HomeMy WebLinkAboutItem 8.2 StatRptElCharro/I-580 (2)
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CITY OF DUBLIN
AGENDA STATEMENT
City Council Meeting Date: January 24, 1994
SUBJECT:
status Report for El Charro/I-SSD Interchange
Report by: Public Works Director Lee Thompson
EXHIBITS ATTACHED:
/
Summary of Access Study Report. A TJKM representative will
be at the meeting to explain the Report and answer questions
RECOMMENDATION:
gu.
Receive report
FINANCIAL STATEMENT:
None at this time
DESCRIPTION: For the past several years, Alameda County, the Cities of
Pleasanton, Livermore and Dublin, and local property owners have been meeting to
discuss needed modifications to the El Charro/I-SSD interchange. This interchange
will be the key component in the future development of the surrounding area and
improvements will be essential to mitigate the traffic impact of nearby future
development. For the short term, interim improvements will be needed to handle the
diversion of truck traffic from Stanley Blvd./First Street in Pleasanton beginning
in 1995. The impact on Eastern Dublin would be felt initially by the Chang-Su-O-Lin
and TMI properties. Impacts would also be felt on much of the Eastern Dublin
Planning Area along the future Fallon Road.
The El Charro Road task force was created and a consultant team consisting of
TJKM, Bissell & Karn (Greiner), Inc., and George Homolka, Inc. was hired to develop
design alternatives for the necessary interchange improvements. The cost of the
consultant's work was provided by Alameda County (as a property owner) and five
private property owners, including Kaiser Sand & Gravel, Calmet, RMC Lonestar,
Johnson-Himsl Property, and the Lin Company. The Cities of Pleasanton, Livermore
and Dublin provided staff review of the study.
Presently, the El Charro Road/I-SSD Interchange is a diamond configuration
containing a two-lane bridge with ramps controlled by stop signs. There are three
major quarry/concrete operations located to the south which supply much of the
aggregate resource for the region, and which will continue to do so for at least the
next 2S years. Quarry trucks use both El Charro Road and Stanley Blvd. as access
points. A lawsuit settlement agreement between the quarry operators and the City of
Pleasanton requires that after January 19, 1995, truck traffic on Stanley
Blvd./First Street in Pleasanton will cease. This will result in a substantial
increase in truck traffic on El Charro Road and the interchange.
In contrast, the interchange is receiving very light automobile use. The north
side of the interchange (Fallon Road) presently only serves widely scattered ranches
and does not provide access to any public through roads. The south side of the
interchange serves the quarries and a non-through frontage road provides access to
a weekend open-air market, a driving range, and some farms.
Under present conditions, the El Charro/I-SSD interchange operates well. The truck
traffic generated at the quarries has almost exclusive use of the interchange during
weekdays while the automobile traffic has almost exclusive use of the interchange
on the weekends. Plans adopted or now under consideration by the four Valley
jurisdictions will substantially increase the amount of automobile traffic using
this interchange. At the same time, truck traffic will have increased dramatically
when all quarry trucks are required to use the El Charro interchange. The
consultant team has developed in~erchange improvement concepts that would improve
the safety and capacity of this interchange (see summary Report).
In a recent meeting, the members of the Task Force decided not to pursue improving
the interchange at this time, but to make improvements on local streets. It was
further agreed that when improvements to the I-SSD interchange are needed, that
developers and property owners on both sides of the freeway would contribute toward
the improvements of this interchange.
ITEM NO.
COPIES TO: Chris Kinzel, TJKM
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SUMMARY
EL CHARRO ROAD
AND
INTERSTATE 580
ACCESS STUDY REPORT
Prepared for the
EI Charro Road Task Force
Consultant Team:
Bissell & Karn (Greiner), Inc.
T JKM Transportation Consultants.
George E. Homolka, Inc.
OCTOBER 1993
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SUMMARY
The EI Charro Road Task Force under the guidance of the Alameda County Planning
Department commissioned a study of the access around the EI Charro / Fallon Road
and 1-580 interchange. The purpose of the study was to determine how to successfully
mix the existing and future rock quarry traffic with proposed residential and commercial
traffic growth in the immediate area.
The present 1-580 interchange is a standard diamond interchange with single lane on
and off ramps. The ramp ends are controlled by stop signs. The traffic on EI Charro
Road and Fallon Road is not controlled. The interchange is owned and operated by
the California Department of Transportation (Caltrans) and any modification of the
interchange requires their approval. EI Charro Road runs south of the interchange in
the cities of Livermore and Pleasanton. The developed portion of the roadway is
privately owned. Fallon Road runs north of the interchange in the City of Dublin and is
publicly owned.
The EI Charro/Fallon interchange presently handles a large number of quarry trucks
and very limited automobile traffic. Because of the limited demand on the interchange,
it operates at a high level of service. The demand, however, will increase over the next
few years due to several factors:
1. In 1995, truck routes in Pleasanton will be altered thus requiring virtually all
quarry trucks to use the interchange.
2. Quarry truck volume is projected to increase.
3. Residential and commercial development is projected to occur both north
and south of 1-580.
Existing and projected truck volumes are shown on Figures 1 and 2 respectively.
Buildout and Modified Buildout traffic volumes are shown on Figures 3 through 6.
The proposed residential and commercial development is planned to have access to 1-
580 at the EI Charro I Fallon Road interchange. In addition to the through traffic on EI
Charro Road and Fallon Road, traffic will be augmented by traffic from new arterials
parallel to 1-580. On the north side, the new parallel road will be North Canyons
Boulevard. North Canyons Boulevard presents little concern with regard to truck/auto
mix because no quarry operations exist on the north side of 1-580. As long as the
intersection of North Canyons Boulevard and Fallon Road is at least 1200 feet north of
the interchange ramp end, no unusual problems are anticipated. On the south side, the
parallel road will be Stoneridge Drive/Jack London Boulevard. The new intersection of
Stone ridge Drive and EI Charro Road must provide for the safe passage of a large
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number of quarry trucks and must provide adequate spacing for the safe mixing of
automobiles and trucks as they enter the freeway. The location and design of the
Stoneridge intersection with EI Charro Road is complicated by the following conditions:
1. Stoneridge Drive/Jack London Boulevard will be required to be extended
east of EI Charro Road to Airway Boulevard as a condition of freeway access
improvements. The location of the extension is undetermined at this time.
2. The Stoneridge Drive / EI Charro Road intersection will be very near the
proposed new confluence of the Arroyo Mocho (Line G) and the Arroyo Las
Positas (Line H).
3. The proposed Stoneridge Drive / EI Charro Road intersection requires the
conversion of a private quarry haul road to a public street between the new
intersection and Friesman Road.
4. Rock quarry traffic has had almost exclusive use of the 1- 580 interchange
since it was built. Trucks have not been required to mix with auto traffic until
they merged onto the freeway lanes.
Several previous studies of the problems outlined above, have preceded this study.
The goals of this study were therefore set as follows:
1. Develop an expanded interchange which will allow for the safe handling of
the projected mixed auto and quarry truck flows and will be acceptable to
Caltrans.
2. Develop an intersection at Stoneridge Drive and EI Charro road which will
safely segregate auto and truck traffic.
3. Develop a phasing plan which will satisfy the requirements of the local
jurisdictions and Caltrans.
4. Identify potential funding sources.
5. Develop trigger mechanisms to indicate the need to move to the next phase
of development.
The recommended configurations are shown on Exhibits 1 and 2. These exhibits show
the recommended Stage I and Stage 1\ development of the circulation system. The
costs for development of Stage I is $ 10,949,000 and for Stages I and II is $
21,512,000 as shown on Tables 1 and 2 respectively.
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In considering the sources of funds to construct the necessary improvements, only
those that can realistically be expected are presented here.
Stoneridge Drive Specific Plan:
TOTAL
$1,128,500
$5,886,500
$ 951,600
$7,966,600
1-580 Interchange
EI Charro Road
Flood Control
Eastern Dublin Specific Plan
Interchange Improvements $11,220,000.
.Split evenly in the years 2003 and 2004
Livermore Transportation Improvement Fee Program (TIF)
Not Programmed
Alameda Flood Control and Water Conservation District- Zone 7
Special Drainage Area 7-1 Reimbursement
Line G (Arroyo Mocho)
Construction $
Line H (Arroyo Las Positas)
Construction $
Junction Structure $
431,592
198,624
30,400
$ 660,616
State and Local Transportation Partnership Program (SB 300)
This program historically has participated at approximately 15-30% of
Construction costs. Based on the construction costs shown in Tables 1 and 2
and a 15% participation, the SB 300 funds are expected to be:
Stage I
Stages I and II
$ 1,312,000
$ 2,582,000
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Funds available for Stage I:
TOTAL
$ 7,966,600
$ 0
$ 0
$ 660,600
$ 1,312,000
$ 9,939,200
$ 1,010,000
Stoneridge Drive Specific Plan
Eastern Dublin Specific Plan
City of Livermore TIF
Special Drainage Area 7-1
SB 300 SL TPP funds
Shortfall (excluding RIW costs)
Funds available for Stages I and \I
TOTAL
$ 7,966,600
$11,220,000
$ 0*
$ 660,600
$ 2,582,000
$ 22,429,200
Stoneridge Drive Specific Plan
Eastern Dublin Specific Plan
City of Livermore TIF
Special Drainage Area 7-1
SB 300 SL TPP funds
*TIF funds are not programmed at this time.
Based on the above available funds, not including any participation by Livermore, plus
15% from SB 300, there is slight shortfall in funding for the development of Stages I.
Stage \I appears to be fully fundable in 2004. This will depend on inflation and the City
of Livermore TIF participation.
Based on the above information, it was recommended that the EI Charro Road Task
Force proceed with the development of a Project Study Report (PSR) to begin the
required Caltrans approval process, develop a mechanism to cover the funding shortfall
and begin development of the necessary agreements between the many jurisdictions
affected by the proposed work.
However, the time frame required for Caltrans approval and the potential funding
shortfall for Stage lied the Task Force to request that additional studies be completed
to develop scaled back improvements plans for EI Charro Road outside of the freeway
right of way. These alternatives are presented as Interim Alternatives A, B, C and D on
Exhibits 3,4,5 and 6 respectively. The development costs for each alternative are
shown on tables 1 through 6 respectively.
All of these reduced cost alternatives have traffic limitations. In order for the reader to
determine the approximate life of any of these alternatives, Traffic figures 7 through 9
have been developed. These figures illustrate the critical intersections, their critical
volumes and the traffic that would be added by planned development projects. By
adding the volumes from the new development to the already approved volumes, the
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new intersection volumes can be approximated. When the volume exceeds the critical
volume, the intersection breaks down.
The proposed improvements will require several inter jurisdictional agreements. This is
due to the number of Cities that must eventually sign a new Freeway Agreement and
must jointly fund the project. These agreements and the time consuming Caltrans
process cause a long lead time for projects of this type. It is estimated that it will take
at least 3 years from the beginning of the PSR before any major interchange
modifications can begin construction. This process can take many years longer if
funding is not available.
Recommendations:
1. Develop the funding to cover the cost of preparing a Project Study Report (PSR) to
begin the Caltrans processing for a modified interchange. The cost for the PSR will be
between $300,000 and $ 500,000 and will take one to one and a half years to
complete.. The PSR develops preliminary traffic, geometry and cost estimates for
construction, RIW and Engineering. It also includes a Preliminary Environmental
Evaluation Report used to determine the area of impact and required environmental
studies. When approved by Caltrans, it becomes the controlling guideline for
interchange geometry and the Environmental Document.
2. Develop agreements between the affected jurisdictions regarding funding and
development control.
3. Establish a joint project with Zone 7 to ensure that channel excavation is used for
roadway fill.
4. Develop funding to construct Stage I, if possible.
5. If funding is available, but Caltrans has not approved the project, construct Interim
Alternative D. This stage will provide capacity for growth during the time it will take for
Caltrans approval of the interchange modifications. It will also provide for the least
sunk cost in staging.
6. If only minimal funds are available, consider the other Interim Alternatives in
conjunction with limited growth until funds are available for the construction of Stage I.
5
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WB 1-580
FRIESMAN RD.
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LEGEND
(XXX) (A.M.)
XX (P.M.)
Truck volumes are expressed in passenger car equivalents
EI Charro Road Improvement Study
1993 Gravel Trucks (based on 500 truck trips per day)
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EB 1.580
II
North
FIGURE
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, 4.066 . 8/93 - RH
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EB ~580
WB 1.580
HUESMAN RD.
(572) 184/ t
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LEGEND
(XXX) (A.M.)
XX (P.M.)
II
North
Truck volumes are expressed in passenger car equivalents
EI Charro Road Improvement Study
Design Year Gravel Trucks '
(based on 5,400 truck trips per day)
Prepared By FIGURE
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14.066. 10193. RH
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I
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1,10~ + ~50 I
1,015 -:Jt
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Truck volumes are expressed in passenger car equivalents.
EI Charm Road Improvement Study
Buildout P.M. Peak Hour Traffic Volumes
EB ~580
I
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1225
I
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~ 1,000
.....- 240
~25
5' t ~5
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1/225
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Truck volumes are expressed in passenger car equivalents. m
1 loaded truck"" 3 autos
1 unloaded truck"" 2 autos
EI Charro Road Improvement Study
Buildout A.M. Peak Hour Traffic Volumes
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1792
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Truck volumes are expressed in passenger car equivalents.
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Modified Buildout P.M. Peak Hour Traffic Volumes
E8 ~580
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1 loaded truck = 3 autos
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EI Charro Road Improvement Study
Modified Buildout A.M. Peak Hour Traffic Volumes
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COSTS.
The cost of construction for each of the recommended plans is shown on the following
tables.
TABLE 1
ELCHARRO INTERCHANGE-STAGE I
Conceptual Estimate April 1993
Site Clearing $225,000
Temporary Facilities $225,000
Earthwork $1,566,000
Paving and Base $1,335,000
Ramps $372,000
City Street $700,000
Truck Road $263,000
Structures $2,363,000
Overpass Widening $670,000
Creek Crossings $581,000
Retaining Walls $370,000
Tunnel $742,000
Drainage $450,000
Freeway $300,000
Local $150,000
Signs, Stripes and Barricades $150,000
Signals and Lighting $400,000
Mobilization $895,000
Construction Subtotal $7,609,000
Contingency (15%) $1,140,000
CONSTRUCTION TOTAL $8,749,000
Engineering, Administration and Inspection (25%) $2,200,000
TOTAL INITIAL PHASE $10,949,000
.
.
TABLE 2
EL CHARRO INTERCHANGE - STAGES I AND II COMBINED
Conceptual Estimate April 1993
Site Clearing $450,000
Temporary Facilities $450,000
Earthwork $1,855,000
Excavation $1,755,000
Imported Borrow $100,000
Paving and Base $2,717,000
Ramps $1,444,000
City Street $950,000
Truck Road $323,000
Structures $4,745,000
Overpass Widening $670,000
New Overpass $1,300,000
Ramp Overpass $315,000
Creek Crossings $1,348,000
Retaining Walls $370,000
Tunnel $742,000
Drainage $700,000
Freeway $450,000
Local $250,000
Signs, Stripes and Barricades $750,000
Signals and Lighting $1,495,000
Mobilization $1,800,000
Construction Subtotal $14,962,000
Contingency (15%) $2,250,000
CONSTRUCTION TOTAL $17,212,000
Engineering, Administration and Inspection (25%) $4,300,000
TOTAL ULTIMATE PHASE $21,512,000
.
.
TABLE 3
EL CHARRO INTERCHANGE - INTERIM ALTERNATIVE A
Conceptual Estimate April 1993
Site Clearing $125,000
Temporary Facilities $125,000
Earthwork* $1,566,000
Paving and Base $274,000
Overlay Existing Streets $14,000
New City Street $150,000
Truck Road $110,000
Structures $781,000
Overpass Widening $0
Creek Crossings $781,000
Retaining Walls $0
Tunnel $0
Drainage $150,000
Freeway $0
Local $150,000
Signs, Stripes and Barricades $50,000
Signals and Lighting $150,000
Mobilization $500,000
Construction Subtotal $3,721,000
Contingency (15%) $550,000
CONSTRUCTION TOTAL $4,271,000
Engineering, Administration and Inspection (25%) $1,070,000
TOTAL INTERIM ALTERNATIVE A $5,341,000
* Includes moving all Creek excavation to future embankment.
If material is moved to stockpile, then remove $600,000 from the TOTAL.
.
.
TABLE 4
EL CHARRO INTERCHANGE - INTERIM ALTERNATIVE B
Conceptual Estimate April 1993
Site Clearing $125,000
Temporary Facilities $125,000
Earthwork* $1,566,000
Paving and Base $374,000
Overlay Existing Streets $14,000
New City Street $250,000
Truck Road $110,000
Structures $781,000
Overpass Widening $0
Creek Crossings $781,000
Retaining Waifs $0
Tunnel $0
Drainage $150,000
Freeway $0
Local $150,000
Signs, Stripes and Barricades $50,000
Signals and Lighting $150,000
MobiliZation $500,000
Construction Subtotal $3,821,000
Contingency (15%) $550,000
CONSTRUCTION TOTAL $4,371,000
Engineering, Administration and Inspection (25%) $1,070,000
TOTAL INTERIM ALTERNATIVE B $5,441,000
* Includes moving all Creek excavation to future embankment.
If material is moved to stockpile, then remove $600,000 from the TOTAL.
.
.
TABLE 5
EL CHARRO INTERCHANGE -INTERIM ALTERNATIVE C
Conceptual Estimate April 1993
Site Clearing $130,000
Temporary Facilities $130,000
Earthwork. $1,566,000
Paving and Base $484,000
Overlay Existing Streets $14,000
New City Street $325,000
Truck Road $145,000
Structures $1,281,000
Overpass Widening $0
Creek Crossings $781,000
Retaining Walls $0
Tunnel $500,000
Drainage $150,000
Freeway $0
Local $150,000
Signs, Stripes and Barricades $50,000
Signals and Lighting $200,000
Mobilization $520,000
Construction Subtotal $4,511,000
Contingency (15%) $650,000
CONSTRUCTION TOTAL $5,161,000
Engineering, Administration and Inspection (25%) $1,290,000
TOTAL INTERIM ALTERNATIVE C $6,451,000
· Includes moving all Creek widening material to future embankment.
If material is moved to stockpile, then remove $600,000 from the TOTAL
.
.
TABLE 6
EL CHARRO INTERCHANGE - INTERIM ALTERNATIVE D
Conceptual Estimate April 1993
Site Clearing $150,000
Temporary Facilities $150,000
Earthwork* $1,566,000
Paving and Base $639,000
Overlay Existing Streets $14,000
New City Street $325,000
Truck Road $300,000
Structures $1,631,000
Overpass Widening $0
Creek Crossings $781,000
Retaining Walls $100,000
Tunnel $500,000
Drainage $170,000
Freeway $0
Local $170,000
Signs, Stripes and Barricades $60,000
Signals and Lighting $200,000
Mobilization $560,000
Construction Subtotal $5,126,000
Contingency (15%) $900,000
CONSTRUCTION TOTAL $6,026,000
Engineering, Administration and Inspection (25%) $1,510,000
TOTAL INTERIM ALTERNATIVE 0 $7,536,000
* Includes moving all Creek widening material to future embankment.
If material is moved to stockpile, then remove $600,000 from the TOTAL