The Caldecott Tunnel FAQ
The physical limits of the proposed project are from the Route 24/Route 13 Interchange in Alameda County to 300 meters (1,000 feet) east of the Gateway Boulevard overcrossing in Contra Costa County.
Q. What is being proposed?
The Caldecott Tunnel consists of two bores constructed in 1937 and a third bore, north of the original two, built in 1964. The tunnels connect Alameda County and Contra Costa County via State Route 24. The environmental phase of the Caldecott Improvement Project addresses two new tunnel alternatives: a two-lane bore north of the existing bores and a three-lane bore north of the existing bores (refer to attached visual simulations), as well as a “No Build” alternative. The Final Environmental Assessment/Environmental Impact Report identifies the two-lane alternative as the Preferred Alternative.
Q. Why do we need the project?
1) Congestion is commonplace on State Route 24 for traffic traveling through the Caldecott Tunnel between Alameda and Contra Costa Counties; 2) Delays are experienced during the peak and off-peak periods and directions (westbound in the morning and eastbound in the afternoon); and 3) Daily trips on State Route 24 via the tunnels are forecast to substantially increase by the design year, 2032. The projected percentage increase in daily trips is: AM Westbound (Peak) 37%, AM Eastbound (Off-Peak) 44%, PM Westbound (Off-Peak) 26%, and PM Eastbound (Peak) 37%.
Q. What are the benefits of the project?
The new Caldecott fourth bore would have the following benefits: 1) Improve mobility for motorists and emergency crews along State Route 24 via the Caldecott tunnels; 2) Reduce delays and improve travel times; 3) Eliminate the need for daily tunnel reversals and lane merges; 4) Enhance safety of the traveling public and Caltrans maintenance workers; and, 5) Respond to Regional Measure 2 and Contra Costa County Measure J.
Q. What is the current status of the project?
A joint Department of Transportation (Caltrans), Contra Costa Transportation Agency (CCTA) and consultant team has prepared the Project Report, Final Environmental Document and technical studies. The project team is in the process of working on Final Design.
Q. What is the project schedule?
The Draft Environmental Document was released on May 12, 2006, and the Final Environmental Document was certified on September 12, 2007. The Notice of Determination was posted on October 12, 2007.
Final design is expected to be completed in 2008, with construction beginning in 2009. The tunnel is expected to be open for operation in 2013/2014. This schedule will be accomplished through the cooperation of various public agencies working toward a common goal.
Q. What is the cost of the project?
Current project costs total approximately $420 million and the project is fully funded - see schedule & funding .
Q. How did the partnership with local agencies get started?
Caltrans and CCTA have been working together to find an innovative way to deliver projects faster with joint project management decision-making and cost control. In April 2004, the California Transportation Commission (CTC) authorized CCTA to be the implementing Traffic Congestion Relief Program (TCRP) Agency for the environmental phase of the project. Caltrans and CCTA determined that if both agencies were to join resources and work as a team, the project would be delivered more expeditiously. In Summer 2004, CCTA and Caltrans merged CCTA’s consultants and Caltrans staff to create one team that will jointly prepare the various deliverables. The Alameda County Congestion Management Agency (ACCMA) also has an active role in this Partnership. It is anticipated that the Caldecott partnership will become a model as to how we jointly manage major transportation projects.
Q. What public involvement has taken place?
Two meetings with various resource/permitting agencies and three public meetings were held in December 2002, and January 2003, during the “scoping and screening” phase of the studies. Over 300 written and oral comments were received by the end of the comment period. Two public meetings were held in June 2005 to inform the public of the current status of the project. In addition, two public hearings were held in June 2006 for the public to formally comment on the Draft Environmental Document. On-going meetings continue, per stakeholder request.
Q. Will there be additional Public Involvement?
The DED was circulated from May 12, 2006 to July 31, 2006 for a review and comment period for agencies and the general public. Currently the public can stay informed with project updates by joining the project mailing list.
Q. How will the project be funded?
Funding identified for the Caldecott Improvement Project includes $20 million allocated from the state Transportation Congestion Relief Program (TCRP), $18 million from the State Transportation Improvement Program-Interregional Improvement Program (STIP-IIP), and $31 million from the State Transportation Improvement Program-Regional Improvement Program (STIP-RIP). In addition, $50 million will be generated from Regional Measure 2* and $125 million will be generated from Contra Costa County Measure J**. $1.6 million will come from other federal funds and $175 million will come from the Cash Management Improvement Act (CMIA). Current funds total approximately $420 million and the project is fully funded.
*In March 2004, Bay Area voters approved Regional Measure 2, raising the toll on the nine State-owned toll bridges in the San Francisco Bay Area by $1.00, thereby generating funds for regional transportation projects including $50 million for construction of the fourth Caldecott Tunnel bore.
**In November 2004, voters in Contra Costa County passed Measure J, a half-cent sales tax to pay for specific transportation projects. Measure J will generate $125 million for construction of the Caldecott Tunnel fourth bore.
- 1) No build, and
- 2) Fourth bore
- a) two-lane bore on a northern alignment
- b) three-lane bore on a northern alignment
- c) two-lane bore on a southern alignment
- d) three-lane bore on a southern alignment
Based on evaluation criteria such as preliminary costs, traffic operations, timeframe to complete construction, geotechnical considerations and environmental impacts, it was determined that both southern alignment alternatives should be screened out. The environmental technical reports are currently evaluating a 2-lane and 3-lane bore on a northern alignment and the “No-Build” Alternative. A preferred alternative will be identified after circulation and review of the DED.
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