and infrastructure projects.
Federal Transportation Update: June 20, 2017RPO America
During the 2017 National Regional Transportation Conference, Josh Shumaker provided an federal update on infrastructure policy and funding, rulemakings, opportunities for outreach, and related issues.
The Senate Environment and Public Works Committee proposed a six-year, $260 billion highway reauthorization bill. Key provisions include establishing a $2 billion National Freight Program, a $400 million permanent Projects of National and Regional Significance program, and streamlining project delivery requirements. The bill also requires research on alternative funding options for the Highway Trust Fund and authorizes $125 million annually for transportation best practice awards. However, the Senate Finance Committee must identify $100 billion in additional revenues to supplement the Highway Trust Fund to maintain current investment levels under the proposal.
Climate Commitment Act Clean Transportation Investments by Steven HershkowitzForth
Steven Hershkowitz, Transportation Electrification Policy Lead at Washington State Department of Commerce Energy Policy Office gave this presentation at Forth and BEF's PNW Utility EV Roundtable on November 16, 2023.
Inflation Reduction Act (IRA) Sparks New Opportunities in 2023.pdfGuillermoSigala
The Inflation Reduction Act of 2022 is the most significant landmark climate legislation that provides funding, programs, and incentives to facilitate the transition to a clean energy economy in the United States. These incentives include tax credits, grants, and other financial incentives to reduce air pollution and increase energy efficiency.
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Social media can negatively impact mental health and well-being, especially for teenagers. Excessive social media use has been linked to increased loneliness, anxiety, and depression. It is important for both teenagers and parents to be aware of social media's potential downsides and to practice moderation in usage.
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1) The San Joaquin Valley Business Conditions Index dipped below 50 for the second straight month, indicating slow or no economic growth in the coming months.
2) Wholesale prices increased significantly due to rising food and energy costs, which will likely lead to higher consumer prices.
3) Business confidence remains very weak due to concerns over the fiscal cliff, elections, and European economic problems. The majority of businesses surveyed said there is a 50-50 chance of a recession in 2013.
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This document examines the quality of life in California's San Joaquin Valley region through socioeconomic analyses. It finds that the entire Valley ranks very poorly on quality of life indices, with some areas ranking among the worst 5% in the state. Poverty and lack of education are significant problems throughout the Valley. While the Valley has higher incomes than some parts of Appalachia, its poverty and unemployment rates are worse overall. The document argues that improving conditions in the Valley requires bringing in new industries and jobs, as well as increasing state and federal investment.
The document summarizes comments made by Michael Turnipseed of the Kern County Taxpayers Association during the 2011-2012 Kern County budget hearings. It addresses challenges facing the national and local economy and recommends that the county board of supervisors focus on improving outcomes in education, employment, poverty, crime, and health by prioritizing goals, developing new strategies, and encouraging collaboration between local governments. It also stresses the need for the board to advocate for policies that promote jobs and economic growth.
A report from the Department of Education found that the gap in educational achievement between Hispanic and white students has remained largely unchanged over the past two decades. While test scores in math and reading for Hispanic students have increased, they continue to lag around 20 points behind white students. The report examined data through 2009 and found the achievement gap persisted at both fourth and eighth grade levels nationally. Hispanic students face challenges such as poverty, language barriers, and lower expectations that contribute to the ongoing gap.
This document discusses the unrealistic 8% assumed rate of return used by many pension funds to calculate future liabilities. Using a more conservative 4% rate aligned with risk-free bonds would cause pension liabilities to explode by trillions of dollars. Pension funds have moved to more aggressive equity-based portfolios in an attempt to reach the 8% target, but this approach risks even lower returns. A comparison is made to returns of a hypothetical Japanese pension fund over 20 years that achieved 0% returns, highlighting the need for pension funds to stress test for such scenarios.
1. February, 2009
A REVIEW AND ANALYSIS OF THE LEGISLATIVE HISTORY
OF CALIFORNIA SENATE BILL 375
MOVING BEYOND VEHICLE MILES TRAVELED
By Andrew R. Henderson,
General Counsel
Building Industry Legal Defense Foundation1 and
Nick Cammarota,
General Counsel California Building Industry Association
Senate Bill 375 (Steinberg, Chapter 728, Statutes of 2008) is an intricate and
complex measure that links land use planning, housing law and regional
transportation activities to California’s greenhouse gas (GHG) reduction
objectives pursuant to the Global Warming Solutions Act of 2006 (AB 32) .
The primary objectives of SB 375 are to (i) instruct the California Air Resources
Board (CARB) to set regional greenhouse gas reduction targets for passenger
vehicles (cars and light duty trucks) and (ii) create a regional planning
framework aimed at achieving the targeted reductions, if feasible, through the
development of a Sustainable Communities Strategy (SCS).
From early iterations of the bill to the final enacted law, California homebuilders
were intimately involved in the nearly two year-long public legislative process
and negotiations that produced the final, enacted version of SB 375.
The purpose of this paper is to demonstrate that, based upon a careful review
and analysis of the legislative history supporting SB 375, the plain intent of the
California Legislature was to reduce greenhouse gas emissions from vehicular
travel (EVT) in connection with land use choices.
By allowing regional agencies and (in the case of Southern California) sub-
regional entities to develop their own strategies for GHG-EVT reductions, the
California Legislature intended to allow each region to determine how it should
evolve and grow in the future while still reaching assigned goals of reducing
GHG-EVT related to passenger vehicular travel.
1
The Building Industry Legal Defense Foundation (BILD) is an affiliate and the legal arm of the
Building Industry Association of Southern California (BIA/SC).
1
2. While there are some who contend that a vehicle miles travelled (VMT) reduction
should be the “currency” of SB 375 implementation, the measure’s legislative
history undermines any such suggestion. SB 375’s legislative history shows that
the California Legislature considered, but then ultimately rejected in the final bill,
any singular focus on VMT reduction or VMT limitation. Although changes in VMT
are certainly a factor to be considered when trying to reduce overall GHG-EVT,
placing a singular focus on VMT limitation is contrary to what the legislature
intended. In addition, VMT limitation is not the only way -- nor may it be the best
way -- to achieve the desired reductions in overall GHG-EVT. By balancing
policies of reasonable growth with attention to our carbon reduction objectives,
our society can achieve the desired reductions in GHG emissions from vehicular
travel while also accommodating reasonable and moderate ongoing growth in
VMT.
I. Early Version of SB 375 Focused Squarely on Reducing or
Limiting Vehicle Miles Travelled. SB 375 evolved substantially as it went
through 15 drafts from its original introduction in February 2007 to its eventual
passage in September 2008. The bill as originally introduced on February 21,
2007, was, to use the legislative vernacular, a “spot bill” (i.e., a space holder).
The April 2007 amended version significantly brodened the scope of the bill and
included a clear focus to reduce VMT. To illustrate, the April 2007 draft began
with a Legislative Counsel digest describing the relevant aspects of the bill as
follows:
This bill would also require the regional transportation plan to include a
preferred growth scenario, as specified, designed to achieve certain goals
for the reduction of vehicle miles traveled in a region.
Section 10 of the April 2007 version would have amended California Government
Code section 65080 to require VMT reductions or limitations. Specifically, 65080,
subsection (b) would have required the preparation of regional “preferred growth
scenarios,” each meeting certain specified substantive requirements, including
VMT reductions. The language proposing to amend section 65080 (b) (2) read as
follows:
(A) For transportation planning agencies with populations that exceed 200,000
persons, the preferred growth scenario shall identify locations for new housing,
employment centers, and commercial centers that, together with additional
identified transit projects, will achieve a 10 percent reduction of vehicle miles
traveled per household in the region by 2020 and a __ percent reduction by 2050.
(B) For other transportation agencies, the preferred growth scenario shall
identify locations for new housing, employment centers, and commercial centers
that, together with additional identified transit projects, will prevent any increase
in vehicle miles traveled over the life of the regional transportation plan and will
reduce vehicle miles traveled per household to the greatest extent practicable.
2
3. II. Subsequent Versions of SB 375 Reflect Legislative Intent to
Move Away from Mandating VMT Reductions. On May 2, 2007, the
Legislature amended section 65080 (b) (2) to read as follows: (deletions in
strikeout and additions in italics)
(A) A preferred growth scenario that (i) identifies areas within the region
sufficient to house all the population of the region including all economic
segments of the population over the course of the planning period taking
into account net migration into the region, population growth, household
formation and employment growth; (ii) identifies significant resource land
and significant farmland and excludes these lands from the preferred
growth scenario to the greatest extent feasible, and (iii) complies from
development areas in the preferred growth scenario all publicly owned
parks, open space, and easement lands; open-space or habitat areas
protected by natural community conservation plans, habitat conservation
plans, or other adopted natural resource protection plans; and, to the
greatest extent feasible, other significant resource lands and significant
farmlands; and (iii) will allow the plan to comply with section Section 176
of the federal Clean Air Act (42 U.S.C. Sec. 7506).
(B) No later than ____, the State Air Resources Board shall provide each
region with greenhouse gas emission targets for 2020 and 2050,
respectively, in order to implement Chapter 488 of the Statutes of 2006.
In making these determinations, the board shall consider greenhouse gas
reductions that will be achieved by improved vehicle emission standards,
changes in fuel consumption, and other measures it has approved that
will reduce greenhouse emissions in the regions. Consistent with data
provided by the board, a preferred growth scenario shall inventory the
region’s emission of greenhouse gases and establish measures to reduce
these emissions by an amount consistent with targets developed by the
board.
As the last sentence above shows, the clear legislative decision here was to
discard a statutory mandate aimed at reducing or controlling vehicle miles
traveled (VMT) and replace it with a mandate to achieve reductions in
greenhouse gas emissions from vehicle travel and land use (i.e., GHG-EVT).
Later in September of 2007, changes to the above-shown earlier Legislative
Counsel digest reflect the legislature’s intent to forgo the earlier-proposed
mandates concerning the reduction of vehicle miles traveled (VMT) in favor of
mandates aimed instead at greenhouse gas emissions from automobiles and light
trucks in a region (GHG-EVT):
This bill would also require the regional transportation plan for specified
regions to include a Sustainable Communities Strategy, as specified,
designed to achieve certain goals for the reduction of greenhouse gas
emissions from automobiles and light trucks in a region.
3
4. III. The Final Version of SB 375 Provides That VMT is But One Factor
to Consider in Achieving a Reduction of Greenhouse Gas Emissions
from Vehicular Travel. As ultimately enacted, SB 375 provides that VMT is but
one consideration, among others, that should be taken into account when
fashioning or reviewing a strategy for reducing emissions from vehicle travel
(EVT). Although the final text of SB 375 is voluminous, VMT is mentioned only
three times in the final text. Each time VMT is included in a non-exhaustive list of
considerations to be taken into account there is no legislative mandate to reduce
VMT or limit its reasonable growth. Indeed, careful consideration of the three
references in SB 375 to VMT undermines any claim that the Legislature intended
VMT to be the singular means or the “currency” of implementation.
Section 2 of SB 375, shown below (with bolded text for emphasis), added a new
section 14522.1 to the California Government Code. It includes two of the three
statutory references to VMT:
SEC. 2. Section 14522.1 is added to the Government Code, to read:
14522.1. (a) (1) The [California Transportation Commission], in
consultation with the department and the State Air Resources Board,
shall maintain guidelines for travel demand models used in the
development of regional transportation plans by federally
designated metropolitan planning organizations.
(2) * * *
(b) The guidelines shall, at a minimum and to the extent
practicable, taking into account such factors as the size and available
resources of the metropolitan planning organization, account for all of
the following:
(1) The relationship between land use density and household
vehicle ownership and vehicle miles traveled in a way that is
consistent with statistical research.
(2) The impact of enhanced transit service levels on household
vehicle ownership and vehicle miles traveled.
(3) Changes in travel and land development likely to result from highway
or passenger rail expansion.
(4) Mode splitting that allocates trips between automobile, transit,
carpool, and bicycle and pedestrian trips. If a travel demand model is
unable to forecast bicycle and pedestrian trips, another means may be
used to estimate those trips.
(5) Speed and frequency, days, and hours of operation of transit service.
The Legislature thus specified that VMT must be “accounted for” in guidelines to
be established by the California Transportation Commission, in consultation with
CARB, for use by metropolitan planning organizations in connection with travel
demand models used in the development of regional transportation plans.
4
5. Specifically, the commission’s modeling guidelines are directed to “account for”
(i) the relationship between VMT and density and vehicle ownership, and (ii) the
impact of enhanced mass transit on vehicle ownership and VMT. Nothing therein
suggests that VMT is the singular “currency” of SB 375 implementation, or that
VMT reduction constitutes the only way to achieve emission reductions from
vehicular travel, or that VMT must be reduced or its reasonable growth limited.
The third and last reference in SB 375 to VMT is found in Section 4, which reads
in relevant part (with bolded emphasis):
SEC. 4. Section 65080 of the Government Code is amended to
read:
65080. (a) Each transportation planning agency designated under
Section 29532 or 29532.1 shall prepare and adopt a regional
transportation plan directed at achieving a coordinated and
balanced regional transportation system, including, but not limited
to, mass transportation, highway, railroad, maritime, bicycle, pedestrian,
goods movement, and aviation facilities and services. The plan shall be
action-oriented and pragmatic, considering both the short-term and long-
term future, and shall present clear, concise policy guidance to local and
state officials. The regional transportation plan shall consider factors
specified in Section 134 of Title 23 of the United States Code. Each
transportation planning agency shall consider and incorporate,
as appropriate, the transportation plans of cities, counties,
districts, private organizations, and state and federal agencies.
(b) The regional transportation plan shall be an internally consistent
document and shall include all of the following:
(1) A policy element that describes the transportation issues in
the region, identifies and quantifies regional needs, and describes
the desired short-range and long-range transportation goals, and
pragmatic objective and policy statements. The objective and policy
statements shall be consistent with the funding estimates of the financial
element. The policy element of transportation planning agencies
with populations that exceed 200,000 persons may quantify a
set of indicators including, but not limited to, all of the
following:
(A) Measures of mobility and traffic congestion, including, but
not limited to, daily vehicle hours of delay per capita and vehicle
miles traveled per capita.
(B) Measures of road and bridge maintenance and rehabilitation needs,
including, but not limited to, roadway pavement and bridge conditions.
5
6. (C) Measures of means of travel, including, but not limited to,
percentage share of all trips made by all of the following:
(i) Single occupant vehicle.
(ii) Multiple occupant vehicle or carpool.
(iii) Public transit including commuter rail and intercity rail.
(iv) Walking.
(v) Bicycling.
Pursuant to these amendments to Government Code section 65080, VMT is
merely one of an unlimited set of “measures of mobility and traffic congestion”
which themselves are but one of an unlimited set of enumerated “indicators” that
transportation planning agencies with populations that exceed 200,000 persons
may quantify. In other words, the Legislature expressed its permission or
suggestion to quantify per capita VMT among countless other indicators.2 We
would go further and say that VMT is an important factor that definitely should
be considered carefully in any EVT reduction analysis. But – plainly – there is no
SB 375 mandate to reduce VMT or to limit its reasonable growth.
IV. Conclusion.
Clearly, if the Legislature had intended SB 375 to mandate VMT reductions or
limit reasonable VMT growth, it would have retained vestiges of the statutory
language concerning VMT limitations which it jettisoned early in the legislative
process, and not relegated the ultimate discussion of VMT to the few references
that remained in the final bill.
In contrast to the few SB 375 provisions regarding VMT, the final text of SB 375
sets forth clear goals and mandates concerning “greenhouse gas emission
reduction” or “greenhouse gas emission reductions” – 17 times. Given the
evolution of the early drafts of SB 375 and its final text, the parties who are
responsible for implementing SB 375 should recognize the Legislature’s intent to
make the reduction of greenhouse gas emissions from vehicle travel (GHG-EVT)
the singular and appropriately broad aim of the statute.
2
Similarly, when the Legislature enacted SB 375, it left unchanged the pre-existing California
Government Code section 65080.3. Subsection (a) thereof provides that an “alternative planning
scenario” (APS) is voluntary (“agency…may prepare”). Subsection (d) (2) thereof provides that,
if an APS is voluntarily prepared, then VMT must be evaluated in a report including the APS. The
SB 375 provisions related to VMT are even less prescriptive than the pre-existing law concerning
a voluntary APS, in that SB 375 requires no specific evaluation of VMT. Moreover, during the
2007-08 sessions, the Legislature considered – but then rejected (in favor of SB 375) an
alternative to SB 375 – Senate Bill 303, which would have required both the preparation of an
APS and VMT evaluation. Neither the pre-existing law, nor the rejected Senate Bill 303, nor SB
375 contains any substantive mandate to reduce or limit VMT.
6
7. Therefore, local governments, regional planners and others should be allowed to
exercise their creativity to achieve GHG-EVT reductions. In doing so, they may
achieve GHG-EVT reductions while nonetheless accommodating reasonable and
moderate VMT growth – consistent with projections for a growing population.
Accordingly, all those responsible for implementing SB 375 should honor the
latitude that the Legislature extended to local governments and regional planners
and focus instead on ways to reduce GHG emissions resulting from vehicular
travel.
Importantly, existing law gives local governments in California the authority to
take a number of steps that could change public behavior and lower local GHG-
EVT without lowering VMT or curbing its reasonable growth. For example,
California Vehicle Code section 22511(h) recognizes “the ability of local
authorities to adopt ordinances related to parking programs within their
jurisdiction, such as programs that provide free parking in metered areas or
municipal garages for electric vehicles.”
Additionally, California Government Code Chapter 2.5 (section 65080 et seq.,
Transportation Planning and Programming) and Chapter 2.6 (section 65088 et
seq., Congestion Management) also discuss many policies and strategies that
local governments may choose to employ, by varying degree, to reduce
emissions from vehicles. Local governments may choose to meet the pending SB
375 GHG-EVT reduction targets through various means (such as preferential
parking pricing and similar local steps), which may become increasingly prevalent
and robust.
Steps such as these, as well as steps that developers themselves can take to
help assure appropriate outcomes, should be appreciated, explored, evaluated,
and – where appropriate – implemented.
* * * *
7