HomeMy WebLinkAboutMINUTES - 04121988 - 2.7 14 /
" TO: BOARD OF SUPERVISORS
FROM: J. MICHAEL WALFORD, PUBLIC WORKS DIRECTOR
DATE: APRIL 5, 1988
SUBJECT: RESPONSE TO THE BOARD REFERRAL ON FEBRUARY 2, 1988
Specific Request(s) or Recommendation(s) & Background &
Justification
I. RECOMMENDATION
The Board of Supervisors:
1. Accept the attached 1988 Pavement Maintenance Needs Report.
2 . Adopt the policy that existing resources for pavement
maintenance should be directed to provide the most benefit
to the general public, to improve safety, and to minimize
the County' s liability exposure. Priority for expending
pavement maintenance funds shall be in the following order:
a. Highly traveled arterial streets.
b. Local and collector streets where deferring the needed
maintenance work will expose the County to liability
risk. In these instances, maintenance shall be limited
to keeping the road in a safe and passable condition,
and shall not include overlaps, seals and other
preventive maintenance measures.
C. Collector streets that connect residential areas to
arterial streets.
d. Local access roads.
Continued on attachment: X yes Signature•
Recommendation of County Administrator
Recommendation of Board Committee
Approve Other:
Signature(s) :
Action of Board on: April 12 , 1988
Approved as Recommended X Other X
Accepted report from Public Works Director and REFERRED the policy
issues as presented to the Budget Committee :
Vote of Supervisors I HEREBY CERTIFY THAT THIS IS
A TRUE AND CORRECT COPY OF AN
X Unanimous (AbsentI IV) ACTION TAKEN AND ENTERED ON
Ayes: Noes: THE MINUTES OF THE BOARD OF ,
Absent: Abstain: SUPERVISORS ON DATE SHOWN.
Attested APR 12 1988
Orig. Div. :Public Works (RE) PHIL BATCHELOR,
cc: Community Development CLERK OF THE BOARD
OF SUPERVISORS AND
COUNTY ADMINISTRATOR
MMS:1v
BO: 5.t4 By
DEPUTY CLERK
_3 I
Board of Supervisors
April 5, 1988
Page Two
3 . Approve the concept of funding local access road and
collector road pavement rehabilitation and periodic
maintenance by the formation of street rehabilitation
districts under the 1985 Community Facilities Rehabilitation
District Act, and Direct the Public Works Director to
proceed with the necessary engineering studies to implement
street rehabilitation districts.
II. FINANCIAL IMPACT
None. ,
III. REASONS FOR RECOMMENDATION/BACKGROUND
On February 2, 1988, the Board of Supervisors directed the Public
Works Director to report on where the Public Works Department is
concentrating its effort to repair pot holes in the
unincorporated areas of the County. The Board also requested a
list of scheduled road repairs in the unincorporated areas of the
County.
Attached is a list of streets scheduled for repair in FY 88/89
and the funding sources for the repair work, an update report on
pavement maintenance needs, and a list of candidate streets for
repair in the next five years, based on current funding level.
The County' s road program is funded from four primary sources.
They are State gasoline tax; developer fees, Federal subventions
and County funds (50 percent of fines and forfeitures and other
administrative costs) . All developer fees and most of the
Federal subventions are restricted to capital programs only.
Our maintenance program for FY 88/89 will be $8. 6 million. About
$500, 000 of it will come from fines and forfeitures and be used
for traffic control . device maintenance. Another $720, 000 will
come from Federal Aid secondary grants and the rest will come
from gasoline tax. About 82 percent of our gasoline tax receipts
will be used to maintain our streets.
Our total pavement maintenance budget is $3,740, 000, which
represents 44 percent of the total maintenance budget. The
remaining budget is spread between shoulder maintenance,
drainage, traffic, structures, and other activities. Most of
these activities were cut back during the past decade. Any
further cutback in these activities will severely undermine the
safety of our system and will greatly increase our liability
risk.
Attachment "A" contains a summary of scheduled street pavement
repair for FY 88/89. As requested, we have also listed the
funding sources for these projects. It should be noted that
County general funds are not provided for any pavement
maintenance, and have not been provided for pavement maintenance
for over ten years.
The Attachment "B" is a report on the preventive and corrective
pavement maintenance needs in the County. If we had adequate
funds for corrective and preventive maintenance of our streets,
the current general pavement maintenance budget would be
adequate. As it is, our general pavement maintenance needs are
increasing as we fall further behind on preventive maintenance.
Board of Supervisors
April 5, 1988
Page Three
In 1985, the Public Works Department presented to the Board of
Supervisors a Pavement Maintenance Needs Report, which identified
preventive pavement maintenance needs to be $5. 6 million
annually. The annual shortfall was $4. 1 million per year in
1985. We also estimated that the backlog or cost to reconstruct
streets that had deteriorated beyond the point where the existing
pavement could be salvaged, was $5.8 million. We proposed an $80
million ten year program to remove the backlog. This 1988 report
presents the current state of our streets, three years after the
initial report.
During the last three years, the passage of the Foran Bill,
SB 300, provided an additional $3 million to unincorporated
Contra Costa County for the pavement maintenance program, but the
total funding is still far short of the required annual needs
just to maintain the status quo.
The 1988 report sets our pavement maintenance and rehabilitation
needs at $3 .4 million per year and the backlog has grown to $19.8
million, after taking into account the incorporation of Orinda.
At the current rate of funding, the pavement management program
predicts that every street in the unincorporated area of Contra
Costa County will require major rehabilitation in ten years.
Since the passage of Proposition 13, the Public Works pavement
maintenance strategy has been to stretch the available funds as
much as possible. Many needed overlay and rehabilitation
projects were deferred in favor of cheaper seal coats as a means
to extend the useful life of the pavement for a few more years.
This strategy and the population . growth with the resultant
traffic increase in central and eastern Contra Costa County have,
in essence, used up any remaining life in most of our arterial
streets.
Kirker Pass Road is a good example of our problem. Kirker Pass
Road was constructed in the mid 1960 's with a 20 year design life
based on the General Plan at that time. During the last 20
years, the amount of traffic on Kirker Pass Road had surpassed
the forecasted amount. Through different kinds of maintenance
technique, we were able to hold the pavement together until now.
Kirker Pass Road is in a state which requires major
reconstruction at an estimated cost of $4 million, or about 2-1/2
years of our pavement maintenance budget. The consequences of
not doing any repair work on Kirker Pass Road will be drastic.
Commuting will be less safe, the County will be exposed to
additional liability, and the economic viability of central and
eastern Contra Costa County will be severely impacted.
The conditions of pavement in our streets has decreased
significantly over the last ten years. Maintenance seal coats
will no longer be able to hold many of our arterial streets
together. Since arterial streets are heavily traveled, more
people will receive the benefit from any work on arterial
streets. From safety and liability points of view, lack of
maintenance of arterial streets will pose a greater hazard to the
public and higher liability exposure to the County.
It is recommended that in the interim, until adequate funds are
available, first priority for pavement maintenance be given to
highly traveled arterial streets. Local access road maintenance
should be only limited to work to reduce liability exposure.
Board of Supervisors
April 5, 1988
Page Four
One way to provide an adequate and stable funding source for
street maintenance is to establish street maintenance districts
under the Community Facilities Rehabilitation Act. The Act
allows local agencies to form street rehabilitation districts to
maintain streets. The cost of maintenance will be shared by all
properties within the district based on benefit received.
Arterial streets, which provides widespread benefit to all users,
should continue to be maintained.
It is recommended that the Board approves the concept of funding
local access road and collectors by the formation of street
rehabilitation districts and direct the Transportation Committee
and Public Works Department to further develop the concept and
make specific recommendation regarding implementation to the
Board of Supervisors.
Attachment C shows a list of candidate arterial streets for
pavement maintenance in the next five years. The conditions of
our street pavement are so bad that we are totally reacting to
situations as they occur.
IV. CONSEQUENCES OF NEGATIVE ACTIONS:
The conditions of our street pavement will continue to
deteriorate. Our $430 million investment will be lost and the
County' s liability exposure will increase at an accelerated rate.
MERE B (ATMCBM NT A)
Summary of Scheduled Street Pavement Repair, FY 88/89
Preventive & Corrective
Supervisor Rerl amite Sealcoat Overlay General Total
District
1 $ 4,500 $ 118,000 $ 122,500
2 64,500 $668,700 504,000 1,237,200
3 30,000 50,000 396,.000 476,000
4 6,400 105,000 111,400
5 80,000 187,600 $720,000 807,000 1,794,600
'IOM: $185,000 $906,300 $720,000 $1,930,000 $3,741,700
1- EM SSS
Federal Aid Secondary $ 720,000
State Gasoline Tax 3,021,700
County General Fund 0
TOTAL: $3,741,700
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TABLE OF CONTENTS
INrROEUCTICN
What subjects were covered in the 1985 study?
What were the conclusims of the 1985 study>
What were the recomendations given in the 1985 study?
CURRENT STATUS
How has the road system changed since 198V
Haw about funding levels?
What was the net effect of SB300?
What has Public Works dome to mitigate the problem?
How close were our 1985 predictions?
What happens if we continue at the same funding levels?
COSTS
What costs are associated with the adequate mai*,t-ena*oe of the road
network?
SOILTl'ICNS
What are some possible funding solutims?
What are same operational altexmtives?
TABLE 1
FIGURE 1
ATTACHMENT Tr PAVEME T.r MAINTENANCE NEEDS-1985
mmS:ly
88.corrterits
CC T RA COSTA COUNTY
P.RE 7ENTIVE PAVEMENT MAIIIENANCE STUDY
(UPDATE)
1988
INTRODUCTION
In the sunmier of 1985, the Board of Supervisors received a report from the
Public Works Director, which detailed the corrective and preventive road
pavement maintenance needs in the unincorporated areas of Contra Costa
County. This report is an update to the "PF&VENTIVE MAINTENANCE STUDY-198511
WHA
T SUBJECTS VHME COVEREDIN THE1985 STUDY?
The 1985 report contained two lists of roads which needed major
rehabilitation. One of these lists of roads was considered the backlog and
the other was considered a list of candidates for termination of
maintenance. Also included was an outline of the wed funding level
which would stop the deterioration of the road system and eliminate the
backlog.
WHAT WERE THE CONCIIJSIONS OF THE 1985 STUDY?
In the 1985 study, we predicted the future conditions of our streets based
on the furring level at that time and we drew three conclusions. Today,
despite the incorporation of Orinda, the funding influx frcam SB300, these
conclusions are still valid:
1) The road network in Contra Costa County is deteriorating at an
alarming rate.
2) Present funding levels are inadequate to stop the increase in the
number of roads needing major rehabilitation.
3) If adequate funds are not found in a few years, the cost of
returning the road network to an acceptable maintained condition
will be prohibitive.
Preventive Maintenance Study(1988)
Page two
WHAT WERE THE 1UDCC1MKENM=CNS MIEN IN THE 1985 STUDY?
The 1985 report recommended the Board of. Supervisors:
1) CONAIT TO FUNDING AN ADEQUATE PREVEN= NA-191ENANCE PROGRAM.
2) SEEK TO KL=1AM THE "BACKL(JG" OVER A TEN YEAR PERIOD.
3) AC== PURSUE WAYS TO GENERATE ADDITIONAL M71MM FOR ROAD
NEEDS.
CUHIMT S.rAZUS (1988)
HOW HAS 1HE ROAD SYS1 4 CIS SINCE 1985?
The maintained road mileage in 1985 was approximately 858 miles compared to
747 miles today. The largest change to the maintained mileage involved the
incorporation of the City of Orinda. Minor changes were due to road
vacations, city annexations, and road acceptances. The condition of the
road system continues to be on a STEADY EEC=. The backlog has more than
tripled over the last three years. The rapid deterioration of our streets
is due to a combination of old age and an increase in traffic volumes
experienced in Contra Costa County during the last six years. The economic
boom has brought with it increased construction truck traffic and increased
consumer good movements. Most of our streets were not designed to handle
this level of truck traffic.
HOW ABOUT FUNDING LEVELS?
There has been virtually no change in the funding level for street pavement
maintenance during the last three years. Approximately $1.5 million is
budgeted every year for preventive and corrective pavement maintenance.
SB300 allowed us to spend an additional $842,000 in fiscal year 85/86 and an
additional $2.4 million in fiscal year 86/87.
MW WAS = NET EFF= OF SB300?
SB 300, passed by the State legislature in 1985, provided a two year
infusion of State sales tax monies for local road maintenance. Although the
SB300 monies were very much welcomed, it was a one time "shot in the arm"
and not a long term solution to the problem. SB300 allowed us to down the
deterioration process for two years.
Preventive Maintenance Study (1988)
Page Three
I-EM AAS PUBLIC WCM DONE TO MITIGATE THE PROBIEW
Recognizing the magnitude and seriousness of the problem, Public Works staff
has continued to be on a constant search for methods and materials which
help prolong the life of pavements. We have developed the pavement manage-
ment network analysis function which allows us to more accurately assess
present and future conditions, funding needs, and priorities. We have
reduced the cost of certain road failure repairs by more'than 60% by using a
pavement milling machine.
HOW CLOSE WERE OUR 1985 PREDICITIONS?
When adjusted for the changes in the maintained mileage and the effects of
the additional SB300 monies, the prediction of future road.conditions made
in 1985 was very accurate. The only major variation occurs where traffic
generated by the rapid growth in the eastern and southern areas of the
county have caused some roads to decline faster than we predicted in 1985.
WHAT HAPPENS IF WE SUE AT THE SAME FUMING IEVELS?
Figure 1 shows the effect that different funding levels will have on the
pavement maintenance backlog and annual needs in 10 years. At an annual
funding level of $2 million (slightly more that current expenditures) our
BACs M in 1997 will be approximately $80 million and our total corrective
and preventive maintenance needs will approach $110 million. This $110
million cost does not include user cost of higher vehicle maintenance due to
poor roads. It also does not include other County costs related to
increased liability exposure. Without any additional funds, we will be
maintaining a road network which has reverted to GRAVEL in many places.
COSTS
WHAT COSTS ARE ASSOCIATED WTM THE AEEXXDM Z&kINTENANCE OF THE ROAD N TWMW.
Table 1 summarizes the costs of a realistic pavement maintenance program for
our road network. In order to fully eliminate the backlog by 1997 we need
to fund the corrective and preventive maintenance work at an annual level of
$5.8 million. Once the backlog is completely eliminated, the funding needs
will be reduced to $3.4 million per year.
Preventive Maintenance Study (1988)
Page Four
SO=CNS
WHAT ABE SCHE POSSIME FUNDING SOIITI'IC Z?
There are two possible sources of additional funds for street maintenance.
One is at the State level and the other is at the local level.
The State of California has reached its spending limit under the Gann
Initiative. Even if additional transportation revenue is available, it can
only be used at the expense of other programs. On the June ballot, there
will be two initiative measures that will impact transportation revenue,
one sponsored by Hoenig and the other by Gann. Both initiatives will
designate the transportation revenues as user fees and therefore exempt from
the Gann spending limits. Gann will further designate the entire State
sales tax on gasoline and diesel fuel for transportation purposes.
Currently a portion of this sales tax goes to the State general fund. If
passed by the voters, these initiatives will clear the way for additional
revenue from the state. In the case of the Hoenig initiative, the State
legislative would still have to pass an increase in the fuel tax or some
other revenue generating legislation. Under the Gann initiative, the
current sales tax revenue going to the State general fund would be
redirected to state and local transportation. Current best estimates are
that the County would realize a revenue increase of 4 to 5 million dollars a
year for road purposes with passage of the Gann initiative. .
Locally, the County's ability to raise additional revenue is severely
restricted. Current law allows a County to increase the gasoline tax on a
local basis, subject to a 2/3 vote of the people. Although several counties
have tried this course of action, none have even come close to achieving
voter approval so we do not feel this option is useable. The law also
allows a County to increase the sales tax on a local basis, subject to a
majority vote of the people. Several counties have been successful in
increasing transportation revenues in this manner. contra Costa County
tried in 1986 and failed. We are currently working on a new sales tax
Proposal to put before the voters. The 1986 measure did not include any
funding for road maintenance. The next measure quite likely will.
Another local option is to establish street rehabilitation districts under
the 1985 Community Facilities Rehabilitation District Act. The 1985 Act
allows the district, when formed, to fund major street rehabilitation
projects with proceeds from benefit assessments. It does not, however,
allow the use of any funds for general maintenance. Several other counties
are looking into this option for meeting road maintenance shortfalls. A
$2.00 per month assessment per parcel in the unincorporated areas of the
County will adequately fund the corrective and preventive pavement
maintenance shortfall. An additional $2.00 per month surcharge for a period
of ten years will remove the existing backlog.
Preventive Maintenance Study (1988)
Page Six
WHAT ARE SCHE OPERATIONAL
We have reviewed our operational policies dealing with pavement maintenance.
It is clear that concentrating our effort on arterial streets will provide
the most benefit to the users and the least liability exposure to the
County. It is cheaper to bring a local access road back to acceptable
condition than to reconstruct arterials.
mmS:lv
88.report
(1988)
TEN--YEAR FUNDING PLAN
(IN TODAY'S DOLLARS)
PAVEMENT **
FISCAL MAINTENANCE BACK- TOTAL RECCV14 [JDED UNMET
YEAR NEEDS LOG NEEDS FUNDING NEEDS
88/89 $ 3,400 $19,800 $23,200 $ 5,800 $17,400
89/90 $ 3,400 $18,260 $21,660 $ 5,800 $15,860
90/91 $ 3,400 $16,600 $20,000 $ 5,800 $14,200
91/92 $ 3,400 $14,780 $18,180 $ 5,800 $12,380
92/93 $ 3,400 $12,990 $16,390 $ 5,800 $10,590
93/94 $ 3,400 $11,030 $14,430 $ 5,800 $ 8,630
94/95 $ 3,400 $ 8,930 $12,330 $ 5,800 $ 6,530
95/96 $ 3,400 $ 6,900 $10,300 $ 5,800 $ 4,500
96/97 $ 3,400 $ 4,700 $ 8,100 $ 5,800 $ 2,300
97/98 $ 3,400 $ 2,400 $ 5,800 $ 5,800 -0-
98/99 $ 3,400 -0- $ 3,400
* All amounts are in thousands of dollars
** Backlog equals the previous year's carryover Plus additional costs
incurred e by dying the needed mai rrt-r�r,an��
*** The anrmal needs shown here differ from those sbown in the 1985
report due to : the inoorporaticn of Orinda; various annexations-
to the cities; and the use of a more accurate tool (the Pavement
anagement. NeWork Level Analysis Ftmcticn)
FILM E ].
110
loo 1997 BAC MCG
90 i 1997 TSL NERC
so -
/0
Z 60 A�
O :4:+,�8•+
50 }
a 40
Ox
Gl
30 .`
%st%e•: '6
20
10 Kf�K
tby
i..F.iQ nL:
0
2 3 4 S
uniform anmml 10 yr fmxIing level (milli cats of dollars)
maintains a constant level of backlog
1997 backlog is $0 at yearly ftmding levels of $5.8 million or greater
ATTACHMENT C •
MILE POST
NO. ROAD NAME FROM TO
0871 EL PORTAL DR 00 . 20 00. 36
0871 EL PORTAL OR 00 . 36 00. 76
0871 EL PORTAL DR 00. 76 01. 08
0872A HILLTOP OR 00. 00 00. 82
0872A HILLTOP DR 00. 82 00. 89
0961C SAN PABLO DAM RD 00 . 00 01. 74
0961C SAN PABLO DAM RD 01. 74 02 . 00
0961C SAN PABLO DAM RD 02 . 00 03 . 64
0961C SAN PABLO DAM RD 03 . 64 04 .53
0961D SAN PABLO DAM RD 00. 04 00. 60
0961D SAN PABLO DAM RD 00 . 60 00.85
0961D SAN PABLO DAM RD 00 .85 01.27
0961D SAN PABLO DAM RD 02. 07 02 .84
0961D SAN PABLO DAM RD 02 . 84 03 .35
0971B SAN PABLO AVE 00. 00 00. 63
0971B SAN PABLO AVE 00. 63 00.85
0971B SAN PABLO AVE 00.85 01.20
0971C SAN PABLO PARKER AVE 00. 00 00. 15
0971C SAN PABLO PARKER AVE 02 . 72 02 . 94
0971C SAN PABLO PARKER AVE 02 . 94 03 . 15
0971C SAN PABLO PARKER AVE 03 . 15 03 .56
0971C SAN PABLO PARKER AVE 03 . 56 03 .72
0971C SAN PABLO PARKER AVE 03 . 72. 03 .82
1061B ARLINGTON BLVD 00. 00 01.25
1271 APPIAN WAY 00. 00 00.98
1271 APPIAN WAY 00.98 01. 06
1271 APPIAN WAY 01. 06 01.75
1272A SOBRANTE AVE 00. 00 00. 12
1272A SOBRANTE AVE 00. 12 00.52
1371A VALLEY VIEW RD 00. 00 00.20
1371B VALLEY VIEW RD 00. 00 00. 19
1371B VALLEY VIEW RD 00. 19 00.47
1371B VALLEY VIEW RD 00.47 00. 65
1451 ARLINGTON AVE 00. 00 00. 13
1451 ARLINGTON AVE 00. 13 00.86
1451 ARLINGTON AVE 00 . 86 01.13
1452 COLUSA AVE 00 . 00 00. 15
1452 COLUSA AVE 00 . 15 00.38
1452 COLUSA AVE 00.38 00. 54
1461 CASTRO RANCH RD 02 . 10 02 . 36
1991 CUMMINGS SKYWAY 00. 00 00. 14
1991 CUMMINGS SKYWAY 00. 14 01. 54
1991 CUMMINGS SKYWAY 01.54 03 . 80
2291 CROCKETT BLVD 00 . 00 01.76
2291 CROCKETT BLVD 01. 76 01. 93
3552A TAYLOR BLVD 00. 11 01. 63
3851C TICE VALLEY BLVD 00. 00 00.23
ATTACHMENT C
MILE POST
NO. ROAD NAME FROM TO
3851C TICE VALLEY BLVD 00 . 99 01. 16
3851C TICE VALLEY BLVD 01. 16 01. 66
3851C TICE VALLEY BLVD 01. 66 01.89
3851D BOULEVARD WAY 00. 00 00. 03
3851D BOULEVARD WAY 00. 03 00. 66
3851D BOULEVARD WAY 00. 66 00. 92
3882 WATERBIRD WAY 00. 00 00. 02
3882 WATERBIRD WAY 00 . 02 00. 56
3882 WATERBIRD WAY 00 . 56 01. 01
3887A BLUM RD 00. 00 00. 35
3951C PACHECO BLVD 01. 07 01.24
3951C PACHECO BLVD 01. 64 02. 27
3951C PACHECO BLVD 02 .27 02. 36
3971A MARSH CREEK RD 00.81 01. 46
3971A MARSH' CREEK RD 01.46 04 . 35
3971A MARSH- CREEK RD 04 . 35 17. 20
3971A MARSH CREEK RD 17.20 20.21
3971C CONCORD AVENUE 00. 00 00. 10
3971C CONCORD AVENUE 00. 10 00. 74
4054A JONES RD 00. 00 00. 29
4054B OAK ROAD 00. 00 00. 11
4054B OAK ROAD 00.38 00. 65
4151 YGNACIO VALLEY RD 00. 00 00.82
4271 SOLANO WAY 00. 00 . 02. 36
4271 SOLANO WAY 02.36 02.45
4285A PERALTA RD 00. 00 00. 04
4331A STONE VALLEY RD 00. 42 00. 65
4331A STONE VALLEY RD 00. 65 00.83
4331A STONE VALLEY RD 00. 83 01. 02
4331A STONE VALLEY RD 01. 02 01. 94
4331A STONE VALLEY RD 01.94 02 .21
4331A STONE VALLEY RD 02 .21 02 .78
4331A STONE VALLEY RD 02 .78 02.86
4331A STONE VALLEY RD 02.86 03 . 04
4331A STONE VALLEY RD 03 . 04 03 . 09
4331C DIABLO RD 00. 00 00. 13
4331C DIABLO RD 00. 13 00. 16
4331D BLACKHAWK RD 00. 00 00.28
4331D BLACKHAWK RD 00.28 01.52
4331D BLACKHAWK RD 01.52 01. 60
4331D BLACKHAWK RD 01. 60 01. 68
4331D BLACKHAWK RD 01. 68 01. 95
4331D BLACKHAWK RD 01. 95 02 .48
4331D BLACKHAWK RD 02 . 48 03 . 50
4671B CONCORD BLVD 00 .36 00. 46
4711 CROW CANYON RD 00 . 00 00. 43
4711 CROW CANYON RD 00 . 43 00 .51
ATTACHMENT C
MILE POST
NO. ROAD NAME FROM TO
4721C CAMINO TASSAJARA 04 . 01 04 . 30
4721C CAMINO TASSAJARA 04 .30 05. 61
4861 TREAT BLVD 00. 00 00 . 60
4961 BAILEY RD 00. 12 00. 38
4961 BAILEY RD 04. 15 04. 47
4961 BAILEY RD 04. 47 04 .78
5181 WILLOW PASS RD 00. 00 00. 17
5181 WILLOW PASS RD 00. 17 00. 37
5181 WILLOW PASS RD 00.37 01. 32
5181 WILLOW PASS RD 01. 32 01. 56
5181 WILLOW PASS RD 01.56 01.85
5181 WILLOW PASS RD 02.21. 02 . 67
5261 KIRKER PASS RD 00.70 01.70
5261 KIRKER PASS RD 01.70 02 .38
5261 KIRKER PASS RD 02 . 38 03 .86
5301A DANVILLE BLVD 00. 00 01. 92
5301A DANVILLE BLVD 01.92 01.99
5301A DANVILLE BLVD 01.99 02 . 08
5301A DANVILLE BLVD 02.08 02. 19
5301A DANVILLE BLVD 02.25 02. 35
5301A. DANVILLE BLVD 02 .35 02.52
5301A DANVILLE BLVD 02 .52 03 . 64
6971 LONE TREE WAY 00. 00 01.50
6971 LONE TREE WAY 01.50 02. 99
7181 WILBUR AVE 00.00 00. 13
7181 WILBUR AVE. 00. 13 01. 19
7684A NEROLY RD 01. 10 02 .76
7783 LAUREL RD 00. 00 02 .58
7871 EMPIRE AVE 00. 04 00. 18
7871 EMPIRE AVE 00. 18 00.55
7871 EMPIRE AVE 00.55 02.53
7941 CAMINO DIABLO 00. 00 00.20
7941 CAMINO DIABLO 00.20 03 .27
7941 CAMINO DIABLO 03 .27 05. 16
8061 OHARA AVE 00. 00 00. 02
8061 OHARA AVE 00. 02 00. 05
8061 OHARA AVE 00. 05 00. 28
8061 OHARA AVE 00.28 00. 31
8061 OHARA AVE 00. 31 00.40
8061 OHARA AVE 00.40 00.50
8061 OHARA AVE 00.71 02.49
8271B CYPRESS RD 00. 10 01. 46
8351 BRENTWOOD RD 00. 00 02 . 00
8351 BRENTWOOD RD 02 . 00 02 . 66
8361 SUNSET RD 00.00 02 . 08
8.861 BYRON HIGHWAY 00. 00 01. 21
9621 BYRON HWY 00. 09 01. 34
ATTACHMENT C
MILE POST
NO. ROAD NAME FROM TO
9621 BYRON HWY 01.34 03 . 30
9621 BYRON HWY 03 .30 06.81