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HomeMy WebLinkAbout7.1 BART Extension Project ~ ....I"!'I':',,....'~,~ --0-;:" ~ e --~ / CITY OF DUBLIN AGENDA STATEMENT CITY COUNCIL MEETING DATE: February 5, 1990 SUBJECT: Bay Area Rapid Transit District DublinjPleasanton Extension Project Report by Richard C. Ambrose, city Manager EXHIBITS ATTACHED: Memorandum dated February 2, 1990, from Chris Kinzel & Lee Thompson RECOMMENDATION~.~~l) Consider the city's position regarding the ~ location of stations for the DublinjPleasanton Extension project 2) Designate a representative to attend the BART Public Hearing to be held on February 6, 1990, at 9:00 a.m. FINANCIAL STATEMENT: Undetermined DESCRIPTION: On Friday, February 2, 1990, the City Manager and councilmember Jeffery met with Council representatives from the other valley cities, Supervisor Campbell, local representatives from the State Legislature, Directors from the Bay Area Rapid Transit, and councilmember Dutra from the city of Fremont. The purpose of the meeting was to clarify the position of the valley cities with respect to the BART Extension to the Valley, as well as the position of Fremont with respect to the Warm springs Extension. At the conclusion of the meeting, the following compromise project language was offered for consideration. liThe Bay Area Rapid Transit District would adopt a DUblinjPleasanton Project which would consist of three stations. Bay Area Rapid Transit District would fund two stations for this extension, one in Castro Valley and one in East Dublin. The third station 'West Dublin Station' would not be funded by BART funds until the Warm Springsjlrvington Extension was completed. II It was further understood that if private funds became available for the completion of the third BART station 'West Dublin', thdt station could be constructed prior to the completion of the Warm springsjlrvington station. Attached is a Memorandum from the city's Traffic Engineer comparing the desirability of the East versus the West DUblin stations. It is staff's recommendation that the city Council consider adopting a position with respect to station location that can be communicated to the BART Board at its pUblic hearing on February 6, 1990. It is further recommended t.hat the city Council designate a representati.ve of the Council to represent the City'S position. f7 / ---------------------------------------------------------------------- COPIES TO: ITEM NO. -......-' , '1'.. e It RECEIVE~ FES 2 1990 PUBLIC WORKS lIJlfffill MEMORANDUM DATE: February 2, 1990 TO: Lee Thompson FROM: Chris D. Kinzel SUBJECT: BART Extension to Dublin: East vs. West In conjunction with the extension of BART to the Dublin/Pleasanton area, the possibility of constructing just one station initially, either at the Downtown Dublin! Stoneridge Mall (west) area or at the East DublinlHacienda location, is being seriously considered. To date, BART planning and funding have assumed that only the west station would be constructed while local sentiment has favored the construction of both stations in order to spread the traffic and parking impacts. However, due to funding restrictions it appears only one station can be built and the possibility of initially building only the east station is being explored. You asked me to evaluate the advantages and disadvantages of constructing either the west or the east station. West Station This station provides convenient service to downtown Dublin and to the Stoneridge Mall area. Due to its location on the western portion of the valley and the fact that all outbound BART trips are directed to the west, there is a minimum of wrong- direction travel by BART patrons on their way to the station. However, there are some fairly severe consequences to Dublin if only the west station is constructed: 1. As an end-of.the line station, the west station would require a very large parking facility that would not be needed in the future when the line is extended easterly. As a terminus, the west station would require 3,600 parking places; when the BART line is extended to the east only 1,400 parking stalls are needed. The "extra" parking in Dublin would require the use of valuable commercial properties in the downtown area. It could require the construction of a parking structure that would not be needed when the extension is completed. 2. An end.of.the line station in downtown Dublin would have significant traffic impacts on the street system. The EIR for the project indicates the necessity of new hook ramps on 1-680 if the downtown Dublin traffic impacts are to be barely tolerable. However, the hook ramps physically cannot be constructed until major improvements to the adjacent 1-680/ 1.580 interchange are constructed. These improvements are estimated to cost in excess of $100 million and are not funded. 4637 Chabot Drive, Suite 214, Pleasanton. California 94588' (415) 463-0611 PlEASANTON . SACRAMENTO. FRESNO' CONCORO ....-...... _1IIIIt e e Lee Thompson -2- February 2, 1990 3. Without the hook ramps, several locations in Dublin would have severe traffic impacts. Most notably, the intersection of Dublin Boulevard and San Ramon Road would operate at Level of Service F conditions. This intersection serves as the gateway to the west Dublin residential area, the downtown commercial area and the two major arterials in the City of Dublin. It should be noted that the unacceptable service levels result even after major improvements are made at the intersection resulting in seven northbound approach lanes, five westbound lanes, six eastbound lanes and six northbound lanes. Obviously, severe congestion at this intersection has a very negative effect on the quality of life in a major portion of Dublin. Two other key areas would experience substantial congestion or operational problems: the intersection of the westbound 1-580 off-ramp with San Ramon Road and the intersection of Dublin Boulevard and Regional Street. In addition, the west BART station would necessitate the construction of a new street south of Dublin Boulevard joining Regional Street, Golden Gate Drive and Amador Plaza Boulevard. East Stati 0 n The east station would be constructed at a location where land has been reserved on both the Dublin and Pleasanton sides of the BART line; the area is relatively undeveloped and devoid of current or anticipated traffic congestion. Development of only this station in the Dublin/Pleasanton area would be more expensive due to the need for more trackage. However, this would be at least partially offset by reduced land and parking requirements at the west station when constructed in the future. The development of the east-only station necessitates wrong-way travel to the east by westbound BART riders which would discourage some use of the BART facility. However, there are offsetting advantages to having the east station only: 1. At least 40 percent of the BART patrons are expected to arrive from Livennore and other areas to the east. Development of the east station first would preclude the need for this "outside" traffic to clog downtown Dublin and the Stoneridge Mall area. 2. A new interchange serving the east station, Hacienda Drive at 1-580, has been designed with the BART traffic in mind and is now under construction. In conjunction with the interchange, Dublin Boulevard is being extended easterly from Dougherty Road to Tassajara Road along with a connection to the interchange itself on the Hacienda Drive alignment. These new facilities (which should be funded in part by BART) will initially be built as two~lane roads and will provide adequate access to the BART station as well as the surrounding lands as they develop. 3. Development of the east station first would allow for the west station to be added to the BART system in the future with a minimum of disruption to BART itself and to downtown Dublin (and the SLoneridge Mall area of Pleasanton). The station parking areas would be of modest size in keeping with the amount orland previously contemplated by both Dublin and Pleasanton. t'......'".. .__ .,. e e Lee Thompson .3- February 2, 1990 4. BART is expected primarily to serve work trips linking residents of the Tri-Valley area and the east to places of employment to the west. Conversely, it could also be attractive to workers in Dublin and Pleasanton if properly designed and located. The west station is located amidst existing and planned commercial uses which benefit minimally by proximity to BART; the east station is in the heart of the most intense employment concentrations planned in both Dublin and Pleasanton. Ai3 a planning tool and a means of reducing regional highway traffic, the east station is much more effective than the west station. I believe this analysis has shown clearly the overall advantages of constructing the east station instead of the west station if only one station can be constructed as the BART line is extended to the DublinIPleasanton area. :(! I rhm 157-001m.17k