Project History Clause Samples

Project History. As population, traffic, and trade have generally shown a steady rate of growth in the San Diego-Tijuana border region, State and local transportation and land use agencies in California and Baja California have identified the need for additional access and transportation facilities to connect the regions of San Diego and Tijuana. The existing border crossings in the region are located in San Ysidro and Otay Mesa. The San ▇▇▇▇▇▇ ▇▇▇ provides a non-commercial crossing to approximately 33.3 million people annually using various modes of travel1, while the Otay Mesa ▇▇▇ provides both commercial and non-commercial crossing to approximately 1.5 million commercial trucks and 6 million non- commercial vehicles annually.2 These POEs frequently experience long delays for both commercial and non-commercial vehicles. Ultimate capacities are being reached and although some improvements are planned, limited available right-of-way, rugged terrain and surrounding development constrain further expansion. Improvements to the existing Otay Mesa transportation corridor (U.S. and Mexico) are constrained by adjacent residential, commercial, and industrial development. Tijuana land use agencies have indicated that the residential, commercial and industrial urbanization, along with the difficult terrain adjacent to the U.S.-Mexico border between the Pacific Ocean and the San Ysidro Mountains, have severely limited the number of remaining options for a future border crossing between San Diego and Tijuana.3 Currently, a limited and decreasing number of sites are available in the Otay Mesa area. The international component of a border crossing requires the coordination between the U.S. and Mexico. A Letter of Intent entitled “Binational Corridor Preservation for State Route 11 – Tijuana/Rosarito 2000 and Site Designation for the East Otay Mesa-Mesa de Otay II Port of Entry”, referred to as the SR-11 Letter of Intent, included support for the creation of a new international border crossing facility designated as East Otay Mesa - Otay II. Coordination is critical to the success of delivering the U.S. and Mexico projects on similar schedules. The U.S. ▇▇▇ and Mexico ▇▇▇, as well as a CVEF and connecting roadways on each side of the border must all be operational prior to utilization of the new crossing. The SR-11 Letter of Intent was signed in 1998 by the following agencies: Caltrans District 11 County of San Diego City of San Diego SANDAG Municipality of Tijuana Municipality of Playas...

Project History. Plan Bay Area, the 2013 Regional Transportation Plan (RTP) for the nine-county Bay Area, called for a 550-mile regional network of express lanes to be completed by 2035. Plan Bay Area 2040, the 2017 RTP, includes the continued development of the express lane network to take advantage of available capacity in under-used carpool lanes and to improve traffic management and reliability on well-used carpool lanes. In 2014, Alameda County voters passed the Measure BB sales tax, which allocated funding for HOV/express lanes on I-680 from SR 237 to Alcosta Boulevard. On September 24, 2018, Caltrans approved a Project Study Report/Project Development Support (PSR/PDS) planning document to request approval for the proposed I-680 Express Lanes from SR 84 to Alcosta Boulevard Project to proceed to the Project Approval and Environmental Document (PA&ED) phase. The PSR/PDS evaluated the same alternatives—one Build Alternative and one No Build Alternative—that are discussed in this PR. HOV/express lanes exist or are under construction in the following locations of I-680 in the project vicinity: • South of the project area – An HOV/express lane exists on southbound I-680 from south of the SR 84 interchange to SR 237 in Milpitas, and an HOV/express lane is under construction on northbound I-680 from SR 262 (Mission Boulevard) to north of the SR 84 interchange (EA 4G050). • Within the project area – The SR 84 Expressway Widening and SR 84/I-680 Interchange Improvements project (EA 29763) proposes to extend the existing HOV/express lane on southbound I-680 northward by approximately 2 miles, from south of the SR 84 interchange to 0.8 mile north of ▇▇▇▇▇▇▇ Road. • North of the project area – HOV/express lanes exist on I-680 from north of Alcosta Boulevard to Rudgear Road in the southbound direction and Livorna Road in the northbound direction (EA 3G950/3G910). Contra Costa Transportation Authority (CCTA) is developing a project that extends the southbound HOV/express lane from Rudgear Road and Livorna Road to the Benicia-▇▇▇▇▇▇▇▇ Bridge. The proposed project would close the gap between existing and in-progress HOV/express lane projects directly to the north and south. Upon completion of the proposed project, I-680 would have continuous HOV/express lanes from SR 262 in Fremont to Livorna Road in Alamo in the northbound direction, and from Rudgear Road in Walnut Creek to SR 237 in Milpitas in the southbound direction. Future projects will provide for a continuous 48-mile expres...

Project History. In 2020, ▇▇▇ developed a proposed surface treatment program for the Town of Foxfield to be implemented over a 2-4 year span. Scope of Services: Task 1 – Administration Task 2– Program Development Task 3 - Bid Document Preparation and Assistance (after Town Board Acceptance) Task 4 – Construction Services Scope Exclusions Schedule:

Project History. Summer 2018: City receives EIC application from ▇▇▇▇▇▇▇▇▇ University and a GO Team meeting is conducted to review the application.

Project History. A. Homelessness Imposes a Loss of, or Damage to, Life, Health, Property, and to Essential Public Services in the City

Project History. In January 2020 the Missouri Department of Transportation solicited an alternative analysis for multiple intersections along Route 100, including Route T and Pond Rd. The result of this study recommends J-Turns at both intersections. At the February 2023 regular meeting, this committee recommended approval of a contract with GBA, Inc. for a traffic study and alternative analysis for this project. The study was recently completed with the J-Turns project as the recommended alternative. Last fall, the Department issued a Request for Qualifications from qualified engineering firms to complete the design of the project. In response, we received three letters of interest from the following firms: ▇▇ ▇▇▇▇▇, Terra Engineering, and GBA, Inc. The Department reviewed and scored the Statement of Qualification and has determined that GBA, Inc. is the most qualified firm for project design. As such, the Department has negotiated a scope and fee with GBA to design the project and provide construction plans in accordance with the MoDOT Local Public Agency policy. The detailed scope and fee can be found as Attachment A. The Department has reviewed the scope and fee and found that it meets the our requirements for the design of the project. Therefore, a city-consultant agreement with GBA has been prepared and is provided as Attachment B.

Project History. The East Boulder Mine is an underground palladium and platinum mining and milling facility located south of ▇▇▇▇▇▇, Montana near the headwaters of the East Boulder River. Mine site facilities include underground workings, a tailings impoundment, a water treatment plant, percolation ponds, land application discharge and/or snowmaking areas, a mill/concentrator building, and other support facilities. The mine has been operated by SMC since September 2000 and is currently producing approximately 1,350 tons per day, with plans to increase production to 1,650 tons per day by the end of 2006. The mining, milling, tailings disposal and discharge operations have the potential to impact water resources in the project area. The most likely impacts are to groundwater in the project area and surface water in the East Boulder River. Since commencement of production activities, SMC has treated all adit water for nitrogen reduction before discharging. Mine water is primarily discharged through percolation to groundwater; but may also be discharged through land application disposal (LAD), evaporation, and direct discharge to the East Boulder River. In addition, SMC has been piloting snowmaking as a means of disposal. The East Boulder Mine has not utilized direct discharge to date, and relies primarily on percolation for water disposal. Since commencement of production activities at the East Boulder Mine total inorganic nitrogen discharge rates have steadily declined from approximately 25 pounds per day to approximately 10 pounds per day, which has been observed since March 2003. The East Boulder Mine has averaged less than 10 pounds per day and has never exceeded the MPDES permitted discharge limit of 30 pounds per day for total inorganic nitrogen.

Project History. Request for Proposals (RFP): In January 2019, DNRC released a 90-day RFP for a commercial lease for 1 to 6.5 acres. The RFP was to solicit a detailed proposal from any party interested in leasing the property under a commercial lease rate. Upon release of the RFP, DNRC sent an email notification to interested parties whose email addresses were on file and posted all RFP information on the DNRC commercial lease website at ▇▇▇.▇▇▇▇.▇▇.▇▇▇/▇▇▇▇▇▇▇. The minimum commercial lease fee for the first year for the 6.5 acres was posted in the RFP as $3,120.00 which is based on the appraised land value.

Project History. June 26, 2018 - Kerrville 2050 was adopted by Ordinance 2018-13 with strong support of the Kerrville River Trail. July 23, 2019 - The Kerrville River Trail Master Plan update was adopted by Resolution No. 27-2019, and includes a downtown extension. December 14, 2020 - The EIC held a public hearing and funded a conceptual study to extend the Downtown River Trail along the north side of the ▇▇▇▇▇▇▇▇▇ River from the Tranquility Island Bridge to G Street. May 17, 2021 - ▇▇▇▇▇▇ Engineering presented the finalized concept study report to the EIC. The proposal recommended this Downtown River Trail project be separated into two phases. Initial cost estimates for Phase 1 were originally estimated at $800,538, based on early 2021 cost estimates. August 2022 - Current construction estimates received show this phase now estimated at $995,280 with an additional $25,000-$30,000 for environmental permitting, for a total of $1,025,280. September 13, 2022 - The Kerrville City Council authorized staff to present a quality-of- life project funding application for $1,030,000 to the EIC for Phase 1 of the Downtown River Trail extension, from the Tranquility Island Bridge to the Scenic Downtown Overlook Pavilion, along with environmental permitting for all phases of the Downtown River Trail to the G Street Bridge. September 19, 2022 - Staff presented the application to the EIC and was directed to prepare a funding agreement and hold a public hearing at their next meeting. October 17, 2022 - The EIC held a public hearing and considered the funding agreement. The consensus was to bring the agreement back at the November meeting for further discussion and consideration. November 14, 2022 - The EIC considered and approved the funding agreement. December 13, 2022 - City Council consideration. D – Downtown Revitalization E – Economic Development F – Public Facilities and Services Facilities P – Parks, Open Space, and River Corridor D2 – ▇▇▇▇▇▇ a Downtown that tells the community’s history / story / lore by ▇▇▇▇▇▇▇▇▇▇ and enhancing historic features and a sense of place, celebrating and connecting Downtown to the ▇▇▇▇▇▇▇▇▇ River and developing a brand and a unified identity for Downtown. D4 – Encourage and program Downtown public events and create more gathering places that promote and enhance Downtown as an arts, culture and music center. D5 – Promote a walkable, useable, uniform and pedestrian-oriented public space linking Downtown to the surrounding neighborhoods through streetscap...