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HomeMy WebLinkAboutItem 6.1 East Dub TIFG~~~ OF DU~~~
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O'ILIFOR~~
STAFF REPORT CITY C L E R K
DUBLIN CITY COUNCIL File # ^©~0-00
DATE: March 16, 2010
TO: Honorable Mayor and City Councilmembers
FROM: Joni Pattillo, City Manager
SUBJE Resolution Adopting Revisions to the Eastern Dublin Traffic Impact Fee (EDTIF)
and Area of Benefit Fee
Prepared By: Mark Lander, City Engineer
EXECUTIVE SUMMARY:
The City Council, in adopting the 2009 Update to the Eastern Dublin Traffic Impact Fee,
directed Staff to determine if a fee reduction for residential development within the Eastern
Dublin Transit Center was warranted due to lower vehicle trip generation. Staff has prepared
the 2010 Update, which provides a 25% trip reduction rate for the Transit Center, resulting in a
total fee reduction of 27% for residential development within the Transit Center. The fee for all
other development will be reduced by 1-3% based on minor adjustments to construction costs.
Additional adjustments are also proposed as they relate to classifications of uses.
FINANCIAL IMPACT:
Fees collected are used to finance public infrastructure and improvements needed to reduce
the traffic-related impacts caused by development in Eastern Dublin. The EDTIF (Fee) was last
revised in April 2009, and needs to be updated to reflect the current cost of acquiring land and
constructing traffic impact improvements, as well as a lower factor proposed for the trip
generation rate for development within the Transit Center. The cost of preparing the 2010
EDTIF Update is included in the Fee.
RECOMMENDATION: 1) Open Public Hearing;
2) Receive Staff Presentation;
3) Receive Public Testimony;
4) Close Public Hearing, determine value of protests (to Area of Benefit
Fee only);
5) Deliberate; and
6) Adopt the Resolution revising the Traffic Impact Fee and Area of
Benefit Fee for future developments within the Eastern Dublin Area,
as previo ly established by Resolution 1-95 and revised by
es s 41-9 225-99, 111-04, and 41-09. _
~ ,~_~~ ~
S fitted By Reviewed By Revie By
City Engineer Administrative Services Director Assistant City Manager
Page 1 of 13 ITEM NO. ~ ' ~
~ ,
DESCRIPTION: The Eastern Dublin Traffic Impact Fee (EDTIF or TIF) was originally
established in January 1995, and was subsequently revised in April 1996, December 1999,
June 2004, and April 2009.
The City Council approved the 2009 Update to the Eastern Dublin Traffic Impact Fee (EDTIF or
TIF) following a public hearing on April 7, 2009. At that time, the Alameda County Surplus
Property Authority (ACSPA), along with Avalon Bay Communities and DR Horton, owners of
underdeveloped properties within the Eastern Dublin Transit Center, provided both written and
verbal testimony before and at the public hearing requesting that the EDTIF be modified to
provide a fee reduction for residential development within the Transit Center. This request was
based on provisions in State Government Code Section 66005.1., which allows local
government to consider a fee reduction on the basis that transit-oriented developments
generate less vehicle traffic, since residents will instead use public transit.
The City Council, in adopting the 2009 Update, directed Staff to prepare a work plan to develop
a fee reduction for the Eastern Dublin Transit Center. Staff subsequently developed a work
plan, which was adopted by the City Council on May 19, 2009.
Accordingly, a 2010 TIF Study Update has been prepared, the details of which are discussed in
the body of this Report. As a result of the 2010 Study Update, a revision to the EDTIF rates is
recommended for adoption by the City Council. The Study Update includes a 25% reduction in
the trip generation rate for high-density residential development at the Eastern Dublin Transit
Center. The trip generation rate is one factor that is used to calculate the amount of fees owed.
Section 11 of the proposed resolution also includes an automatic annual fee adjustment
applicable beginning July 1, 2011 and continuing annually until the next update and / or
adoption of a revised fee. The automatic annual adjustment is based on indicators measuring
the annual increase in land and construction costs. The automatic annual adjustment does not
apply to the BART Garage component which contains a fixed cost.
Proposed TIF Rates (Per Trip):
The calculation of Traffic Impact Fees begins with a cost per trip that is then multiplied by a
factor depending on the land use. The TIF also has different categories of fees that are
collected (i.e. Section I fees relate to financing projects required to service development
generated within the Eastern Dublin Specific Plan area. Section II fees may be within or outside
of the Eastern Dublin Specific Plan Area). Chart 1 on the following page depicts a summary of
the current cost per trip compared to the proposed fees.
CHART 1.
COMPARISON OF CURRENT AND PROPOSED TRAFFIC IMPACT FEE RATES
Page 2 of 13
(PER TRIP BASIS)
LAND USE RESIDENTIAL NON-RESIDENTIAL
Fee Category Existing Proposed % Change Existing Proposed % Change
(711/2009) (7/1/2009)
Section I $579 $579 -0% $579 $579 -0%
Section I $47 $27 -43% N/A N/A N/A
Residential
Section II $160 $156 -3% $160 $156 -3%
Total Section I and 786 762 -3% 739 735 -1 %*
II (Development
within Transit
Center
Section II $77 $79 3% N/A N/A N/A
Residential BART
Parkin Fee
Total Section I and 863 841 -3% 739 735 -1
II (Development
Outside Transit
Center
"KOUnded up trom 0.54"/0
As shown above, the proposed per trip rate utilized for residential uses located within the
Transit Center is $762 per trip, while the proposed per trip rate utilized for residential uses
outside the Transit Center is $841 per trip. Both of these rates are proposed to decrease by
3%. The per trip rate for non-residential uses is proposed at $735 per trip, which is a 1
decrease from the current fees.
All residential uses are subject to the Section I Residential adjustment of $27 per trip, which
allocates to the residential fee certain improvements that benefit residential uses, specifically
the Tassajara Creek Regional Trail and certain Park and Ride facilities. This residential fee
reduction is accounted for as part of the overall Section I fees and will be discussed later in this
report.
Residential uses outside the Transit Center are also subject to the Section II Residential BART
Parking Fee Component, which allocates a portion of the Transit Center BART parking structure
to the Fee. This fee is proposed to increase from $77 to $79 per trip. The Section II
Residential BART Parking fee is collected and tracked separately from the remainder of the
Section II fees.
Non-Residential Fee
The fee for non-residential development is determined by applying the proposed per trip fee of
$735 to the estimated average weekday trip generation of the particular development, utilizing
the trip generation rates detailed on Exhibit C to the proposed resolution entitled, "Eastern
Dublin Traffic Impact Fee Schedule."
Page 3 of 13
During the EDTIF update process, Staff discussed the possibility of revising the trip generation
rates for restaurants to be consistent with the trip generation rate in the Institute of
Transportation Engineers (ITE) Trip Generation Manual, 8th Edition, which allows for both a
35% pass-by and a 5% internalization reduction. Exhibit C to Attachment 1 has been modified
under the 2010 Update to include modified and additional trip generation rates for restaurants.
These revised rates provide greater flexibility in assigning appropriate trip generation rates to
different restaurant types. The 2010 Study Update will revise Exhibit C to create the following
trip generation rates for restaurants:
Located Within a Shopping Current Trip Generation Proposed Trip Generation
Center (May be a separate legal Rate Rate
parcel but with shared parking
and internal vehicle/ pedestrian
connections to adjacent
commercial arcels
Quality (leisure) Appropriate Shopping Appropriate Shopping
Center Rate Center Rate
Sit-down, high turnover (usually Appropriate Shopping Appropriate Shopping
chain other than fast food) Center Rate Center Rate
Bar/Tavern Appropriate Shopping Appropriate Shopping
Center Rate Center Rate
Fast Food (w/o drive through) 465/1,000 sf Appropriate Shopping
Center Rate
Fast Food (with drive through) 465/1,000 sf 306/1,000 sf
Located On A Separate Parcel Current Trip Rate Proposed Trip Rate
(w/o shared parking and Generation Generation
internal vehicle/ pedestrian
connections to adjacent
commercial arcels
Qualit leisure Not Provided 56/1,000 sf
Sit-down, high turnover (usually Not Provided 79/1,000 sf
chain other than fast food
Bar/Tavern Not Provided 98/1,000 sf
Fast Food Not Provided 306/1,000 sf
Consistent with the previous study, commercial uses in two areas, the ground-floor retail uses
within the residential portion of the Transit Center and the retail uses within The Groves
(Fairway Ranch) high-density residential development, are exempt from paying the fees. This
exemption is due to the fact that these retail uses are considered ancillary to these
developments, will serve the adjoining residential areas via pedestrian access, and will not
generate additional vehicle trips. These areas are shown on Exhibit D to Attachment 1..
Residential Fee
Residential fees are determined by applying the proposed per trip fee ($841 if outside the
Transit Center and $762 if within the Transit Center boundaries), which is multiplied by the
estimated average weekday trip generation of the particular housing type, based on the land
Page 4 of 13
designation included in the Eastern Dublin General Plan Amendment and Specific Plan. As
previously noted, one of the reasons for this update was to consider the development of a
special category and rate for residential development within the Transit Center area. All
residential property within the Transit Center is currently designated in the Eastern Dublin
Specific Plan as High Density. Chart 2 below provides a summary of the current residential
fees compared to the proposed fees as well as the new fee category for the Transit Center.
CHART 2
CURRENT FEE COMPARED TO PROPOSED RESIDENTIAL PER UNIT FEE
BASED ON TRIP GENERATION
Land Use Type Density Trips per Current Fee Proposed %:Change
Day per per Unit Fee" Per ; Fee per ''`
Unit Unit ' Unit
Low Density Up to 6 units/ 10 $8,630 $8,410 3%
acre
Medium Density 6.1-14 units/ 10 $8,630 $8,410 3%
acre
Medium/ High 14.1-25 units/ 7 $6,041 $5,887 3%
Density acre
High Density 25.1 or more 6 $5,178 $5,046 3%
Outside Transit units/ acre
Center
High Density within 25.1 or more 4.5 $4,716 $3,429 27%
Transit Center units/ acre
New
Second Units Sec. 8.80 6 $5,178 $5,046 3%
Municipal
Code
Background:
Attachment 2 to the Staff Report provides a brief description of the development of the Eastern
Dublin Traffic Impact Fee. It outlines the land use and environmental studies conducted prior to
adoption of the fee as well as updates and adjustments that have occurred between 1995 and
2009. The 2010 Eastern Dublin Traffic Impact Fee Update, dated February 22, 2010, prepared
by the City of Dublin Public Works Department (2010 Study Update), attached as Exhibit B to
Attachment 1, utilizes similar methodology to that used in the various studies and study updates
described in Attachment 2. This approach first estimates the cost of all TIF improvements left to
be constructed, and then allocates these estimated costs to new development left to be
constructed, based on the estimated average weekday trip generation of different types of land
uses.
Page 5 of 13
2010 Eastern Dublin Traffic Impact Fee Update
EDTIF improvements are categorized in three sections: Section I improvements are those
within the Eastern Dublin Specific Plan Area which are needed solely to accommodate new
development projected within Eastern Dublin and are funded 100% through the EDTIF. Section
II improvements refer to improvements within or outside the Eastern Dublin Specific Plan Area
which are needed, in part, to support new development projected within Eastern Dublin, and the
EDTIF funds the proportionate fair share by Eastern Dublin development. Section III
improvements were originally necessary to accommodate new development projected within the
region.
Section I improvements include two projects funded solely by residential development: (1) the
Park and Ride lots, and (2) the Tassajara Creek Bike Path. These residential components are
accounted for as part of the overall Section I fees and improvements. The remainder of the
Section I improvements are funded both by residential and non-residential development. In
addition, Section II improvements also include an East Dublin BART Garage project funded
solely by residential development outside of the Transit Center. The Section II Residential
BART Garage Fee collected to fund this project is treated as a separate fee for the purpose of
collection and accounting.
The 2010 Study Update calculates the appropriate Fee rates for Section I and Section II
improvements, as well as for the Section I and Section II residential adjustments. The Section
III portion of the Fee was suspended with the adoption of the Tri-Valley Transportation
Development Fee (TVTDF) in 1998; thus, the 2010 Study Update does not include a Fee rate
for Section III fees. In the event that the Section III portion of the Fee becomes effective again,
the rate will be adjusted to account for all changes in land and construction costs since the
effective date of the TVTDF.
The 2010 Study Update accounts for EDTIF improvements that have been completed or are
currently under construction by private developers in return for EDTIF credits, as well as for
current EDTIF funds that have been received to date. The 2010 Study Update also refines the
aggregate trip generation estimates and determines the remaining trips upon which to base the
revised Fee. Table 1 of the 2010 Study Update (Table 1 -Exhibit B) details the calculation of
the revised EDTIF rates. The following discussion highlights specific issues that were
considered in calculating revised TIF rates:
Transit Center Trip Rate Reduction
The City Council approved the 2009 Update to the Eastern Dublin Traffic Impact Fee (EDTIF or
TIF) following a public hearing on April 7, 2009. At that time, the Alameda County Surplus
Property Authority (ACSPA), along with Avalon Bay Communities and DR Horton, owners of
underdeveloped properties within the Eastern Dublin Transit Center, provided both written and
verbal testimony before and at the public hearing, requesting that the EDTIF be modified to
provide a fee reduction for residential development within the Transit Center. This request was
based on provisions in State Government Code Section 66005.1, which allows local
government to consider a fee reduction on the basis that transit-oriented developments
generate less vehicle traffic, since residents will instead use public transit.
Government Code Section 66005.1 states that, effective January 1, 2009 if residential
development near a transit center meets certain criteria, the traffic impact fee shall be "set at a
Page 6 of 13
rate that reflects a lower rate of automobile trip generation associated with such housing
developments in comparison with housing developments without these characteristics." These
characteristics are (1) an accessible pedestrian path to the transit station, along a pathway not
exceeding one-half mile in length; (2) provisions for limited parking within the site, to discourage
vehicle ownership and attract residents who will use transit; and (3) location within one-half mile
of "convenience retail uses, including a store that sells food." This requirement is deferred until
January 1, 2011, if the development is located within an area covered by a capital improvement
plan for traffic facilities which are funded by a development impact fee. The Eastern Dublin
Transit Center is subject to the Eastern Dublin Traffic Impact Fee, and therefore the reduced
fee rate is deferred until January 1, 2011, provided the above three criteria are met.
Development within the Eastern Dublin Transit Center does not currently meet the three criteria.
In the event a development does not satisfy the above criteria, the agency may charge a fee
"that is proportional to the estimated rate of automobile trip generation associated with the
housing development."
In summary, while the intent of the law would be to recognize the value of transit-oriented
development in fostering transit use in lieu of vehicle trips, the law is vague as to how the
reduction will be determined, and assigns that task to the local agency.
The City Council, in adopting the 2009 Update, directed Staff to prepare a work plan to review if
a fee reduction was warranted for the Eastern Dublin Transit Center. Staff subsequently
developed a work plan, which was adopted by the City Council on May 19, 2009. The fee
reduction would be based not on the three criteria established by Government Code Section
66005.1, but rather on review of actual completed transit-oriented developments. The 2010
Study Update conforms to the work plan.
In conformance with the work plan, the City commissioned a study by Fehr & Peers,
Transportation Consultants, to develop the likely range of vehicle trip reductions for transit-
oriented residential development adjacent to the Bay Area Rapid Transit (BART) stations in
Dublin. The study results, contained in a technical memorandum dated December 16, 2009,
recommend a reduction of 25% for multi-family residential development located in a mixed-use
environment within abarrier-free half-mile walk of a BART station. The study is attached to the
Study Update (Exhibit B to Attachment 1).
The 2010 Study Update incorporates the recommendations of the study. The trip generation
rate for high-density residential development within the Transit Center has been reduced by
25%, from 6 trips per day per unit to 4.5 trips per day per unit. The impact to the fee per unit
can be seen in Chart 2 presented above.
Cost Estimates
The 2010 Study Update relies on a number of data sources to determine the costs that must be
financed by the revised EDTIF, which are listed below:
1. The Public Works Department has prepared a new cost estimate for remaining
improvements (included as Attachments 1-5 in the 2010 Study Update). This estimate
updates cost estimates for all EDTIF improvements remaining to be funded, excluding
`Page 7 of 13
improvements already completed or currently being constructed by private developers
under existing development agreements.
2. The Finance Division has provided information regarding the outstanding balance due on
prior funding advances and EDTIF credits, as of July 1, 2009, as well as the cash
balance of EDTIF funds collected and unallocated as of July 1, 2009 (Attachments 6 and
7 in the Study Update).
Costs and credit estimates in Item 1 above rely on updated right-of-way values provided in the
Valuation Analysis Report for Traffic and Facilities Impact Fee Study, Eastern Dublin, prepared
by Associated Right-of-Way Services, dated September 10, 1999. The Valuation Analysis was
updated in June 2003 and again in June 2006. Right-of-way values were based on the same
methodology used in past studies, but were updated to reflect land values in the Tri-Valley area
as shown in the 2006 appraisal.
Cost Adjustment For Section I Residential Improvements (Park And Ride)
Certain EDTIF improvements have changed in scope since the 2009 Study Update and are
reflected in the 2010 Study Update. Specific changes include the deletion of the Park and Ride
Lot on Fallon Road at Interstate 580. The Park and Ride Lot would have been located within the
Fallon Gateway Retail Center. In lieu of dedicating land within the center and constructing the
Park and Ride Lot, the Retail Center is conditioned to restripe the existing Koll Center Park and
Ride Lot on Tassajara Road at Interstate 580 in order to provide the 200 parking spaces
required under the General Plan and the Eastern Dublin Specific Plan. This results in a
reduction of the Section I Residential surcharge of approximately $1.5 Million.
Cost Adjustment Zone 7 Flood Control Charges Levied On Impervious Surface
The 2009 Study Update set the rate for the Zone 7 Water Agency Impervious Surface Fee at
$1.82 per square foot. This fee is collected by Zone 7 for all developments (including public
projects) which create new impervious surface in order to finance construction of additional
flood control facilities to mitigate the increased runoff from these developments. At the time of
adoption of the 2009 Update, Zone 7 had proposed a revision to the fee at the rate of $1.82 per
square foot.
In May 2009 (following the adoption of the 2009 Study Update), Zone 7 adopted a lower fee
revision, which set the rate for 2009 at $0.87 per square foot and increases the fee annually to
an ultimate rate of $1.42 per square foot in 2014. The next anticipated update of the EDTIF is in
2012; the Zone 7 fee will at $1.10 per square foot at that time. The 2010 Study Update uses a
rate of $1.10 per square foot.
Contra Costa County Contribution
The City of Dublin and Contra Costa County entered into a Joint Exercise of Powers Agreement
(dated June 1, 2000) whereby the Dougherty Valley development will contribute toward the
costs of certain portions of EDTIF improvements needed as the result of development in the
Dougherty Valley. The original amount of fees to be collected based on the Agreement was
$13.5 Million. Since the rate charged contains an annual escalator, the total amount to be
collected will be approximately $17 Million. The 2010 Study Update estimates the remaining
Page 8 of 13
amount of fees to be collected from the Dougherty Valley development and applies these fees
toward costs in the EDTIF.
Trip Generation
The 2010 Update Study refines the estimated trip generation (413,090 trips) from land subject
to the EDTIF based on actual land use proposals. The new figure is a decrease of
approximately 1,572 trips in comparison to the 2009 Update Study. A history of total Trips
estimated for the area covered by the fee is shown below:
History of Estimated Number of Total Trips Generated
In The Area Subject To The Eastern Dublin Traffic Impact Fee
YEAR OF FEE STUDY TOTAL NUMBER OF TRIPS
1996 344,078
1999 356,359
2004 361,432
2009 414,662
2010 413,090
The decrease is due to the proposed new 25% reduction of residential trips assigned to High
Density Residential uses within the Eastern Dublin Transit Center. This reduces the residential
trips generated within the Transit Center from 6,288 to 4,716.
The 2010 Study Update, with the exception of the regional County Government Center land
north of Gleason Drive, excludes trips generated by and from public facility land uses, including
public schools and parks, because the trips to and from these land uses are generated by new
development. This information is shown in Attachments 9 and 10 to the Update Study.
Based on building permits issued in Eastern Dublin through July 1, 2009, and on construction
activity pursuant to existing entitlements, the 2010 Study Update estimates the number of trips
remaining by estimating the trip status as shown in the Table below:
Estimated Number of Total Trips Remaining
In The Area Subject To The Eastern Dublin Traffic Impact Fee
STATUS TRIPS
Be innin Balance Total Number of Tri s 413,090
LESS: Number of Tri s Where Fee Has Been Paid 116,471
Number of Tri s Since Jul 1, 2009 until new Fee is Effective 1,430
Estimated Remainin Tri s Sub~ect To Pro osed Fee 295,189
As stated above, the estimated remaining trips are based on a combination of actual unit count
for entitled developments and mid-range densities as shown in the Eastern Dublin Specific Plan
for unentitled properties. Of the estimated 295,189 trips that will be subject to the new Fee,
63,213 (21 % of the total) are estimated to be generated from residential development and
231,976 (79% of the total) are to be generated from non-residential development.
Proposed TIF Rates
Page 9 of 13
Based on the updated cost estimates and trip generation rates, the 2010 Study Update
proposes a revised EDTIF rate of $735 per trip for non-residential uses, $762 per trip for
residential uses within the Transit Center, and $841 per trip for residential uses outside the
Transit Center. The application of these per trip rates to particular non-residential and
residential land uses is described at the beginning of this Report.
Exemptions
The EDTIF includes full exemptions for building construction that would not increase vehicle
traffic to and from the site. Full exemptions are granted for reconstruction, alteration, or addition
to residential structures that do not add another dwelling unit and to non-residential structures
where the increased building footprint is less than 500 square feet.
The EDTIF includes partial exemptions for non-residential construction based on pre-existing
uses at a site. Partial exemptions are granted to replacement, reconstruction, or additions for
non-residential structures which are 500 square feet or greater based on the vehicle trip
generation of the building as it existed prior to the changes.
Future Adjustments to the TIF
Consistent with prior policy, the proposed resolution includes a process for making future
adjustments to the EDTIF, either based on further study and analysis of the then-current
circumstances or on an automatic adjustment. The proposed resolution provides that the City
will continue to conduct further study and analysis to determine whether the Fee should be
revised. When additional information is available, the Fee shall be reviewed and revised to
include amounts that are reasonably related to impacts of development in Eastern Dublin.
The proposed resolution further provides that, beginning July 1, 2011, in years in which the Fee
is not adjusted based on specific studies and analysis, it shall be automatically adjusted (on
July 1) based on a formula that accounts for changes in construction and land costs. The
formula applies indicators of the change in construction and land costs to the Fee rates, based
on the relative allocation between the cost estimates for construction and land acquisition for
certain improvements included in the 2010 Study Update. This allocation is 80% for
improvements and 20% for land, and the formula will be weighted accordingly. The allocation is
shown on Attachment 3 of the Staff Report.
It should be noted that the Section II Residential BART Parking Fee has a fixed cost of $6
Million. Therefore, this component of the fee will be a fixed amount and will not automatically
increase. Future TIF Updates will evaluate the number of residential units remaining to be built
and the amount of the $6 million that remains to be collected, which may result in adjustments
to the fee at that time.
Based on the timing of this Fee Update, the first automatic adjustment to the fee will not occur
until July 1, 2011 as proposed in section 11 of the Resolution (Attachment 1 to the staff report.)
Area of Benefit Fee
The adoption of an Area of Benefit Fee is required by the Eastern Dublin Specific Plan and
covers the cost of construction of the major thoroughfares and bridges within the Specific Plan.
Page 10 of 13
Exhibit D to the proposed resolution identifies the major thoroughfares and bridges included in
the Specific Plan Area. Exhibit D also includes cost estimates for construction of these
improvements, using the updated cost estimates included in the Update Study for
improvements that have not yet been constructed or bonded. Exhibit D does not include credits
due for construction of portions of these major thoroughfares and bridges, but provides that, in
the event the Area of Benefit becomes effective, these credits will be calculated and the Fee will
be adjusted accordingly.
The improvements included in the Area of Benefit Fee are also included in Section I of the
Eastern Dublin Traffic Impact Fee. Imposition of both the Traffic Impact Fee and the Area of
Benefit Fee would be duplicative.
In order to eliminate any doubt as to the validity of the EDTIF to pay for the construction of such
improvements, Section 12 of the proposed resolution has been added to satisfy both the
procedural requirements for the adoption of a fee under the Transportation Impact Fee
Ordinance (No.14-94) and the Area of Benefit Ordinance (No. 10-94). Section 14 of Ordinance
10-94 provides that the Area of Benefit Fee would be collected only in the event that the Traffic
Impact Fee for the same improvements is held to be legally invalid. Thus, there would be no
duplication of fees.
Administrative Guidelines
The City Council last adopted administrative guidelines for the Fee program on February 20,
2007. No changes to the administrative guidelines are proposed at this time. A copy of the
current guidelines is attached (Attachment 4).
Payment of Fees
Since enactment of the EDTIF in 1995, the fees have been payable upon issuance of building
permits. An exception to this practice was the adoption of Resolution No. 127-09 by the City
Council on September 1, 2009, which approved a process in which developers can request a
deferral of payment from building permit to occupancy for non-residential projects only. The
special program is planned to sunset after atwo-year period. Adoption of the resolution
(Attachment 1) will not preclude the City Council from adopting further fee deferrals in the
future.
Review Process for 2010 Update Study
An informational meeting was held on February 24, 2010 to discuss the fee update with
developers and affected property owners in Eastern Dublin. A notice of the meeting was sent to
developers and property owners in Eastern Dublin, as well as interested parties. A total of 60
notices were sent.
The meeting was attended by Mr. Dave Chadbourne of Land Planning Associates, representing
the Lin Family and James Tong, owners of land within Dublin Ranch. Mr. Chadbourne had one
minor comment which was addressed through changes to the staff report and supporting
documents.
Page 11 of 13
Mr. Pat Cashman, representing the Alameda County Surplus Property Authority, provided a
written letter of support for the proposed revisions, dated February 24, 2010 (Attachment 5 to
the Staff Report). Mr. Jeff White, representing Avalon Bay Communities, Inc., provided an
additional written letter of support for the proposed revisions, dated March 5, 2010
(Attachment 6 to the Staff Report).
No other comments were received.
Environmental Analysis
The EIR and Addenda, together with supplemental CEQA documents, including supplemental
environmental impact reports, mitigated negative declarations, negative declarations and
addenda have been prepared for Eastern Dublin development since the EIR was certified in
1993 (collectively "the Environmental Documents") that describe the freeway, freeway
interchange, and road improvements necessary for implementation of the SP, along with transit
improvements, pedestrian trails, and bicycle paths. The adoption of the Fee is within the scope
of the Environmental Documents.
The Improvements and Facilities were all identified in the Environmental Documents as
necessary to accommodate traffic to mitigate impacts of development in Eastern Dublin. The
impacts of such development, including the Improvements and Facilities, were adequately
analyzed at a Program level in the Environmental Documents. Since the certification or
approval of the Environmental Documents, there have been no substantial changes in the
projections of future development as identified in the Environmental Documents, no substantial
changes in the surrounding circumstances, and no other new information of substantial
importance so as to require important revisions in the Environmental Documents' analysis of
impacts, mitigation measures, and alternatives. Subsequent project-specific environmental
review under CEQA of the Specific Improvements and Facilities is not required at this stage as
they will be implemented over at least a 20-year period, and specific details as to their timing
and construction are not presently known.
Conclusion
In accordance with Government Code Sections 66016 and 66017, notice of this public hearing
was mailed to those requesting such notice 14 days before this public hearing. Also in
accordance with Government Code Sections 66016 and 66017, the Attachments to this Staff
Report and the Background Documents (listed on page 1 of this Report) were made available
for public review 10 days prior to this public hearing.
The 2010 Study Update will continue to ensure that new development will pay its fair share of
the improvements needed to mitigate the resulting new traffic and that those needed mitigations
will be constructed.
The revised fee will become effective sixty (60) days following adoption of the Resolution.
It is anticipated that the next update will be completed in three years (2013).
NOTICING REQUIREMENTS/PUBLIC OUTREACH:
Page 12 of 13
An informational meeting was held on February 24, 2010 to discuss the fee update with
developers and affected property owners in Eastern Dublin. A notice of the meeting was sent to
developers and property owners in Eastern Dublin, as well as interested parties. A total of 60
notices were sent.
In addition, a notice of the public hearing to adopt the 2010 Study Update was sent on March 2,
2010 to the same list of property owners and interested parties.
ATTACHMENTS: 1) Resolution Revising the Traffic Impact Fee and Area of
Benefit Fee for Future Developments within the
Eastern Dublin Area, as Previously Established by
Resolution 1 -95 and Revised by Resolutions 41-96,
225-99, 111- 04, and 41-09, including the following
Exhibits:
Exhibit A: Land Use and Boundary Map
Exhibit B: 2009 Eastern Dublin Traffic Impact Fee
Update, dated February 22, 2010,
prepared by the City of Dublin Public
Works Department (including Tables 1-2
and Attachments 1-11)
Exhibit C: Traffic Impact Fee Schedule
Exhibit D: Non-Residential Uses on Residential
Properties Map
Exhibit E: Area of Benefit/Major Thoroughfares and
Bridges
2) Narrative Record of the Development of the Eastern
Dublin Traffic Impact Fee
3) Allocation Between Land Acquisition and Construction
Costs
4) Administrative Guidelines for the Eastern Dublin Traffic
Impact Fee, approved February 20, 2007
5) Letter of Support from Alameda County Surplus Property
Authority
6) Letter of Support from Avalon Bay Communities
BACKGROUND DOCUMENTS: 1)
(to be available at 2)
City Council meeting)
3)
4)
5)
6)
General Plan (Updated to March 2008)
Eastern Dublin Specific Plan (Updated to
March 4, 2008)
Resolution No. 1-95 (with all Exhibits)
Resolution No. 41-96 (with all Exhibits)
Resolution No. 225-99 (with all Exhibits)
Resolution No. 111-04 (with all Exhibits)
Admin Services G:\TIF\Eastern Dublin\EDTIF Transit Center Fee Reduction, 2010\staff report 3-16-10.doc
Page 13 of 13
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RESOLUTION NO. -10
A RESOLUTION OF THE CITY COUNCIL
OF THE CITY OF DUBLIN
REVISING THE TRAFFIC IMPACT FEE AND
AREA OF BENEFIT FEE FOR FUTURE DEVELOPMENTS
WITHIN THE EASTERN DUBLIN AREA,
AS PREVIOUSLY ESTABLISHED BY RESOLUTION NO.1-95
AND REVISED BY RESOLUTION N0.41-96, RESOLUTION N0.225-99,
RESOLUTION NO. 111-04, AND RESOLUTION N0.41-09
WHEREAS, the City Council of the City of Dublin has adopted Ordinance No. 14-94 which
creates and establishes the authority for imposing and charging a Transportation Impact Fee; and
WHEREAS, the Eastern Dublin General Plan Amendment ("GPA") and Specific Plan were
adopted by the City in 1993; and
WHEREAS, the Specific Plan has been the subject of various amendments, and all references
herein to the "SP" are to the Specific Plan as amended to date; and
WHEREAS, the GPA outlined future land uses for lands within the City's eastern sphere of
influence, including approximately 13,906 dwelling units and 9.737 million square feet of commercial,
office, and industrial development; and
WHEREAS, the SP provides more specific detailed goals, policies, and action programs for the
lands covered by it; and
WHEREAS, the GPA and SP areas ("Eastern Dublin") are included on the Land Use and
Boundary Map of the Eastern Dublin TIF Area, attached hereto as Exhibit A; and
WHEREAS, a Program Environmental Impact Report ("EIR") was prepared for the GPA and SP
(SCH No. 91103604) and certified by the Council on May 10, 1993, by Resolution No. 51-93, and two
Addenda dated May 4, 1993, and August 22, 1994 ("Addenda"), were prepared and considered by the
Council; and
WHEREAS, the GPA and SP provided for, and the EIR and Addenda analyzed, future buildout of
Eastern Dublin and identified freeway, freeway interchange and road improvements, as well as transit
improvements, pedestrian trails and bicycle paths necessary to implement the SP; and
WHEREAS, the GPA, SP, EIR, and Addenda describe the impacts of contemplated future
development on existing public facilities in Eastern Dublin through the Year 2010, and contain an
analysis of the need for new public facilities and improvements required by future development within
Eastern Dublin; and
WHEREAS, the City Council adopted a "Mitigation Monitoring Program: Eastern Dublin
Specific Plan/General Plan Amendment" by Resolution No. 53-93 which requires development within
Skm 6.1 3-1b-~~
ATTACHMENT /
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Eastern Dublin to pay its proportionate share of certain transportation improvements necessary to mitigate
impacts caused by development within Eastern Dublin; and
WHEREAS, supplemental CEQA documents, including supplemental environmental impact
reports, mitigated negative declarations, negative declarations and addenda have been prepared for
Eastern Dublin development since the EIR was certified in 1993; and
WHEREAS, the SP, EIR, addenda and supplemental CEQA documents assumed that certain
traffic improvements would be made and that development within Eastern Dublin would pay its
proportionate share of such improvements; and
WHEREAS, a Program EIR ("the Transit Center EIR") was prepared for the Dublin Transit
Center project, and certified by the Council by Resolution 215-02; and
WHEREAS, the Dublin Transit Center project area was added to the SP area and the Transit
Center EIR identified new improvements beyond those identified in the EIR; and
WHEREAS, no new improvements or changes to the improvements described in the EIR and the
Transit Center EIR have been identified in any of the supplemental CEQA documents, except for the
CEQA documents or other documents referenced in the 2010 Study Update, attached hereto as Exhibit B;
and
WHEREAS, the City Council adopted Resolution No. 1-95 on January 9, 1995, establishing an
"Eastern Dublin Traffic Impact Fee" for development within Eastern Dublin; and
WHEREAS, Resolution No. 1-95 relies upon and incorporates a report prepared for the City of
Dublin by Barton-Aschman Associates, Inc., in a document dated November 1994 and entitled "Traffic
Impact Fee-Eastern Dublin" (hereafter "Study"), which was attached as Exhibit B to Resolution No. 1-95;
and
WHEREAS, Resolution No. 1-95 further relies upon a second report which was prepared for the
City of Dublin by Santina and Thompson in a document dated December 30, 1994, entitled, "Eastern
Dublin Traffic Impact Fee Study/Roadway Costs, Initial Level" (hereinafter "Cost Report"), which was
attached as Exhibit C to Resolution No. 1-95; and
WHEREAS, the City Council adopted Resolution No. 41-96 on April 9, 1996, revising the fee
established under Resolution No. 1-95, and
WHEREAS, Resolution No. 41-96 relies upon and incorporates a report prepared for the City by
TJKM ("1996 Study Update") and cost estimates prepared by Santina and Thompson ("1996 Cost
Estimate Update"); and
WHEREAS, the City Council adopted Resolution No. 225-99 on December 7, 1999, revising the
fee established under Resolution No. 41-96, and
WHEREAS, Resolution No. 225-99 relies upon and incorporates a report prepared by the Public
Works Department ("1999 Eastern Dublin Traffic Impact Fee Update", hereinafter "1999 Study Update"),
and
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WHEREAS, the City Council adopted Resolution No. 111-04 on June 15, 2004, revising the fee
established under Resolution No. 225-99, and
WHEREAS, Resolution No. 111-04 relies upon and incorporates a report prepared by the Public
Works Department ("2004 Eastern Dublin Traffic Impact Fee Update", hereinafter "2004 Study Update"),
and
WHEREAS, the City Council adopted Resolution No. 41-09 on April 7, 2009, revising the fee
established under Resolution No. 111-04, and
WHEREAS, Resolution No. 41-09 relies upon and incorporates a report prepared by the Public
Works Department ("2009 Eastern Dublin Traffic Impact Fee Update", hereinafter "2009 Study Update"),
and
WHEREAS, Section 8 of Resolution No. 41-09 provides that the City will periodically review the
fee and make revisions as appropriate; and
WHEREAS, testimony was received during the April 7, 2009 public hearing, requesting that the
City Council incorporate into the EDTIF a provision for reducing fees within the Eastern Dublin Transit
Center (Transit Center), as allowed under State Government Code Section 66005.1, on the basis that
transit-oriented developments generate less traffic than conventional development due to proximity of
public transit; and
WHEREAS, the City Council directed Staff at the Apri17, 2009 public hearing to prepare a work
plan to develop a fee reduction study for the Transit Center, to determine if further revision to the EDTIF
is appropriate to reflect lower trip generation rates for development within the Transit Center; and
WHEREAS, the City Council adopted Resolution No. 65-09 on May 19, approving the work plan
and directing Staff to proceed with the fee reduction study; and
WHEREAS, the City's Public Works Department has prepared a revised report, incorporating the
recommendations of the fee reduction study, dated February 22, 2010, entitled, "2010 Eastern Dublin
Traffic Impact Fee Update" (hereafter "2010 Study Update") which is attached hereto as Exhibit B; and
WHEREAS, the 2010 Update Study includes and incorporates Tables 1 and 2 and Attachments 1
to 11; and
WHEREAS, the 2010 Study Update demonstrates the appropriateness of modifying the Eastern
Dublin Traffic Impact Fee in certain respects; and
WHEREAS, the 2010 Study Update, which includes updated cost estimates, together with a copy
of the Agenda Statement and proposed Resolution were available for public inspection and review for ten
(10) days prior to this public hearing; and
WHEREAS, notice of the public hearing was provided as required by law; and
WHEREAS, the City Council finds as follows:
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A. The purpose of the Eastern Dublin Traffic Impact Fee (hereafter "Fee") is to finance public
improvements and facilities needed to reduce the traffic-related impacts caused by future development in
Eastern Dublin. The public improvements and facilities are listed in the Study, the 1996 Study Update,
the 1999 Study Update, the 2004 Study Update, the 2009 Study Update, and the 2010 Study Update under
Sections I, II, and III and are hereafter defined and referred to as "Improvements and Facilities." The
Improvements and Facilities listed under Section I refer to Improvements and Facilities within the Eastern
Dublin Specific Plan Area, which are needed solely to accommodate new development projected within
Eastern Dublin, and such Improvements and Facilities are funded 100% through the Fee. The
Improvements and Facilities listed under Section II refer to Improvements and Facilities within or outside
the Eastern Dublin Specific Plan Area, which are needed, in part, to support new development projected
within Eastern Dublin, and the Fee funds the proportionate fair share by Eastern Dublin development to
construct such Improvements and Facilities. The Improvements and Facilities listed under Section III
("Section III Improvements") are all necessary to accommodate new development projected within the
wider region, including development within Eastern Dublin.
Although the City has adopted the Tri-Valley Transportation Development Fee by
Resolution 89-98, as amended by Resolution 85-99, and Section 10 of Resolution 89-98 suspends Section
III fees, the portion of the Fee attributable to Section III improvements will be adjusted if and when
Section III portion of the Fee becomes effective again by any adjustments made to the cost of
improvements and/or right-of--way from the effective date of Resolution 89-98 to the date the Section III
portion of the Fee becomes effective.
B. The fees collected pursuant to this Resolution shall be used to finance the Improvements
and Facilities.
C. After considering the Study, the 1996 Study Update, the Cost Estimate Report, the 1996
Cost Estimate Update, the 1999 Study Update, the 2004 Update Study, the 2009 Study Update,
Resolution No. 1-95, Resolution 41-96, Resolution 225-99, Resolution 111-04, Resolution 41-09, the
Agenda Statement, the SP, the General Plan, the Environmental Documents, all correspondence received
and the testimony received at the noticed public hearing held on March 16, 2010, the Council reapproves
and readopts the Study, as revised by the 1996 Study Update, the 1999 Study Update, the 2004 Update
Study, the 2009 Study Update and the Cost Estimate Report, as revised by the 1996 Cost Estimate, the
1999 Cost Study Update the 2004 Study Update, the 2009 Study Update, and the 2010 Study Update, and
incorporates each herein, and further finds that future development in Eastern Dublin will generate the
need for the Improvements and Facilities and the Improvements and Facilities are consistent with the
GPA, the SP, and the City's General Plan.
D. The adoption of the Fee is within the scope of the EIR, Addenda, Transit Center EIR and
supplemental CEQA documents ("Environmental Documents").
E. The Improvements and Facilities were all identified in the Environmental Documents as
necessary to accommodate traffic from and/or to, to mitigate impacts of development in Eastern Dublin.
The impacts of such development, including the Improvements and Facilities, were adequately analyzed
at a Program level in the Environmental Documents. Since the certification of the Environmental
Documents, there have been no substantial changes in the projections of future development as identified
in the Environmental Documents, no substantial changes in the surrounding circumstances, and no other
new information of substantial importance so as to require important revisions in the Environmental
Documents' analysis of impacts, mitigation measures, and alternatives. Subsequent project-specific
environmental review under CEQA of the Specific Improvements and Facilities is not required at this
4
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stage, as they will be implemented over at least a 20-year period and specific details as to their timing and
construction are not presently known.
E. The record establishes:
1. That there is a reasonable relationship between the need for the Improvements and
Facilities and the impacts of the types of development for which the corresponding fee is charged in that
new development in Eastern Dublin, both residential and non-residential, will generate traffic which
generates or contributes to the need for the Improvements and Facilities; and
2. That there is a reasonable relationship between the Fee's use (to pay for the construction of
the Improvements and Facilities) and the type of development for which the Fee is charged in that all
development in Eastern Dublin, both residential and non-residential, generates or contributes to the need
for the Improvements and Facilities; and
3. That there is a reasonable relationship between the amount of the Fee and the cost of the
Improvements and Facilities or portion thereof attributable to development in Eastern Dublin in that the
Fee is calculated based on the number of trips generated by specific types of land uses, the total amount it
will cost to construct the Improvements and Facilities, and the percentage by which development within
Eastern Dublin contributes to the need for the Improvements and Facilities; and
4. That the cost estimates set forth in the Study, as revised by the 1996 Study Update, the
1999 Study Update, the 2004 Study Update, the 2009 Study Update, and the Cost Estimate Report, as
revised by the 1996 Cost Estimate, the 1999 Study Update, the 2004 Study Update, the 2009 Study
Update, and the 2010 Study Update, are reasonable cost estimates for constructing the Improvements and
Facilities, and the Fees expected to be generated by future development will not exceed the projected
costs of constructing the Improvements and Facilities; and
5. The method of allocation of the Fee to a particular development, set forth in the Study, as
revised in the 1996 Study Update, the 1999 Study Update, the 2004 Study Update, the 2009 Study
Update, and the 2010 Study Update bears a fair and reasonable relationship to each development's burden
on, and benefit from, the Improvements and Facilities to be funded by the Fee, in that the Fee is calculated
based on the number of automobile trips each particular development will generate.
NOW THEREFORE, the City Council of the City of Dublin does RESOLVE as follows:
Definitions
a. "Development" shall mean the construction, alteration or addition of any building
or structure within Eastern Dublin.
b. "Eastern Dublin" shall mean all territory depicted within the Eastern Dublin TIF
Area on the Land Use and Boundary Map attached hereto as Exhibit A.
c. "Improvements and Facilities" shall include those transportation and transit
improvements and facilities as are described in Section I, II and III of the Study and as described in the
1996 Study Update, 1999 Study Update, the 2004 Update Study, the 2009 Study Update, the 2010 Study
Update, the 1996 Cost Estimate, SP, and the Environmental Documents. "Improvements and Facilities"
shall also include comparable alternative improvements and facilities should later changes in projections
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of development in the region necessitate construction of such alternative improvements and facilities;
provided that the City Council later determines (1) that there is a reasonable relationship between
development within Eastern Dublin and the need for the alternative improvements and facilities, (2) that
the alternative improvements and facilities are comparable to the improvements and facilities in the
Study, 1996 Study Update, the 1999 Study Update, the 2004 Update Study, the 2009 Study Update, the
2010 Study Update and (3) that the revenue from the Fee will be used only to pay Eastern Dublin
development's fair and proportionate share of the alternative improvements and facilities.
d. "Low Density Dwelling Unit" shall mean a dwelling unit as defined in the Uniform
Building Code (UBC) as adopted by the City of Dublin constructed or to be constructed on property
designated by the SP and GPA for up to six units per acre.
e. "Medium Density Dwelling Unit" shall mean a dwelling unit as defined in the
Uniform Building Code (UBC) as adopted by the City of Dublin constructed or to be constructed on
property designated by the SP and GPA for over 6 to 14 units per acre.
f. "Medium/High Density Dwelling Unit" shall mean a dwelling unit as defined in the
Uniform Building Code (UBC) as adopted by the City of Dublin constructed or to be constructed on
property designated by the SP and GPA for over 14 to 25 units per acre.
g. "High Density Dwelling Unit" shall mean a dwelling unit as defined in the Uniform
Building Code (UBC) as adopted by the City of Dublin constructed or to be constructed on property
designated by the SP and GPA for over 25 units per acre.
h. "Second Unit" shall mean a dwelling unit as defined in the Uniform Building Code
(UBC) as adopted by the City of Dublin that is issued a building permit as a second unit pursuant to
Dublin Municipal Code Chapter 8.80 (Second Unit Regulations) of the City of Dublin Zoning Ordinance.
2. Traffic Impact Fee Imposed
a. A Traffic Impact Fee ("Fee") shall be charged and paid for each Low Density
Dwelling Unit, Medium Density Dwelling Unit, Medium/High Density Dwelling Unit, High Density
Dwelling Unit and Second Unit within Eastern Dublin no later than the date of final inspection for the
unit, provided that the Fee shall be payable by the date that the building permit is issued for any such Unit
from and after the date the City Council approves a Capital Improvement Program for the Improvements
and Facilities.
b. A Fee shall be charged and paid for non-residential buildings or structures within
Eastern Dublin at the time of issuance of the building permit for such building or structure, except where
the building or structure will require a later stage of discretionary approval by the City before it can be
occupied, in which case, with the approval of the Public Works Director, the Fee for that building or
structure may be deferred for payment to the date the City makes the last discretionary approval which is
required prior to occupancy.
c. The Fee includes the Section I Fee which includes the Section I Residential Fee;
Section II Fee; and Section II Residential BART Parking Fee. The Section II Residential BART Parking
fee is a separate fee but it, together with the Section I Fee, Section I Residential Fee and Section II Fee,
are referred to as the "Fee."
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3. Amount of Fee
a. Low Density Dwelling Units (Outside Transit Center). The amount of the Fee for
each Low Density Dwelling Unit shall be $8,410 per unit.
b. Medium Density Dwelling Units (Outside Transit Center). The amount of the Fee
for each Medium Density Dwelling Unit shall be $8,410 per unit.
c. Medium/High Density Dwelling Units (Outside Transit Center). The amount of the
Fee for each Medium/High Density Dwelling Unit shall be $5,887 per unit.
d. High Density Dwelling Units (Outside Transit Center). The amount of the Fee for
each High Density Dwelling Unit shall be $5,046 per unit.
e. High Density Dwelling Units (Within Transit Center). The amount of the Fee for
each High Density Dwelling Unit shall be $3,429 per unit.
f. Second Units (Outside of Transit Center). The amount of the Fee for each Second
Unit shall be $5,046 per unit.
g. Non-Residential Buildings or Structures. The amount of the Fee for each Non-
Residential Building or Structure shall be $735 per average weekly trip. The amount of Traffic Impact
Fees for Residential and Non-Residential Uses are shown attached hereto as Exhibit C.
4. Minimum Cash Payment
a. The minimum cash payment for Section I and the Section I Residential fees shall
be 11% of those total fees due. The minimum cash payment for Section II fees shall be 25% of those total
fees due. Developers may utilize credits for the remainder of the fee, if authorized by the Administrative
Guidelines.
5. Exemptions From Fee
a. Residential Alteration or Addition: Any alteration or addition to a residential
structure is exempt from payment of the Fee, except to the extent that a residential unit is added on a
parcel containing asingle-family residential unit or is added to an existing multi-family residential unit.
b. Residential Replacement or Reconstruction: Any replacement or reconstruction of
an existing residential structure that has been destroyed or demolished is exempt from payment of the Fee,
provided that the building permit for the replacement or reconstruction is obtained within one year after
the building was destroyed or demolished.
c. Non-Residential Replacement or Reconstruction: Any replacement or
reconstruction of an existing non-residential structure that has been destroyed or demolished is exempt
from payment of the Fee, provided that the building permit for the replacement or reconstruction is
obtained within one year after the building was destroyed or demolished and the use of the new or
reconstructed building would not increase the trips over those from the existing non-residential structure,
calculated as provided in Exhibit C.
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d. Non-Residential Replacement or Reconstruction (Partial Exemptions Any
replacement or reconstruction of an existing non-residential structure that has been destroyed or
demolished is entitled to a partial exemption from the Fee if: i).the building permit for the replacement or
reconstruction is obtained within one year after the building was destroyed or demolished; and ii) the use
of the new or reconstructed building would increase the trips over those from the existing non-residential
structure calculated as provided in Exhibit C. The partial exemption from the Fee shall be equal to the
square footage of the existing non-residential structure that was destroyed or demolished multiplied by the
number of trips shown on Exhibit C for its previous use, which total is then subtracted as a "Partial Fee
Exemption" from the fees owed based on the use and square footage of the new or reconstructed building
as provided in Exhibit C. The new development shall not accrue any credit or reimbursement rights in
the event that the fee for the new or reconstructed building is less than the "Partial Fee Exemption" as
calculated above.
e. Non-Residential Alterations: Any alteration to an existing non-residential building
or structure is exempt from payment of the Fee unless the alteration includes an addition of 500 square
feet or more.
f. Non-Residential Additions: Any addition to an existing non-residential building or
structure is exempt from payment of the Fee if the addition is less than 500 square feet.
g. Non-Residential Additions More Than 500 Square Feet (Partial Exemption))^Any
addition of 500 square feet or more to an existing non-residential building or structure is entitled to a
partial exemption from payment of the Fee. The partial exemption from the Fee shall be equal to the
square footage of the existing non-residential building or structure calculated as provided in Exhibit C.
h. Non-residential Uses within the Eastern Dublin Transit Center and the Groves
(Fairway Ranch) High-Density Residential Development: These uses are considered ancillary to the
adjoining residential uses and will not generate outside vehicle trips, and are exempt from the fee. The
locations are shown attached hereto as Exhibit D.
6. Use of Revenues
a. The revenues raised by payment of the Fee shall be placed in the Traffic Impact
Fee Fund. Separate and special accounts within the Traffic Impact Fee Fund shall be used to account for
such revenues, along with any interest earnings on each account. The revenues (and interest) shall be
used for the following purposes:
1) To pay for design, engineering, right-of--way acquisition and constructions
of the Improvements and Facilities and reasonable costs of outside consultant studies related thereto;
2) To reimburse the City for Improvements and Facilities constructed by the
City with funds from other sources including funds from other public entities, unless the City funds were
obtained from grants or gifts intended by the grantor to be used for traffic improvements.
3) To reimburse developers and/or public agencies who have constructed
Improvements and Facilities; and
8
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4) To pay for and/or reimburse costs of program development and ongoing
administration of the Fee program.
b. Fees in these accounts shall be expended only for the Improvements and
Facilities and only for the purpose for which the Fee was collected.
7. Standards
The standards upon which the needs for the Improvements and Facilities are based are the
standards of the City of Dublin, including the standards contained in the General Plan, SP, and the
Environmental Documents.
8. No Existing Deficiencies
The City Council determines that there are no existing deficiencies within Eastern Dublin
and that the need for the Improvements and Facilities in Category I (Section I) of the Study, 1996 Study
Update, the 1999 Study Update, the 2004 Update Study, the 2009 Study Update, and the 2010 Study
Update, is generated entirely by new development within Eastern Dublin and, further, that the need for the
Improvements and Facilities in Category II and III (Section II and III) of the Study, 1996 Study Update,
the 1999 Study Update, the 2004 Update Study, the 2009 Study Update, and the 2010 Study Update, is
generated by new development within Eastern Dublin and other new development and, therefore, the
Study, as revised by the 1996 Study Update, the 1999 Study Update, the 2004 Update Study, the 2009
Study Update, and the 2010 Study Update has determined the proportionate share of the cost of the
Improvements and Facilities for which development within Eastern Dublin is responsible.
9. Periodic Review
a. During each fiscal year, the City Manager shall prepare a report for the City
Council, pursuant to Government Code Section 66006.
b. Pursuant to Government Code Section 66002, the City Council shall also review, as
part of any adopted Capital Improvement Program each year, the approximate location, size, time of
availability and estimates of cost for all Improvements and Facilities to be financed with the Fee. The
estimated costs shall be adjusted in accordance with appropriate indices of inflation. The City Council
shall make findings identifying the purpose to which the existing Fee balances are to be put and
demonstrating a reasonable relationship between the Fee and the purpose for which it is charged.
10. Subsequent Analysis of the Fee
The Fee established herein is adopted and implemented by the City Council in reliance on
the record identified above. The City will continue to conduct further study and analysis to determine
whether the Fee should be revised. When additional information is available, the City Council shall
review the Fee to determine that the amounts are reasonably related to the impacts of development within
Eastern Dublin. The City Council may revise the Fee to incorporate the findings and conclusions of
further studies and any standards in the GPA, SP and General Plan, as well as increases due to
construction costs and land values. The City will evaluate land values through an appraisal approximately
every three (3) years, as determined by the Public Works Director.
11. Automatic Increase in Fee
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The purpose of this section is to provide for an automatic annual adjustment to the Fee in
years when the City Council does not revise the Fee pursuant to Section 10 above.
The City Manager shall adjust the Fee automatically, effective July 1, 2011, and each July
1 thereafter, as follows:
a. The costs of construction of the Facilities (which as shown in the 2010 Study
Update account for 80% of the improvement cost) shall be increased/decreased each July lst by the annual
percentage increase/decrease in the Engineering News Record's Construction Cost Index (20-city
average) for the preceding month of December over the same Construction Cost Index for the month of
December of the prior year. The City Manager may round the Fee adjustment to whole dollars.
b. The Land Cost per acre for the Facilities shall be increased/decreased annually by
the percentage increase/decrease between the land cost per acre in the most recent land appraisal
(prepared for the City for purposes of adjusting the Fee) over the land cost per acre in the immediately
preceding appraisal (prepared for the City for purposes of adjusting the Fee and using the same
methodology), calculated as an annual increase/decrease. For example, if the appraised land value in
Year One is $10/acre and in Year Two is $11 /acre, that is an annual increase of 10% which will result in a
yearly increase of 10%, until the Fee is revised by the Council pursuant to Section 10 above. The City
Manager may round the Fee adjustment to whole dollars. For the 2010 Study the "land" comprises 20%
of the improvement costs financed by the fees.
c. The Section II Residential BART Parking Fee shall not be subject to the automatic fee
increase and shall remain at the amount shown in Exhibit B.
12. Area of Benefit Fee
A portion of the Fee shall also be deemed to be an Area of Benefit Fee adopted pursuant
to Ordinance No. 10-94. This is the portion of the Fee designated for the construction of those
improvements and facilities identified in Category I (Section I) of the Study that are major thoroughfares
and bridges. These improvements and the estimated cost of such improvements are listed on Exhibit E
attached hereto. The "Area of Benefit" is Eastern Dublin as defined herein. The fee shall be apportioned
over the Area of Benefit in the same manner set forth in Section 3 of this Resolution and in the Study,
1996 Study Update, the 1999 Study Update, the 2004 Study Update, and the 2009 Study Update, with the
amount to be assessed for residential and non-residential as shown on Exhibit E. The Area of Benefit
Fee shall be deposited into the City's Traffic Impact Fee Fund into separate accounts established for each
of the improvements identified in Exhibit E.
13. Administrative Guidelines
The City Council may adopt administrative guidelines for the fee program to provide
procedures for reimbursement, credit or other administrative aspects of the Fee. The amount of any
reimbursement or credit shall be determined by the Public Works Director using the costs of construction
and value of right-of--way used by the City in calculating and establishing the Fee. The amount of any
reimbursement or credit, once established, shall not be increased for inflation nor shall interest accrue on
such amount. No credit or reimbursement shall be given unless the improvements constructed are the
Improvements and Facilities described herein. Reimbursement shall only be from revenues raised by
Payment of the Fee.
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14. Effective Date
This Resolution shall become effective immediately. The Fee provided in Sections 2 and 3
of this Resolution shall be effective 60 days from the effective date of the Resolution and shall supersede
the Fee established by Resolution No. 411-09 sixty (60) days from the effective date of the Resolution.
The Area of Benefit Fee established in Section 12 of this Resolution shall be effective only if the Fee
provided in Sections 2 and 3 hereof is declared invalid for any reason.
15. Severability
Each component of the Fee, including the Section I fee, Section I Residential, Section II, Section
II Residential Parking Garage Fees and each and every improvement financed by the Fee or any of the
component fees, and all portions of this Resolution are severable. Should any- individual component fee of
the Fee or other provision of this Resolution be adjudged to be invalid and unenforceable, the remaining
provisions shall be and continue to be fully effective, and the Fee shall be fully effective except as to that
portion that has been judged to be invalid.
PASSED, APPROVED AND ADOPTED this 16th day of March, 2010, by the following vote:
AYES:
NOES:
ABSENT:
ABSTAIN:
ATTEST:
City Clerk
Mayor
G: ITIFIEastern DublinlEDTIF Transit Center Fee Reduction, 20091reso 3-16-IO.DOC
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Exhibit B
City of Dublin
2010 Eastern Dublin Traffic Impact Fee Update
Prepared by Public Worl~s Department
February 22, 2010
The following is the 2010 update ("the 2010 Study Update") for the Eastern Dublin
Traffic Impact Fee ("the TIF"). This memorandum explains the methodology used in
updating the previous reports prepared by TJKM Transportation Consultants and Santina
and Thompson for the 1996 fee update, and by the Department of Public Works for the
1999, 2004 and 2009 fee updates. The following documents are attached and are made a
part of this 2010 Study Update:
• Table 1, which summarizes the calculations of the revised per trip traffic impact
fee for Section I improvements, Section I residential improvements, Section II
improvements, and Section II residential BART parking improvement;
• Table 2, which provides detail of total (unadjusted) improvement costs by section
and project segment:
• Attachments 1-5, which includes revised cost estimates for roadway
improvements that have not yet been constructed or guaranteed;
• Attachment 6, which provides a summary of outstanding loans, cash advances, or
credits to developers for construction of improvements or dedication ofright-of--way;
• Attachment 7, which provides a summary of unencumbered Section I, Section I
Residential, Section II, and Dougherty Valley traffic mitigation fees which are currently
on hand in reserve accounts;
• Attachment 8, which provided a summary of remaining Dougherty Valley Traffic
Impact Fees not yet received by the City;
• Attachments 9, which provides detailed information on the estimated number of
trips generated for each parcel in the Eastern Dublin Specific Plan Area (including the
parcels within the Transit Center) that will be subject to the existing and proposed fee
rates; and
• Attachment 10, which provides detailed information on the estimated number of
residential trips generated for each parcel in the Eastern Dublin Specific Plan Area
(including the parcels within the Transit Center) that will be subject to the existing and
proposed fee rates.
Page 1 of 13
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• Attachment 11, Technical Memorandum by Fehr & Peers Transportation
Consultants, Ciry of Dublin Transit Oriented Development Transportation Impact Fee
Assessment, December 16, 2009
Summary
The following Summary Table identifies the changes on the per trip TIF for Section I and
Section II improvements for both residential and non-residential development projects.
All Residential property located in the Transit Center is designated in the Specific Plan as
High Density, and therefore only one rate is shown.
Proposed TIF Summary Table -Per Trip Factors
RESIDENTIAL NON-RESIDENTIAL
LAND USE Existing Proposed % Existing Proposed °fa
(7/1/2009) Change (7!1/2009)- Change.
Section I $579 $579 -0% $579 $579 -0%
Section I Residential $47 $27 -43% N/A N/A N/A
Section II $160 $156 -3% $160 $156 -3%
Total Section I and II $786 $762 -3% $739 $735 -1%
(Development within
Transit Center)
Section II Residential $77 $79 3% N/A N/A N/A
BART Parking Fee
Total Section I and II $863 $841 -3% $739 $735 -1%
(Development Outside
Transit Center)
The per trip fee rate for non-residential development will see a 1 % decrease below the
current fee.
The per trip fee rate for residential development will see a 3% decrease below the current
fee.
The per trip fee rate for development within the Transit Center will see a 3% decrease
below the current fee.
Page 2 of 13
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The revised fee results in the following fees per housing unit:
Proposed Per Unit Residential TIF Summary Table
and Use Type Densit~~ Trips per Current Fee Proposed Fee % Change,
Day per per Unit per. Unit Fee per
Itnit Unit
Low Density Up to 6 units/ acre 10 $8,630 $8,410 3%
Medium Density 6.1-14 units/ acre 10 $8,630 $8,410 3%
Medium/ High 14.1-25 units/ acre 7 $6,041 $5,887 3%
Density
High Density 25.1 or more units/ 6 $5,178 $5,046 3%
Outside Transit acre
Center
High Density 25.1 or more units/ 4.5 $4,716 $3,429 27%
within Transit acre
Center ew
Second Units Sec. 8.80 6 $5,178 $5,046 3%
Municipal Code
Development within the Transit Center will see a 25% decrease in the trip generation rate
for high-density residential development, which results in a total decrease of 27% of fees
ep r umt•
Section I fees pay for improvements within the Eastern Dublin Specific Plan Area, which
are needed solely to accommodate new development projected within Eastern Dublin,
and these improvements are funded 100% through the TIF. Section II fees pay for
improvements within or outside the Eastern Dublin Specific Plan Area, which are needed,
in part, to support new development projected within Eastern Dublin, and the TIF funds
the proportionate fair share by Eastern Dublin development to construct these
improvements.
Section I fees include a Residential Adjustment that is applied to all residential
development in Eastern Dublin to pay for two Park and Ride lots and the Tassajara Creek
Regional Trail. These improvements benefit only residential development.
Section II fees include a Residential BART Parking Fee that is applied to all residential
development outside of the Transit Center in Eastern Dublin to pay for a portion of the
BART parking structure within the Transit Center. Residential development within the
Transit Center is within walking distance of the BART Station and would not utilize the
BART parking facility.
The Section III fee rate was not updated, as the collection of the Section III fee was
suspended with the adoption by the City (Resolution No. 89-98) of the Tri-Valley
Page 3 of 13
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Transportation Development (TVTD) Fee. The TVTD Fee, which is collected from new
development in addition to the Section I and II TIF, funds improvements formerly
covered by the Section III fee. In the event collection of the Section III fee becomes
necessary at some point in the future, the fee rate will be adjusted at that time for all
adjustments made to the Section III portion of the TIF since the effective date of the
TVTD Fee.
Background
The Eastern Dublin Traffic Impact Fee was initially adopted in January of 1995, and
subsequently updated in 1996, 1999, 2004, and 2009. The 2004 Update included
annexation of the Eastern Dublin Transit Center.
The City Council approved the 2009 Update to the Eastern Dublin Traffic Impact Fee
(EDTIF or TIF) following a public hearing on April 7, 2009. At that time, the Alameda
County Surplus Property Authority (ACSPA), along with Avalon Bay Communities and
DR Horton, owners of underdeveloped properties within the Eastern Dublin Transit
Center, provided both written and verbal testimony before and at the public hearing
requesting that the EDTIF be modified to provide a fee reduction for development within
the Transit Center. This request was based on provisions in State Government Code
Section 66005.1., which allows local government to consider a fee reduction on the basis
that transit-oriented developments generate less vehicle traffic, since residents will
instead use public transit.
The City Council, in adopting the 2009 Update, directed Staff to prepare a work plan to
develop a fee reduction for the Eastern Dublin Transit Center. Staff subsequently
developed a work plan, which was adopted by the City Council on May 19, 2009. The
2010 Study Update conforms to the work plan.
The boundaries of the properties proposed to be subject to the fee are shown on Exhibit A
to the Resolution. The boundaries include all properties currently within the Eastern
Dublin Specific Plan (which includes the Transit Center) as well as remaining properties
within the City's Sphere of Influence that have been annexed to the City or are expected
to be annexed to the City.
The 2010 Study Update
Fee Reduction
As part of the 2010 Study Update, the City Commissioned a study by Fehr & Peers,
Transportation Consultants, to develop the likely range of vehicle trip reductions for
transit-oriented residential development adjacent to the Bay Area Rapid Transit
(BART) stations in Dublin. The study results, contained in a technical memorandum
dated July 30, 2009, recommends a reduction of 25% for multi-family residential
development located in a mixed-use environment within aharrier-free half-mile walk
of a BART station. The study is attached to the Study Update as Attachment 11.
Page 4 of 13
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In conformance with the recommendations of the study, the trip generation rate for
high-density residential development within the Transit Center has been reduced by
25%, from 6 trips per day per unit to 4.5 trips per day per unit.
Trip Generation Rate for Restaurants
The 2010 revises the trip generation rates for restaurant uses, as shown on Exhibit C.
Currently, the rate for fast food restaurants is set at 465 trips per thousand square feet.
The rate does not distinguish between restaurants with or without adrive-thru lane.
The rate will be revised to reduce the trip generation rate to 306 trips per thousand
square feet, which accounts for external pass-by trips and internal shared trips; in
addition, fast food restaurants without drive- thru lanes AND that are in-line with
other shops in a shopping center will use the lower shopping center rate. In addition,
the current rate for all restaurants except fast-food is set at the shopping center rate.
Rates will be added for specific restaurant types located on separate stand-alone
parcels.
The 2010 Study Update will revise Exhibit C to create the following trip generation
rates for restaurants:
Located Within a Shopping Center (May be on a separate parcel but with
shared parking and internal vehicle/ pedestrian connections to adjacent
commercial arcels
Quality (leisure) See appropriate Shopping Center
Rate
Sit-down, high turnover (usually chain See appropriate Shopping Center
other than fast food) Rate
Bar/Tavern See appropriate Shopping Center
Rate
Fast Food (w/o drive through) See appropriate Shopping Center
Rate
Past Food (with drive through] __
306/1,000 sf
I
Located On A Separate Parcel(w/o shared parking and internal vehicle/
destrian connections to adiacent commercial parcels
~6,~` 1.000 sf
Sit-down, hi~~h turnover (usually chain other dean ~ 791 1,000 sf
fast foodl
9~/ 1,000 st
~ast Food 306/1,000 sf
Shaded uses will pay at the individual trip rate as these uses tend to generate
destination trips.
Fallon Road Park and Ride Lot
The 2009 Study Update included a Park and Ride Lot on Fallon Road at Interstate
580. The Park and Ride Lot would have been located within the Fallon Gateway
Retail Center. In lieu of dedicating land within the center and constructing the Park
Page 5 of 13
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and Ride Lot, the Retail Center is conditioned to restripe the existing Koll Center
Park and Ride Lot on Tassajara Road at Interstate 580 in order to provide the 200
parking spaces required under the General Plan and the Eastern Dublin Specific Plan.
This results in a reduction of the Section I Residential surcharge of approximately
$1.5 Million.
Zone 7 Water Agency Impervious Surface Fee Rate Adjustment
The 2009 Study Update set the rate for the Zone 7 Water Agency Impervious Surface
Fee at $1.82 per square foot. This fee is collected by Zone 7 for all developments
(including public projects) which create new impervious surface in order to finance
construction of additional flood control facilities to mitigate the increased runoff from
these developments.
Following the adoption of the 2009 Study Update, Zone 7 adopted a revised fee rate,
which set the rate for 2009 at $0.87 per square foot and increases the fee annually to
an ultimate rate of $1.42 per square foot in 2014. The next anticipated update of the
EDTIF is in 2012; the Zone 7 fee will at $1.10 per square foot at that time. The 2010
Study Update uses a rate of $1.10 per square foot.
Calculation of the Fee.
The following is a detailed description of the methodology used to calculate the new fee,
as shown on the attached Table 1, dated November 30, 2009.
Table 1, Line 1-Cost of Improvements/Right-of--Way Not Currently Guaranteed
The cost of remaining improvements and right-of--way to be funded by the TIF is
shown in Attachments 1 through 5. These costs are as of July 1, 2009. The revised
cost estimate (Attachment 1, Cost Estimate Summary) includes the following
changes:
a) The costs of improvements that have already been completed or are guaranteed
have been removed from the total estimate.
The cost of the improvements for the remaining street segments not guaranteed under
existing improvement agreements has been modified to reflect the cost revisions and to
add the additional improvements listed above.
The costs for the remaining improvements have been summarized in four categories:
Section I Im rovements $ 93,412,721
Section I Residential Im rovements $961,640
Section II Im rovements $ 34,017,988
Section II Residential BART Parkin $4,827,906
Total Costs $133,220,255
Page 6 of 13
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The Section I improvements are required solely to accommodate development of the
Eastern Dublin Specific Plan Area. This report assigns 100% of the cost of each
Section 1 improvement to the Section I TIF. An exception is the portion of the Dublin
Boulevard extension from Fallon Road to Airway Boulevard which is outside the City
of Dublin sphere of influence. The City of Dublin and the City of Livermore will each
contribute 50% of the cost of the 3,000 foot portion of the roadway. It is expected that
this segment will remain in unincorporated County of Alameda lands between the two
cities.
The Section I Residential Improvements category includes several improvements that
benefit only the residential development in Eastern Dublin. These improvements
include the Tassajara Creek Regional Trail and one Park and Ride lot near Fallon
Road (a second Park and Ride Lot has been constructed by the Koll Corporate Center
on Tassajara Road). The costs associated with these improvements are allocated
solely to fees collected from residential units.
The Section II improvements are needed to accommodate development of the Eastern
Dublin Specific Plan Area, as well as serve traffic generated outside of the Specific
Plan Area. Therefore, it is appropriate that the Section II TIF fund only a share of the
improvement costs based on the proportion of traffic generated within the Specific
Plan Area. The Section II TIF is assigned 50% of the total cost of the Fallon Road/ I-
580 Interchange, with the remainder of the costs shared equally at 25% between the
Cities of Pleasanton and Livermore. (The interchange project will be completed in
two phases. The City of Dublin has taken the lead in designing Phase I and is funding
this project largely with Section II TIF fees; the cost participation by the three Cities
for the remaining Phase 2 work will be adjusted to account for Phase 1 contributions
by the City of Dublin to maintain a 50:25:25 overall share between the Cities).
Scarlett Drive and portions of Dougherty Road and Dublin Boulevard are partially
funded by prior traffic mitigation fees paid by development in the Downtown area.
The costs for the remaining Section II improvements are assigned at 100% of the total
cost.
The Section II Residential BART Parking category includes that portion of the
Eastern Dublin BART Parking Garage that serves parking generated from residential
development in Eastern Dublin (this is approximately 500 spaces out of 1,680 total
spaces). This report assigns this cost to the Section II Residential BART Parking fee.
This fee will be paid only by residential development outside the Transit Center to a
maximum of $6 Million, as development within the Transit Center would not travel
by automobile to access the BART Station.
Table 1, Line 2 -Balance Due on Advances and TIF Credits
The City of Dublin received funding advances from County of Alameda, the City of
Pleasanton and the Bay Area Rapid Transit District (BART) for construction of
certain improvements needed to serve Eastern Dublin development ("the funding
advances"). In addition, between 1995 and the present, several developers in the
Eastern Dublin Specific Plan area constructed or guaranteed various improvements
Page 7 of 13
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funded by the TIF. Pursuant to the TIF, each such developer received TIF credits in
return.
Portions of the funding advances have been repaid. Further, developers have utilized
portions of their credits against TIF fees that would otherwise be due with building
permits, reducing the value of the remaining credits. A summary of balances
remaining as of July 1, 2009 for credits and advances by developer is shown on
Attachment 6.
The three advances made by other public agencies are subject to interest payments on
the unpaid principal. The BART Long Term Advance was fully repaid July 1, 2009,
the remaining balance owed to the City of Pleasanton was fully repaid in November
2009. Currently only the amount owed to County of Alameda is outstanding and
subject to interest payments on the unpaid principal. The interest to be paid must be
added to the TIF. The Administrative Services Department has prepared an estimate
of repayments and reductions in the loan balances for a period of five years beginning
July 1, 2009. The current projections indicate that amounts will still be owed to the
County of Alameda at the end of the five year period based on projected development.
The amount projected to be owed is included in the amounts shown on Attachment 6.
The outstanding TIF credit balances as of June 30, 2009 are shown below:
Credits Loans TOTAL
Section I Improvements $82,589,298 $158,092 $82,747,390
Section I Residential
Im rovements $779,717 $779,717
Section II Im rovements $12,755,797 $5,823,229 $18,579,026
Section II Residential BART
Parkin N/A
Total Costs $96,124,812 $5,981,321 $102,106,133
The above costs must be included in the revenue to be raised under the revised TIF
Section I and Section II fees, in order that adequate funds are available to reimburse
the credit holders and agencies that advanced funding
Table 1, Line 3 -Total Cost of TIF Improvements (Lines 1 and 2~
This line, which is the sum of Lines 1 and 2, shows the total cost of all improvements
remaining to be funded under the TIF. Total costs by category are as follows:
Section I Im rovements $176,160,111
Section I Residential Im rovements $1,741,357
Section II Im rovements $52,597,014
Section II Residential BART Parkin $4,827,906
Page 8 of 13
as a //~2
Total Costs $235,326,388
Table 1, Line 4 -Current TIF Fee Account Balance, Section I
Fees collected from the building permits issued to date that have not been allocated to
specific TIF improvements, remain in a reserve account and can be deducted from the
total revenue to be raised by the revised fees. The cash balance of Section I TIF fee
revenues as of July 1, 2009 has been provided by the Finance Division, as shown on
Attachment 7. The current balance is $1,010,671.
Table 1, Line 5 -Current TIF Fee Account Balance, Section II
The cash balance of Section II TIF fee revenues as of July 1, 2009 has been provided
by the Finance Division. The current balance is $2,945,769, as shown on
Attachment 7.
Table 1, Line Sa -Current TIF Fee Account Balance, Section II Non-Residential BART
Parkin
The cash balance of Section II TIF Non-Residential BART Parking fee revenues as of
July 1, 2009 has been provided by the Finance Division. The current balance is
$97,629, as shown on Attachment 7.
Table 1, Line 6 - Dougherty Valley Traffic Mitigation Fee Account Balance
The cash balance of Dougherty Valley Traffic Mitigation Fees as of July 1, 2009 has
been provided by the Finance Division. The current balance is zero, as shown on
Attachment 7.
Table _1 ~ Line 7 -Adjusted Cost of Remaining_Improvements (Line 3 -Lines 4-6)
The total cost of the TIF improvements and credits (Line 3) is decreased by the
current balance of fees not encumbered for specific projects (Lines 4-6)
Table 1, Lines 8a and 8b -Estimated Section I and Section II Fees from Estimated
Remaining_Trips (1,430) Collected at Current Rate
A list of remaining development projects in Eastern Dublin as of July 1, 2009 is shown
on Attachment 9. Certain projects are shown as receiving building permits during the
2009-10 Fiscal Year, based on projections by the City's Building Division. These
projects account for 1,430 new trips. For the purpose of developing the revised EDTIF
fee, it is assumed that payment of the EDTIF will be made at the existing rate (actual
payment will be at the rate in effect at the time the permits are issued). The revenue
raised from fees applied to these trips can be deducted from the total revenue to be
raised by the revised fees. Estimated revenues from the remaining trips collected at the
old rate are $827,970 for Section I and $228,800 for Section II.
Page 9 of 13
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Table 1, Line 9a -Estimated Section I Residential Fees From Remaining Residential
Trip~1,320) Collected at Current Rate
A list of remaining residential development projects in Eastern Dublin as of July 1,
2009 is shown on Attachment 10. Certain projects are shown as receiving building
permits during the 2009-10 Fiscal Year, based on projections by the City's Building
Division. These projects account for 1,320 new trips. For the purpose of developing
the revised EDTIF fee, it is assumed that payment of the EDTIF will be made at the
existing rate (actual payment will be at the rate in effect at the time the permits are
issued). The revenue raised from fees applied to these trips can be deducted from the
total revenue to be raised by the revised fees. Estimated revenues from the remaining
trips collected at the old rate are $62,040.
Table 1, Line 9b -Estimated Section II Residential BART Parking Fees From Remaining
Residential Trips (1,320) Collected at Current Rate
A list of remaining residential development projects in Eastern Dublin as of July 1,
2009 is shown on Attachment 10. Certain projects are shown as receiving building
permits during the 2009-10 Fiscal Year, based on projections by the City's Building
Division. These projects account for 1,320 new trips. For the purpose of developing
the revised EDTIF fee, it is assumed that payment of the EDTIF will be made at the
existing rate (actual payment will be at the rate in effect at the time the permits are
issued). The revenue raised from fees applied to these trips can be deducted from the
total revenue to be raised by the revised fees. Estimated revenues from the remaining
trips collected at the old rate are $101,640.
Table 1, Line 10 - Remainin D~oughe Valley Traffic Mitigation Fees
The City of Dublin has negotiated an agreement with the County of Contra Costa for
the payment of funds to provide traffic improvements on City of Dublin streets
necessitated by development in the Dougherty Valley. The original estimated level of
contribution was $13,250,220. Under the terms of the agreement, these funds must be
spent on selected roads impacted by Dougherty Valley traffic, specifically Dougherty
Road, Scarlett Drive, Tassajara Road, and Fallon Road. The fees are increased each
year based on current construction costs; therefore, the total amount of fees received
will exceed the above amount. The current fee effective 7/1/2009 is $2,161 per unit
for units in the Shapell Development and $1,786 for units in the Windermere
development.
A summary of payments from Contra Costa County for Dougherty Valley Impact Fees
has been provided by the Finance Division, as shown on Attachment 8. A total of
7,795 residential units had received building permits in Dougherty Valley as of July 1,
2009, out of a total of 11,000 units. This leaves 3,205 units to be permitted in the
future, for which fees in the amount of $6,760,630.00 are estimated to be paid. For the
purpose of the TIF update, the balance is split equally between Section I and Section
II, or $3,380,315.00 for each account. Revenues are split equally between the two
Sections based on the agreement between the City and the County of Contra Costa,
which calls for the Dougherty Valley fees to be used for the improvement of
Page 10 of 13
~~6 ~~a
Dougherty Road, Scarlett Drive, Tassajara Road, and Fallon Road. The Section I
(Tassajara Road and Fallon Road) and Section II (Dougherty Road and Scarlett Drive)
costs are approximately equal for these four roadways, and revenues will be assigned
in equal amounts to each section.
Table 1, Line 11 -Remaining Costs to be Financed by Revised Fee (Line 7 - (Lines 8, 9
andand 10))
The adjusted cost of the remaining improvements (Line 7) must be further adjusted to
subtract the estimated fees to be collected under the old rate as well as the estimated
remaining Dougherty Valley revenue (Lines 8, 9, and 10).
Section I Im rovements $170,941,155
Section I Residential Im rovements $1,679,317
Section II Im rovements $46,042,130
Section II Residential BART Parkin $4,628,637
Total Costs $223,291,239
Table 1, Line 12 -Total Remaining Trips Subject to Fees
A list of pending and buildout projects subject to the Eastern Dublin TIF is shown on
Attachments 9 and 10. Trip generation is based on General Plan land use designations
and densities approved within the Eastern Dublin TIF area. Land uses for each
specific property and anticipated densities were determined by the Community
Development Department. For the purpose of estimating the revised fee, it is assumed
that these projects will all receive building permits after the revised fee has gone into
effect. The list has been revised to reflect the current status of land use entitlements.
The revised total number of trips subject to the TIF is 296,761.
A list of residential-only projects is shown on Attachment 10. The total number of
residential trips is 64,785, with 58,497 trips generated outside the Transit Center.
There are a total of 6,288 residential trips remaining in the Transit Center. Based on
the Fehr & Peers study, these trips will pay a fee which is 25% lower than trips
outside of the Transit Center. This results in a reduction of 1,572 trips. The number of
total trips subject to the TIF is reduced to 295,179; the total number of residential
trips subject to the TIF is 63,213.
One commercial project is shown as creating no vehicle traffic. This is the retail use
within the Transit Center. The retail use will serve residents within the development
through pedestrian access, and will not generate vehicle trips from the outside. This
retail use will be exempt from paying the TIF.
There is a nominal amount of ancillary retail use within the Fairway Ranch high-
density residential project, which is not shown in Attachment 9. This retail use will
also be exempt from paying TIF fees, as it will not generate additional vehicle trips.
Page 11 of 13
a3~ ~~~
A "second unit" as defined in the Resolution, would pay a fee of $5,034 per unit,
which is equal to the rate for High Density Residential Units. The Community
Development Director estimates that approximately 50 "second units" could be
constructed within Eastern Dublin. Because second units can be no larger than 1,000
square feet (Dublin Municipal Code, Chapter 8.80), the Public Works Department
estimates that the number of vehicle trips per day will be similar to the trips generated
from dwelling units on property designated for over 25 units per acre, or six trips per
day per unit. The total trips from the "second units" is considered de minimus and
will not affect the amount of the fee.
It should be noted that the purpose of the Attachments 9 and 10 is to develop an
estimate of trips for the purpose of calculating the fee, and should not imply approval
of land uses or densities for specific properties beyond any existing entitlements for
those properties. Also, actual fees will be based on the trip rates for land uses shown
on Exhibit C, and not the projections shown on Attachments 9 and 10.
Table 1, Line 13 -Revised Fee (Cost per Trip~Line 11 divided bYLine 12)
The revised fee for each section is determined by dividing the cost of improvements
(Line 11) by the number of trips subject to the fee (Line 12).
The Section I fee will remain at $579 per trip. The minor increase in the fee rate due
to the 25% reduction of trips within the Transit Center was offset by the reduction in
the Zone 7 impervious surface fee rate.
There is a decrease in the Section I Residential fee of 43%, due to the removal of the
Fallon Road Park and Ride Lot from the TIF.
The Section II fee will decrease by 3%. This is largely due to the final costs for the
Dublin Boulevard/ Dougherty Road Intersection and the Interstate 580/ Fallon Road
Interchange costs being slightly lower than the costs used in the 2009 Update. The
minor increase in the fee rate due to the 25% reduction of trips within the Transit
Center was offset by the reduction in the Zone 7 impervious surface fee rate.
The Section II Residential BART Parking fee will increase by 3%. This is because the
2009 Update presumed that a number of building permits would be issued prior to the
2009 Update going into effect, and that fees would be collected at the pre-2009
Update rate of $140 per trip and not the post-Update rate of $77 per trip. Because of
the economic downturn, these permits were not issued, and the fees will be collected
at the lower post-Update rate. The difference in fee rates ($140-$77 per trip) is lost
revenue that must be spread to the remaining permits, increasing the fee per trip from
$77 to $79.
The overall change for fees charged to non-residential development is a 1 % decrease
below the current costs.
The overall change for fees charged to residential development is a 3% decrease
below the current costs.
Page 12 of 13
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Since residential development within the Transit Center will see a 25% reduction in
the trip generation rate, the net reduction in fees per unit for residential development
within the Transit Center is a 27% reduction below current levels.
Payment Plan for Interest-Bearing Loans
The TIF program is liable for payments on certain loans /advances by third parties for
TIF infrastructure. As many developers pay the TIF with credits, very little cash is
available to repay these loans.
The 2004 Update used an projected eight-year payoff period in determining the
interest costs for the three interest-bearing loans. In order to generate adequate cash
flow to meet the eight-year payoff, the 2004 Update included the provision that the
minimum Section I cash payment be increased from 3% of the total fee to 11%, and
that the minimum Section II cash payment be increased from 12.4% to 25% of the
total fee. These minimum payments were continued with the 2009 Study Update. The
2010 Update proposes to maintain the same minimum cash payment requirements, as
principal remains on the two of the three loans. The City will utilize the fee revenue
for loan repayment, for use on capital improvements funded by the fee or for
administrative costs associated with the fee program, and for distribution to holders of
aright to reimbursement in accordance with the adopted Administrative Guidelines.
G: ITIFIEastern DublinlEDTIF Transit Center Fee Reduction, 20101Study Update Exhibit B, 2-08-]O.DOC
Page 13 of 13
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Exhibit B,
Table 1
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Exhibit B,
Attachments 1-11
~~ ~~~
Attachment 1 -Cost Estimate Summary
Dou he Road - Se ment 1
4,300 feet, 104 feet curb to curb
Ci Limits to Amador Valle Widenin
Portion of Existin Im rovements to be Re-Used
Ci Ca ital Im rovement Pro'ect Number Not Assi ned
Totals for TIF Share
Civil Im rovements
Eastern Portion, 4300 feet to be widened $ 4,923,753.69
Intersection Im rovements
$ 600,000.00
Ri ht-of-Wa
None $ -
Subtotal $ 5,523,753.69
Ci Administration, Desi n, Construction Mana ement, ROW Ac uisition, 20.0% $ 1,104,750.74
Contin enc Im rovement, Ri ht-of-Wa , 10.0% $ 552,375.37
Subtotal $ 7,180,879.79
Traffic Miti ation Contributions er Finance, Reserve Account as of 7/01/09 $ 429,592.64
$ 6,751,287.15
Zone 7 Fees $ 146,630.00
Total $ 6,897,917.15
Dou he Road - Se ment 2
4,150 feet, 104 feet curb to curb
Amador Valle Bouldevard to Houston Place
Portion of Existin Im rovements to be Re-Used
Ci Ca ital Im rovement Pro'ect Number 96850
Totals for TIF Share
Civillm rovements
3300 feet to be widened $ 3,754,376.36
Intersection Im rovements
$ 704,200.00
Ri ht-of-Wa
None $ 272,000.00
Subtotal $ 4,730,576.36
Ci Administration, Desi n, Construction Mana ement, ROW Ac uisition, 20.0% $ 946,115.27
Contin enc Im rovement, Ri ht-of-Wa , 10.0% $ 473,057.64
Subtotal $ 6,149,749.27
Traffic Miti ation Contributions er Finance, Reserve Account as of 7/01/09 $ 201,198.80
$ 5,948,550.47
Zone 7 Fees $ 141,515.00
Total $ 6,090,065.47
Dou he Road - Se ment 3
Houston Place to Dublin Boulevard 900'
Dou he Road - Se ment 4 Portion
Dublin Boulevard to North of I-580 Off-Ram 500'
Dublin Boulevard - Se ment 6
Dublin Court to Dou he Road 700'
Dublin Boulevard Extension - Se ment 7
Dou he to Southern Pacific Ri ht-of-Wa 1650'
Ci Ca ital Im rovement Pro'ect Number 96852
Com lete
Totals for TIF Share
Total Cost to EDTIF Category II and Dougherty Valley Fees $ -
Attachment 1, Attachment 2, and Zone 7 Fees/Attachment 1-Cost Estimate Sum Page 1 of 16, 2/26/2010
zD ~1~ lI ~
Dou he Road - Se ment 4 Portion
Dublin Boulevard to North of I-580 Off-Ram 500'
Totals for TIF Share
Civillm rovements
Westbound On-Ram Im rovements $ 1,500,000.00
Subtotal $ 1,500,000.00
Ci Administration, Desi n, Construction Mana ement, ROW Ac uisition, 12% $ 178,050.00
Contin enc Im rovement, Ri ht-of-Wa 0% $ -
Subtotal $ 1,678,050.00
$ 1,678,050.00
Total $ 1,678,050.00
Dou he Road Subtotal Se ments 1, 2, and Portions of 4 $ 14,377,887.62
(Note that the City of San Ramon and Contra Costa County are responsible for that portion of
Dou he Road from the Ci Limits north to Old Ranch Road
Zone 7 Fees Se menu 1 8~ 2 $ 288,145.00
Subtotal S 14,666,032.62
Attachment 1, Attachment 2, and Zone 7 Fees/Attachment 1-Cost Estimate Sum Page 2 of 16, 2/26/2010
3/g I/z
Dublin Boulevard - Se ment 5
1,800 feet, 108 Ri ht-of-wa , 6 Lanes
East of Villa a Parkwa to Sierra Court Widenin
Under Construction Ci Ca ital Im rovement Pro'ect
Ci Ca ital Im rovement Pro'ect Number 96920
Com lete
Totals for TIF Share
Total $ -
Dublin Boulevard - Se ment 6
Sierra Court to Dublin Court 1300'
Ci Ca ital Im rovement Pro'ect Number 96930
Totals for TIF Share
Civil Im rovements
Sierra Court to Dublin Court, er Ci CIP $ 1,763,748.00
Ri ht-of-Wa
Sierra Court to Dublin Court, er Ci CIP Se ment 6 $ 556,511.00
Subtotal $ 2,320,259.00
Ci Administration, Desi n, Construction Mana ement, ROW A uisition $ 376,837.00
Contin enc Im rovement, Ri ht-of-Wa 0% $ 57,858.00
Subtotal $ 2,754,954.00
Zone 7 Fees $ 109,417.00
Traffic Miti ation Contributions er Finance, Reserve Account as of 7/01/07 $ 718,623.29
Total $ 2,145,747.71
Dublin Boulevard Subtotal to Southern Pacific Ri ht-of-Wa Se menu 5 and 6 $ 2,036,330.71
Zone 7 Fees Se menu 5 and 6 $ 109,417.00
Subtotal $ 2,145,747.71
Dublin Boulevard Extension - Se ment 8
1,950 feet, 6 Lanes
Southern Pacific Ri ht-of-Wa to East BART Access
Com lete
Totals for TIF Share
$ -
Subtotal $ -
Ci Administration, Desi n, Construction Mana ement, ROW Ac uistion, 20% $ -
Contin enc Im rovements, Ri ht-of-Wa 10% $ -
Subtotal $ -
Zone 7 Fees N/A
Total $ -
Attachment 1, Attachment 2, and Zone 7 Fees/Attachment 1-Cost Estimate Sum Page 3 of 16, 2/26/2010
3~ ~' I la
Dublin Boulevard Extension - Se ment 8A
2,650 feet, 6 Lanes
East BART Access Iron Horse Parkwa to Hacienda Drive
Totals for TIF Share
Civil Im rovements
Path on north side no other roadwa im rovements $ 307,824.00
Intersection Im rovemnts w/o ri ht of wa
$ 172,500.00
Ri ht-of-Wa
none $ -
Subtotal $ 480,324.00
Ci Administration, Desi n, Construction Mana ement, ROW A uistition, 20% $ 96,064.80
Contin enc Im rovements, Ri ht-of-Wa 10% $ 48,032.40
Subtotal $ 624,421.20
Zone 7 Fees $ 34,980.00
Total $ 659,401.20
Dublin Boulevard - Se ment 9
4,600 feet, 6 Lanes
Hacienda to Tassa'ara Road
Com lete Exce t as Noted
Totals for TIF Share
Civil Im rovements
$ -
Intersection Im rovements w/o ri ht of wa
$ 222,500.00
Ri ht-of-Wa $ -
$ -
Subtotal $ 222,500.00
Ci Administration, Desi n, Construction Mana ement, ROW Ac uistition, 20% $ 44,500.00
Contin enc Im rovements, Ri ht-of-Wa 10% $ 22,250.00
Total $ 289,250.00
Dublin Boulevard - Se ment 10
6,320 feet, 6 Lanes
Tassa'ara Road to Fallon
Com lete Exce t as Noted
Totals for TIF Share
Civil Im rovements
Tassa~ara Road to Branni an Street: Overla 900 feet use $1.50/sf x 48' x 900' $ 64,800.00
Tassa~ara Road to Branni an Street: Stri in , Markin s 900 feet use $2/If x 6 x 900' $ 10,800.00
Tassa'ara Road to Branni an Street: Median Landsca in 900 feet use $4/sf x 30' x 900' $ 108,000.00
Lockhart Wa to Fallon Road: Median Landsca in 38,520s :use $4/sf x 38520sf $ 154,080.00
Intersection Im rovements $ 67,500.00
Subtotal $ 405,180.00
Ci Administration, Desi n, Construction Mana ement, ROW Ac uisition, 20% $ 81,036.00
Contin enc Im rovements, Ri ht-of-Wa 10% $ 40,518.00
Subtotal $ 526,734.00
Zone 7 Fees $ -
Total $ 526,734.00
Attachment 1, Attachment 2, and Zone 7 Fees/Attachment 1-Cost Estimate Sum Page 4 of 16, 2/26/2010
~~a na
Dublin Boulevard Extension - Se ment 11
8,000 feet, 6 Lanes
Fallon Road to Airwa
All New Roadwa Included
Totals for TIF Share
Civil Im rovements
$1750/If; TIF =center 50% for 5,OOOIf w'/in Dublin; TIF = 100% for 3,000 If w/in Alameda Coun $ 9,625,000.00
Intersection Im rovements $ 725,160.00
Bride $ 2,400,000.00
Storm Runoff Treatment = $13,000/ acre x 11.57 acres $ 150,413.22
Habitat Miti ation $ 1,500,000.00
Ri ht-of-Wa $ 9,099,040.00
Subtotal $ 23,499,613.22
Ci Administration, Desi n, Construction Mana ement, ROW Ac uistition, 20% $ 4,699,922.64
Contin enc Im rovements, Ri ht-of-Wa 10% $ 2,349,961.32
Subtotal $ 30,549,497.19
Ci of Livermore Contribution
Civil Im rovements -Livermore Contibution for 3,000 w/in Alameda Coun
$1750/If, TIF = 100% for 3,000 If w/in Alameda Coun x 50% $ 2,625,000.00
Ri ht-of-Wa $ 1,344,000.00
Ci Administration and Contin enc 30% $ 787,500.00
Total Ci of Livermore Contribution $ 4,756,500.00
Subtotal $ 25,792,997.19
Zone 7 Fees $ 512,050.00
Total $ 26,305,047.19
Dublin Boulevard Extension SP RNV to Airwa Subtotal without Freewa Interchan e $ 27,233,402.39
Subtotal $ 27,233,402.39
Zone 7 Fees Se ments 8, 8A, 9, 10 and 11 $ 547,030.00
Subtotal $ 27,780,432.39
Freewa Interchan e - Se ment 12
Dublin Boulevard Extension with I-580 Airwa Boulevard
Com lete
Totals for TIF Share
Civil Im rovements
n/a
Ri ht-of-Wa n/a
Subtotal $ -
Cit Administration, Desi n, Construction Mana ement, ROW Ac uistition, 20% n/a
Contin enc Im rovements, Ri ht-of-Wa 10% n/a
Total $ -
Attachment 1, Attachment 2, and Zone 7 Fees/Attachment 1-Cost Estimate Sum Page 5 of 16, 2/26/2010
3ye~ Ild
Hacienda - Se ment 13
1,525 feet, 6 Lanes
I-580 Not includin interchan a to Dublin Boulevard Extension
Com lete
Totals for TIF Share
Civillm rovements
$ -
Intersection Im rovements
$ -
Ri ht-of-Wa
$ -
Subtotal $ -
Ci Administration, Desi n, Construction Mana ement, ROW A uistition, 20% $ -
Contin enc Im rovements, Ri ht-of-Wa 10% $ -
Total $ -
Hacienda - Se ment 14
2,640 feet, 6 Lanes
Dublin Boulevard Extension to Gleason Drive
Totals for TIF Share
Civil Im rovements
800 ft and 1800 ft len the $ 660,459.23
Intersection Im rovements
$ 37,500.00
Ri ht-of-Wa
none $ -
Subtotal $ 697,959.23
Ci Administration, Desi n, Construction Mana ement, ROW A uistition, 20% $ 139,591.85
Contin enc Im rovements, Ri ht-of-Wa 10% $ 69,795.92
Subtotal $ 907,347.00
Zone 7 Fees $ 34,848.00
Total $ 942,195.00
Hacienda Road Subtotal Without Freewa Interchan a Se menu 13 and 14 $ 907,347.00
Zone 7 Fees Se menu 13 and 14 $ 34,848.00
Subtotal $ 942,195.00
Freewa Interchan e - Se ment 15
Hacienda Road with I-580
Widen Offram sand Overcrossin er EDPO EIR
Totals for TIF Share
Civil Im rovements
E/B Offram Additional Lane $ 2,152,500.00
W/B Offram Additional Lane and N/B Overcrossin Additional Lane $ 6,397,500.00
Storm Runoff Treatment = $13,000/ acre x 3200' x 12' Lane lus 100% contin enc $ 22,920.11
Subtotal $ 8,572,920.11
Ci Administration, Desi n, Construction Mana ement, ROW Ac uistition, Included in Above $ -
Contin enc Im rovements, Ri ht-of-Wa Included in Above $ 857,292.01
Total $ 9,430,212.12
Attachment 1, Attachment 2, and Zone 7 Fees/Attachment 1-Cost Estimate Sum Page 6 of 16, 2/26/2010
~d lla
Arnold Road - Se ment 16
2,640 feet, 4 Lanes
Dublin Boulevard Extension to Gleason
Cam Parks is on one side of Roadwa
Totals for TIF Share
Civil Im rovements
$ 3,248,418.86
Intersection Im rovements
$ 573,000.00
Ri ht-of-Wa
$ -
Subtotal $ 3,821,418.86
Ci Administration, Desi n, Construction Mana ement, ROW Ac uistition, 20% $ 764,283.77
Contin enc Im rovements, Ri ht-of-Wa 10% $ 382,141.89
Subtotal $ 4,967,844.52
Zone 7 Fees $ 81,312.00
Total $ 5,049,156.52
Central Parkwa - Se ment 16A
1,400 feet, 4 Lanes
Arnold to Hacienda
Totals for TIF Share
Civil Im rovements
one 12ft lane and 16 ft median $ 461,556.78
Intersection Im rovementsw/o ri ht of wa
$ 37,500.00
Ri ht-of-Wa
none $ -
Subtotal $ 499,056.78
Ci Administration, Desi n, Construction Mana ement, ROW Ac uistition, 20% $ 99,811.36
Contin enc Im rovements, Ri ht-of-Wa 10% $ 49,905.68
Subtotal $ 648,773.81
Zone 7 Fees $ 38,500.00
Total $ 687,273.81
Central Parkwa - Se ment 17
4,575 feet, 4 Lanes
Hacienda to Tassa'ara
Totals for TIF Share
Civillm rovements
2500 feet of remodeled median $ 542,936.03
2000 feet of median and #1 lane in each direction; no ark im rovements $ 994,404.28
Storm Runoff Treatment
2000' x 2 Lanes x 12' lane x $13,000/acre $ 14,325.07
Intersection Im rovements $ -
$ 112,250.00
Brid e
$ 800,000.00
Ri ht-of-Wa
none, aid b ark fees $ -
Subtotal $ 2,463,915.38
Ci Administration, Desi n, Construction Mana ement, ROW Ac uistition, 20% $ 492,783.08
Contin enc Im rovements, Ri ht-of-Wa 10% $ 246,391.54
Subtotal $ 3,203,089.99
Zone 7 Fees $ 125,812.50
Total $ 3,328,902.49
Attachment 1, Attachment 2, and Zone 7 Fees/Attachment 1-Cost Estimate Sum Page 7 of 16, 2/26/2010
add iia
Central Parkwa - Se ment 18
4 Lanes
Tassa'ara to Kee an Street, Western 3,640 feet
All New Roadwa
Com lete Exce t as Noted
Totals for TIF Share
Civil
Tassa'ara Road to Branni an Street: Overla 900 feet use $1.50/sf x 24' x 900' $ 32,400.00
Tassa'ara Road to Branni an Street: Stri in , Markin s 900 feet use $2/If x 6 x 900' $ 10,800.00
Tassa'ara Road to Branni an Street: Median Landsca in 900 feet use $4/sf x 30' x 900' $ 108,000.00
Intersection Im rovements
$ 52,500.00
Subtotal $ 203,700.00
Ci Administration, Desi n, Construction Mana ement, ROW Ac uistition, 20% $ 40,740.00
Contin enc Im rovements, Ri ht-of-Wa 10% $ 20,370.00
Total $ 264,810.00
Central Parkwa - Se ment 18A
4 Lanes
Kee an Street to Fallon, 2,230 feet
Com lete Exce t as Noted
Totals for TIF Share
Civil Im rovements
Lockhart Wa to Fallon Road: Median Landsca in 1,600 feet :use $4/sf x 16' x 1600' $ 102,400.00
Intersection Im rovements
$ 30,000.00
S orts Park
$ -
Ri ht-of-Wa
$ -
Subtotal $ 132,400.00
Ci Administration, Desi n, Construction Mana ement, ROW Ac uistition, 20% $ 26,480.00
Contin enc Im rovements, Ri ht-of-Wa 10% $ 13,240.00
Subtotal $ 172,120.00
Zone 7 Fees
Total $ 172,120.00
Central Parkwa and Arnold Drive Subtotal Se menu 16, 16A, 17, 18 and 18A $ 9,256,638.32
Zone 7 Fees Se ments 16, 16A, 17, 18 and 18A $ 245 624.50
Subtotal $ 9 502 262.82
Attachment 1, Attachment 2, and Zone 7 Fees/Attachment 1-Cost Estimate Sum Page 8 of 16, 2/26/2010
37~ //~
Gleason - Se ment 19
1,600 feet, 4 Lanes
Arnold Road to Hacienda
Roadwa Com lete, Future Traffic Si nal at Arnold Drive
Totals for TIF Share
Civil Im rovements
none $ -
Intersection Im rovements
$ 75,000.00
Ri ht-of-Wa
none $ -
Subtotal $ 75,000.00
Ci Administration, Desi n, Construction Mana ement, ROW Ac uistition, 20% $ 15,000.00
Contin enc Im rovements, Ri ht-of-Wa 10% $ 7,500.00
Total $ 97,500.00
Gleason - Se ment 19A
4,650 feet, 4 Lanes
Hacienda to Tassa'ara
Com lete
Totals for TIF Share
Total $0.00
Attachment 1, Attachment 2, and Zone 7 Fees/Attachment 1-Cost Estimate Sum Page 9 of 16, 2/26/2010
.~~ pia
Gleason - Se ment 20
4,800 feet, 4 Lanes
Tassa'ara to Fallon
Com lete Exce t as Noted
Totals for TIF Share
Civil Im rovements
Tassa'ara Road to Branni an Street: Overla 900 feet use $1.50/sf x 24' x 900' $ 32,400.00
Tassa'ara Road to Branni an Street: Stri in , Markin s 900 feet use $2/If x4 x 900' $ 7,200.00
Tassa'ara Road to Branni an Street: Median Landsca in 900 feet use $4/sf x 16' x 900' $ 57,600.00
Intersection Im rovements
$ 52,500.00
S orts Park $ -
$ -
Ri ht-of-Wa
$ -
Subtotal $ 149,700.00
Ci Administration, Desi n, Construction Mana ement, ROW A uistition, 20% $ 29,940.00
Contin enc Im rovements, Ri ht-of-Wa 10% $ 14,970.00
Subtotal $ 194,610.00
Zone 7 Fees $ -
Total $ 194,610.00
Gleason Drive Subtotal Se ments 19, 19A and 20 $ 292,110.00
Zone 7 Fees Se ments 19, 19A and 20 $ -
Subtotal $ 292,110.00
Scarlett Drive - Se ment 21
2,400 feet, 52 feet curb to curb, 80 ft RNV
Dou he Road to Dublin Boulevard Extension
All New Roadwa
Totals for TIF Share
Civil Im rovements
er BKF En ineers Estimate, 6-15-06, $ 4,437,000.00
Estimate Ad'ustment, 2006-2008, 5% er ear $ 443,700.00
Intersection Im rovements
included in BKF En ineers estimate $ -
Miscellaneous Costs
$ 1,300,000.00
Ri ht-of-Wa
$ 4,916,220.00
Subtotal $ 11,096,920.00
Cit Administration, Desi n, Construction Mana ement, ROW Ac uistition, 15% $ 1,664,538.00
Contin enc Im rovements, Ri ht-of-Wa 10% $ 1,109,692.00
Subtotal $ 13,871,150.00
Zone 7 Fees $ 137,280.00
Traffic Miti ation Contributions er Finance, Reserve Account as of 7/01/07 $ 113,677.82
Total $ 13,894,752.18
Attachment 1, Attachment 2, and Zone 7 Fees/Attachment 1-Cost Estimate Sum Page 10 of 16, 2/26/2010
33~ na
Tassa'ara Road - Se ment 22
5,660 feet, 6 Lanes
5000 ft north of Gleason to Contra Costa Coun Line
All New Roadwa
Totals for TIF Share
Civil Im rovements
median and 2 lanes, each direction $ 7,799,097.47
Intersection Im rovements
$ 446,563.00
Miscellaneous Im rovements
$ 1,237,563.00
Brid e
$ 4,072,000.00
Ri ht-of-Wa
$ 4,531,128.00
Subtotal $ 18,086,351.47
Ci Administration, Desi n, Construction Mana ement, ROW Ac uistition, 20% $ 3,617,270.29
Contin enc Im rovements, Ri ht-of-Wa 10% $ 1,808,635.15
Subtotal $ 23,512,256.91
Zone 7 Fees $ 305,074.00
Total $ 23,817,330.91
Tassa'ara Road - Se ment 22A
5,000 feet, 6 Lanes
Gleason to 5,000 ft north of Gleason
All New Roadwa
Totals for TIF Share
Civil Im rovements
1 lane, each direction, Gleason to North Dublin Ranch Drive (1300'); median and 2 lanes, each
direction, North Dublin Ranch Drive to north 3700'
$
4,441,261.90
Intersection Im rovements
$ 53,250.00
Miscellaneous Im rovements
$ 402,288.00
Ri ht-of-Wa
$ 868,611.00
Subtotal $ 5,765,410.90
Ci Administration, Desi n, Construction Mana ement, ROW Ac uistition, 20% $ 1,153,082.18
Contin enc Im rovements, Ri ht-of-Wa 10% $ 576,541.09
Subtotal $ 7,495,034.17
Zone 7 Fees $ 235,180.00
Total $ 7,730,214.17
Attachment 1, Attachment 2, and Zone 7 Fees/Attachment 1-Cost Estimate Sum Page 11 of 16, 2/26/2010
~a~ ~i~
Tassa'ara Road - Se ment 23
2,470 feet, 6 and 8 Lanes
Dublin Boulevard Extension to Gleason Road
All New Roadwa
Totals for TIF Share
Civillm rovements
1 lane in each direction $ 760,352.62
$ -
Intersection Im rovements
$ 159,750.00
Ri ht-of-Wa
$ -
Subtotal $ 920,102.62
Ci Administration, Desi n, Construction Mana ement, ROW A uistition, 20% $ 184,020.52
Contin enc Im rovements, Ri ht-of-Wa 10% $ 92,010.26
Subtotal $ 1,196,133.41
Zone 7 Fees $ 67,925.00
Total $ 1,264,058.41
Tassa'ara Road - Se ment 24
800 feet, 8 Lanes
Dublin Boulevard Extension to I-580 not includin Interchan e
All New Roadwa
Totals for TIF Share
Civil Im rovements
Add 1 12foot lane; $1750/ If x 12'/ 128' x 800 If $ 131,250.00
Intersection Im rovements
$ 53,250.00
Ri ht-of-Wa
Storm Runoff Treatment $ 2,865.01
800' x 12' Lane x $13,000/ acre
$ -
Subtotal $ 187,365.01
Ci Administration, Desi n, Construction Mana ement, ROW A uisition, 20% $ 37,473.00
Contin enc Im rovements, Ri ht-of-Wa 10% $ 18,736.50
Subtotal $ 243,574.52
Zone 7 Fees $ 10,560.00
Total $ 254,134.52
Tassa"ara Road Subtotal without Freewa Interchan a Se menu 22, 22A, 23 and 24 $ 32,446,999.01
Zone 7 Fees Se menu 22, 22A, 23 and 24 $ 618,739.00
Total $ 33,065,738.01
Tassa'ara Road - Se ment 25
at Freewa Intersection
Freewa Interchan e
Totals for TIF Share
Civil Im rovements
E/B Offram Additional Lane $ 2,152,500.00
Storm Runoff Treatment = $13,000/ acre x 1500' x 12' Lane lus 100% Contin enc $ 10,743.80
Subtotal $ 2,163,243.80
Ci Administration, Desi n, Construction Mana ement, ROW Ac uistition, 20% $ 432,648.76
Contin enc 10% $ 216,324.38
Total $ 2,812,216.94
Attachment 1, Attachment 2, and Zone 7 Fees/Attachment 1-Cost Estimate Sum Page 12 of 16, 2/26/2010
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Fallon Road - Se ment 26
8,080 feet, 4 Lanes
Tassa'ara to Gleason
Road is Existing From Signal Hill Drive to Gleason Drive, Road is Under Construction and Nearing Completion From Silvera
Ranch/ Dublin Ranch Bounda to Si nal Hill Drive
Totals for TIF Share
Civil Im rovements
Lin Pro a 2200' , $1500 er LF x 38% -Under Constrcution -See Pendin Credits
Silveria Pro a 1500' , $1500 er LF x 38% $ 855,000.00
Storm Runoff Treatment = $13,000/ acre x 1500' x 12' Lane x 2 Lanes $ 10,743.80
Intersection Im rovements South Le at Tassa~ara Road
$ 84,500.00
Brid a Includes Storm Runoff Treatment for Lin Se ment -Under Construction -See Pendin Credits
Estimate er MacKa and Som s
Ri ht-of-Wa
$ -
Subtotal $ 950,243.80
Ci Administration, Desi n, Construction Mana ement, ROW Ac uistition, 20% $ 190,048.76
Contin enc Im rovements, Ri ht-of-Wa 10% $ 95,024.38
Subtotal $ 1,235,316.94
Zone 7 Fees $ 41,250.00
Total $ 1,276,566.94
Fallon Road - Se ment 26A
4,840 feet, 6 Lanes, 128-140' RNV
Gleason to Dublin Boulevard Extension
Gleason to Bent Tree Drive: Street is Com lete Exce t for Median Island Landsca in Under Construction
Bent Tree Drive to 300' S/O Positano Parkwa Under Construction
300' S/0 Positano Parkwa to Central Parkwa :West 20' of Street is Com lete
Central Parkwa to Dublin Boulevard: West 34' of Street is Com lete,
Totals for TIF Share
Civil Im rovements
Gleason Drive to Bent Tree Drive Median Island Landscaping (Under Construction w/ Fallon Sports
Park Contract Chan a Order in amount of $148,777
$
148,777.00
Positano Parkway to Central Parkway: 128-140' R/W; Remaining TIF Portion = 64' (Center 64'); Use
64/128 x $1750/ If x 11001f
$
962,500.00
Central Parkway to Dublin Boulevard: 140' R/W; TIF Portion =Remaining TIF Portion = 62' (Center
76' - 14' existin avement ;Use 62/76 x $900/ If x 1270 If
$
1,655,280.00
Intersection Im rovements
$ 105,060.00
Pedestrian Overcrossin at S orts Park era roved Sta e I PD Zonin Plan
$ 2,000,000.00
Storm Runoff Treatment = $13,000/ acre x 155,580sf
$ 46,431.13
Ri ht-of-Wa Jordan Pro ert
$ 2,500.00
Subtotal $ 4,920,548.13
Ci Administration, Desi n, Construction Mana ement, ROW Ac uistition, 20% $ 984,109.63
Contin enc Im rovements, Ri ht-of-Wa 10% $ 492,054.81
Subtotal $ 6,396,712.57
Zone 7 Fees $ 127,743.00
Total $ 6,524,455.57
Attachment 1, Attachment 2, and Zone 7 Fees/Attachment 1-Cost Estimate Sum Page 13 of 16, 2/26/2010
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Fallon Road - Se ment 27
680 feet, 8 Lanes, 188' R/W
Dublin Boulevard Extension to North of I-580
Im rovements are Existin on Westside
Median island, Northbound Lanes and Fronta a Im rovments on Eastside do not Curren Exist
Totals for TIF Share
Civil Im rovements
166' R/W; TIF ortion = 100' 6 lanes lus 28' median ;TIF cost = $1150/ If
Stn. 18+02 to Stn. 30+91: Median 28' lus 3 N/B Lanes 36' :Use 64/100 x $1150/ If x 1289' $ 948,704.00
Intersection Im rovements
$ 96,720.00
Ri ht-of-Wa
$ -
Storm Runoff Treatment = $13,000/ acre x 1289' x 12' Lane x 3 Lanes $ 13,848.76
Subtotal $ 1,059,272.76
Ci Administration, Desi n, Construction Mana ement, ROW Ac uistition, 20% $ 211,854.55
Contin enc Im rovements, Ri ht-of-Wa 10% $ 105,927.28
Subtotal $ 1,377,054.59
Zone 7 Fees $ 69,477.10
Total $ 1,446,531.69
Fallon Road Subtotal without Freewa Interchan a Se ments 26, 28A and 27 $ 9,009,084.10
Zone 7 Fees Se ments 26, 26A and 27 $ 238,470.10
Total $ 9,247,554.20
Fallon & I-580 Freewa Interchan a with Si nals - Se ment 28
Totals for TIF Share
Freewa Interchan a includes ri ht-of-wa
new 6 In Br; Ph1=$15,971,365 er CIP & Ph2=$16,774,499 2004 U date Estimate lus 50% $ 32,745,864.00
Subtotal $ 32,745,864.00
Ci Administration, Desi n, Construction Mana ement, ROW Ac uistition, 20% included
Zone 7 Fees $ 229,850.97
Total $ 32,975,714.97
Dublin a s 50% of cost; Livermore and Pleasanton will contribute the remainin 50% $ 16,487,857.49
Phase 1 Cost $ 15,971,365.00
Cit of Pleasanton/ DSRSD Phase 1 Contribution $ 2,294,963.00
Dublin Phase I Contributions $ 13,676,402.00
Remainin Phase 1 Construction Costs and/ or Credits Due Not Funded in Current CIP
Remainin Dublin EDTIF Costs $ 2,811,455.49
Tassa'ara Creek Bike Path - Se ment 29
6,100 feet
EBPRD Sta in Area to Contra Costa Coun Line
Totals for TIF Share
Bike Path
12ft $9/st 100% $ 658,800.00
Ri ht-of-Wa
none $ -
Subtotal $ 658,800.00
Ci Administration, Desi n, Construction Mana ement, ROW Ac uistition, 20% $ 131,760.00
Contin enc Im rovements, Ri ht-of-Wa 10% $ 65,880.00
Subtotal $ 856,440.00
',Zone 7 Fees $ 79,200.00
Total $ 935,640.00
Attachment 1, Attachment 2, and Zone 7 Fees/Attachment 1-Cost Estimate Sum Page 14 of 16, 2/26/2010
y3 ~ //~
Park & Ride
40,000 sf for 150 cars
Totals for TIF Share
Fallon Road Park and Ride to be rovided b restri in Tassa'ara Road Park and Ride
Use $20,000 for restri in er Fallon Gatewa Conditions of A royal $ 20,000.00
Ri ht-of-Wa
$ -
Subtotal $ 20,000.00
Ci Administration, Desi n, Construction Mana ement, ROW A uistition, 20% $ 4,000.00
Contin enc Im rovements, Ri ht-of-Wa 10% $ 2,000.00
Subtotal $ 26,000.00
Zone 7 Fees $ -
Total $ 26,000.00
Transit Center BART Parkin Structure Cost Allocation for 500 S aces
Totals for TIF Share
Parkin Structure 1680 S aces $ 20,000,000.00
Alameda Coun Contribution For Re lacement of Existin 1,180 Parkin S aces in BART Lot $ 14,000,000.00
EDTIF Cost Pro ortionate Share of Cost for Additional 500 S aces Used B Eastern Dublin $ 6,000,000.00
Fees Collected to Date $ 1,172,094.00
Remainin Cost $ 4,827,906.00
Re ort U date
Totals for TIF Share
Re ort U date
Total $ 40,000.00
Totals for TIF Share
OTHER COSTS
Section I
Ci Entrance Si ns at Hacienda Drive, Tassa'ara Road, Fallon Road $ 100,000.00
Eastern Dublin Travel Demand Model U date $ 200,000.00
$ -
Total of Other Section I Costs $ 300,000.00
Section II
Villa a Parkwa /Amador Valle Boulevard S/B left Turn Lane Modifications $ 150,000.00
Amador Valle Boulevard/ Bri hton Drive Traffic Si nal $ 350,000.00
$ -
Total of Other Section II Costs $ 500,000.00
Attachment 1, Attachment 2, and Zone 7 Fees/Attachment 1-Cost Estimate Sum Page 15 of 16, 2/26/2010
4Jdd lia
Table 1; Cate o One Costs used to determine RESIDENTIAL/COMMERCIAL FEE
Dublin Boulevard Extension; SP r/w to Airwa Boulevard $ 27,780,432.39
Hacienda Drive; excludin I-580 Interchan e $ 942,195.00
Hacienda Drive I-580 Interchan e; 100% of cost, excludin $3.762M Alameda Coun Loan $ 9,430,212.12
Central Parkwa and Arnold Drive $ 9,502,262.82
Gleason Drive $ 292,110.00
Tassa~ara Road $ 33,065,738.01
Tassa'ara Road I-580 Interchan e; 100% of cost $ 2,812,216.94
Fallon Road $ 9,247,554.20
PSR Re orts included in se ment take-o
Re ort U date $ 40,000.00
Other Costs $ 300,000.00
SUBTOTAL OF TABLE 1 $ 93,412,721.48
Table 2; Cate o Two Costs used to determine RESIDENTIAL FEE/COMMERCIAL FEE
Dublin Boulevard/ Dou he Road Widenin CIP Pro'ect 96852 $ -
Dublin Boulevard; Villa a Parkwa to Southern Pacific Ri ht of Wa $ 2,145,747.71
Scarlet Drive; Dublin Boulevard to Dou he Road $ 13,894,752.18
Dou he Road; I-580 to CCCo $ 14,666,032.62
I-580 Fallon/EI Charro Interchan a 50% of cost to reflect Dublin's share after PH. 1 construction $ 2,811,455.49
I-580/Airwa Boulevard Interchan a COMPLETE $ -
Other Costs $ 500,000.00
SUBTOTAL OF TABLE 2 $ 34,017,988.00
Table 3; Cate o One Ad'ustment Costs used to determine RESIDENTIAL SURCHARGE FEE
Tassa'ara Creek Bike Path $ 935,640.00
Park and Ride Lots $ 26,000.00
SUBTOTAL OF TABLE 3 $ 961,640.00
Table 4; Cate o Two Ad'ustment Costs used to determine RESIDENTIAL BART PARKING SURCHARGE FEE
Transit Center BART Parkin Structure 500 S ace Cost Allocation $ 4,827,906.00
$ -
SUBTOTAL OF TABLE 4 $ 4,827,906.00
Summation of Tables 1, 2, 3, and 4 $ 133,220,255.48
Attachment 1, Attachment 2, and Zone 7 Fees/Attachment 1-Cost Estimate Sum Page 16 of 16, 2/26/2010
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Attachment 2 -Cost Estimate Detail I i
Dougherty Dougherty Dougherty Dougherty
Road Road Road Road
SEGM'T 1 SEGM'T 1 SEGM'T 2 SEGM'T 2
DESCRIPTION PRICES UNITS QUANTITY COST QUANTITY COST
Saw Cut $ 2.00 LF 4,300 $8,604 9,900 $19,810
Grind $ 3.00 LF 17,200 $51,600 0 $0
Remove Ex Pvm'Usw $ 2.00 SF 30,100 $60,200 46,200 $92,400
Full Pavem't Section $ 8.00 SF 189,200 $1,513,600 108,900 $871,200
Curb & Gutter $ 25.00 LF 4,300 $107,500 3,300 $82,500
Sidewalk $ 6.00 SF 34,400 $206,400 26,400 $158,400
Median Curb. Std $ 20.00 LF 8,600 $172,000 6,600 $132,000
Median Curb. Glue $ 8.00 LF 0 $0 0 $0
Overlay $ 2.00 SF 189,200 $378,400 184,800 $369,600
Earthwork $ 40.00 CY 6,667 $266,680 5,452 $218,080
Drop Inlets & MH's (1) $ 4,000.00 EA 14 $56,000 11 $44,000
Storm Drain Pipe $ 125.00 LF 4,500 $562,500 4,500 $562,500
Storm Runoff Treatment $ 13,000.00 AC 5.13 $66,731 3.11 $40,379
Striping (2) $ 2.00 LF 32,000 $64,000 25,600 $51,200
Markings $ 200.00 EA 32 $6,400 28 $5,600
Signs (3) $ 100.00 EA 40 $4,000 32 $3,200
Electroliers (4) $ 6,000.00 EA 14 $84,000 11 $66,000
Signallnterconnect $ 30.00 LF 4,000 $120,000 3,200 $96,000
New Utilities $ - LF 0 $0 0 $0
Existing Utilities $ - LF 0 $0 0 $0
Landscape 8 Irrig (5) $ 5.00 SF 103,200 $516,000 79,200 $396,000
Grading Depth 1 $0 1 $0
Signal Legs 1 $0 0 $0
Signal Price (not included) 0 $0 0 $0
Bridges (not included) SF 0 $0 0 $0
Demolition __
Building (not included) EA 0 $0 0 $0
Median Gut $ 3.00 SF 0 $0 01 $0
Exist curb $ 7.00 LF 0 $0 0 $0
RAN Cost (not included) SF 0 $0 0 $0
Other
RM/ CosUSF 0
Length 4,OOOI 3,200
Curb-to-Curb Width 104 _ 104
TIF width n/a
Subtotal $4,244,615 $3,208,869
Survey 1% $42,446 $32,089
Mobilization 10% _ $424,462 ' $320,887
Traffic Control 3% $127,338 $96,266
Clear & Grub 2% $84,892 $96,266
Total, civil only _
$4,923,754
$0.00 _
$3,754,376
COST/LF _
Footnotes:
(1) @200 ft. Intervals along length of roadway
(2) per strip T
j __
(3) @ 50 ft. intervals along all lanes _
(4) @ 150 ft. intervals along all lanes, including conduit __
5 16'+4'+4' and/or area of fronts a restoration
Attachment 1, Attachment 2, and Zone 7 Fees/Attachment 2 -Cost Detail Page 1 of 6, 2/22/2010
yb 6 nz
Attachment 2 -Cost Estimate Detail
Hacienda Hacienda Arnold Arnold Arnold Arnold
Road Road R
oad Road Road Road
SEGM'T 14
SEGM'T 14 _
_
SEGM'T 16 _
SEGM'T 16
SEGM'T 16A __
SEGM'T 16A
DESCRIPTION PRICES UNITS QUANTITY COST QUANTITY COST QUANTITY COST
Saw Cut $ 2.00 LF 2,600 $5,203 2,326 $4,654 0 0
Grind $ 3.00 LF 2,600 $7,800 0 $0 0 0
Remove Ex Pvm'Usw $ 2.00 SF 17,600 $35,200 32,564 $65,128 0 0
Full Pavem't Section $ 8.00 SF 39,200 $313,600 74,432 $595,456 16,800 134,400
Curb & Gutter $ 25.00 LF 800 $20,000 2,326 $58,150 0 0
Sidewalk $ 6.00 SF 0 $0 18,608 $111,648 0 0
_
Median Curb. Std $ 20.00 LF 1,800 $36,000 4,652 $93,040 1,400 28,000
Median Curb. Glue $ 8.00 LF 0 $0 0 $0 0 0
Overlay $ 2.00 SF 0 $0 see x-sect $43,000 0 0
Earthwork $ 40.00 CY 2,119 $84,760 0 $0 1,452 58,080
Drop Inlets ~ MH's (1) $ 4,000.00 EA 5 $20,000 8 $32,000 0 0
Storm Drain Pipe $ 125.00 LF 100 $12,500 see x-sect $1,500,000 0 0
Storm Runoff Treatment $ 13,000.00 AC 0.90 $11,699 2.14 $27,767 0.39 5,014
Striping (2) $ 2.00 LF 6,600 $13,200 18,608 $37,216 2,800 5,600
Markings $ 200.00 EA 6 $1,200 14 $2,800 4 800
Signs (3) $ 100.00 EA 26 $2,600 24 $2,400 0 0
Electroliers (4) $ 6,000.00 EA 0 $0 8 $48,000 9 54,000
Signallnterconnect $ 30.00 LF 0 $0 0 $0 0 0
New Utilities $ - LF 0 $0 0 $0 0 0
Existing Utilities $ - LF 0 $0 0 $0 0 0
Landscape & brig (5) $ 5.00 SF 0 $0 32,564 $162,820 22,400 112,000
Grading Depth 1 $0 0 $0 1 0
Signal Legs 0 $0 0 $0 0 0
Signal Price (not included) 0 $0 0 $0 0 0
Bridges (not included) SF 0 $0 0 $0 0 0
Demolition
1 0
Building (not included) EA 0 $0 0 $0 0 0
Median Gut $ 3.00 SF 0 $0 0 $0 0 0
Exist curb $ 7.00 LF 800 $5,600 2,326 $16,282 0 0
R/W Cost (not included) SF 0 n/a 74,432 n/a 0 n/a
Other ~
R/W Cost/SF
n/a
.
20 _
Length 800 __ 2,3
2
6 1,400
Curb-to-Curb Width n/a _
_ 104
TIF width _ _
28
_ _
Subtotal _ $569,361.41 $2,800,361.08 $397,893.77
Survey 1 % $5,693.61 $28,003.61 $3,978.94
Mobilization 10% $56,936 ' $280,036 $39,789
Traffic Control 3%: $17,081 $84,011 $11,937
Clear & Grub 2% $11,387.23 $56,007.22 j _ _ $7,957.88
Total, civil only $660,459.23 ~ _
$
3,248,418.86 ~ $461,556.78
COST/LF ~ _ __
___
Footnotes: _ __
(1) @200 ft. Intervals along length of roadway
--- _ _ _ _ __ _ _
~?) Per strip - -
(3) @ 50 ft. intervals along all lanes ~_ __ ----
(4) @ 150 ft. intervals along all lanes, including con
_ _ __
'
_
_
5 16'+4'+4' and/or area of fronts a restoration
Attachment 1, Attachment 2, and Zone 7 Fees/Attachment 2 -Cost Detail Page 2 of 6, 2/22/2010
y~ed i~a
_ Attachment 2 -Cost Estimate Detail ~
Central Pkwy
Central Pkwy
Central Pkwy
Central Pkwy
Scarlet __ __
Scarlet
2250 2250 2000 ft 2000 ft Drive Drive
SEGM'T 17A
SEGM'T 17A
SEGM'T 176
SEGM'T 176
SEGM'T 21 _
SEGM'T 21
DESCRIPTION PRICES UNITS QUANTITY COST QUANTITY COST QUANTITY COST
Saw Cut $ 2.00 LF 4,500 $9,005 0 $0 1,400 $2,801
Grind $ 3.00 LF i 4,500 _ $13,500 0 $0 2,800 $8,400
Remove Ex Pvm'Usw $ 2.00 SF 0 $0 0 $0 0 $0
Full Pavem't Section $ 8.00 SF 36,000 $288,000 48,000 $384,000 120,000 $960,000
Curb & Gutter $ 25.00 LF 0 $0 0 $0 3,400 $85,000
Sidewalk $ 6.00 SF 0 $0 0 $0 8,000 $48,000
Median Curb. Std $ 20.00 LF 0 $0 4,000 $80,000 4,800 $96,000
Median Curb. Glue $ 8.00 LF__ 0 $0 0 $0 0 $0
Overlay $ 2.00 SF 0 $0 0 $0 60,000 $120,000
Earthwork $ 40.00 CY 0 $0 1,778 $71,120 7,000 $280,000
Drop Inlets & MH's (1) $ 4,000.00 EA 0 $0 0 $0 20 $80,000
Storm Drain Pipe $ 125.00 LF 0 $0 0 $0 _
3,400 $425,000
Storm Runoff Treatment $ 13,000.00 AC 0.83 $10,744 1.10 $14,325 2.94 $38,200
Striping (2) $ 2.00 LF 9,000 $18,000 8,000 $16,000 12,000 $24,000
Markings $ 200.00 EA 6 $1,200 4 $800 10 $2,000
Signs (3) $ 100.00 EA 11 $1,100 10 $1,000 40 $4,000
Electroliers (4) $ 6,000.00 EA 4 I $24,000 15 $90,000 15 $90,000
Signallnterconnect $ 30.00 LF 0 $0 2,000 $60,000 1,000 $30,000
New Utilities $ - LF 0 $0 0 $0 0 $0
Existing Utilities $ - LF 0 $0 0 $0 0 $0
Landscape & brig (5) $ 5.00 SF 10,500 $52,500 28,000 $140,000 40,000 $200,000
Grading Depth 1 $0 1 $0 1 $0
Signal Legs _ 0 $0 0 $0 0 $0
Signal Price (not included) 0 $0 0. $0 _ $0
Bridges (not included) SF $0 0 $0 n/a n/a
Demolition 1 $50,000 $0 $0
Building (not included) EA 0 $0 $0 $0
Median Gut $ 3.00 SF 0 $0 $0: , $0
Exist curb $ 7.00 LF 0 _
$0 $0 $0
RM/ Cost (not included) SF 0 n/a ~ ; n/a n/a n/a
Other trail $48,000
R/W Cost/SF 0
Length _ 2,250 2,000 2,400'
Curb-to-Curb Width __
TIF width
Subtotal $468,048.30 $857,245.07 $2,541,401.58
Survey 1%! $4,680.48 $8,572.45 $ 25,414.02
Mobilization 10% $46,805 $85,725 $254,140
Traffic Control 3% $14,041 $25,717 $76,242
Clear & Grub 2% $9,360.97 $17,144.90 , $50,828.03
Total, civil only $542,936.03 $994,404.28 $2,948,025.84
COST/LF _
Footnotes:
_ __
(1) @200 ft. Intervals along length of roadw
ay ___ _ ____ _ __
(2) per strip i __. _.-- _ --
(3) @ 50 ft. intervals along all lanes _
(4) @ 150 ft. intervals along all lanes, including con _ _
5 16'+4'+4' and/or area of fronts a restoration _
Attachment 1, Attachment 2, and Zone 7 Fees/Attachment 2 -Cost Detail Page 3 of 6, 2/22/2010
ys~ iia
Attachment 2 -Cost Estimate Detail I !
-
-- I
Tassajara Tassajara Tassajara Tassajara Tassajara Tassajara
_____ Road Road Road Road Road Road
SEGM'T 22 SEGM'T 22 SEGM'T 22A SEGM'T 22A SEGM'T 23 SEGM'T 23
DESCRIPTION PRICES UNITS QUANTITY COST QUANTITY COST QUANTITY COST
Saw Cut $ 2.00 LF 0 _
$0 0 $0 4,940 $9,885
Grind $ 3.00 LF 0 $0 0 $0 4,940 $14,820
Remove Ex Pvm'Usw $ 2.00 SF 0 $0 0 $0 0 $0
Full Pavem't Section $ 8.00 SF 271,680 $2,173,440 208,800 $1,670,400 59,280 $474,240
Curb 8 Gutter $ 25.00 LF 0 $0 0 $0 0 $0
Sidewalk $ 6.00 SF 0 $0 0 $0 0 $0
Median Curb. Std $ 20.00 LF 11,320 $226,400 7,400 1 $148,000 0 $0
Median Curb. Glue $ 8.00 LF 0 $0 __
0 ' $0 0 $0
Overlay $ 2.00 SF 0 $0 0 $0 0 $0
Earthwork $ 40.00 CY 80,498 $3,219,920 30,934 $1,237,360 2,927 $117,080
Drop Inlets & MH's (1) $ 4,000.00 EA 0 $0 0 $0 0 $0
Storm Drain Pipe $ 125.00 LF 0 $0 0 $0 0 $0
Storm Runoff Treatment $ 13,000.00 AC 6.24 $81,080 4.79 $62,314 1.36 $17,691
Striping (2) $ 2.00 LF 33,960 $67,920 30,000 $60,000 9,880 $19,760
Markings $ 200.00 EA 160 $32,000 18 $3,600 4 $800
Signs (3) $ 100.00 EA 0 $0 0 $0 12 $1,200
Electroliers (4) $ 6,000.00 EA 50 $300,000 40 $240,000 0 $0
Signallnterconnect $ 30.00 LF 5,660 $169,800 3,700 $111,000 0 $0
New Utilities $ - LF 0 __
$0 0 $0 0 _
$0
Existing Utilities $ - LF 0 $0 0 i $0 0 $0
Landscape & Irrig (5) $ 5.00 SF 90,560 $452,800 59,200 $296,000 0 _
$0
Grading Depth 6 $0 1.0 $0 1 $0
Signal Legs 0 $0 0 $0 0 $0
Signal Price (not included) 0 $0 0 $0 0 $0
Bridges (not included) SF 2 $0 1 $0 0 $0
Demolition
Building (not included) EA 2 houses $0
Median Gut $ 3.00 SF Oi $0 0 $0 0 $0
Exist curb $ 7.00 LF 0 $0 0 $0 0 $0
RAN Cost (not included) SF 0 $0 0' $0 0 $0
Other
R/W Cost/SF
Length 5,660 5,000 2,470
Curb-to-Curb Width i,
TIF width _
Subtotal $6,723,359.89 $3,828,674.05 $655,476.40
_
Survey 1%I ; $67,233.60 $38,286.74 $6,554.76
Mobilization 10% i $672,336 $382,867 $65,548
Traffic Control 3% $201,701 $114,860 $19,664
__
Clear & Grub
2%
$134,467.20
$76,573.48 _
$13,109.53
Total, civil only $7,799,097.47 $4,441,261.90 $760,352.62
COST/LF _
Footnotes: _
(1) @200 ft. Intervals along length of roadw
ay ______ _
(2) Per strip ---- -----
(3) @ 50 ft. intervals along all lanes
(4) @ 150 ft. intervals along all lanes, including con j
5 16'+4'+4' and/or area of fronta a restoration __
Attachment 1, Attachment 2, and Zone 7 Fees/Attachment 2 -Cost Detail Page 4 of 6, 2/22/2010
y9~d l~
Attachment 2 -Cost Estimate Detail
__ __ 4 inside lanes 4 inside lanes
of typical of typical
4 Lane Rdwy 4 Lane Rdwy 6 Lane Rdwy 6 Lane Rdwy 6 Lane Rdwy 6 Lane Rdwy
Typical Typical Typical Typical w/28ft median w/28ft median
DESCRIPTION PRICES UNITS QUANTITY COST QUANTITY COST QUANTITY COST
Saw Cut $ 2.00 LF 0 $0 0 $0 0 $0
Grind $ 3.00 LF 0 $0 0 _
$0 0 $0
Remove Ex Pvm't/sw $ 2.00 SF 0 $0 0 $0 0 $0
Full Pavem't Section $ 8.00 SF 128,000 $1,024,000 176,000 $1,408,000 96,000 $768,000
Curb & Gutter _ $ 25.00 LF 4,000 $100,000 4,000 $100,000 0 $0
Sidewalk $ 6.00 SF 32,000 $192,000 32,000 $192,000 0 $0
Median Curb. Std $ 20.00 LF _
4,000 ___$80,000 4,000 $80,000 4,000 $80,000
Median Curb. Glue $ 8.00 LF 0 $0 0 $0 0 $0
Overlay $ 2.00 SF 0 $0 0 $0 0 __
$0
Earthwork $ 40.00 CY 7,704 $308,160 _
9,481 $379,240 5,630 $2
25,200
Drop Inlets 8 MH's (1) $ 4,000.00 EA 10 $40,000 10 $40,000 0 .
$0
Storm Drain Pipe $ 125.00 LF 4,000 $500,000 4,000 $500,000 500 $62,500
Storm Runoff Treatment $ 13,000.00 AC 3.67 $47,750 4.78 $62,075 2.20 $28,650
Striping (2) $ 2.00 LF 12,000 $24,000 12,000 $24,000 12,000 $24,000
Markings $ 200.00 EA 80 $16,000 8 $1,600 _
6 $1,200
Signs (3) $ 100.00 EA 40 $4,000 40 $4,000 20 $2,000
Electroliers (4) $ 6,000.00 EA 14 $84,000 14 $84,000 14 ___
$84,000
Signallnterconnect $ 30.00 LF 2,000 $60,000 2,000 $60,000 2,000 $60,000
New Utilities $ - LF 0 $0 0 $0 0 $0
Existing Utilities $ - LF 0 $0 0 $0 0 $0
Landscape & Irrig (5) $ 5.00 SF 48,000 $240,000 48,0
00 $240,000 56,000 $280,000
Grading Depth 1 $0 .
1' $0 1 $0
Signal Legs 0 $0 0 $0 0 $0
Signal Price (not included) 0 $0 0 __
$0 0 $0
Bridges (not included) SF O I $0 0 $0 0 $0
Demolition
Building (not included) EA 0 $0 0, $0 0 $0
Median Gut $ 3.00 SF 0 $0 0 $0 0 $0
Exist curb $ 7.00 LF 0 $0 0 $0 0 $0
RNV Cost (not included) SF i 0 ~ $0 0 $0 0 $0
Other _
R/W Cost/SF
Length 2,000 _ 2,000 ~ $0 2,000
Curb-to-Curb Width
104
128
140 _
TIF width
__ 40
64
76 _
Subtotal __ $2,719,910.23 $3,174,915.30 $1,615,550.14
Survey 1 % $27,199.10 $31,749.15 $16,155.50
Mobilization 10% ___
$271,991 $317,492 $161,555
Traffic Control ___ 3%' $81,597 $95,247 $48,467
Clear & Grub i
- 2% ___, $54,398.20 $63,498.31 $32,311.00
Total, civil only
_ _
$3,155,095.87. _
$3,682,901.75 ---- -.
$1,874,038.16
COST/LF
_
$1,577.55
'
$1,841.45 _ ___ _
$937.02
Footnotes: use $1600 use $1850 _
use
$
9
50
(1) @200 ft. Intervals along length of roadway _ _
_
_
(2) per strip _
~ __- -~ __ _ -- -
(3) @ 50 ft. intervals along all lanes
_ __. . _~ _ _ _ _
(4) @ 150 ft. intervals along all lanes, including con
----
5 16'+4'+4' and/or area of fronta a restoration
Attachment 1, Attachment 2, and Zone 7 Fees/Attachment 2 -Cost Detail Page 5 of 6, 2/22/2010
`r a6 /l~
nt 2 -Cost Estimate Detail
Attachme
_ 6 inside lanes 6 inside lanes
_ of typical of typical
8_Lane Rdwy _ _ 8 Lane Rdwy
_ __ w/28ft median w/28ft median
DESCRIPTION PRICES UNITS QUANTITY COST
Saw Cut $ 2.00 LF 0 _ $0
Grind $ 3.00 LF 0 $0
Remove Ex Pvm't/sw $ 2.00 SF 0 $0
Fu1lPavem'tSection $ 8.00 SF 144,000 $1,152,000
Curb & Gutter $ 25.00 LF 0 $0
Sidewalk $ 6.00 SF 0 $0
Median Curb. Std $ 20.00 LF 4,000 _$80,000
Median Curb. Glue $ 8.00 LF 0 $0
Overlay $ 2.00 SF 0 $0
Earthwork $ 40.00 CY 7,407 $296,280
Drop Inlets & MH's (1) $ 4,000.00 EA 0 $0
Storm Drain Pipe $ 125.00 LF 500 $62,500
Storm Runoff Treatment $ 13,000.00 AC 3.31 $42,975
Striping (2) $ 2.00 LF 18,000 $36,000
Markings $ 200.00 EA 6 $1,200
Signs (3) $ 100.00 EA 20 $2,000
Electroliers (4) $ 6,000.00 EA 14 $84,000
_
Signallnterconnect $ 30.00 LF 2,000 $60,000
New Utilities $ - LF 0 $0
Existing Utilities $ - LF 0 $0
Landscape & Irrig (5) 5.00
$ SF 56,000 $280,000
Grading Depth _ 1 $0
Signal Legs 0 $0
Signal Price (not included) 0 $0
Bridges (not included) SF 0 $0
Demolition $0
Building (not included) EA O I $0
Median Gut $ 3.00 SF 0~ $0
Exist curb $ 7.00 LF 0 $0
R/VV Cost (not included) SF 0 $0
Other
R/W CosUSF ~ -
Length 2,000
Curb-to-Curb Width 140
TIF width 76
Subtotal $2,096,955.21
Survey 1 % $20,969.55
Mobilization 10% $209,696
Traffic Control 3%i $62,909
Clear & Grub __
2%~ $41,939.10
Total, civil
only ___ $2,432,468.04
_
COST/LF $1,_216.23
Footnotes __ ; use $1250
(1) @200 ft. Intervals along length of roadw ay ___
(2) per strip
(3) @ 50 ft. intervals along all lanes _
_ __
_
(4) @ 150 ft. intervals along all lanes, including con _
5 16'+4'+4' and/or area of fronts a restoration
Attachment 1, Attachment 2, and Zone 7 Fees/Attachment 2 -Cost Detail Page 6 of 6, 2/22/2010
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Attachment 4
Page 1 of 8
Eastern Dublin Traffic Impact Fee, 2010 Update
Right-of--Way Costs
November 6, 2009
Note: All right-of--way costs are for planning and estimating purposes only, and are not a
commitment to reimburse property owners or provide TIF credits in the amounts shown
in the estimates. Reimbursements or credits will be based on actual square footages of
R/W, which are acquired or dedicated.
Segment 1-Dougherty Road, City Limits to Amador Valley Boulevard
Right-of--Way is existing
Segment 2 -Dougherty Road, Amador Valley Boulevard to Houston Place
Right-of--way is needed from the Sherwin-Williams commercial property. Use $25/ sf
Right-of--way cost = 34' x 320' x $25/ sf = $272,000.
Cost: $272,000
Segment 3 -Dougherty Road, Houston Place to Dublin Boulevard
Right-of--way has been acquired.
Segment 4 -Dougherty Road to North of I-580 Off-Ramp
Right-of--way has been acquired.
Segment 5 -Dublin Boulevard, Village Parkway to Sierra Court (Widening)
Right-of--Way is existing
Segment 6 -Dublin Boulevard, Sierra Court to Dougherty Road
Right-of--way costs of $549,477 are used from Sierra Court to Dublin Court per the City
CIP. Right-of--way has been acquired from Dublin Court to Dougherty Road.
Cost: $556,511
66~ ilk
Attachment 4
Page 2 of 8
November 6, 2009
Segment 7 -Dublin Boulevard, Dougherty Road to S/P R/W
Right-of--way has been acquired.
Segment 8 -Dublin Boulevard, S/P R/W to Iron Horse Parkway
Right-of--Way is existing
Segment 8A -Dublin Boulevard, Iron Horse Parkway to Hacienda Drive
Right-of--Way is existing
Segment 9 -Dublin Boulevard, Hacienda Drive to Tassajara Road
Right-of--Way is existing
Segment 10 -Dublin Boulevard, Tassajara Road to Fallon Road
Right-of--Way is existing.
Segment 11-Dublin Boulevard, Fallon Road to Airway Boulevard
Costs per ARWS Impact Fee Study (June 2006) unless otherwise noted
Southside, Fallon Road to 4300' east R/W = $25.00/sf
Southside, 4300' e/o Fallon Road to City limits, 740' R/W = $12.00/sf
Northside, Fallon Road to 900' east R/W = $0.25/sf
Northside, 900' e/o to 3520' e/o Fallon Road, 2620' R/W = $25.00/ sf
Northside, 3520' e/o Fallon Road to City limits, 1520' R/W = $12.00 / sf
City Limits to Airway Boulevard (3000'):
use $7.00/sf per ARWS Study
TIF = 16' median plus four 12' lanes = 128' (64' each side) (six lane roadway, City of
Livermore will contribute 50% of cost)
G~~ na
Attachment 4
Page 3 of 8
November 6, 2009
Right-of--Way Costs =
4300' x 32' x $25.00 = $3,440,000
740' x 32' x $12.00 = $284,160
900' x 32' x $0.25 = $7,200
2620' x 32' x $25.00 = $2,096,000
1520' x 32' x $12.00 = $583,680
3000' x 128' x $7.00 $2,688,000
$9,099,040
Segment 12 -Airway Boulevard/ I-580 Interchange
Right-of--Way is existing
Segment 13 -Hacienda Drive, I-580 to Dublin Boulevard
Right-of--Way is existing
Segment 14 -Hacienda Drive, Dublin Boulevard Extension to Gleason Drive
Right-of--Way is existing
Segment 15 -Hacienda Drive/ I-580 Interchange
Right-of--Way is existing
Segment 16 -Arnold Drive, Dublin Boulevard to Gleason Drive
Right-of--way is needed along the west side of Arnold Drive. It is anticipated that Camp
Parks will dedicate the needed right-of--way at no cost to the City as a condition of
redeveloping the southerly portion of the property.
Segment 16A -Central Parkway, Arnold Drive to Hacienda Drive
Right-of--Way is existing
Segment 17 -Central Parkway, Hacienda Drive to Tassajara Road
Right-of--Way is existing
G~dna
Attachment 4
Page 4 of 8
November 6, 2009
Segment 18 -Central Parkway, Tassajara to Keegan Street
Right-of--Way is existing
Segment 18A -Central Parkway, Keegan Street to Fallon Road
Right-of--Way is existing
Segment 19 -Gleason Drive, Arnold Drive to Hacienda Drive
Right-of--Way is existing
Segment 19A -Gleason Drive, Hacienda Drive to Tassajara Road
Right-of--Way is existing
Segment 20 -Gleason Drive, Tassajara Road to Fallon Road
Right-of--Way is existing.
Segment 21-Scarlett Drive, Dougherty Road to Dublin Boulevard
BKF Engineers, working for the City's Scarlett Drive Capital Improvement Project, has
estimated the needed right-of--way for the project as follows:
Camp Parks: 43,341 sf
County of Alameda: 138,829 sf
Scarlett Homes, LLC and SP Transportation Company: 10,495 sf
Scarlett Place LLC: 53,146 sf
Total: 245,811 sf
The 2004 Update used $20.00/sf, based on recent acquisitions along Dublin Boulevard.
Right-of--way cost: 245,811 sf x $20.00/sf = $4,916,220
~aa iii,
Attachment 4
Page 5 of 8
November 6, 2009
Segment 22 - Tassajara Road, 5000' North of Gleason Drive to CC County Line
The ARWS Impact Fee Study (May, 2003) was used as the basis for costs in the 2004
Update. The 2007 Update uses the 2004 Update costs, with an escalation of 23.00% as of
July 1, 2005 and 17.61% as of July 1, 2007, or a total escalation of 45% over the 2004
prices.
Area F-1 (westside, 5000' n/o Gleason to CC County Line, 5660') R/W = $17.00/sf
x 145% _ $24.65; use $25.00/ sf
1999 Update (eastside, 5000' n/o Gleason to Silveria, 2500') R/W = $11.00/sf + 10% _
$12.10/sf x 145% _ $17.54; use $18.00/ sf
Area F-2 (eastside, Silveria and Mission Peak frontage, 1500') R/W = $6.00/sf
x 145% _ $8.70; use $9.00/ sf
1999 Update (eastside, Mission Peak to CC County Line, 1660') R/W = $11.00/sf + 10%
_ $12.10/sf x 145% _ $17.54; use $18.00/ sf
TIF R/W is existing (TIF width = 64', existing R/W = 66'); TIF R/W needed for portions
of road which shift from existing centerline; non-TIF R/W will need to be acquired along
frontages of property without development potential (six lanes total)
Wallis Ranch Frontage: Total /W needed 132,376 sf (per RJA Precise Plan Alignment)
Non-TIF : 32' x 2300' (73,600 sf)
Net TIF R/W
Bragg/ Silva Frontage: Existing
Fredrich Frontage: Total R/W needed
Non-TIF : 32' x 685'
58,776 sf x $25.00/sf = $1,469,400
13,039 sf (Parcel 1 per RJA)
10,614 sf (Parcel 2 per RJA)
(21,920 sf)
Net TIF R/W 1,733 sf x $25.00/sf = $43,325
Vargas Frontage
Non-TIF : 32' x
32' x
Total R/W needed
325'
600 x '/2
21,488 sf (per RJA)
(10,400 sf)
(9,600 sf)
~o ~ i~a
Attachment 4
Page 6 of 8
November 6, 2009
Net TIF R/W
1,488 sf x $25.00/sf = $37,200
Tipper Frontage: Total R/W needed 18,995 sf (per RJA)
Non-TIF: N/A, will need to acquire (0 sf)
Net TIF R/W 18,995 sf x $25.00/sf = $474,875
Mission Peak Frontage: Total R/W needed 21,680 sf (per RJA)
Non-TIF R/W 32' x 400' (12,800 sf)
Net TIF R/W
8,880 sf x $9.00/sf = $79,920
Moller Frontage: Total R/W needed 78,756 sf (per RJA)
Non-TIF R/W 32' x 1200' (38,400 sf)
Net TIF R/W 40,356 sf x $18.00/sf = $726,408
Right-of--Way Contingency (to be used in the event $800,000
property needs to acquired in the absence of or in advance
of dedication through development)
Right-of--Way Contingency for Creek Stabilization:
36,000sf x $25.00/ sf
Total R/W Costs
_ $900,000
_ $4,531,128
Segment 22A - Tassajara Road, Gleason Drive to 5000.' North of Gleason Drive
TIF R/W is existing (TIF width = 64', existing R/W = 66'); non-TIF R/W will need to be
acquired from parcels without development potential (six lanes total)
The ARWS Impact Fee Study (May, 2003) was used as the basis for costs in the 2004
Update. The 2007 Update uses the 2004 Update costs, with an escalation of 23.00% as of
July 1, 2005 and 17.61 % as of July 1, 2007, or a total escalation of 45% over the 2004
prices.
1999 Update used $18.00/ sf on east side of road; add 10%; use $19.80/sf
x 145% _ $38.71, use $29.00/ sf
EBRPD Frontage: 31' x 170' 5,270 sf x $29.00 = $152,830
Goodwin Frontage 31' x 215'
USA (Camp Parks) 31' x 100'
6,665 sf x $29.00 = $193,285
3,100 sf x $29.00 = $89,990
~~ ~ pia
Attachment 4
Page 7 of 8
November 6, 2009
Sperfslage: per RJA 17,114 sf
2006 Acquisition for Bridge (2,200 sf)
Net 14,914 sf x $29.00 = $432,506
Total R/W Costs $868,611
Segment 23 -Tassajara Road, Dublin Boulevard to Gleason Drive
Right-of--Way is existing
Segment 24 -Tassajara Road, Dublin Boulevard to I-580
Right-of--Way is existing
Segment 25 -Tassajara Road/ I-580 Interchange
Right-of--Way is existing
Segment 26 -Fallon Road, Tassajara Road to Gleason Drive
Right-of--Way is existing
Segment 26A -Fallon Road, Gleason Drive to Dublin Boulevard Extension
Right-of--Way is existing from Gleason Drive to the Upper Loop Road, and from Central
Parkway to Dublin Boulevard. Right-of--way is needed along the Jordan property frontage
between the Upper Loop Road and Central Parkway. The majority of the needed right-of
way falls within the existing 30' roadway easement and/ or the 32 `frontage
improvements, and is not eligible for TIF credit. There is a portion of the right-of--way
opposite Central Parkway that will be eligible. The right-of--way is approximately
6,000 sf in area; an allowance of 10,000 sf is provided in the TIF.
Costs per ARWS Impact Fee Study (June 2006)
eastside, Old Fallon Road to 2000' south) R/W = $0.25/ sf
Right-of--Way Costs:
10,000 sf x $0.20 = $2,500
7a ~ ria
Attachment 4
Page 8 of 8
November 6, 2009
$2,500
Segment 27 -Fallon Road, Dublin Boulevard to I-580
Right-of--Way is existing on the westside. Additional right-of--way needed along the east
side; this right-of--way is located within the existing 30' roadway easement and/or within
the 32' frontage improvements, no TIF credit will be given for the dedication.
Segment 28 -Fallon Road/ I-580 Interchange
Right -of--Way costs are included in the overall project cost estimate.
Segment 29 -Tassajara Creek Bike Path
Path is located within Tassajara Creek setback open space parcels; no TIF credit will be
given
Park and Ride Facility
Hacienda Drive and Tassajara Road lots are existing; Right-of--way is needed for Fallon
Road lot (east side of road); per 1999 Update, lot is 40,000 sf
The ARWS Impact Fee Study (May, 2003) was used as the basis for costs in the 2004
Update. The 2007 Update uses the 2004 Update costs, with an escalation of 23.00% as of
July 1, 2005 and 17.61% as of July 1, 2007, or a total escalation of 45% over the 2004
prices.
Area A-4 (eastside) R/W = $12.00'sf x 145% _ $17.40; use 17.50/ sf
R/W costs = 40,000 x $17.50 = $700,000
ZONE 7 FEES
TIF AREA
Attachment 5 -Zone 7 Fees
~3~ i~~
Road Segment
Price
per ft2
Length
in ft TIF
width in
ft
Quantity
in ft2
Cost:
Zone 7 Fee
Dou hert Road - Se ment 1* $1.10 4,300 31 133,300 $146,630.00
Dou hert Road - Se ment 2* $1.10 4,150 31 128,650 $141,515.00
Dou hert Road - Se ment 3 $1.10 900 49 0 Com lete
Dou hert Road - Se ment 4 $1.10 550 49 0 Com lete
Dublin Boulevard - Se ment 5 $1.10 0 Com lete
Dublin Boulevard - Se ment 6** $1.10 2,030 49 99,470 $109,417.00
Dublin Boulevard - Se ment 7 $1.10 0 Com lete
Dublin Boulevard Extension- Se ment 8 $1.10 1,950 0 Com lete
Dublin Boulevard Extension- Se ment 8A $1.10 2,650 12 31,800 $34,980.00
Dublin Boulevard - Se ment 9 $1.10 4,600 0 Com lete
Dublin Boulevard - Se ment 10 $1.10 1,975 49 0 $0.00
Dublin Boulevard - Se ment 11 $1.10 9,500 49 465,500 $512,050.00
Freewa Interchan e - Se ment 12 $1.10 0 $0.00
Hacienda - Se ment 13 $1.10 0 Com lete
Hacienda - Se ment 14 $1.10 2640 12 31,680 $34,848.00
Freewa Interchan e - Se ment 15 $1.10 0 Com lete
Arnold Drive - Se ment 16 all TIF $1.10 2640 28 73,920 $81,312.00
Central Parkwa - Se ment 16A $1.10 1400 25 35,000 $38,500.00
Central Parkwa - Se ment 17 $1.10 4575 25 114,375 $125,812.50
Central Parkwa - Se ment 18 $1.10 3640 0 Com lete
Central Parkwa - Se ment 18A $1.10 1430 25 35,750 Com lete
Gleason - Se ment 19 $1.10 1600 0 Com lete
Gleason - Se ment 19A $1.10 4650 0 Com lete
Gleason - Se ment 20 $1.10 4650 0 Com lete
Scarlet Drive - Se ment 21 $1.10 - - 124,800 $137,280.00
Tassa'ara Road - Se ment 22 $1.10 5660 49 277,340 $305,074.00
Tassa'ara Road - Se ment 22A $1.10 5000 49 213,800 $235,180.00
Tassa'ara Road - Se ment 23 $1.10 2470 25 61,750 $67,925.00
Tassa'ara Road - Se ment 24 $1.10 800 12 9,600 $10,560.00
Tassa'ara Road - Se ment 25 $1.10 0 18,000 $19,800.00
Fallon Road - Se ment 26 $1.10 1500 25 37,500 $41,250.00
Fallon Road - Se ment 26A $1.10 2370 49 116,130 $127,743.00
Fallon Road - Se ment 27 $1.10 1289 49 63,161 $69,477.10
Fallon Road & I-580 Freeway Interch. W/
Si nals - Se ment 28
$1.10
-
-
208,955
$229,850.97
Tassa'ara Creek Bike Path - Se ment 29 $1.10 6000 12 72,000 $79,200.00
Park & Ride $1.10 - - $0.00
Total 2,352,481 $ 2,548,404.57
Zone 7 Fee Current $0.87
Zone 7 Fee 1/01/10 $0.87 +ENR
Zone 7 Fee 1/01/11 $0.96 +ENR
Zone 7 Fee 1/01/12 $1.10 +ENR
Zone 7 Fee 1/01/13 $1.30 +ENR
Zone 7 Fee 1/01/14 $1.42 +ENR
Fee Reduction In Effect = 4/01/10
Next Update = 4/01/12
Use $1.10
~~ ~ ria
Attachment 6
22-Feb-10
Summary of Outstanding Credits and Advances
Existing Credits as June 30, 2009
Pending Credits as February 22, 2010
Develo er Section I Section II
ACSPA $ 20,681,155.46 $ 1,604,592.93
DR Ac uisitions I, Fallon Road $ 2,736,612.00
DR Ac uisitions I1, Dublin Ranch Area G R/W $ 4,402,221.77
DR Acquisitions III, Fire Stn. 18 $ 82,448.00
Lin Famil $ 40,402,338.99 $ 10,613,456.14
MSSH Development $ 1,615,547.50
Toll CA II $ 49,806.90 $ 91,290.00
Toll Dublin LLC $ 456,477.52
Triad Dublin $ 336,663.01
Braddock and Lo an $ 1,548,359.62 $ 241,969.25
Standard Pacific $ 463,986.37
Dr. Sabri Arac, Tassa'ara Road Interchan e $ 135,098.75
General Motors, Tassa'ara Meadows $ 284,059.29
Pfeiffer Ranch Investors $ 473,799.54
Re ent Land investment, LLC $ 2,878,877.66
Pulte Homes $ 166,400.00
Sorrento at Dublin Ranch $ 256,384.16 $ 204,489.00
Toll Bros, Central Parkwa $ 103,656.30
Subtotal Miscellaneous $ 77,073,892.84 $ 12,755,797.32
Interest Bearin Advances
ACSPA Advance $ 3,197,375.00
BART Advance $ 2,625,854.00
Ci of Pleasanton Advance (7.75%) $ 158,092.00
Subtotal Loans $ 158,092.00 $ 5,823,229.00
Subtotal Existin Creditsl Advances $ 77,231,984.84 $ 18,579,026.32
Pending Credits (Work Is Guaranteed Under An Improvement Agreement And
The Credit For The Work Has Been Determined; A Credit Agreement Is Not Yet
In Place But Will Be Processed Upon Adoption Of The 2008 EDTIF Update
Lin Famil ,Fallon Road North Extension and Brid e, Se ment 26 $ 6,232,666.70
Kobold, Tassa~ara Road R/W, Se ment 22 $ 62,455.02
Total Credits
$ 83,527,106.56 $ 18,579,026.32
Grand Total
$ 102,106,132.88
~S~ Iii
Attachment 7
Eastern Dublin TIF
February 22, 2010
Credit/ Fee Balance Summary
TIF Category Account Source
Balance
7/01/09
Section 1 Fee Administrative Services
$1,010,670.77 De artment
Section 2 Fee Administrative Services
$2,945,769.05 De artment
Section 2Non-Transit Center $97,629.00 Administrative Services
Residential BART Parkin De artment
Dougherty Valley Traffic $0.00 Administrative Services
Mitigation Fee Department
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T3tANSPORTATION CONSU ITANTS
MEMORANDUM
Date: December 16, 2009
To: Jaimee Bourgeois, City of Dublin
From: Kathrin Tellez and Rob Rees, Fehr & Peers
Subject: City of Dublin Transit Oriented Development
Transportation Impact Fee Assessment
WC08-2606
Fehr & Peers has reviewed data from a variety of sources to develop a likely range of vehicle trip
reductions for transit-oriented residential development (TOD) adjacent to the Bay Area Rapid
Transit (BART) stations in the City of Dublin. Research indicates that developments adjacent to
transit service such as BART can expect to experience a reduction in vehicle trips, especially for
commute trips. Further vehicle trip reductions may be possible if the residential locations are
located within walking distance of retail/service amenities or employment centers.
Residents of TODs tend to have a higher transit mode share than the remainder of the City as
they tend to have fewer cars per person, are more likely to be single and without children, and
cite location to transit as a factor for choosing the TOD residential location. The following
presents the background that requires agencies to consider fee reductions for transit-oriented
residential development, the relevant research summary, and our recommendations for potential
trip reduction percentages to use in assessing traffic impact fees for TODs.
Recommendation -Fehr & Peers suggests a reduction in vehicle trips of 25 percent for
multi-family residential developments located in a mixed-use environment within a
barrier-free half mile walk of a BART station
BACKGROUND
Assembly Bill 3005 requires local agencies to set impact fees for transit-oriented housing
proportional to their vehicular traffic impacts. The bill attempts to account for the observed
reduction in vehicle traffic associated with development that is mixed-use and within proximity of
transit. The required impact fee re-assessment applies to housing developments that meet all of
the following criteria:
1. located within one-half mile of a transit station
2. direct access between the housing development and the transit station along abarrier-free
walkable pathway not exceeding one-half mile in length
3. located within a half mile of convenience retail uses, including a store that sells food
4. provides either the minimum number of parking spaces required by local ordinance or no
more than one on-site parking space for zero to two bedroom units and two on-site spaces for
three or more bedroom units, whichever is less.
Traffic Impact Fees can be reduced at the discretion of a local jurisdiction even if not all the above
criteria are satisfied.
100 Pringle Avenue, Suite 600 Walnut Creek, CA 94596 (925) 930-7100 Fax (925) 933-7090
www.fehrand peers. com
s~~ iia
Jaimee Bourgeois
December 16, 2009
Page 2 of 4
The new housing developments within proximity of the Dublin/Pleasanton Station have the
potential to meet these criteria. Figure 1 shows the one-half mile walkshed around the
Dublin/Pleasanton BART station based on current and proposed street configuration. Further
walkshed coverage could be achieved for parcels east of Dougherty Road, between Dublin
Boulevard and I-580 with connections to the Iron Horse Trail.
RESEARCH SUMMARY
Project trip generation refers to the process for estimating the number of trips generated by a
development site or area. Typically, only vehicle trips are calculated, but trips can also occur by
walking, bicycling, or taking transit. Trip generation estimates for residential projects are typically
calculated based on the number of dwelling units within that development. Vehicle estimates of
the total traffic entering and exiting the project driveways are typically calculated for the AM peak
hour, the PM peak hour and for an average weekday.
For projects that contain a mixture of uses, such as retail and office, it is reasonable to expect
that some vehicle trips at the project driveways would not occur because people within the project
choose to walk from one use to another within the site. For projects that are located near transit
stops, it is also reasonable to consider that some trips will occur on modes other than the
automobile such as walking or transit.
The combination of internal trips (those which begin and end within the project site and do not
add any new trips to the external roadway network) and external trips using alternate modes
accounts for the total vehicle trip reduction.
Typical Trip Generation Methods
Vehicle trip generation rates presented in the Institute of Transportation Engineers' (ITE)
publication Trip Generation, 8f`' Edition, presents rates for a variety of land uses, including
residential. The Trip Generation Handbook (March 2004), also presents guidance to estimate the
number of trips that remain internal to a site based on the balance of land uses within the site.
The ITE trip generation rates were developed based on surveys of mostly stand-alone suburban
locations with minimal transit usage. Rates presented in Trip Generation can be a good indicator
of the total number of trips that could be generated by a development, but does not account for
the travel mode, such as walking, bicycling or transit.
Recent Research Summary
A recent article published by Cervero and Arrington' compared the trip generating rates used in
the Trip Generation Handbook with observed trip generation from 17 residential TODs located
within proximity to rail stations throughout the United States. Two TODs listed in the study, Park
Regency and Wayside Plaza, are located near the Pleasant Hill BART station and would likely
have similar trip generating characteristics as TODs constructed in Dublin. The trip reduction
from standard ITE rates at the Pleasant Hill sites was 35 percent on a daily basis, 39 percent
during the AM peak hour and 38 percent during the PM peak hour. It should be noted that the
Pleasant Hill BART station is '/ mile from a convenience grocery store and almost 1 mile from a
full service grocery store. There are barriers to walking to those grocery uses from the BART
station area, including Treat Boulevard (a six lane arterial) and I-680 (a ten lane freeway).
~ Journal of Public Transportation, Vol. 11, No. 3, 2008
89~ //d
Jaimee Bourgeois
December 16, 2009
Page 3 of 4
Using the 2000 Bay Area Transportation Survey (BATS), Fehr & Peers compared the number of
automobile trips taken by residents within a '/ mile radius of non-downtown BART stations in the
East Bay with those in the surrounding region to determine the effect that BART proximity had on
mode choice. The surrey shows that households within % mile of select East Bay BART Stations
(Excludes downtown stations at 12th Street, 19th Street, Downtown Berkeley, and Walnut Creek;
but includes all other stations, such as Concord, Pleasant Hill, Pittsburg/Bay Point, Richmond,
San Leandro, and Castro Valley) have a 25 percent transit mode share on a daily basis.
Trip reductions for the East Bay BART station survey data and the two Pleasant Hill Station TODs
are fairly similar, with the higher trip reductions at Pleasant Hill likely due to the rise in fuel price,
which occurred between the two survey periods, and the higher density of development and
subsequent lower automobile ownership found at Pleasant Hill Station compared to the rest of the
BART system in the East Bay.
Research presented in Effects of TOD on Housing, Parking, and Travel, TCRP Report 128, states
that TOD commuters typically use transit up to five times more than other commuters in the
region and the mode share for TOD can be up to 50 percent. In 1990, the commute transit mode
share in the City of Dublin was 2 percent according to the Census. The commute share
increased to 5.4 percent by 2000, with the opening of the Dublin/Pleasanton BART station in
1997. The transit mode share has likely increased since 2000 due to increased congestion on
the Interstate 580 corridor and increased fuel prices.
CONCLUSIONS AND RECOMMENDATIONS
The goals outlined in AB 3005 may be difficult for a single residential project to achieve as they
rely on factors outside the realm of an individual project, principally the requirement that retail
uses, including a food serving business, are located within proximity to the new development.
While it is shown that a mixture of uses does contribute to trip reductions, the significance of this
factor is somewhat negligible during the AM and PM peak hours, the time of the greatest burden
on the transportation infrastructure, because the many trips at this time are work-related. This is
evidenced by the large trip reduction from standard ITE rates for developments around the
Pleasant Hill BART station, although food serving uses are at least '/ mile for convenience
grocery and almost 1 mile for a full service grocery store, with barriers to walking/biking.
The literature review of TOD sites suggests that vehicle trip reductions can range from 25%
(using BATS data) to 35% (using Pleasant Hill station area data), and even as high as 50%
(according to TCRP Report 128). Factors influencing these rates likely include gas prices,
parking availability, and relative development density/type in the area. The Pleasant Hill TOD
area is well established and over time residents have developed travel patterns that reduce
vehicle trips, while the Dublin TODs are fairly new in comparison.
Fehr & Peers recommends a reduction in vehicle trips of 25 percent for multi-family residential
developments located within a half mile walk, but south of Dublin Boulevard, of the Dublin-
Pleasanton BART station, where the parking supply is limited. This reduction would correlate to a
25 percent reduction in transportation impact fees for development located. The 25 percent
reduction zone is cut-off at Dublin Boulevard as this roadway is a major impediment to pedestrian
travel.
As the Dublin TODs become more established with a greater mixture of uses and area plans
such as the Bicycle Master Plan are implemented, this reduction can be reconsidered. However,
there are alternative mode improvements included in the transportation impact fee programs and
85g lld
Jaimee Bourgeois
December 16, 2009
Page 4 of 4
further reductions to the fees could impede the ability of the City from fully developing the non-
motorized transportation network and providing other transit amenities.
This completes our assessment of trip reduction percentages for multi-family residential
developments within proximity of a BART station within the City of Dublin. Please let me know if
you have any questions.
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Exhibit B,
Table 2
Table 2 ~~/~ ~/~
%122-Feb-10
2010 Eastern Dublin Traffic Impact Fee Update VIII/////
Detail of Total Costs (Prior to Adjustments) by Section and Project Segment
SECTION I IMPROVEMENTS
Segment
2009 Cost Estimate Credits or Advances Total
Balance at 6/30/09
8 Dublin Boulevard Extension -Southern Pacific R/W to East BART Access $ - $ _
8A Dublin Boulevard Extension -East BART Access to Hacienda Drive $ 659,401.20 $ 659,401.20
9 Dublin Boulevard -Hacienda to Tassajara Road $ 289,250.00 $ 289,250.00
10 Dublin Boulevard -Tassajara Road to Fallon Road $ 526,734.00 $ 526,734.00
11 Dublin Boulevard Extension -Fallon Road to Airway $ 26,305,047.19 $ 26,305,047.19
13 Hacienda - I-580 to Dublin Boulevard Extension (not including interchange) $ - $ _
14 Hacienda -Dublin Boulevard Extension to Gleason Drive $ 942,195.00 $ 942,195.00
15 Freeway Interchange -Hacienda Road with I-580 $ 9,430,212.12 $ 9,430,212.12
16 Amold Drive -Dublin Boulevard Extension to Gleason $ 5,049,156.52 $ 5,049,156.52
16A Central Parkway -Arnold to Hacienda $ 687,273.81 $ 687,273.81
17 Central Parkway -Hacienda to Tassajara $ 3,328,902.49 $ 3,328,902.49
18 Central Parkway -Tassajara Road to Keegan Street $ 264,810.00 $ 264,810.00
18A Central Parkway -Keegan Street to Fallon, 2,230 feet $ 172,120.00 $ 172,120.00
19 Gleason -Arnold Road to Hacienda $ 97,500.00 $ 97,500.00
19A Gleason -Hacienda to Tassajara $ _ $ _
20 Gleason -Tassajara to Fallon $ 194,610.00 $ 194,610.00
22 Tassajara Road - 5,000 feet north of Gleason to Contra Costa County Line $ 23,817,330.91 $ 23,817,330.91
22A Tassajara Road -Gleason Road to 5,000 feet north of Gleason Road $ 7,730,214.17 $ 7,730,214.17
23 Tassajara Road -Dublin Boulevard Extension to Gleason Road $ 1,264,058.41 $ 1,264,058.41
24 Tassajara Road -Dublin Boulevard Extension to I-580 (not including interchange) $ 254,134.52 $ 254,134.52
25 Tassajara Road -Freeway Interchange $ 2,812,216.94 $ 2,812,216.94
26 Fallon Road -Tassajara to Gleason $ 1,276,566.94 $ 1,276,566.94
26A Fallon Road -Gleason to Dublin Boulevard Extension $ 6,524,455.57 $ 6,524,455.57
27 Fallon Road -Dublin Boulevard Extension to North of I-580 $ 1,446,531.69 $ 1,446,531.69
Report Update $ 40,000.00 $ 40,000.00
Other Costs $ 300,000.00 $ 300,000.00
Existing Credits $ - $ 82,747,389.56 $ 82,747,389.56
TOTAL SECTION I IMPROVEMENTS $ 93,412,721.48 $ 176,160,111.04
SECTION II IMPROVEMENTS
1 Dougherty Road -City Limits to Amador Valley Widening $ 6,897,917.15 $ 6,897,917.15
2 Dougherty Road -Amador Valley boulevard to Houston Place $ 6,090,065.47 $ 6,090,065.47
3 Dougherty Road -Houston Place to Dublin Boulevard $ _ $ _
4 Dougherty Road -Dublin Boulevard to North of I-580 Off Ramp $ 1,678,050.00 $ 1,678,050.00
5 Dublin Boulevard -East of Village Parkway to Sierra Court Widening $ _ $ _
6 Dublin Boulevard -Sierra Court to Dougherty Road Widening $ 2,145,747.71 $ 2,145,747.71
7 Dublin Boulevard -Dougherty to Southern Pacific Right-of-Way $ _ $ _
12 Freeway Interchange -Dublin Boulevard Extension with I-580 (Airway Blvd) $ _ $ _
21 Scarlet Drive -Dougherty Road to Dublin Boulevard Extension $ 13,894,752.18 $ 13,894,752.18
28 Fallon and I-580 Freeway Interchange with Signals $ 2,811,455.49 $ 2,811,455.49
Other Costs $ 500,000.00
$ 500,000.00
Existing Credits $ 18,579,026.32 $ 18,579,026.32
TOTAL $ 34,017,988.00
$ 52,597,014.32
SECTION I RESIDENTIAL IMPROVEMENTS
29 Tassajara Creek Bike Path $ 935,640.00 $ 935,640.00
30 Park and Ride Lots $ 26,000.00 $ 26,000.00
Existing Credits $ 779,717.00 $ 779,717.00
TOTAL SECTION I RESIDENTIAL IMPROVEMENTS $ 961,640.00 $ 779,717.00 $ 1,741,357.00
SECTION I I RESIDENTIAL BART PARKIN[; IMPRr1VFMFNT
Fixed Amount per Agreement $ 6,000,000.00
$ 4,827,906.00
TOTAL SECTION I RESIDENTIAL IMPROVEMENTS $ 6,000,000.00 $ - $ 4,827,906.00
GRAND TOTAL ALL IMPROVEMENTS $ 134,392,349.48 $ 102,106,132.88 $ 235,326,388.36
1
Exhibit C
EASTERN DUBLIN TRAFFIC IMPACT FEE
Effective May 17, 2010
Residential (Within Transit Center)
High Density Dwelling (more than 25 units per acre) $3,429/unit
Residential (Outside of Transit Center)
Low Density Dwelling (up to 6 units per acre) $8,410/unit
Medium Density Dwelling (6.1-14 units per acre) $8,410/unit
Medium/High Density Dwelling (14.1-25 units per acre) $5,887lunit
High Density Dwelling (25.1 or more units per acre) $5,046/unit
Second Units per Sec. 8.80 of the Municipal Code $5,046/unit
Non-Residential
Development Other Than Residential $ 735/trip
LAND USE ESTIMATED WEEKDAY VEHICLE
(Non-Residential) TRIP GENERATION RATE'
HOTEL/MOTEL OR OTHER LODGING: 10/room
OFFICE:
Standard Commercial Office 20/1,000 sf
RECREATION:
Recreation Community Center 26/1,000 sf
Health Club 40/1,000 sf
Bowling Center 33/1,000 sf
Golf Course 8/acre
Tennis Courts 33/court
Theaters:
Movie 220/screen
Live 0.2/seat
Video Arcade 96/1,000 sf
EDUCATION
Private Schools 1.5/student
Daycare/ Pre-school 2.4/student
HOSPITAL:
General 12/bed
Convalescent/Nursing 3/bed
Clinic 24/1,000 sf
CHURCH: 9/1,000 sf
INDUSTRIAL:
Industrial (with retail) 16/1,000 sf
Industrial (without retail) 8/1,000 sf
'Sources of information for Trip Generation Rates: Institute of Transportation Engineers (ITE)
and San Diego Association of Governments (SANDAL). These trip generation rates are based
on averages. Most retail uses are given a 35% pass-by reduction.
Land uses that are shaded will always pay at the individual trip rate as these uses tend to generate
destination trips. Commercial/retail and certain recreation uses will pay at the individual trip rate if
the site is a stand-alone land use; if the land use is part of a larger shopping center, the appropriate
shopping center trip rate will apply.
Page 1 of 2
~o~ pia
2/26/2010 g:IEDTIF UPDATEIExhibit C -Fee Rates_2009 Transit Center Fee Retluction Update DRAFT
Exhibit C
EASTERN DUBLIN TRAFFIC IMPACT FEE
Effective May 17, 2010
ESTIMATED WEEKDAY VEHICLE
LAND USE TRIP GENERATION RATE
(Non-Residential) (WITH PASS-BYl
RESTAURANT:
Located Within a Shopping Center (may be separate legal
pedestrian connections to adjacent commercial parcels):
Quality (leisure)
Sit-down, high turnover (usually chain other than fast food)
Bar/Tavern
Fast Food (w/o drive through/
Fast Food (with drive through}
parcels but with shared parking and internal vehicle/
See appropriate Shopping Center Rate
See appropriate Shopping Center Rate
See appropriate Shopping Center Rate
See appropriate Shopping Center Rate
306/1.000 sf
Located On A Separate Parcel (w/o shared parking and intemal vehicle) pedestrian connections to
adjacent commercial parcels}:
Quality (leisure} 561 1,000 sf
Sit-down, high tumover (usually chain ather than fast food) 791 1,000 sf
BarlTavem 98/ 1,000 sf
Fast Food 30611,000 sf
Restaurant uses shall be as defined in the Thp Generation Manual, Institute of Transportation Engineers, 8th Ed
Final determination shall be made by the Public Works Director.
AUTOMOTIVE:
Car Wash:.
Automatic
SelfServe
Gas Station with or without food mart
Tire Store/Oil Change Store
Auto Sales/Parts Store
Auto Repair Center
Truck Terminal
585/s lte
TO/wash stall
97tpump ,
28/seroice bay
(no pass-bys) 48/1,000 sf
(no pass-bys) 2011,000 sf
(no pass-bys) 80/acre
FINANCIAL:
Located Within a Shopping Center (may be separate legal parcels but with shared parking and internal vehicle/
pedestrian connections to adjacent commercial parcels):
Bank/Savings and Loan See appropriate Shopping Center Rate
Located On A Separate Parcel (w/o shared parking and intemal vehicle/ pedestrian connections to
adjacent commercial parcels
Bank/Savings and Loan 85/1,000 sf
COMMERCIAL/RETAIL:
Super Regional Shopping Center 22/1,000 sf
(More than 600,000 SF; usually more than 60 acres;
with usually 3+ major stores)
and not biscted by a public arterial street
Regional Shopping Center 33/1,000 sf
(300,000 - 600,000 SF; usually 30-60 acres;
w/usually 2+ major stores) and not bisected by a public arterial street
Community or Neighborhood Shopping Center 46/1,000 sf
(Less than 300,000 sf; less than 30 acres; w/ usually
1 major store or grocery store and detached restaurant and detached
restaurant and/or drug store) and not bisected by a public arterial street
Commercial Shops:
Retail/Strip Commercial (no major store) 26/1,000 sf
Supermarket (Stand Alone/ gg/1.000 sf
Convenience Market 32511,000 sf
Discount Store 46/1,000 sf
Page 2 of 2
9iy iia
2/26/2010 g:IEDTIF UPDATEIExhibit C -Fee Rates_2009 Transit Center Fee Reduction Update DRAFT
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Exhibit E
AREA OF BENEFIT
MAJOR THOROUGHFARES AND BRIDGES
WITHIN EASTERN DUBLIN SPECIFIC PLAN AREA
Dublin Boulevard
Hacienda Drive
Central Parkway
Gleason Drive
Tassajara Road
Fallon Road
Street Alignment Study
Extend and widen to 6 lanes from the Southern Pacific
Right-of-Way to Airway Boulevard (from the EIR future
road improvement assumptions on pages 1 and 2 of the
DKS revised report form December 15, 1992 and
mitigation measure 3.3/10).
Widen and extend as 4 lanes from Dublin Boulevard to
Gleason Drive and to 6 lanes from I-580 to Dublin
Boulevard (from the EIR future road improvement
assumptions on page 1 of the DKS revised report).
Construct four-lane road from Dublin Boulevard west of
Hacienda Drive to Fallon Road (from the EIR future road
improvement assumptions on page 1 of the DKS revised
report).
Construct new 4-lane road from west of Hacienda Drive
to Fallon road (from the EIR future road improvement
assumptions on page 1 of the DKS revised report). (The
project does not require extension of Gleason Drive to
Doolan Road due to no development proposed in the
future study area.)
Widen to 4 lanes over a 6-lane right-of-way from Dublin
Boulevard to the Contra Costa County Line, and to 6
lanes over an 8-lane right-of-way from Dublin Boulevard
to I-580 from the EIR future road improvement
assumptions on page 1 of the DKS revised report and
mitigation measure 3.3/14.0
Extend to Tassajara Road, widen to 4 lanes over a 6-
lane right-of-way from I-580 to Tassajara road (from the
EIR future road improvement assumptions on page 1 of
the DKS revised report).
A study is required to specify the exact street alignments
in the Eastern Dublin area.
93 ~~~a
''Cost of Roadway "Cost of Bridge
Improvements Improvements
$ 27,780,432.39 $ 5,070,000.00
$ 942,195.00 $
$ 4,453,310.63 $ 1,040,000.00
$ 292,110.00 $
$ 33,065,738.01 $ 5,293,600.00
$ 9,247,554.20
Right-of-Way Contingency Funds are required to acquire land in the event that right-
of-way must be obtained through condemnation and $
value of land is greater than the appraised value.
Total
$ 75,781,340.23 $ 11,403,600.00
The Area of Benefit Fee for roadway improvements based on 63,213 related trips for residential and 231,976 trips for non-
residential is $2,570/unit for Low Density (1-6 units per acre) and Medium Density Residential (7-14 units per acre), $1,799
for Medium/High Density Residential (15-25 units per acre), and $1,542 for High Density Residential (more than 25 units per
acre); and $1,157 for High Density Residential (more than 25 units per acre) within the Transit Center; and $257/trip for non-
residential.
The Area of Benefit Fee for bridge improvements for Low and Medium Density Residential is $390/unit, for Medium/High
Density Residential is $273/unit, and for High Density Residential is $234/unit, and for High Density Residential (within the
Transit Center) is $176/ unit; and non-residential is $39/trip.
The eastern Dublin Specific Plan area has 3,916 Low Density units; 4,863 Medium Density units; 2,680 Medium/High
Density units;and 3,952 High Density units.
* These cost estimates do not include credits due for construction of portions of these major thoroughfares and bridges. In
the event that the Area of Benefit Fee becomes effective, the appropriate credit amounts will be calculated and the Area of
Benefit Fee will be adjusted accordingly.
~~~ ~r
NARRATIVE RECORD OF THE DEVELOPMENT OF THE
EASTERN DUBLIN TRAFFIC IMPACT FEE INCLUDING THE BASIS FOR THE STUDY
AND STUDY UPDATES AND ADJUSTMENTS (1994 - 2009)
Description of Area Covered
The Eastern Dublin General Plan Amendment (GPA) and Eastern Dublin Specific Plan (SP)
were adopted by the City in 1994. The GPA outlines future land use plans for the 4,176-acre
Eastern Dublin sphere of influence. Based on the 1994 GPA, approximately 13,906 dwelling
units and 9.737 million square feet of commercial/office/industrial development are
anticipated in the GPA area, in addition to parks, open space, and institutional uses. The SP
provides more specific detailed goals, policies, and action programs for the portion of the City
abutting the easterly City limits.
Environmental Studies An Items Identified In The Eastern Dublin Specific Plan
A Program Environmental Impact Report (EIR) was prepared for the GPA and SP (SCH No.
91103064) and was certified by the City Council on May 10, 1993 (Resolution No. 51-93).
Two subsequent addenda, dated May 4, 1993., and August 22, 1994, were approved.
Chapter 5.0 of the SP addresses Traffic and Circulation. At the time the SP was adopted, the
existing roads were generally rural in character and adequately served existing rural
residential development in the area (EIR, pp. 2-3). Portions of the SP area have since been
developed and new roads constructed. The transportation and circulation systems for the SP
are designed to provide convenient access to, and mobility within, the SP area.
The Eastern Dublin Specific Plan area road system is characterized by three major north-
south streets (Hacienda Drive, Tassajara Road, and Fallon Road) and three major east-west ~,
streets (Dublin Boulevard, Central Parkway, and Gleason Drive) to accommodate traffic in
the SP area (SP 5.2.1). These streets are all planned or built as major four- or six-lane
streets. Other streets necessary for development of the SP are local roads that will be
constructed by developers to provide access to respective properties as development occurs.
No fees are necessary to provide for such roads.
The SP also identifies certain freeway improvements and interchange improvements
necessary to accommodate traffic to and from the SP area (SP 5.2.12). The SP includes a
policy (Policy 5 -10) that transit service should be provided within one-quarter mile of 95
percent of the SP population and also establishes park-and-ride lots adjacent to freeway
interchanges on the three north-south streets (SP 5.7.2). Finally, to encourage non-
motorized forms of transportation, the SP provides for a network of pedestrian trails (Policy 5-
15) and bike paths (Policy 5-17 and Figure 5.3).
In analyzing the traffic impacts of the project, the EIR assumed that certain improvements
would be constructed and that development within the SP/GPA areas would pay its
proportionate share of the cost of such improvements (EIR, pp 3.3-16 to 3.3-18). The EIR
also included a number of mitigation measures to mitigate the transportation-related impacts
of the development (EIR, p.3.3-19 to 3.3-29). These mitigation measures were adopted by
the City Council as part of the Mitigation Monitoring Program (Resolution No. 53-93).
9 °' ATTACHMENT ~
~'~~ ~/~
NARRATIVE RECORD OF THE DEVELOPMENT OF THE
EASTERN DUBLIN TRAFFIC IMPACT FEE INCLUDING THE BASIS FOR THE STUDY
AND STUDY UPDATES AND ADJUSTMENTS (1994 - 2009)
In December 2002, the SP was amended to add the area known as the Transit Center. The
EIR for this project also assumed that certain improvements would be constructed and that
development in the Transit Center would pay its proportionate share of the cost for the
improvements.
The General Plan contains a policy that requires new development to pay for infrastructure
necessary to accommodate the development (2.1.4, Implementing Policy C). The SP
contains a similar goal and policy (Policy 10-1).
1994 / 1995 Adoption of Impact Fee
The City Council adopted a Transportation Impact Fee ordinance on December 12, 1994
(Ordinance No. 14-94), which provided the authority for the Eastern Dublin Traffic Impact Fee
("TIF"), which was then adopted by the City Council on January 9, 1995 (Resolution 1-95).
The TIF was based on two reports: study prepared by Barton-Aschman Associates ("Study"),
and a report prepared by Santina & Thompson ("Cost Estimate Report").
1996 Revision
The City Council adopted a revised Traffic Impact Fee at its meeting of April 9, 1996, under
Resolution No. 41-96. The revised Fee was based on two reports: a study prepared by
TJKM Transportation Consultants ("1996 Study Update"), and a revised cost estimate by
Santina and Thompson ("1996 Cost Estimate").
1999 Revision
A revised Traffic Impact Fee was subsequently adopted by the City Council on December 7,
1999, under Resolution No. 225-99. The revised Fee was based on the 1999 Eastern Dublin
Traffic Impact Fee Update prepared by the Public Works Department, dated November 8,
1999 ("1999 Study Update").
2004 Revision
A revised Traffic Impact Fee was subsequently adopted by the City Council on June 15,
2004, under Resolution No. 111-04. The revised Fee was based on the 2004 Eastern Dublin
Traffic Impact Fee Update prepared by the Public Works Department, dated May 27, 2004
("2004 Study Update").
2009 Revision
A revised Traffic Impact Fee was subsequently adopted by the City Council on April 7, 2009,
under Resolution No. 41-09. The revised Fee was based on the 2009 Eastern Dublin Traffic
Impact Fee Update prepared by the Public Works Department, dated January 12, 2009
("2009 Study Update").
Page 2 of 2
ATTACHMENT 2
~6 G !/mil
Attachment 3, Staff Report
2008 Eastern Dublin Traffic Impact Fee Update
Allocation Between Land Acquisition and Construction Costs
Se ment
Descri lion
Ri ht-Of-Wa Land Including
Overhead
Total Pro ect Cost
1 Dou he Road - Ci Limits to Amador Valle Widenin $ $ $ 6,897,917.15
2 Dou he Road -Amador Valle boulevard to Houston Place $ 272,000.00 $ 353,600.00 $ 6,090,065.47
3 Dou hert Road -Houston Place to Dublin Boulevard $ $
4 Dou hert Road -Dublin Boulevard to North of I-580 Off Ram $ $ $ 1,678,050.00
5 Dublin Boulevard -East of Villa a Parkwa to Sierra Court Widenin $ $ $
6 Dublin Boulevard -Sierra Court to Dou hert Road Widenin $ 556,511.00 $ 723,464.30 $ 2,145,747.71
7 Dublin Boulevard -Dou he to Southern Pacific Ri ht-of-Wa $ $ $
8 Dublin Boulevard Extension - Southern Pacific R/W to East BART Access $ $ $
8A Dublin Boulevard Extension -East BART Access to Hacienda Drive $ $ $ 659,401.20
9 Dublin Boulevard -Hacienda to Tassa'ara Road $ $ $ 289,250.00
10 Dublin Boulevard - Tassa'ara Road to Fallon Road $ $ $ 526,734.00
11 Dublin Boulevard Extension -Fallon Road to Airwa $ 9,099,040.00 $ 11,828,752.00 $ 26,305,047.19
Prior Grant/ Loan Revenue for Dublin Boulevard $
12 Freewa Interchan a -Dublin Boulevard Extension with I-580 Airwa Blvd $ $ $
13 Hacienda - I-580 to Dublin Boulevard Extension $ $ $
14 Hacienda -Dublin Boulevard Extension to Gleason Drive $ $ $ 942,195.00
15 Freewa Interchan a -Hacienda Road with I-580 $ $ $ 9,430,212.12
16 Arnold Drive -Dublin Boulevard Extension to Gleason $ $ $ 5,049,156.52
16A Central Parkwa - Arnold to Hacienda $ $ $ 687,273.81
17 Central Parkwa - Hacienda to Tassa'ara $ $ $ 3,328,902.49
18 Central Parkwa - Tassa'ara to Kee an Street, Western 3, 640 feet $ $ $ 264,810.00
18A Central Parkwa -Kee an Street to Fallon, 2,230 feet $ $ $ 172,120.00
19 Gleason - Arnold Road to Hacienda $ $ $ 97,500.00
19A Gleason - Hacienda to Tassa'ara $ $ $
20 Gleason - Tassa'ara to Fallon $ $ $ 194,610.00
21 Scarlet Drive -Dou hert Road to Dublin Boulevard Extension $ 4,916,220.00 $ 6,391,086.00 $ 13,894,752.18
22 Tassa ara Road - 5,000 feet north of Gleason to Contra Costa Count Line $ 4,531,128.00 $ 5,890,466.40 $ 23,817,330.91
22A Tassa'ara Road -Gleason Road to 5,000 feet north of Gleason Road $ 868,611.00 $ 1,129,194.30 $ 7,730,214.17
23 Tassa'ara Road -Dublin Boulevard Extension to Gleason Road $ $ $ 1,264,058.41
24 Tassa'ara Road -Dublin Boulevard Extension to I-580 $ $ $ 254,134.52
25 Tassa'ara Road -Freewa Interchan e $ $ $ 2,812,216.94
26 Fallon Road - Tassa'ara to Gleason $ $ $ 1,276,566.94
26A Fallon Road -Gleason to Dublin Boulevard Extension $ 2,500.00 $ 3,250.00 $ 6,524,455.57
27 Fallon Road -Dublin Boulevard Extension to North of I-580 $ $ $ 1,446,531.69
28 Fallon and I-580 Freewa Interchan a with Si nals $ 2,811,455.49
29 Tassa'ara Creek Bike Path - Greenbriar Pro a Line to Contra Costa Count Line $ $ $ 921,600.00
30 Park and Ride $ 26,000.00
Transit Center BART Parkin Structure $ $ $ 4,827,906.00
TIF U date $ $ $ 40,000.00
Other Costs Section I $ $ $ 300,000.00
Other Costs $ $ $ 500,000.00
TOTAL $ 20,246,010.00 $ 26,319,813.00 $ 133,206,215.48
Ri ht-of-Wa 20
Im rovements 80
ATTACHMENT 3.
q9~F irk
RESOLUTION NO. 20 - 07
A RESOLUTION OF THE CITY COUNCIL
OF THE CITY OF DUBLIN
REVISING ADMINISTRATIVE GUIDELINES RELATED TO THE
EASTERN DUBLIN TRAFFIC IMPACT FEE
WHEREAS, the City Council has established a Traffic Impact Fee (TIF} applicable to
development occurring within the Eastern Dublin Specific Plan Area; and
WHEREAS, the current TIF was adopted on June 18, 2004, via Resolution 111-04; and
WHEREAS, the City Council previously adopted Resalution 221-04 on November 16, 2004,
Adopting Revisions to the Eastern Dublin TIF Administrative Guidelines; and
WHEREAS, the intent of the Guidelines is to provide procedures for reimbursement, credit, or
other administrative aspects of the TIF Program; and
WHEREAS, the adoption of Resolution 111-04 established a TIF category for Section II entitled
"Residential BART Garage Fee" that will be collected by the City and paid to Alameda County Surplus
Property Authority; and
WHEREAS, revisions to the Administrative Guidelines are necessary to address the disbursement
of BART Garage Fees and to incorporate other minor updated wording in order to maintain conformance
with the TIF Program; and
WHEREAS, the revised Guidelines, as prepared, are consistent with the requirements of
Resolution 111-04 and existing laws and regulations; and
NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Dublin does
hereby adopt the revised Eastern Dublin Traffic Impact Fee Administrative Guidelines, attached hereto as
Exhibit "A," and by reference made a part hereof to supersede all prior versions of the Guidelines.
PASSED, APPROVED AND ADOPTED this 20th day of February, 2007, by the following vote:
AYES: Councilmembers Hildenbrand, Oravetz, Sbranti and Scholz, and Mayor Lockhart
NOES: None
ABSENT: None
ABSTAIN: None
ATTEST: ~ ,
~..
City Clerk
Reso No. 20-07, Adopted 2/20/07, Item 8.4
Mayor
ATTACHMENT N.
Page 1 of 1
~8'~ pia
EXHIBIT A
CITY OF DUBLIN
EASTERN DUBLIN TRAFFIC IMPACT FEE
ADMINISTRATIVE GUIDELINES
Revision Adopted Resolution # 20 - 07 (2/20/2007)
I. Introduction/Overview
These guidelines apply to the Eastern Dublin Traffic Impact Fees (hereafter known as the `Fee'
or `Fees') adopted by the City of Dublin through Resolution 111-04 and any subsequent
replacement resolution. The Eastern Dublin Traffic Impact Fee includes three categories of
improvements and facilities.
• Section I improvements and facilities are those located exclusively in the Eastern Dublin
Specific Plan area.
• Section II improvements and facilities are those projects to which Eastern Dublin developers
contribute a proportionate share, including projects located in other areas of the City.
• Section II Residential BART Garage improvements include 500 spaces in Phase I of the
Eastern Dublin BART garage ,necessitated by residential development outside the Transit
Center.
• Section III improvements and facilities are those of a regional nature.
(NOTE: Section III Fee suspended effective September 12, 1998, as long as Tri-Valley
Transportation Development Fee remains in place.)
The administrative guidelines provide procedures for calculation of the Fee, calculation and use
of credits and reimbursements, and other administrative aspects of the Fee. In addition, the
guidelines include procedures for construction of designated facilities by developers.
The administrative guidelines establish the authority for providing credits and/or reimbursements
to developers who construct and/or dedicate any of the improvements and facilities for which the
Eastern Dublin Traffic Impact Fee is imposed (TIF facilities). When such public improvements
and facilities are constructed and/or dedicated by a developer, the developer shall be given a
credit to be applied against the Fees due for the development project. The amount of the credit
shall be determined pursuant to Section VI of these guidelines. If the amount of the credit is
greater than the Fees due for the development project, the developer may use the credit toward
the Fees for another development project or transfer the credit to another eligible developer in
Eastern Dublin in accordance with these guidelines. If the developer cannot use or transfer the
credit within ten years, then the credit will convert to a reimbursement right. At the end of the
ten-year period, the developer may elect to extend the credit for an additional five years. The
combination of credit and reimbursement rights will terminate twenty-five years after the
effective date of the agreement creating such rights.
The administrative guidelines also establish the authority for the distribution of monies collected
under "Section II Residential BART Garage".
EXHIBIT A
To the Resolution
~9~ ~~a
Eastern Dublin Traffic Impact Fee Admuustrative Guidelines Reso #20 - 07 (2/20/2007)
Exhibit A (2/20/2007)
Page 2of 13
The application of these guidelines will at times refer to various reference documents adopted by
the City of Dublin. These documents include the City's General Plan, the Eastern Dublin
Specific Plan, the most recent Traffic Impact Fee Study, and various other fee studies and
updates. Such reference documents are subject to change and may affect the application of these
guidelines.
II. Authority of City Manager To Interpret Situations Not Covered
Should situations arise not covered by these guidelines, the City Manager will have the authority
to determine how the resolutions, ordinances, guidelines and agreements will be administered.
Such interpretations by the City Manager will be in writing.
III. Fee Calculation
A. Imposition of Fees
Except as exempted under subsection D. of this section, Fees are imposed on all
development in Eastern Dublin as described below:
1. All new development, including new construction of any building or structure
(residential or non-residential);.
2. Additions to non-residential buildings or structures which result in an increase of
500 square feet or more;
3. Additions to residential buildings or structures which increase the number of units
(i.e. construction of a "granny unit").
The Administrative Services Department serves as the lead department to gather and
coordinate the information necessary to calculate the Fee. The Community Development
Department is responsible for determining the intended land use. The Public Works
Department is responsible for determining the number of vehicle trips assigned to the
project. Unless otherwise provided, the Fee will be collected with the payment for the
building permit for the development project.
B. Effective Fees
The Fees owed by a development project will be those in effect when the building permit
is obtained. This section shall be applicable whether the fees are paid in cash or a credit
is used.
C. Basis for Calculating Fees
The Fees for residential development projects will be calculated based upon the per unit
fee for each of the categories noted in Resolution 111-04 (i.e. Low Density Residential,
Medium Density Residential, Medium/High Density Residential, High Density
Residential) and/or any subsequent replacement resolution.
The Fees for non-residential development are calculated on a per average weekday
vehicle trip basis. The number of average weekday vehicle trips for each type of
1 ~~ i~~
Eastern Dublin Traffic Impact Fee Administrative Guidelines Reso #20 - 07 (2/20/2007)
Exhibit A (2/20/2007)
Page 3of 13
development is determined by the land use categories specified in "Exhibit C" of
Resolution 111-04. However, if the Public Works Director determines that the Iand use
of the development project is not appropriately reflected on "Exhibit C" of Resolution
111-04, then the Public Works Department will undertake a specific traffic study, to be
paid for by the applicant, for the purpose of determining the estimated trip generation of
the proposed development project. Fees for non-residential development will be charged
for any addition to an existing building or structure if the addition exceeds 500 square
feet.
For mixed-use non-residential development projects, the Community Development
Director, upon consultation with the Public Works Duector, will determine the projected
percentage of each use at the time the Final Map or other appropriate entitlement is
approved. The Fee will be calculated on a pro-rata basis among the various rates stated
for each different use (For example, a large single building could be divided between
commercial office space and industrial warehouse space). If the .uses are unknown at the
time of obtaining a building permit and the building permit does not include adequate
interior details to determine the intended use, the use for the initial Fee calculation
purposes will be assumed as "Industrial without Retail". Any additional Fees owed as a
result of a different final use of the property will be calculated and collected at the time
that a building permit is issued for interior tenant improvements. This fee calculation
shall be at the rate in effect at the time the building permit for tenant improvements is
issued. No refund of Fees will be given if the resulting uses are different from the
projected land use.
The average weekday trip generation rate for quasi-public uses, which is not
appropriately reflected on the "Estimated Weekday Vehicle Trip Generation Rate"
schedule that was adopted as part of the Traffic Impact Fee Resolution (Exhibit C to
Resolution 111-04), as determined by the Public Works Director, will be established by a
project specific traffic study. This study will be conducted by the City (Public Works
Department) and paid for by the project applicant. Affordable housing projects
developed by government agencies and non-profit entities will be subject to the same
Fees that are assessed on private residential development.
D. Exemptions
1. Total Exemption. The following types of development will be exempt from the
collection of Traffic Impact Fees:
a) Any alteration or addition to a residential structure, except to the extent
that a residential unit is added to asingle-family unit, or another unit is
added to an existing multi-family building.
b) Any replacement or reconstruction of an existing residential structure that
has been destroyed or demolished, provided that the building permit for
reconstruction is obtained within one year after the building was destroyed
or demolished, unless the replacement or reconstruction increases the
square footage of the structure 50% or more.
~a~ u.2
Eastern Dublin Traffic Impact Fee Administrative Guidelines Reso #20 - 07 (2/20/2007)
Exhibit A (2/20/2007)
Page 4of 13
c) Any replacement or reconstruction of an existing non-residential structure
that has been destroyed or demolished provided that the building permit
for new reconstruction is obtained within one year after the building was
destroyed or demolished and the reconstructed building would not
increase the destroyed or demolished building's trips based on the
"Estimated Weekday Vehicle Trip Generation Rate" as applied to the
original building.
2. Partial Exemption. A partial exemption may be granted based on prior Fees
paid in the situation of a change in the type of use as described below:
If within 10 years of paying Eastern Dublin Traffic Impact Fees for a specific
development project, the project is demolished and replaced by a new type of
development, an exemption may be given for up to the amount which was paid by
the prior development project: Proof of payment shall be obligation of the
individual/entity requesting the exemption. The new development shall not
accrue any unused credit or reimbursement rights, in the event that the
replacement project would result in a lower Fee. Any change in use outside of the
10 year period stated shall be obligated to pay the entire Fee.
IV. Fee Collection
A. Payment of Traffic Impact Fees for Non-Residential Development
T'he Traffic Impact Fee for non-residential development will be due and payable at the
issuance of a building permit and will be collected by the Building & Safety Division.
The number of estimated average weekday vehicle trips, determined as described in
Section IILC., above, multiplied by the non-residential fee per trip, will be the basis for
the collected Fee. The square footage or other appropriate measure as identified on the
building permit will be the basis for determining the number of trips on "Exhibit C" of
Resolution 111-04. Following is an example:
Non-Residential Fee Example: Assume that the development project is a 15,540
square foot standard commercial office building. The estimated weekday vehicle
trip generation rate for this type of development is 20 trips per 1,000 square feet,
and the Fee is $360 per trip for non-residential development. FEE
CALCULATION: 15,540 square feet/1,000 square feet = 15.54 x 20 trips =
310.8 trips x $360 per trip = $111,888 Traffic Impact Fee.
Amendments to anon-residential building permit which result in 500 additional square
feet or more shall result in additional fees owed based on the added area.
B. Payment of Traffic Impact Fees for Residential Development
If the City incorporates the facilities described in Resolution 111-04 into its annually
adopted long-term Capital Improvement Plan (CIP), then the Traffic Impact Fees for
residential development will be due and payable. at the issuance of a building permit.
Prior to the incorporation of these facilities into the CIP, the Fee will not be due until the
loa ~' iia
Eastern Dublin Traffic Impact Fee Administrative Guidelines Reso #20 - 07 (2/20/2007)
Exhibit A (2/20/2007)
Page Sof 13
dwelling is issued a certificate of occupancy. The developer may voluntarily pay the full
fee when the building permit is issued or as otherwise appropriate under applicable law.
C. Payment of Fees in Ezcess of $50,000
When the amount of payment for Traffic Impact Fees exceeds $50,000 on any given day,
payment shall be made in one of the following ways: 1) paid by check drawn on a bank
within the State of California, 2) paid by cashier's check, or 3) if paid in same day funds
by a wire transfer, the wire transfer must be pre-arranged with the City's Finance
Division.
D. Payment of Fees in Conjunction with Development Agreements
The Traffic Impact Fees can be collected at an earlier point of time than what is noted in
this section if agreed to by a developer within the terms of a Development Agreement.
E. Payment Records
The Administrative Services Department will record the payment of the Traffic Impact
Fees. Records will be maintained to comply with refunding requirements as prescribed
by State Law. The Administrative Services Department will obtain a mailing address
from each payee, as well as the applicable Assessor's Parcel Number, and will note the
payee as the entity or person whose name appears as the applicant for the building permit.
The Finance Division will maintain the records for a period of ten years from their
collection, unless a legal mandate exists for a longer retention.
V. Allotment of Developer Fee Credits
The City understands the practicality of having developers construct and/or contribute some of
the TIF facilities described in Resolution 111-04 and any subsequent replacement resolution.
For this reason, the City will allot fee credits against the collection of Fees for constructing or
contributing TIF facilities.
A. Fee Credit /Reimbursement Agreement Required
The allotment of fee credits and/or provision for a reimbursement will only occur in
accordance with a written credit/reimbursement agreement between the City and the
developer responsible for the construction of the TIF facilities or dedication of TIF right
of way.
All fee credits will be granted by use of a standard agreement approved by the
City Attorney.
2. This credit/reimbursement agreement will be entered into at the time the
improvements are secured and/or the right-of--way is accepted for dedication. The
terms of this agreement may, at the City's discretion, be included in the
agreement entered into with the City to secure certain public improvements as
contained on a Final Parcel Map or Final Subdivision Map.
3. The developer will pay an administrative fee, due on the effective date of the
creditlreimbursement agreement, to be established in the City's Master Fee
Schedule. The purpose of this administrative fee is to cover the administrative
X03 0~ ~~a
Eastern Dublin Traffic Impact Fee Administrative Guidelines Reso #20 - 07 (2/20/2007)
Exhibit A (2/20/2007)
Page 5of 13
costs associated with establishing and monitoring the creditlreimbursement
agreement.
4. Any credits, which are unused tan years following their creation, shall convert to
a right to reimbursement. The right to reimbursement terminates fifteen years
after it is created.
Alternatively, credit holders may elect by providing written notice to the City
Manager to extend the term of the credit for an additional five years. Notices of
the election to extend the term must be received no sooner than one year prior to
and no later than six months prior to the conversion of the credits to a right to
reimbursement. If the credit holder elects to extend the term of the credit for five
years, then any credits remaining at the end of the five-year extension shall
convert to a right of reimbursement. The right to reimbursement terminates ten
years after it is created.
All rights to reimbursement shall terminate twenty-five years after the effective
date of the agreement creating such rights.
5. Neither a credit nor the right to reimbursement shall be increased for inflation or
accrue interest.
6. Credits are transferable, with the written approval of the City Manager, provided
the credit is transferred to a person/firm having a legal interest in real property
withinthe area subject to the Fee and provided that the administrative transfer fee
is paid, as specified in Section IX.A. of these guidelines.
7. The developer will sign a certificate attached to the fee credit/reimbursement
agreement attesting that it obtained a copy of these admuustrative guidelines and
they were read and understood.
8. No fee credits shall be established for "Section II Residential BART Garage
component of the Eastern Dublin Traffic Impact Fee. Payments from those
monies shall be made in accordance with a separate section of these guidelines.
B. Applicability of Administrative Guidelines to Pre-Existing Credits Allotted to the
Alameda County Surplus Property Authority
These guidelines do not apply to existing fee credits to which the Alameda County
Surplus Property Authority is entitled under the terms of the Agreement between the City
of Dublin, the City of Pleasanton, the County of Alameda and the Surplus Property
Authority regarding coordination of certain Freeway Improvements dated March 12,
1991.
These guidelines do apply to existing fee credits to which the Alameda County Surplus
Property Authority is entitled under development agreements entered into between
January 1, 1995 and the effective date of these guidelines, to the extent provided for in a
/~`/'d Ala
Eastern Dublin Traffic Impact Fee Administrative Guidelines Reso #20 - 07 (2/2012007)
Exhibit A (2/20/2007)
Page 7of 13
specific fee credit/reimbursement agreement to be entered into between the City and the
Alameda County Surplus Property authority.
VI. Calculating the Fee Credits
For calculation purposes, the fee credits will be segregated into the following categories:
Section L Eastern Dublin Traffic Improvements
Section II (Excludes Secrion II Residenrial Bart Garage): Citywide Traffic Improvements
Section III: Regional Transportation
(Note: Section III Fee suspended effective September 12, 1998, as long as Tri-Valley
Transportation Development Fee remains in place.)
A. General
The fee credit/reimbursement agreement will identify the total credit by category for TIF
facilities constructed or right of way dedicated for a particular development project. The
contributed land or improvements must be the facilities described in Resolution 111-04
and/or any subsequent replacement resolution. There must be a minimum value of
$50,000 in improvements and/or right of way dedicated before credits will be allotted to a
developer.
B. Determination of Value
The Public Works Director will determine the value of the contributed facilities based
upon improvement plans submitted by the developer and approved by the City, which
plans shall quantify the size of the TIF facilities to be constructed or dedicated. It is
recognized that in some cases the scope of construction or dedication will not exactly
match segments shown in the TIF Report.
The credits will be the lesser of the following: a) the estimated cost of the improvements
as noted in Resolution 111-04 and/or any subsequent replacement resolution; or b) the
pro-rated value of the improvement using the standard cost measurements in Resolution
111-04 and/or any subsequent replacement resolution. The fee credits cannot exceed the
cost estimates of the improvements in the most recent fee study and resolution. In no
case shall the fee credits include facility financing costs.
Illustrative Example 1: Assume that a developer dedicates land for the partial
widening of a major street to offset the Traffic Impact Fees due from a
development project. To qualify for a credit, this roadway widening project must
be included in the TIF. The land dedication to be applied for a fee credit shall not
include improvements immediately adjacent to the development project, as these
improvements are entirely the responsibility of the developer and are not to be
funded by the Traffic Impact Fee. Resolution 111-04 used a standard cost
measurement of $7 per square foot for right-of--way dedication in calculating the
Traffic Impact Fees. The fee credits due to the developer can be calculated by
Eastern Dublin Traffic Impact Fee Administrative Guidelines Reso #20 - 07 (2/20/2407)
Exhibit A (2/20/2007)
Page 8of 13
determining the square footage of the land to be dedicated multiplied by this per
square foot cost measurement.
Illustrative Example 2: A developer constructing single family homes contributes
traffic signal improvements (Category 1 improvement) valued at $200,000.
Assume that the Traffic Impact Fee totals $6,950 per home, which is comprised of
the Category 1 portion of $4,700 and the Category 2 portion of $2,250. The credit
of $200,000 can only be used against the developer's Category 1 Fee of $4,700
per home, which will cover approximately 42.55 homes. When the building
permit is issued for the a3Ta home, the developer will have used up the credit and
will have to begin paying the Category 1 Fee. The Category 2 portion of the Fee
must be paid at the issuance of each building permit for all homes included in the
development, as the Category 1 credit cannot be used to offset these portions of
the Fee.
VII. Use of Fee Credits
A. Credits expire when used or ten years from the date of the credit/reimbursement
agreement (unless extended an additional five years at the request of the credit holder),
whichever occurs first.
B. In the event the fee credits are unused following ten years from the date of the
creditJreimbursement agreement (or fifteen years if extended at the request of the credit
holder}, the fee credit shall convert to a reimbursement right as provided for under
Section X and XI of these guidelines.
C. The value of the credits in each category will be listed in the agreement and tracked by
fee category as they are used by the developer. The City's Finance Division will keep
record of the unused credits and provide this information to the Building Safety Division
at the time fee credits are used.
D. Credits earned by constructing or dedicating a certain category of improvements can only
be used to offset fees for that category. The balance of the Traffic Impact Fee, which is
to be used for other categories of improvements, will be paid by the developer as
specified in Section IV of these guidelines. Fee credits will not be mixed between the fee
categories. For example, unused credits from Category 1 portion of the Traffic Impact
Fees cannot be used to offset amounts due for Category 2 and Category 3.
E. Only the developer who builds or dedicates the TIF facilities will be entitled to the
original or initial credits, until such time as they may be transferred "in accordance with
these guidelines.
VIII. Use of Fee Credits requires Completion of Facility or Performance Bonds
Fee credits cannot be used by the developer until the developer has either:
iD6~~ pia
Eastern Dublin Traffic Impact Fee Administrative Guidelines Reso #20 - 07 (2/20/2007)
Exhibit A (2/20/2007)
Page 9of 13
1. Dedicated the land or improvements representing the credits to the City; or
2. Provided the City with a performance bond and labor and materials bonds or other
adequate security to insure that the improvements will be constructed prior to the first
Certificate of Occupancy for any building that is a part of the project. The performance
bond or other security shall be in an amount equal to 100% of the engineer's estimated
cost to construct the improvements and the labor and materials bond shall be in an
amount equal to 50% of the engineer's estimate. The bonds shall be written by a surety
licensed to conduct business in the State of California and approved by the City's City
Manager.
Illustrative Example: Assume a developer is in the midst of completing certain
street improvements, which will be dedicated to the City to offset a portion of the
Traffic Impact Fee. The developer supplies the City with aright-of--way
conveyance, a performance bond and a labor and materials bond for the
completion of the street improvements.. Fee credits can be used in advance of
completing the improvements, since the City is assured that the land will be
dedicated and the improvements will be completed.
IX. Transferring of Credits
A. The original holder of credits can request a transfer of credits to a person owning an
interest in property that is subject to the same category of Traffic Impact Fee. Such
transactions shall be subject to an administrative transfer fee, which shall cover the City's
administrative costs associated with the credit transfer. The administrative transfer fee
shall be established in the City's Master Fee Schedule.
B. There is no limit on the number of times that credits can be transferred between
developments.
X. Reimbursement Rights
(Sections I & II -Excluding Section II Residential BART Garage)
Reimbursement rights are created from the conversion of fee credits, which occurs ten years after
the initial date of the credit/reimbursement agreement creating the fee credit (unless the credits
have been extended an additional five years at the request of the credit holder). Reimbursement
rights are subject to the following specific guidelines:
A. The reimbursement rights shall expire twenty-five years after the initial date of the credit)
reimbursement agreement creating the fee credit.
B Reimbursement will be only from funds collected as Eastern Dublin Traffic Impact Fees
or from fees collected by Contra Costa County and paid to Dublin for any improvements
Eastern Dublin Traffic Impact Fee Administrative Guidelines Reso #20 - 07 (2/20/2007)
Exhibit A (2/20/2007)
Page l0of 13
also included in the Eastern Dublin Traffic Impact Fee, and will not come from the City's
General Fund.
C. The City will determine the amount of funds available for reimbursement in each of the
categories on an annual basis.
D. The procedure for prioritizing reimbursements is described in Section XI of these
guidelines.
XI. Process for Reimbursement of Reimbursement Rights
A. Determination of Funds Available for Reimbursement
Within 180 days of the end of each fiscal year, the Admuustrative Services Department
will make an accounting of all Traffic Impact Fees collected for the fiscal year that just
ended. The Administrative Services Department will also determine the amount of
Traffic Impact Fee funds that are unspent and unencumbered as of the close of the fiscal
year. For funds that are unspent and unencumbered in each fee category, the City will
allocate the necessary amount to be used to finance needed TIF facilities for the
upcoming fiscal year and/or to repay amounts due on outstanding loans for previously
constructed TIF facilities. The remaining funds (the reimbursement set-aside) will be
used to reimburse holders of reimbursement rights for facilities already contributed, if
any such reimbursement rights exist.
B. Allocating the Reimbursement Set-Aside to Outstanding Rembursement Rights
In the event that the City designates that a reimbursement set-aside is available, fifty
percent will be used to pay the oldest reimbursement right outstanding. If the oldest right
is paid off before this portion of funds is entirely consumed, then the balance of the 50%
will go toward the next oldest right. This portion of reimbursement set-aside funds will
be allocated according to this method until it is exhausted. The other half of the
reimbursement set aside will be allocated to all reimbursement rights on a pro-rata basis
according to their amounts outstanding, including the remaining unreimbursed portion of
the oldest agreement. Unused reimbursement set-aside funds will not be carved over to
another fiscal year. The following example illustrates this allocation:
Illustrative Example: During one fiscal year, the City collects $88,000 in Fees for
a certain category of improvements. The total outstanding reimbursements owed
are $100,000 to the following developers:
Developer A (the oldest agreement): $50,000
Developer B: $20,000
Developer C: $30,000
For the upcoming fiscal year, the City retains $44,000 for improvements not built
by developers and allocates $44,000 as the reimbursement set-aside to reduce
current reimbursement obligations. $22,000 (50% of the $44,000) of the
reimbursement set-aside is used to pay Developer A, who holds the oldest
agreement. Developer A now has $28,000 of outstanding reimbursements
(Beginning balance of $50,000 less the $22,000 payment). The other half of the
reimbursement set-aside ($22,000) is allocated proportionally to all three parties
who currently hold reimbursement rights as follows:
io~~ ~~a
Eastern Dublin Traffic Impact Fee Administrative Guidelines Reso #20 - 07 (2/20/2007)
Exhibit A (2/20/2007)
Page 11 of 13
Holder of Current Value of Percent of Total Amt. of $22,000. Reimbursement
Reimbursement Reimbursement Reimbursements Reimbursement Balance
Owed Outstandine Distributed Remaining
Developer A $28,000 35.90% $7,898.00 $20,102:00
Developer B $20,000 25.64% $5,640.80 $14,359.20
Developer C $30,000 38.46% $8,461.20 21 538.80
TOTAL $78,000 $22,000.00 $56,000.00
XII. Payment to Alameda County Surplus Property Authority (ACSPA) For $6 million of
BART Garage Costs (Section II Residential BART Garage)
Payment of Section II Residential BART Garage Fees can occur upon completion of phase I of
the parking garage and surface parking immediately adjacent to the new garage at the eastern
Dublin / Pleasanton BART Station, consisting of approximately 1,706 parking spaces, and the
availability of the BART Garage for public use. Payment shall be made to the Alameda County
Surplus Property Authority (ACSPA), which is responsible for the parking garage construction
and will dedicate the improvement to the Bay Area Rapid Transit (BART) District for public use
upon its completion. Except for interest earned on Section II Residential BART Garage fees
prior to distribution, the maximum amount to be paid to ACSPA shall not exceed $6,000,000 (six
million dollars). Payment to Alameda County Surplus Property Authority is subject to the
following specific guidelines:
A. The maximum to be disbursed from fees collected, as described in XII subsection B, shall
be six million dollars ($6,000,000) and this amount shall not be increased for any reason
including inflation. In addition, any accrued interest pending disbursement shall be
disbursed to ACSPA.
B. Disbursement will be only from the Eastern Dublin Traffic Impact Fees Section II
Residential BART Garage fee, and will not come from any other source including the
City's General Fund.
C. Once the BART Garage is completed, the amount disbursed will depend on the payment
of fees by development subject to the fee. There is no guarantee that ACSPA will receive
a total of $6,000,000.
D. The City will determine and report on an annual basis to ACSPA, the amount of funds
collected from the Section II Residential BART Garage fee and the amount available for
disbursement, including interest accrued prior to disbursement, if any.
E. The procedure for distributing the disbursements to ACSPA is described in Section XIII
of these guidelines.
XIII. Process for Payment to ACSPA -Section II Residential BART Garage Fee Funds
A. Initial Distribution of Section II Residential BART Garage Fee Funds
i. Once the BART Garage has been accepted by BART and made available for public use,
the ACSPA shall provide to the City a written certification of the completion of the
BART Garage.
laq~'/l~
Eastern Dublin Traffic Impact Fee Administrative Guidelines Reso #20 - 07 (2/20/2007}
Exhibit A (2/20/2007)
Page 12of 13
ii. Within 45 days of receipt of the certification described in Section XIII(A)(i) City shall
calculate the balance of funds available in Section II Residential BART Garage fee, as of
the first day of the month preceding the date of the notice. City shall also calculate and
account for accrued interest based on the quarterly balance of Section II BART Garage
Fees and the earning rate applied to pooled funds managed by the City. City shall remit
to ACSPA the funds as calculated along with a report showing the maximum remaining
fees that may be paid to ACSPA.
iii. Thereafter, funds shall be distributed on an annual basis as described in subsection B
below.
B. Annual Determination of Section II Residential BART Garage Fee Funds Available
for Payment
i. Within 180 days of the end of each fiscal year, the Administrative Services
Department will make an accounting of all Section II Residential BART Garage
fees collected, and not previously disbursed, for the fiscal year that just ended.
This shall include accrued interest.
ii. The City shall distribute to ACSPA, Section II Residential BART Garage fees
available, to the extent that the total distribution including previous payments,
excluding any amounts paid as interest, does not exceed the maximum amount
described in Section XII.
iii. The Administrative Services Department shall annually report to the ACSPA the
current balance remaining Section II Residential BART Garage fees that maybe
paid.
XIV. Other Miscellaneous Administrative Guidelines
A. Procedures for Construction of Designated Facilities by Developers
The improvements to be constructed or dedicated must be submitted for approval in
writing to the Public Works Director no later than thirty calendar days prior to the
approval of the Final Map on the development project. The submittal of the
improvement plans and/or description of area to be dedicated shall be in sufficient
detail as determined by the Public Works Director. The Pubic Works Director will
attempt to respond to the request within twenty business days. The developer
constructing or dedicating improvements in lieu of paying a portion of the traffic fee
must post a performance bond before the issuance of any grading and/or building
permits for the construction of the improvements.
B. Refunds
Refunds of withdrawn applications will be done in accordance with existing procedures
for paid building permits.
• Payable to entity making payment or property owner of record.
• Payable in accordance with State Law.
• Not applicable to Letters of credit, surety bonds or other instruments taken to
secure payment.
~~o ~~ ~i~
Eastern Dublin Traffic Impact Fee Administrative Guidelines Reso #20 - 07 (2/20/2007}
Exhibit A (2/20/2007)
Page 13of 13
C. Annual Review of Fee Collection
The City has existing procedures for complying with State Law in regards to accounting
for developer fees. The Administrative Services Department will maintain records to
provide the following items:
• A brief description of the Traffic Impact Fee;
• An identification of the improvements and the percentage of cost of the
improvements which the Traffic Impact Fee will be expended upon; and
• For improvements which are funded and yet to be completed, an identification of
an expected date by which construction of the facilities will commence.
D. Funds and Accounting
The City will incorporate the following, items into its accounting procedures, which are
the responsibility of the Administrative Services Department:
• The City will maintain separate fiends for the collection and expenditure of Traffic
Impact Fees as follows:
Section I: Easternn Dublin Traffic Improvements
Section II: City-Wide Traffic Improvements
Section II Residential BART Garage
• The City will allocate interest to fees collected in the funds based upon cash
balances at the end of each quarter.
• The City will identify in accordance with State Law the beginning and ending
balance of the funds held fob the Traffic Impact Fee as of fiscal year end.
• The City will identify the amount of fees collected and interest earned in each
fiscal year for Traffic Impact Fees.
• The City will provide a description and accounting of any interfimd transfers
made by the Traffic Impact Fee Funds. Although it may be authorized by State
Law, it shall not be City policy to loan TIF monies for another public purpose.
• The City will calculate reimbursements annually within 180 days of each fiscal
year end.
• The City will file an annual accounting of all development impact fees, including
the Traffic Impact Fee, with the City Council and for public inspection within 180
days of each fiscal year end.
(// ~ //d
ALAMEDA COUNTY COMMUNITY DEVELOPMENT AGENCY
SURPLUS PROPERTY AUTHORITY
Chris Bazar
Agency Director
February 24, 2010
Patrick Cashman
SPA Director
Mark Lander
City Engineer
zz4
West Winton Avenue Cit of Dublin
y
Room 110 100 Civic Plaza
Dublin CA 94568
Hayward j
California
94s44-lzls Subject: Revisions to the Eastern Dublin Traffic Impact Fee/ Transit Center Residential
phone
510.670.5333
Dear Mark,
fax
510.670.6374 Thank you for providing me the information regarding the proposed revisions to
www.acgov.org/cda the EDTIF.
i One year ago, the City committed to consider revising the EDTIF to provide for a
j reduction of the TIF for Transit Center residential. True to its commitment, the
City commissioned a study looking into the issue. I am very pleased that the end
result is a recommendation to recognize that transit-oriented residential generates
~ less traffic and warrants a reduction.
The Alameda County Surplus Property Authority fully supports the proposed
revision reducing the trip generation for residential in the Transit Center from 6 per
j unit to 4.5 per unit.
Sinc ,
.
~
i
/ /
~~lS~~~i'! ~~,.
atr>ck Cashman
Director
M
Cc: Stuart Cook, ACSPA
Jeff White, AvalonBay Communities
~ Eric Kenny, The Hanover Company
Dean Mills, DR Horton
ATTACHMENT 5,
l~a,< pia
AvalonBay 400 Race Street, Suite 200 w San Jose, CA 95126 ~ Tel (408) 983-1500 w ral (408) 287-91 C7
COiV1VIUNITIES,t~c.
March 5, 2010
Mark Lander
City Engineer
City of Dublin
100 Civic Plaza
Dublin, CA 94568
Re: Proposed Revision to Eastern Dublin Traffic Impact Fee
Dear Mark,
We appreciate the response to the request from property owners in the Dublin Transit
Center to evaluate a lower impact fee for transit oriented properties. AvalonBay
Communities, Inc. supports the proposed revision reducing the trip generation rate for
residential uses in the Transit Centel• from 6.0 to 4.5.
Sinc }ely,
~~
Je• l ~ to
r e~elopment Director
ATTACHMENT 6