HomeMy WebLinkAboutItem 3.7 Abandoned So. Pacific Railroad Acquisition 10 -qo
CITY OF DUBLIN
AGENDA STATEMENT
CITY COUNCIL MEETING DATE: November 14 , 1983
SUBJECT Written Communication from Alameda County Public
Works Agency re : Transportation Corridor, Southern
Pacific Rail Line
EXHIBITS ATTACHED Letter from County Public Works Director dated
October 28 , 1983 ; Resolution; Transportation Corridor
` San Ramon Branch Line Preliminary Study
RECOMMENDATIO` ` 1) Adopt Resolution
2 ) Direct Planning Consultant to include Transpor-
tation Corridor as part of General Plan consideration
FINANCIAL STATEMENT: Undetermined at this time
DESCRIPTION The City has received a request from Alameda County to
adopt a set of principles which would maintain a transportation corridor
along the existing Southern Pacific Rail Line from Concord to Pleasanton.
As you may be aware, Southern Pacific has abandoned its rail line in Contra
Costa County. The potential for abandonment of that portion of the rail
line in Alameda County is increased with the closing of the Eastman Kodak
Plant.
Traffic Consultants for Hacienda Business Park and the Contra Costa County
Public Works Department have identified this rail line as a transportation
corridor having potential for a light rail transit line .
If the line is abandoned, the land could be developed in accordance with the
underlying zoning. The existing zoning for that portion of the line that
goes through Dublin is either M-1 (Light Industrial) District or U District
which was originally established to include all unincorporated territory not
within any other District .
If development encroaches on the Southern Pacific right-of-way, the
potential for any kind of mass transit facility being implemented in this
corridor could be severely impacted. Therefore, both Counties are working
together with each other and their respective cities to keep the public ' s
transportation options open by maintaining this corridor.
Since many jurisdictions have a direct interest in the Southern Pacific
right-of-way, both Alameda and Contra Costa Counties have urged the cities
to adopt a set of principles governing the interim use and the acquisition
of the abandoned San Ramon Branch Railroad right-of-way ( see attached
resolution) .
RECOMMENDATION
Staff concurs with the concept of maintaining the option open for future
review of a transit system along the present Southern Pacific Line and
therefore recommends that the City Council take the following actions :
1 . Adopt a resolution establishing principles governing the interim use and
the acquisition of the abandoned railroad right-of-way. These
principles are the same as those proposed by the County, with the
exception that the extension of a major arterial street from central
Dublin to lands to the east of the City be permitted across the right-
of-way in the future .
2 . Direct the General Plan consultant to include the concept of a
transportation corridor along the Southern Pacific right-of-way in the
General Plan sketch plans .
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? COPIES TO:
ITEM NO. �•
on
y COUNTY OF ALAMEDA
»r �y PUBLIC WORKS AGENCY
u , _PUBLIC
399 Elmhurst Street Hayward, CA 94544-1395
" ��{{WORKS (415) 881-6470
e�Pl -'4 a;M vr;� •w.
Aesour ces October 28, 1983
Richard Ambrose
City Manager
City of Dublin
P. 0. Box 2340
Dublin CA 94568
Dear Mr. Ambrose:
SUBJECT: . Transportation Corridor, Southern Pacific Rail Line i
I
On October 25, 1983, the Alameda County Board of Supervisors adopted certain
principles aimed at protecting the right-of-way of the Southern Pacific Rail
Line from the City of Concord south to the Radum Wye for a transportation
corridor. These principles are identical to those approved by Contra Costa
County for the 19.5 miles in that county.
The intent of the adoption of these principles by local government is to keep
the public options open for maintaining a transportation corridor along the
existing Southern Pacific Rail Line. The rail line has already been abandoned
in Contra Costa County, and it has been rumored that abandonment may be pro-
posed in Alameda County in the next year.
Several recent traffic studies have already identified this corridor for
possible transportation uses. Hacienda Business Park has had completed a
traffic study showing this corridor as a possible light rail line and has also
had completed a more detailed study of the Southern Pacific Line south to the
Radum Wye (prepared by Bissell & Karn, October 1983) .
It is most important that local governments work together if they desire to
preserve this corridor. This continuous right-of-way is a unique opportunity
for local governments if they desire to pursue it. Toward that end, if the
cities of Dublin and Pleasanton desire that this transportation corridor option
remain open, we urge the cities to adopt principles similar to those already
adopted by Alameda County and Contra Costa County. These principles are listed
on the enclosure.
If County staff can assist in any way toward the adoption of these principles
by the city, please don't hesitate to contact Harry Hecht at 881-6477.
We believe this effort to be most beneficial to the public and hope to obtain
the city' s support.
Very ruly you 's,
H A. �l�r elm Jr.
//
1re�tor of Public Works
HAF:HRH:ams
Enclosure
SUGGESTED PRINCIPLES
GOVERNING THE INTERIM USE
AND THE ACQUISITION OF THE
ABANDONED RAILROAD RIGHT-OF-WAY
Ensure the right of way is transferred into public ownership..
Maintain the right-of-way as a continuous unit.
Protect the integrity of the right-of-way by coordinating the
land use policies of the counties and cities through which it
passes.
Near term uses to which the right-of-way may be put should
not foreclose its development as a transportation facility in
the future.
Develop a coordinated policy to consolidate existing crossing
points and to restrict new crosses across the right-of-way.
Develop a coordinated plan among the potential_ public and
private utilities intending to use the right-of-way.
Maximize all available public and private sources or revenue
which may be used to acquire the right-of-way.
Establish acquisition priorities for segments of the right-
of-way.
RESOLUTION NO. - 83
A RESOLUTION OF THE CITY COUNCIL
OF THE CITY OF DUBLIN
--------------------------------------
ESTABLISHING PRINCIPLES GOVERNING THE INTERIM USE AND
THE ACQUISITION OF THE ABANDONED
SOUTHERN PACIFIC RAILROAD RIGHT-OF-WAY
WHEREAS, the City of Dublin recognizes the trememdous growth
that is occurring not only within the City, but also in neighboring
communities; and
WHEREAS, the City of Dublin recognizes that such growth will
have an impact on the transportation systems and facilities throughout
the Valley; and
WHEREAS, the Southern Pacific Rail Line has been identified for
a potential light rail line in the future; and
WHEREAS, the City of Dublin wishes to preserve the City' s
options with respect to maintaining the Southern Pacific Rail Line as
a future transportation corridor .
NOW, THEREFORE, BE IT RESOLVED that the City Council of the
City of Dublin hereby adopts the following principles governing the
interim use and the acquisition of the abandoned Southern Pacific
Railroad right-of-way:
1 ) Ensure the right-of-way is transferred into public
ownership . ,
2 ) Maintain the right-of-way as a continuous unit
3 ) Protect the integrity of the right-of-way by coordinating
the land use policies of the Counties and Cities through
which it passes
4 ) Near term uses to which the right-of-way may be put should
not foreclose its development as a transportation facility
in the future
5 ) Develop a coordinated policy to consolidate existing
crossing points and to restrict new crosses across the
right-of-way, with the exception that the City reserves its
right in the future to cross the right-of-way with a major
arterial street from central Dublin to the lands to the
east of the City
6 ) Develop a coordinated plan among the potential public and
private utilities intending to use the right-of-way
7 ) Maximize all available public and private sources or
revenue which may be used to acquire the right- of-way
8) Establish acquisition priorities for segments of the
right-of-way.
PASSED, APPROVED AND ADOPTED this 14th day of November, 1983 .
AYES :
NOES :
ABSENT:
Mayor
ATTEST :
City Clerk
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PRELIMINARY REVIEW :.
TRANSPORTATION CORRIDOR
SAN RAMON BRANCH LINE
SOUTHERN PACIFIC
TRANSPORTATION COMPANY _
.RADUM WYE TO ALAMEDA COUNTY LINE
i
I :
Prepared for
THE PRUDENTIAL INSURANCE COMPANY
OF
AMERICA _
Prepared by .
BISSELL & KARN , INC .
CIVIL ENGINEERS
4637 Chabot Drive , Suite 204
Pleasanton , California 94566
415/463-0660
OCTOBER-1.98'3•---
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TABLE OF CONTENTS
• Page
I. ' Introduction
II. Status of San Ramon Branch Line
6
a) Contra Costa County
b) Alameda County
III. Mass Transportation Mode Analysis
12
IV. Patronage Projections
20
•
26
V. Acquisition Priorities
-
VI . Right-of-Way Acquisition Financing and 28
Acquisition Strategy
VII. Suggested Actions by the Alameda County Board
of Supervisors and the Dublin and Pleasanton 30
City Councils
VIII. Appendices .
References Consulted =
Land Owners & Associated Land uses along the
San Ramon Branch Line Right-of-Way
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I. INTRODUCTION
The Tri-Valley, consisting of the Livermore-Amador Valleys in Alameda County
and the San Ramon Valley in Contra Costa County, has undergone a significant
amount of employment-generating and residential growth within the past
several years.
In 1970, the population of the Tri-Valley was estimated at 84,000 residents.
By 1982, the population had nearly doubled, reaching an estimated 166,000
residents. Within the Tri-Valley, the communities of Pleasanton, Livermore
and Dublin reached populations of 35,400, 49,000 and 13,600 respectively.
Two factors which have influenced the present surge of development interests
within the Tri-Valley are the geographical location of the Tri-Valley within
the Bay Area and the evolution of the Tri-Valley as a bedroom community for
employment centers throughout the greater Bay Area. The geographical
location of the Tri-Valley, situated within two major interstate freeway
transportation corridors providing easy access to all commerce centers
within 't region,-"provides an. enormous potential for many
commercial-industrial development proposals. The establishment of the
. _
Tri-Valley as a bedroom community and the availability of developable",land,
serve as prime attractions for the relocation of major business
establishments away from the historic employment centers to the west and to
the south. The relocation of many business establishments into the
Tri-Valley has meant reduced commute distances for area residents and has
provided local employment opportunities that previously did not exist.
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I
A significant amount of employment-generating development proposals within
-Valle have already been approved. Additional office, and business
the Tri y
park and residential developments have been proposed or are currently being
contemplated. Based. up
o a significant amount
n the approved projects alone,
i
of both commercial in
dustrial and residential growth within the Tri-Valley !'l
is a certainty. Based upon extrapolations of ABAG's recently published
Projections '83, the population of the Tri-Valley is expected to increase to
J
the year 2005. The general pla
an estimated 250,000 residents by n holding
ca acities of the various communities within the Tri-Valley will accomodate-
P
populations well beyond those extrapolated from Projections '83. A future
Tri-Valley -population of nearly 285,000 residents is achievable under the
current general plan holding capacities.
Accompanying this inevitable growth are significant traffic and
transportation impacts. In an effort to address these transportation
impacts, in July 1983, TJKM, Transportation Consultants, published a
subregional transportation analysis entitled, Tri-Valley Transportation
Stud and Anal sis of the Pleasanton Area Traffic Circulation S stem (TVTS) .
ansportation analysis was to examine the existing
The purpose of this tr
' Amador and
aransportation network within the Tri Valley region of San Ramon,
Livermore Valleys and to make recommendations for he expansion of this
network to provide an acceptable level of-service based upon land use
development to the year 2005. This . study analyzed the cumulative .impacts of
over 200 detailed land use developments in the cities of Livermore,
Pleasanton, Dublin, San Ramon, Danville and unincorporated portions of i
Alameda County and Contra Costa County within the Tri-Valley area. Detailed
recommendations for improvements to the regional freeway network and the
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establishment of high quality alternate parallel routes for short, local
trips were presented. In addition, transit facilities supplementing and
integrating with the highway network, including the development of the
existing Southern Pacific Transportation Company right-of-way as a light
rail transit (LRT) .corridor through the San Ramon Valley were. recommended.
The San Ramon Branch Line, Southern Pacific Transportation Company, extends
from the Radum Wye, adjacent northerly to -Stanley Boulevard _in the City of. .
Pleasanton, to two-tenths of a mile south of Concord Avenue in the City of
Concord, a total distance of approximately 24-1/2 miles. The line passes
through or is adjacent to the unincorporated areas of both Alameda and
Contra Costa Counties and through the Cities of Pleasanton, Dublin, San
Ramon, Danville, Walnut Creek, Pleasant Hill and Concord.
Of the overall development within these areas of Alameda and Contra Costa
Counties, a substantial amount of residential and industrial/commercial
development has occurred and a substantial number of_ additional developments
are proposed adjacent to the Branch Line corridor
t
Because of the population and employment.:centers served, both existing and
proposed in" the immediate future, and possibilities of BART station
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transfers in Pleasant Hill and Dublin (in the' median :of 1-580 adjacent to
the proposed Hacienda Drive/I-580 Interchange) , the -San Ramon Branch Line
presents a unique opportunity for a Transportation- Corridor utilizing bus or
light rail transit and bicycle facilities. That portion in Contra Costa
County, approximately 19-1/2 miles long, has already been abandoned for
railroad purposes.
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Freight rail service on the Branch Line is light. The Eastman Kodak
Company, located immediately north of the Alameda County line and one of the
two -active users of rail service, is closing its Regional Distribution
Center in the latter part of 1984. A spur line serves The 84 Lumber Company
in Dublin which receives freight rail deliveries about once every two
months. Inactive spur lines serve Camp Parks -and the Sa.nta Rita
Correctional Facility.
Because of extremely light freight traffic and the closing of the
Distribution Center, abandonment of additional portions of the Branch Line
is a future possibility. With the possible abandonment of additional
portions of this branch line in Alameda County, planning policies should be .
developed and implemented by the affected public jurisdictions on a
cooperative basis to insure the integrity of the overall line as a future
mass transportation corridor.
Whether or not the branch line is abandoned does not,-.preclude planning
policy decisionsto protect this corridorfor mass..transit. purposes. Shoul d
Light -Rail Transit using standard gauge..tracks .be. 6til-i.zed.. .. 't*:'
operations :a re not -nece's'sari ly in conflict, since':trackage:.has.'.been -jo,intly.'
night during low or zero transit usage.
Purpose
The purpose of this preliminary review of the San Ramon Branch Line is to
provide an overview of the status of the Line in both Alameda and Contra
i
Costa Counties and to recommend initial actions that can be taken by Public
Agencies in Alameda County to protect the Line as a Transportation Corridor
should it be abandoned by the Southern Pacific Transportation Company.
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STATUS OF THE SAN RAMON BRANCH LINE
A. Contra Costa County
The portion of the San Ramon Branch Line extending into Contra Costa, County
from the Alameda-Contra Costa County Line to south of the nt.ersection of
Concord Avenue in the City of Concord, a distance I .of approximately .19.5.
miles has previously been abandoned by the Southern Pacific Transportation
The Branch Line right-of-way is currently being utilized by bot h. public and
private interests north of the Pleasant Hill BARTD station. South of the
Pleasant Hill BARTD station, the right-of-way traverses through the cities
of Pleasant Hill and Walnut Creek, the unincorporated community of Alamo and
the newly formed cities of Danville and San Ramon. Along this corridor, the
abandoned right-of-way runs adjacent to both commercial uses and residential
development. On the east side of the City of- San Ramon, the right-of-way
es through the Park, an unincorporated area, and
pass Bishop Ranch Business
amon -termina -at -the County
var -and
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TABLE 1
CONTRA COSTA COUNTY
Land Uses Adjacent to San Ramon Branch Line
Pleasant Hill BARTD Station to Alameda-Contra Costa County Line'
Land Use Percentage of Route
Residential 73.7
Commercial 10.2
I
Industrial 10.1
i
Recreational 0.3
Institutional ,3.4
Vacant 2.3 l�
Source: Bauer, Arthur& Associated, Review of the Abandoned' Y "�
San Ramon Branch Railroad p.3
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Contra Costa County's Public Works Department retained the firm of Arthur
Bauer & Associates, Sacramento, to prepare a review of the status of the San ! :
Ramon Branch Line right-of-way. The report, entitled Review of the
ii
Abandoned San Ramon Branch Railroad discusses the Branch Line route and jf
adjacent land uses within Contra Costa County. The review also discusses
proposed regional and local public policies governing the use of the
abandoned line, some current mass transit technologies, methods of financing
right-of-way acquisition, acquisition priorities and actions required to
acquire and develop the Branch Line.
Due to the many public entities that have either direct jurisdiction or
substantial interest in the future development of the abandoned
right-of-way, Bauer suggested the following principles regarding the interim
use and future acquisition of the abandoned San Ramon Branch Line
right-of-way:
Suggested Principles Governing the Interim Use
and the Acquisition of the Abandoned
San Ramon Branch Railroad Right-of-Way:
o Ensure the right-of-way is .transferred into .public;_ownership s
o Maintain the -right-of-way as a continuous unit.
o Protect the integrity of the right-of-way by coordinating 'the'land 'use.'.,`_" ..*:
policies of the County of Contra Costa and the cities' through which it
passes.
o Near term uses to which the right-of-way may be put should not foreclose
its development as a transportation facility in the future.
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o Develop a coordinated policy to consolidate existing crossing points and
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to restrict new crosses across the right-of-way. I
o Develop a coordinated plan among the potential public and private
utilities intending to use the right-of-way, -
o Maximize .all �available public and private sources of revenue which may be
used to acquire the right-of-way. - I'
o Establish acquisition priorities for segments of the-right-of-way.
By legislation enacted in 1982, Contra Costa County has been appropriated
$2 million for right-of-way acquisition along the abandoned San Ramon Branch
Line. The funds have been allocated under Secion 99317.2 of the California
Public Utilities Code which specify that "Funds. . . shall be allocated for
the acquisition of only those rights-of-way of abandoned railroad lines that
can be developed for busway or exclusive public mass transit guideway
projects."
The suggested principles as stated by Bauer or in a modified form could
secure the integrity of the abandoned right-of-way until it:is fully
acquired and developed. Contra Costa County and :the cites having
jurisdictional control , Pleasant .Hill Walnut Creek, Danville and San 'Ramon = `_
has already- taken the initial steps in protecting and. acquiring this""'';
right-of-way for public mass transportation purposes: All of these public
entities have adopted the principles recommended by Bauer for right-of-way
acquisition.
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B. Alameda County
In Alameda County, the San Ramon Branch Line extends northerly from the
Radum Wye adjacent to Stanley Boulevard in the City of Pleasanton to the
Contra Costa County line, a distance of approximately: five miles. The Line
passes through or is adjacent to the-City of Pleasanton, the recently
incorporated City of Dublin, and unincorporated areas of.•Alameda County.
Table 2 illustrates the percentage of various land uses adjacent to the
Branch Line within Alameda County.
Major adjacent land owners and associated land uses in Alameda County are
identified in the appendix. The Branch Line right-of-way within Alameda
County ranges between 100 feet and 300 feet in width and is estimated at
approximately 100 acres.
At the present time, there are only two active users of the Branch Line; the
84 Lumber Company in Dublin and the Eastman Kodak Company's Regional
Distribution Center, located immediately north of the .Alameda-Contra Costa
County line. :.According to Eastman Kodak*,". the Distr.ibution'Cente'r will. be
ceasing their operations in the latter part of:1984 .< An inactive 'spur. :line
existsto CampParks and the Santa Rita Correct (provided by
•�
way of an easement through_ Camp. Parks)
It is uncertain at this time whether or not the Southern Pacific
Transportation Company will p ursue abandonment
proceedings on any or all
portions of the Branch Line in Alameda County with the closing of Eastman
Kodak Company' s Regional Distribution Center..
Whether or not the Branch Line is abandoned does not preclude planning
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TABLE 2
_ ALAMEDA COUNTY ' '. _
Land Uses Adjacent to San Ramon Branch Line
Radum Wye to Alameda County Line
Percentage of Route I
Land Use
14.0
Residential
2.0
Commercial
19.0
Industrial
0.0
Recreational
25.0
Institutional **
40.0
Vacant
* Includes Manufacturing and Warehousing Uses.`'
**Includes Federal , County and City Parcel s.= ; .
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III. MASS TRANSPORTATION MODE ANALYSIS
One of the major concerns in San Diego County in establishing their LRT
system was the disruption to existing communities should utilization of
existing roadways or new alignment 'be required. Community acceptance of an i
exclusive busway or a LRT system within an existing railroad right-of-way
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should be easier to gain.
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The review prepared by Bauer & Associates for the County of Contra Costa
discussed possible alternative mass transportation technologies in some
detail . Three bus technologies, a light rail transit alternative and a
promising future "inductive coupling" transit technology are reviewed.
Exclusive Busway
Should the San Ramon Branch Line right-of-way become available for
development into a mass transportation corridor, State Statutes governing
the appropriation of funding specify that the right-of-way.must-be.developed
for ."busway or exclusive public mass transit guideway projects,, The"Bauer
review discusses three bus technologies should the right of-way .b'e;developed
into an exclusive busway. The current technologies include a standard
transit coach, an articulated transit coach and an. electric trolley coach."`
(Refer to Table 4 of the Bauer review for a summary of the technical
specifications of each coach.)
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Bauer notes that the standard and articulated diesel coaches could provide
direct access from commercial-industrial centers and residential
developments to the abandoned right-of-way with a very minimal need for park
and ride facilities. It should be noted however, that as the transit routes
diverge from the transportation corridor,,- the possibility of express or
rapid mass transit service diminishes rapidly.
Light Rail Transit (LRT)
Light Rail Transit (LRT) refers to rail transit service provided on sections
of shared, semiexclusive and exclusive right-of-way facilities. Transit
service on shared or semiexclusive right-of-way facilities is dE-signed to
permit safe operation of mixed traffic with the LRT service where such
facilities are provided. Light Rail Transit operation on exclusive
right-of-way facilities shares many similarities with heavy rail transit
design except that power distribution systems and station platform designs
differ.
Light Rail -Transit service can provide platform speeds-,and line capacities
.. .. - ..
that are very near those provided by heavy rail or rapid :transit sery-ice.
LRT service can provide a community with greater accessibility when compared ,
with rapid transit service. More direct service. through. feeder,-lines and
closely spaced stations can provide overall door to door travel times for
urban trips up to about 10 miles in the same range as those provided on
it .•
fully grade-separated urban rapid transit facilities.
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Light Rail Transit is environmentally more compatible than the current bus
technologies. The relatively quiet operation and freedom from exhaust
emissions make the LRT vehicle a superior choice when compared to an
exclusive busway for the development of the Transportation Corridor.
Bauer notes that "Unlike bus modes, it (LRT) is' characterized by high labor
productivity due to the ability to train vehicles and the greater patronage
capacity (seated and standing patrons) than the most efficient of the bus
technologies, the articulated coach." _.
i
Should the right-of-way be developed into an LRT line, a feeder bus network
and the establishment of park and ride facilities would be required.
Future Transit Technology
The Bauer review discusses a new technology for electric vehicles that is
currently being developed for the City of Santa Barbara. This new
technology, which may be available industry-wide by 1990, incorporates a
continuous electrified element buried within the right-of-way which provides
electrical energy to a vehicle through an "inductive coupling" principle. . Iu
The, .transit .vehicles will be 'equipped with an 'o'n board battery pack: which I:
will enable-the 'vehicles to vacate the electrified right ,of way and travel.:"�!
over city streets similar to a standard bus-.route. .'Upon `returning to the "
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electrified right-of-way, the vehicles would be able to recharge their
battery packs while continuing to provide transit service. Bauer states
that this technology would"have the advantage of relatively low maintenance
costs and environmental compatibility of electric vehicles as well :as -the
routing flexibility of a diesel coach.
The average right-of-way width of the Branch Line is approximately 100 feet.
Approximately 50 feet is needed for a transportation corridor to include the
i
selected type of mass transit vehicle plus a bicycle-pedestrian pathway
system. At station sites, right-of-way in addition to the 50 feet will be
required.
Tables 3 through 6 illustrate various characteristics of selected transit
�f
vehicles including geometric dimensions , velocities, passenger capacities, !�
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�t
station spacings and right-of-way requirements. E J
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TABLE 3
Ranges of Geometric Dimensions and Passenger Capacities of Transit Vehicles .
Design Capacity of
Length .. Width Height -Design Capacity of 'Single Unit Maximum Train
----- ------------------
ft ft ft Total - Total
Transit Vehicle Type Seats Standees Passengers ' Cars Passengers
Van 15-18 5.5-7.2 7-9 10-16 -- 10-16 --- ---
Minibus 18-25 6.5-8.0 7.5-10 15-25 0-15 15-40 --- ---
Transit bus
Single unit 25-40 7.5-8.5 9-11 30-55 10-75 40-115 --- --- '
Articulated 54-60 8.0-8.5 9.5-10.5 35-75 30-125 95-185 --- --- (I
Double-deck 30-40 7.5-8.5 13-14.5 50-85 15-50 90-130 --- ---
Streetcar (
Si— ngle unit 40-55 6.5-9.0 10-11 20-60 40-80 75-130 3 225-400
Articulated 60-90 7.5-9.5 10-11 30-85 120-200 100-275 3 300-825
Rail transit car
Steel wheel 45-75 8.5-11.0 10-13 40-85 50-250 100-330 8-10 1000-2700
Rubber-tired 48-60 8.0-9.5 11-12 35-55 70-130 110-170 -. 9 1000-1500
Source: Institute of Transportation Engineers, Transportation and Traffic
Engineering Handbook, 1982, p.181
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TABLE 4
Typical Vehicle Velocities and Stop Spacings
Linear Stop Spacing
- Non-CBD
Some Modern
Maximum Systems {
Performance Platform Traditional with Longer
Speeds Speeds CBDs Practice Stop Spacings .
Transit Vehicle ---- --m- h- -- -------- ----------- ------------
and mph p ft ft ft
Service Type
`I
Urban bus
Lam— 50-65 8-14 500-1000 500-8Q0 1000-1500
Limited stop 50-65 12-18 500-1000 1200-3000 2000-5000
i�
Express 50-65 16-32 * 4000-30,000 5000-15,000
2000-5000
Light rail transit 50-65 15-35 1000-2000 ---
I�
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* Usually stops at only one or two terminals in or adjacent to CBD.
Source: Institute of Transportation Engineers, Transportation and Traffic
Engineering Handbook, 1982, P.184
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TABLE 5
Typical Basic Geometric and Right-of-Way FacilityTypesacteristics for Selected
Light al Transit
In
In Street Exclusive
Exclusive Center Right-of-
Characteristic Unit Busway Reservation Way
Full 'Partial Full
Access control - _
Number of lanes or 2 2 2
tracks
Widths ft 8.5 9.5 9.5
a.�ransit vehicle 2.9
m 2.6 2.9
ft 12.0 11 '0 12.5
b. Lane envelope - 3•8 .
clearance* ft 3_7 4.71 4.71
c. Track gauge
m 1.44 1.44
-
ft + None 2.5 j
d. Emergency 0,8 }(
walkway m
e. Minimum
ft 2.5 None None
shoulders m 0.8 f
(each)+ 1.0 y
f. Border barriers ft 2.0 None
or fencing (each)
M 0.6 0.3
g. Overall minimum
right-of-way++ ft 33 - 24
(1) Aerial 7.3
ft 33 22 30
M 9.5 -
(2) At-grade 9.1
m 9.5 6.7 38
(3) Subway ft 39 _
m 11.9 11.6
Stations... ft 10 6 12
a. Side platform 3.7
width _ m 3.0 1.8 24 �.
b. Center platform ft - _
7.3
width m - .
c. Platform length.
ft 120 . 400 400
m 36 122
122 1
e
Minimums ft . : +
14 Y' 14
14 i.
a•vertical clearance .3 . I
m 4.3 4.3 460 �.
b. design speed mph 60 40
km/h 97 : 64 97
c. horizontal curve 500
radius (for new ft 400 200 152
construction) m 122 61
Maximum grade % 4.0 10.0 5.0
*Overall vehicle clearance requirements on tangent line.
+Emergency walkway for busways is incorporated in busway shoulders.
++Minima based on normal structural requirements for tangent-line
sections without stations, and without station acceleration and
deceleration lanes and tapers for busways. Special drainage
provisions, side slopes, or retaining walls on cuts and .fills,
and any subway lateral ventilation requirements are excluded.
_ +++Typical line stations. In CBDs, busway station requirements and
rail platform widths may be greater.
ti TnetitiitP of Transportation Engineers, Transportation b
vs � 5�.:.� yq"�;d SSI`',x 15,.. ._mac rc:�.-�' � .f WS%•iu .0 w:'_+,. - . : .. ., '.. _. �_�....
....,.....
TABLE 6
General Specifications for
San Diego and San Jose LRT Vehicles
Specifications DuWay U2/MTDB/Car UTDC Santa Clara LRV
(San Diego) (San Jose)
Seated Passengers 64 76
Overall Length 75 ft. 6 in. 86 ft. 5 in.
Vehicle Width 8 ft. 8 in. 8 ft. 9 in.
Headroom 6 ft. 11 in. 6 ft: 10 in.
Number of Axles 6 6
Gauge Standard Standard
Number of Doors 4 double per side 4 double per side
Door Width 54 in. ' 48 in.
Trained lined up to 5 vehicles N/A
Maximum Speed 50 mph 55 mph
Acceleration 1.3 m/sec. sq. 1.3 m/sec. sq.
Turning Radius 82 ft. 82 ft.
Power 600 Volt D.C. 750 Volt D.C.
Source: Bauer, Arthur & Associates, Review of the Abandoned San Ramon Branch
Railroad, P.11 _
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IV. PATRONAGE PROJECTIONS
Detailed feasibility studies or patronage projections have not been
conducted for the proposed Light Rail Transit service within the San Ramon
Branch Line right-of-way. Should the Southern Pacific Transportation
Company abandon the Branch Line right-of-way from the Alameda-Contra Costa
County line to the Radum Wye, detailed feasibility and patronage 'projection
i
studies should be .conducted to determine the benefits of such a service to
the Tri-Valley area. For the purposes of this preliminary review, an
attempt to illustrate potential patronage projections is included within
this section. These potential patronage projections are developed from
information contained within the Draft Environmental Impact Report,
Amendment of the Pleasanton General Plan Growth Management Element (GP-83-1 )
and Supplemental Environmental Impact Report, Hacienda Business Park Planned
Unit Development (PUD-81-30) (DEIR) and the Tri-Valley Transportation Study
and Analysis of the Pleasanton Area Traffic Circulation System (TVTS).
Population:
According to current General Plan policies , population holding capacity in
the City of Pleasanton is 76,000 residents. The recently incorporated City
of Dublin is currently in the process of drafting its General Plan. . 1
Blayney-Dyett, the City of Dublin's General Plan Consultant, has -stated that `
the residential holding capacity of Dublin is at least 22,880 residents. In
sum, General Plan holding capacities for the cities of Pleasanton and Dublin
amount to approximately 98,880 residents. ABAG's Projections '83 predicts
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population in the year 2000 to be 77,500 residents within cities of
Pleasanton and Dublin comprised of 57,400 residents and 20,100 residents
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respectively. Thus, ABAG projections account for approximately 78 percent
of General •Plan population capacity within these two cities.
Due to the insufficient data available to forecast ultimate population
holding"capacity 'for the San Ramon Valley (recently incorporated cities of
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Danville and San Ramon will "likely draft new 'General Plans which could
differ significantly from the existing county plan) ; the most reliable data
from which to 'extrapolate population holding capacity are ABAG projections.
ABAG Projections '83 forecasts a total of 81,600 residents in the San Ramon
Valley in the year 2000. This forecast includes 49,200 residents in the
Alamo-San Ramon area and 32,400 residents in the City of Danville. Assuming
that the forecast to the year 2000 represent the same proportion of total
buildout as it does for the Dublin-Pleasanton area (78 percent) , the holding
capacity of the San Ramon Valley would be approximately 104,615 residents.
Combining this holding capacity with the holding capacities of the cities of
Dublin and Pleasanton produces a resident population between Alamo and the
i
City of Pleasanton of approximately 203,495.
Housing:
Under existing General Plans, potential residential holding capacity is
estimated to be 26,667 occupied units in Pleasanton and 8260 units 'in
Dublin. The total residential holding capacities within these two cities is
34,927 occupied units. Projections '83 forecasts that by the year 2000 the
total number of households within the cities of Pleasanton and Dublin will
be 20,140 and 6360 respectively. Thus ABAG's forecast of 26,500 occupied
units to the year 2000 represent 76 percent. of General Plan holding
capacities for the Pleasanton-Dublin area.
_..._,�,�,__�T�-;-;:.:-".�..• - _7777.7777-- _ ..
77 - i
i
As previously discussed, General Plan information for the San Ramon Valley
is insufficient to forecast ultimate holding capacities. Projections '83
forecasts 17,370 households in the Alamo-San Ramon area and 11,680 units in
the City of Danville for a total of 29,050 dwelling units in the .San Ramon
Valley by the •year 2000. Assuming that these projections represent the same
proportion of holding capacity in the San Ramon Valley• as in the 'cities of
Dublin and Pleasanton (76 percent) , the residential holding capacity in the
transportation corridor between Alamo and Pleasanton yields an estimated
73,150 potential dwelling units.
Employment:
According to extrapolations of ABAG Projections '83, the future employment
within the cities of Pleasanton and Dublin are projected to the year 2005 to
be 43,020 and 11,107 respectively. According to the TVTS, ultimate buildout
projections of reasonably foreseeable projects estimate future employment to
reach 67,272 employees for the Dublin-Pleasanton area at buildout. The TVTS
projects buildout employment -levels for the cities of Pleasanton,and -Dublin
- to reach 56,882 workers and 10,390 workers respectively
- i
For the Alamo-San Ramon area and the City of Danville,' extrapolation _of _
Projections '83 forecasts future employment levels of 33,797 and 15,893
respectively. The TVTS's ultimate buildout projections of reasonably
foreseeable projects forecast future employment to reach 38,081 employed
I
' ~
' N
workers in the Alamo-San Ramon area and 6,817 employed workers within the
City of Danville.
`
In sum, extrapolations Of A8AG'3 Projections / fore-cast future employment '
'
in the transportation corridor between Alamo and the City of Pleasanton to
reach an estimated 103,817 workers., Within the name co' ridmr^^a'n " stimat ' '
employment force of 112,170 workers is projected within the TVT3 at buildp/ t
_--_-
of all reasonably foreseeable projects.
Ridership
The Bauer review identified three well-defined employment cer-ters in Contra
Costa County either existing or expected to be developed in the near future.
These employment centers could potentially form the nucleus of LRT
ridership. These employment centers would consist of:
~
- 25,000 employees in the Walnut Creek Central Business District '
.
` /CBD\ by 1990
. 15 000 employees in the Bishop Ranch Industrial ' � ^
23,800 employees by 1995
- 20,000 employees in office space ad 'acen / 't��t 1he`Pl�asa- nt Hi l l��BARTD /'`'� ''
' . . `
hv
Station l995
-' .
As previously noted, employment projections from extrapolations of A8AG'5
Projections ' forecast an estimated future employment force of 103,817
workers to the year 2005 within the transportation corridor between Alamo !
�
and the City of Pleasanton. The TVT3 projects an estimated buildout !
-----
employment force of I12, 170 for all reasonably foreseeable projects within
' } �
4l,ViL.1LP .. y
j
the corridor area. Adding these employment figures to those developed
within the Bauer review yields a potential work force of an estimated
148,817 workers in the year 2005 and an estimated 157,170 workers at
ultimate buildout. The Bishop Ranch Business Park work force has been
included in the extrapolation of ABAG projections for 2005 and the TVTS
projections at buildout.
The TVTS has predicted a conservative 5-10 percent transit ridership
estimate for all employee and home based peak hour trips within the
Tri-Valley. Assuming that actual ridership could potentially reach an
estimated 5-10 percent of these trips and extrapolating these percentages to
Contra Costa County, ridership projections could potentially reach 7,500 to
15,000 users in the year 2005 and 7,900 to 15,700 users at ultimate buildout
of all reasonably foreseeable projects. Transfers to the BARTD network at
the Pleasant Hill BARTD Station and at the possible future BARTD Station in
the I-580 Median in Dublin could potentially attract additional patronage
during the peak hour commute periods. Table 7 illustrates approximate .
ridership radii , dependent upon access mode, that potential station sites
could attract.
As previously mentioned, the combination of a bicycle-pedestrian pathway
system adjacent to an LRT facility has been contemplated. Such an
arrangement would further enhance usage of the San Ramon Branch Line
right-of-way as a transportation corridor in providing safe and convenient
facilities for both pedestrians and cyclists alike.
- 24 -
P,Ji 'AYY_A 1 �1.�'.i .�+ti y'K'l�'S 1f' •^'V':.:C.11 ttl'i
_ ._...._.__ ..�..-.- ...�.._....t.'�
TABLE 7 ,. ..
Typical Maximum Distance Traveled to Reach Urban Transit Stops and
_ Stations _.
Most Patrons Some Patrons
(mi ) (mi )
Access Mode (km) (km)
Walk 0.4-0.6 0.6-1.0
0.6-1.0 1.0-1.6
Bicycle 1.0-2.0 2.0-3.0
1.6-3.2 3.2-4.8
Feeder transit;motorcycle 2.0-4.0 4.0-8.0
3.2-6.4 6.4-13.0
Auto
Kiss-ride;taxi 3.0-4.0 4.0-6.0
4.8-6.4 6.4-9.7
Park-ride 4.0-6.0 6.0-10.0
6.4-9.7 9.7-16.0
Source: Institute of Transportation Engineers, Transportation & Traffic
Engineering Handbook, 1982, p.187.
,i
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r ui,:-l�.L r; �.�.�ti�r•✓� Jr.' ��.y•. �1 ...'3rd n. {- .r r.. _ .. 4 _ .......__._:.y�
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V. ACQUISITION PRIORITIES
The Bauer review developed suggested criteria for the prioritizing of the
acquisition of the abandoned Branch Line right-of-way within .Contra Costa
County. -. Bauer developed the suggested criteria in recognition. that an
appraisal of the abandoned right-of-way had not been completed; that not all
segments of the right-of-way would bear equal market value; and that all
segments of the right-of-way would not be acquired in a single purchase.
The suggested criteria for determining acquisition priorities are listed
below:
Suggested Criteria for
Determining Acquisition Priorities
o Parcels with hi 9 h market potential for private development.
o Parcels which are possible station or maintenance facility sites.
o Parcels which can be developed jointly with other-public. improvements.
o Parcels of right-of-way which may revert to adjacent landowners.
o Parcels where it is necessary' to avoid severence damages
o Parcels with a low robabilit of alternative uses. -
P Y
This same suggested criteria should be implemented-An ;Alamedd County and the
Cities of Dublin and Pleasanton should the possibility of the abandonment of
the Branch Line right-of-way be realized. If the realization of a future
Light Rail Transit route within the San Ramon Branch Line right-of-way is
ultimately achieved, station locations would be necessary. Bauer designates
the following sites in Contra Costa County: Pleasant Hill BARTD station;
Central Pleasant Hill ; Ignacio Valley Road; Newell Avenue; South Main
Street; Lunada Lane; Del Amigo Road; Prospect Avenue (Danville Station) ;
Sycamore Valley Road; Paraiso Drive; Greenbrook Drive; Crow Canyon; Bishop
Ranch; and Alcosta Boulevard. Additional station sites for a service
extension into Alameda County could include stations at Amador Valley
Boulevard, 'the proposed Hacienda BARTD station, Santa Rita Road and Valley
Business Park.
These station sites are included in this preliminary review as an
illustration of possible service area coverage standards and are not
intended to indicate precise station locations.
. 9 ,
VI. RIGHT-OF-WAY ACQUISITION FINANCING AND ACQUISITION STRATEGY
As discussed in the Bauer report, there are
several Federal , State, Regional
and Local sources of funds that might be used for mass transportation
right-of-way acquisition, construction and operational purposes. There is -
i
strong competition for them and most restrict expenditures to a specific
project.
Two state programs, The Transit Capital Improvement Program, administered.by
the California Transportation Commission, and the Abandoned Railroad I
Account, administered by Caltrans , permit funding for abandoned right-of-way
i
acquisition. In consideration of the strong competition for existing funds,
it may be appropriate to explore other areas such as tax increment fi.nancing
as possible funding sources as planning proceeds on the facility.
MIn addition, changing chan in transportation priorities in the future will influence
specific project funding for right-of-way acquisition, capital improvements
and operational expenses.
At this time, right-of-way protection and acquisition is:.important and.. a
coordinated effort by both counties to prepare an acquisition strategy is
appropriate. Early determination of the value of the right-of-way is
r -
necessary prior to funding determinations and negotiations with the
railroad. The San Ramon Branch Line right-of-way in Alameda County is
estimated at approximately 100 acres. Bauer's report to Contra Costa County
suggested that they "Retain an experienced appraiser who is familiar with
the alternative theories for valuing failroad right-of-way". It is
_ 28
x'3. �, .r3„ P �' ,ta..� ,,,_t„s•'�.a.��a�r�-M er... _..'`""�'L�A"�°...4 . ..._ ..__.._--ry_-__.....ts... ^. _•______._.�._...�_.._�._._....Y.-.....�....._..........�_......._..
suggested Alameda County cooperate with Contra Costa County in obtaining
such an appraiser in preparing the foundation for an overall acquisition
strategy.
1
z
r
II. SUGGESTED ACTIONS BY THE ALAMEDA COUNTY BOARD OF SUPERVISORS AND THE DUBLIN
I k
AND PLEASANTON CITY COUNCILS I
In summary, the San Ramon Branch Line represents an unique opportunity for
Alameda County and the 'Cities of Dublin and Pleasanton, in cooperation with .
Contra Costa County, its cities, regional and state agencies, to develop .a
mass transportation facility to supplement the existing and future surface
transportation network.
Adoption of the same Principles Governing the Interim Use and Acquisition of
Right-of-Way adopted by Contra Costa County and its affected cities will
provide the first step in a coordinated planning effort to insure that the
right-of-way will remain intact for public use, and begin the process of
developing a specific plan for a mass transportation facility.
In addition, developing right of way values at an early date will assist in
developing a right-of-way acquisition strategy.
that.the Alameda County Board of Supervisors,and
It is therefore suggested
the' Dublin and Pleasanton City Councils:
1, Adopt the suggested principles governing the Interim Use and the
Acquisition of the Abandoned San Ramon Branch Line Right-of-Way,
o Ensure the right-of-way is transferred into public ownership.
o Maintain the right-of-way as a continuous unit.
o Protect the integrity of the right-of-way by coordinating the
land use policies of Alameda County and the Cities of Dublin and
Pleasanton through which it passes. be put should not
o Near term uses to which the right-of-way may p
foreclose its development as a transportation facility in the
future.
o Develop a coordinated policy to consolidate existing crossing
�u
points and to restrict new crosses across the right-of-way.
o Develop a coordinated plan among the potential public and private
utilities intending to use the right-of-way.
o Maximize all available public and private sources of revenue
which may be used to acquire the right-of-way.
o Establish acquisition priorities for segments of the
right-of-way.
2. Seek appropriate regional and state agencies concur in the
Principles,
3. Include the Branch Line as a transportation corridor in the
Transportation/Circulation Element of General Plans, and
4. Cooperate with Contra Costa County and its affected cities in the
preparation of preliminary right-of-way acquisition cost estimates,
in developing an acquisition strategy, and in the development of an
appropriate transportation facility for the San Ramon Branch Line
Transportation Corridor. ,
�. - 31 -
C'
s�
VIII. APPENDICES .
w�References Consulted �•.
Land Owners and Associated Land Uses along the San Ramon Branch
Line Right-of-Way. •j
is
'�ijUw>[I
REFERENCES - PUBLICATIONS CONSULTED
.syati�.
80 2000 Population, Employment, Houn
ABAG,. Projections 83, 19 ,
1983 j
Bauer, Arthur & Associates , Review of the Abandoned San Ramon Branch II a
Railroad, Undated.
Earth Metrics Incorporated, Draft Environmental Impact Rep ort
Amendment of the Pleasanton Genera Pan Growth Mana ement
Element GP 83 1 and Supplemental Environmental Impact Report, A
Hacienda Business Park Planned Unit Development PUD 81 30) ,
August 1983- -4
Institute of Transportation Engineers, Transportation and Traffic
Engineering Handbook, 1982. _ S
TJKM, Tri-Valle Trans ortation Stud and Analysis of the Pleasanton
Area Traffic Circulation System, July 1983.
w
84 Lumber Company, Dublin, California, Rail service frequency, YF
personal conversation with staff.
I
California, Rail service frequency, >
Eastman Kodak Company, Dublin,
personal conversation with staff.
_ I
. s
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LAND OWNERS AND ASSOCIATED WLAND USES ALONCOUNTYBR NCH LINE RIGHT-OF-NAY
RADUM A.P. No. OWNER USE
941-190-1-1 ALAMEDA COUNTY FLOOD CONTROL --"
941-190-1-5 ALAMEDA COUNTY FLOOD CONTROL INSTITUTIONAL
941-190-2 AMADOR VALLEY JOINT UNION HIGH a
941-191-95 ALAMEDA COUNTY FLOOD CONTROL -"-
941-205-1-12 ALAMEDA COUNTY FLOOD CONTROL ---
941-205-1-23 ALAMEDA COUNTY FLOOD CONTROL VACANT
941-205-6-3 DUBLIN SAN RAMON SERVICES DIST. WAREHOUSING
941-205-25 MURPHY, H.B. & SHIRLEE F. E MARTI VACANT-IND. ZONED t
941-205-31 OAKLAND SOCIETY PREVENTION OF COMMERCIAL
.941-205-34-1 HOME SAVINGS 3 LOAN ASSOCIATION_• VACANT
941-500-1-7 KREMCO INC. ':•: - :' .: VACANT
941-500-1-8 KREMCD INC. VACANT
941-500-1-11 KREMCO INC - VACANT.;`
941-500-1-14 KREMCO INC.
I
941-500-3-5 (PRIVATE ROAD)(TAX DEED LAND 282167) - = ACCESS
941-500-3-6 OLYMPIC SAVINGS A LOAN ASSOCIATION VACANT
941-500-4-1 OLYMPIC SAVINGS E LOAN ASSOCIATION VACANT
941-500-4-2 GROSS, MAX S JOYCE = VACANT-COMM.ZONED
941-550-1-2 GELDERMANN,HARLAN S. EST. OF & A. VACANT-IND. ZONED
MANUFACTURING .
941-550-4 WINNING ACTION INVESTMENTS INC. INDUSTRIAL I
941-550-5-1 OMERNIK, EDWIN P. E IRENE T. r. VACANT-IND. ZONED
1 941-550-7-1 UNITED INVESTORS INDUSTRIAL i
941-550-19-3 LEMOINE, CHARLES W. 3 NORMA M. INDUSTRIAL
941-550-28 DEMAR BARON POOL PLASTERING CO. COMMERCIAL
941-550-29 EIGHTY FOUR LUMBER COMPANY MANUFACTURING
941-550-34 LAKE MEADE ASSOCIATES ETAL WAREHOUSING
941-550-36 FRUMENTI, PETER J. VACANT-IND. ZONED
941-600-11 PRUDENTIAL INSURANCE COMPANY
941-600-12 PRUDENTIAL INSURANCE COMPANY VACANT-IND. ZONED
941-700-1-8 PRUDENTIAL INSURANCE COMPANY
VACANT-IND. ZONED
941-2756-6 DUBLIN ASSOCIATES MANUFACTURING
941-2756-7 DUBLIN ASSOCIATES MANUFACTURING
941-2756-10 HHH INVESTMENT b SUPPLY CO. MANUFACTURING
941-2761-2 PRUDENTIAL INSURANCE COMPANY VACANT-COMM./IND.
ZONED
941-2761-5 PRUDENTIAL INSURANCE COMPANY VACANT-COMM./IND.
ZONED
941-2763-10 PRUDENTIAL INSURANCE COMPANY VACANT-COMM./IND..
ZONED
941-2764-4 PRUDENTIAL INSURANCE COMPANY VACANT-IND./COMM.
ZONED
941-2764-5 PRUDENTIAL INSURANCE COMPANY. VACANT-IND./COMM.
ZONED -
946-7-1-2 HOUSING AUTHORITY OF THE CITY RESIDENTIAL
946-1151-7-3 KAMP EVERETT A.3 D. S KRAL P.J. . . VACANT-RESID. ZONED
946-1250-1-16 MORRISON HOMES CORPORATION .•- RESIDENTIAL
946-1250-5-1 DEVOR NURSERIES INC. VACANT-RESID. ZONED
946-1250-5-2 BUSCH, WILLIAM 8 VELMA M :'-VACANT-RESID./ .
IND.-ZONED-:..
946-1251-5 P.G. 8 E. CO. HEAVY .INDUSTRIAL
946-1251-7-1 KIEWIT PETER SONS CO: HEAVY-INDUSTRIAL=
946-1251-7-2 KAISER SAND 3 GRAVEL CO -
946-1251-11 BEST, KENNETH H.'TRUSTEE HEAVY INDUSTRIAL
946-3200-4-1 ALAMEDA COUNTY FLOOD CONTROL r
946-3200-5-1 ALAMEDA COUNTY FLO00 CONTROL
VACANT-RESID.'ZONED
946-3200-5-2 UNITED STATES OF AMERICA `
946-3200-12 PLEASANTON SANTA RITA PARTNERS VACANT-COMM./
RESID. ZONED
946-3215-7 ALAMEDA COUNTY FLOOD CONTROL RESIDENTIAL
946-3215-24 LIN, CHANG S. RESIDENTIAL
946-3215-25 LIN, CHANG S.
946-3325-43 CITY OF PLEASANTON INDUSTRIAL
946-4550-5 DEVCON DEVELOPMENT INC. INDUSTRIAL
946-4550-6 DEVCON.DEVELOPMENT INC. INDUSTRIAL
946-4550-7 DEVCON DEVELOPMENT INC. INDUSTRIAL
946-4550-8 DEVCON DEVELOPMENT INC. INDUSTRIAL
946-4550-9 DEVCON DEVELOPMENT INC. INDUSTRIAL
946-4550-10 DEVCON DEVELOPMENT INC. INDUSTRIAL
946-4550-11 DEVCON DEVELOPMENT INC. INDUSTRIAL
946-4550-12 DEVCON DEVELOPMENT INC. INDUSTRIAL
946-4550-13 DEVCON DEVELOPMENT INC. INDUSTRIAL
946-4550-14 DEVCON DEVELOPMENT INC. WAREHOUSING
946-4550-15 JENKS J.A.. CO.
946-4550-18 P. 8 M. DEVELOPMENT COMPANY • VACANT-COMM.ZONED
946-4550-24 GREENHORN ASSOCIATES WAREHOUSING
946-4550-26 ALAMEDA COUNTY FLOOD CONTROL ---
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