Union City Blvd./UPRR Grade Separation April 2006

FEASIBILITY STUDY REPORT

UNION CITY / UPRR GRADE SEPARATION

DRAFT

CITY OF UNION CITY in Alameda County

Proposed Underpass Simulation

April 2006

Prepared By: Mark Thomas & Company, Inc.

Union City Blvd./UPRR Grade Separation April 2006

This Feasibility Study Report has been prepared under the direction of the following registered civil engineer. The registered civil engineer attests to the technical information contained herein and the engineering data upon which recommendations, conclusions, and decisions are based.

______REGISTERED CIVIL ENGINEER DATE Jimmy W. Sims, PE Mark Thomas & Company, Inc. 1960 Zanker San Jose, CA 95112

Union City Blvd./UPRR Grade Separation April 2006

TABLE OF CONTENTS

1. EXECUTIVE SUMMARY ...... 2

2. PROJECT BACKGROUND ...... 4 A. PROJECT HISTORY ...... 4 B. COMMUNITY INTERACTION ...... 4 3. ...... 4

4. ALTERNATIVES ...... 5 A. EXISTING FACILITY ...... 5 B. DESIGN CRITERIA AND STANDARD ...... 5 C. ALTERNATIVES ...... 5 D. NON-MOTORIZED AND PEDESTRIAN FEATURES ...... 8 E. COST ESTIMATES ...... 9 5. RIGHT OF WAY ...... 9

6. ENVIRONMENTAL ISSUES ...... 11

7. RAILROAD ...... 11

8. STAGE CONSTRUCTION / TRAFFIC DETOUR ...... 11

9. UTILITIES ...... 12

10. DRAINAGE ...... 14

11. PERMITS / REVIEWS ...... 14

12. RECOMMENDATIONS ...... 14

13. LIST OF ATTACHMENTS ...... 15

Page 1 4/17/2006 Union City Blvd./UPRR Grade Separation April 2006

1. EXECUTIVE SUMMARY

Introduction The City of Union City (City) has retained Mark Thomas & Company (MTCo) to evaluate the feasibility of grade separating Union City Boulevard at the Union Pacific Railroad (UPRR) tracks between Whipple Road and Bettencourt Way. This feasibility study report will evaluate both overhead and underpass alternatives. Alternatives discussed in this report include the following:

Alternative I - Underpass (35 MPH with railroad shoofly) Alternative II - Underpass (35 MPH without shoofly) Alternative III - Overhead (30 MPH) Alternative IV - Overhead (35MPH)

Common Project Goals: Both underpass and overhead alternatives share the following common goals.

 Limit impact to existing driveways  Retain access to adjacent properties  Produce a cost efficient solution (i.e. vertical alignment impacts to Whipple Road may be cost prohibitive)  Maintain minimum one open to traffic in each direction on Union City Boulevard at all times during construction

Though the Underpass and Overhead alternatives share common goals, some key advantages and disadvantages are different as follows:

Underpass: In general, the underpass alternatives would include a depressed roadway with retaining walls and a rail structure over the depressed roadway.

Underpass Advantages  Design profile has shorter conform distance - because on sag vertical curves a lower comfort design speed may be used, allowing a 35 MPH design without impacting Whipple Road. (using American Association of State and Transportation Officials [AASHTO] design standards for sag vertical curve profile based on comfort design speed)  Less visual impact than overhead  Better access to private driveways (due to shorter conform distance)

Underpass Disadvantages  Complicated traffic handling during construction  requires expensive rail shoofly

Overhead: In general, the overhead alternatives would include a raised roadway with MSE retaining walls.

Overhead Advantages  No rail shoofly  Limited Railroad involvement (as compared to the underpass alternatives) Page 2 4/17/2006 Union City Blvd./UPRR Grade Separation April 2006

 Less costly structures on a per square foot basis

Overhead Disadvantages  Aesthetically not as appealing as underpass  Accommodate a lower design speed for a similar conform limits  More severe impact to driveways than underpass (when a similar design speed is used)  35 MPH design would impact Whipple Road (vertical impact at conform)

Right of Way Maintaining existing access is one of the key project goals. Due to changes in vertical alignment, some existing driveways will be eliminated along Union City Boulevard. The only parcel which would have all of its existing driveways closed is WHCI, Plumbing Supply Company at the southwestern corner of Union City Boulevard and UPRR tracks.

Utilities Union City Boulevard is a heavily used utility corridor. Both the overhead and the underpass alternatives would require relocation of existing utilities. The impacted utilities would include a water line, an 8” sewer line, numerous drainage pipes and structures. Some additional private utilities that would require relocation are an Air Products pipe, a SBC telephone line, a Time Warner fiber optic line, a PG&E gas pipe and electrical lines.

Project Costs Detailed conceptual project costs (including design, administration and right of way costs) are presented in this report. Immediately below is a summary of project costs for the alternatives:

Project Costs Alternative I (Underpass 35 MPH with railroad shoofly) $20.0 million Alternative II (Underpass 35 MPH without shoofly) $18.9 million Alternative III (Overhead 30 MPH) $17.1 million Alternative IV (Overhead 35MPH) $18.5 million

The conceptual project costs include engineering/environmental, construction, administration and right of way costs.

Page 3 4/17/2006 Union City Blvd./UPRR Grade Separation April 2006

2. PROJECT BACKGROUND

At-grade railroad crossings at public roadways are discouraged by state and federal transportation agencies. This facility is particularly undesirable due to the following reasons:

1) relatively high volume and relatively high speed arterial use of Union City Boulevard 2) the UPRR tracks cross Union City Boulevard at a skew (less than 90 degree) angle 3) the UPRR tracks are heavily used every day by both freight and passenger rail traffic 4) length of the crossing of 200’+ (due to the skew)

During an on-site project review meeting, David Stewart (State of California Public Utilities Commission-PUC) stated that the PUC is, in general, supportive of grade separation projects.

A. Project History

The City has an interest in increasing economic vitality, as well as the transportation safety and efficiency, near the proposed project site along Union City Boulevard. The City would like to identify the impacts and costs of eliminating the existing at grade railroad crossing between Tara Court and Whipple Road.

B. Community Interaction

The City’s Redevelopment Agency has identified the business district along Union City Boulevard on both sides of the Union Pacific Railroad tracks as a strategic area with significant potential for increased utilization. While there are currently some successful and long time business establishments, the area also includes some businesses which are transitioning ownership (either recent transfer of ownership or currently for sale businesses), some vacant buildings for lease, and some vacant land ready for new businesses.

The City has an interest in working with all business entities, as well as encouraging continued and expanded business opportunities.

3. TRAFFIC

Union City Boulevard has a relatively high volume of traffic particularly during the AM and PM peak hours. A minimum of 2 (one in each direction) will be maintained at all times during construction.

There are existing railroad gates and warning devices in each direction at the approach to the at-grade railroad crossing. These railroad gates and flashing beacons must be maintained and operational at all times during construction until the grade separation facility is open for traffic.

Page 4 4/17/2006 Union City Blvd./UPRR Grade Separation April 2006

4. ALTERNATIVES

A. Existing Facility

The existing at grade railroad crossing on Union City Boulevard is located about midway between Tara Court and Whipple Road and is in a commercial / industrial area. Union City Boulevard is an 80 feet wide crowned roadway, two lanes in each direction, with 16 foot raised median island, /bike lanes and six-foot-wide on both sides of the roadway. A number of private properties abut Union City Boulevard. Between Tara Court and Whipple Road, the posted is 35 MPH while the speed limit north of Whipple Road is 45 MPH.

There are new residential developments and existing single-family home neighborhoods to the east and south of the project. To the north is Kaiser Hospital and commercial/industrial businesses. To the west of the project site are a few industrial businesses and the San Francisco Bay.

B. Design Criteria and Standard

The following design criteria and standards were used for the development of the project.

Design Criteria and Standards:

Maximum roadway profile grade: 7% Maximum profile grade (except where ramp is used on ): 5% Minimum vertical clearance between roadway and railroad bridge (underpass): 15 feet Minimum vertical clearance between sidewalk and railroad bridge (underpass): 8 feet Minimum vertical clearance between railroad and roadway (overhead): 23 feet Maximum railroad profile grade: 1%

These design standards are based on the following sources:

• AASHTO (roadway vertical curve standards) • Code of Federal Regulations: ADA Standards for Accessible Design (ADA Standards) • Caltrans Highway Design Manual • UPRR rail standards • AREMA Manual for Railway Engineering

C. Alternatives

Alternative I – Underpass (35 MPH with railroad shoofly)

Alternative I would consist of depressed Union City Boulevard between Tara Court and Whipple Road and a railroad bridge structure. Because of the required change in grade of Union City Boulevard, some vehicular access to the abutting properties will need to be eliminated.

Page 5 4/17/2006 Union City Blvd./UPRR Grade Separation April 2006

The UPRR track would remain at its existing alignment and grade. However, temporary relocation of the tracks (shoofly) to the north/east would be required to allow for construction of the railroad bridge. The proposed railroad bridge would be a pre-cast box girder structure.

Union City Boulevard will maintain two through lanes and bike lane in each direction, as well as a sidewalk on both sides of the roadway. The traffic lane widths will be 12 feet with a 12 feet wide median and six feet wide sidewalks. Concrete barriers are located at the base of the retaining walls and bridge columns.

Left-turn lanes will be included in both directions on Union City Boulevard at the intersections. The left turn lane near Tara Court would have a 60 feet bay taper and about 86 feet storage length while the left turn lane near Whipple Road would has a 60 feet bay taper and about 210 feet storage length.

Union City Boulevard at the UPRR would be lowered approximately 24 feet, 17 feet for vertical clearance (16.5’1 for truck clearance and 6” for future overlays) and 7 feet for railroad bridge structure depth (5’ for bridge depth and 2’ for railroad ballast) as shown on the profile sheet (see Attachment C). The proposed profile is based on a 35 mph design speed (AASHTO sag curve comfort design speed standard) and will provide adequate vertical clearance for a future second railroad bridge. Union City Boulevard will conform to existing grade before Whipple Road.

The sidewalk profile would follow an independent profile from the roadway profile. A maximum of 5% grade will be used per the Federal Code of Regulations ADA requirements. The elevated sidewalk creates a separation between the pedestrian traffic from vehicular traffic.

Landscaped slopes are proposed where possible in lieu of vertical concrete retaining walls. Sidewalks are proposed on both sides of the roadway. Retaining walls will be required to limit impacts to properties along both sides of Union City Boulevard.

Alternative II – Underpass (35 MPH without shoofly) Alternative II is similar to Alternative I except that the shoofly is not needed. This alternative would save approximately $1.1M in construction costs. However, this alternative will require disruption to railroad traffic during night and weekend. At this time, this is not considered a viable alternative. Per a field meeting with Patrick Kerr (Union Pacific Railroad), no railroad shut down (including nights and weekends) will be allowed. Similar projects on BART and Caltrain routes have utilized night and weekend closures.

Alternative III – Overhead (30MPH)

1 15’ of vertical clearance is required for local truck accommodation, however 16.5’ vertical clearance was used due to the curvature of the 370’ vertical curve used (see profile in Attachment C)

Page 6 4/17/2006 Union City Blvd./UPRR Grade Separation April 2006

Alternative III proposes an overhead grade separation over the UPRR tracks. The grade separation would consist of an elevated Union City Boulevard between Tara Court and Whipple Road. A vehicular bridge structure would be constructed over the railroad track. Because of the required change in grade of Union City Boulevard, some driveways abutting properties will be need to be closed between Whipple Road and Tara Court (see Section 5 - right of way below).

The UPRR track will remain at its existing location and grade. No temporary shoofly will be required for this alternative. The proposed overhead bridge would be a precast concrete bulb tee girder structure (see structural plan – Attachment D).

Union City Boulevard will maintain two through lanes and one bike lane in each direction, as well as a sidewalk on both sides of the roadway. The traffic lane widths will be 12 feet with a 6 feet wide median and six feet wide sidewalks.

Left-turn lanes will be provided in both directions on Union City Boulevard at intersections. The left turn lane at Tara Court would have a 60 feet bay taper and approximately 86 feet storage length while the left turn lane at Whipple Road would have a 60 feet bay taper and 210 feet storage length.

Union City Boulevard would be raised approximately 30.5 feet; 23 feet for vertical clearance and 7.5 feet for roadway bridge structure depth (6.5’ for structure depth and 1’ for Union City Boulevard cross slope) as shown on the profile sheet (See Attachment D). The proposed profile is based on a 30 mph design speed (AASHTO crest curve design speed standard). Union City Boulevard would conform to existing grade before Whipple Road.

The roadway grade over the railroad tracks is proposed to be 7%. Unlike the underpass, the overhead sidewalk must be contiguous with the roadway structure. In an overhead structure, it is not practical to separate the roadway (which is proposed at 7% grade) and the sidewalk (which has a maximum continuous slope of 5%). The sidewalk profile for the overhead structure will be designed using ramp design standards which is more than 5%. The special accommodations required to satisfy the ADA are discussed under the heading “non-motorized and pedestrian facilities”. The sidewalk profile will average 7% to match the roadway.

Retaining walls will be required to limit impacts to properties on both sides of Union City Boulevard. Landscaped slopes are considered where possible in lieu of vertical concrete retaining walls.

Alternative IV – Overhead (35MPH) Alternative IV is similar to Alternative III except that Union City Boulevard is designed for a 35 MPH design speed. This alternative will require a longer profile between conform points. The longer profile will have greater impacts to driveway accesses. In addition, this alternative would conform within the Whipple Road necessitating major reconstruction at the intersection. The estimated cost increase due to the additional impacts discussed above (as compared to Alternative III) is $1.4M.

Page 7 4/17/2006 Union City Blvd./UPRR Grade Separation April 2006

Alternative Summary

Table 1 – Project Alternatives Alternatives Project Features I* II*** III IV

Underpass Structure (Rail at grade, Roadway below) X X Overhead Structure (Rail at grade, Roadway above) X X railroad Shoofly required X 35 MPH design Speed X** X** X 30 MPH design Speed X Conforms within limits of Whipple Road X Modification to railroad gates required X X X X Railroad closure required*** X

Project Cost Estimate ($M) - Capital 20.0 18.9 17.1 18.5 * Preferred Alternative ** Comfort Design Speed ***Not approved by UPRR at the time of this report

D. Non-Motorized and Pedestrian Features

The proposed design incorporates a 5’ bike lane in each direction through the project limits. The proposed bike lane would conform to the existing 12’ shared parking / bike lane to the south of the project. To the north, the bike lane would conform at the intersection of Union City Boulevard and Whipple Road. The existing shared 12’ parking / bike lane continues northerly north of the intersection.

Union City Boulevard currently has a 6-foot-wide sidewalk on both side of the roadway. To achieve the elevation necessary for the proposed grade separation, the sidewalk profile must be sloped up or down to the final crossing grade elevation.

Underpass The ADA Standards limit sidewalk slope to 5% if the slope is continuous. This is achieved in the underpass by using a separate profile with less elevation drop than the roadway profile.

Overhead In order to achieve 7% average grade for sidewalk profile for the overhead option, we apply the standards for ramp. According to the ADA Standards, a path with a slope of greater than 5% is defined as a ramp and the maximum ramp slope is 8.33%. Because this slope exceeds the maximum allowable slope of 5%, a 5-foot landing (60 inches by 60 inches

Page 8 4/17/2006 Union City Blvd./UPRR Grade Separation April 2006

minimum) must be provided at 30 feet intervals along the portion of sidewalk profile that exceeds 5% in slope.

E. Cost Estimates

The conceptual construction costs presented below include unit prices that are representative of previous bids on similar projects. For approximating construction costs, the following assumptions were made:

• Privately owned utilities, such as overhead and underground electrical lines, telephone lines, gas lines, “APCI” lines will be relocated at the expense of the owner. • Only costs for utility relocation for water lines and sewer lines were included in the estimates.

Underpass – Alternative I ROADWAY ITEMS $ 8,340,000 STRUCTURE ITEMS $ 1,910,000 CONTINGENCY (20%) $ 2,050,000 SUBTOTAL $12,300,000

CAPITAL OUTLAY SUPPORT (COS*) $ 4,540,000 RIGHT OF WAY $ 3,160,000 TOTAL PROJECT COSTS $20,010,000

Overhead – Alternative III ROADWAY ITEMS $ 6,940,000 STRUCTURE ITEMS $ 1,420,000 CONTINGENCY (20%) $ 1,670,000 SUBTOTAL $ 10,030,000

CAPITAL OUTLAY SUPPORT (COS*) $ 3,710,000 RIGHT OF WAY $ 3,350,000 TOTAL PROJECT COSTS $17,090,000

*COS includes 15% for engineering/environmental; 15% for construction management/inspection; and 7% for City administration.

All costs shown are in 2006 dollars. Costs for Alternatives II and IV, along with a more detailed itemized cost breakdown are included in Attachment “G”.

5. RIGHT OF WAY

As stated above, maintaining existing driveway access is one of the key project goals in selecting an alternative. Due to changes in vertical alignment, some existing driveways will be eliminated on Union City Boulevard.

Page 9 4/17/2006 Union City Blvd./UPRR Grade Separation April 2006

The only parcel which will have all of the existing driveways eliminated will be WHCI, Plumbing Supply Company at the southwest corner of Union City Boulevard and the UPRR tracks. For this Feasibility Studies, it is assumed that this property will require full acquisition. As an alternative to full acquisition, there may be an opportunity to provide a frontage access road to this property and thus redevelopment of the site.

In general, the alternatives within this feasibility studies attempt to minimize right of way acquisition. There may be, however, an opportunity to obtain more right of way in order to pursue a landscaped cut slope in lieu of the proposed retaining walls on Alternatives I and II (the underpass alternatives). Although this cut slope would require additional right of way, it would soften the aesthetics of the long corridor of concrete retaining walls (thus decreasing the retaining wall cost).

WHCI, Plumbing Supply Company Currently there are two driveways from this property accessing Union City Boulevard. Construction of retaining walls (for both overhead and underpass alternatives) will require permanent closure of both driveways. Two options to allow these driveway closures are:

1) Full acquisition of the parcel by the City of Union City 2) Partial acquisition of right of way to construct an access road to the south of the parcel and connecting to the parcel.

30305 Union City Boulevard (Industrial Building) Access to this property from Union City Boulevard will be eliminated by the proposed 2:1 slope. A new access will be provided at the south side of this property as shown on the conceptual plans.

30100 Union City Boulevard (Concrete Plant) Currently there are two driveways from this property accessing Union City Boulevard. Construction of a retaining wall and 2:1 slope will require closure of the north driveway. The south driveway would be widened to provide additional capacity.

Monarch Truck Center The Monarch Truck Center has two driveways accessing Union City Boulevard. Construction of the retaining wall will required relocation of the south driveway along Union City Boulevard approximately 100’+/- to the north (see conceptual plans). The north driveway near Whipple Road will remain open and unimpacted.

Crossroads Technology Park This project will impact the Crossroads Technology Park parking lot accesses from Union City Boulevard. There are two driveways: the driveway nearest to the railroad will be closed because of the retaining wall, the second driveway near Whipple Road will remain open.

In order to construct the shoofly and provide the drainage ditch, the City will need to acquire temporary construction easement on the north side of the railroad tracks (on both the east and west side of Union City Boulevard.) Temporary modifications of the Crossroads Technology Park parking lot will be required and 96 parking stalls will be lost during construction. Page 10 4/17/2006 Union City Blvd./UPRR Grade Separation April 2006

6. ENVIRONMENTAL ISSUES

A Memorandum of Environmental Screening has been prepared for this project (see Attachment G). Based on a review of on-site and project vicinity conditions, issues are identified as involving at least one impact that is a “Potentially Significant Impact”. Feasible mitigation is necessary to reduce those impacts to less-than-significant levels. Both noise caused by construction equipment and the potential for construction activities to disturb contaminated soil and/or groundwater are discussed further in this memo.

During an on-site project site review meeting David Stewart (State of California Public Utilities Commission) stated that if the project requires only a CEQA Categorical Exemption, that only a General Order 88B application is required. If a higher level of environmental clearance is required, the PUC approval application will be a more lengthy process. The environmental clearance requirements will have to be further investigated in the next phase of project development.

7. RAILROAD

Alternative I During construction of Alternative I, the rail traffic will be temporarily detoured to a shoofly located approximately 58 feet north of the existing railroad tracks as shown on Sheet 6 & 7 of the conceptual plan. The shoofly will be approximately 2080 feet long, 1040 feet on either side of the centerline of Union City Boulevard. Construction of the shoofly will require temporary relocation of the overhead utility line along the railroad tracks and temporary modification of the adjacent parking lot. The impacts of the shoofly on the Crossroads Technology Park parking lot are discussed under “Section 6 Right of Way”.

Alternative II Alternative II does not modify the alignment of the UPRR railroad tracks (no shoofly included). Alternative II would require short-term weekend or evening closures. Based on a meeting with UPRR, it is unlikely that UPRR will allow any shutdown on this particular railroad line and therefore this alternative is not considered feasible at this time.

Alternative III & IV Alternatives III and IV do not modify the alignment of the UPRR railroad tracks (no shoofly included). These alternatives will require extensive railroad coordination and involvement concerning the railroad signal relocation and traffic shifting during construction.

8. STAGE CONSTRUCTION / TRAFFIC DETOUR

Underpass Alternatives Stage construction for the underpass alternative consists of constructing a temporary railroad shoofly (Alternative I only). Utilities would be relocated first. Then, traffic would be shifted back and forth three times (including relocating railroad gates) while constructing the railroad bridge and the roadway (one-half of the project section at a time). One lane will remain open in each direction on Union City Boulevard at all times. Page 11 4/17/2006 Union City Blvd./UPRR Grade Separation April 2006

Stage General Description – Underpass Alternative

1A Construct rail shoofly. Relocate utilities.

Relocate railroad gates. Shift traffic to the east side of Union City 1 Boulevard. Construct west side of bridge and bents.

Relocate railroad gates. Shift traffic to the west side of Union City 2 Boulevard. Construct east side of bridge and bents and retaining walls.

3 Construct east side of underpass and retaining walls.

Shift traffic to the east side of Union City Boulevard. Construct west side of 4 underpass and retaining walls. Complete construction and open roadway.

Overpass Alternatives Stage construction for the overpass alternative begins with the relocation of utilities out of the roadway embankment area. Then traffic will be shifted back and forth two times (including relocating railroad gates) while constructing the overhead bridge, the embankment and the roadway (one-half of the project section at a time). One lane will remain open in each direction on Union City Boulevard at all times.

Stage General Description – Overhead Alternative

1 Remove roadway median. Relocate utilities.

Relocate railroad gates. Shift traffic to the west side of Union City 2 Boulevard. Construct east side of overpass embankment with temporary MSE wall and bridge structure.

Shift traffic to the east side of Union City Boulevard. Construct west side of 3 overpass embankment and bridge structure.

4 Complete median construction and open roadway.

9. UTILITIES

Both overhead and the underpass alternatives will require relocation of existing utilities. The impacted utilities would include PG&E electrical lines, an ACWD water line, and a USD Page 12 4/17/2006 Union City Blvd./UPRR Grade Separation April 2006

sanitary sewer line on Union City Boulevard. In addition, some miscellaneous utility structures will require relocation and/or adjustments such as drainage inlets, manholes, pull boxes etc. Some additional utilities are under the local franchise agreement, and are expected to be relocated by the owners. These utilities include an Air Products pipe, a SBC telephone line, a Time Warner fiber optic line and PG&E gas pipe.

Construction of the railroad shoofly in Alternative I will require relocation of existing power poles within the UPRR right-of way and a fire hydrant located at parking lot at the Crossroads Technology Park.

Sanitary sewer An existing 8” sanitary sewer line runs along Union City Boulevard through the entire length of this project. The sewer line will require relocation from station 17+00 to 23+50 along Union City Boulevard (see attached conceptual plans). This line services the community south of the UPRR railroad tracks and will be required to be operational at all times during construction.

Water line The existing 14-inch Asbestos Cement Pipe (ACP) water line near the centerline of Union City Boulevard will need to be relocated (to be removed and replaced) (see conceptual plans). The water line will be required to be operational at all times during construction.

In order to maintain fire protection during the construction and operation of the railroad shoofly (Alternative I only) an existing fire hydrant in the southwestern corner of the Crossroads Technology Park parking lot will require temporary relocation.

Air Products & Chemicals, Inc. (APC) line and gas line There is an existing APCI pipeline and a gas pipeline on the west side of Union City Boulevard. The Union City Grade Separation project will require that the APCI pipeline and gas pipeline be lowered or possibly relocated. The relocation plan should be coordinated with the companies involved during final design.

Communication cables Underground SBC lines are located on the east side of Union City Boulevard. The Union City Grade Separation project will require that the SBC line be relocated. The relocation plan should be coordinated with SBC during final design.

Street light There are twelve existing lights located in the median island of Union City Boulevard. The project will require these street lights be removed during the construction of the grade separation. Temporary street lights will be needed during construction.

Power poles and overhead power lines along the existing track (Alternative I only) The shoofly in Alternative I will require some power poles and overhead power lines to be relocated.

Page 13 4/17/2006 Union City Blvd./UPRR Grade Separation April 2006

10. DRAINAGE

Alternative I & II The underpass alternatives consist of depressed roadway, which will be lower in elevation than the local storm facilities. To accommodate the drainage of the depressed roadway section, a lift station will be required. The lift station will most likely be located on the east side of Union City Boulevard between the proposed retaining wall and the parking lot.

Alternative III & IV The overpass will also require miscellaneous drainage improvements including removing existing inlets, adjusting manholes to grade, and installing new inlets and pipes. Storm sewers underneath proposed embankment will be relocated.

11. PERMITS / REVIEWS

This project will require the following permits:

• A UPRR encroachment permit • PUC General Order 88B application (if the project requires only a CEQA Categorical Exemption, only a General Order 88B application is required. If a higher level of environmental documentation is required, the PUC approval application will be a more lengthy process.)

This document requires review from the following agencies and/or stakeholders:

• Union Pacific Railroad Company • City of Union City • Local business community • California Public Utilities Commission • Utility Companies

12. RECOMMENDATIONS

This Feasibility Studies concludes that Alternatives #1, #3 and #4 are all feasible. Alternative #1, (Underpass - 35 MPH with railroad shoofly) is particularly attractive due to its more pleasing aesthetics, better railroad accommodation, minimal driveway impacts, higher design speed and minimal Whipple Road intersection reconstruction. Advance study of Alternative #1 is recommended to further analyze and/or identify community support, funding sources, environmental issues, geotechnical issues and utility relocation costs.

Page 14 4/17/2006 Union City Blvd./UPRR Grade Separation April 2006

13. LIST OF ATTACHMENTS

A. Location Map B. Existing Site Photos C. Alternative I Underpass (35 MPH with railroad shoofly) D. Alternative III Overhead (30 MPH) E. Alternative IV Overhead (35MPH) – Profile Only F. Preliminary Project Cost Estimate G. Memorandum of Environmental Screening

Page 15 4/17/2006

ATTACHMENT A

LOCATION MAP City of Union City Union City Boulevard/UPRR Grade Separation Project In Alameda County

Project Location

LOCATION MAP

ATTACHMENT B

EXISTING SITE PHOTOS

Photo A - RR gates facing north

Photo B - RR gates facing south

Photo C – Union City Blvd., north bound, facing south

Photo D – Union City Blvd., south bound, facing south

Photo E - Gas utilities adjacent to RR tracks & Union City Blvd. (northwestern quadrant)

Photo F - Gas utilities adjacent to RR tracks

Photo G – Intersection of Union City Blvd./Whipple road, facing south

Photo H – Union City Blvd., south bound, facing south

Photo I - UPRR tracks facing east

Photo J - UPRR tracks facing west

Photo K – Union City Blvd., south bound, facing north

Photo L – Union City Blvd., south bound, facing south

ATTACHMENT C

Alternative I - Underpass

(35 MPH with railroad shoofly)

ATTACHMENT D

Alternative III – Overhead

(30 MPH)

ATTACHMENT E

Alternative IV – Overhead

(35 MPH - Profile Only)

ATTACHMENT F

PRELIMINARY PROJECT

COST ESTIMATES

PRELIMINARY CONSTRUCTION COST ESTIMATE - ALTERNATIVE I UNION CITY BOULEVARD /UPRR GRADE SEPARATION - UNDERPASS STUDY 4/17/2006 Mark Thomas & Company, Inc. ESTIMATED UNIT Item DESCRIPTION QUANTITY UNIT COST SUBTOTAL TOTALS Removal Items 1 Clearing & Grubbing 1 LS $8,000 $8,000 Subtotal $8,000 Concrete Items 2 Concrete 2,400 LF $15 $36,000 3 & Gutter 741 LF $18 $13,338 4 Concrete Sidewalk 15,420 SF $8 $123,360 5 Concrete Driveway 2,200 SF $10 $22,000 6 Concrete Barrier 1,280 LF $45 $57,600 7 Medians (River Cobble Paving) 12,100 SF $15 $181,500 Subtotal $434,000 Retaining Wall 8 CDSM Wall 31,500 SF $100 $3,150,000 9 Curtain Wall 7,500 SF $25 $187,500 10 Reconstruction Wall & Fence 1 LS $10,000 $10,000 Subtotal $3,338,000 Roadway Items 11 Roadway Excavation 44,337 CY $15 $665,055 12 Pavement Section 95,448 SF $3.5 $334,068 13 Chain Link Fence 2,160 LF $15 $32,400 14 Railing 1,280 LF $10 $12,800 15 Signing/Striping 1 LS $20,000 $20,000 Subtotal $1,064,000 Drainage Items 16 Remove Exist. SD Pipe 597 LF $15 $8,955 17 SD Pipe 703 LF $50 $35,150 18 City Standard Drainage Inlet 7 EA $2,000 $14,000 19 Remove Exist. SD Inlet 2 EA $650 $1,300 20 Remove Manhole 1 EA $720 $720 21 City Standard Storm Drain Manhole 2 EA $2,500 $5,000 22 Drop Inlet 1 EA $3,000 $3,000 23 Adjust MH to Finished Grade 1 EA $800 $800 24 Adjust Inlet to Finished Grade 2 EA $1,500 $3,000 25 Pump Station 1 LS $300,000 $300,000 26 Pump Station Electrical 1 LS $50,000 $50,000 Subtotal $422,000 Utility Relocation 27 Remove Exist Water Pipe 1,210 LF $20 $24,200 28 14" CIP Water 1,350 LF $80 $108,000 29 Water Meter 5 EA $10,000 $50,000 30 Relocate Gate Valve 6 EA $800 $4,800 31 8" PVC Sewer Line 601 LF $50 $30,050 32 SS Manhole 2 EA $3,000 $6,000 33 Adjust SS MH to Finished Grade 1 EA $800 $800 34 Remove Sewer Line 562 LF $20 $11,240 35 Remove SS MH 2 EA $750 $1,500 Subtotal $237,000 Landscape & Irrigation (Pedestrian Connection Area) 36 Landscape& Irrigation 17,000 SF $6.00 $102,000 37 Trees 15 EA $600.00 $9,000 Subtotal $111,000 Electrical Items 38 Remove Street Lights 8 EA $1,500 $12,000 39 Electrical Service 1 EA $10,000 $10,000 40 Proposed Street Lights 16 EA $6,500 $104,000 41 Underpass Lights 8 EA $1,000 $8,000 Subtotal $134,000 Construction Staging/Traffic Control 42 Traffic Control System 1 LS $150,000 $150,000 43 Construction Staging 1 LS $300,000 $300,000 44 Relocate Rail Road Crossing Gate and Signal 4 EA $50,000 $200,000 Subtotal $650,000 Railroad Bridge Structure 45 Bridge Structure 7,500 SF $250 $1,875,000 Subtotal $1,875,000 Shoofly & Parking lot Modification 46 Track and Grading 2,100 LF $405 $850,500 47 Rail Road Flagger 1 LS $150,000 $150,000 48 Excavation 3,112 CY $8 $24,896 49 Relocate FH (Temporary) 1 EA $2,500 $2,500 50 Relocate Storm Drainage Inlet 2 EA $1,000 $2,000 51 Relocate Lights 3 EA $1,500 $4,500 52 Remove Curb & Gutter 402 LF $7 $2,814 53 Pavement Section 2,322 SF $4 $8,127 54 Signing/Striping 1 LS $2,000 $2,000 55 Curb & Gutter 145 LF $18 $2,610 Subtotal $1,050,000 Mobilization 54 Mobilization (10% of Construction) 1 LS $932,300 $932,300 Subtotal $930,000 Subtotal $10,250,000 20% Contingency $2,050,000 TOTAL CONSTRUCTION COST $12,300,000 Engineering / Environmental (15%) $1,845,000 Construction Management / Inspection (15%) $1,845,000 City Administration (7%) $861,000 RIGHT-OF-WAY $3,160,000 TOTAL ESTIMATED PROJECT BUDGET $20,010,000 PRELIMINARY CONSTRUCTION COST ESTIMATE - ALTERNATIVE I UNION CITY BOULEVARD /UPRR GRADE SEPARATION - UNDERPASS STUDY 4/17/2006 Mark Thomas & Company, Inc. ESTIMATED UNIT Item DESCRIPTION QUANTITY UNIT COST SUBTOTAL TOTALS Removal Items 1 Clearing & Grubbing 1 LS $8,000 $8,000 Subtotal $8,000 Concrete Items 2 Concrete Curbs 2,400 LF $15 $36,000 3 Curb & Gutter 741 LF $18 $13,338 4 Concrete Sidewalk 15,420 SF $8 $123,360 5 Concrete Driveway 2,200 SF $10 $22,000 6 Concrete Barrier 1,280 LF $45 $57,600 7 Medians (River Cobble Paving) 12,100 SF $15 $181,500 Subtotal $434,000 Retaining Wall 8 CDSM Wall 31,500 SF $100 $3,150,000 9 Curtain Wall 7,500 SF $25 $187,500 10 Reconstruction Brick Wall & Fence 1 LS $10,000 $10,000 Subtotal $3,338,000 Roadway Items 11 Roadway Excavation 44,337 CY $15 $665,055 12 Pavement Section 95,448 SF $3.5 $334,068 13 Chain Link Fence 2,160 LF $15 $32,400 14 Railing 1,280 LF $10 $12,800 15 Signing/Striping 1 LS $20,000 $20,000 Subtotal $1,064,000 Drainage Items 16 Remove Exist. SD Pipe 597 LF $15 $8,955 17 SD Pipe 703 LF $50 $35,150 18 City Standard Drainage Inlet 7 EA $2,000 $14,000 19 Remove Exist. SD Inlet 2 EA $650 $1,300 20 Remove Storm Drain Manhole 1 EA $720 $720 21 City Standard Storm Drain Manhole 2 EA $2,500 $5,000 22 Drop Inlet 1 EA $3,000 $3,000 23 Adjust MH to Finished Grade 1 EA $800 $800 24 Adjust Inlet to Finished Grade 2 EA $1,500 $3,000 25 Pump Station 1 LS $300,000 $300,000 26 Pump Station Electrical 1 LS $50,000 $50,000 Subtotal $422,000 Utility Relocation 27 Remove Exist Water Pipe 1,210 LF $20 $24,200 28 14" CIP Water 1,350 LF $80 $108,000 29 Water Meter 5 EA $10,000 $50,000 30 Relocate Gate Valve 6 EA $800 $4,800 31 8" PVC Sewer Line 601 LF $50 $30,050 32 SS Manhole 2 EA $3,000 $6,000 33 Adjust SS MH to Finished Grade 1 EA $800 $800 34 Remove Sewer Line 562 LF $20 $11,240 35 Remove SS MH 2 EA $750 $1,500 Subtotal $237,000 Landscape & Irrigation (Pedestrian Connection Area) 36 Landscape& Irrigation 17,000 SF $6.00 $102,000 37 Trees 15 EA $600.00 $9,000 Subtotal $111,000 Electrical Items 38 Remove Street Lights 8 EA $1,500 $12,000 39 Electrical Service 1 EA $10,000 $10,000 40 Proposed Street Lights 16 EA $6,500 $104,000 41 Underpass Lights 8 EA $1,000 $8,000 Subtotal $134,000 Construction Staging/Traffic Control 42 Traffic Control System 1 LS $150,000 $150,000 43 Construction Staging 1 LS $300,000 $300,000 44 Relocate Rail Road Crossing Gate and Signal 4 EA $50,000 $200,000 Subtotal $650,000 Railroad Bridge Structure 45 Bridge Structure 7,500 SF $250 $1,875,000 Subtotal $1,875,000 Shoofly & Parking lot Modification 46 Track and Grading 2,100 LF $405 $850,500 47 Rail Road Flagger 1 LS $150,000 $150,000 48 Excavation 3,112 CY $8 $24,896 49 Relocate FH (Temporary) 1 EA $2,500 $2,500 50 Relocate Storm Drainage Inlet 2 EA $1,000 $2,000 51 Relocate Lights 3 EA $1,500 $4,500 52 Remove Curb & Gutter 402 LF $7 $2,814 53 Pavement Section 2,322 SF $4 $8,127 54 Signing/Striping 1 LS $2,000 $2,000 55 Curb & Gutter 145 LF $18 $2,610 Subtotal $1,050,000 Mobilization 54 Mobilization (10% of Construction) 1 LS $932,300 $932,300 Subtotal $930,000 Subtotal $10,250,000 20% Contingency $2,050,000 TOTAL CONSTRUCTION COST $12,300,000 Engineering / Environmental (15%) $1,845,000 Construction Management / Inspection (15%) $1,845,000 City Administration (7%) $861,000 RIGHT-OF-WAY $3,160,000 TOTAL ESTIMATED PROJECT BUDGET $20,010,000 PRELIMINARY CONSTRUCTION COST ESTIMATE - ALTERNATIVE IV UNION CITY BOULEVARD /UPRR GRADE SEPARATION - OVERHEAD STUDY 4/17/2006 Mark Thomas & Company, Inc. ESTIMATED UNIT Item DESCRIPTION QUANTITY UNIT COST SUBTOTAL TOTALS Removal Items 1 Clearing & Grubbing 1 LS $8,000 $8,000 Subtotal $8,000 Concrete Items 2 Concrete Curbs 3,250 LF $15 $48,750 3 Curb & Gutter 860 LF $18 $15,480 4 Concrete Sidewalk 3,140 SF $8 $25,120 5 Concrete Driveway 632 SF $10 $6,320 6 Concrete Barrier (Type 26A) 2,229 LF $85 $189,465 7 Medians (River Cobble Paving) 11,615 SF $15 $174,225 Subtotal $459,000 Retaining Wall 8 Retaining Wall (MSE Wall) 45,300 SF $55 $2,491,500 9 Retaining Wall 2,140 SF $100 $213,950 10 Temporary Retaining Wall (MSE Wall) 24,331 SF $15 $364,964 11 Structural Concrete (Barrier Slab) 886 CY $450 $398,475 12 Reconstruct Brick Wall & Fence 1 LS $10,000 $10,000 Subtotal $3,469,000 Roadway Items 13 Roadway Backfill 51,442 CY $15 $771,623 14 Pavement Section 143,645 SF $3.5 $502,756 15 Chain Link Fence 28,381 LF $15 $425,717 16 Signing/Striping 1 LS $25,000 $25,000 Subtotal $1,725,000 Drainage Items 17 Remove Exist. SD Pipe 1,102 LF $15 $16,530 18 SD Pipe 1,474 LF $50 $73,700 19 City Standard Drainage Inlet 14 EA $2,500 $35,000 20 Remove Exist. SD Inlet 4 EA $650 $2,600 21 Remove Storm Drain Manhole 2 EA $720 $1,440 22 City Standard Storm Drain Manhole 1 EA $2,500 $2,500 23 Adjust MH to Finished Grade 1 EA $1,500 $1,500 Subtotal $133,000 Utility Relocation 24 Remove Exist Water Pipe 1,210 LF $20 $24,200 25 14" CIP Water 1,350 LF $80 $108,000 26 Water Meter 5 EA $10,000 $50,000 27 Relocate Gate Valve 6 EA $800 $4,800 28 8" PVC Sewer Line 601 LF $50 $30,050 29 SS Manhole 2 EA $3,000 $6,000 30 Adjust SS MH to Finished Grade 1 EA $800 $800 31 Remove Sewer Line 562 LF $20 $11,240 32 Remove SS MH 2 EA $750 $1,500 Subtotal $237,000 Landscape & Irrigation (Pedestrian Connection Area) 33 Landscape& Irrigation 15,000 SF $6.00 $90,000 Subtotal $90,000 Electrical Items 34 Remove Street Lights 13 EA $1,500 $19,500 35 Proposed Street Lights 13 EA $6,500 $84,500 Subtotal $104,000 Construction Staging/Traffic Control 36 Traffic Control System 1 LS $220,000 $220,000 37 Traffic Striping/Signing 1 LS $100,000 $100,000 38 Relocate Rail Road Crossing Gate 2 EA $50,000 $100,000 Subtotal $420,000 Roadway Bridge Structure 39 Bridge Structure 8,874 SF $160 $1,419,840 Subtotal $1,420,000 Whipple/Union City Blvd. Improvements 40 Signal Modifications 1 LS $100,000 $100,000 41 Traffic Striping 1 LS $10,000 $10,000 42 AC Overlay 50,000 SQFT $1.0 $50,000 43 Driveway Conforms 1 LS $20,000 $20,000 44 Misc Curb, Gutter and Sidewalk 1 LS $75,000 $75,000 45 Adjust Utilities, Grading & Landscaping 1 LS $50,000 $50,000 Subtotal $305,000 Mobilization 1 Mobilization (10% of Construction) 1 LS $837,000 $837,000 Subtotal $837,000 Subtotal $9,210,000 20% Contingency $1,840,000 TOTAL CONSTRUCTION COST $11,050,000 Engineering / Environmental (15%) $1,657,500 Construction Management / Inspection (15%) $1,657,500 City Administration (7%) $773,500 RIGHT-OF-WAY $3,350,000 TOTAL ESTIMATED PROJECT BUDGET $18,490,000 PRELIMINARY CONSTRUCTION COST ESTIMATE - ALTERNATIVE III UNION CITY BOULEVARD /UPRR GRADE SEPARATION - OVERHEAD STUDY 4/17/2006 Mark Thomas & Company, Inc. ESTIMATED UNIT Item DESCRIPTION QUANTITY UNIT COST SUBTOTAL TOTALS Removal Items 1 Clearing & Grubbing 1 LS $8,000 $8,000 Subtotal $8,000 Concrete Items 2 Concrete Curbs 2,900 LF $15 $43,500 3 Curb & Gutter 1,008 LF $18 $18,144 4 Concrete Sidewalk 5,600 SF $8 $44,800 5 Concrete Driveway 660 SF $10 $6,600 6 Concrete Barrier (Type 26A) 2,600 LF $85 $221,000 7 Medians (River Cobble Paving) 10,200 SF $15 $153,000 Subtotal $487,000 Retaining Wall 8 Retaining Wall (MSE Wall) 41,200 SF $55 $2,266,000 9 Retaining Wall 1,950 SF $100 $195,000 10 Temporary Retaining Wall (MSE Wall) 22,119 SF $15 $331,785 11 Structural Concrete (Barrier Slab) 805 CY $450 $362,250 12 Reconstruct Brick Wall & Fence 1 LS $10,000 $10,000 Subtotal $3,155,000 Roadway Items 13 Roadway Backfill 46,765 CY $15 $701,475 14 Pavement Section 130,586 SF $3.5 $457,051 15 Chain Link Fence 25,801 LF $15 $387,015 16 Signing/Striping 1 LS $20,000 $20,000 Subtotal $1,566,000 Drainage Items 17 Remove Exist. SD Pipe 1,170 LF $15 $17,550 18 SD Pipe 1,513 LF $50 $75,650 19 City Standard Drainage Inlet 14 EA $2,000 $28,000 20 Remove Exist. SD Inlet 4 EA $650 $2,600 21 Remove Storm Drain Manhole 2 EA $720 $1,440 22 City Standard Storm Drain Manhole 1 EA $2,500 $2,500 23 Adjust MH to Finished Grade 1 EA $1,500 $1,500 Subtotal $129,000 Utility Relocation 24 Remove Exist Water Pipe 1,210 LF $20 $24,200 25 14" CIP Water 1,350 LF $80 $108,000 26 Water Meter 5 EA $10,000 $50,000 27 Relocate Gate Valve 6 EA $800 $4,800 28 8" PVC Sewer Line 601 LF $50 $30,050 29 SS Manhole 2 EA $3,000 $6,000 30 Adjust SS MH to Finished Grade 1 EA $800 $800 31 Remove Sewer Line 562 LF $20 $11,240 32 Remove SS MH 2 EA $750 $1,500 Subtotal $237,000 Landscape & Irrigation (Pedestrian Connection Area) 33 Landscape& Irrigation 15,000 SF $6.00 $90,000 Subtotal $90,000 Electrical Items 34 Remove Street Lights 13 EA $1,500 $19,500 35 Proposed Street Lights 13 EA $6,500 $84,500 Subtotal $104,000 Construction Staging/Traffic Control 36 Traffic Control System 1 LS $200,000 $200,000 37 Traffic Striping/Signing 1 LS $90,000 $90,000 38 Relocate Rail Road Crossing Gate & Beacons 2 EA $50,000 $100,000 Subtotal $390,000 Roadway Bridge Structure 39 Bridge Structure 8,874 SF $160 $1,419,840 Subtotal $1,420,000 Whipple/Union City Blvd. Improvements 40 Replace Detector Loops 1 LS $6,000 $6,000 41 Traffic Striping 1 LS $1,000 $1,000 42 AC Overlay 20,400 SQFT $0.5 $10,200 Subtotal $17,000 Mobilization 43 Mobilization (10% of Construction) 1 LS $760,300 $760,300 Subtotal $760,000 Subtotal $8,360,000 20% Contingency $1,670,000 TOTAL CONSTRUCTION COST $10,030,000 Engineering / Environmental (15%) $1,504,500 Construction Management / Inspection (15%) $1,504,500 City Administration (7%) $702,100 RIGHT-OF-WAY $3,350,000 TOTAL ESTIMATED PROJECT BUDGET $17,090,000

ATTACHMENT G

MEMORANDUM OF ENVIRONMENTAL SCREENING

MEMORANDUM OF ENVIRONMENTAL SCREENING

The purpose of the environmental screening is to present an overview of potential environmental issues and constraints that might be encountered if the project is constructed as proposed, and those issues that could affect the project’s budget and schedule. The proposed project is anticipated to be 100% locally funded. Therefore, compliance with the California Environmental Quality Act (CEQA) will be required. At this time, the grade separation project will not receive any Federal funding or require any Federal discretionary permits. Therefore, environmental review will not be required under the National Environmental Policy Act (NEPA).

The environmental review process identifies environmental issues associated with the proposed project and determines the type of environmental document that will be prepared and the issues that will have to be addressed in the document. The types of environmental documents available under CEQA are:

1. Categorical or Statutory Exemption 2. Initial Study/Negative Declaration (IS/ND) 3. Initial Study/Mitigated Negative Declaration (IS/MND) 4. Environmental Impact Report (EIR)

A review of the CEQA regulations indicates that the proposed Union City Boulevard/UPRR grade separation project could be categorically or statutorily exempt (Section 15301(c) of the California Code of Regulations). To the extent that past experience with similar projects can be a guide, there is reasonable likelihood that the project’s CEQA requirements can be fulfilled with a Categorical or Statutory Exemption (CE). A CE will fulfill an agency’s CEQA obligation because it is included in the list of projects under Section 21084 of the Public Resources Code that have been determined to not have a significant effect on the environment.

PRELIMINARY ENVIRONMENTAL REVIEW

The following discusses preliminary environmental issues that shall be addressed in the technical studies in support of the CE. Based on a review of on-site and project vicinity conditions, the following environmental issues are identified as involving at least one impact that is a “Potentially Significant Impact” and feasible mitigation is necessary to reduce those impacts to less-than-significant levels:

Noise – Construction of the grade separation would involve the use of heavy equipment such as graders, backhoes, and pile drives. These types of construction equipment can create excessively loud noises that could potentially annoy nearby sensitive receptors, such as those located at the Kaiser Permanente Medical Office Buildings located at the intersection of Union City Boulevard and Whipple Road. This topic shall be addressed in a noise study technical report and mitigation measures shall be implemented during

City of Union City Environmental Screening Union City Boulevard/UPRR Grade Separation Project Page 1 construction-related activities to reduce potential noise impacts to a less-than-significant level.

Hazards and Hazardous Materials – The project site is surrounded by industrial and commercial land uses. The potential impacts of constructing the grade separation in this sensitive zone shall be evaluated in a Phase I Environmental Site Assessment (ESA). The Phase I ESA would assess the likelihood that construction activities could disturb contaminated soil and/or groundwater and recommend mitigation measures to reduce this impact to less-than-significant levels, if necessary.

City of Union City Environmental Screening Union City Boulevard/UPRR Grade Separation Project Page 2