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Home My WebLink About8.1 Inter-Regnl I-80&Hwy84CorridrPrtnrshp , . . CITY 01" DUBLIN AGENDA STATEMENT City Council Meeting Date: April 25, 1994 SUBJECT: 1-580 Inter-Regional Corridor partnership Program and state Highway 84/Eastern Corridor Issue Problem Definition Report by: Public Works Director Lee Thompson EXHIBITS ATTACHED: ~tate Highway 84/Eastern Corridor Issue Papers RECOMMENDATION: ~c~ 1) Appoint City Council representative to the policy Advisory Committee to help advise and oversee the Altamont Inter-Regional Corridor Partnership study. Approve State Highway 84/Eastern Corridor Issue Paper # 1 - Problem Definition, subject to Council's comments. 2) FINANCIAL STATEMENT: There is no direct fiscal impact from these studies on the City of Dublin; however, the studies provide an opportunity to secure the best priorities for regional funding sources, thereby minimizing the necessity for higher local development fees. DESCRIPTION: The Tri-valley Transportation Council is referring two transportation issues back to the local governing bodies for review and comments. One is the Inter-Regional Corridor partnership Program, which has to do with the 1-580 Altamont Corridor. The second is Phase I (problem Definition) of the Highway 84 Corridor plan. 1-580 INTER-REGIONAL CORRIDOR PARTNERSHIP PROGRAM The Altamont Inter-Regional Corridor Study is a $180,000 study jointly undertaken by Caltrans Districts 4 and 10, and the two regional Councils of Government (MTC and the San Joaquin Council of Government). The intent of this study is to develop transportation solutions in the I-SaO Corridor to be included in subsequent funding plans of the Councils of Government, as well as other governmental agencies. Dramatic growth is expected in Eastern Alameda, Contra Costa, and San Joaquin Counties. projections of traffic resulting from this growth will overload any existing or currently planned east/west highway facilities. Creative leadership will be needed in formulating future solutions. MTC has been selected as the project manager of this multi-agency project and is in the process of requesting that a Policy Advisory Committee be formed. The Committee will be comprised of representatives from both sides of theA1tamont Pass to oversee the study. By June or July 1994, the Policy Advisory Committee will be in place to review the scope of work and the implementation of the Altamont Inter-Regional Corridor study. Because a major portion of the Corridor is geographically located in and will greatly impact the Tri-valley Area, significant representation is needed from the Tri-Valley Area. The Tri-Valley I-sao corridor is the gateway to the Bay Area and MTC should recognize that the healthy economy of the Bay Area depends on this corridor. Tri-Valley residents are contributing significant amounts of transportation taxes toward regional solutions and have typically been in a donor status rather than the recipient. That is, more transportation taxes are generated in the Tri-Valley Area than come back to be spent here. MTC has the responsibility for developing and prioritizing regional projects for use of regional transportation dollars. The Altamont Inter-Regional Corridor Study provides the City of Dublin and other Tri- Valley jurisdictions with ample opportunity to select needed transportation _______________________________________________~___________J(_~~~__~_lJ_~_:___~_~ g. / COPIES TO: John McCallum, MTC C IT Y C L E R K Dennis Fay, CHA FILE I 0 'To I 0 ITEM NO. .. . improvements which are compatible with our Tri-valley goals. Staff recommends that the Council focus on both specific projects and types of projects which would be useful, together with specific funding sources which could be generated to implement the chosen solutions. Some obvious transportation capital projects are: 1) The extension of BART to Livermore 2) Passenger rail service over the Altamont 3) High Occupancy Vehicle (HOV) lanes on I-SaO with express bus service 4) Truck climbing lanes on the Altamont Pass Consideration for funding options would include: 1) A fund matching program to guarantee regional funds if local funds are produced. 2) Consideration of local funding sources: Altamont Pass tolls, regional development fees, regional sales or gas taxes, and other toll possibilities. Based on preliminary insights and the current data available, Staff believes major emphasis should be placed on the following points: 1) The Altamont Pass should be considered as a gateway for metering traffic into the Tri-Valley. 2) If the gateway capacity is increased by an additional truck lane, which may be needed, then the additional capacity freed up by creating the additional truck lane should be reserved for High Occupancy Vehicles. 3) No additional mixed-use (auto-truck) traffic lanes should be provided through the Altamont unless it can be shown that a Highway 84 bypass and I-SaD capacity exists to accept such additional capacity, and that 1-580 will not be overloaded at the 1-580/I-6aO Interchange. 4) Express bus service on High Occupancy Vehicle lanes should be considered as an interim measure until such time as rail transit is shown to meet minimum cost recovery standards. S) Creative subsidies should be looked at for car pools, van pools, and bus pools which could operate in the HOV lanes. The Tri-Valley Transportation Council and Staff recommend that a City Council representative be appointed to the policy Advisory Committee. This Council representative will advise and help coordinate this project study with the Tri-Valley Transportation Plan and City of Dublin's plan. HIGHWAY 84/EASTERN CORRIDOR ISSUES PROBLEM DEFINITION In April 1993, the Tri-valley Transportation Council approved a work program addressed to help determine an action plan for the Highway 84/E8stern Corridor Transportation Element and Funding Plan. This Highway 84 Corridor Study is to look at transportation improvements between 1-680 in the south to Highway 4 in the north. The Tri-Valley Transportation Plan requires an action plan for each Route of Regional Significance. It was concluded that due to the complexity of this Highway 84 corridor, some specific extra activity would be required to help gain political and local acceptance of a solution. Given the political sensitivity created by the current toll road project and the multitude of political jurisdictions involved, it was concluded that perhaps the best way to reach agreement would be to first seek agreement on the problems and/or issues. The first report or issue paper was selected to be a "PROBLEM DEFINITION." The intent of the Council was to circulate this paper for comments and concurrent to the many interested jurisdictions. (Please see the attached Problem Definition reports. ) Page 2 . . upon gaining a degree of concurrence, the next step would be to define "ALTERNATIVE SOLUTIONS" to the defined problems. It was the intent of the Council to also circulate this "ALTERNATIVE SOLUTIONS" issue paper to the affected jurisdictions for review and comment and see if the universe of solutions had been encompassed. A final issue paper entitled "ALTERNATIVES ANALYSIS AND FINANCE" would then be circulated to isolate the alternatives which could be included in either the Toll Road Environmental Impact Report (EIR) or provide the basis for a new project Environmental Impact Statement (EIS) if such was the consensus of the affected jurisdictions. The problems pointed out in this issue paper are: 1) Multi-Jurisdictional. Highway 84 has numerous significant problems brought about by the complexity of multiple jurisdiction traffic demand and planning and operational control. 2) Safety. Current levels of traffic exceed the safe levels for the existing roadways, let alone future volumes. Accident and fatality rates are many times in excess of tolerable State averages. 3) Traffic Demand. Project levels of traffic demand are expected to about double on Vasco Road and increase approximately four-fold on Highway 84 south of Livermore and Pleasanton. 4) Jurisdictional Policies. Neither Livermore nor Alameda County clearly plan for any Highway 84 facility north of 1-580. They show a 6-lane arterial for local Livermore traffic and a 2-lane realignment of Vasco Road north of Dalton. Eastern Contra Costa county recognizes a need but lacks jurisdiction beyond the County line and must also prioritize needs for improving Route 4 capacity. The State has precluded any state Highway money from going to the Highway 84 corridor by franchising a private toll road in the corridor. There is very little political support for the private toll road in Alameda county and only mixed support in Contra Costa county. A clear appraisal of alternatives is needed. (Please see attached report on State Highway 84 Problem Definition Report.) There are numerous parallel transportation activities to this Highway 84 Study that have been identified and need to be taken into account in this study process: 1) The Mid-State Toll Road Study 2) The Isabel Expressway Project in Livermore 3) The I-58D/Highway 84 Interchange project 4) The Brentwood Bypass/Delta Expressway 5) The Caltrans Highway 84 safety Project 6) The Alameda county Vasco Road Study 7) The MTC Resolution for Growth Management and Open space Conservation 8) The Alameda County East county Area Plan 9) The North Livermore Plan Staff recommends that the City Council review and approve the report entitled "Highway 84/East Corridor Issue Paper No.1, Problem Definition" subject to city Council's comments. Staff also recommends that Councilman Paul Moffatt, Dublin's Tri-valley representative to the Tri-valley Council, report City Council's comments to TVTC. Staff will bring back for City Council action and approval the subsequent reports on "ALTERNATIVES ANALYSIS" and "FUNDING PLAN" for Highway 84. a: (agenda) \agenda94 \ 580corr Page 3 ~ ..... -~:.'" . . . DRAFT JANUARY 1994 TRI-VALLEY TRANSPORTATION COUNCIL STATE HIGHWAY 84 / EASTERN CORRIDOR ISSUE PAPERS ISSUE PAPER #1 PROBLEM DEFINITION Printed Name: tvtc\H"''YS4ppc.wvl Mal"Cb 23. 1994. ll:llam EXHIBIT /. -~ I. II. III. IV. V. VI. VII. VIII. IX. X. . . REPORT OUTLINE EXECUTIVE SUMMARY . . . . . . . . . . . . . . . . . BACKGROUND .................... PARALLEL ACTIVITIES · · . . . . . . . . . . . . EXISTING FACILITIES . . ............ CURRENT VOLUMES AND LEVELS OF SERVICE . . . . . . . TRAFFIC SAFETY PROBLEMS .......... LOCAL ACCESS NEEDS ................ FUTURE TRAFFIC DEMAND . . . . . . . . . . CONTROL OVER DEMAND · · . . . . . . . . . . . . . TRANSIT ALTERNATIVES .............. TO REGIONAL SYSTEX AND PARALLEL XI. RELATIONSHIP ROOTES . . . · · XII. . . 4' . . · . . It . . . . . CONCLOSIONS ......... . . . ,. 1 1 2 -4 5 a 9 9 11 11 12 12 . . TRI-VALLEY TRANSPORTATION COUNCIL REPORT ON PROBLEM DEFINITION HIGHWAY 84 I EASTERN CORRIDOR I. EXECUTIVE SUMMARY Highway 84 has numerous significant problems brought about by the complexity of multiple jurisdiction traffic demand and planning and operational control. Current levels of traffic exceed the safe levels for the existing roadways let alone future volumes. Accident and fatality rates are many times in excess of tolerable state averages. Projected levels of traffic demand are expected to about double on Vasco Road and increase about four fold on Highway 84 south of Livermore and Pleasanton. Neither Livermore nor Alameda County clearly plan for any Highway 84 facility north of 1-580. They show a 6 lane arterial for local Livermore traffic and a 2 lane realigning of Vasco Road, north of Dalton. Eastern contra costa County recognizes a need but lacks jurisdiction beyond the county line and must also prioritize needs for improving Route 4 capacity. The state has precluded any state highway money from going to the Highway 84 corridor by franchising a private toll road in the corridor. There is very little political support for the private tollroad in Alameda County and only mixed support in Contra costa County. A clear appraisal of alternatives is needed. II. BACKGROUND In April 1993 the Tri-Valley Transportation council approved a work program, (Appendix A), addressed to help determine an action plan for the Highway 84 / Eastern corridor Transportation Element and Funding Plan. The Tri-Valley Transportation Plan requires an action plan for each Route of Regional significance. It was concluded, that due to the complexity of this Highway 84 corridor, that some specific extra activity would be required to help gain political and local acceptance of a solution. Given the political sensitivity created by the current toll road project and the multitude of political jurisdictions involved, it was concluded that perhaps the best way to reach agreement would be to first seek agreement on the problems and/or issues. The first report or issue paper was selected to be "PROBLEM DEFINITION." The intent of the council was to circulate this paper for comments and concurrence to the many interested jurisdictions. Upon gaining a degree of concurrence, the next step would be to define "ALTERNATIVE SOLUTIONS" to the defined problems. It was the intent 1 . . TRI-VALLEY TRANSPORTATION COUNCIL REPORT ON PROBLEM DEFINITION HIGHWAY 84 / EASTERN CORRIDOR of the council to also circulate this "ALTERNATIVE SOLUTIONS" issue paper to the affected jurisdictions for review and comment, to see if the universe of solutions had been encompassed. A final issue paper entitled "ALTERNATIVES ANALYSIS AND FINANCE" would be circulated to isolate the alternatives which could be included in either the Toll Road EIR or provide the basis for a new project EIS if such was the consensus of the affected jurisdictions. III. PARALLEL ACTIVITIES In addition to the Tri-Valley Transportation council Highway 84 study, there are numerous activities which will influence the type of facility which may best be constructed in this corridor. For the purposes of the Tri-Valley Study, the interest is limited to the portion of Highway 84 from 1-680 in the south to Highway 4 in the north. These Parallel activities shown in Figure 1 include: Mid State Toll Road The California Toll Road Company, under a franchise agreement with Caltrans as authorized by AB 680, the California Privatization legislation adopted in 1989, is proceeding with plans for a private toll road in the Sunol-to-Antioch corridor. Primary environmental work is expected to begin in the fall of 1994. Livermore: Isabel Expressway project The city of Livermore, in cooperation with the Alameda County Transportation Authority and Caltrans, has completed the Draft Environmental Impact Report for this project. The project is envisioned as a first stage of an ultimate six-lane expressway. The first stage, funded with $20 million Measure "B" money, will construct a two-lane road from south of 1-580 to north of vallecitos Road providing an overpass on Stanley Boulevard. Highway 84/I-SaD Interchange Improvement project The city of Livermore in conjunction with development proposed for North Livermore is proposing the construction of a full interchange connecting from North Canyons parkway on the north to the Isabel Expressway on the south. Brentwood Bypass/Delta Expressway Given the congestion problems existing and expected on Highway 4, a Highway 4 Bypass Authority has proposed a multi-lane facility in 2 ~ . . TRI-VALLEY TRANSPORTATION COUNCIL REPORT ON PROBLEM DEFINITION HIGHWAY 84 / EASTERN CORRIDOR the Highway 84 alignment. This facility would segregate through and local traffic; however, it would have to be stage-constructed and would require a 20-year development period. A Draft Environmental Impact Report has been prepared for the "state Route 4 Bypass Project." caltrans Highway 84 Safety Project caltrans has a safety project underway from 0.8 miles east of 1-680 to 1.9 miles east of I-68D. Alameda County Vasco Road Study The Vasco Road relocation project is necessitated by the Los Vaqueros Reservoir project and would relocate the existing two lane road that serves local traffic. The new alignment would comply with state expressway standards for rural highways in mountainous terrain. HTC Resolution for Growth Management and open Space conservation MTC has required, that as part of the California Toll Road Company's (CTRC) EIS, that two sUbregional studies be conducted. One would be in Contra Costa County and the other in the Livermore Valley. These studies are to be done in cooperation with the responsible Congestion Management Agencies. MTC believes that the Toll Road planning process will be the catalyst for combining land use and transportation plans into one overall growth management Plan. Alameda County East county Area Plan Alameda county, h,as prepared a sub area plan for the "East county." The Plan enV1Slons specific levels of land use in terms of population and employment and proposes urban limit lines. The specific proposal for Highway 84/East County Corridor includes the following: Highway I-68D to Ruby Hill, 4 lanes; Ruby Hill to I-S80, 6 lanes; I-S80 to North Livermore Avenue, 6 lanes; North Livermore Avenue to Vasco Road, 4 Lanes; Vasco Road to County Line, 4 lanes. Environmental documents have been prepared for this Plan. North Livermore Plan Livermore has adopted a North Livermore Plan which envisions state highway connections to occur outside of North Livermore, i.e. 1-680 3 . . TRI-VALLEY TRANSPORTATION COUNCIL REPORT ON PROBLEM DEFINITION HIGHWAY 84 / EASTERN CORRIDOR or to the east of North Livermore. The extension of Isabel Parkway north of I-580 would be a 6 lane arterial with Vasco Road remaining a two lane road. IV. EXISTING FACILITIES The route has been broken into segments to facilitate both problem analyses and problem definition. The primary route segments have been described as follows: A. I-680 north to Isabel Avenue (Ruby Hill) B. Ruby Hill to I-580 B1. via Downtown Livermore 52. via Isabel Avenue (Parkway) c. 1-580 to Alameda/Contra Costa County Line D. County Line to Highway 4 SECTION A. 1-680 North to Isabel Avenue (Ruby Hill) Highway 84 in the section 1-680 north to Isabel Avenue, Ruby Hill, is a two-lane, winding, rural highway with narrow shoulders in many locations and restricted design speed. The portion immediately east of 1-680 is a relatively flat and straight alignment. The development and need for access is relatively light. There are virtually no intersecting roads except private driveways which serve as access to the nuclear laboratory, access to the San Antonio Reservoir, and private driveways. SECTION B. Ruby Hill to 1-580 51. Existing via Downtown Livermore The Highway 84 section, from Ruby Hill to 1-580, currently runs through Livermore and follows existing arterial streets along Vallecitos Road, Holmes street, First street, which intersects with 1-580 at the First street Interchange in springtown. In addition to providing State highway routing for through traffic, the existing route provides the primary local access to adjacent properties. Major portions serve residential traffic needs. The northern portions serve the downtown both as a major arterial to south Livermore and as a route out of downtown southbound to 1-680, Fremont and the South Bay. This route provides the connection to the east via 1-580 to Tracy and Stockton. Livermore is completing arterial widening and traffic signal improvements on the portion immediately south of 1-580. The roadway is being widened from 4 to 6 lanes from north Mines Road to South Front street. 4 . . TRI-VALLEY TRANSPORTATION COUNCIL REPORT ON PROBLEM DEFINITION HIGHWAY 84 I EASTERN CORRIDOR B2. via Isabel Parkway The alignment along Isabel Avenue, as proposed by the Isabel Extension Project, will proceed directly north to 1-580 where in the interim the interchange at Airway will have to serve as access. Isabel Avenue does not currently exist north of stanley Boulevard. This alignment would be on the western edge of residential development and extend through the industrial area east of the Livermore Airport. SECTION c. I-SaO to county line The portion of Highway 84, designated by some as the "Eastern corridor" which runs north of 1-580, is not specificallY shown in either the North Livermore Plan or the Alameda East county Area Plan. The route is shown on the North Livermore Plan as a 6 lane arterial to North Livermore Avenue and then 4 lanes to Vasco road. SECTION D. county Line to Highway 4 The current road north into contra Costa County is VascO Road and the Byron Highway which is a two-lane, winding, county road. Once it leaves Livermore the area is primarilY agricultural open space until it reaches Byron and Brentwood. v. CURRENT VOLUMES AND LEVELS OF SERVICE Traffic volumes vary considerably along the route. Figure 1. and Table 1. show the average, daily traffic volumes and peak hour directional traffic flows at select control points used in the Tri- Valley Traffic Model. 5 . . TRI-VALLEY TRANSPORTATION COUNCIL REPORT ON PROBLEM DEFINITION HIGHWAY 84 / EASTERN CORRIDOR TABLE 1. HIGHWAY 84 TRAFFIC VOLUMES LOCATION ADT AM PEAK LOS PM PEAX LOS N/S HIS 1. North of 1-680 11,000* 676/1277 C C 2. Holmes Street 23,000 0 0 3. Downtown Livermore? 12,700 C C 4. south of 1-580 27,200 SS5/2276 c 0 5. Vasco Rd. north of 1-580 13,500 A E 6. SR4, S. of Brentwood, N. of S62/472 A 500/668 A Marsh Creek Rd. 6. Vasco Rd. County line 12,000 250/970 C 470/250 C 7. Byron Highway N. of Marsh 12,000 200/800 !L 900/250 !L Creek Road *Caltrans Truck Count report shows 18,500 6 . . TRI-VALLEY TRANSPORTATION COUNCIL REPORT ON PROBLEM DEFINITION HIGHWAY 84 / EASTERN CORRIDOR Truck Traffic Truck traffic has been measured by caltrans at select locations along Highway 84. Table 2 is their latest, (1991) traffic counts of trucks. TABLE 2. CALTRANS TRUCK ANNUAL AVERAGE DAILY TRAFFIC (ADT) COUNT YEAR 1991 HIGHWAY 84 TRUCKS % OF TRUCK TOTAL LOCATION AADT VEHICLES 1. North of I-6aO 291 1. S\ 2. stanley Boulevard 672 2.8\ 3. South of I-S80 1187 3.7\ There were about 300 trucks recorded for the average day east of 1-680 and about 1,200 south of 1-580. It can be estimated that of the 1,200 south of 1-580 that a relatively small percent are through trucks as some of the 300 trucks recorded at 1-680 had to originate from Livermore. There are several other factors which will influence the amount of truck traffic along this route in the future. The City of Pleasanton has a judgment from the courts which requires ~he gravel trucks to get off of stanley/First streetjSunol Boulevard in Pleasanton. This will force additional truck traffic over the Highway 84 route after the year 1995. There is also a shift of truck terminal locations out of the congested 1-880 corridor and onto the 1-205 and 1-580 corridors. Increased traffic from the terminals to the South Bay will use Highway 84. The current route is circuitous with steep grades and local intersection congestion within Livermore. This will limit the attractiveness of the route. 7 . . TRI-VALLEY TRANSPORTATION COUNCIL REPORT ON PROBLEM DEFINITION HIGHWAY 84 / EASTERN CORRIDOR VI. TRAFFIC SAFETY PROBLEMS There are several severe traffic safety problems in the corridor. The section of road from 1-680 to Isabel Avenue has been one of the worst in terms of traffic fatalities and severe traffic injury accidents. Figures 2 and 3 show accident rates on the existing roads in the Route 84/Eastern Corridor. The data are based upon the latest available accident summaries for the previous five years, 1988 through 1992. Sections of Highway 84 between 1-680 and east Vineyard Avenue are some of the worst accident locations for traffic fatalities. The five year fatality rates for these sections are 14.08 and 16.81 fatalities per 100 million vehicle miles (FAT/100MVM). These compare about four times as high as the state wide average for similar two lane rural roads. The state average is 4.0 FAT/100MVM. The portion of Highway 84 through Livermore has certain sections which are viewed as problems. The presence of truck traffic and other through traffic, interested only in getting through Livermore as quickly as possible, creates both real and perceived problems. The following locations along Highway 84 are of prime concern: Murrietta Blvd, east Stanley Blvd., and Arroyo Rd.. The five year total accident rate at Arroyo Rd. is 18.97 accidents per million vehicle miles (ACC/MVM) which is significantly higher than the expected rate of 2.9 ACC/MVM. Other areas with higher than average total accident and injury rates include Portola Ave. and 1-580. The total number of recorded accidents for this section of Highway 84 between 1-680 and 1-580 was Fatalities, injuries, total accidents. - - - Vasco Road north of Livermore has problems similar to those south of Livermore. Fortunately, to date, the traffic volumes have been 12,000 vehicles per day and, therefore, the exposure is considerably less than on other major State Highways. Vasco Road at North Front Road has the highest overall accident rates: total accid~nts are 6.93 compared to 2.92 expected; Fatal/Injury accidents at 3. 33 as compared with a 1.4 ACC/MVM expected and fatalities at 25.64 as compared with 4.0 FAT ACC/ 100 MVM expected. Another area of concern occurs on the narrow winding section north of Dalton Avenue which has a fatality rate of 16.67 FAT ACC/ 1QOMVM. Vasco Road at Scenic Avenue also has total accident and injury/fatality rates higher than the expected average. 8 o' . . TRI-VALLEY TRANSPORTATION COUNCIL REPORT ON PROBLEM DEFINITION HIGHWAY 84 / EASTERN CORRIDOR VII. LOCAL ACCESS NEEDS In the determination and selection of roadway type, there are many trade off considerations which deal with local access. To best serve local access the road should be relatively slow speed allowing safe turns into relatively frequent driveway and street access. In order to serve high levels of through traffic the highway should have few access or intersection points and a relati vely high speed to improve travel time. Safety concerns require fewer intersections and conflict points and, if high volumes are expected, then grade separation of crossings are desirable. It is obvious that those portions of existing Highway 84 through Livermore should remain as major arterials which provide for local access by connection to local streets and have at-grade intersections. To the extent possible, it would be best for the city of Livermore to get the through traffic off the route entirely to make it easier for local access and circulation and limit traffic to a level and speed more compatible with the urban nature of the residential and commercial land uses through which the road passes. In order to attract through traffic to some other facility, the proposed facility then has to have some advantages over the existing route. A higher speed, and fewer stops and access interference would be required. Livermore planning concerns include a need for relatively frequent access to the proposed Isabel Parkway between Vineyard and 1-580. A freeway or tollway would typically only provide only one access point between 1-580 and Stanley Boulevard and one between stanley Boulevard and Vallecitos Road. An expressway design could provide about twice this number. Livermore anticipates the possible restriction or prohibition of access north of May School Road and south of Vineyard Avenue. similar problems are encountered in Brentwood and Byron. VIII. FUTURE TRAFFIC DEMAND Future traffic demand has been analyzed in terms of the overall amount of traffic and its origins and destination. There has also been efforts to determine when the demand will be expected to happen and what impacts could be expected from the level of traffic. Traffic model output from the Tri-valley Model has been compared to other traffic model output from the Contra Costa County models. The results show similar volumes. 9 . . TRI-VALLEY TRANSPORTATION COUNCIL REPORT ON PROBLEM DEFINITION HIGHWAY 84 I EASTERN CORRIDOR The year 2010 traffic projections for the base network were analyzed to determine the amount and destinations of the traffic volumes. Select link analysis was done to see, for various points along the route, where the peak hour traffic was corning from and to where it was going. contra costa County Traffic Model 1 Traffic volume information from the Eastern eec Traffic Model shows that the connection from the Delta Expressway to the Alameda County line would serve work trips for East county residents who work in Alameda County, Santa Clara County, San Mateo County. Figure 4 indicate 70% of the trips have destinations in Alameda County and 22% in Santa Clara County. Traffic volumes for peak hour are shown in Figure 5 and travel times are represented in Figure 6. Tri-Valley Traffic Model The Tri-Valley Traffic Model for Year 2010 was used to produce screenlines at four locations in Alameda County. The first screenline, Figure 7, was on Highway I-680 immediately south of Highway 84. The A.M. peak hour traffic volume of 2,400 southbound vehicles was shown on Highway 84. In addition to the 2,400 vehicles demand shown using Highway 84, just east of I-680, there is also another 2,000 vehicles cutting through Pleasanton streets for a total demand of 4,400 vehicles. Of these, about 2,610 or 61% originate in Livermore 1,491 or 34% from 1-580 westbound, and 241 or 5% from Contra Costa County. The volume capacity ratio for Highway 84 east of I-680 was 1.61. This accounts for the 2,000 addi tional vehicles bypassing through Pleasanton streets which have a high level of service. We also have to note that while 34% of the traffic came from over the Altamont Pass, that this demand in the peak hour is a constrained demand. The second screenline, Figure 8, was taken on Isabel Avenue just south of I-580. The P.M peak hour peak direction, volume here was projected to be 3,158 southbound. Of this total, 33% came from westbound 1-580, 5% came from Vasco Road. Distribution of these 3,158 trips, 56%, went south on 1-680, 31% to Livermore 13% to Pleasanton. The third screenline, Figure 9, was just north of Dublin Boulevard extension on Isabel extension north of I-580. 2,871 southbound A.M. trips were projected. The primary contributions were Vasco Road 416 or 14.5% and N. Livermore at 73.5%. The trips distributed as follows: 18% south on I-680, 17% west on 1-580, 36% into Livermore, 16% into DUblin, and 11% into Pleasanton. 10 . . TRI-VALLEY TRANSPORTATION COUNCIL REPORT ON PROBLEM DEFINITION HIGHWAY 84 / EASTERN CORRIDOR The fourth screenline, Figure 10, was at the county line on Vasco Road. 1,681 southbound trips were projected. (Contra Costa model showed a comparable 1,440). These trips distributed 14% through to southbound 1-680, 10% westbound through on 1-580, 32% to Livermore, 15% to Dublin 22% to pleasanton, and about 6% to Danville/San Ramon. The volume capacity ratio for Vasco Road was 1.94 or nearly twice capacity. Some increase in traffic volumes would be expected if additional lanes were modeled. IX. CONTROL OVER DEMAND As can be seen from the various screenlines which indicate orlglns and destinations, the primary source of the trips is Livermore. At the southern gateway, about 61% went to Livermore. At the maximum volume point, south of 1-580, about 50 came from and went to Livermore. The total increase in peak hour trips from the 1,300 today, north of 1-680 to the 4,400 projected demand for 2010 come from growth in jobs and residents. While the traffic model shows only 34% from San Joaquin County, this number could be higher if the capacity restraint were removed from the Altamont. The 5% from contra Costa County could also be expected to rise if increased eastern corridor capacity is added. X. TRANSIT ALTERNATIVES There is no obvious transit option on the horizon that will "fix" the problem. Analyses of the various screenlines across Highway 84 do indicate that a relatively high number of the trips are longer intercity trips which have a higher potential for individual cost saving in a shared ride or transit mode. current California experience, however, shows that the "Love of the Automobile" is not easily overcome. The ability to identify and market a service to our Tri-Valley population which is spread over hundreds of square miles and going to destinations similarly spread over thousands of square miles is highly improbable. Recent survey data available from the Alameda CMA Employee survey may provide some help. The Lawrence Livermore National Lab has one of the most aggressive TSM, carpool, van pool, transit coordination programs in the nation which results in a 64% single occupant. auto ridership level. Unfortunately, comparable figures for the Hacienda Business Park that also has an aggressive TSM program yields about 85% single occupant autos. The Hacienda experience and that of Bishop Ranch with an array of small to large employers is more likely to reflect the majority of employees in the Tri-Valley. Transit currently experiences captive ridership for the handicapped, elderly, and school traffic or financially disadvantaged. Review of the trip patterns depicted in the traffic I 11 "-< e p. \< ?-<) l 0 1-.~ So ul ~ G f \\\~.{:)'i eC( 5 ,:)\..>1 t~ g <.)'.) kJ to ~ M. - ~ r4 \~ () ~ \..- ~ ..) ,. oJ .. ~'?\..I"'" CI....."O 3'- 5~ ((.... ,qrl- \ ,.'\" jS \3'17 \"l. .4. 'f :> \ '! )..~ ~ ~ ~ ,i) \'1..1 o .l '10 < to #WE f.., ~r-. ... \1..\ \0,"1. s"'.....l-'l\..<t -( ... QL. % Pl';r~' ~v'tl OtJ \3.4 7"<) '" ,.~ 70 \,)..I J:r l} 80 ~ ~ I. o~ 0 l'J..:>"\ C t::C.L~",......",'.l~ ;sa...,f2"""'...... .:.---- , :t. "'" ",-.k\," l;' -\0 --+ \.... f "O\J.... \ ,...... I ' S' 2 "lP v...t.."d.... (...o"""-''''i ~~t::" 1"\............,..... c:;~ ~'( ~~.... '" L 0..'" Co \'4'<> c: ........... """I +t...... (",~ ~ ..~....I..., f1J I oJ~ of 800 ....,~,....J -s:.-'i~c.?o '~.. ~.--I? d..~ w......';) ",:T4l ~ 1,..-.(,....... "'Y" "", " ~,....~ S. rt. to. '< , . 7 l "'" ","\".' "....co."'; t.-\ ~ .~ '" '-I I,H 0) c4-;c" ) 0 ,.. A....- I, -....0 .. "tQll;.;.w...~~__.t'~Y'~~~~~~"V'~~~-~ p..."....------- .....~--. _~~_ "'\t,.,....... l I.{. Co ?:. o rJ, '2. 7" 2- f.<,j /t> ~ .3 .~ --7" ----- , uJ L\.V 11...........0" 0 e~...-~O'\ II .l~~ . . '-{ 6-~ (l 2.-0 l 0 :rS~(lEl 9\-<vJ,"< N.o\- \}.J ~'f L~'S O(j<)lt~~ I'J~UJU}JN SOot \\ G 0 U kJO f>-. ^" /0 .~ \J) \~ y "" 'l() Q lr.. '1 S.2 7.> 00,:) \" 1./\ '\I. Co oJ Sctl.f E~(.l <; ,.....I-l! l .,,~ f, ,." C; .~f.. "" \ot C) J J c' ( .. , C' '" t'{'! u- ' v:. \r N..rt~ ~.... ~d.~+...o. -\-...> SC\lU-\\'~ '-'.... \ '" _ ~ (.)~ 'll., a c:>-Io<.l....-1- -; '>0 "',lJ;Ir=.......l +,:,1'1 ~ fl.....sJ tl\,,"~~'" plct....l.......~....... t..u~. (:\ ~ 6 ~ ..., ~...o o,J i I,. c:::: ~ :> '1I ~ ': ~ I r I.. " . J" ~ ~ 1 4 .., ., ]' .. - ~~ ~, \ I:) > <{ ::J: .;""80 'F".... ol... 70 l1!~ff(. ()'\rt,O,,tl W\~!.~,&r) " ~ s (<) ti . ~~ :p.,-I(,<,) <;. I"> t: '-<to'" 7":. v... "-:- 1 t.C. ( /.-IV~n. M.u~(;' t)r.Jht.1 ~ {l \ S I'orI'oV.N "fo ~13:r-,~O Pl<:>l..s 0\ ,-T"o-.. /..\I.J~~~__cf'" ,1. <.( 70 "1.9 ~.t... ),1 "VI, 1 '" ~ \0 z ~ \ tJ S", \ 3. 3 I ~~ e l-D \ () .. :c <;,o.-\oa \ tv. d..-- OO~\ ~ e -+'h~ '\l~ St.J v"\ '^- \-:) uu..... ~ ~ M 'J ~ '-J \~ '1,'\ 0, f.) o. - I t J~ ~~\p 0'" c,( I r-J t) ~ IJ \"':) \ l,q I\,} \,..0 . . c-cr . "1. (\ )., z.,) t" ci ry l4. ...", l7. 71t> < .. ... ~ ~ c..~ 9 0 -0 t::. ") '"" ~ <:: .::; ,."". '::! '.... .:r ::i- - ~() \J - ~ \).11 -z.e'7{ l 0"" If c; c t< e. !J,oJ L ( '1tll...="' fJl ..... '2,... 1. J u.1 C % 0\ "::> 1 p\ t1 u ,0 N <1 </' 'rl C...."'- ~ '1.1 v.J~ -r: ~9 () \Ju....seu ~, l~. .j ~ 0.., \ll \\ l s..", ~c... -.. lJ'Ao 't..~ N. 1-,....... y......o.." .., 1. ;;- 10 ""f"D e D;. J: 'f 1:) 0, (. G \J..J ,) 1" ..( ~o l"\. t.< 7~ 'S ~r~''3<) \ '0 \ '\.. r~ lJ <?r.~~<.:'I f:;>. ~ N. L ( ,-,,,,v"'" I "2~, ol O~~l,..ltJ \~. 7 70 ~. l- I 'v 1$1- 1JJ..tJ( e t .1..{ 70 P le ..}A" ~^ ~ ~ .;y ., I Sf6V . . _ .~ I. t. l J _: , " .. ~ ~ '"' ( 'r1 . 1 .,. ~..... /'': /ttz. ~--- < . \ I .,~.,~ \ 'J.\,:>' 1J'1.. : '- - - --------- ---- ~ ....... 'i E:~t<. 20lU \J ~"S(O RO~D SO IS\ \A. f) oU ~J D D..-Vvf f\J()~,~ CJ~ fV\~'i 5C~JoL 1(J. "it 'XO E:--:> c;-~f. ...- ~u \~t:-Ff(( \')tpl,c"rlu- ~ ~ " \--\ ~ '-' .... I<.S\ -; .p fo 1 1/0.170 I r1L -y\ .., .>.. .. ... .-" ~ ~ .... ~ ;t lJ. I- .,.1~ :\ \""9"') '0...1.,\;'" \1 \U,I. \ <a~ ~J.1fo) ~'" ... .... .~ ...... ,\, r{l .. . ~t'- I ... :rN 'l. ) \'l'~ j '2 If,\ I';" C-- "l. '7 4:-oi '- l'l'=' ; "" ): "S I: ~ .. C:: t i. ~ ) .c. \I' .... ~ .J 0-._ ~ ,.. L. ... 1-1 ~ C' ~ ~11J t'>..JO oJ. ",1.<' S....~ "t\.H Ij \.., ew W i~rtu \"{'1(.1~ ""....1Ir", t?,-.,,"' ID...,,""'"'\" N. \...\\1 ~ l2....11 (lfF" $, '....I.,J,a: r.""'.IJ~~ ::.)'-:;11 -.. ? Ie 4..,)"''' "Q.... h-o N :5 C" p'. ~~ ..... - ':i "] ..... ('4 ?Q S-,.:, \0.'2. 70 \ '-t.) T<) c..... "", C}P 7,; -z..J':) 9'" \;-' "'\..t,., '] tft0- slo ~~:J lO . . TRI-VALLEY TRANSPORTATION COUNCIL REPORT ON PROBLEM DEFINITION HIGHWAY 84 / EASTERN CORRIDOR model for Highway 84 do not reflect a large percentage in those categories. The Toll Road proposed to develop a "Transit corridor or set aside within their right-of-way. The only estimates of transit ridership which we currently have available are the intercity transit trips projected in our traffic model which showed trips in the corridor, and the ridership projections done for the Altamont rail demonstration project. The altamont rail projections were in the order of 500 to 1,000 peak hour trips. Express bus would appear to be the only cost effective option. XI. RELATIONSHIP TO REGIONAL SYSTEM AND PARALLEL ROUTES Review of the Select link plot for Highway 84 north of 1-680 showed that given the overcapacity, i.e. lack of capacity on Highway 84 between 1-580 and 1-680, that about 800 trips in the peak hour detoured via I-580/1-680 interchange with another 1,200 using West Las positas Boulevard and Stanley/First st.jSunol Boulevard. The only parallel alternative for Highway 84 north of 1-580 is I-680. XII. CONCLUSIONS Highway 84 has numerous significant problems brought about by the complexity of multiple jurisdiction traffic demand and planning and operational control. Current levels of traffic exceed the safe levels for the existing roadways let alone future volumes. Accident and fatality rates are many times in excess of tolerable state averages. Projected levels of traffic demand are expected to about double on Vasco Road and increase about four fold on Highway 84 south of Livermore and Pleasanton. Neither Livermore nor Alameda County clearly plan for any Highway 84 facility north of I-580. They show a 6 lane arterial for local Livermore traffic and a 2 lane realigning of Vasco Road, north of Dalton. Eastern Contra Costa County recognizes a need but lacks jurisdiction beyond the county line and must also prioritize needs for improving Route 4 capacity. The state has precluded any state highway money from going to the Highway 84 corridor by franchising a private toll road in the corridor. There is very little political support for the private tollroad in Alameda County and only mixed support in Contra Costa County. A clear appraisal of alternatives is needed. 12 . . TR \-\j J\LL E .~ U wv !:J l' 1 2;4 ,'J .~. I . I i ,- ,/ / /' / /. /. ,/. / '. / StanIslaus .., \. i i. ) = ~ $:1 .~>, ~:', ',..0' /,.Lege~~. ~~<_. .~" ~<.:: ::.' ~:-~,:~'<:':~:;~~~;?"~ c::fD=> Mid.State T oll.,.,..,y (with Interch4nges) IIIII Delta Expressway ...... Relocated Vasco Road Figure I: Regional Location C:f:XjJ SR84 Bypass (..... Measure B) . . 0 CO CO . 0> <D 0 ,..... (/) 0 a.. - CD 0: r- oUJ I.{).....J 0 () - <( :c OUJ 0 ..q-> cr: u. 0 0 0 ()...-. 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