HomeMy WebLinkAboutMINUTES - 06251991 - 2.1 TO: BOARD OF SUPERVISORS CCXl t"d
FROM: HARVEY E. BRAGDON
DIRECTOR OF COMMUNITY DEVELOPMENT . - u
rity
DATE: June 12, 1991
SUBJECT: DELTA DE ANZA TRAIL
SPECIFIC REQUEST(S) OR RECOMMENDATIONS) & BACKGROUND AND JUSTIFICATION
RECOMMENDATIONS
1. Acknowledge receipt of Delta De Anza Trail Alignment and
Feasibility Study, Phase 2.
2 . Request the East Bay Regional Park District to initiate
efforts to implement the segments of Phase 2 of the De1ta.,De
Anza Trail and the Contra Costa Canal Extension Trails.
3. Request the EBRPD to work with County Service'
Area .M�-16 . in
Clyde to resolve the appropriate locationof the trdll;:'in 'the
Clyde community as urged by this report.
4 . Direct the Community Development and Public Works Departments
to work with the EBRPD, Ambrose Recreation and Park District
and other agencies on implementation of the local trails
identified in this report.
5. Forward copies of the report to Pittsburg, Antioch, and
Ambrose Recreation and Parks for coordination purposes.
CONTINUED ON ATTACHMENT: X YES SIGNATUR
RECOMMENDATION OF COUNTY ADMINISTRATOR RECOMMENDA ION OF OARD COMMITTEE
APPROVE OTHER
SIGNATURE(S) :
ACTION OF BOARD ON lump 25, .1 991 APPROVED AS RECOMMENDED X _ OTHER
The Board-APPROVES the above recommendations and DIRECTS the Director of
Community Development to implement same.
VOTE OF SUPERVISORS
I HEREBY CERTIFY THAT THIS IS A
X UNANIMOUS (ABSENT TRUE AND CORRECT COPY OF AN
AYES: NOES: ACTION TAKEN AND ENTERED ON THE
ABSENT: ABSTAIN: MINUTES OF THE BOARD OF
SUPERVISORS ON THE DATE SHOWN.
Orig: Community Development Department ATTESTED June 25, 1991
cc: CAO PHIL BATCHELOR, CLERK OF -
Public Works THE BOARD OF SUPERVISORS
Pittsburg, Antioch, via CDC AN MUNTY ADMINISTRATOR
Ambrose Park and Recreation via CDD BY DEPUTY
CSA M-16 via CDD
1jwc1jcm/DDAtrai1.bos
FISCAL IMPACT
The County share of this study was funded by Navy Mitigation
Monies. The trail improvements north of State Route 4 will
approximate $400, 000 and are anticipated to come from that account.
An additional $600, 000 may be available to fund other segments of
the De Anza Trail or local trail improvements. The issue of use of
those funds has been referred to the transportation committee of
the Board. The operation and maintenance of the Delta De Anza and
Contra Costa Canal Trails will be done by the EBRPD and will become
Regional Trail facilities.-
BACKGROUND/REASONS
acilities:BACKGROUND/REASONS FOR RECOMMENDATIONS
In 1775-76 the De Anza expedition traversed the northern coastal
hills of Contra Costa County. While the exact route has not been
positively identified, its general route from Concord into Oakley
has been defined.
In 1989 the City of Concord offered a $10, 000 grant to the County
to undertake a Delta De Anza Phase 2 Study if the County matched
that level of funding. EBRPD committed an equivalent sum for a
total of $30, 000.
The study was undertaken by the consulting firm of Arbegart,
Newton, and Griffith. Two noticed public meetings were sponsored
by the County during the conduct of the study to receive public
input.
The study proposes that two (2) regional trails be developed by .the
East Bay Regional Park District and it proposes their alignment.
Those trails are the Delta De Anza Trail from the Walnut Creek
Flood Control Channel easterly to the City of Pittsburg and the
Contra Costa Trail Extension which will begin at the current
northern end of the Contra Costa Canal Trail and extend north along
Willow Pass Road to connect to the Delta De Anza Trail at State
Route 4. The plan, on Figure 5, also shows local trail connections
which could be implemented.
Reception to the trail proposals at the public meeting has been
positive. The only difficult area appears to be the connection
through Clyde. On page 31 of the report (segment I) the report
urges that a follow up dialogue be undertaken with the Clyde
Community, through County Service Area M-16, on the precise
location of the trail through Clyde. A letter from Clyde is
attached. The EBRPD should be encouraged to follow up on that
commitment at the time of trail implementation.
Since the implementing agency for the regional trails will be the
EBRPD, it is recommended that the County officially recommend that
agency to proceed with implementation.
County staff should be urged to continue efforts to coordinate the
local trail implementation program with other affected local
agencies.
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CITIZENS ADVISORY COMMITTEE FOR
COUNTY SERVICE AREA M-16
c/o 140 Norman Avenue
Clyde, CA 94520
April 25, 1991
Mr . Jim_ Cutler:.' .
Contra' Costa County
Community Development Department
651 Pine -Street .
Martinez, , CA .9.455
.Dear Mr . Cutler :
RE: INITIAL FINDINGS MEETING FOR FINAL DELTA-DeANZA TRAIL
ALIGNMENT REPORT - PHASE 2
The M-16 '.Advisory Committee submits the following comments into
the public record for the meeting tonight on the final report :
While feasibility and plannirig studies do not require the
preparation of an EIR or Negative Declaration, they do require
consideration of environmental factors (CEQA Sec . 15262 ) . This
report does not adequately address the significant social,
economic and enviromental factors in regard to the alignment of
the proposed trail routes through the Clyde community. The
report also fails to analyze alternate locations which could
mitiaate some o.f .the adverse impacts .
Sussex . Street should not be listed as the preferred route since
the embankment leading to the canal is too steep to be developed
for any type of. trail . This proposed alignment cuts through an
existing cul-de-sac and would be located between two existing
single family. homes . The street.. contains- a sidewalk on one side
only.. .
Medburn :Street ' ( listed as an alternate route ) could only be
developed as a C1.ass .III bikepath 'and it could not support . '
_ e.questrian use . Medburn provides access to and from - the Diablo
Creek . subdivision and for the industrial/commercial businesses
located -on the. south side of the street ' All. 'of the businesses
use on-street parking since . few. have adequate on-site parking.
areas . :The types -of .businesses with their commercial vehicles
Ctree -service 'firm, tow-truck business, automobile repair and
painting service,. plumbing firm and iron works business, .to list
a few) would not be. a compatiable mix with a trail system.
i
Mr . Jim Cutler April 25, 1991 Page 3
If this .Final Report is to be used as an Initial Study to
determine if the ,project may have a significant effect on the
environment, we are concerned that it is inadequate as an
environmental document since it fails to consider all .phases of
project . planning, - implementation and operation.
Sincerely,
CITIZENS ADVISORY COMMITTEE FOR
CUNTY SERVI,C/E AREA M-16
e Kilcoyne, airperson
cc : Supervisor Sunne Wright McPeak, District 4
Steve Fiala, Trails Coordinator
East Bay Regional Park . District
Charles Gabrysiak, Senior Planner
City of Concord
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DELTA-DeANZA TRAIL ALIGNMENT
AND FEASIBILITY ST UDS; PIIASE 2
CONTRA COSTA COUNTY, CALIFORNIA
MARCH 1991
I
CONTENTS
Acknowledgements 1
Summary .2
Foreword 3
Historical Sketch 4
Introduction 6
i
Locat on 6
Background 6
Purpose of the Study 7
Scope of the Study 8
Process and Schedule 8
Regional Setting 10
Land Uses 10
EBRPD Trails 11
■ Local Trails 12
j User Profile 12
Trail Types, Design Standards, and Guidelines 13
Trail Types 13
Design Standards and Guidelines 13
- Bikeway Classifications 14
Equestrian Paths 15
Staging Areas and Trailheads 16
Regional Trail Planning Approach 18
1.
Purpose 18
Minimum Standards 18
Analysis of Trail Route Alternates Considered 20
Delta-DeAnza Trail 20
Regional Connectors/Feeders 23
Local Connectors/Feeders 27
Preferred Alternates: Regional and Local Trails 29
Introduction 29
Analysis of Preferred Alternates 29
Summary: Delta-DeAnza and Contra Costa Canal
Extension Trails 35
Summary: Regional, Local, and BART Connectors/Feeders 35
�
Maintenance Standards 37
Impacts 38
Fiscal Impacts of Preferred Delta-DeAnza Route Alignment 39
Funding Opportunities 39
Acquisition Costs 40
Development: Basis of Costs 40
Maintenance/Operations: Basis of Costs 43
Action Plan 44
Recommendations: Development Costs, Phasing, and
Funding Strategy 44
Recommendations: Ownership/Development Responsibilities 51
Recommendations: Maintenance/Operations Responsibilities 51
Bibliography 52
Illustrations
Figure 1: Class I Bikeway
Figure 2: Class II Bikeway
Figure 3: Trail Phases Within Contra Costa County
Figure 4: Trail Alternates Considered
Figure 5: Preferred Alternates: Regional and Local Trails
Figure 6: Analysis of Preferred Alternates: Regional and
Local Trails
Figure 7: Same
Figure 8: Same
Figure 9: Phasing Plan for Preferred Alternates: Delta-DeAnza
and Contra Costa Canal Extension Trails
ACKNTOREEDGEMENTS
The Consultant Team wishes to express
its appreciation for the information,
time, and cooperation received from the
following, and particularly the support
of the Project Manager, Jim Cutler:
• James Cutler, Assistant Director of
Comprehensive Planning
Community Development Department
Contra Costa County
• Steve Fiala, Trails Coordinator
East Bay Regional Park District
• Charles Gabrysiak, Senior Planner
City of Concord
• Thomas Torlakson, Supervisor
District V, Contra Costa County
...and the many individuals and groups
who participated in the public meetings
and who corresponded with the Consult-
ant Team.
Consultant Team
Prime Consultant:
Arbegast Newton & Griffith
Landscape Architects
1647 Hopkins Street
Berkeley, CA 94707
William J. Newton
Principal-in-Charge
Sub-consultant:
Angus McDonald & Associates, Inc.
Recreation, Public Facilities and
Transportation Financing
Berkeley, CA
Angus N. McDonald
Principal-in-Charge
Page 1
SUMMARY Included in this report is discussion of
the background, purpose, scope, and
process of the Study; existing regional
conditions and land uses; analysis of
The proposed Delta-DeAnza Trail is potential alternate trail routes; evalua-
part of vital regional link from Concord tion and discussion of the preferred
and EBRPD's (East Bay Regional Park alternate alignments; and environmen-
District)Walnut Creek Channel "Iron tal impacts. It concludes with expected
Horse" Trail east across the northern fiscal impacts and an action plan which
part of Contra Costa County through set forth guidelines affecting develop-
Pittsburg and near Antioch to the San ment and management of the Delta-
Joaquin County line. DeAnza Trail.
This Trail Alignment and Feasibility Highlights and conclusions are, in
Study brings together the critical infor- summary, that the Delta-DeAnza and
mation that will serve as a guide for the Contra Costa Canal Extension Trails:
orderly development, maintenance, and
operation of the Delta-DeAnza Trail ' Are the backbone of the east County
recreation trail system and should be
Phase 2 (Fig. 3). The'Study is aimed at
incorporating trail routes, trail types, developed in accordance with the align-
uses, and facilities which are appropri-
ate to a regional trail and which have
been determined by land available, the Will be developed in phases under the
auspices of the East Bay Regional Park
region's setting, and recreation needs.
District with the total cost being ap-
The Study has not focused entirely on proximately $3,100,000 in 1990 dollars.
the Delta-DeAnza Trail. In order to . Will be operated and maintained by
affect a coordinated trail network for EBRPD at an estimated annual cost of
the immediate area, the Study also
includes the analysis and documenta-
tion of the Contra Costa Canal Trail
Extension and local connector and Should be coordinated with local
feeder trail routes which are supportive connector/feeder trails which are to be
of the Delta-DeAnza Trail. funded, developed, and maintained by
local jurisdictions.
Coordination has been conducted over a
six month period with the Contra Costa
County Community Development De-
partment staff, EBRPD staff, the City of
Concord Community Development
Department, Ambrose Recreation and
Park District, Pittsburg Park and Rec-
reation Department, special interest
groups, and the general public.
Page 2
FOREWORD
Land in central and northeastern
Contra Costa County is undergoing
rapid development, and natural ele-
ments are all too often being replaced by
urban infill. Hence, trails are becoming
an increasingly important element in
the total outdoor and urban recreation
program.
No longer should people need to travel
long distances in motor vehicles to reach
recreation areas, parks, schools, and
open spaces. An accessible and conve-
nient trail system should encourage
people to engage in trail activities which
. will improve mental and physical health
by providing enjoyable modes of walk-
ing, hiking,jogging, bicycling, and
horseback riding. Moreover, trails can
provide important intercommunity links
and access to public transportation
facilities.
Trails can be the recreation of transpor-
tation, providing a continuous recre-
ation experience, originating with the
hiking or equestrian trailhead within or
near each community and weaving
through urban areas, thus affording
opportunities for users of every back-
ground to experience both recreation
activities and a more intimate associa-
tion with the natural landscape.
Page 3
HISTORICAL and Sonora in Mexico to sustain the
SKETCH work of the Church and to lure more
settlers to the coast.
Captain Juan Bautista de Anza, hearing
Juan Bautista de Anza of Fr. Francisco Garces' travels through
the deserts of Arizona and California to
the San Jacinto Mountains, became
Interest in exploration and settlement convinced that a route could be found
of Alta (upper) California by the Span- across the deserts and mountains be-
ish reached its peak in the middle to tween Sonora and Alta California.
late 18th century, principally in order to
secure harbors and outposts to protect
Spanish claims and trade interests.
Religion played an even more important
role when Charles III of Spain, having
expelled the (Catholic)Jesuit Order
from his realms, turned over all existing
missions in California to the Franciscan
Order. The Franciscans were very
eager to seize a foothold and expand the
mission frontier. �r
The first exploration/settlement expedi-
tion set out from Mexico in 1769,
headed by Fr. Junipero Serra, and
reached San Diego Bay, establishing the
first mission in California--San Diego I�
de Alcala. Pushing north that same
year, Serra's party discovered Monterey Having been granted permission to lead
Bay with a small party reaching San an overland expedition, de Anza left the
Francisco Bay late in 1769. presidio of Tubac (Arizona) in January
1774 with a small band of soldiers,
A number of missions were built along servants, cattle, and pack animals. He
the way, but, as it turned out, were was accompanied by Fr. Garces (for
completely dependent on meager sup- spiritual guidance) and an Indian who
plies brought in from the outside, leav- was familiar with the east-west country.
ing the mission settlements susceptible Heading west, de Anza reached Mission
to attack and threatened with starva- San Gabriel and El Camino Real, thus
tion. Supply by ships up and down the establishing the overland link to the
coast was hazardous and spotty at best, coastal mission chain.
as were the arduous overland routes. A
dependable, safe overland route was Unsatisified, Spanish authorities were
vitally needed between Alta California anxious to push on to secure the north-
Page 4
ern perimeter by developing outpost had left with a small band of soldiers on
P g an P
on the recently-discovered San Fran- the return trip south to Sonora.
cisco Bay.
Because of his previous success, de Anza
was given the task of settling a mission,
village, and presidio at San Francisco.
And so it was that in October 1775 his
party (consisting of soldiers, mules,
cattle and some thirty families) set out.
Following the overland trail from
Tubac, de Anza reached San Gabriel,
and in February 1776 set out for
Monterey where he left the main party
to settle in while he explored further
north.
De Anza's small advance party left in
March 1776 for San Francisco Bay.
Moving up the peninsula, it reached the
hills overlooking the Bay and selected a
site for what was to become Mission
Dolores. The party then returned
south, rounded the end of the Bay and
headed north until it arrived at Rodeo
Creek (near what is today the Rodeo-
Crockett area). From there, de Anza
moved east along the Sacramento River
to near Antioch, searching for a way
(which could not be found) to cross the
river and delta. The party then turned
south to the Livermore Valley and
southwest to the Salinas area, returning
to Monterey in April of the same year.
The settlers, still waiting in Monterey,
were not permitted to move north, even
though de Anza had given the Monterey
presidio commandant an enthusiastic
report of his route and discoveries. It
wasn't until June 1776 that the com-
mandant gave permission for the set-
tlers to set out for San Francisco, but by
that time de Anza, weary of waiting,
Page 5
INTRODUCTION
Later (March 1983), a law was enacted
by Congress to provide for a feasibility
evaluation of the "San Juan Bautista de ]r
Anza Trail" following the overland route 1�
LOCATION taken by de Anza in his travels from
Mexico to the San Francisco Bay area.
The Delta-DeAnza Trail Phase 2 is Not only had the advent of rapid urban
located in the northeast quadrant of infill given impetus to the necessity for
Contra Costa County, stretching from
the Walnut Creek Channel in Concord securing trail corridors, but EBRPD and
east to West Pittsburg, essentially along local citizens were also concerned with
State Highway 4. The remaining two setting in motion the process for com-
pleting development of a comprehensive
phases of the Trail continue from West regional trails system throughout
Pittsburg east through Pittsburg, along Contra Costa County, taking advantage,
the edge of Contra Loma Regional Park in part, of the 1983 "de Anza Trail"
near Antioch, through Oakley mostly
along the Contra Costa Canal, to thelegislation. .
San Joaquin County line (Fig. 3). Thus, in the mid 1980's EBRPD began
The Contra Costa Canal Extension Trail to look at a potential regional trail \�
(the principal regional connector/feeder) alignment across the northern portion
extends north from the end of the exist- of eastern Contra Costa County, roughly
ing trail at the junction of the Contra following in part the route taken by de
Costa Canal and Willow Pass Road in Anza on his 1775-6 expedition. The
Concord and links with the Delta- Delta-DeAnza Trail would not only D
DeAnza Trail at the State Highway 4 complement EBRPD's system but pro-
interchange. vide the missing link from Concord east
to San Joaquin County.
Length of Delta-DeAnza Trail, The Delta-DeAnza Trail in turn could be
Phase 2: approximately 9.9 miles.
Length of Contra Costa Canal complemented by the possible
Extension: approximately 2.6 miles. extension of the Contra Costa Canal
Trail and linkage with other planned
EBRPD trails to the DeAnza Trail.
BACKGROUND (The route was originally termed
"DeAnza Trail" but because of its link
Congress established the National across the County to the San Joaquin-
Trails System in 1968 to promote the Sacramento River Delta, it was deemed
development of trails in both urban and more appropriate to call it the "Delta-
rural settings across the country. Two of DeAnza Trail". A change was also made
the,early trails enabled by the National in the spelling of de Anza: the local and
Trails System Act were the Appalachian accepted modern spelling seems to be
and Pacific Crest National Scenic "DeAnza").
Trails.
Page 6
Precipitating, in fact enabling this Trail with the segment from West Pittsburg
Alignment and Feasibility Study, was through Antioch being Phase One (Fig.
the U.S. Navy's commitment in 1988 to 3). The advent of the availability of
contribute some $5 million to the Navy funds and the pending State
County as mitigation for their proposed Highway 4 improvements precipitated
closure of Port Chicago Highway and re-prioritization, with Phase Two be-
Waterfront Road north of Clyde. Of this coming the focus of study and develop-
sum, approximately $1 million was ment. Subsequently, the City of Con-
earmarked by the County for trail devel- cord "challenged" the County to get
opment around and generally adjacent some kind of study underway, offering a
to the considerably-sized land holdings sum to be matched by both the County
of the Navy Weapons Station and Maga- and EBRPD for consultant fees.
zine east and north of Concord.
Since EBRPD is the principal planner
Parallel with these events has been the and developer of County regional trails,
in-process study and development of Contra Costa County saw the opportu-
engineering plans by the State of Cali- nity to cooperate with both EBRPD and
forma to improve State Highway 4 from the City of Concord in order to evolve
Willow Pass Road east to Bailey Road in the Delta-DeAnza Trail Phase 2 from
West Pittsburg (and beyond) by realign- being merely a diagram on a map into a
ing, widening, and generally lowering comprehensive Alignment and Feasibil-
the freeway. Included are three rede- ity Study. Thus, the Study became a
signed interchanges: Willow Pass Road joint EBRPD-County-Concord venture
West/Highway 4; Willow Pass Road with Contra Costa County as the lead
East/Highway 4; and Bailey Road/ agency.
Highway 4. (Construction work is
scheduled for completion in 1992).
PURPOSE OF THE STUDY
With the Delta-DeAnza Trail a distinct
possibility, the County took advantage This Alignment and Feasibility Study is
of the opportunity to enable linkage designed to guide development of the
from Willow Pass Road West to West Delta-DeAnza Trail by presenting alter-
Pittsburg by requiring that a side-slope nates for routing of the main trail as
bench wide enough to accommodate a well as regional and local connector
regional trail be designed all along the routes by evaluating those alternates
north side of the freeway. The bench until a mutually acceptable preferred
will be constructed along with freeway trail alternate route has been found,
improvements, and it is anticipated that and by formulating an action plan to
EBRPD will oversee final trail improve- implement funding, management, op-
ments to ensure that construction com- eration, and phasing objectives for the
plies with District standards. preferred alternate.
In the early diagrammatic stages,
EBRPD had determined that the Trail
should be developed in three phases
Page 7
SCOPE OF THE STUDY Torlackson, and the Prime Consultant,
followed by several field trips by the
The scope of this Study includes pre- Prime Consultant to examine and pho-
senting resource data and objectives as tographically document potential trail
a foundation for planning. This founda- routes.
tion, together with analysis of informa-
tion and visual examination, has been Since then, some eight meetings have
applied to combining alternates for both occurred among the Consultant Team
regional and local trails, studying rela- and staffs with an additional two meet-
tionships and recreation uses in terms ings to which the public and jurisdic-
of public need, and assessing physical tional agencies were invited to review
means and fiscal methods by which the the opportunities and constraints of
Delta-DeAnza Trail Phase 2 can become trail alternates and particularly to
a reality. comment with respect to their needs
and concerns.
Since the goal of this Study is to present
information sufficient to form the direct The following agencies and groups were
basis for trail development, trail types, contacted and/or participated in the
designs, and rather detailed route de- Study process:
scriptions are included, as well as the
identification of sites requiring acquisi- East Bay Regional Park District
tion or lease, cost estimates for trail Contra Costa County Community
construction and maintenance, and Development Department
recommendations for funding and juris- Contra Costa County Public Works
dictional responsibilities. Department
Concord Community Devlopment
Department
PROCESS AND SCHEDULE Ambrose Recreation and Park District
Pittsburg Park and Recreation
There has been a step-by-step process of Department
continuous interaction and cooperation Antioch Park and Recreation
among the Consultant Team, the staffs Department
of Contra Costa County, EBRPD, and Contra Costa Water District
Concord, other jurisdictional agencies Contra Costa County Flood Control and
and the public during the course of this Water Conservation District
Study. US Department of the Navy
Contra Costa County Supervisors
After selection of the Prime Consultant
in May 1990 and execution of the agree- The Study called for a six-month sched-
ment for services, the process began ule as follows:
with a "kick-off' meeting in early July
to discuss and refine scope, strategy, Phase 1-A: Project Start-Up and
scheduling, and to exchange informa- Data Collection: 2 months
tion. On July 23 a field trip was con-
ducted with staff, Supervisor Phase 1-B: Inventory/Analysis/
Page 8
Evaluation; Consensus for Pre-
ferred Alternates; Draft Report 3
months (overlapping Phase 1-A
and Phase 2)
Phase 2: Action/Feasibility Plans;
' Final Report: 2 months
The study began with the initial meet-
ing on July 10, 1990, and due to review
delays was completed in March 1991.
+�t
Page 9
REGIONAL SETTING The U.S. Navy is the single largest +�
quasi-public landholder/user in the area
with property sitting astride State
Highway 4 and extending southeast
LAND USES nearly to Kirker Pass Road.
or Navy Another mj
The complexity of present land uses and Ano � v3'land holding,
their varied locations in the project known at Port Chicago, exists on
vicinity permits only a general treat- Suisun Bay. The Naval Weapons Sta-
ment of the subject. Uses include resi- tion entrance (main gate and security)
dential, commercial, industrial, agricul- is linked to Port Chicago Highway
tural, military, and public. immediately south and east of Clyde. In
addition, the Navy has classified a large
The principal urban areas in the imme- undeveloped area south of Port Chicago,
diate vicinity is the incorporated City of stretching south of Port Chicago High-
Concord and the unincorporated com- way, as its "blast zone", a restricted
munities of West Pittsburg and Clyde. safety area through which not only Port Q
A considerable variety of dwelling types Chicago Highway, but the Contra Costa p
and a wide range of residential densities Canal and EBMUD R/W's run as well.
exist in these urban centers. The subur- The Navy's function is the storage of
ban, low density, low-rise dwelling naval ordnance and its transportation to
pattern is widely distributed over the and from Port Chicago north-south
entire area, with single family detached along the Port Chicago Highway and
dwellings predominating. Bay Point and Clayton Railroad right-
Typical of the industries are tank farms of-way. Hence, all private and virtually
and other heavy industrial plants which all public use of Navy lands is prohib-
are located near rail, port, and road ited.
facilities in the northern part of the
general area, mostly between State The Navy is currently considering rede-
Highway 4 and Suisun Bay. Light veloping its entrance area and the
industrial uses also occupy the water- connection north to Port Chicago. The
fronts with some light industrial uses preferred alternate is for a Navy rail-
road and vehicular overpass connecting
and controlled manufacturing located in the main gate with the north-south rail
some interior areas of Concord and vehicular corridor and the revamping of
West Pittsburg. the main gate, support structures, and
Intensive, large-scale agriculture is parking areas. 1
being practiced in fewer and fewer Ancillary to this action is the Navy's
areas, and increased demand for resi- proposed closure of Port Chicago High-
dential and commercial sites has tended way from Clyde north and east to West
toward a replacement of the many Pittsburg and the closure of Main Street
existing agricultural uses. and portions of Waterfront Road. The
Navy has provided approximately $5
Page 10
million to the County as mitigation for probably increase for no other reason
this proposal, money to be used by the than that the area's population will
County to develop/redevelop other continue to increase. Recognizing this,
transportation routes and trails to serve the East Bay Regional Park District has
the area. developed a Regional Trails Master
Plan for its entire two-county sphere of
Within the central and northeastern influence (Alameda and Contra Costa)
parts of Contra Costa County, facilities which depicts not only existing trails
for hiking and riding activities are but long-range proposals for a net-
somewhat limited. About sixteen neigh- work^a hierarchy of major and minor
borhood and community parks and a trails linking regional parks, shoreline,
number of schools are located in close preserves, wilderness, recreation areas,
proximity to the project area, but there and open spaces to local and State parks
are few identifiable connections between and trails. Most of the trails indicated
these parks and schools and the Delta- on the Trails Master Plan are located
DeAnza Trail: west and south of Interstate 680. 2
• Five parks in Concord: Hillcrest, Sun The two major EBRPD regional trails
Terrace, Bayview Circle, Willow Pass which influence the Delta-DeAnza Trail
Community, and John F. Baldwin. (and its network) are:
• Five parks in West Pittsburg: • The existing Contra Costa Canal
Ambrose, Pacifica, Stoneman, DeAnza, Trail which comes from the south
and a small recreation facility at the through Concord, along the Lime Ridge
Ambrose Recreation and Park District Open Space and ends at the intersection
Office. of the Canal right-of-way and Willow
Pass Road (Figs 4 & 5).
• Regional facilities (none immediately The Trails Master Plan proposes the
near, but seven close by): Contra Costa Trail as continuing from
Briones Regional Park (EBRPD), where it currently ends, north along
Contra Loma Regional Park (EBRPD), Port Chicago Highway through Concord,
Black Diamond Mines Regional Pre- past Highway 4, north past Clyde, then
serve (EBRPD), swinging east along the EBMUD R/W to
Martinez Regional Shoreline (EBRPD), and through West Pittsburg, following
Brown's Island Regional Shoreline what is now proposed by this Study as a
(EBRPD), potential Regional Connector ("Pre-
Carquinez Strait Regional Shoreline ferred Alternates: Regional and Local
(EBRPD), and Trails"; and Fig. 5).
Lime Ridge Open Space Recreation
Area (City of Concord). • The proposed Walnut Creek Channel
Trail, segments of which are indicated
EBRPD TRAILS (from south to north) as "San Ramon
Valley to Concord" and "Walnut Creek
Trail use and demand for access to Channel to Contra Costa Shoreline",
trails as a recreation resource will known popularly as the "Iron Horse
Page 11
Trail". This proposed alignment calls routes through more natural land-
for a major north-south inter-county scapes; and seek staging areas to which
trail all the way from Suisun Bay horses may be brought to access eques-
through Concord and central Contra trian trails.
Costa County to Shadow Cliffs Regional
Recreation Area near Pleasanton. Running (from jogging to serious cross-
country training) has become increas-
LOCAL TRAILS ingly popular in recent years, and not
only are more miles required, but more
The principal interconnecting local variation in trail types and topography
trails occur in Concord: traversed are in demand by runners.
An existing pedestrian/bicycle route Bicycling has become more popular as
north along Grant Street (Class II) and well. But, unlike running and hiking,
along along the EBMUD R/W (Class I) biking usually requires paved paths
to Olivera Road (Figs 4 & 5). which, to some extent, limits the miles
of trail which can be developed. The
• An existing pedestrian/bicycle route advent of the mountain bike, which can
(Class I) along Port Chicago travel over rough or unpaved trails, has
Highway from Salvio Street north to the on the other hand, increased the miles `
interchange with State Highway 4 (Figs of trail available for this activity.
4 & 5).
Walking, from strolling to long-distance
There are no trails proposed in the hiking, has perhaps increased in popu-
general vicinity of the Delta-DeAnza larity even more than either running or
system by the City of Concord, and bicycling. Pedestrian use is most easily
there are no publicly-operated trails, accommodated on trails, and together
existing or proposed, in West Pittsburg. with increased demand, puts the em-
phasis on developing virtually all trails
USER PROFILE for walking,jogging, and hiking, as well
as for other uses.
No special user survey was conducted as
part of this Study. It can be assumed, 1. Tetra Tech, Inc.;Draft EIS,Naval Weapons
however, that from information gath- Station, Concord,Main Gate Intersection Im-
ered by EBRPD and the City of Con- provement Project;May 1990
cord, the preponderance of trail users 2. East Bay Regional Parks;Proposed Regional
will be local—people who walk from Trails Master Plan;July 1988, rev. May 1990
residential neighborhoods to access local
trails and who walk, bicycle, or drive to
access the longer regional trail routes. D
Compared to locals, visitors from out-
side the Concord/Clyde/West Pittsburg �.
area are more inclined to: bicycle or
drive to trailheads; utilize the longer
Page 12
TRAIL TYPES where there are usually more open
space and natural landscape, and where
DESIGN STANDARDS staging sites are available for transpor-
AND GUIDELINES tation of horses to and from the trail.
DESIGN STANDARDS AND
GUIDELINES
TRAIL TYPES In general, standards and guidelines
There are three basic types of trails that will be in accordance with those desig-
are appropriate for the Delta- nated for Regional Trails in EBRPD's
DeAnza trail system: hiking and jog- Master Plan.
ging; bicycle (3 classes); and equestrian. The location, width, and combination of
Hikers,joggers and strollers make up a bicycle, pedestrian, and equestrian
large percentage of trail users. This paths throughout the Delta-DeAnza
group prefers to use trails that are safe, trail system also depends on these
with good footing, and routed through major factors:
interesting landscape with attainable ❑ Space available, particularly as it
destination points and which offer some pertains to useable space outside the
amenities along the way such as staging street curb or edge, will, more than
and rest areas. The serious hiker or anything else, determine the path type,
jogger who intends to do a route of some
5-15 miles additionally prefers some width, and whether bicycles and pedes-
change in slope. trians and/or equestrians must share
the same path. Often, a fence (or other
Bicyclists prefer Class I trails (Fig. 1) obstacle) running parallel with the road
which have smooth surfaces and which edge defines this space; in some cases,
are separated from other types of traffic. the fence may be relocated outward
Their second choice is the Class II trail from the road edge to provide additional
which is part of the urban street or useable space.
rural roadway with a designated space for the cyclist, and finally, the Class III tions (or demands) on some streets will❑ Current vehicle and parking condi-
route which is simply a street or road- not permit safe, suitable bikeways
way that is signed or marked for bike
use. Often traveling 25 miles on an between the curbs. Bike and pedestrian outing, the serious bicyclist prefers paths must, in such cases, be located
outside street paving.
trails with sweeping curves, good vis-
ibility, and a minimum of traffic, ob-
.�- stacles, and cross streets. ❑ Steep gradients may also limit use,
particularly by bicyclists. Pedestrians
Equestrian trails are planned for incor- (hikers) may be able to negotiate steep
poration into regional routes where gradients of 15 percent or greater for
longer continuous trails are possible, short distances. The maximum gradi-
ent for bicycle paths is 10 percent, with
Page 13
gradients of 5 percent or less being • Vertical clearance to obstructions
preferable. across the clear width of path should be
a minimum of 8 feet.
EI While the conflicts of trail routes
crossing streets should be avoided to the • A yellow centerline stripe may be
extent possible, these situations are used to separate the path into two
bound to occur now and then. Signali- lanes, especially where there is heavy
zation, signage, and barriers may be use and on curves with restricted sight
employed at these locations, but path distance, or where the path is poorly
type and width will also be determined lighted.
by how and where users may safely and
easily negotiate intersections. Crossing of arterial streets should
occur at pedestrian crossings where
Bikeway Classifications motorists can be expected to stop. A
midblock crossing should only be used
There are three classifications of where a nearby intersection does not
Bikeways, all conforming Caltrans exist; it should be adequately signed
(California Department of Transporta- with warning and directional signs, and
tion) classifications and design stan- located to provide good site distance.
dards. Stop signs for bicyclists should also be
installed.
Although Caltrans classifications are
used to describe Bikeways, any Class • The minimum design speed for bike
will also be used to accommodate pedes- paths should be 15 mph; the minimum
trian use (hikers and joggers) with the horizontal curve should have a radius of
exception of Class II where the Bikeway 100 feet, and the maximum gradient
is usually a designated part of the should be 15 percent.
street. In this case, pedestrians must
use a separate, parallel sidewalk or Signage should conform to EBRPD
path along the curb adjacent to the design standards.
street.
Class I Bikeway (Bike Path, Fig. 1):
Provides for bicycle travel on a right-of-
way completely separated from any
street or roadway. Design '°
:Kr
recommendations are:
• The minimumaved width for a '
P -
..... .... ..............
two-
waybike path should be 8 feet with a 2
u
foot cleared shoulder on both sides. If - e -
r r pedestrian use is
heavy bike traffic o p
:::.:.::' 'Y�:.::.:.;ni3i}�:'3',%Y.sy::i�:h�.f. i.r. :.f4:•i.'!1'/SY' +IG
expected on the same path, the width
should be increased to 12 feet or more. Class I Bikeway
Page 14
Class II Bikeway(Bike Lane, Fig. 2): Equestrian Paths
Provides for a striped-off, signed lane
for one-way bike travel on a street or Ideally, equestrians should utilize a
roadway. Design recommendations are: path separate from (and usually parallel
1to) a Bikeway/Pedestrian Path. Within
• Bike lane stripes should be continu- certain segments or under special or
ous to separate the lane from traffic and cramped conditions, horses may be
parking lanes. required to share the paved Bikeway or
Pedestrian Path for a short distance.
• Bike lanes should be one-way, a Design recommendations are:
minimum of 5 feet wide.
• Equestrian paths should be an earth
• Drain grates, manhole covers, etc. (not paved) tread of 3-foot minimum
within bike lanes should be installed or width; optimum width would be 5 feet
retro-fitted in a manner that provides a' or greater with a minimum of 9 feet
safe surface for bike tires and should be vertical clearance.
maintained flush with the surface of
adjacent paving. Special trail segments such as cul-
vert crossings or built-up sections across
Class III Bikeway (Bike Route): Pro- flat areas should have a useable tread
vides for shared use with pedestrian or at least 3 feet wide. At switchback
motor vehicle traffic and may be signed landings, graded trails should be 8 feet
but not striped. Note: Class III is the wide.
least safe and desirable of the
Bikeways; it is likely that very little • Long stretches of uniform gradient
Class III will be developed in the Delta- should be avoided. The gradient should
DeAnza system. vary to provide natural drainage and
eliminate monotonous level stretches
• "Bikeway" signs should be installed and long steady uphill slopes that are
along the route to inform vehicle drivers tiring to both animal and rider.
that bicyclists use the street.
• Gradients should be lessened at
approaches to switchbacks, and the
,; - -
turns should be as nearly level as is
practicable. Approaches to road cross
sings should be nearly level.
a:
.«-
c ��:..,�:> >:,..� � a general rule, an earth pat
As
a. s: �'i �:'...:::..:
should be no steeper than 15 percent (5
1
-,: P
,i
...... ....
percent maximum for paved paths).
. ...:...:..
he gradient may exceed 15 percent for
short distances if does i not impair
Rr
visibilit maintenance, and safety.
Class III Bikeway
Page 15
Staging Areas and Trailheads •
A restroom facility;
Staging areas and trailheads are in- • A drinking fountain and/or water
tended to be significant, designated faucet;
areas. Either may occur at a trail be-
ginning, termination, or important • Tables and/or benches;
junction. Both provide access to the
trail system and should be conveniently • Hitching post(s).
located adjacent to streets or within
parks and open spaces. A trailhead is smaller, often consisting
of no more than a trail sign.
A staging area is usually larger than a
trailhead and is set aside specifically for Whether staging area or trailhead, the
assembly of groups, loading and unload- area should include at least these im-
ing, transfer of equipment, or temporary provements:
parking. A staging area may include
any combination of • Sign(s) indicating by color and/or Q
graphics trail type; trail name (if appro-
• A widened portion of the trail or a priate); distance to distinctive feature or
relatively level area; trail junction;
• An available vacant lot or portion of • Display map (where appropriate)
a right-of-way or park; showing the overall trail system;
• An area which is unimproved or Trash receptacle(s).
which has been modified to some extentnxz
to accommodate gathering, turning, or
parking;
db 'a"f'. Z.° w C$e �°;lY<::'�'`. �:"f•`WaY.Y'°.e"_' ... '
FIG. 1, CLASS
I BIKEWAY
,
..:d
t
The Class I Bikeway is separate from any street
and consists of a minimum 8-foot paved bike
path with an adjacent optional striped-off 4-foot .....
pedestrian path where space allows. A 3 to 5- :-
foot equestrian path can be adjacent or
separate,depending on space. Class I Bikeway a
2'A.C.PAVING ON 4'AGG.BASE OPTIONAL STRIPE
ON COMPACTED SUBGRADE
a
CLEAR PAVED BIKE PATH 0 PED PATH EQUE
SHOULDER
Page 16
FIG. 2, CLASS II BIKEWAY
CONDITIONS A, B,AND C
Space available,vehicle and parking situations, ;
and gradients will determine the applicable
Conditions,i.e.,which combination of paths and
lanes is best suited to the development of a trail !''`'" R .-:-::
along any given segment. Asphalt paving for
pedestrian ri an aths should be of the same thick-
....
ness and materials shown for Class I Bikeways;
concrete paving,if used, should be 4 inches
thick laid on a stabilized subgrade. Equestrian
�' q
paths,where they occur,can be adjacent to or "•
separate from the bike or pedestrian path. A
typical section of each Condition is shown below. Class II Bikeway
STRIPE STRIPE
BIKE MOTOR VEHICLE LANES BIKE I ED PATH EOUE
LANE LANE
A The ideal Class II Bikeway employs the bike and pedestrian paths along the side of the street or
road, consisting of an 8-foot asphalt concrete or concrete-paved bike path with an optional
striped-off 4-foot pedestrian path continguous to the bike path.
OPTIONAL STRIPE
STRIPE
PARKING BIKE MOTOR VEHICLE LANES BIKE PARKING t IPED PATH EOUE
LANE LANE
B Bikeways are 5 feet, striped off on street paving adjacent to vehicle parking lanes. Pedestrian
paths on one or both sides are asphalt concrete or concrete paving, minimum 5 feet,optimum 8
feet, in width.
OPTIONAL STRIPE—\
1 MOTOR VEHICLE LANES 1 BIKE PED EQUE
LANE PATH
C Where there are no vehicle parking lanes,5-foot bike lanes are against the curb with a 5-8-foot
wide asphalt concrete or concrete pedestrian path on one or both sides.
Page 17
REGIONAL TRAIL ning and management purposes. Each
PING Trail Link will be in accordance with
the Regional Trails Plan and should
APPROACH accomplish at least one of the following
goals:
• Provide nonmotorized access to a
Any regional trail can be a means of shoreline area or to a parkland of re-
getting from point A to point B. What gional scale (such as those provided by
happens along the way determines the the District, the East Bay Municipal
trail's visual and functional success. Utility District...or the California State
Park System...) or for a major popula-
Accordingly, a general approach was tion center or mass transit terminal.
adopted during the early stages of this . Provide a connection between park-
Study which, in large part, incorporates ands of regional scale (as just defined),
the Purpose and Standards of Regional especially between those that provide
Trails as designated in EBRPD s Mas-
ter Plan and, together with other con-
siderations, have guided the analysis provide a dozy-use link or loop
and evaluation of potential and alter- through other regional significant scenic
nate trail routes within the Delta- lands—either inland or along shore-
DeAnza system in order to ensure a lines.
positive experience for the trail user as
well as a functionally-successful and
cost-effective system. • Provide a regional water trail with
landing and launching sites as well as
PURPOSE amenities that connect regional and
public use facilities along the San Fran-
A Regional Trail provides a linear corri- cisco Bay shoreline and delta for appro-
dor, a natural setting where possible, priately-sized small water craft.
that is primarily for pedestrian, eques- O Have adequate land area available at
trian, and bicycling uses. Regional strategic locations suitable for staging or
Trails provide links between parks, local compatible trail recreation activities... 3
trails, and urban communities.
In addition to EBRPD's criteria for
MINIMUM STANDARDS Regional Trails, the following guidelines
To be considered as a Regional
also apply, particularly to the Delta-
Trail...(it) must possess the following DeAnza system:
characteristics: • A regional trail route should be ana-
lyzed and selected for its recreation
D Have a potential linear corridor of value and capability to transport users
regional significance that the District to and from work or school, the com-
can designate as a Trail Link for plan-
mute aspect being perhaps of lesser
Page 18
importance. A trail should be planned and routed
to minimize maintenance and operation
• A regional route.should fulfill a vari- costs to the extent possible and to con-
ety of needs where possible: to take form to accepted safety standards.
advantage of available views, observa- Accordingly, consideration must be
tion of wildlife, a variety of topography, given to providing access for service and
and varied visual experiences. emergency vehicles.
• Consideration should be in favor of • Consideration should be given to
the longer indirect route, providing it separated grade crossings at streets or
fulfills the above requirements, rather railroads, which are preferable to on-
than a shorter, perhaps less expensive grade crossings. Where a separated
route which is through urban develop- crossing is not possible, the on-grade
ment or less desirable environments, or crossing must be carefully located and
which is heavily impacted by vehicular designed for trail user safety and conve-
traffic. nience.
• A Class I route is preferable to Class Where feasible and desirable, trail
II and III in terms of safety and ease of modes for hiking,jogging, bicycling, and
use; thus, the Class is an important horseback riding should be consolidated
additional alignment consideration. within the same corridor.
• Trails of the same Class should be 3. East Bay Regional Park District;Master
linked and continued where possible; Plan.
e.g., it is preferable to develop a con-
tinuous Class I trail rather than break 4. East Bay Regional Park District;Standards
it up with some segments of Class II or Manual; October 1984.
III.
• Emphasis should be on corridors
which lend themselves to trail develop-
ment; these may include creek channel
rights-of-way, power line rights-of- way,
utility easements, etc.
• Topography should be carefully con-
sidered with a view toward having to
perform as little earthwork as possible
to develop the trail.
• A regional trail should incorporate
specific designs for amenities, conve-
niences, and safety features in conform-
ance with EBRPD's Standards
Manual. 4
1 Page 19
ANALYSIS OF TRAIL routes and sites. a
ROUTE ALTERNATES A comprehensive large-scale wall map
CONSIDERED
of the region (from Walnut Creek Chan-
nel through West Pittsburg) was devel-
oped upon which proposed and existing
routes were documented. This map
The goal of this Study has been to pro- was, in effect, a "trails shopping list"
vide both area residents and visitors showing all potential alternates,
with an integrated network of recre- whether regional or local, whether
ation trails for hikers and joggers, bicy- main, connector, or feeder routes. It
clists, and equestrians (where possible also displayed notes pertaining to the
and appropriate) that will enable them opportunities and constraints of each
to move from the urban landscape to the Potential trail route, providing the basis
rural and natural landscape, along the
for review and discussion by affected
water's edge (where possible) and from jurisdictions.
one recreation or special facility to Figure 4, a distillation of the large-scale O
another. map described above, depicts all alter-
In order to attain that goal and the nate and potential routes considered. Q
resulting recommendations set forth Numbers key the text to the various !!LL
under "Preferred Alternates: Regional routes and segments. (It should be
and Local Trails", a logical process of noted that Willow Pass Road is being
analysis was followed using this infor- renamed Willow Pass Road West in
mation and method: Concord and Willow Pass Road East in
West Pittsburg).
• Consultation, coordination, and DELTA-DeANZA TRAIL (IA-1L)
meetings with the jurisdictional agen-
cies involved and affected, particularly This main regional trail begins at the
EBRPD, Contra Costa County, and the end of EBRPD's Contra Costa Canal
City of Concord, Trail at the intersection of the Canal
• Review and analysis of available and Willow Pass Road West in Concord,
maps, plans, and aerial photography; follows Willow Pass curving to the north
documents pertaining to existing and to the intersection of Willow Pass and
proposed trails, road and highway State Highway 4, then along Highway 4
planning; and proposed private develop- to the intersection of Willow Pass Road
East/Port Chicago Highway, along the
ment, EBMUD (East Bay Municipal Utility
• Criteria established by EBRPD and District) right-of-way east to Bailey
by guidelines under "Regional Trail Road,south along Bailey to Canal Road,
Planning Approach", and along Canal to the existing under-
crossing of Highway 4 to Ambrose Park,
• Visual examination of all potential and then east along the Contra Costa
Canal to the limit of Phase 2.
Page 20
For the most , access artalong the west
P g
tl ^.
side of Willow Pass Road West from the
Contra Costa Canal to the 1 interchange g
with Highway 4 is suitable and develop-
able as a Class I route between the
Navy property fence and the road edge. .
(It would be beneficial if the fence could :
be moved back from the road edge by 4-
5 feet affording ample space for a sepa- '` `'(`
a,
rate equestrian path) (M. Exceptions
are: from the Canal to just past
Lynwood where existing sidewalks on .,
of the street make only
one or both sides y
a Class II route possible (M. A major M= `
obstacle exists at the long bridge over
the Canal and railroad where only a 2-
foot wide pedestrian walkway is avail- Bridge on Willow Pass Road West over Contra
Costa Canal and railroad. Note narrow
able along the west side of the bridge,
pedestrian walk along left(west)side
making the crossing hazardous for
pedestrians and bicycles and impossible
for horses (1C). At the interchange with
Highway 4 (now in the engineering
design stage), a way must be found for
the trail to safely and easily cross
through the on-off ramps and loin with `
the benched-out trail along the north
side of Highway 4 (1D). :. .:.:
:....:....:..
....:.:..: ....
V9:
S g^
From the Willow Pass Road West/High-
way
es ig -way 4 interchange east to the inter-
change with Willow Pass Road East, the Po
t
x
. : West side of Willow Pass Road West, looking .
'. south from Highway 4 interchange
alignment is set, following a side-slope
bench (which will be rough graded along
�� .. with highway improvements) above and
along the north side of the proposed
Highway 4 re-alignment, easily devel-
oped as a Class I trail (1E).
North side of Willow Pass Road West at Contra
�. Costa Canal
Page 21
The,Delta-DeAnza Trail skirts around Space is very limited south along Bailey
the edge of the proposed Willow Pass road to Canal Road with an existing
Road East/Highway 4 interchange and sidewalk along the west side, making a
must be routed for a safe crossing-of the Class II route possible but not particu-
on-off ramps (1F). The Trail then larly good (1I). However, there seems to
continues to the intersection of Willow be no other suitable way to connect the
Pass Road East/Port Chicago Highway/ R/W with Canal Road.
EBMUD R/W intersection (1G).
The Trail can follow along the north
This intersection, although signalized, side of Canal Road as Class II, provid-
is difficult to cross safely. Signage and ing a number of regulatory signs and ]`
pedestrian crossing signals must be utility poles are relocated to make space !1
installed, and if possible, the for the paved path (1J). The Trail
intersection's configuration of islands continues to the existing crossing under
and crossing lanes redesigned. There Highway 4 (from the north to the south
appears to be no other way of bringing side of the freeway).
the Delta-DeAnza Trail into West
Pittsburg and joining it with the seg- The existing undercrossing is not gar-
ment east along the EBMUD R/W. ticularly suitable for regional trail use:
it has steps on the north side making
From the intersection east, the Trail bicycle access difficult; and it is narrow
follows along the EBMUD R/W to Bailey and poorly lighted, making crossing
Road and is easily developed as Class I, unsafe for pedestrians and impossible
probably utilizing the existing gravel for equestrians. It may be that the
service road and requiring only some undercrossing will be redesigned and
finish grading and paving with asphalt rebuilt (made larger and more secure)
concrete. (Pipes are buried within the R/ as part of Highway 4 improvements; if
W; there is no open water channel) so, it would be the ideal (and only) way n
(1H). for the Trail to cross the freeway UK). 1�
a
sc:.. .►
ax
_.:.:.....:
g
EBMUD R/W from Bailey Road, looking East side of Bailey Road, looking north from
northwest Canal Road
Page 22 O
would require construction of a fence
between the channel and the Trail to
w keep users away from the open water.
Analysis
The Delta-DeAnza Trail along Willow
Pass Road West, Highway 4 and
through West Pittsburgg appears pos
'U.
sible and feasible with the exception of
problems at the Willow Pass bride the
Willow Pass/Highway 4 interchange,
and the undercrossing. Minor problems
exist along Willow Pass Road West from
the Canal north to the limit of residen-
tial development (sidewalks), along
North side of Canal Road, looking east from Bailey Road (sidewalks), and along
Bailey Road Canal Road (limited space and signs).
An uninterrupted route for equestrian
use is not possible, owing to the prob-
lems and obstructions just mentioned.
s ,
..Ems. _ ,a.X+tm."".,a:' �A "`•.>hV.'
r =
The principle objection to this Delta-
DeAnza alignment is that it does not
provide a direct link with the other
major trail proposed for the area—
EBRPD's "Iron Horse" Trail.
REGIONAL CONNEC'TORI
r.
. :. FEEDERS (2,3,4)
Y"r.
Three principle regional connector)
South entrance to crossing under Highway 4, feeder routes were considered:
looking north from Memorial Way
(2) The Contra Costa Canal Trail Ex-
Once on the south side of Highway 4,
tension, reaching north from the Willow the Delta-DeAnza Trail could cross into pass Road West/Highway 4 interchange
slang the Contra Costa Canal to Port
the corner of Ambrose Park where it
joins with the Contra Costa Canal RlW, Chicago Highway, north along PortChicago to the Contra Costa Canal, east
and continue along the Canal as a Class along the Canal RJW to approximately
I route to the end of Phase 2 (1L). Trail Driftwood Drive (West Pittsburg), then
development within the Canal RAV along the EBMUD R/W to the intersec-
Page 23
tion of Willow Pass Road East/Port
Chicago Highway, thus forming a large D
northerly loop connected at both ends
with the Delta- DeAnza Trail.
A connection must be made between the
.. .._.yam..:..:......�'.. ..'
Delta-DeAnza Trail on the benched-out
bank along Highway 4, along a short
segment to Evora Road, then along
Evora to the end where it butts into the
side of the Contra Costa Canal (M. n
The segment along Evora is easily
developed as Class I.
A good Class I route is possible along '
the east side of the Canal, requiring
only grading for the path and fencing Sussex Street, looking west to intersection with
along one edge between the open water Port Chicago Highway
channel and.the path for security (2B).
The route proceeds north to approxi-
mately Sussex Street in Clyde. Here, a
way must be found (probably a bridge)
to cross over the Canal to bring the trail -.s..;
to an existing fenced access that chases
down the Canal bank and joins with q? `
Sussex 2C From Sussex to Port
Chicago Highway, a Class II is possible E. .x
but notarticular) good due to existing
P Yg g '
of
sidewalks on both sides of the street
(2D).
11
0.0
:y
�.�:'bu4!':o.e.;•it :�^'!':.`.. .. ... ..... ...TT.^�.".... ..�.�.i O
::. -: ,,_.:,......::... :<-._ .::<: : .. . .:::.-�......�......., R looking rt from
....................:':'..;::'...,...:. �': Contra Costa Canal ./W, 1 'ng no h
end of Evora Road
The trail proceeds south along Port
Chicago Highway as a Class I to link
with other regional connectors at the
"�`"'=� ' �� •:;, �'� Port Chicago/Arnold Industrial Way
intersection (2E) and north along Port
............
........ .. . ......... .:...":.':
Chicago as a Class I route on the east
Looking east from Sussex at fenced-off access up side of the road to where Port Chicago
bank to Contra Costa Canal intersects with the EBMUD RAV (2F),
Page 24 O
along the R/W to where it is adjacent to Pacifica Park, leaving water pipes ex-
the Contra Costa Canal and continues posed which bridge the defile. The
east within the Canal R/W as a Class I slopes, while steep, are negotiable for
route (again requiring a fence to main- bikes, pedestrians and horses (2I).
tain separation of trail and open chan-
nel) (2G) to Driftwood Drive where the Analysis
route shifts back onto the EBMUD R/W
(pipes are buried, no open water), utiliz- An equestrian path can be developed
ing the existing gravel service road as a along side the Class I or II trail for the
base for paving, back to the intersection entire Contra Costa Canal Extension
at Willow Pass Road East (2H). loop with the exception of the segment
along Sussex, where, if anything, horses
In one area within the EBMUD R/W, must share the path with pedestrians
the corridor slopes sharply downward to and bikes.
Riverside Drive and back up again to
A serious problem may exist in attempt-
ing to use the Canal R/W across the
Navy's "blast zone". The Navy may not
allow trail development of any kind in
order to maintain security and safety.
(3) The connector trail from the end of
A A Willow Pass/Highway 4/Evora Road
interchange west along the north edge
of-
. f-
. of Highway 4 (utilizing t he right
..:..... ...... ............. s.. .:.,"......
way) to Port Chicago Highway, then
continuing west along Arnold Industrial
Way, linking with the Iron Horse
Trail.
NWS entrance at Port Chicago Highway,
looking south tit The fence at the end of Evora Road
must be opened, and permission would
be required from the State to use the
Highway 4 right-of-way in order to
construct a Class I route, since the two
major ownerships along this segment
are the US Navy and the Diablo Creek
Golf Course, neither of which would
allow a trail on its land (3A). The
:...... ....... .. .::.. 2.
cross ing of Port Chicago Highway in
order to access Arnold Industrial Way
w�e•s;- :: would require a pedestrian crossing and
•, - n:`s sign alization (3B).
EBMUD R/W near Pacifica Park, looking A paved 8-foot path exists along most of
�. northwest
Page 25
the south.side of the Arnold segment State Highway 4 right- of-way, and the
from Port Chicago Highway to the corridor which is rather monotonous
EBMUD RAW and would be suitable as and not particularly scenic, especially
a Class II route. (The path needs resur- for a regional trail. Also, equestrian use
facing) (3C). Sidewalks exist for a short would be very limited, if available at all.
segment along Arnold from the R/W
east, necessitating a Class II route, (4) The regional connector from the
where, once again, it joins with an Willow Pass Road East/Port Chicago
existing paved path along the south side Highway/EBMUD RAW intersection in
to Alice Way (3D). From there, the West Pittsburg (IG), north along Port
Class II route could proceed along the Chicago Highway to McAvoy Harbor,
north side of Arnold to Solano Way, affording a potential trail segment
providing existing regulatory signs and leading east from McAvoy along the
utility poles could be relocated to permit Sacramento Northern Railway(Union
adequate trail space (M. The remain- Pacific) right-of-way.
ing short segment from Solano east to
the Walnut Creek Channel is easily Sidewalks exist on both sides of Port
developed as a Class II route (3F). Chicago Highway up to Pacifica Avenue,
making a Class II route possible but not
easily developed (4A). A Class I route is
easily developable from Pacifica north to
the railroad, along the east side of the
+ roadway (4B).
Analysis
.....
yis route could e an important con
nec tor to the north, particularly because
y.
O its
r
f' link to McAvoy Harbor on Suisun
Bay and its link with the possible east-
p west railroad right-of- way trail. (Tracks
are to be abandoned sometime in the
future).
Equestrian use is probably not possible
North side of Arnold Industrial Way, along Port Chicago Highway, due
looking east mainly to the space problem from the
intersection north to Pacifica Avenue.
Analysis However, a staging area may be devel-
The main problems with this route are oped sometime in the future in the
the number of street crossings required, vicinity of McAvoy, affording access to
the close proximity of trail to heavy the east-west railroad route.
freeway or urban street traffic, the
problem with securing usage of the
Page 26
LOCAL CONNECTOR/FEEDERS add to the problems of developing suc-
(5969798) cessful local trails. Even so, these seem
to be the only possibilities in the area.
Numerous alternates were identified as
having some potential as locally-devel- In the second area of West Pittsburg,
oped trails, most of which are clustered the route with the most potential is a
in two areas: the area bounded by Wal- Class I along either side of Evora Road
nut Creek Channel, Highway 4, High- from Mota Drive east to the proposed
way 242, and Solano Way in Concord; church/school development, then along
and the area bounded by Mota Drive, the east edge of the church/school down
EBMUD, and Evora Road in West a rather steep grade to link with the
Pittsburg. Delta-DeAnza Trail along Highway 4
(6A). Equestrian use would be possible
In the first area, an important connec- for the entire length.
tion is required at the north end of the
existing segment of paved trail within From the Mota/Evora intersection, a
i the EBMUD R/W along the west side of Class II is possible down-grade along
Highway 242 (5A). From this point, a Mota, then up a steep grade along a
Class III is possible along Olivera Road, benched-out side slope and along the
then looping north around the drive-in west edge of existing residential to near
theater as a Class II route (5B), then the EBMUD R/W where the trail must
east along Arnold Industrial Way and wind down a steep grade and cross the
across Solano Way to the Walnut Creek Canal to join with the regional connec-
Channel as a Class II route (50. for within the R/W, all of which is pos-
sible as a Class I route with an adjacent
Another potential local route is from the equestrian path (6B).
north end of the EBMUD R/W along
Olivera for a short distance, then south Another potential connector continues
along Grant Street to the Clayton Val- north along Mota Drive as a Class II
ley Drain which traverses the south (sidewalks on both sides) to the inter-
edge of Hillcrest Park, all a possible section with the Contra Costa Canal
Class II route. A Class I route could be (7A) from where it could branch in both
developed east along the Drain and directions along the Canal as a Class I
across Solano Way, to link with the ' route,joining at the north end with the
"Iron Horse" Trail at the Channel (W. EBMUD R/W regional connector and
the route just described above (7B).
Analysis The branch to the south along the Canal
could join with an existing privately-
Most of the problems with these alter- developed paved Canal path at Pomo
nate routes stem from having to negoti- which extends this local loop all the way
ate residential streets and existing to Evora Road/Camino Andres (70.
sidewalks which make bicycle travel
difficult and unsafe. Numerous street A connection is possible along Camino
crossings and the necessity of jumping Andres over to the EBMUD R/W/Port
from one side of the street to the other Chicago intersection, principally as a
Page 27
Class II.route along the south edge of low Pass Community Park, to join with a
Andres (7D). (Andres will be cut off in the Contra Costa Canal Extension at
the future by the interchange redevelop- the Willow Pass Road West/East
ment). Olivera intersection. Most of the route
can be Class I along the east side of the
Yet another Class II local loop is pos- street (9A) with Class II (necessitated fl
sible along Riverside Drive from the by existing side- walks) from Port Chi-
Canal to the EBMUD R/W (7E). cago to about Wexford (9B).
A Class I local connector could easily be Analysis
developed north along the drainage
ditch on the west side of Riverview The Olivera Road connector could be-
School to link Pacifica Avenue and the come an important link between Port
neighborhood north with the regional Chicago Highway and Willow Pass Road n
connector in the EBMUD R/W (8A). West and should, if possible, be locally- u
developed.
Analysis
It is evident that any, but not all, of
these local routes may be developed, Q
principally to serve as feeders and 1�
through-routes within the residential
area. Owing to most of the route's
"choppiness" (short segments of differ-
ent classes of trail), many street cross-
ings, and limited space at street sides,
selected routes which appear to have
the most merit are:
• Mota, along Evora to the church/
school, to Delta-DeAnza Trail (6A).
• Mota-residential area-EBMUD R/W
(6B).
• From the end of the existing trail,
along Andres to EBMUD R/W (7D).
• Riverside Drive from the Canal to
EBMUD R/W (7E).
Another potential local route is along
Olivera Road and East Olivera Road
from the existing Class I trail at Port
Chicago Highway southeast, past Wil-
Page 28
PREFERRED
design should be cognizant of the ter-
ALTERNATES: rain through which the trail is laid out,
plant materials which are suitable in
REGIONAL AND terms of habitat and aesthetics, and the .
LOCAL TRAILS fact that any new plantings (trees,
shrubs, groundcovers) will require some
form of irrigation (hence, the question of
water sources, water cost, and the cost
of irrigation system installation and
INTRODUCTION maintenance).
This "Preferred Alternates" section Motorcycles and other off-road vehicles
constitutes a consensus for the best— have always been a problem to the
most functional, aesthetically pleasing, extent that they are not compatible with
cost-effective—regional and local trail the character and intent of non-vehicu-
routes and shows and describes the lar recreation trails. With the variety of
critical ingredients that form a compre- motorcycles in use today, it is virtually
hensive trails plan which will ensure a impossible to absolutely prevent access
positive experience for the trail user and and intrusion. Nearly everywhere a
which will enable the County, in coop- hiker or bicyclist can gain access, a
eration with EBRPD, to carry out the motorcycle can also. Designs have been
intent of the plan in an orderly manner. developed by EBRPD (and contained in
its Standards Manual) which, placed at
In the "Analysis of Trail Route Alter- trailheads, staging areas, and intersec-
nates Considered" section, the emphasis tions have effectively prevented vehicu-
has been on a description and evalua- lar use. Even though EBRPD has expe-
tion of all potential trail routes in the rienced relatively few problems on its
system. "Preferred Alternates: Regional regional trails, the motorcycle/off-road
and Local Trails" (Fig. 5), presents an vehicle problem cannot be ignored and
overview of all preferred trail routes; remains basically a matter of providing
and "Analysis of Preferred Alternates: appropriate regulatory signage, surveil-
Regional and Local Trails" (Figs 6-8), lance, and policing.
shows and explains in greater detail the
' preferred regional and local trails. It is ANALYSIS OF PREFERRED
helpful to compare these illustrations ALTERNATES
with"Trail Alternates Considered" (Fig.
4), in order to understand how the trail A synopsis of notes and descriptions of
system has evolved—which routes were regional and local routes appearing on
added, which eliminated, and which the large wall map (described under
modified in terms of trail type and "Analysis of Trail Routes Considered",
alignment. above) follows, with analysis and ratio-
nale for routing, explanation of prob-
Planting improvements are not dis- lems encountered, and any special
cussed in detail in this Study. The only considerations for development. Letters
guidance offered here is that planting key descriptions below to the various
Page 29
route segments shown on Figures 6-8: DeAnza Trail north of the freeway to
that on the south. The culvert ends on
A. Access and space are good all along the south side against the EBMUD
the Walnut Creek Channel for Iron R/W, a trail along which can be ex-
Horse Trail development. Some prob- tended south to link up with the exist-
lems exist at the Imhoff Drive bridge ing local trail at Olivera Road. The
where users must leave the Channel Delta-DeAnza trail would cross the
and go up over the street and back down Olivera on-ramp via an existing culvert
to the Channel. undercrossing and extend east-west
along Olivera as Class II with a Class I
B. The reach along Arnold Industrial trail through the edge of Hillcrest Park.
Way between the Walnut Creek Chan-
nel and Willow Pass West/Highway 242 E. A good local Class I route exists all
is a potential local connector/feeder along Port Chicago Highway from
route. A Class I route is possible: 1) Salvio to the interchange with Highway
from the Channel to Solano Way along 4. However, this trail will be removed
the north side of the street, 2) from in large part by the future construction a
Solano Way to Mary Alice Way on the of BART trackage. An opportunity
north side pending relocation of signs exists for BART, as part of its track and
and some utility poles, 3) along the station alignment and improvements, to
south side of the street from Alice to the provide for re-establishment of the
EBMUD R/W where an 8-foot asphalt Class I trail. The Class I reverts to
concrete path exists, up to near the R/W Class II at the Port Chicago/Highway 4
where existing sidewalk would require on-ramp and ends, necessitating some
conversion to an 8-foot path, and 4) from way of crossing the complicated inter-
EBMUD along the south side, again change. Pedestrian access through the Q
along an existing paved path (which interchange is possible, providing users
should be resurfaced) to near Port Chi- "jump" ramps; bicycle access is more
cago Highway where, again, existing difficult, and equestrian access is not
sidewalk would require conversion to an possible.
8-foot path.
F. There is potential for a future re-
C. Access to and space along the north gional connector essentially paralleling
side of the Clayton Valley Drain appear a proposed future east-west road which
adequate and will constitute the west is indicated on the City of Concord
end of the Delta-DeAnza Trail. This General Plan. The trail would access
alignment seems to impact residential marshland and open space. Permission O
neighborhoods least. A staging area at to cross Navy land would be required.
the Iron Horse/Delta-DeAnza junction
affords access for horses and a choice for G. The segment along Contra Costa
users to proceed north-south or east. Canal/Mt. Diablo Creek/EBMUD R/W
appears to be the most desirable main
D. A large concrete box culvert exists regional route. Even though it is longer,
under Highway 4 which will provide it is more scenic and varied and can
very good access to link the Delta- support a continuous Class I and eques-
Page 30
' trian trail than can the straighter, tation with County Service District M-
shorter alignment from the end of Evora 16. A staging area permits equestrian
Road along Highway 4 and Arnold access and a choice for users to access
Industrial Way. The critical aspect will north-south or east-west segments.
be in securing permission and fencing
iaccess across private land along Mt. A potential alternate regional link from
Diablo Creek, and to some extent, the Canal across Navy land and along
north-south along the EBMUD R/W. Medburn to Port Chicago Highway
exists should a portion of Navy land
H. The potential local connector along become available in the future.
Port Chicago Highway could become an
interim segment in the regional trail The Navy is in the process of redesign-
should the link from Contra Costa ing its NWS entrance, and the preferred
Canal through Clyde be a problem or be alternate for access will be separate
delayed. In any event, the trail should vehicle and railroad overpasses over
be developed in order to continue a Port Chicago Highway with a new
1 route from Port Chicago Highway/ parking area and structures on the east
BART through the interchange, linking side of the street.
with the Delta-DeAnza Trail at Mt.
Diablo Creek. There is ample space J. Good Regional Class I and eques-
along the east side of Port Chicago to trian access exists along the east side of
develop a Class I trail. the Canal. Delta-DeAnza Trail develop-
ment would require a fence between the
I. It appears that the best trail and the open channel for security
implementable link from the Contra and the cooperation of both the Navy
Costa Canal to Port Chicago Highway and the Contra Costa Water District. A
and along Mt. Diablo Creek is through small staging area will provide access
the southerly end of Clyde along Sussex. near the junction of the Contra Costa
A fenced-off up-bank access to the Canal Canal Extension and Delta-DeAnza
exists at the upper (east) end of Sussex, Trails.
permitting a Class II trail to be ex-
tended along the street out to Port K. The segment from the end of Evora
Chicago. The segment along Sussex will Road to Port Chicago Highway is a
not be easy to develop due to space potential local connector/feeder route or
limitations and several street crossings. potential regional alternate should
From Sussex/Port Chicago, a Class II linkages and segments along Mt. Diablo
trail is possible south to link up with Creek and EBMUD R/W not become
the Mt. Diablo Creek segment near the available. Visual examination indicates
NWS entrance. Upon review, however, a feasible Class I route, providing per-
` a preferred routing cannot be identified mission is granted from the State for
at this time, and since it appears that access along Highway 4 R/W.
this segment will be scheduled for a
later phase, the preferred alignment L. A potential local connector/feeder
will be reviewed again in the future. exists along East Olivers Road, linking
The final choice will be made in consul- the Port Chicago Highway Class I route
Page 31
� a
to the Contra Costa Canal Extension. a 2-foot pedestrian walkway is available
Access is not good from Port Chicago over the bridge along the west side. A
Highway to about Wexford Drive due to future grant may be available to
sidewalks on both sides of the street, EBRPD which would permit construc-
necessitating a Class II trail. A Class II tion of a cantilever hike/bike (and possi-
is implementable from Wexford to Wil- bly equestrian) walkway which would
low Pass Road West along the east side take pedestrians and riders safely from
of the street except for a segment just one side of the bridge to the other.
south of Willow Pass Community Park
where some roadside grade problems P. The interchange is currently being
exist. redesigned; and so the method of link-
age is not known at this time. It will be
M. It is possible to establish the seg- important to coordinate the needs of the
ment from the end of the existing trail alignment with engineering design a
EBRPD trail as a Class II Contra Costa to effect an efficient, safe through route.
Canal Extension. Problems exist with The route from the interchange north to
respect to existing sidewalks on both Evora Road and west along Evora to
sides of the street and limited space the Canal is easily developable as a
available for a trail for much of its Class II trail.
length.
The Delta-DeAnza Trail along Highway
N. Potential exists for the purchase or 4 from Willow Pass West to Willow Pass
lease of a strip of land from the Navy East will be developed along a bench
and the use of part of the Contra Costa which has been graded out above and
Canal R/W in order to establish an parallel with the north edge of freeway
alternate route around the residential pavement. Alignment and slopes have
neighborhood, which appears to be more been established as part of the Highway
desirablethan the route along busy 4 improvement project.
Willow Pass Road West. This route
would also make it possible for continu- Q. The "Contra Costa Canal Trail" was
ous,equestrian use all along the Contra originally indicated by EBRPD to utilize n
Costa Canal Extension Trail. the EBMUD R/W. However, it is im-
probable that this segment will be
G. The segment along Willow Pass allowed to cross Navy"blast zone"land.
Road West affords developable Class I. The same problem exists for a route
Equestrian use depends on space avail- along the Contra Costa Canal, but the
able between pavement edge and fence Canal route appears more desirable
and may require relocating the existing even though proposed as a potential
fence inward by 4 to 5 feet to accommo- regional connector.
date a separate equestrian trail; other-
wise, horses may have to share the R. The potential for a Class I local
same trail with pedestrians. Some connector exists along the east edge of
rather steep grades exist, but should be residential development. The trail
negotiable by bicycles and horses. A would require benching out on the side
major access problem exists where only hill along the southerly portion and a
Page 32 D
1
' steep down grade to Mota Drive. The good, easily-developed Class I route,
segment along Mota to Evora does not making use of an existing gravel road
afford easy access due to existing side- along the corridor as a regional, or
walks on both sides of the street and a perhaps local connector. In addition, a
steep up-grade to Evora, but Class II is local connector, Class I, can be imple-
probably developable. A possible alter- mented from EBMUD north along an
nate would be to route the trail through existing drain channel to Pacifica Av-
the dedicated open space to Evora Road. enue, thus affording access to the Re-
At the northerly end, the trail can cross gional trail from Shore Acres School and
the EBMUD R/W on a future bridge to surrounding neighborhood.
connect with Driftwood Drive, assuming
provisions are made for a trail in the V. A new interchange is being planned
Driftwood bridge design. An alternate which will afford an opportunity to
and/or connector is possible via steep include the Delta-DeAnza Trail along
down-grade to regional trail within the the north edge of the interchange, on
EBMUD R/W. Willow Pass Road East, to the intersec-
tion of the EBMUD R/W, thus continu-
S. A Class II route is easily imple- ing the Contra Costa Canal Extension
mented along either side of Evora Road Trail. The intersection at Willow Pass/
(preferably the north side) in order to EBMUD is a problem, although a pedes-
effect a local loop connecting with Mota trian signal exists. A better means
Drive and traversing the proposed must be studied to allow safe, easy
church/school development along its passage of pedestrians and bicyclists to
edge to the Delta-DeAnza Trail. Much cross the intersection. A staging area
of the church/school link will be steep will afford a "jump-off' for users to
down-grade, acceptable for hikers but choose loops or segments north-south or
difficult for bicyclists. east-west.
' T. The segment north along Driftwood W. From the EBMUD R/W north along
Drive and east along Port Chicago Port Chicago Highway to near McAvoy
' Highway could constitute a local connec- Harbor, then east along the Sacramento
for/feeder. Since it is improbable that Northern Railway R/W (Union Pacific)
the EBMUD R/W to the south would not comprises a potential regional connec-
be available, this route could not accu- tor/loop. Sidewalks exist on both sides
rately be called an alternate. Class I of Port Chicago up to Pacifica Avenue,
access is available along Driftwood, making a Class II route possible (but
1 though portions have existing sidewalks not easily developed), providing parking
along one or both sides, and the grade is removed from both sides of the street.
differential from pavement edge to fence A Class I trail is easily developable from
is such that grading for a trail might be Pacifica north to the railroad along the
difficult. Class II is developable east east side of the street. The Sacramento
along Port Chicago Highway. Northern tracks are scheduled to be
abandoned (and removed?)in the fu-
U. The EBMUD R/W from Port Chicago ture, affording an opportunity to de-
Highway to Driftwood Drive affords a velop a Class I trail east, near the Bay
Page 33
edge. A proposal for an overcrossing was
considered by the team, but it also
X. A local privately-developed 8-foot appears too costly; moreover, the space
paved path exists outside the Canal R/ required on either end for on-off ramps
W and connects Pomo Drive with would extend well into the school on one
Camino Andres. Andres will be cut off side and Ambrose Park on the other.
(will no longer connect with Evora
Road) when the new interchange is Other proposals have included 1) utiliz-
constructed; thus, Andres can serve as ing Bailey south to Maylard, then along O
an extension of the existing canal path Maylard and Broadway into Ambrose
and as a local connector to the Willow Park, but neither Broadway nor O
Pass/Port Chicago/EBMUD R/W inter- Maylard have sufficient right-of-way or
section. Space along Andres is suitable sidewalk space to provide for a suitable
for a Class II trail, although it would trail, 2) BART's maintenance to and a
benefit development if fencing along the across Bailey, providing the access
south side could be set back. To com- works in conjunction with the proposed
plete the local loop, a Class II trail can interchange on-off ramps. (BART is O
be developed from the north end of the currently considering its station and
canal path along Riverside Drive to the access point and no plan has been estab-
EBMUD R/W. lished), and 3) a possible short alternate
connector from the EBMUD R/W south
Y. The EBMUD R/W from Bailey Road through existing development to Mims,
to Willow Pass Road East is easily east along Mims, then south to the
developable as a Class I trail, thus realigned Canal Road and back to Bai-
extending the Delta-DeAnza Trail ley, thus avoiding some of the heavy
through much of West Pittsburg. traffic and sidewalk problems on Bailey
Road.
Z., It was originally thought that the a
Delta-DeAnza Trail could proceed from It is critical that a suitable way is found
the EBMUD R/W south along Bailey to continue the Delta-DeAnza Trail
Road, then east along Canal Road and north-south across Highway 4. This a
cross the Highway 4 freeway via an Study will probably be completed before
existing undercrossing. The final decisions are made about the
undercrossing presents certain security, Bailey/Highway 4/BART interchange;
safety, and clearance problems, but it and so the most available, though not
was assumed that it could be rehabili- necessarily the most suitable, route
tated along with Highway 4 improve- appears to be along the west side of
ments by eliminating the steps on the Bailey Road where only a 5-foot wide
north side and making the concrete box walk exists. (It is proposed that this
large and open enough for suitable walk be widened to 8-10 feet). The
passage. This has proved to be too Class II route would have to cross Bai-
costly an undertaking, according to the ley, requiring signalization, then along
highway design team, due to a substan- the north side of Leland Road where a
tial width and length increase in order sidewalk exists and limited space is
to accommodate the improved freeway. available. The Trail could proceed
Page 34
i
' across vacant land (ownership?) via a link with the proposed "Iron Horse"
P P P
steep down-grade to the Contra Costa Trail (Fig. 5).
Canal from where it could be easily
developed east as Class I. This routing not only provides a direct
link with the "Iron Horse" Trail but is
Unfortunately, there appears to be no much more in keeping with the guide-
safe, suitable way to get equestrians lines for regional trails ("Regional Trail
from one side of the freeway to the Planning Approach")—a longer route
other; horses cannot access either Bai- through more natural landscape, pro-
ley or Leland. Therefore, a continuous viding for equestrian use throughout
equestrian trail along the Delta-DeAnza most of its length.
corridor is disrupted at this point. Stag-
ing areas at the EBMUD/Bailey Road Staging areas provide convenient access
intersection and in Ambrose Park (con- to the Delta-DeAnza Trail and afford
nected to the Canal) will permit rider to users the choice of either short or long
access the Trail on either side of the routes or loops. They are proposed at: 1)
freeway. a small County-owned parcel between
the SP Railroad and Walnut Creek
Channel at the intersection of Delta-
SUMMARY.-DELTA-DeANZA AND DeAnza and "Iron Horse" Trails; 2) on
CONTRA COSTA CANAL EXTEN- Mt. Diablo Creek near Clyde and the
SION TRAILS NWS entrance; 3) at the junction of
Evora Road and the Contra Costa Ca-
The major change from "Alternates nal; 4) at Port Chicago Highway/Willow
Considered" to "Preferred Alternates" Pass Road East/EBMUD R/W intersec-
has been the rerouting/redesignation of tion in West Pittsburg; 5) at the
the Delta-DeAnza Trail and the Contra EBMUD/Bailey intersection; and 6) in
' Costa Canal Extension Trail: Ambrose Park (south of Highway 4,
near the end of Phase 2).
• "Preferred Alternates" shows the
' Delta-DeAnza Trail extending, as a Instead of being part of the Delta-
single uninterrupted regional trail, from DeAnza Trail, the Contra Costa Canal
its connection with the "Iron Horse" Extension Trail is designated as being
' Trail at the Walnut Creek Channel all along Willow Pass Road West, connect-
the way east to West Pittsburg, re-routed ing the end of the existing Canal Trail
to cross Highway 4,utilizing Bailey and with the Delta- DeAnza Trail at the
Leland Roads to the limit of Phase 2. Willow Pass Road West/Highway 4
The segment along Willow Pass Road interchange (Fig. 5).
West has been dropped from the Delta-
DeAnza alignment, with the Delta- SUMMARY:REGIONAL, LOCAL,
DeAnza Trail being routed along the AND BART CONNECTORS/
Contra Costa Canal, through Clyde, FEEDERS
back along the EBMUD R/W (under
State Highway 4) and then along Again, comparing routes shown on
Olivera and the Clayton Valley Drain to "Alternates Considered" (Fig. 4) with
Page 35
"Preferred Alternates" (Fig. 5)indicates along Leland Road, then crossing vacant
a consensus for: land north to link up with the Contra
Costa Canal, due to the improbability of
Regional being able to redevelop the existing
undercrossing or construct an
• A connector from Clyde along the overcrossing on Highway 4 because of
Contra Costa Canal east to the intersec- cost. While possible to develop, the
tion of Pacifica Avenue and Driftwood route is not particularly good owing to D
Drive in West Pittsburg. From this sidewalks on both sides of Bailey and
point, continuance east is along the Leland.
EBMUD R/W to the Port Chicago/Wil- Q
low Pass Road East intersection. This Local
segment has been designated as either
regional or local, depending on whether • A major local connector along High- a
the route along the Canal through the way 4 and Arnold Industrial Way from
Navy"blast zone" can be developed. If the end of Evora Road east to link with
the regional Canal trail is possible, the the "Iron Horse" Trail at Walnut Creek a
segment along the EBMUD R/W should Channel. (Under"Alternates Consid-
be designated regional, a logical con- ered" this was designated a regional
tinuance of the Canal trail. If the re- connector, not local). Because it often
gional Canal trail cannot be accom- parallels the Delta-DeAnza Trail or co-
plished,it would then make sense to functions as an east-west route, this
locally develop the EBMUD segment as local trail is deemed low priority.
a connector to the other local trails
along Driftwood Drive, Riverside Drive, • A local connector along Olivera and
and Evora Road. East Olivera Road in Concord is deemed
necessary and of relatively high priority
• A route along Port Chicago Highway, in order to link Port Chicago Highway D
north from the intersection with Willow to the Contra Costa Canal Extension
Pass Road East, to McAvoy Harbor. Trail.
Since equestrian use in not possible a
along this segment, a staging area is A route north along Driftwood Drive
proposed at its link with the potential and east along Port Chicago Highway to
route along the Sacramento Northern link up with the regional connector near O
Railway right-of-way which would McAvoy Harbor and the potential re-
accommodate horseback riders. The gional route along the Sacramento
north-south Port Chicago connector is Northern Railway. This route should be D
important in linking McAvoy Harbor developed after the proposed bridge over
with the system and securing a basis for the EBMUD R/W and the Canal is built.
trail continuation east along the rail-
road and should be one of the higher Local routes as shown in Figures 5
priority regional routes. and 6-8 in the vicinity of Port Chicago
Highway/Evora Road/Pacifica Avenue.
• A re-routing of the Delta-DeAnza Of particular importance will be the
Trail south along Bailey Road, east alignment from Driftwood south along
Page 36 D
' the east side of the residential area to sible to the existing alignment.
Mota Drive, along Mota to Evora Road,
along Evora to the Church/School, then Similarly, BART should provide at least
south to link with the Delta-DeAnza Class I linkage to the Delta-DeAnza
Trail along Highway 4. A possible Trail from its West Pittsburg station to,
alternate is shown from the residential and possibly north-south along Bailey
area directly south to Evora Road along Road.
the side hill, through existing desig-
nated open space. MAINTENANCE STANDARDS
BART Trail maintenance is perhaps as impor-
tant as development. In fact, it might
BART (Bay Area Rapid Transit District) be said that unless proper maintenance
is currently planning a rail route exten- is performed, funds for design and
sion from the Concord station north, development may as well never have
roughly along Port Chicago Highway, to been spent.
' State Highway 4, then east along High-
way 4 to West Pittsburg and beyond. The single most critical factor will be
long-term funding for maintenance
' New passenger stations and parking operations. All too often money is made
areas are proposed: 1)in Concord at available for development with little
what is now the BART "Park `n Ride"lot planning for continued maintenance
along Port Chicago Highway, and 2)in needs.
West Pittsburg near the Highway 4/
Bailey Road interchange. It will be the responsibility of the juris-
dictional agency to provide timely and
Not only are greater numbers of BART efficient maintenance of trails, includ-
passengers desirous of walking or bicy- ing erosion control; erosion repair;
cling to BART stations, it is in the restoration of damaged planting, pav-
public interest to encourage such trans- ing, amenities, and drainage items;
' portation modes where possible to help clearing of vegetation and debris for fire
reduce motor vehicle congestion. Thus, prevention and safety, etc.
BART should be urged to join in the
effort to develop trails in the project It is anticipated that EBRPD will main-
area. tain both the Delta-DeAnza Trail and
Contra Costa Canal Extension Trail.
It is likely that most of the existing EBRPD has considerable experience in
Class.I route along Port Chicago High- maintenance (currently taking care of
way in Concord will be torn out in order nearly 60 miles of trail in Contra Costa
to accommodate new trackage. Because County), and should continue to apply
it is an important and heavily used trail at least the same standards of care.
through central Concord, it is urged
' that BART include in its planning Estimated maintenance costs are detailed
efforts provision for replacement/recon- below under"Fiscal Impacts of Preferred
struction of this route as close as pos- Delta-DeAnza Route Alignment".
' Page 37
a
IMPACTS Positive impacts are identified in:
Aside from funding for development and • Preserving important corridors, open
maintenance, the main problems identi- space, and natural areas for public use.
fied are:
• Providing an important recreation
• Possible encroachment on private resource.
property by trail users.
• Providing linkages for non-vehicular
• Public safety and law enforcement. modes of movement, thereby reducing
traffic congestion, noise, and pollution.
• Increased liability of the jurisdic-
tional agency. Providing access to hitherto unavail-
able landscapes and natural areas. a
• Appropriate access to and within
staging areas, and control of parking In summary, it is probable that develop-
and noise. ment of the Delta-DeAnza Trail and the D
regional and local trail network will
• Prevention and control of motorcycle have very little, if any, adverse effect on
and off-road vehicle use. either the social or natural environ-
ment. On the contrary, positive impacts
• Safe crossing and negotiation of appear to outweigh any of the negative
bridges, interchanges, undercrossings, ones.
intersections.
• Use of the lands of other agencies.
Possible adverse impacts related to
trail development are:
• Temporary disruption of natural
areas during trail construction.
• Minor disruption of wildlife habitat. a
• Providing means (trails) by which
users may abuse corridors or adjacent D
private lands.
• It is anticipated that peak use de-
mand will be on weekends, holidays,
and during summer months, possibly
creating or contributing, in a minor
way, to additional noise and dust, par-
ticularly during these periods. n
Page 38
G
FISCAL IMPACTS OF that can realistically be expected to
' PREFERRED DELTA- finance the trail system.
DeANZA RO UTE Sensitivity to Changing
ALIGNMENT Circumstances
The ultimate financing plan will require
' participation by a number of local gov-
ernmental agencies, including the City
FUNDING OPPORTUNITIES of Concord, Contra Costa County,
Ambrose Recreation and Park District,
It is probable that sufficient funds are and the East Bay Regional Park Dis-
not available to assure an immediate trict. An attitude of cooperation among
' implementation of the entire Delta- these agencies must be preserved for
DeAnza and Contra Costa Canal Exten- several years in the future.
sion Trail system. Accordingly, a fi-
nancing strategy is presented that Accordingly, every attempt must be
would permit the system to be devel- made to be sensitive to changing budget
' oped over a reasonable period of time priorities among the cooperating juris-
and which that rests on three funda- dictions, while, at the same time, main-
mental principles: taining flexibility to take advantage of
external sources of financing (e.g., a
Realistic Priorities successful State park bond program)
that may occur over the time that the
Funding is phased in the same manner system is being implemented.
that trail development is phased. This
assures that early phases are developed Funding opportunities and alternative
from fiscal sources that are most as- sources are listed here, generally in the
sured. Additional (later) phases may be order of relative certainty:
financed from sources that can be iden-
tified by name. A precise prediction is Development conditions of approval,
not available as to the year in which trail dedication requirements, and
these alternative sources of financing development impact fees have not been
' would be available. identified as a source of financing for
the early(primary) phases. The trail
Full Range of Options system serves an existing population
which is virtually built out and not
When sources of financing for each development oriented. However, re-
phase are evaluated, consideration has gional alternates or local trails in
been given to all sources that are cur- newly-developing areas may be candi-
rently being used to finance trails. dates for financing from development-
Sources that are summarized below related sources.
represent a choice from among the
broader range of alternatives. The U.S. Navy Mitigation Funds are
intent is to present a series of sources assured but remain subject to Contra
rPage 39
Costa County's budget process. A real- "Acquisition", as it applies to most of the a
istic assumption has been made (noted system, could most accurately be de-
below) about the availability of funds scribed as the acquisition of trail- use D
applicable to the trail system. rights by the developing agency from
the easement/right-of-way holder, D
• Measure AA Funds, including both a namely East Bay Municipal Utilities
Cooperative Grant Program and fund- District and Contra Costa Water Dis-
ing directly appropriated by EBRPD is trict. "Acquisition" may be in form of a
assured. These sources are subject to license agreement granting permission
both local priority-setting (i.e., the to develop, maintain, and operate cer-
Cooperative Grant) and to the budget- tain trail segments.
in-process of EBRPD.
However, it is also anticipated that
• Transportation Development Act outright land acquisition may be re- a
(TDA) and the Bicycle Lane Account quired for two trail segments: 1) along
(BLA) are assured sources of financing, Mt. Diablo Creek from the EBMUD R/W
available in part for trail development. to the Port Chicago Highway, and 2) the a
Both are subject to competitive alloca- short segment from Leland Road north
tion. to link with the trail along the Contra
Costa Canal near Ambrose Park. a
• Contra Costa County Measure C,
Local Options Sales Tax, is also an DEVELOPMENT.BASIS OF COSTS
assured source but is also subject to
competitive allocation. This sub-section includes Table 1 which
presents estimated unit costs for each
• General Fund appropriations from the Class of trail as well as for amenities
County, the City of Concord, and cooper- such as signs, fences, staging areas, etc.
ating special districts is a possible These costs are inserted as multipliers
financing source but is subject to the in order to develop total estimated costs
budget process of the each local jurisdic- for the various trail route phases in
tion. Table 2.
ACQUISITION COSTS Unit costs have been generalized; i.e.,
they may be considered good average
Cost assessment and negotiations lead- costs based on experience from similar
ing to land purchases or long-term projects, the level of available informa-
leases are usually complicated and tion about existing conditions, and the D
time-consuming and are beyond the following:
scope of this Study. Accordingly (and
because they are unknown), such costs "Excavate/fill"is quite variable and will D
are not included below in Table 2. It is depend on the terrain through which the trail is
important, however, to identify certain routed. Included in this cost are rough grading,
lands, easements, and rights-of--way and
compaction of subgrade, and preparation. Since
measurable conditions are unknown, an average
be aware that securing rights for devel- of one foot of excavation or fill has been used.
opment and use will be required.
Page 40
• "Clear/grub"assumes the clearing and Finally,an average path width of 10 feet has
removal of vegetation,rocks, debris, and other been used as opposed to the 8-foot width indi-
obstacles in the way of trail construction. cated above in Figures 1 and 2, since 10 feet
complies with EBRPD's preferred width for
• Similarly,"demolition"provides for the multi-use trails.
removal of known existing improvements such
as sidewalks and the removal and/or relocation
of signs and utility poles.
' Table 1 - Basis of Costs
Class I
Without Equestrian:
Clear/grub; 14' wide = 14 s.f. @.25 3.50
Excavate/fill; 14' wide x V = 14 c.f. @ .30 4.20
Agg.base; 14' wide x 4" = 4.6 c.f. 3.25
AC paving; 14' wide = 14 s.f. @ .90 12.60
Striping .20
Total per Running Foot 23.75
' With Equestrian:
Clear/grub; 19' wide= 19 s.f. @ .25 4.75
' Excavate/fill; 19' wide x V = 19 c.f. @ .30 5.70
Agg. base; 14' wide x 4" = 4.6 c.f. 3.25
AC paving; 14' wide = 14 s.f. @ .90 12.60
Striping .20
Total per Running Foot 26.50
With Equestrian where base exists:
(EBMUD R/W):
Clear/grub; 19' wide = 19 s.f. @ .05 .95
Excavate/fill (minor only); 19'wide x 1' =
19 c.f. @ .10 1.90
Agg.base; 14' wide x 2" (fill-in only)= 2.4 c.f. 1.85
AC paving; 14' wide = 14 s.f. @ .90 12.60
Striping . .20
Total per Running Foot 17.50
Class II. Condition A
Use same quantities and costs as per Class 1, above.
r
Page 41
Class II. Condition B O
Without Equestrian: D
Clear/grub; 10' wide= 10 s.f. @ .25 2.50
Excavate/fill; 10' wide x 1' = 10 c.f @ .30 3.00
Agg.base, 10' wide x 4" = 3.3 c.f 2.60
AC paving; 10' wide = 10 s.f. @ .90 9.00
Striping .20
Total per Running Foot 17.40
With Equestrian:
Clear/grub; 15' wide= 15 s.f. @ .25 3.75
Excavate/fill; 15'wide x 1' = 15 c.f @ .30 4.50
Agg.base, 10'wide x 4" = 3.3 c.f. 2.60
AC paving; 10'wide= 10 s.f. @ .90 9.00
Striping .20
Total per Running Foot 20.15
Class II. Condition C O
Use same quantities and costs as per Class IIB, above.
Amenities
Signs(all EBRPD standard):
Trailhead Markers, 200.00 each
Trail Rules, 200.00 each
Trail marker, 200.00 each
Display(Information Panel), 800.00 each
Parking: 2 112"AC on 8"AB,figure 350 s.f. per car
for parking and maneuvering @ 1.80/s.f.
Fencing: 8' chain link @ 20.00/l.f.
Trail gate, 1,000 each
Trash receptacle,400.00 each
Hitching post, 500.00 each
Water source, 1,500.00 each
Bench, 800.00 each
Planting(trees),l.s.
Planting(erosion control),l.s.
Miscellaneous Items:
Sidewalk removal, 1.00/s.f.
Street pedestrian crossing, 1,000.00 each
Street pedestrian/traffic signal, 2,500.00 each
Guard Rail @ 25.00/1.s.
�I
Page 42
MAINTENANCE/OPERATIONS:
BASIS OF COSTS
It is difficult to ascertain anything like
precise figures for maintenance and
operation of trails. Even the largest
park and recreation districts often do
not maintain breakdowns or even good
quantifiable records of what these costs
are.
' The best available and reliable informa-
tion comes from EBRPD, who is in the
business of maintaining and operating
trails throughout a two- county area. Its
records show an average annual com-
bined maintenance/operation cost per
mile of multi-use trail comes to about
$12,000. This figure includes mainte-
nance staff, equipment costs, and public
safety patrol.
Page 43
ACTION PLAN
lack of sufficient overall funds and the
coordination required to interface trail
development with proposed highway
realignment, negotiations for easement/
The location, extent, and routing of the right-of-way use, redesign of the NWS
preferred routes have been established; entrance, etc. Hence, trails will require
a consensus has been reached as to development in phases and sub-phases
their suitability for providing recre- which are financially and logistically
ational use and serving the widest manageable.
possible segment of the population. But The following recommendations should
no study is complete without a plan of
action, recommendations which give serve as a guide to the developing
impetus to the trail routes becoming a agency and assist it in coordinating
reality. with other jurisdictions for the logical
implementation of the Delta-DeAnza
RECOMMENDATIONS: system.
DEVELOPMENT COSTS, PHASING, Development Costs a
AND FUNDING STRATEGY
The questions always asked are: "How Costs presented in Table 2 are derived O
much will it cost" and "When will it be by using figures from Table 1, above,
completed" and "Who pays?" While multiplying by the measured or esti-
every effort has been made to present as mated quantity of each item. In order
realistic development costs as possible, to provide for some unknowns and
it should be understood that cost esti- administration of construction contract
mating is based on 600-scale maps costs, a fifteen per-cent contingency has
without benefit of route surveys, topog- been added to each sub-total.
raphy, or detailed descriptions of exist- phasing D
ing conditions. Costs shown below in
Table 2 do not therefore include un- After assessing overall development
known variables such as bank stabiliza- costs, both regional and local needs, and
tion, drainage pipe and structures, availability of funds, the scope of each
steps, and special amenities. More phase has been determined and the
accurate, complete costing can be ac- order of sequencing of construction
complished only when contract docu- recommended. That is, Phase A will be
ments (working drawings and specifica- funded and developed first, followed by D
tions) are developed for each phase of Phase B, and so on.
trail.
It is obvious, looking at the total devel- Each phase is further broken into "sub-
opment cost of both the Delta-DeAnza phases" (A-1, A-2, etc.)in order to main-
and Contra Costa Canal Extension tain flexibility in matching available
Trails, that the entire system cannot be funds to budgets. Sub-phases have been
implemented at one time, due both to purposely kept small and manageable
(with few exceptions); it is easier, if
Page 44
necessary, to combine several sub- As with this or any similar project,
phases into a single phase than it is to there may be unknown future variables
cut back or"chop up"a large phase into which will require periodic review and
sub-phases. modification of sequencing. Every effort
should be made, however, to implement
Sequencing is summarized in Tables 2 as much of each phase as possible at one
and 3 which are keyed to Figure 9 show- time and to proceed in the recommended
ing the geographic location and extent order.
of each phase and sub-phase.
Table 2 - Development Costs and Phasing
Phase/ Unit Sub- Phase
Sub-Phase Development Items CDA Ibllti Quan. Total Total
A
A-1 Class I (with eques.) 16.05* LF 11,850 1909193
Fence (8' c/1) 20.00 LF 11,850 237,000
' Signs 200.00 EA 3 600
Interchange LS x,,000
432,793
15% contingency 64.919
497,712
A-2 Class I(with eques.) 26.50 LF 1,900 50,350
Fence 8' c/1) 20.00 LF 1,900 38,000
Signs 200.00 EA 2 400
Trail gates 1,000.00 EA 1 1,000
Staging area
Parking(10 cars) 1.80 SF 4,050 7,290
Grading 1.00 SF 4,050 4,050
Hitch Post 500.00 EA 1 500
Signs 800.00 EA 1 800
Trash recept. 400.00 EA 1 Am
102,790
' 15% contingency 15.419
118,209
A-3 Class I (with eques.) 17.50 LF 5,600 98,000
Trail gates 1,000.00 EA 2 2,000
Street crossing 1,000.00 EA 1 1,000
Street signal 2,500.00 EA 1 2,500
Signs 200.00 EA 2 400
Staging area
Parking(10 cars) 1.80 SF 4,050 7,290
Grading 1.00 SF 4,050 4,050
Hitch post 500.00 EA 1 500
Signs 800.00 EA 1 800
Fence 20.00 LF 350 7,000
' Page 45
a
Phase/ Unit Sub- Phase a
Sub-Phase Development Items C-QA lb3il Quan. tea] Total
Water source 1,500.00 EA 1 1,500
Gate 1,000.00 EA 1 1,000
Planting LS 1,500
Irrigation LS 2,500
Trash recept. 400.00 EA 1 4DQ
130,440
15%contingency 19,566 a
150,006
A-4 Class 1(without eques.) 23.75 LF 300 7,125
Class IIB (without eques.) 17.40 LF 2,300 40,020
Class IIC (without eques.) .17.40 LF 2,000 34,800 .
Fence(8'c/1) 20.00 LF 600 12,000
Trail gates 1,000.00 EA 1 1,000 a
Street crossing 1,000.00 EA 1 1,000
Interchange LS 5,000
Demolition (5'walk) 1.00 SF 23,000 23.000 N
123,945
15% contingency 18.592
742,537
*Figures for clear/grub and excavate/fill have been deducted due to
benched trailbed having been made ready to receive paving under
separate contract. A
$908,464
B a
B-1 Class I(with eques.) 26.50 LF 3,700 98,050
Street crossing 1,000.00 EA 1 1,000 a
Street signal 2,500.00 EA 1 2,500
Signs 200.00 EA 2 Am
101,950
15% contingency 15.293
117,243
B-2 Class I(with eques.) 26.50 LF 2,100 55,650
15% contingency I,348
63,998
B-3 Class IIC (with eques.) 20.15 LF 3,550 71,533
Class IIC (without eques.) 17.40 LF 2,200 38,280
Demolition(5' walk) 1.00 SF 28,750 28,750
138,563
15% contingency 20.784
159,347
N
Page 46 a
Phase/ I Unit Sub- Phase
Sub-Phase Development Items c2a jjnit Quan. IDW Mad
' B-4 Class II (with eques.)
Add cantilever section to
' existing bridge; 10' width
x 2,400 LF LS 500,000
15% contingency 75.000
575,000
$915,588
' Note: If guard rail is required for B-1
and B-2, add$145,000 to phase total
(5,800 LF®25.00)
C
' C-1 Class I(with eques.) 26.50 LF 4,300 113,950
Fence(8' c/1) 20.00 LF 3,900 78,000
Trail gates 1,000.00 EA 2 2,000
Street crossing 1,000.00 EA 2 2,000
Staging area
Parking(22 cars) 1.80 SF 9,000 16,200
Grading 1.00 SF 9,000 9,000
Hitch post 500.00 EA 1 500
Signs 800.00 EA 2 1,600
Water source 1,500.00 EA 1 1,500
Fence 20.00 LF 1,200 24,000
Gate 1,000.00 EA 1 1,000
Planting LS 1,500
Irrigation LS 4,000
Trash recept. 400.00 EA 2 &&
256,050
15% contingency 38.408
294,458
C-2 Class IIC (without eques.) 17.40 LF 1,400 24,360
Signs 200.00 EA 2 400
' Demolition (5' walk) 1.00 SF 7,000 LOD
31,760
15% contingency 4.7Si4
36,524
C-3 Class I(with eques.) 17.50 LF 1,650 28,875
Signs 200.00 EA 2 400
Trail gates 1,000.00 EA 2 2.000
31,275
15%contingency Alu
35,966
' Page 47
Phase/ Unit Sub- Phase
Sub-Phase Development Items 111 Q=IL Ib1al Total
C-4 Class I(with eques.) 26.50 LF 900 23,850
Class IIB (with eques.) 20.15 LF 1,300 26,195
Signs 200.00 EA 2 400
Street crossing 1,000.00 EA 1 1,000
Demolition (5' walk) 1.00 SF 6,500 6.500
57,945
15% contingency &M a
66,637
$433,585 a
D
D-1 Class I(with eques.) 26.50 LF 7,400 196,100 a
Class IIA(with eques.) 26.50 LF 1,850 49,025
Fence(8' c/1) 20.00 LF 7,400 148,000
Bridge(over channel) LS 20,000
Trail gates 1,000.00 EA 2 2,000
Street crossing 1,000.00 EA 2 2,000
Street signal 2,500.00 EA 1 2,500
Staging area a
Parking(10 cars) 1.80 SF 4,050 7,290
Grading 1.00 SF 4,050 4,050
Hitch post 500.00 EA 1 500
Signs 800.00 EA 2 1,600
Fence 20.00 LF 350 7,000
Gate 1,000.00 EA 1 1,000
Planting LS 1,500
Trash recept. 400.00 EA 1 Am
393,950
15% contingency 59.091 O
453,041
D-2 Class I(with eques.) 17.50 LF 5,600 98,000
Signs 200.00 EA 2 400
Trail gates 1,000.00 EA 2 2,000
100,400
15% contingency 15.060
115,460
D-3 Class I(with eques.) 26.50 LF 2,300 60,950 a
Fence(8' c/1) . 20.00 LF 4,600 92,000
Street crossing 1,000.00 EA 1 1,000
Staging area
Parking(16 cars) 1.80 SF 6,480 11,644
Grading 1.00 SF 6,480 6,480
Hitch post 500.00 EA 1 500
Signs 800.00 EA 2 1,600
Fence 20.00 LF 800 16,000
Gate 1,000.00 EA 1 1,000
Page 48
Phase/ Unit Sub- Phase
Sub-Phase Development Items c2A Lila guars. Idal Total
' Planting LS 1,500
Trash recept. 400.00 EA 1 4QQ
193,074
15% contingency 28.961
222,035
D-4 Class IIA(with eques.) 26.50 LF 1,000 26,500
Class IIB (with eques.) 20.15 LF 700 14,105
Signs 200.00 EA 2 400
Demolition (5'walk) 1.00 SF 5,000 I=
46,005
15% contingency fima
52,905
$842,631
Summary:
Total cost: Delta-DeAnza Trail $2,184,680
Total cost: Contra Costa Canal Ext. Trail 915.588
' Total: Both Trails $3,100,268
' Funding Strategy Financial planning for Phases A and B
could begin immediately. The appropri-
To complete the overview of how devel- ate cooperative arrangements between
opment should take place and how jurisdictions could be initiated where
much it will cost, recommendations for applicable. Financing details for Phases
funding have been included. C and D must be deferred until the
' outcome of the financial planning for A
In some cases, funding of each phase or and B have been completed. At that
sub-phase may come from a variety of time, it should be more clear as to which
' sources. Recommended sources are of the possible funding sources listed in
summarized below in Table 3. Table 3 can be pursued.
1 Table 3 - A Financing Program for Phasing of Development
Phase A
A-1 U.S. Navy Mitigation Funds $497,712.00
A-2 Measure AA Cooperative Grant
Program (East Bay Regional Park
District and Ambrose Recreation &
Park District) $118,209.00
' Page 49
a
A-3 Measure AA Cooperative Grant
Program (East Bay Regional Park
District and West Pittsburg)
Direct Appropriation by East Bay
Regional park District from
Measure AA Funds $150,006.00
A-4 California Department of
Transportation (Bailey Road
Interchange) $142,537.00
Note: The California Department of I'
Transportation is making a major
in-kind contribution to Phase A as
part of its construction program on
State Highway 4.
Phase B
Contra Costa Measure C $550,000.00
U.S. Navy Mitigation Funds $365,588.00
Phase C
Possibilities: D
U.S. Navy Mitigation Funds
City of Concord General Fund
Transportation Development Act
(TDA)
Bicycle Lane Account
Phase D
Possibilities: D
Transportation Development Act a
(TDA)
U.S. Navy Mitigation Funds D
Direct Appropriation by East Bay
Regional Park District from Measure
AA Funds I'
Page 50 D
' RECOMMENDATIONS:
OWNERSHIP/DEVELOPMENT
RESPONSIBILITIES
Primarily for the reasons that the
Delta-DeAnza system is regional in
scope and character and that EBRPD is
currently maintaining existing trails or
planning similar interconnecting trail
corridors in central Contra Costa
County, it is logical and therefore
rec-ommended that ownership and develop-
ment of the Delta-DeAnza system be-
come the responsibility of East Bay
Regional Park District. EBRPD should
act as the lead agency and be respon-
sible for the direction and coordination
of development, cooperation with other
jurisdictions, and administration of
funding
RECOMMENDATIONS:
MAINTENANCE/OPERATIONS
RESPONSIBILITIES
' Forthe same reasons stated above, it is
recommended that EBRPD be respon-
sible for maintenance and operation of
' the Delta-DeAnza trail system.
Based on EBRPD's current estimated
' annual cost of$12,000 per mile, mainte-
nance and operations would be: Delta-
, DeAnza - 9.9 miles @ $12,000 =
$118,800. Contra Costa Canal Exten-
sion - 2.6 miles @ $12,000 = $31,200.
' Combined total for the two trails would
be approximately $150,000 per year.
Decisions pertaining to programming of
phased development of the system may
depend on EBRPD's capacity to finance
' maintenance and operations by the year
in which each phase is scheduled for
completion.
' Page 51
a
BIBLIOGRAPHY
East Bay Regional'onal Park District;
Proposed Regional Trails Master Plan
July 1988, rev. May 1990 D
East Bay Regional Park District;
Master Plan
East Bay Regional Park District; a
Standards Manual
October 1984
East Bay Regional Park District; II
Signing Manual
State of California, Department of Parks and Recreation; a
Hiking and Equestrian Trails in California
1978
State of California, Department of Transportation;
Bicycling in California II
1978
State of California, Department of Transportation; 'I
Highway Design Manual
Central Publication Unit, 1983
Tetra Tech, Inc.
Draft EIS, Naval Weapons Station, Concord, Main
Gate Intersection Improvement Project
May 1990
United States Department of Agriculture, Forest Service;
Trails Handbook
U.S. Government Printing Office, Washington D.C.
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