This topic is provided for information only, the SVBC has not taken an official position on this issue.
BALLOT LANGUAGE
“To reduce dependence on foreign oil, help relieve soaring gas prices and combat climate change, shall the Santa Clara Valley Transportation Authority enact a 1/8 cent sales tax limited to thirty years for BART to operate/maintain/improve the 16.1 mile Santa Clara County BART extension, with stations in Milpitas, San Jose and Santa Clara, connecting with Caltrain from Gilroy to San Francisco and an Airport People Mover, to be collected only if sufficient state/federal funds are secured to match local construction dollars?”
FREQUENTLY ASKED QUESTIONS (source: yes on B campaign)
- Who will build the BART extension?
The Valley Transportation Authority (VTA) would build the BART extension. When it comes to building major road or rail transit lines, they have a solid performance of delivering improvements on-time and on-budget.
- Who will operate/maintain the BART extension?
BART will operate and maintain the BART extension, as part of their entire system. VTA would not operate the line.
- Will 1/8 of one cent be enough to cover the operations/maintenance of the BART extension?
The Federal Transit Administration (FTA) directed the VTA to hire the consulting firm DMJM/AECOM. The FTA has relied on AECOM on numerous occasions to provide accurate information they rely upon in evaluating potential projects for funding. The results of the AECOM analysis show unequivocally that 1/8 of one cent is more than enough to operate/maintain the line.
- How much would this 1/8 of one cent sales tax cost the average family in Santa Clara County?
According to the San Jose Mercury News, this modest sales tax increase would cost the average household of three people in Santa Clara County about $35 per year.
- Is the tax collected even if the state and federal funds do not materialize?
No. The tax is only collected if – and only if – the State and Federal Governments match our local construction dollars. Without the state and federal funds secured, the tax would never take effect.
- How much in state and federal funds needs to be secured in order for the tax to take effect?
The State has already allocated $409 of the $649 million guaranteed in state statute. The balance due is $240 million. The Federal government would need to sign a “Full Funding Grant Agreement” for a minimum of $750 million. Without these two dollar amounts secured, the tax would never start.
- When do you believe the federal government would commit the funds?
If Measure B passes, the VTA would seek a “Full Funding Grant Agreement.” That process takes anywhere from 18 months to three years.
- When would construction start and end?
To be conservative in our estimates, we would anticipate no later than 2013 for construction to begin. The construction project would last four years, completed in 2017.
- When would service on the extension begin?
If construction starts in 2013, service should start in 2017.
- Will the BART extension happen without this measure?
Without a dedicating revenue stream to operate/maintain the extension, the Federal Government has stated a “Full Funding Grant Agreement” is not possible. Therefore, without Measure B or an equivalent funding stream that does not decimate VTA’s current system (Federal statute precludes service reductions as a way to generate money for “New Rail Starts” dollars), the extension to Santa Clara is highly unlikely.
- How many trips would the extension generate?
The FTA-approved model states that the 16.1-mile extension would serve 98,250 weekday passenger trips by 2030. That is equivalent to two full freeway lanes of traffic in the Highway 680/880 corridor.
- Will this connect with Caltrain and Light Rail to link the three systems for passengers?
Yes, the BART system would grow to 120 miles, connecting in Santa Clara with the 79 mile Caltrain system which runs from Gilroy to San Francisco. Both systems would connect via the future People Mover to San Jose International Airport. BART would also connect in two locations with the Light Rail system. Together, 91 percent of all Santa Clara County residents would be within three miles or less of a BART, Caltrain or Light Rail station.
Bob Mack
October 15, 2008 - 7:03am
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I do not support any more
I do not support any more money for BART until VTA has fully funded bike facilities, bus, light rail, and Caltrain.
There is a need for bicycle facilities on most Santa Clara county roads (bike lanes, traffic control devices, improved shoulders, quality bike parking at county buildings, etc.). Light rail stations need to be made bike friendly (ramps, or other ways to access stations with a bike).
VTA has several light rail routes that are waiting to be constructed. There is a great need for improved bus service, and VTA owes Caltrain money from the initial buy in.
There should be now new construction until full funding is available for maintenance of all existing facilities and equipment.
All of this needs to be fully funded before BART gets one more penny.
Margaret Okuzumi
November 1, 2008 - 12:16pm
Permalink
Hmmph. how about posting the
Hmmph. how about posting the FAQ from the No on B campaign? from http://www.novtatax.org/wordpress/2008/10/facts-about-measure-b/
VTA, the same agency that already collects three different sales taxes. It is the same agency that built and operates the light rail system, which is the worst-performing light rail in the US.
VTA would pay the BART District to operate and maintain the line. However, VTA would have no representation on the BART District Board, nor would VTA have any role in labor negotiations, procurements, or design standards.
VTA estimated the project to cost $4.7 billion in 2005. Since then, VTA has refused to provide an updated cost. VTA General Manager Michael Burns recently told KCBS that the project should cost about $6 billion today. The $6 billion cited by Burns is just for construction, it does not include financing cost, which is necessary to address the cash flow problem. Financing costs alone could add additional billions to the project cost.
VTA is withholding the new cost estimates and delaying producing a financial plan, so they won’t have to show that building a BART train to Fremont will require additional taxes and delays to other county transit priorities such as East San Jose light rail, Airport people mover, and Caltrain electrification.
If VTA chooses to build a line without expensive tunneling, existing taxes may be more than enough. For the last 8 years, VTA has refused to consider any scenario that would not include expensive tunneling.
VTA claimed it would, but VTA misinterpreted key clauses in the contract with the BART District. When all of the elements of the contract are considered, Measure B alone would not be enough to pay BART for the ongoing cost.
VTA has gotten into a bad deal with BART in 2001. Even Measure B supporters agree: “I appreciate that the agreement with BART was no sweetheart deal for VTA, but I also hold no illusions about our ability to renegotiate it, so I’m operating under the assumption that we’re stuck with it until somebody tells me otherwise.” - Sam Liccardo, VTA Board Member and San Jose City Councilman
In addition to the cost of hiring operators, VTA is required to pay BART to upgrade stations and other facilities in San Francisco and the East Bay.
Because VTA knows Measure B wouldn’t be enough, VTA would have to dip into other funds to pay for the remaining shortfall.
During the last 8 years, VTA doubled the fares for seniors and the disabled as well as slashed bus service, which reduced mobility to those who need transit the most (read the testimonials here). That situation is likely to happen again if Measure B passes.
An average household of three is already paying $350 to VTA every year. Measure B would be a more than 10% increase on top of the other VTA sales taxes.
Measure B can go into effect even if VTA does not have enough funds to build the project.
VTA and BART have a history of overestimating riders to justify rail projects. See VTA Watch for details how how flawed their ridership projections are.
Failing to meet ridership projections will at the end hurt taxpayers and transit riders. Taxpayers would have to subsidize unfilled seats. Transit riders would see less service and higher fares on local transit as VTA would have to divert limited operating resources from buses to trains.
For the past 8 years, VTA has been spending millions to promote the BART project while raising fares and cutting bus service. Transit advocates understand that bus service is an important part of the public transit network, and it is the only mode for many youths, seniors, and the disabled to get to schools, hospitals, and jobs. Transit advocates believe that VTA should tell voters how much the project will cost and draft a plan that wouldn’t put existing service at risk.
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