Placer Sacramento Gateway Corridor (PSGC) Phase 1 project

(916) 774-5293 • Fax (916) 746-1333 • TDD (916) 774-5220 • [email protected] • www.roseville.ca.us/transportation

June 1, 2022 Mitchell Weiss Executive Director California Transportation Commission 1120 N Street, MS 52 Sacramento, CA 95814 Dear Mr. Weiss, Please accept this letter as a formal request to amend the Baseline Agreement for the Placer Sacramento Gateway Corridor (PSGC) Phase 1 project, which has funding under the 2020 Solutions for Congested Corridors Program. The City of Roseville is the implementing agency for the South Placer Transit component of the PSGC Phase 1 project. The City submitted a request to amend the program and split the South Placer Transit project into two individual components, one for the purchase of battery-electric buses and one for the purchase and installation of chargers. The request to amend the program was approved by the California Transportation Commission (CTC) meeting at their meeting of May 18-19, 2022. It is our understanding that the Baseline Agreement for the project must now be amended to reflect the program amendment, and that is the reason for this letter. Please let me know if you have any questions. Sincerely, Michael Dour Alternative Transportation Manager

Public Works Alternative Transportation 316 Vernon Street, Suite 150 Roseville, California 95678

Michael DourDigitally signed by Michael Dour Date: 2022.06.01 11:10:59 -07'00'

M e m o r a n d u m

To: CHAIR AND COMMISSIONERS CTC Meeting: May 18-19, 2022

From: MITCH WEISS, Executive Director

Reference Number: 4.11, Action

Prepared By: Naveen Habib Associate Deputy Director

Published Date: May 6, 2022

Subject: Amendment to the 2020 Solutions for Congested Corridors Program, Resolution G-22-40, Amending Resolution G-21-68

Recommendation: Staff recommends the California Transportation Commission (Commission) approve amendments to the 2020 Solutions for Congested Corridors Program, as reflected in the updated Program of Projects (Attachment B).

Issue: The City of Roseville, as an implementing agency of a project component in the greater Placer-Sacramento Gateway Corridor Phase I project, requests the Commission consider a program amendment the 2020 Solutions for Congested Corridors Program. This program amendment would split an existing project component into two individual components, as reflected below and in Attachment B. Program amendments that preserve the original project scope, cost, and delivery timelines are allowable in the Solutions for Congested Corridors Program.

The Placer-Sacramento Gateway Corridor Phase 1 South Placer Transit project component includes the purchase of five electric buses along with the purchase of five chargers and site improvements to support the new buses. Due to the outstanding design for the chargers and site improvements, the City of Roseville requests consideration of this program amendment to split the original component scope into two separate components. This will allow the City of Roseville to request an allocation to purchase the five electric buses expeditiously.

This program amendment would amend the project delivery and title for the South Placer Transit project component while preserving the original project scope and delivery timeline and maintaining the original programmed amount. Specifically, the amendment would:

1. Change the original project component name from “South Placer Transit” to “SouthPlacer Transit - 5 Electric Buses.”

STATE OF CALIFORNIA CALIFORNIA TRANSPORTATION COMMISSION

CHAIR AND COMMISSIONERS Reference No.: 4.11 May 18-19, 2022 Page 2 of 2

2. Add one new project component as follows:

a. South Placer Transit - Five Chargers

• To support the battery-electric buses being purchased as part of the South Placer Transit - Five Electric Buses project component.

3. Redistribute the Solutions for Congested Corridors Program funding of $6,000,000 between the two components as follows:

a. South Placer Transit - Five Electric Buses ($4,705,000)

b. South Placer Transit - Five Chargers ($1,295,000)

This amendment is consistent with the Solutions for Congested Corridor Program guidelines.

Background: On December 2, 2020, the Commission approved the 2020 Solutions for Congested Corridors Program, which included programming $67 million for the Placer-Sacramento Gateway Corridor Phase 1 project.

During the June 2021 meeting, the Commission approved the baseline agreement for the Placer-Sacramento Gateway Corridor Phase 1 project.

During the October 2021 meeting, the Commission approved the allocation of $500,000 to the Placer-Sacramento Gateway Corridor Phase 1 Auburn Boulevard Ramp Meter project component.

Attachments: • Attachment A: Resolution G-22-40, Amending Resolution G-21-68 • Attachment B: Updated 2020 Solutions for Congested Corridors Program of Projects

STATE OF CALIFORNIA CALIFORNIA TRANSPORTATION COMMISSION

Reference No.: 4.11 May 18-19, 2022 Attachment A

CALIFORNIA TRANSPORTATION COMMISSION Amendment to the 2020 Solutions for Congested Corridors Program

RESOLUTION G-22-40 Amending Resolution G-21-68

1.1 WHEREAS, the California Transportation Commission (Commission) adopted the 2020 Solutions for Congested Corridors Program, Resolution G-20-80, on December 2, 2020; and

1.2 WHEREAS, the 2020 Solutions for Congested Corridors Program Guidelines allow Commission staff to bring recommended amendments to the Commission for action; and

1.3 WHEREAS, the Commission adopted the updated 2020 Solutions for Congested Corridors Program, Resolution G-21-33, on March 24, 2021, and Resolution G-21-68, on December 8, 2021; and

1.4 WHEREAS, Commission staff, in consultation with staff from the California Department of Transportation and the City of Roseville, has identified changes to the Placer-Sacramento Gateway Corridor’s Phase 1 South Placer Transit Project component, as reflected in the updated Program of Projects (Attachment B).

2.1 NOW, THEREFORE BE IT RESOLVED, that the Commission approves the program amendment to the 2020 Solutions for Congested Corridors Program, as reflected in Attachment B; and

2.2 BE IT FURTHER RESOLVED, that all provisions stipulated in G-20-80, G-21-33, and G-21-68 remain in effect; and

2.3 BE IT FURTHER RESOLVED, that Resolution G-21-68 is hereby amended.

California Transportation Commission Updated 2020 Solutions for Congested Corridors Program of Projects Reference No.: 4.11 Resolution G-22-40, Amending Resolution G-21-68

May 18-19, 2022 (1,000s)

Attachment B

County Applicant Agency Implementing Agency Project Title Project Description Congested Corridor

Total Project Cost

Total Construction

Cost

Total Requested

Amount

Total Recommended

Funding* Fiscal Year

Los Angeles Department of Transportation / Los Angeles County Metropolitan Transportation Authority

I-105 Express Lanes Rt 105 $ 689,121 $ 626,036 $ 150,000 $ 150,000

Los Angeles County Metropolitan Transportation Authority

I-105 Express Lanes - Construction Construct 58.4 miles of HOT lanes $ 150,000 2022-23

Los Angeles County Metropolitan Transportation Authority

I-105 Express Lanes - Roadside Toll Collection System (RTCS)

Install 20 changeable message signs Install 38 close circuit television cameras Install 16 miles of fiber optics for communications

$ - 2022-23

Marin Department of Transportation / Transportation Authority of Marin

Caltrans Marin Sonoma Narrows - Contract B7 Construct 9.5 miles of HOV lanes and other highway improvements Construct 0.75 miles of bicycle and pedestrian facilities

Rt 101 $ 135,641 $ 120,996 $ 40,118 $ 40,118 2021-22

Napa Metropolitan Transportation Commission / Napa Valley Transportation Authority

Caltrans Soscol Junction Construct new interchange with roundabouts and elevated structure Construct Class I multi-use path

Rt 29 Rt 221

$ 64,000 $ 52,555 $ 25,000 $ 25,000 2021-22

Placer / Sacramento

Department of Transportation / Placer County Transportation Planning Agency / Sacramento Area Council of Governments

Placer-Sacramento Gateway - Phase I Rt 80 Rt 65

$ 135,100 $ 121,888 $ 67,075 $ 67,075

Caltrans Auburn Boulevard Ramp Meter 1 Freeway ramp meter, Citrus Heights $ 500 2021-22

Citrus Heights Auburn Boulevard Complete Streets 1 miles of complete streets improvements including bicycle and pedestrian facilities

$ 2,860 2021-22

Roseville Dry Creek Greenway Construct 2 miles of Class I multi-use trail $ 6,239 2021-22

Sacramento County Watt Avenue Complete Streets 4 miles of complete streets improvements including road rehabilitation, bicycle and pedestrian facilities

$ 8,100 2022-23

Sacramento Regional Transit District Watt/I-80 Light Rail Station 1 Light Rail Station Improvement $ 7,937 2021-22

Sacramento Regional Transit District Light Rail Modernization - Stations 4 Light Rail Station Conversions $ 2,942 2021-22

Caltrans I-80 Transit Reliability Construct 1.9 miles of auxiliary lanes $ 9,503 2021-22

Roseville South Placer Transit 5 new electric buses 5 express bus station improvements

$ 6,000 2021-22

Roseville South Placer Transit - Five Electric Buses

5 new electric buses $ 4,705 2021-22

Roseville South Placer Transit - Five Chargers 5 express bus station improvements $ 1,295 2021-22

Sacramento Regional Transit District Light Rail Modernization - Light Rail Vehicles

8 new low-floor light rail vehicles $ 22,994 2021-22

San Bernardino

Department of Transportation / San Bernardino County Transportation Authority / Omnitrans

West Valley Connector Bus Rapid Transit Rt 10 $ 286,966 $ 167,511 $ 65,000 $ 65,000

SBCTA Mainline Improvements Construct 21 new BRT Stations Construct 3.5 miles of new dedicated bus lanes 15.5 miles of enhanced BRT service

$ 65,000 2021-22

SBCTA Maintenance Facility (D/B Contract) Maintenance Facility $ - 2021-22 SBCTA Vehicle Acquisition 18 new zero-emission buses $ - 2021-22

San Francisco/ Alameda

Department of Transportation / Bay Area Rapid Transit

Train Control Modernization Program Rt 80 $ 1,140,000 $ 1,129,051 $ 60,000 $ 60,000

BART Switch Machine Cabling Project -BART Labor

Cabling upgrades at 21 train control rooms 26 wayside interlocks and switches

$ 41,800 2021-22

BART Switch Machine Cabling Project -Procurement of Non-Revenue Equipment

Procure on-rail equipment including: 5 hi-railers, 1 vac truck, 2 boom lifts, 2 scissor lifts

$ 3,350 2021-22

BART Switch Machine Cabling Project -Material Procurement

Procure materials to replace train control and electrical equipment.

$ - 2021-22

BART Switch Machine Cabling Project -Services

Quality assurance and control inspections and testing Vehicular/Pedestrian traffic management for construction

$ - 2021-22

BART MacArthur/Downtown Oakland Interlock Cabling Upgrade Contract

Installation of new train control raceways and associated cables $ 14,850 2021-22

BART Communications-based Train Control

New communications-based train control system $ - 2021-22

Santa Cruz Santa Cruz County Regional Transportation Commission

Watsonville - Santa Cruz Multimodal Corridor Program

Rt 1 $ 150,568 $ 136,360 $ 82,201 $ 92,807

Caltrans

Contract #1 - 41st Avenue to Soquel Avenue Auxiliary Lanes, Bus on Shoulder and Chanticleer Bike/Ped Bridge

Construct 2.75 miles of hybrid bus-on-shoulder/auxiliary lanes Construct 0.85 of auxiliary lanes Construct 2.7 miles of active transportation facilities and other improvements

$ 23,507 2021-22

Caltrans

Contract #2 - State Park to Bay/Porter Auxiliary Lanes, Bus on Shoulders and Mar Vista Bike/Pedestrian Overcrossing

Construct 3 miles of hybrid bus-on-shoulder/auxiliary lanes Construct 1.2 miles of auxiliary lanes Construct 2.9 miles of active transportation facilities and other improvements Construct 3.2 miles of soundwalls

$ 52,837 2022-23

Santa Cruz County Contract #3 - Soquel Drive Buffered Bike Lane and Congestion Mitigation Project

Construct 5.1 miles of active transportation facilities and other improvements Adaptive traffic signal control/transit signal priority at 23 intersections

$ 16,463 2022-23

$ 2,601,396 $ 2,354,397 $ 489,394 $ 500,000

1

STATE OF CALIFORNIA • DEPARTMENT OF TRANSPORTATION PROJECT PROGRAMMING REQUEST (PPR) PRG-0010 (REV 08/2020)

ePPR-6158-2021-0002 v4PPR ID

Amendment (Existing Project) YES NO 03/21/2022 11:09:02DatePrograms LPP-C LPP-F TCEPSCCP STIP Other

03

District EA Project ID

1535A

PPNO

Caltrans HQ

Nominating Agency

Placer County Transportation Planning Agency,Sacramento

Co-Nominating Agency

SACOGMPO

Mass Transit (MT)Element

Mike Dour

Project Manager/Contact

916-746-1304

Phone

[email protected]

Email Address

PSGC Phase 1 - South Placer Transit - Five Electric Buses

Project Title

County Route PM Back PM AheadPlacer

In Placer and Sacramento counties. The Lincoln to Sacramento express bus service will begin in the City of Lincoln and then continue along the Highway 65 corridor with stops at the Galleria Mall, Sutter Hospital and Kaiser Hospital. The express bus service would then travel down Interstate 80 into Sacramento County and terminate at Sacramento Regional Transits Watt/I-80 light rail station. The light rail service would then enable passengers to travel to and from downtown Sacramento, the Railyards and other key destinations within Sacramento County. This new express bus service is expected to operate on weekdays every 30 minutes between approximately 6 a.m. and 9 p.m. The service will be provided using five (5) new 40’ battery electric buses (4 buses and 1 spare).

Location (Project Limits), Description (Scope of Work)

Component Implementing AgencyPlacer County Transportation Planning AgencyPA&EDCity of RosevillePS&ECity of RosevilleRight of WayCity of RosevilleConstruction

Legislative Districts6Assembly: 1Senate: 4Congressional:

Project Milestone Existing ProposedProject Study Report ApprovedBegin Environmental (PA&ED) Phase 03/02/2020 03/02/2020

CECirculate Draft Environmental Document Document Type 04/27/2020 04/27/2020Draft Project Report 04/27/2020 04/27/2020End Environmental Phase (PA&ED Milestone) 06/24/2020 06/24/2020Begin Design (PS&E) Phase 07/01/2020 07/01/2020End Design Phase (Ready to List for Advertisement Milestone) 04/02/2021 04/02/2021Begin Right of Way Phase 06/01/2020 06/01/2020End Right of Way Phase (Right of Way Certification Milestone) 12/31/2020 12/31/2020Begin Construction Phase (Contract Award Milestone) 10/01/2021 06/01/2022End Construction Phase (Construction Contract Acceptance Milestone) 06/30/2023 06/30/2023Begin Closeout Phase 07/07/2023 07/07/2023End Closeout Phase (Closeout Report) 09/29/2023 09/29/2023


ePPR-6158-2021-0002 v4PPR ID

03/21/2022 11:09:02Date

To alleviate traffic congestion along Highway 65 and Interstate 80, improve air quality, provide mobility options and reduce energy consumption. Reducing congestion and improving mobility options will facilitate more economic development. Interstate 80 and Highway 65 in Placer County is one of the most congested corridors in the Sacramento Region. This corridor experiences traffic congestion in all directions several hours a day.

Purpose and Need

NHS Improvements YES NO NARoadway Class Reversible Lane Analysis YES NO

Inc. Sustainable Communities Strategy Goals YES NO Reduce Greenhouse Gas Emissions YES NO

Project OutputsCategory Outputs Unit Total

Rail/ Multi-Modal Rail cars/ transit vehicles EA 5


ePPR-6158-2021-0002 v4PPR ID

03/21/2022 11:09:02Date

The Placer-Sacramento Gateway Corridor Phase 1 improvements support the following goals and policies identified in the SACOG 2020 Metropolitan Transportation Plan/Sustainable Communities Strategy (MTP/SCS): Goal 1: Build vibrant places for today’s and tomorrow’s residents. • Policy 1: Provide incentives, information, tools, technical assistance, and encouragement to support implementation of the Sacramento region’s Sustainable Communities Strategy through: o Revitalization of urban, suburban, and rural centers and corridors; o Complete communities that include a balance of homes, jobs, services, amenities, and diverse transportation options; and o Complete streets that provide safe, comfortable, and equitable facilities for people of all ages and abilities to walk, bike, and ride transit. • Policy 2: Pursue funding opportunities that support the infrastructure improvements needed to support new housing and employment opportunities in existing urban, suburban, and rural communities. Goal 2: Foster the next generation of mobility solutions. • Policy 4: Pursue flexibility in state and federal funding sources to enable testing and implementation of innovative mobility solutions that are affordable, accessible, and reduce greenhouse gas emissions • Policy 7: Support transit agencies and local governments looking to secure funds to improve the frequency, hours of service, and coverage of productive bus service (including bus rapid transit, express bus, and more frequent fixed-route service). • Policy 8: Support more seamless travel through better traveler information for trip planning, reliable service and coordination between operators for transit, shared mobility and other first/last mile connections. Goal 4: Build and maintain a safe, resilient, and multimodal transportation system • Policy 19: Transit expansion, particularly light rail and other fixed infrastructure transit options, should be targeted at communities with supportive land use policies and development patterns that will generate transit ridership and improve the cost recovery rates for transit service. • Policy 20: Prioritize cost effective safety improvements that will help the region eliminate fatal transportation related accidents. • Policy 22: Invest in bicycle and pedestrian infrastructure to encourage healthy, active transportation trips and provide recreational opportunities for residents and visitors. • Policy 23: Prioritize and incentivize transportation investments that benefit environmental justice communities. • Policy 24: Invest in transportation improvements that improve access to major economic assets and job centers. • Policy 25: Prioritize investments in transportation improvements that reduce greenhouse gas emissions and vehicle miles traveled. The South Placer Transit Project will be delivered in two phases. The purchase of five electric buses is the first phase. This ePPR includes the benefits for the five chargers that are part of the second phase.

Additional Information


ePPR-6158-2021-0002 v4PPR ID

Performance Indicators and MeasuresMeasure Required For Indicator/Measure Unit Build Future No Build Change

Congestion Reduction

LPPF, LPPC, SCCP

Project Area, Corridor, County, or Regionwide VMT per Capita and Total VMT

Total Miles 22,583,529 22,602,243 -18,714VMT per Capita 29.92 29.95 -0.03

LPPF, LPPC, SCCP Person Hours of Travel Time Saved

Person Hours 2,991,330 3,009,718 -18,388Hours per Capita 3.96 3.99 -0.03

LPPF, LPPC, SCCP Daily Vehicle Hours of Delay Hours 8,281 8,331 -50

Optional Percent Change in Non-Single Occupancy Vehicle Travel % 20.81 20.81 0

Throughput Optional Bicyclist/ Pedestrian Screen Line Counts

# of Bikes 195 100 95# of Pedestrians 450 230 220

Optional Peak Period Person Throughput by Applicable Mode # of Persons 10,985 10,380 605

Optional Passengers Per Vehicle Service Hour # of Passengers 102 96 6

System Reliability

LPPF, LPPC, SCCP

Peak Period Travel Time Reliability Index Index 1.02 1.04 -0.02

LPPF, LPPC, SCCP Transit Service On-Time Performance % "On-time" 97.8 94.5 3.3

Air Quality & GHG

LPPF, LPPC, SCCP, TCEP Particulate Matter

PM 2.5 Tons 1,289.71 1,290 -0.29PM 10 Tons 1,204.72 1,205 -0.28

LPPF, LPPC, SCCP, TCEP Carbon Dioxide (CO2) Tons 159,422,178 159,476,158 -53,980

LPPF, LPPC, SCCP, TCEP Volatile Organic Compounds (VOC) Tons 21,338.83 21,348 -9.17

LPPF, LPPC, SCCP, TCEP Sulphur Dioxides (SOx) Tons 1,568.45 1,569 -0.55

LPPF, LPPC, SCCP, TCEP Carbon Monoxide (CO) Tons 488,100.71 488,276 -175.29

LPPF, LPPC, SCCP, TCEP Nitrogen Oxides (NOx) Tons 117,294.04 117,339 -44.96

Safety LPPF, LPPC, SCCP, TCEP

Number of Non-Motorized Fatalities and Non-Motorized Serious Injuries Number 77.4 77.6 -0.2

LPPF, LPPC, SCCP, TCEP Number of Fatalities Number 9.38 9.83 -0.45

LPPF, LPPC, SCCP, TCEP Fatalities per 100 Million VMT Number 0.11 0.12 -0.01

LPPF, LPPC, SCCP, TCEP Number of Serious Injuries Number 159.52 163.8 -4.28

LPPF, LPPC, SCCP, TCEP

Number of Serious Injuries per 100 Million VMT Number 1.94 1.99 -0.05

Optional Number of Property Damage Only and Non-Serious Injury Collisions Number 1,966 2,090 -124

Optional Accident Cost Savings Dollars -95,700,000 0 -95,700,000

Accessibility LPPF, LPPC, SCCP Number of Jobs Accessible by Mode Number 687,439 687,439 0


ePPR-6158-2021-0002 v4PPR ID


LPPF, LPPC, SCCP

Number of Destinations Accessible by Mode Number 833 833 0

LPPF, LPPC, SCCP

Percent of Population Defined as Low Income or Disadvantaged Within 1/2 Mile of Rail Station, Ferry Terminal, or High-Frequency Bus Stop

% 71.8 70.5 1.3

Economic Development

LPPF, LPPC, SCCP, TCEP Jobs Created (Direct and Indirect) Number 1,461 0 1,461

Cost Effectiveness

LPPF, LPPC, SCCP, TCEP Cost Benefit Ratio Ratio 2.46 0 2.46


ePPR-6158-2021-0002 v4PPR ID

03


1535

PPNO

Placer

County Route

PSGC Phase 1 - South Placer Transit - Five Electric BusesProject Title

Existing Total Project Cost ($1,000s) Component Prior 20-21 21-22 22-23 23-24 24-25 25-26+ Total Implementing Agency

E&P (PA&ED) 10 10 Placer County Transportation PlanninPS&E 50 50 City of RosevilleR/W SUP (CT) City of RosevilleCON SUP (CT) City of RosevilleR/W City of RosevilleCON 11,340 11,340 City of RosevilleTOTAL 60 11,340 11,400

Proposed Total Project Cost ($1,000s) NotesE&P (PA&ED) 10 10PS&E 50 50R/W SUP (CT)CON SUP (CT)R/WCON 10,045 10,045TOTAL 60 10,045 10,105

Fund #1: Local Funds - Local Transportation Funds (Committed)20.10.400.100Program Code

Existing Funding ($1,000s) Component Prior 20-21 21-22 22-23 23-24 24-25 25-26+ Total

E&P (PA&ED) 10 10PS&E 50 50R/W SUP (CT)CON SUP (CT)R/WCON 75 75TOTAL 60 75 135

Placer County Transportation PlanninFunding Agency

NotesProposed Funding ($1,000s)E&P (PA&ED) 10 10PS&E 50 50R/W SUP (CT)CON SUP (CT)R/WCON 75 75TOTAL 60 75 135


ePPR-6158-2021-0002 v4PPR ID

Fund #2: Local Funds - Private Funds (Committed)20.10.400.100Program Code


E&P (PA&ED)PS&ER/W SUP (CT)CON SUP (CT)R/WCON 900 900TOTAL 900 900

City of RosevilleFunding Agency

Local operating funds to support startup of new transit services for three years.

NotesProposed Funding ($1,000s)E&P (PA&ED)PS&ER/W SUP (CT)CON SUP (CT)R/WCON 900 900TOTAL 900 900Fund #3: CMAQ - Congestion Mitigation (Committed)

20.30.010.820Program Code


E&P (PA&ED)PS&ER/W SUP (CT)CON SUP (CT)R/WCON 1,101 1,101TOTAL 1,101 1,101


NotesProposed Funding ($1,000s)E&P (PA&ED)PS&ER/W SUP (CT)CON SUP (CT)R/WCON 1,101 1,101TOTAL 1,101 1,101


ePPR-6158-2021-0002 v4PPR ID

Fund #4: Other State - Low Carbon Transit Operations Program (LCTOP) (Committed)20.30.207.811Program Code




NotesProposed Funding ($1,000s)E&P (PA&ED)PS&ER/W SUP (CT)CON SUP (CT)R/WCON 1,689 1,689TOTAL 1,689 1,689Fund #5: Local Funds - Traffic Impact Fees (Committed)



E&P (PA&ED)PS&ER/W SUP (CT)CON SUP (CT)R/WCON 573 573TOTAL 573 573


NotesProposed Funding ($1,000s)E&P (PA&ED)PS&ER/W SUP (CT)CON SUP (CT)R/WCON 573 573TOTAL 573 573


ePPR-6158-2021-0002 v4PPR ID

Fund #6: Local Funds - Fare Revenues (Committed)20.10.400.100Program Code




NotesProposed Funding ($1,000s)E&P (PA&ED)PS&ER/W SUP (CT)CON SUP (CT)R/WCON 1,002 1,002TOTAL 1,002 1,002Fund #7: State SB1 SCCP - Solution for Congested Corridors Program (Committed)




Funding Agency



ePPR-5182-2020-0002 v0PPR ID

Amendment (Existing Project) YES NO 03/21/2022 11:13:05DatePrograms LPP-C LPP-F TCEPSCCP STIP Other

03


1535b

PPNO

Caltrans HQ

Nominating Agency

Placer County Transportation Planning Agency,Sacramento

Co-Nominating Agency

SACOGMPO

Mass Transit (MT)Element

Mike Dour

Project Manager/Contact

916-746-1304

Phone

[email protected]

Email Address

PSGC Phase 1 - South Placer Transit - Five Chargers

Project Title

County Route PM Back PM AheadPlacer

In Placer and Sacramento counties. The Lincoln to Sacramento express bus service will begin in the City of Lincoln and then continue along the Highway 65 corridor with stops at the Galleria Mall, Sutter Hospital and Kaiser Hospital. The express bus service would then travel down Interstate 80 into Sacramento County and terminate at Sacramento Regional Transits Watt/I-80 light rail station. The light rail service would then enable passengers to travel to and from downtown Sacramento, the Railyards and other key destinations within Sacramento County. This new express bus service is expected to operate on weekdays every 30 minutes between approximately 6 a.m. and 9 p.m. The service will be provided using five (5) new chargers (3 depot chargers and 2 on-route chargers) to support the battery-electric buses being purchased as part of the parent project.

Location (Project Limits), Description (Scope of Work)

Component Implementing AgencyPlacer County Transportation Planning AgencyPA&EDCity of RosevillePS&ECity of RosevilleRight of WayCity of RosevilleConstruction

Legislative Districts6Assembly: 1Senate: 4Congressional:

Project Milestone Existing ProposedProject Study Report ApprovedBegin Environmental (PA&ED) Phase 03/02/2020 03/02/2020

CECirculate Draft Environmental Document Document Type 04/27/2020 04/27/2020Draft Project Report 04/27/2020 04/27/2020End Environmental Phase (PA&ED Milestone) 06/24/2020 06/24/2020Begin Design (PS&E) Phase 07/01/2020 07/01/2020End Design Phase (Ready to List for Advertisement Milestone) 04/02/2021 04/02/2021Begin Right of Way Phase 06/01/2020 06/01/2020End Right of Way Phase (Right of Way Certification Milestone) 12/31/2020 12/31/2020Begin Construction Phase (Contract Award Milestone) 10/01/2021 03/23/2023End Construction Phase (Construction Contract Acceptance Milestone) 06/30/2023 09/28/2023Begin Closeout Phase 07/07/2023 12/28/2023End Closeout Phase (Closeout Report) 09/29/2023 02/28/2024


ePPR-5182-2020-0002 v0PPR ID

03/21/2022 11:13:05Date

To alleviate traffic congestion along Highway 65 and Interstate 80, improve air quality, provide mobility options and reduce energy consumption. Reducing congestion and improving mobility options will facilitate more economic development. Interstate 80 and Highway 65 in Placer County is one of the most congested corridors in the Sacramento Region. This corridor experiences traffic congestion in all directions several hours a day.

Purpose and Need

NHS Improvements YES NO NARoadway Class Reversible Lane Analysis YES NO

Inc. Sustainable Communities Strategy Goals YES NO Reduce Greenhouse Gas Emissions YES NO

Project OutputsCategory Outputs Unit Total

Rail/ Multi-Modal Station improvements EA 5


ePPR-5182-2020-0002 v0PPR ID

03/21/2022 11:13:05Date

The Placer-Sacramento Gateway Corridor Phase 1 improvements support the following goals and policies identified in the SACOG 2020 Metropolitan Transportation Plan/Sustainable Communities Strategy (MTP/SCS): Goal 1: Build vibrant places for today’s and tomorrow’s residents. • Policy 1: Provide incentives, information, tools, technical assistance, and encouragement to support implementation of the Sacramento region’s Sustainable Communities Strategy through: o Revitalization of urban, suburban, and rural centers and corridors; o Complete communities that include a balance of homes, jobs, services, amenities, and diverse transportation options; and o Complete streets that provide safe, comfortable, and equitable facilities for people of all ages and abilities to walk, bike, and ride transit. • Policy 2: Pursue funding opportunities that support the infrastructure improvements needed to support new housing and employment opportunities in existing urban, suburban, and rural communities. Goal 2: Foster the next generation of mobility solutions. • Policy 4: Pursue flexibility in state and federal funding sources to enable testing and implementation of innovative mobility solutions that are affordable, accessible, and reduce greenhouse gas emissions • Policy 7: Support transit agencies and local governments looking to secure funds to improve the frequency, hours of service, and coverage of productive bus service (including bus rapid transit, express bus, and more frequent fixed-route service). • Policy 8: Support more seamless travel through better traveler information for trip planning, reliable service and coordination between operators for transit, shared mobility and other first/last mile connections. Goal 4: Build and maintain a safe, resilient, and multimodal transportation system • Policy 19: Transit expansion, particularly light rail and other fixed infrastructure transit options, should be targeted at communities with supportive land use policies and development patterns that will generate transit ridership and improve the cost recovery rates for transit service. • Policy 20: Prioritize cost effective safety improvements that will help the region eliminate fatal transportation related accidents. • Policy 22: Invest in bicycle and pedestrian infrastructure to encourage healthy, active transportation trips and provide recreational opportunities for residents and visitors. • Policy 23: Prioritize and incentivize transportation investments that benefit environmental justice communities. • Policy 24: Invest in transportation improvements that improve access to major economic assets and job centers. • Policy 25: Prioritize investments in transportation improvements that reduce greenhouse gas emissions and vehicle miles traveled. The South Placer Transit Project will be delivered in two phases. The purchase of five electric buses is the first phase and the purchase of five chargers that are part of this ePPR is the second phase. The benefits for this ePPR are included in the parent project (purchase of five buses).

Additional Information


ePPR-5182-2020-0002 v0PPR ID


Air Quality & GHG

LPPF, LPPC, SCCP, TCEP Particulate Matter

PM 2.5 Tons 0 0 0PM 10 Tons 0 0 0


ePPR-5182-2020-0002 v0PPR ID

03


1535b

PPNO

Placer

County Route

PSGC Phase 1 - South Placer Transit - Five ChargersProject Title

Existing Total Project Cost ($1,000s) Component Prior 20-21 21-22 22-23 23-24 24-25 25-26+ Total Implementing Agency

E&P (PA&ED) Placer County Transportation PlanninPS&E City of RosevilleR/W SUP (CT) City of RosevilleCON SUP (CT) City of RosevilleR/W City of RosevilleCON City of RosevilleTOTAL

Proposed Total Project Cost ($1,000s) NotesE&P (PA&ED)PS&E 137 137R/W SUP (CT)CON SUP (CT)R/WCON 1,295 1,295TOTAL 1,432 1,432

Fund #1: State SB1 SCCP - Solution for Congested Corridors Program (Committed)30.10.030.100Program Code


E&P (PA&ED)PS&ER/W SUP (CT)CON SUP (CT)R/WCONTOTAL

Funding Agency



ePPR-5182-2020-0002 v0PPR ID

Fund #2: Local Funds - Developer Fees (Committed) Program CodeExisting Funding ($1,000s)

Component Prior 20-21 21-22 22-23 23-24 24-25 25-26+ TotalE&P (PA&ED)PS&ER/W SUP (CT)CON SUP (CT)R/WCONTOTAL

South Placer Regional TransportationFunding Agency

NotesProposed Funding ($1,000s)E&P (PA&ED)PS&E 137 137R/W SUP (CT)CON SUP (CT)R/WCONTOTAL 137 137

SCCP-P-2021-05B

June 23, 2021

DocuSign Envelope ID: 14435AE2-2FBC-4B52-AC20-13CF69711E68

SJGNATIJRE PAGE TO

PROJBCT BASELINE AGREEMENT

Resolution

JJrnr orlp�-.. (Ap 11 J0.1 11 .J PO'J

James Corless Executive Director

Placer-Sacramento Gateway - Phase I

S&cramento AlfHI Councf/ of Governments Project /\ppli

,81acer Cow,ty r,a,,sµu,tatio,1 Planning Agency Proj�ect licant

A . 6,� maoe t . enpalDistrict Director Califomia Depertment of Transportation Project Applicant and Implementing Ag1:nc:y

City of Citrus Heights

�' m::-; City Manager City of Rosevf/le Implementing Agency

Ron E:. Vicari Director, Department of Transportatior. Silcramento County Jmplemeauing Agency

HenryU General Manager/CEO Sacramento Regional Transit District Implementing Agency

Project Baseiine Agreement

Apr 26, 2021

Date

Date r//v,ffe-i-1

Lf /z.q J2o2.1 Date

4/23/2021

Date

i/2.z..lwz..1 Date• '

4/27/2021 Date

SCCP-P-2021-05B

SCCP-P-2021-05B

08/17/22

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EXHIBIT B: Project Reports TO

PROJECT BASELINE AGREEMENT

Placer-Sacramento Gateway - Phase 1

I-80 Auburn Boulevard Ramp MeterTBD: Appendix A

I-80 Transit Reliabilityhttps://pctpa.net/library/I-80AuxLanes/Final/FinalPR.pdf

Auburn Boulevard Complete Streets – Phase 2 Auburn Final ISMND -https://www.citrusheights.net/DocumentCenter/View/4225/Auburn-Final_ISMND_2015_1111--Approved-by-PC-111815?bidId=

Dry Creek Greenway East Feasibility Study - https://www.roseville.ca.us/government/departments/public_works/biking_walking/current_projects/dry_creek_greenway_project_-_east

Watt Avenue Complete Streets – Phase 1 https://sacdot.saccounty.net/Documents/Projects/Watt%20Ave%20Complete%20Streets/Watt%20Ave%20Complete%20Streets%20 Project%20Report.pdf

South Placer Transit Refer to Appendix B

Watt/I-80 Light Rail StationNot applicable

Light Rail Modernization LRVsNot applicable

Light Rail Modernization Stations Phase 1Not applicable

https://urldefense.com/v3/__https:/pctpa.net/library/I-80AuxLanes/Final/FinalPR.pdf__;!!LWi6xHDyrA!sCojieO5U91l6M4YZZcUd9hNiwRGQqNWkzXiRvrKm7VaOTIXN_uuKwn1wUmISwuE3Q7WYrE$

https://www.citrusheights.net/DocumentCenter/View/4225/Auburn-Final_ISMND_2015_1111--Approved-by-PC-111815?bidId=

https://www.citrusheights.net/DocumentCenter/View/4225/Auburn-Final_ISMND_2015_1111--Approved-by-PC-111815?bidId=

https://roseville.ca.us/DryCreekGreenwayEast

https://urldefense.com/v3/__https:/sacdot.saccounty.net/Documents/Projects/Watt*20Ave*20Complete*20Streets/Watt*20Ave*20Complete*20Streets*20Project*20Report.pdf__;JSUlJSUlJSU!!LWi6xHDyrA!psEYOEoEKpQCOasCM5rjDc5w7_eJ0hK8O4JlDw8LQrLuKtfJaVfmdfwsfKRpxzoeoQVG6sI$

https://urldefense.com/v3/__https:/sacdot.saccounty.net/Documents/Projects/Watt*20Ave*20Complete*20Streets/Watt*20Ave*20Complete*20Streets*20Project*20Report.pdf__;JSUlJSUlJSU!!LWi6xHDyrA!psEYOEoEKpQCOasCM5rjDc5w7_eJ0hK8O4JlDw8LQrLuKtfJaVfmdfwsfKRpxzoeoQVG6sI$

https://www.roseville.ca.us/government/departments/public_works/biking_walking/current_projects/dry_creek_greenway_project_-_east

APPENDIX A TO



I-80 AUBURN BOULEVARD RAMP METERProject Report

EA: 03-1J500 03-Pla 80 - PM 0.40 April 2021

Vicinity Map

Project Location Pla-80-PM 0.40 Auburn Blvd Slip Onramp to EB I-80

EA: 03-1J500 03-Pla 80 - PM 0.40 April 2021

This project report has been prepared under the direction of the following registered civil engineer. The registered civil engineer attests to the tech-nical information contained herein and the engineering data upon which recommendations, conclusions, and decisions are based.

REGISTERED CIVIL ENGINEER DATE

06/30/22

C72214

Daniel Tecle

3/26/2021

s146574

Daniel Sig

EA: 03-1J500 03-Pla 80 - PM 0.40 April 2021

Table of Contents 1. INTRODUCTION .................................................................................................... 1 2. RECOMMENDATION ........................................................................................... 2 3. BACKGROUND..................................................................................................... 2 4. PURPOSE AND NEED ........................................................................................... 2

4A. Problem, Deficiencies, Justification..................................................... 2 4B. Regional and System Planning ............................................................ 3 4C. Traffic ........................................................................................................ 3

5. ALTERNATIVES....................................................................................................... 4 5A. Viable Alternative................................................................................... 4

5B. Rejected Alternative ............................................................................. 4

6. CONSIDERATIONS REQUIRING DISCUSSION .................................................... 5

6A. Hazardous Waste.................................................................................... 5 6B. Value Analysis ......................................................................................... 5 6C. Resource Conservation ......................................................................... 5 6D. Right of Way ............................................................................................ 5 6E. Environmental Compliance ................................................................. 5 6F. Air Quality Conformity ........................................................................... 6 6G. Title VI Considerations ............................................................................ 6 6H. Noise Abatement Decision Report...................................................... 6 6I. Transportation Management Plan ...................................................... 6 6J. Storm Water Compliance ..................................................................... 6 6K. Highway Planting and Irrigation ......................................................... 6

7. OTHER CONSIDERATIONS AS APPROPRIATE.................................................... 7

7A. Permits ...................................................................................................... 7 7B. Drainage .................................................................................................. 7 7C. Complete Streets.................................................................................... 7 7D. Materials and/or disposal site............................................................... 7 7E. Reduce Greenhouse Gas (GHG) Emissions ....................................... 7 7F. Climate Change..................................................................................... 7

8. FUNDING, PROGRAMMING AND ESTIMATE .................................................... 8

EA: 03-1J500 03-Pla 80 - PM 0.40 April 2021

9. DELIVERY SCHEDULE............................................................................................ 9

10. RISKS....................................................................................................................... 9

11. EXTERNAL AGENCY COORDINATION .............................................................. 9

12. PROJECT REVIEWS ............................................................................................... 9

13. PROJECT PERSONNEL ....................................................................................... 10

14. ATTACHMENTS.................................................................................................... 10

03-Pla 80 – PM 0.40 03-1J500 – 0320000250

Solutions for Congestion Corridors Program April 2021

1

1. INTRODUCTION Project Description: This project proposes to modify the existing ramp meter located at eastbound (EB) Interstate 80(I-80) slip onramp from Auburn Blvd by me-tering the High Occupancy Vehicles (HOV) Preferential Lane. See Title Sheet & Preliminary Layout, Attachment A. EB I-80 at Auburn Blvd onramp experiences merging, safety and recur-rent congestion problems during the afternoon commute peak hour period. Ramp metering is a traffic management strategy to regulate the volume of traffic and spacing of vehicles entering a freeway corri-dor. This strategy is used to maximize the efficiency of the freeway and improve mobility, thereby minimizing the total delay within the trans-portation corridor. Ramp metering also maintains smoother and safer merging operations which improve safety by reducing rear-end and sideswipe collisions. The capital cost estimate for this project is $349,000. Construction capi-tal and support for this project is funded from the Senate Bill 1, 2020 So-lutions for Congestion Corridors Program (SCCP) as part of the Placer-Sacramento Gateway Corridor Phase 1 list of projects.

Project Limits 03-PLA-0.4

Number of Alternatives 2, including the “No-Build” alternative

Current Cost Estimate:

Escalated Cost Esti-mate:

Capital Outlay Support $330,000 Capital Outlay Construction $338,000 $349,000 Capital Outlay Right-of-Way - - Funding Source SCCP & CMAQ Funding Year 2021/22 Type of Facility Freeway SHOPP Project Output 1 Transportation Management System Environmental Determination or Document

Categorical Exemption (CE) for CEQA, Categorical Exclusion (CE) for NEPA

Legal Description In Placer County on I-80 in the City of Ro-seville at the Auburn Blvd slip onramp.

Project Development Category 5

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2

2. RECOMMENDATION

It is recommended that this project be approved as proposed using vi-able alternative and proceed to the design phase.

3. BACKGROUND

I-80 traverses from the Bay Area and through the cities of Davis, Sacra-mento, Roseville, Auburn, Colfax, and Truckee, continuing through Reno. I-80 within the project limits consists of five 12-ft lanes and 8-ft to 10-ft shoulders in each direction. EB I-80 at Auburn Blvd slip on ramp currently has two metered lanes & a third unmetered HOV lane.

District 3 Freeway Operations identified deficiencies related to delays at EB I-80 at Auburn Blvd slip onramp. These problems are caused by uncontrolled HOV traffic and violators using the HOV lane entering the freeway at Auburn Blvd slip onramp. Metering the existing HOV prefer-ential lane is needed at this location to improve mainline operations and reduce collisions. Per Ramp Meter Design Manual (RMDM) 2016 “HOV preferential lanes should be provided wherever ramp meters are installed, and each HOV preferential lane should be metered”.

4. PURPOSE AND NEED A. Problem, Deficiencies, Justification Purpose: The purpose of this project is to maximize the efficiency of the existing ramp meter, to help relieve traffic congestion on the freeway and de-crease peak hours of delay and improve safety.

Need: EB I-80 at southbound (SB) Auburn Blvd slip onramp experiences con-gestion problems during the afternoon commute peak hour period. Currently, the existing HOV preferential lane is unmetered, and violators use the HOV lane entering the freeway which causes recurrent con-gestion contributing to increased delay.

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B. Regional and System Planning The Statewide 2017 Ramp Metering Development Plan (RMDP) was prepared by the Division of Traffic Operations, the Division of Transpor-tation Planning, and the 12 Districts, in accordance with Deputy Di-rective 35 R-1, and should be updated every two years. The RMDP will be used as an information tool to work with Caltrans internal functional units, and regional and local partner agencies to ensure that ramp metering projects are included in planning and programming docu-ments for implementation. The RMDP is a comprehensive report that identifies existing and planned ramp metering locations. Per RMDM 2016, “HOV preferential lanes should be provided wherever ramp meters are installed, and each HOV preferential lane should be metered”.

C. Traffic Current and Forecasted Traffic Caltrans District 3 Office of Travel Forecasting and Modeling provided a Traffic Analysis in March 2021. Summary of the data is shown below:

Traffic Analysis Summary

AADT PEAK

HOUR Traffic In-dex (TI)

ESAL

EB I-80 Slip onramp From Auburn Blvd Base Year 2019 5,200 1,100 9 1,000,000 Construction Year 2022 5,400 1,100 9 1,000,000 2040 6,800 1,400 10 2,424,000 2042 6,800 1,400 10 2,424,000

Based on a truck classification count collected at EB I-80 at Auburn Blvd slip on ramp, the heavy vehicle percentage for I-80 was assumed to be 5%. Collision Rates Collision rates were calculated for a three-year period from July 1, 2017 to June 30, 2020 and compared to the statewide average utilizing colli-sion data from the Traffic Accident Surveillance and Analysis System (TASAS). State collision records show that the average actual collision rate is 0.62 times the average collision rate and below the statewide average rate. There were a total of six reported collisions; three of which resulted in injuries.

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Collision Rate Summary Number of Collisions Actual Rates (Per Mil-

lion vehicles)

Average Rates (Per Million vehicles)

Total Fatal F+I Multi Veh

Fatal F+I Total Fatal F+I Total

6 0 3 5 0 0.20 0.39 0.002 0.23 0.63

5. ALTERNATIVES

5A. Viable Alternative The viable alternative proposes to modify the existing ramp meter lo-cated at EB I-80 slip onramp from Auburn Blvd.

EB I-80 Slip onramp from Auburn Blvd: The onramp at this location is an existing three-lane ramp. The existing ramp meter will be modified by extending the existing limit line to cover all three lanes including the HOV preferential lane and replacing the existing standard mast arm ramp meter signal pole with mast arm ramp meter signal pole with a rotating base. The ramp meter controller and electronic equipment will be connected to the district ramp metering system, which will be monitored from the Sacramento Regional Traffic Management Center in Rancho Cordova. The installation will meter traffic on the ramp and monitor traffic volumes on the mainline and onramp, if present. The ramp meter controllers will transmit and receive data by way of dedicated phone or fiber optic lines, if available. The real-time traffic monitoring capability can be used for traffic incident detection. See the Project Cost Estimate, Attachment B, for specific work items in-cluded in this project.

5B. Rejected Alternative No-Build Alternative This alternative does not meet the need and purpose of this project. The existing facility within the project limits will experience an increase in traf-fic congestion and vehicle delay. The existing condition will not be able to accommodate traffic demands.

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6. CONSIDERATIONS REQUIRING DISCUSSION 6A. Hazardous Waste Minor hazardous waste/material issues including, aerially deposited lead, treat wood waste, and thermoplastic/paint striping have been identified for the project as proposed. Relevant Standard Special Provi-sion (SSPs) and Non-Standard Special Provisions (NSSPs) will be included in the final project PS&E and listing packages to fully address these is-sues. See a Hazardous Waste Initial Site Assessment (ISA) Sheet, Attach-ment I.

6B. Value Analysis A value analysis study was not conducted because the project is be-low the Caltrans cost threshold of $25 million or more for roadway pro-jects.

6C. Resource Conservation The contractor should salvage and recycle when that option is availa-ble. 6D. Right-of-Way Issues The project improvements are all within existing State Right-of-Way. No new Right-of-Way will be required. A Right of Way Data Sheet (RWDS) was prepared for this project and all the details are discussed in the data sheet (See Attachment C). Utilities: District Utility Engineering Workgroup (UEW) has completed Utility inves-tigation. Utility conflicts are not expected with proposed scope of work. Caltrans utilities do exist within the scope of work. High priority utilities are not anticipated. Utility relocation is not expected since the ramp meter and associated facilities may be adjusted in the field during construction to avoid any utility conflicts.

Railroad Involvement: There is no railroad involvement in this project. 6E. Environmental Compliance The project requires a Categorical Exemption for CEQA and a Cate-gorical Exclusion for NEPA (CE/CE). Environmental permits are not an-ticipated. See Environmental Document Sheet, Attachment D.

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6F. Air Quality Conformity This project is exempt from all air quality conformity analysis require-ments per Table 2 of 40 Code of Federal Regulations (CFR) §93.126, subsection “Safety” (“Projects that correct, improve, or eliminate a hazardous location or feature”). Conformity requirements do not ap-ply.

6G. Title VI Considerations All considerations of Title VI of the Civil Rights Act of 1964 shall be evalu-ated in the development of this project.

6H. Noise Abatement Decision Report This project meets the criteria for a Type III project as defined in 23CRF772. Traffic noise impacts are not anticipated, and a detailed noise study report is not required.

6I. Transportation Management Plan Construction time for the proposed work is estimated as 20 working days, out of which 15 days are required for traffic control. Work is ex-pected to be done at night with ramp closures. Portable Changeable Message Signs (PCMS) will be used to notify motorists of construction zone activities. Coordinating with projects adjacent to or within the lim-its of this project will be required to avoid conflicts. Work at these loca-tions may require assistance of Construction Zone Enhanced Enforce-ment Program (COZEEP), but full time COZEEP presence is not antici-pated. District 3 Traffic Management Planning has prepared a Transportation Management Plan (TMP) Datasheet for this project. The TMP require-ments will be incorporated into the project design during Plans Specifi-cations and Estimate (PS&E) phase. See Transportation Management Plan Data Sheet, Attachment E. 6J. Stormwater Compliance This project will comply with the Caltrans Statewide National Pollutant Discharge Elimination System (NPDES) permit. Temporary Construction Site Best Management Practices (BMPs), which will be identified during the project design phase, will be deployed under a contractor pre-pared Water Pollution Control Program. See Draft Storm Water Data Report (SWDR), Attachment F, for more in-formation. 6K. Highway Planting and Irrigation Highway planting exists in the project area and irrigation systems may be impacted due to project. A detailed assessment will be performed

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during the project design phase. See Landscape Architecture Assessment Sheet (LAAS), Attachment G, for more information.

7. OTHER CONSIDERATIONS AS APPROPRIATE

7A. Permits An encroachment permit is not anticipated for this project. 7B. Drainage This project is not anticipated to affect any existing drainage facilities or change any drainage patterns. See Drainage Report Exemption Sheet, Attachment H. 7C. Complete Streets No pedestrian facilities are addressed on this project. Currently, Auburn Blvd, within the project limit, has unmarked bike lane. Bicycle facilities will not be provided on the state route due to high vehicle speeds and traffic volume. The elements of Complete Streets do not apply to this project.

7D. Material and/or disposal site: Surplus material generated by the project will become the property of the contractor. A disposal site will likely not be required.

7E. Reduce Greenhouse Gas (GHG) Emissions Where available, it is recommended that material within a local radius of the project area and/or locally available building material be uti-lized to reduce GHG emissions. 7F. Climate Change The proposed modification of the ramp meter will help reduce traffic congestion on the freeway system, minimize vehicle delays, which is expected to result in reduced travel time and GHG emissions. The pur-pose of the proposed project is to modify an existing ramp meter. The work is not expected to result in increased operational emissions as no additional roadway capacity will be added. Construction emissions are unavoidable but will be reduced to the greatest extent practica-ble through planning & implementation of best practices through the project delivery process. The proposed project is outside the coastal zone and impacts due to projected sea level rise are not anticipated.

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8. FUNDING, PROGRAMMING AND ESTIMATE Funding It has been determined that this project is eligible for Federal-aid fund-ing. Programming Construction capital and support for this project is funded from the Senate Bill 1, 2020 Solutions for Congestion Corridors Program as part of the Placer-Sacramento Gateway Corridor Phase 1 list of projects.

Fund Source Fiscal Year Estimate

SACOG SCCP Prior 20/21 21/22 22/23 23/24 24/25 Future Total

Pro-grammed Amount

Component In thousands of dollars ($1,000) PA&ED Sup-port 30 50 0 0 0 0 0 80 80

PS&E Support 66 34 0 0 0 0 100 100 Right-of-Way Support 0 1 2 2 1 0 0 5 5

Construction Support 69 68 8 0 0 145 150

Right-of-Way Construction 349 349 350 Total

The support to capital cost ratio is 94.5%. Project is estimated with 20 working days. See Programming Sheet, Attachment J. Estimate Preliminary Project Cost Estimate is included as Attachment B in this re-port.

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9. DELIVERY SCHEDULE

Project Milestones Milestone Date (Month/Day/Year)

Milestone Designation (Target/Ac-

tual) PROGRAM PROJECT M015 6/25/2020 A BEGIN ENVIRONMENTAL M020 7/13/2020 A PA & ED M200 04/01/2021 T P&E M300 4/26/2021 T PS&E TO DOE M377 06/07/2021 T RIGHT OF WAY CERTIFICATION M410 07/19/2021 T READY TO LIST M460 08/02/2021 T HEADQUARTERS ADVERTISE M480 11/15/2021 T AWARD M495 01/14/2022 T APPROVE CONTRACT M500 02/15/2022 T CONTRACT ACCEPTANCE M600 10/03/2022 T END PROJECT EXPENDITURES M800 04/02/2024 T FINAL PROJECT CLOSEOUT M900 03/03/2025 T

10. RISKS

There are no risks associated with this project.

11. EXTERNAL AGENCY COORDINATION Federal Highway Administration (FHWA) This project is an Assigned Project in accordance with the current FHWA and Department of Transportation (Caltrans) Joint Stewardship and Oversight Agreement. It is exempt from FHWA review.

12. PROJECT REVIEWS

Scoping team field review * Date Scoping team field review attendance roster attached. District Program Advisor Date District Landscape Architect Date District Landscape Specialist Date District Maintenance Date District Maintenance Landscape Architect Date Headquarters Project Delivery Coordinator Date Project Manager Daniel Kwong Date 3/19/21

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FHWA Date District Safety Review Darryl Chambers Date 3/15/21 Constructability Review Kim Smith Date 3/19/21 Other Date *Required only if the project report purpose is to request programming and for project approval

13. PROJECT PERSONNEL Daniel Kwong Project Manager (530) 713-3023 Kimberly Ader PM Assist (530) 740-4912 Fernando Rivera Design Engineer (530) 741-5712 Daniel Tecle Project Engineer (530) 740-4824 Rupinder Gill Electrical Designer (530) 755-4414 Simranjit Singh Signing & Striping (530) 741-4014 Masum Patwary Environmental Coordinator (530) 812-7634 Wendy Ratajczak R/W Project Coordinator (530) 821-8390 Kathyryn Lugo Landscape Associate (530) 821-8433 Fahim Senazai TMP Coordinator (916) 865-8180 Mark Melani Hazardous Waste Coordinator (530) 720-5197 Iris Bishop Storm Water Coordinator (530) 741-4320 Salahuddin Chowdhury Utility Engineering Workgroup (530) 741-5500 Larry Hall Freeway Operations (916) 859-7955 Clemal Ray Maintenance Supervisor (916) 786-1067 Kevin Espinoza Senior Transportation Engineer (530) 741-5499

14. ATTACHMENTS (Number of Pages)

A. Title Sheet & Preliminary Layouts (3) B. Project Cost Estimate (11) C. Right of Way Data Sheet (4) D. Environmental Document E. Traffic Management Plan Data Sheet (3) F. Storm Water Data Report (3) G. Landscape Architecture Assessment Sheet (3) H. Drainage Report Exemption (1) I. Hazardous Waste, ISA J. Programming Sheet and Resources K. Risk Register

ATTACHMENT A TITLE SHEET AND PRELIMINARY LAYOUT

03 Pla 80

DANIEL TECLE

72214

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IN PLACER COUNTY IN THE CITY OF ROSEVILLE

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R-2021

POST MILESNo.

OF LICENSE AS SPECIFIED IN THE "NOTICE TO BIDDERS."

INDEX OF PLANS

TI

ME

PL

OT

TE

D

=>

R

R

03-9-21

THE CONTRACTOR SHALL POSSESS THE CLASS (OR CLASSES)

PLANS APPROVAL DATE

RE

GIS

TE

RE

DP

ROFESSIONAL

EN

GI

NE

ER

S

TATE

OF CALIFORN

IA

No.

Exp.

CIVIL

PROJECT ENGINEER

REGISTERED CIVIL ENGINEER

DATE

COMPLETENESS OF SCANNED COPIES OF THIS PLAN SHEET.

RESPONSIBLE FOR THE ACCURACY OR

OFFICERS OR AGENTS SHALL NOT BE

THE STATE OF CALIFORNIA OR ITS

CONTRACT No.

PROJECT ID

PROJECT NUMBER & PHASE

0320000250

03-1J500

UNIT0320000250ab001.dgn

s132499USERNAME =>

DGN FILE =>

RELATIVE BORDER SCALE

IS IN INCHES

0 2 31CALTRANS WEB SITE IS: HTTP//WWW.DOT.CA.GOV/ 0391 03200002501

DE

SI

GN

MA

NA

GE

R

BORDER LAST REVISED 8/1/2016

TO BE SUPPLEMENTED BY STANDARD PLANS DATED 2018

DA

NIE

L

KW

ON

G

ROSEVILLE Rd

VERNON

St

MELODY Ln

RIVERSI

DE

Ave

BR

AE

OA

K

CIR

BY

Way

AUBURN Bl

vd

To

SACRAMENTO

CITRUS HEIGHTS

ROSEVILLE

ROUTE 80

Cirby

Linda

Creek

LOCATION OF CONSTRUCTION

PM 0.40

End Work

PM R0.50

PM R0.30

Begin Work

PL

ACER C

O

SACR

AME

NT

O C

O

To AUBURN

R

OUTE 80

A

BU

RN

BL

VD

RI

VE

RSI

DE

AV

E

E

B

ON

RA

MP

R/

W

R/

W

X

LEGEND

CONSTRUCTION AREA SIGN NUMBER

NOTES:

1. EXACT SIGN LOCATION TO BE DETERMINED BY THE ENGINEER.

2. ALL SIGN DESIGNATIONS SHOWN ARE FEDERAL UNLESS OTHERWISE

INDICATED AS A CALIFORNIA (CA) SIGN DESIGNATION.

STATIONARY MOUNTED CONSTRUCTION AREA SIGNS

SIGN

LETTERPANEL SIZE SIGN MESSAGE

AND SIZE

RAMP WORK AHEADW20-1 (RAMP) 1 - 6" x 6"48" x 48"

END ROAD WORKG20-2 36" x 18" 1 - 4" x 4"

NUMBERNUMBER OF POST

OF SIGNS

DESIGNATION

SIGN

A

B

2

1

B

A

A

APPROVED FOR CONSTRUCTION AREA SIGN WORK ONLY

NO SCALE

CONSTRUCTION AREA SIGNS

CS-1

LU

CI

A

SA

AV

ED

RA

SI

MR

ANJIT

SI

NG

H

CH

UC

K

CO

OK

LUCIA SAAVEDRA

78880

3-31-22

03 Pla 80 0.400

x

x

x

x

x

Dist COUNTY ROUTEPOST MILES

TOTAL PROJECT

SHEET

No.

TOTAL

SHEETS

LA

ST

RE

VISI

ON

ST

AT

E

OF

CA

LIF

OR

NI

A -

DE

PA

RT

ME

NT

OF

TR

AN

SP

OR

TA

TI

ON

No.

Exp.

CIVIL

RE

GI

ST

ER

E

DP

ROFESSIONAL

EN

GI

NE

ER

S

TATE

OF CALIFORN

IA


TI

ME

PL

OT

TE

D

=>

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PL

OT

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=>

$TI

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LC

UL

AT

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VIS

ED

BY

DA

TE

RE

VIS

ED

PLANS APPROVAL DATE

DATE

FU

NC

TI

ON

AL

SU

PE

RVIS

OR

R

THE STATE OF CALIFORNIA OR ITS OFFICERS

OR AGENTS SHALL NOT BE RESPONSIBLE FOR

THE ACCURACY OR COMPLETENESS OF SCANNED

COPIES OF THIS PLAN SHEET.

R

BORDER LAST REVISED 7/2/2010USERNAME => $USER

DGN FILE => $REQUEST


IS IN INCHES

0 1 2 3UNIT 0390 PROJECT NUMBER & PHASE 03200002501

TR

AF

FIC

$D

GN

SP

EC

CIVIL

03-15-21

R

OUTE 80

A

BU

RN

BL

VD

RI

VE

RSI

DE

AV

E

EB

ONRAMP

R/

W

R/

W

0

1

2

3

4

5

6

7

8

TR

AF

FIC

SA

FE

TY

PD-1

SCALE: 1"=50'

PLANPAVEMENT DELINEATION

APPROVED FOR PAVEMENT DELINEATION PLAN WORK ONLY

2

3

4

5

6

C

P

L

REMOVE PAVEMENT MARKING

LEGEND

LIMIT LINELL

NOTES:

1. ALL LANES MUST BE 12' WIDE UNLESS OTHERWISE SHOWN.

H

L

"HOV" PAVEMENT MARKING

"LANE" PAVEMENT MARKING

2. ALL THE DELINEATORS ARE CLASS 1 AND TYPE G.

C

P

"CAR" PAVEMENT MARKING

"POOL" PAVEMENT MARKING

DIAMOND SYMBOL

H

L

H

L

LL

+90.1

LU

CI

A

SA

AV

ED

RA

SI

MR

ANJIT

SI

NG

H

CH

UC

K

CO

OK

LUCIA SAAVEDRA

78880

3-31-22

03 Pla 80 0.400

x

x

x

x

x


TOTAL PROJECT

SHEET

No.

TOTAL

SHEETS

LA

ST

RE

VISI

ON

ST

AT

E

OF

CA

LIF

OR

NI

A -

DE

PA

RT

ME

NT

OF

TR

AN

SP

OR

TA

TI

ON

No.

Exp.

CIVIL

RE

GI

ST

ER

E

DP

ROFESSIONAL

EN

GI

NE

ER

S

TATE

OF CALIFORN

IA


TI

ME

PL

OT

TE

D

=>

DA

TE

PL

OT

TE

D

=>

$TI

ME

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AT

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SI

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ED

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UL

AT

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VIS

ED

BY

DA

TE

RE

VIS

ED

PLANS APPROVAL DATE

DATE

FU

NC

TI

ON

AL

SU

PE

RVIS

OR

R





R




IS IN INCHES


TR

AF

FIC

$D

GN

SP

EC

03-15-21

SCALE: 1"=50'

03 Pla 80

x

x

x

x

x


TOTAL PROJECT

SHEET

No.

TOTAL

SHEETS

LA

ST

RE

VISI

ON

ST

AT

E

OF

CA

LIF

OR

NI

A -

DE

PA

RT

ME

NT

OF

TR

AN

SP

OR

TA

TI

ON

No.

Exp.

CIVIL

RE

GI

ST

ER

E

DP

ROFESSIONAL

EN

GI

NE

ER

S

TATE

OF CALIFORN

IA


TI

ME

PL

OT

TE

D

=>

DA

TE

PL

OT

TE

D

=>

11:13

26-

FE

B-2021

CH

EC

KE

D

BY

DE

SI

GN

ED

BY

CA

LC

UL

AT

ED-

RE

VIS

ED

BY

DA

TE

RE

VIS

ED

PLANS APPROVAL DATE

DATE

FU

NC

TI

ON

AL

SU

PE

RVIS

OR

R





R

BORDER LAST REVISED 7/2/2010USERNAME => s148147

DGN FILE => 0320000250nb001.dgn


IS IN INCHES


TR

AF

FIC

P:\proj5\03\1j500\traf\si

gn\

Plans\0320000250nb001.dgn

0.40

DETAILSPAVEMENT DELINEATION

PDD-1

LANE

HOV LANE PAVEMENT MARKING

PACKAGE DETAIL

PAVEMENT MARKING

"DIAMOND SYMBOL"

SEE Std PLAN A24C

SEE Std PLAN RSP A24E

"HOV"

PAVEMENT MARKING

PAVEMENT MARKING

"DIAMOND SYMBOL"

SEE Std PLAN A24C

12'-0"

8'-0"

8'-0"

50'-0"

25'-0"

25'-0"

12'-0"

"LANE"

PAVEMENT MARKING

SEE Std PLAN RSP A24E

CH

UC

K

CO

OK

SI

MR

ANJIT

SI

NG

H

LU

CI

A

SA

AV

ED

RA

LUCIA SAAVEDRA

78880

3-31-22

02-26-21

APPROVED FOR PAVEMENT DELINEATION DETAIL WORK ONLY

EWNV = ENHANCED WET NIGHT VISIBILITY

PAVEMENT DELINEATION

QUANTITIES

PDQ-1

ABBREVIATION:

LU

CI

A

SA

AV

ED

RA

SI

MR

ANJIT

SI

NG

H

CH

UC

K

CO

OK

02-26-21

LUCIA SAAVEDRA

78880

3-31-22

03 Nev 80 0.40

x

x

x

x

x


TOTAL PROJECT

SHEET

No.

TOTAL

SHEETS

LA

ST

RE

VISI

ON

ST

AT

E

OF

CA

LIF

OR

NI

A -

DE

PA

RT

ME

NT

OF

TR

AN

SP

OR

TA

TI

ON

No.

Exp.

CIVIL

RE

GI

ST

ER

E

DP

ROFESSIONAL

EN

GI

NE

ER

S

TATE

OF CALIFORN

IA


TI

ME

PL

OT

TE

D

=>

DA

TE

PL

OT

TE

D

=>

11:19

26-

FE

B-2021

CH

EC

KE

D

BY

DE

SI

GN

ED

BY

CA

LC

UL

AT

ED-

RE

VIS

ED

BY

DA

TE

RE

VIS

ED

PLANS APPROVAL DATE

DATE

FU

NC

TI

ON

AL

SU

PE

RVIS

OR

R





R

BORDER LAST REVISED 7/2/2010USERNAME => s148147

DGN FILE => 0320000250nc001.dgn


IS IN INCHES


TR

AF

FIC

P:\proj5\03\1j500\traf\si

gn\

Plans\0320000250nc001.dgn

DESCRIPTION SQFTQUANTITY

PAVEMENT MARKING (EWNV)

THERMOPLASTIC

TOTAL

5 @ 11 SQFT

2 @ 24 SQFT

2 @ 18 SQFT

DIAMOND SYMBOL

HOV

LANE

LIMIT LINE 41-

36

48

55

180

DESCRIPTION SQFTQUANTITY

3 @ 11 SQFT

1 @ 23 SQFT

1 @ 17 SQFT

DIAMOND SYMBOL

CAR

POOL

24

17

23

33

29LIMIT LINE

LANE 1 @ 24 SQFT

-

126

PAVEMENT MARKING (EWNV)

REMOVE THERMOPLASTIC

TOTAL

R

OUTE 80

A

BU

RN

BL

VD

RI

VE

RSI

DE

AV

E

EB

ONRAMP

R/

W

R/

W

0

1

2

3

4

5

6

7

8

TR

AF

FIC

SA

FE

TY

LU

CI

A

SA

AV

ED

RA

SI

MR

ANJIT

SI

NG

H

CH

UC

K

CO

OK

LUCIA SAAVEDRA

78880

3-31-22

NOTES:

1. ALL EXISTING SIGNS NOT SHOWN FOR REMOVAL,


RELOCATION OR RESETTING MUST REMAIN IN PLACE.


LEGEND

REMOVE ROADSIDE SIGN

Sht-No.

SIGN PANEL - MAST ARM MOUNTED

EXISTING ROADSIDE SIGN - SSBM

ROADSIDE SIGN -1 POST

EXISTING ROADSIDE SIGN -1 POST

ROADSIDE SIGN - SSBM

ROADSIDE SIGN NUMBER

APPROVED FOR SIGN PLAN WORK ONLY

SCALE: 1"=50'

S-1

SIGN PLAN

H

L

H

L

W3-8 1-1

R5-10a 1-3

W3-8 1-2

1-4 R5-10a

R91-1(CA) 1-5

1-6 R91-1(CA)

R5-10a 1-7

1-8 R5-10a

R91-1(CA) 1-9

1-10 R91-1(CA)

R90-1(CA) 1-11R10-6R 1-12

R89(1)(CA) 1-13

R10-6L 1-14

R88(CA) 1-15

R89-2(CA)1-16

R89-2(CA)1-17

R89-2(CA)1-18

R89-2(CA)1-19

R89-2(CA)1-20

03 Pla 80 0.400

x

x

x

x

x


TOTAL PROJECT

SHEET

No.

TOTAL

SHEETS

LA

ST

RE

VISI

ON

ST

AT

E

OF

CA

LIF

OR

NI

A -

DE

PA

RT

ME

NT

OF

TR

AN

SP

OR

TA

TI

ON

No.

Exp.

CIVIL

RE

GI

ST

ER

E

DP

ROFESSIONAL

EN

GI

NE

ER

S

TATE

OF CALIFORN

IA


TI

ME

PL

OT

TE

D

=>

DA

TE

PL

OT

TE

D

=>

$TI

ME

$D

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CH

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ED

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UL

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RE

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ED

BY

DA

TE

RE

VIS

ED

PLANS APPROVAL DATE

DATE

FU

NC

TI

ON

AL

SU

PE

RVIS

OR

R





R




IS IN INCHES


TR

AF

FIC

$D

GN

SP

EC

03-15-21

LU

CI

A

SA

AV

ED

RA

SI

MR

ANJIT

SI

NG

H

CH

UC

K

CO

OK

03-10-21

LUCIA SAAVEDRA

78880

3-31-22

03 Pla 80 0.40

x

x

x

x

x


TOTAL PROJECT

SHEET

No.

TOTAL

SHEETS

LA

ST

RE

VISI

ON

ST

AT

E

OF

CA

LIF

OR

NI

A -

DE

PA

RT

ME

NT

OF

TR

AN

SP

OR

TA

TI

ON

No.

Exp.

CIVIL

RE

GI

ST

ER

E

DP

ROFESSIONAL

EN

GI

NE

ER

S

TATE

OF CALIFORN

IA


TI

ME

PL

OT

TE

D

=>

DA

TE

PL

OT

TE

D

=>

$TI

ME

$D

AT

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EC

KE

D

BY

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GN

ED

BY

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LC

UL

AT

ED-

RE

VIS

ED

BY

DA

TE

RE

VIS

ED

PLANS APPROVAL DATE

DATE

FU

NC

TI

ON

AL

SU

PE

RVIS

OR

R





R




IS IN INCHES


TR

AF

FIC

$D

GN

SP

EC

NOTES:

3. "C" DIM = VERTICAL CLEARANCE EP TO BOTTOM OF SIGN PANEL.

SEE ELECTRICAL PLANS FOR DETAILS.

TO BE DETERMINED BY THE ENGINEER.

1. EXACT LOCATION AND POSITION OF ROADSIDE SIGNS

2. POST LENGTHS GIVEN ARE APPROXIMATE.

6. SIGN PANEL TO BE MOUNTED ON SIGNAL MAST ARM.

5. (N) - NOT A SEPARATE BID ITEM.



7. SIGN PANEL TO BE MOUNTED ON ELECTROLIER.

SIGN QUANTITIES

SQ-1

8. SIGN PANEL TO BE MOUNTED ON ADVANCE FLASHING BEACON STANDARD.

SIGN

NUMBER

SHT-No.

PANEL SIZE

"C"

DI

M

IN

FE

ET

ROADSIDE

SIGN

REMOVE

REMARKSPOST SIZE AND LENGTH INSTALL

SIGN

(SSBM)

EAEAINCHES

SIGN DESIGNATION

W3-8

W3-8

1-1

1-2

1-3 R5-10a

1-4 R5-10a

1-14 R10-6L

1-12

1-13

1-14

R89(1)(CA)

R89-2(CA)

R89-2(CA)1-15

1-16 R89-2(CA)

2½"x2½"

METAL POST ONE POST

ROADSIDE SIGN

EA

36 x 36

36 x 36

36 x 30

36 x 30

36 x 24

48 x 20

48 x 20

48 x 20

48 x 20

1-15 R88(CA) 30 x 30

1

1

1

1

6SHEET TOTAL 1 6

SEE NOTE 5

LB

WASTE

WOOD

TREATMENT

SEE NOTE 5 & 6

SEE NOTE 5

SEE NOTE 5 & 6

R89-2(CA) 48 x 20

5 10'

4 10'

35

145

SEE NOTE 5 & 8

SEE NOTE 5 & 8

SEE NOTE 5 & 6

ROADSIDE SIGN QUANTITIES

1-5 R91-1(CA)

1-6

1 55

1-7 R5-10a

1-8 R5-10a

36 x 30

36 x 30

1

1

5 10'

R91-1(CA)

48 x 66 5 12' 1

48 x 66

48 x 66 5 12' 11-9 R91-1(CA)

48 x 66R91-1(CA)1-10

1-11 R90-1(CA) 24 x 30 5 10' 1

R10-6R 36 x 24 41-12

48 x 20R89(1)(CA)1-13 1

10' 1

1 55

LU

CI

A

SA

AV

ED

RA

SI

MR

ANJIT

SI

NG

H

CH

UC

K

CO

OK

03-10-21

LUCIA SAAVEDRA

78880

3-31-22

03 Pla 80 0.40

x

x

x

x

x


TOTAL PROJECT

SHEET

No.

TOTAL

SHEETS

LA

ST

RE

VISI

ON

ST

AT

E

OF

CA

LIF

OR

NI

A -

DE

PA

RT

ME

NT

OF

TR

AN

SP

OR

TA

TI

ON

No.

Exp.

CIVIL

RE

GI

ST

ER

E

DP

ROFESSIONAL

EN

GI

NE

ER

S

TATE

OF CALIFORN

IA


TI

ME

PL

OT

TE

D

=>

DA

TE

PL

OT

TE

D

=>

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ME

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AT

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EC

KE

D

BY

DE

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ED

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UL

AT

ED-

RE

VIS

ED

BY

DA

TE

RE

VIS

ED

PLANS APPROVAL DATE

DATE

FU

NC

TI

ON

AL

SU

PE

RVIS

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R




IS IN INCHES


TR

AF

FIC

$D

GN

SP

EC

SIGN QUANTITIES

SQ-2

L

D D = DEPTH OF PANEL

L = LENGTH OF PANEL

NU

MB

ER

OF

PA

NE

LS

SIGN MESSAGE/DESCRIPTION

ROADSIDE SIGN PANEL QUANTITIES

L x DAREA

PANELPANEL

SIZE

INCHES SQFT

BA

CK

GR

OU

ND

SH

EE

TI

NG

CO

LO

R

SH

EE

TI

NG

CO

LO

R

LE

GE

ND

ALUMINUM SIGN

0.063" 0.080"

UNFRAMED

SQFT SQFT

FURNISH

SINGLE SHEET

FIL

M (P

RE

MI

UM)

PR

OT

EC

TI

VE-

OV

ER

LA

Y

SIGN

DESIGNATION

NOTES:

SHALL BE RETROREFLECTIVE ASTM TYPE VIII.

3. ALL WHITE SIGN PANEL BACKGROUND SHEETING

4. ALL SIGN PANEL LEGEND SHEETING, WITH THE EXCEPTION OF BLACK,

SHALL BE RETROREFLECTIVE ASTM TYPE XI.

2. ALL SIGN PANEL BACKGROUND SHEETING, WITH THE EXCEPTION OF WHITE,

SHALL BE RETROREFLECTIVE ASTM TYPE XI.

5. ALL BLACK SIGN PANEL LEGEND SHEETING SHALL BE NON-REFLECTIVE.



R5-10a

R10-6

R89-2(CA)

R91-1(CA)

R90-1(CA)

36 x 30

36 x 24

48 x 20

24 x 30

48 x 66

7.5'

6'

6.7'

5'

22'

NO PEDESTRIANS, BICYCLES,

MOTOR-DRIVEN CYCLES

STOP HERE ON RED

1 CAR PER GREEN THIS LANE

ALL VEHICLES STOP ON RED

HOV 2+

2 OR MORE ONLY WHEN METERED

2

2

3

1

2

WHITE BLACK

BLACKWHITE

WHITE BLACK

WHITE BLACK

WHITE BLACK

WHITEBLACK

44

15

12

5

20.1

X

X

X

X

X

TOTAL 32 64.1

x

x

x

x

x


TOTAL PROJECT

SHEET

No.

TOTAL

SHEETS

LA

ST

RE

VISI

ON

ST

AT

E

OF

CA

LIF

OR

NI

A -

DE

PA

RT

ME

NT

OF

TR

AN

SP

OR

TA

TI

ON

No.

Exp.

CIVIL

RE

GI

ST

ER

E

DP

ROFESSIONAL

EN

GI

NE

ER

S

TATE

OF CALIFORN

IA


TI

ME

PL

OT

TE

D

=>

DA

TE

PL

OT

TE

D

=>

16:37

10-

MA

R-2021

CH

EC

KE

D

BY

DE

SI

GN

ED

BY

CA

LC

UL

AT

ED-

RE

VIS

ED

BY

DA

TE

RE

VIS

ED

PLANS APPROVAL DATE

DATE

FU

NC

TI

ON

AL

SU

PE

RVIS

OR

R





R

00-00-00

USERNAME => s147080

DGN FILE => 0320000250_Base Map.dgn


IS IN INCHES

0 1 2 3UNIT 0000 PROJECT NUMBER & PHASE 00000000001BORDER LAST REVISED 7/2/2010

x

x

x

x

x


TOTAL PROJECT

SHEET

No.

TOTAL

SHEETS

LA

ST

RE

VISI

ON

ST

AT

E

OF

CA

LIF

OR

NI

A -

DE

PA

RT

ME

NT

OF

TR

AN

SP

OR

TA

TI

ON

No.

Exp.

CIVIL

RE

GI

ST

ER

E

DP

ROFESSIONAL

EN

GI

NE

ER

S

TATE

OF CALIFORN

IA


TI

ME

PL

OT

TE

D

=>

DA

TE

PL

OT

TE

D

=>

16:37

10-

MA

R-2021

CH

EC

KE

D

BY

DE

SI

GN

ED

BY

CA

LC

UL

AT

ED-

RE

VIS

ED

BY

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TE

RE

VIS

ED

PLANS APPROVAL DATE

DATE

FU

NC

TI

ON

AL

SU

PE

RVIS

OR

R





R

00-00-00

USERNAME => s147080

DGN FILE => 0320000250_Base Map.dgn


IS IN INCHES

0 1 2 3UNIT 0000 PROJECT NUMBER & PHASE 00000000001BORDER LAST REVISED 7/2/2010

R

OUTE 80

MAST ARM STANDARD

Remove Existing Sign

R(89)(1) Sign

Install R10-6R &

Remove Existing Sign

Flashing Beacon

Install Type 1-D Modified

A

BU

RN

BL

VD

RI

VE

RSI

DE

AV

E

EB

ONRAMP

03 Pla 80 0.400

FOR DESIGN STUDY ONLY

R/

W

R/

W

0

1

2

3

4

5

6

7

8

V

NEW SUBPANEL, 480-240/120V

LIMIT LINE

REMOVE SIGNAL POLE AT

Min

70'

ATTACHMENT B COST ESTIMATE

PROJECT ©

EA: 03-1J500

PID: 320000250 District-County-Route: 03-Pla-80

PM: 0.4

SUMMARY OF PROJECT COST ESTIMATE

Current Year Cost Escalated Cost

337,700$ 348,506$

-$ -$

337,700$ 348,506$

-$ -$

338,000$ 349,000$

-$ -$

-$ -$

-$ -$

-$ -$

-$ -$

340,000$ 350,000$ *

Programmed Amount

Month / YearDate of Estimate (Month/Year) March / 2021

Estimated Construction Start (Month/Year) May / 2022

Number of Working Days = 30

Estimated Mid-Point of Construction (Month/Year) June / 2022

Estimated Construction End (Month/Year) June / 2022

Number of Plant Establishment Days 0

4/1/20216/7/20218/2/2021

5/15/2022

(530) 741-7152 Office Engineer / Cost Estimate Certifier Date Phone

xx/xx/xxxx (xxx) xxx-xxxx

Project Manager Date Phone

Approved by Project Manager

RTL

PID Approval PA/ED Approval

PS&E

Tyler Smith

Program Code :

Project Limits :

Project Description:

Scope :

Reviewed by District O.E. or Cost Estimate Certifier

Begin Construction

TOTAL SUPPORT COST

Estimated Project Schedule

TOTAL PROJECT COST

PS&E SUPPORT

TOTAL CAPITAL OUTLAY COSTS

CONSTRUCTION SUPPORT

PLANNING COST ESTIMATEEA: 03-1J500 PID: 320000250

RIGHT OF WAY SUPPORT

TOTAL STRUCTURES COST

SUBTOTAL CONSTRUCTION COST

Project Report

SHOPP

On I-80 at PM 0.40 at Auburn Blvd slip on ramp.

Modify Ramp Meter modify an existing ramp meter at EB I-80 slip on Ramp from Auburn Blvd.

Alternative # 1Alternative :

TOTAL RIGHT OF WAY COST

TOTAL ROADWAY COST

Type of Estimate :

PA/ED SUPPORT

Page 1 3/29/2021

PROJECT COST ESTIMATE

EA: 03-1J500 PID: 320000250

I. ROADWAY ITEMS SUMMARY

Cost

1 -$

2 -$

3 -$

4 4,100$

5 26,500$

6 272,500$

7 -$

8 3,100$

9 -$

10 9,100$

11 -$

12 6,300$

13 16,100$

337,700$

Name and Title Date Phone

Name and Title Date Phone

By signing this estimate you are attesting that you have discussed your project with all functional units and have incorporated all their comments or have discussed with them why they will not be incorporated.

State Furnished

Section

Earthwork

Pavement Structural Section

Drainage

Specialty Items

Supplemental Work

Estimate Reviewed By :

Time-Related Overhead

Total Roadway Contingency

Environmental

Traffic Items

Detours

Minor Items

Roadway Mobilization

TOTAL ROADWAY ITEMS

Estimate Prepared By :

Page 2 3/29/2021


EA: 03-1J500 PID: 320000250SECTION 1: EARTHWORK

Item code Unit Quantity Unit Price ($) Cost190101 Roadway Excavation CY x = -$ 19010X Roadway Excavation (Insert Type) ADL CY x = -$ 19801X Imported Borrow CY/TON x = -$ 194001 Ditch Excavation CY x = -$ 192037 Structure Excavation (Retaining Wall) CY x = -$ 193013 Structure Backfill (Retaining Wall) CY x = -$ 193031 Pervious Backfill Material (Retaining Wall) CY x = -$ 17010X Clearing & Grubbing LS/ACRE x = -$ 100100 Develop Water Supply LS x = -$ 19801X Imported Borrow CY/TON x = -$ 21012X Duff ACRE/SQFT x = -$

x =

-$

SECTION 2: PAVEMENT STRUCTURAL SECTION

Item code Unit Quantity Unit Price ($) Cost401050 Jointed Plain Concrete Pavement CY x = -$ 400050 Continuously Reinforced Concrete Pavement CY x = -$ 390132 Hot Mix Asphalt (Type A) TON x = -$ 26020X Class 2 Aggregate Base (CY) CY x = -$ 250401 Class 4 Aggregate Subbase CY x = -$ 414240 Isolation Joint Seal (Asphalt Rubber) LF x = -$ 414241 Isolation Joint Seal (Silicone) LF x = -$ 280010 Rapid Strength Concrete Base CY x = -$ 410096 Drill and Bond (Dowel Bar) EA x = -$ 390137 Rubberized Hot Mix Asphalt (Gap Graded) TON x = -$ 391006 Asphalt Binder (Geosynthetic Pavement Interlayer) TON x = -$ 290201 Asphalt Treated Permeable Base CY x = -$ 374002 Asphaltic Emulsion (Fog Seal Coat) TON x = -$ 397005 Tack Coat TON x = -$ 377501 Slurry Seal TON x = -$ 374493 Polymer Asphaltic Emulsion (Seal Coat) TON x = -$ 370001 Sand Cover (Seal) TON x = -$ 731530 Minor Concrete (Textured Paving) CY x = -$ 510502 Minor Concrete (Minor Structures) CY x = -$ 39407X Place Hot Mix Asphalt Dike (Insert Type) LF x = -$ 398100 Remove Asphalt Concrete Dike LF x = -$ 420201 Grind Existing Concrete Pavement SQYD x = -$ 398300 Remove Base and Surfacing CY x = -$ 390095 Replace Asphalt Concrete Surfacing CY x = -$ 41800X Remove Concrete Pavement SQYD/CY x = -$ 394090 Place Hot Mix Asphalt (Miscellaneous Area) SQYD x = -$ 398200 Cold Plane Asphalt Concrete Pavement SQYD x = -$ 846046 6" Rumble Strip (Asphalt Concrete Pavement) STA x = -$ 846049 6" Rumble Strip (Concrete Pavement) STA x = -$ 846051 12" Rumble Strip (Asphalt Concrete Pavement) STA x = -$ 846052 12" Rumble Strip (Concrete Pavement) STA x = -$ 420102 Groove Existing Concrete Pavement SQYD x = -$ 394095 Roadside Paving (Miscellaneous Areas) SQYD x = -$ 390136 Minor Hot Mix Asphalt TON x = -$ XXXXXX Some Item Unit x = -$

-$

TOTAL EARTHWORK SECTION ITEMS

TOTAL PAVEMENT STRUCTURAL SECTION ITEMS

Page 3 3/29/2021


EA: 03-1J500 PID: 320000250SECTION 3: DRAINAGE

Item code Unit Quantity Unit Price ($) Cost71013X Remove Culvert EA/LF x = -$ 710240 Modify Inlet EA x = -$ 710370 Sand Backfill CY x = -$ 71010X Abandon Culvert EA/LF x = -$ 710196 Adjust Inlet LF x = -$ 710262 Cap Inlet EA x = -$ 510501 Minor Concrete CY x = -$ 510502 Minor Concrete (Minor Structure) CY x = -$ 731627 Minor Concrete (Curb, Sidewalk, and Curb Ramp) CY x = -$ 6101XX XX" Alternative Pipe Culvert (Insert Type) LF x = -$ 6411XX XX" Plastic Pipe LF x = -$ 65XXXX XX" Reinforced Concrete Pipe (Insert Type) LF x = -$ 6811XX XX" Plastic Pipe (Edge Drain) LF x = -$ 6901XX XX" Corrugated Steel Pipe Downdrain (0.XXX" Thic LF x = -$ 7006XX XX" Corrugated Steel Pipe Inlet (0.XXX" Thick) LF x = -$ 7032XX XX" Corrugated Steel Pipe Riser (0.XXX" Thick) LF x = -$ 7050XX XX" Steel Flared End Section EA x = -$ 703233 Grated Line Drain LF x = -$ 72XXXX Rock Slope Protection (Type and Method) CY/TON x = -$ 72901X Rock Slope Protection Fabric (Insert Class) SQYD x = -$ 721420 Concrete (Ditch Lining) CY x = -$ 721430 Concrete (Channel Lining) CY x = -$ 750001 Miscellaneous Iron and Steel LB x = -$

XXXXXX Additional Drainage LS x = -$

-$

SECTION 4: SPECIALTY ITEMS

Item code Unit Quantity Unit Price ($) Cost520103 Bar Reinforced Steel (Retaining Wall) LB x = -$ PRSM quantity input for Look Ahead report.5100XX Structural Concrete CY x = $ - PRSM quantity input for Look Ahead report.510060 Structural Concrete, Retaining Wall CY x = -$ PRSM quantity input for Look Ahead report.5201XX Bar Reinforcing Steel LB x = -$ PRSM quantity input for Look Ahead report.080050 Progress Schedule (Critical Path Method) LS x = -$ 582001 Sound Wall (Masonry Block) SQFT x = -$ 510530 Minor Concrete (Wall) CY x = -$ 60005X Remove Sound Wall LF/LS/SQFT x = -$ 070030 Lead Compliance Plan LS 1 x 2,000.00 = 2,000$ 141120 Treated Wood Waste LB 145 x 14.00 = 2,030$ 839750 Remove Barrier LF x = -$ 839752 Remove Guardrail LF x = -$ 710167 Remove Flared End Section EA x = -$ 8000XX Chain Link Fence (Insert Type) LF x = -$ 80XXXX XX" Chain Link Gate (Type CL-X) EA x = -$ 8320XX Midwest Guardrail System (Insert Type) LF x = -$ 839301 Single Thrie Beam Barrier LF x = -$ 839310 Double Thrie Beam Barrier LF x = -$ 839521 Cable Railing LF x = -$ 839566 Terminal System (Type CAT) EA x = -$ 839584 Alternative In-line Terminal System EA x = -$ 839585 Alternative Flared Terminal System EA x = -$ 4906XX XX" Cast-In-Drilled-Hole Concrete Piling LF x = -$ 8396XX Crash Cushion (Insert Type) EA x = -$ 8331XX Concrete Barrier (Insert Type) LF x = -$ 475010 Retaining Wall (Masonry Wall) SQFT x = -$ 511035 Architectural Treatment SQFT x = -$ 780460 Anti-Graffiti Coating SQFT x = -$ 780450 Rock Stain SQFT x = -$ 4730XX Reinforced Concrete Crib Wall (Insert Type) SQFT x = -$ 83954X Transition Railing (Insert Type) EA x = -$ 780440 Prepare and Stain Concrete SQFT x = -$ 839561 Rail Tensioning Assembly EA x = -$ 83958X End Anchor Assembly (Insert Type) EA XXXXXXX Site Investigation (ADL) LS X -$

4,100$

Effective immediately, districts must input estimated item quantities in blue text above in the PRSM database for the pay items listed in the Design Memo, dated April 9, 2018, when Project Report is approved (Milestone 200). Link to Desgin Memo.

TOTAL DRAINAGE ITEMS

TOTAL SPECIALTY ITEMS

Page 4 3/29/2021

http://sv11vmweb1/OE/efiles/PSR_Forms/attachments/Project%20Report%20Construction%20Quantities%20Memo%20dated%20040918.pdf




EA: 03-1J500 PID: 320000250

SECTION 5: ENVIRONMENTAL

5A - ENVIRONMENTAL MITIGATIONItem code Unit Quantity Unit Price ($) Cost

Biological Mitigation (on-site) LS x = -$ 80010X Temporary Fence (Insert Type) LF x = -$ 130670 Temporary Reinforced Silt Fence LF x = -$

Subtotal Environmental Mitigation -$ 5B - LANDSCAPE AND IRRIGATIONItem code Unit Quantity Unit Price ($) Cost20XXXX Highway Planting LS x = -$ 20XXXX Irrigation System LS x = -$ 204099 Plant Establishment Work LS x = -$ 20XXXX Follow-up Landscape Project LS x = -$ 206405 Remove Irrigation Facility LS x = -$ 204096 Maintain Existing Planted Areas LS x = -$ 206400 Check and Test Existing Irrigation Facilities LS 1 x 10,000.00 = 10,000$ 206402 OPERATE EXISTING IRRIGATION FACILITIES LS 1 x 5,000.00 5,000$ 21011X Imported Topsoil CY/TON x = -$ 200114 Rock Blanket SQFT/SQYD x = -$ 200122 Weed Germination SQYD x = -$ 995100 Water Meter Charges LS x = -$ 2087XX XX" Conduit (Use for Irrigation x-overs) LF x = -$ 20890X Extend X" Conduit (Use for Extension of Irrigation LF

Irrigation components and planting LS 1 x 3,000.00 = 3,000$ Subtotal Landscape and Irrigation 18,000$

5C - EROSION CONTROLItem code Unit Quantity Unit Price ($) Cost211111 Permanent Erosion Control Establishment Work LS x = -$ 210010 Move-In/Move-Out (Erosion Control) EA x = -$ 210350 Fiber Rolls LF210360 Compost Sock LF210270 Rolled Erosion Control Product (Netting) SQFT 210252 Bonded Fiber Matrix SQFT 6,000 x 0.50 = 3,000$ 210300 Hydromulch SQFT210420 Straw SQFT210212 Dryseed (CY) SQFT210610 Compost (CY) CY210630 Incorporate Materials SQFT

Subtotal Erosion Control 3,000$ 5D - NPDESItem code Unit Quantity Unit Price ($) Cost130300 Prepare SWPPP LS x = -$ 130200 Prepare WPCP LS 1 x 1,000.00 = 1,000$ 130100 Job Site Management LS 1 x 3,000.00 = 3,000$ 130330 Storm Water Annual Report EA x = -$ 130310 Rain Event Action Plan EA x = -$ 130320 Storm Water Sampling and Analysis Day EA x = -$ 130520 Temporary Hydraulic Mulch SQYD x = -$ 130550 Temporary Hydroseed SQYD x = -$ 130505 Move-In/Move-Out (Temporary Erosion Control) EA x = -$ 130640 Temporary Fiber Roll LF x = -$ 130900 Temporary Concrete Washout LS 1 x 1,500.00 = 1,500$ 130710 Temporary Construction Entrance EA x = -$ 130610 Temporary Check Dam LF x = -$ 130620 Temporary Drainage Inlet Protection EA x = -$ 130730 Street Sweeping LS x = -$

Subtotal NPDES 5,500$

TOTAL ENVIRONMENTAL 26,500$ Supplemental Work for NPDES

066595 Water Pollution Control Maintenance Sharing* LS x = -$ 066596 Additional Water Pollution Control** LS x = -$ 066597 Storm Water Sampling and Analysis*** LS x = -$

XXXXXX Some Item LS x = -$ Subtotal Supplemental Work for NDPS -$

*** Applies only to project with SWPPPs.

*Applies to all SWPPPs and those WPCPs with sediment control or soil stabilization BMPs.

**Applies to both SWPPPs and WPCP projects.

Page 5 3/29/2021


EA: 03-1J500 PID: 320000250SECTION 6: TRAFFIC ITEMS

6A - Traffic ElectricalItem code Unit Quantity Unit Price ($) Cost870200 Lighting System LS x = -$ 870300 Sign Illumination System LS x = -$ 870400 Signal and Lighting System LS x = -$ 872134 Modifying Ramp Metering System LS 1 x 220,000.00 = 220,000$ 87181X Interconnection Conduit and Cable LF/LS x = -$ 5602XX Furnish Sign Structure (Insert Type) LB x = -$ 5602XX Install Sign Structure (Insert Type) LB x = -$ 4980XX XX" CIDHC Pile (Sign Foundation) LF x = -$ 87011X Inductive Loop Detector EA/LS x = -$ 870600 Traffic Monitoring Station System LS x = -$ 56804X Remove Sign Structure EA/LS x = -$ 568054 Reconstruct Sign Structure EA x = -$ 568060 Modify Sign Structure EA x = -$ 870009

Elements During Construction LS x = -$

872130 Modify ExsitingElectrical System LS x = -$ 870010A Locating Underground Facilities LS 1 5,000.00 5,000$ XXXXX Some Item Unit x = -$

Subtotal Traffic Electrical 225,000$

6B - Traffic Signing and StripingItem code Unit Quantity Unit Price ($) Cost820840 Roadside Sign - One Post EA 6 x 400.00 = 2,400$ 820850 Roadside Sign - Two Post EA x = -$ 810230 Pavement Marker (Retroreflective) EA x = -$ 846030 Remove Thermoplastic Traffic Stripe LF x = -$ 141102 Remove Yellow Painted Traffic Stripe (Hazardous W LF x = -$ 846035 Remove Thermoplastic Pavement Marking SQFT 130 x 6.00 = 780$ 820250 Remove Roadside Sign EA 6 x 250.00 = 1,500$ 820530 Reset Roadside Sign EA x = -$ 820750 Furnish Single Sheet Aluminum (0.063"-Unframed) SQFT 40 x 13.00 = 520$ 820760 Furnish Single Sheet Aluminum (0.080"-Unframed) SQFT 64 x 16.00 = 1,024$ 840621 Thermoplastic Traffic Stripe (EWNV) (Broken 17-7) LF x = -$ 840516 Thermoplastic Pavement Marking (EWNV) SQFT 180 x 13.00 = 2,340$ 820860 Install Sign (Strap and Saddle Method) EA 2 x 200.00 = 400$ 120090 Construction Area Signs LS 1 x 1,000.00 1,000$

Subtotal Traffic Signing and Striping 9,964$

6C - Traffic Management PlanItem code Unit Quantity Unit Price ($) Cost128652 Portable Changeable Message Sign (LS) LS 1 x = -$

Subtotal Traffic Management Plan -$

6C - Stage Construction and Traffic HandlingItem code Unit Quantity Unit Price ($) Cost120198 Plastic Traffic Drums EA x = -$ 12016X Channelizer (Insert Type) EA x = -$ 120116 Type II Barricade EA x = -$ 120120 Type III Barricade EA x = -$ 129100 Temporary Crash Cushion Module EA x = -$ 120100 Traffic Control System LS 1 x 37,500.00 = 37,500$ 129110 Temporary Crash Cushion EA x = -$ 129000 Temporary Railing (Type K) LF x = -$ 120149 Temporary Pavement Marking (Paint) SQFT x = -$ 120152 Temporary Pavement Marking (Tape) SQFT x = -$ 8101XX Delineator (Insert Class) EA x = -$

Subtotal Stage Construction and Traffic Handling 37,500$

272,500$ TOTAL TRAFFIC ITEMS

Page 6 3/29/2021


EA: 03-1J500 PID: 320000250

SECTION 7: DETOURS

Item code Unit Quantity Unit Price ($) Cost190101 Roadway Excavation CY x = -$ 19801X Imported Borrow CY/TON x = -$ 390132 Hot Mix Asphalt (Type A) TON x = -$ 26020X Class 2 Aggregate Base CY/TON x = -$ 250401 Class 4 Aggregate Subbase CY x = -$ 130620 Temporary Drainage Inlet Protection EA x = -$ 129000 Temporary Railing (Type K) LF x = -$ 128601 Temporary Signal System LS x = -$ 120149 Temporary Pavement Marking (Paint) SQFT x = -$ 80010X Temporary Fence (Insert Type) LF x = -$ XXXXXX Some Item LS x = -$

-$

SUBTOTAL SECTIONS 1 through 7 303,100$

SECTION 8: MINOR ITEMS

8A - Americans with Disabilities Act ItemsADA Items 0.0% -$

8B - Bike Path Items 3.0%Bike Path Items 0.0% -$

8C - Other Minor ItemsOther Minor Items 1.0% 3,031$

Total of Section 1-7 303,100$ x 1.0% = 3,031$

3,100$

SECTIONS 9: ROADWAY MOBILIZATION *

Item code 999990 Total Section 1-8 306,200$ x 10% = -$

-$

SECTION 10: SUPPLEMENTAL WORK

Item code Unit Quantity Unit Price ($) Cost

066670 Payment Adjustments For Price Index Fluctuations LS x = -$

066094 Value Analysis LS x = -$ 066070 Maintain Traffic LS x = -$ 066919 Dispute Resolution Board LS x = -$ 066921 Dispute Resolution Advisor LS x = -$ 066015 Federal Trainee Program LS x = -$ 066610 Partnering LS x = -$ 066204 Remove Rock and Debris LS x = -$ 066222 Locate Existing Crossover LS x = -$ 066596 Additional Water Pollution Control LS 1 x 1,000.00 = 1,000$ 66208 Repair existing irrigation system LS 1 X 5,000.00 5,000$

Cost of NPDES Supplemental Work specified in Section 5D = -$

Total Section 1-8 306,200$ 1% = 3,062$

TOTAL SUPPLEMENTAL WORK 9,100$

Includes constructing, maintaining, and removal

TOTAL DETOURS

TOTAL MINOR ITEMS

TOTAL ROADWAY MOBILIZATION

Page 7 3/29/2021


EA: 03-1J500 PID: 320000250

SECTION 11: STATE FURNISHED MATERIALS AND EXPENSES

Item code Unit Quantity Unit Price ($) Cost066105 Resident Engineers Office LS x = $0066063 Traffic Management Plan - Public Information LS x = $0066901 Water Expenses LS x = $08609XX Traffic Monitoring Station (X) LS x = $0066841 Traffic Controller Assembly LS x = $0066852 Type 334 Controller Cabinet LS x = $0066062 COZEEP Contract LS x = $0066838 Reflective Numbers and Edge Sealer LS x = $0066065 Tow Truck Service Patrol LS x = $0066916 Annual Construction General Permit Fee LS x = $0

066871 Electrical Service Connections LS x = $0

Total Section 1-8 306,200$ 0% = -$

$0

SECTION 12: TIME-RELATED OVERHEAD

Total of Roadway and Structures Contract Items excluding Mobilization $306,200 (used to calculate total TRO)Total Construction Cost (excluding TRO and Contingency) $315,300 (used to check if project capital cost is greater than $5 million including contingency)

Estimated Time-Related Overhead (TRO) Percentage (0% to 10%) = 2%

Item code Unit Quantity Unit Price ($) Cost

090100 Time-Related Overhead WD 20 X $315 = $6,300

TOTAL TIME-RELATED OVERHEAD $6,300

SECTION 13: ROADWAY CONTINGENCY*

Risk Amount from Risk Register (for Known Risks) 0% $0Additional or Residual Contingency (for Unknown/Undefined Risks) 5% $16,080

Total Section 1-12 $ 321,600 x 5% = $16,080

TOTAL CONTINGENCY* $16,100

TOTAL STATE FURNISHED

Page 8 3/29/2021


EA: 03-1J500 PID: 320000250

II. STRUCTURE ITEMS

0 LF 0 LF 0 LF0 LF 0 LF 0 LF0 SQFT 0 SQFT 0 SQFT0 LF 0 LF 0 LF

0 LF 0 LF 0 LF0 LF 0 LF 0 LF0 SQFT 0 SQFT 0 SQFT0 LF 0 LF 0 LF

Time-Related Overhead 10%

STRUCTURES MOBILIZATION 10%

STRUCTURES CONTINGENCY* 25%

Bridge 1

DATE OF ESTIMATE 00/00/00 00/00/00 00/00/00Bridge Name xxxxxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxxxxxBridge Number 57-XXX 57-XXX 57-XXX

xxxxxxxxxxxxxxxxxxx

Structure Type xxxxxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxxxxxWidth (Feet) [out to out]Total Bridge Length (Feet)Total Area (Square Feet)Structure Depth (Feet)Footing Type (pile or spread) xxxxxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxxxxxCost Per Square Foot $0 $0 $0

COST OF EACH $0 $0 $0

Building 1

DATE OF ESTIMATE 00/00/00 00/00/00 00/00/00Building Name xxxxxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxxxxxBridge Number 57-XXX 57-XXX 57-XXX

xxxxxxxxxxxxxxxxxxx

Structure Type xxxxxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxxxxxWidth (Feet) [out to out]Total Building Length (Feet)Total Area (Square Feet)Structure Depth (Feet)Footing Type (pile or spread) xxxxxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxxxxx

TOTAL COST OF BRIDGES $0

TOTAL COST OF BUILDINGS $0

$0

$0

$0

Cost Per Square Foot $0 $0 $0

COST OF EACH $0 $0 $0

TOTAL COST OF STRUCTURES

Estimate Prepared By:XXXXXXXXXXXXXXXXX ------ Division of Structures Date

$0

Page 9 3/29/2021


EA: 03-1J500 PID: 320000250

III. RIGHT OF WAYFill in all of the available information from the Right of Way Data Sheet.

Current Value Future Use Escalated

Value A) A1) Acquisition, including Excess Land, Fees, $ 0 $ 0

Damages, GoodwillA2) Acquisition of Offsite Mitigation $ 0 $ 0A3) Railroad Acquisition $ 0 $ 0

B) B1) Utility Relocation (State Share) $ 0 $ 0B2) Potholing (Design Phase) $ 0 $ 0

C) Utility - Advance Engineering Estimate $ 0 $ 0(Encumber with State Only Funds)

D) RAP and/or Last Resort Housing $ 0 $ 0

E) Clearance & Demolition $ 0 $ 0

F) Relocation Assistance (RAP and/or Last Resort Housing Costs) $ 0 $ 0

G) $ 0 $ 0

H) Environmental Review $ 0 $ 0

I) 0% $ 0 $ 0

J) Design Appreciation Factor 0% $ 0 $ 0

K) Utility Relocation (Construction Cost) $ 0 $ 0

L)

M)

N)

1 When estimate has Support Costs only 2 When estimate has Utility Relocation 3 When R/W Acquisition is required

$0

Title and Escrow

Condemnation Settlements

Note: Items G & H applied to items A + B

TOTAL RIGHT OF WAY ESTIMATE

Support Cost Estimate Prepared By Project Coordinator1 Phone

TOTAL R/W ESTIMATE: Escalated $0

$0RIGHT OF WAY SUPPORT

Utility Estimate Prepared By

Utility Coordinator2 Phone

R/W Acquisition Estimate Prepared By Right of Way Estimator3 Phone

Page 10 3/29/2021

DO NOT PRINT THIS SHEET AS PART OF COST ESTIMATE ATTACHMENT TO PROJECT INITIATION OR APPROVAL DOCUMENTS.

EA: 03-1J500 PID: 320000250

IV. SUPPORT COST ESTIMATE SUMMARYRun a Support Cost Estimate Summary report (D11 Project Management Support onramp) for component data.

Total by FY PA&ED PS&E RW CON Total $ PA&ED PS&E RW CON Total $<2015/16 Expended

ETC2016/17 Expended

ETC2017/18 Expended

ETC2018/19 Expended

ETC2019/20 Expended

ETC2020/21 Expended

ETC2021/22 Expended

ETC2022/23 Expended

ETC2023/24 Expended

ETC2024/25 Expended

ETC2025/26 Expended

ETC2026/27 Expended

ETC2027/28 Expended

ETC2028/29 Expended

ETC>2029/30 Expended

ETC$0 $0 $0 $0 $0 $0 $0 $0 $0 $0

Escalated Risk Amount $0 $0 $0 $0 $0

$0 $0 $0 $0 Total Esc. Support Cost $0 $0 $0 $0 $0

$0 $0 $0 $0 $0 $0 $0 $0 $0 $00.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%

349,0000

0.0%

Office Chief - Date

Project Control - Date

Escalated (4.2% per year for ETC, effective 1/2/2018 )Unescalated-Risk Loaded

EAC (Expended + ETC)

Approved Budget (PRSM)Difference (Budget - EAC)

Support Ratio (EAC / Cap Cost)

Duration to mid-point componentTotal including Risk Amount

Risk Amount from Risk RegisterSupport Escalation Rate

Total Capital Outlay Support Cost: Overall Percent Support Cost:

Total Capital Cost:

PRSM workplan hours/costs verified against approved MWA:

Approved by:

http://sv11vmdata6/Reports/Pages/Report.aspx?ItemPath=%2fProject+Management+Support+Unit%2fWorkload+Reports%2fSupport+Cost+Estimate+Summary

ATTACHMENT C RIGHT OF WAY DATA SHEET

State of California

MEMORANDUM Making Conservationa California Way of Life.

To: FERNANDO RIVERA Date:

Department of Transportation File:EFIS No.:

Attention: DANIEL TECLE EA: 1J500Project Engineer

From: JANEL D. WILSONAssistant ChiefNorth Region Right of WayMarysville

Subject: CURRENT ESTIMATED RIGHT OF WAY COSTS

project based on information received from you on

Right of Way Lead Time will require a minimum of 3 months after

cc. Daniel Kwong

March 8, 2021

Modify the existing ramp meter by metering the HOV Preferential Lane. Work includes remove/replace the existing ramp meter system, saw cutting pavement for the vehicle detection loops, power and telephone conduits installations by means of a directional drilling or trenching under the EB I-80 at Auburn Blvd/Riverside slip on ramp & EB I-80 loop off ramp to Riverside Avenue. A maintenance vehicle pullout, MVP, will be included. MVP work will include roadway excavation, earthwork and HMA paving.

California State Transportation AgencyDEPARTMENT OF TRANSPORTATION

Right of Way Data SheetAttachment:

We have completed an estimate of the right of way costs for the above referenced February 18, 2021.

Design Engineer

Project Description:

03 2000 0250

receipt of appraisals maps, utility conflict maps, environmental clearances (HMDD) and Certificate of Sufficiency (COS) to complete the Right of Way Certification. Shorter lead times may require additional support resources and may adversely affect delivery of Right of Way Certification.

03-PLA-80-PM 0.40

“Provide a safe, sustainable, integrated and efficient transportation system to enhance California’s economy and livability”

Type text here

EA:PROJECT NO.:

LOCATION:DESCRIPTION:

DATE:DATASHEET TYPE:

1. Right of Way Cost Estimate:

Current Value Escalation Escalated Future Use Rate Value

A. Total Acquisition Cost $0 $0B. Appraisal Fees Estimate $0 N/A $0C. Mitigation Acquisition & Credits $0 $0D. Project Development Permit Fees $0 $0

$0 N/AE. Utility Relocation (State's Share) $0 $0

(Owner's Share: )F. Relocation Assistance (RAP) $0 $0

G. Clearance/Demolition $0 $0H. Title & Escrow $0 $0I. Total Estimated Right of Way Cost $0 $0 *

J. Phase 4 estimated expensesRailroad $0Construction Contract Work $0

2. Current Date of Project Approval (PA&ED)

Current Date of Right of Way Certification

3. Parcel Data:Dual/Appr

X 0 U4 - 1 0 C&M Agreement 0A 0 - 2 0 Service Contract 0B 0 - 3 0 Easements 0C 0 0 - 4 0 Rights of Entry 0D 0 0 U5 - 7 10 Clauses 1RR 0 - 8 0

Total 0 - 9 0

Excess 0

R/W Impacts 0 RAP Displacees N/ATCE Parcels 0 N/AExcess Credits 0 N/AMitigation Lump Sum 0 N/A

Env PTE 0 No

1J50003 2000 025003-PLA-80-PM 0.40

Type Utilities

Mitigation

Railroad

Misc. R/W Work

California State Transportation AgencyRIGHT OF WAY DATASHEET

July 19, 2021

$0

Rounded

Subtotal

Areas:

Initial3/8/2021

Modify the existing ramp meter.

April 1, 2021

USA Involvement

N/AN/AN/AN/A

Clear/DemoPTE ConstructCondemnation

4.

5.Yes No X

6.Yes No X

N/A N/AN/A N/A

N/A Sufficient replacement housing will be available without last resort housing.N/A Sufficient replacement housing will not be available without last resort housing.

7.Yes No X Not Significant

8.Yes No X

9.Yes No X

10.Yes X No $0

11.Yes No X $0

Agencies Involved:

Rights or Permissions to acquire:Courtesy Letter Cost Recovery

Timber Sale

12.Yes X No

13.Yes X

Additional information concerning Utility Involvement on this project.

Are USA Lands or Rights Affected?

Army Corps of Engineers

EasementRight of Way GrantMineral Agreement

Special Use PermitCooperative Work Agreement

Letter of Concurrence

Is an RE Office required for the project?

Phase 4 Capital

BLMBIA

Are any properties acquired for this project expected to be rented, leased, or sold?

Are RAP displacements required?

No. of business/nonprofit

Is there an effect on assessed valuation?

There are Union Pacific Railroad Co tracks delineated on the location map of the project. There will not be any work near the railroad RW. Project plans will be sent to UP for comment. A Railroad Clearance Memo with Short Clauses will be sent to OE with the RW Cert Request.

Are railroad facilities or rights of way affected?

US Forest ServiceNational Parks

Are there any items of Construction Contract Work?

Phase 4 Capital

Are utility facilities or rights of way affected?

US Fish & Wildlife GSAVeterans Administration

No. of single family

Consolidated Communications, Citrus Heights Water District, Comcast, Placer County Special Sewer District, City of Citrus Heights, City of Roseville - electric, City of Roseville - water, City of Roseville - waste water, PG&E - gas, PG&E - electric.

No potholing anticipated, as determined by Utility Engineering Workgroup. Project area is access controlled freeway ramp area right of way.

None.

There is no Construction Contract Work associated with the project.

Based on Draft/Final Relocation Impact Statement/Study dated N/A

Names of Utility Companies requiring verification only.

Names of Utility Companies requiring involvements.

No. of multi-family No. of farms

Provide a general description of the right of way and excess lands required (zoning, use, major improvements, critical or sensitive parcels, etc.). All work will be performed within the existing Right of Way.

Were any previously unidentified sites with hazardous waste and/or material found?None Evident

Page 2 of 3

14.No X Optional Mandatory

15.Yes No X

16.Yes No X

17.

18.Yes X No

19.

Right of Way Lead Time will require a minimum of 3 months after we receive final appraisal maps,

20. Assumptions and limiting conditions: (Check boxes that apply.)

Evaluation Prepared By:

Right of Way: DatePATRICK REGOAssociate Right of Way Agent

Recommended: DateROBERT ODOMActing Senior Right of Way AgentAppraise/Acquire, Estimating, & RAP BranchMarysville

DateJANEL D. WILSONAssistant ChiefNorth Region Right of WayMarysville

Reviewed By

RW Planning & Management: Date

proper, subject to the limiting conditions set forth, and I find this Data Sheet to be complete and current.

ERIC YBARRA

probable Highest and Best Use, estimated values, escalation rates and assumptions are reasonable and

Indicate the anticipated Right of Way schedule and lead time requirements.

I have personally reviewed this Right of Way Data Sheet and all supporting information. I certify that the

Is it anticipated that Caltrans will perform all Right of Way work?

Mitigation is not anticipated.

What type of mitigation is required for the project?

Are there any existing and/or potential airspace sites?

Are there material borrow and/or disposal sites required?

Are there potential relinquishments and/or abandonments?

utility conflict maps, necessary environmental clearances, and freeway agreements have been approved and obtained, to complete the Right of Way Certification process.

Design will secure necessary encroachment permits from local agencies, Reclamation Districts, Central Valley Flood Protection Board, etc. in advance of construction.

Project permits are not required for the project.

All work and access will be within the State's current Right of Way. If the contractor requires a staging area, Standard Specifications (Sections 5-1.32) indicates that the contractor will be responsible for securing locations for staging and storage.

Page 3 of 3

3/8/2021

03/08/2021

3/8/21

3/8/21

ATTACHMENT D ENVIRONMENTAL DOCUMENT

of 3

CEQA EXEMPTION / NEPA CATEGORICAL EXCLUSION DETERMINATION FORM (rev. 05/2020)

Project Information DIST-CO-RTE: 03/PLA/080 PM/PM: 0.40/0.40 EA: 03-1J500 Federal-Aid Project Number: 0320000250 Project Description Eastbound I-80 at Auburn Blvd/Riverside slip on ramp currently has two metered lanes and a third unmetered high-occupancy vehicle (HOV) lane and experiences congestion during the AM peak period due to heavy mainline and onramp demand. Caltrans proposes to modify the existing ramp meter by metering the HOV Preferential Lane. Work includes remove/replace the existing ramp meter system, saw cutting pavement for the vehicle detection loops, power and telephone conduits installations by means of a directional drilling or trenching under the EB I-80 at Auburn Blvd/Riverside slip on ramp & EB I-80 loop off ramp to Riverside Avenue. A maintenance vehicle pullout, MVP, will be included. MVP work will include roadway excavation, earthwork and HMA paving.

Caltrans CEQA Determination (Check one)

☐ Not Applicable – Caltrans is not the CEQA Lead Agency ☐ Not Applicable – Caltrans has prepared an IS or EIR under CEQA

Based on an examination of this proposal and supporting information, the project is: ☐ Exempt by Statute. (PRC 21080[b]; 14 CCR 15260 et seq.) ☒ Categorically Exempt. Class 1. (PRC 21084; 14 CCR 15300 et seq.)

☒ No exceptions apply that would bar the use of a categorical exemption (PRC 21084 and 14 CCR 15300.2). See the SER Chapter 34 for exceptions.

☐ Covered by the Common Sense Exemption. This project does not fall within an exempt class, but it can be seen with certainty that there is no possibility that the activity may have a significant effect on the environment (14 CCR 15061[b][3].)

Senior Environmental Planner or Environmental Branch Chief

Rajpreet Bihala

Print Name Signature Date

Project Manager

Daniel R Kwong Print Name Signature Date

https://dot.ca.gov/programs/environmental-analysis/standard-environmental-reference-ser/volume-1-guidance-for-compliance/ch-34-exemptions-to-ceqa#except

CEQA EXEMPTION / NEPA CATEGORICAL EXCLUSION

DETERMINATION FORM

EA: 03-1J500 Page 2 of 3 Federal-Aid Project Number: 0320000250

Caltrans NEPA Determination (Check one)

Caltrans has determined that this project has no significant impacts on the environment as defined by NEPA, and that there are no unusual circumstances as described in 23 CFR 771.117(b). See SER Chapter 30 for unusual circumstances. As such, the project is categorically excluded from the requirements to prepare an EA or EIS under NEPA and is included under the following:

☒ 23 USC 326: Caltrans has been assigned, and hereby certifies that it has carried out the responsibility to make this determination pursuant to 23 USC 326 and the Memorandum of Understanding dated April 18, 2019, executed between FHWA and Caltrans. Caltrans has determined that the project is a Categorical Exclusion under:

☒ 23 CFR 771.117(c): activity (c)(27) ☐ 23 CFR 771.117(d): activity (d)(Enter activity number) ☐ Activity Enter activity number listed in Appendix A of the MOU between FHWA and Caltrans

☐ 23 USC 327: Based on an examination of this proposal and supporting information, Caltrans has determined that the project is a Categorical Exclusion under 23 USC 327. The environmental review, consultation, and any other actions required by applicable Federal environmental laws for this project are being, or have been, carried out by Caltrans pursuant to 23 USC 327 and the Memorandum of Understanding dated December 23, 2016 and executed by FHWA and Caltrans.

Senior Environmental Planner or Environmental Branch Chief

Rajpreet Bihala Print Name Signature Date

Project Manager/ DLA Engineer

Daniel R Kwong

Print Name Signature Date

Date of Categorical Exclusion Checklist completion: 3/25/2021 Date of Environmental Commitment Record or equivalent: 3/25/2021

Briefly list environmental commitments on continuation sheet if needed (i.e., not necessary if included on an attached ECR). Reference additional information, as appropriate (e.g., additional studies and design conditions).

https://dot.ca.gov/programs/environmental-analysis/standard-environmental-reference-ser/volume-1-guidance-for-compliance/ch-30-categorical-exclusions#exception

CEQA EXEMPTION / NEPA CATEGORICAL EXCLUSION

DETERMINATION FORM

EA: 03-1J500 Page 3 of 3 Federal-Aid Project Number: 0320000250

Continuation sheet: Staging All staging would occur within the Caltrans right-of-way on existing pullouts. Disposal/Borrow No borrow is required. There will be earthwork from ditch excavation that will be disposed of appropriately by the contractor. Right-of Way There are locations with ADA and drainage work outside CT ROW – Design will get encroachment permit from State/local agencies. The locations were identified in the ESL Maps. Consultation/Coordination No consultation/coordination are needed. Permits No permits are required.

ATTACHMENT E TRAFFIC MANAGEMENT PLAN DATA SHEET

State of California California State Transportation Agency DEPARTMENT OF TRANSPORTATION

“Provide a safe, sustainable, integrated and efficient transportation system

to enhance California’s economy and livability”

M e m o r a n d u m Serious drought. Help Save Water!

Background Modify the existing ramp meter, eastbound I-80 at Auburn Blvd/Riverside slip on ramp, by metering the HOV Preferential Lane. Work includes remove/replace the existing ramp meter system, saw cutting pavement for the vehicle detection loops, power and telephone conduits installations by means of a directional drilling or trenching under the EB I-80 at Auburn Blvd/Riverside slip on ramp & EB I-80 loop off ramp to Riverside Avenue. A maintenance vehicle pullout, MVP, will be included. MVP work will include roadway excavation, earthwork and HMA paving.

• For traffic volumes refer to Table-1. Table-1: Traffic Volumes

(2017 Traffic Volumes on California State Highways)

Location Description

Type of Roadway

Peak-Hour (both directions combined)

(vph)

% Truck Traffic

AADT (vpd)

03-Pla-80 PM 0.40 Multi-lane 17,700 5.27 192,100

Recommendations • Due to high traffic volumes, work on Placer 80 and ramps will be limited to night time

and off-peak hours during construction. • On multilane roadway, a minimum of one paved traffic lane, not less than 11 feet wide,

shall be open in each direction of travel. • Portable changeable message signs (PCMS) will be required in direction of traffic during

construction for each lane closure, shoulder closure and speed reduction zone. • Ramp closures will be performed in accordance with Standard Plan Sheet T14, “Traffic

Control System for Ramp Closure”. • The maximum length of any lane closure shall be limited to 0.5 mile

To: Daniel Tecle Project Engineer

Date:

February 22, 2021

File: 03-1J500 03-Pla-80-PM-0.40

From: Fahim Senzai TMP Coordinator D3-Transportation Management Planning Office

Subject: Transportation Management Plan (TMP) Data Sheet


• Portable changeable message signs (PCMS) will be required in direction of traffic during construction for each lane or shoulder closure.

• No lane closures, shoulder closures, or other traffic restrictions will be allowed on Special Days, designated legal holidays and the day preceding designated legal holidays, and when construction operations are not actively in progress.

• Work at these locations may require the assistance of COZEEP. • Coordination with projects within, or nearby the project limits will be required to avoid

conflicts. • Lane closure charts will have to be developed prior to P&E

Cost • For estimating purposes, use $2,500 per working day to estimate the costs that are

required for the Traffic Management Plan (TMP) items. These items include Traffic Control System, Portable Changeable Message Signs, and TMP-Public Information.

• COZEEP is estimated at $1,150 per working day and $2,300 per working night whenever CHP involvement is needed during construction. COZEEP estimate should include 2 officers per vehicle when performing night work.

• If there is a change in the scope of the project or the order of work (schedule), please advise the TMP unit, as this may affect the TMP estimate.

P & E Requirement To complete a TMP for this project, please provide the following to the Office of Traffic Management Planning at least three months prior to P&E: project description, title sheet, typical cross sections, layout sheets, stage construction and traffic handling plans, detour plans, construction cost estimates, number of traffic controlling days, project schedule, and a contact person. Attachments:

• TMP Data Sheet Checklist

ATTACHMENT F DRAFT STORM WATER DATA REPORT

(03-Pla-80), (PM 0.40) Short Form - Stormwater Data Report (EA 03-1J5001) (March 2021)

PPDG July 2017 1 of 3

Dist-County-Route: 03-Pla-80 Post Mile Limits: 0.40 Project Type: Minor A Project ID (EA): 0320000250 (03-1J500) Program Identification: Phase: PID PA/ED PS&E

Regional Water Quality Control Board(s): Central Valley Region 1. Does the project disturb 5 or more acres of soil? Yes No 2. Does the project disturb 1 or more acres of soil and not qualify for the

Rainfall Erosivity Waiver? Yes No

3. Is the project required to implement Treatment BMPs? Yes No 4. Does the project impact existing Treatment BMPs? Yes No If the answer to any of the preceding questions is “Yes”, prepare a Long Form – Stormwater Data Report. Unless otherwise agreed upon by the District/Regional Design Stormwater Coordinator. Total Disturbed Soil Area: 0.05 Acre New Impervious Surface: 0 Acre Estimated Const. Start Date:06/1/2022 Estimated Const. Completion Date:6/30/2022 Risk Level: RL 1 RL 2 RL 3 Not Applicable Is MWELO applicable? Yes No WPCP

This Short Form – Stormwater Data Report has been prepared under the direction of the following Licensed Person. The Licensed Person attests to the technical information contained herein and the data upon which recommendations, conclusions, and decisions are based. Professional Engineer or Landscape Architect stamp required at PS&E only.

Daniel Tecle, Registered Project Engineer Date

I have reviewed the stormwater quality design issues and find this report to be complete, current, and accurate:

[Stamp Required at PS&E only]

[Name], District/Regional Design SW Coordinator or Designee

Date

(03-Pla-80), (PM 0.40) Short Form - Stormwater Data Report (EA 03-1J5001) (March2021)


1. Project Description

This project proposes to Modify the existing ramp meter by metering the HOV Preferential Lane. Currently, eastbound I-80 at Auburn Blvd/Riverside slip on ramp has two metered lanes and a third unmetered high-occupancy vehicle (HOV) lane.

The work includes:

• Modify the existing ramp meter located at , Eastbound I-80 at Auburn Blvd/Riverside slip on ramp by by metering the HOV Preferential Lane, install Type 1-D Modifiefd Flashing Beacon, upgrade advanced sign to current standard and extend the existing limit line to include the HOV lane. Remove and replace the existing Mast Arm. Power and telephone conduits installations by means of a directional drilling or trenching

Total Disturbed Area:

The total Disturbed Soil Area (DSA) is approximately 0.05 Acres was calculated by considering the area of foundation for Signs & trenching for electoral conduit installation.

The total project area is approximately 2.5 acres.

Formula NIS = NNl+RIS-EIA was used to calculate NIS. Staging area was not included in the DSA calculations.

The total combined Net Impreviious Surface (NIS) area is approximately 0.03 acres.

Per Section 4.4.1 of the PPDG, July 2017, post-construction treatment area (PCTA) is required for New Impervious Surface (NIS) that equals or exceeds one acre or more or 5000 sf on non-highway projects. The Post Construction Treatment Area (PCTA) for this project is under the threshold requirement, and therefore PCTA=0 acres.

PCTA = (NIS +ATA#1 + ATA#2) (Applicable when NIS is over 1 acre or 5,000 sf on non-ghighway projects) NIS = NNI + RIS -ElA ATA = Additional Treated Area ElA = Sidewalk, Pedestrian, Separate Bikeways Area, and areas over paved areas (Any area of a bridge that goes over a road needs to

be excluded)

• This project is not subject to the treatment threshold requirements of the 2012 CT MS4 Permit.

DSA

(acr

es)

Exis

ting

Impe

rvio

us

Area

(acr

es)

Post

Im

perv

ious

Ar

ea (a

cres

)

Net

New

Im

perv

ious

Ar

ea (N

NI)

(acr

es)

Repl

aced

Im

perv

ious

Su

rface

(RIS

) (a

cres

)

Excl

uded

Im

perv

ious

Ar

ea (E

IA)

(acr

es)

New

Im

perv

ious

Su

rface

(NIS

) (a

cres

)

ATA

#1

(acr

es)

ATA

#2

(acr

es)

PCTA

(acr

es)

0.10 0.50 0.50 0.00 0.0

0.0

0.00 0.0 0.0 0.0

(03-Pla-80), (PM 0.40) Short Form - Stormwater Data Report (EA 03-1J5001) (March2021)


2. Site Data and Stormwater Quality Design Issues

• Project does not have the potential to create Water Quality impacts. A Water Quality Assessment Exemption Checklist will be prepared.

• The additional impervious area will not impact runoff within the uncertainty of the equations. The project will not change the existing flow path, flow volumes, hydraulic line capacity, or grade of drainage facilities. A Drainage Report Exemption concurrence has been signed by Chris Rockey on 02/25/2021.

• A 401 Permit is not required. • This project is not required to consider Treatment BMPs. • According to the August 8, 2020 Caltrans Maintenance IMMS Report System, there is no

existing Treatment BMP within the project limits. This project will not impact any existing Treatment BMPs.

3. Construction Site BMPs

• The Contractor is responsible for securing locations for staging and storage that are approved by the Resident Engineer (RE). The project will be constructed under a contractor prepared Water Pollution Control Program (WPCP) approved by RE.

• Temporary Concrete Washout has been identified as a line item BMPs. Additional BMPs will be deployed as lump sum items under Job Site Management, Prepare WPCP, and Additional Water Pollution Control as shown in the attached North Region Construction BMP Estimator.

• Dusty Giffin, South and Sacramento Area Construction Stormwater Coordinator reviewed and concurred with this strategy in an email on XX/XX/XX

Required Attachments1

• Vicinity Map • Evaluation Documentation Form • Construcion BMP Estimate (for internal Caltrans use only) (at PS&E only). • Construcion Concurrence Email.

1 Additional attachments may be required as applicable or directed by the District/Regional Design Storm Water Coordinator (e.g., BMP line item estimate, SW, DPP, and CS Checklists).

(03-PLA-80), (PM0.40) Evaluation Documentation Form (EA 03-1J5001) (March 2021)


DATE: ____3/2/2021___________________

Project ID (EA): _____0320000250 (03-1J5001)________

No. Criteria Yes

No Supplemental Information for Evaluation

1. Begin Project evaluation regarding requirement for implementation of Treatment BMPs

See Figure 4-1, Project Evaluation Process for Consideration of Treatment BMPs. Continue to 2.

2. Is the scope of the Project to install Treatment BMPs (e.g., Alternative Compliance or TMDL Compliance Units)?

If Yes, go to 8. If No, continue to 3.

3. Is there a direct or indirect discharge to surface waters? If Yes, continue to 4.

If No, go to 9. 4. As defined in the WQAR or ED, does the

project: a. discharge to Areas of Special

Biological Significance (ASBS), or b. discharge to a TMDL watershed

where Caltrans is named stakeholder, or

c. have other pollution control requirements for surface waters within the project limits?

If Yes to any, contact the District/Regional Design Stormwater Coordinator or District/Regional NPDES Coordinator to discuss the Department’s obligations, go to 8 or 5. (Dist./Reg. Coordinator initials) If No to all, continue to 5.

5. Are any existing Treatment BMPs partially or completely removed? (ATA Condition 1, Section 4.4.1)

If Yes, go to 8 AND continue to 6. If No, continue to 6.

6. Is this a Routine Maintenance Project? If Yes, go to 9. If No, continue to 7.

7. Does the project result in an increase of one acre or more of new impervious surface (NIS)?

If Yes, go to 8. If No, go to 9.

8. Project is required to implement Treatment BMPs.

Complete Checklist T-1, Part 1.

9. Project is not required to implement Treatment BMPs. ______ (Dist./Reg. Design SW Coord. Initials) ___DT (Project Engineer Initials) 3/2/21 (Date)

Document for Project Files by completing this form and attaching it to the SWDR.

Vicinity Map

Project Location Pla-80-PM 0.40 Auburn Blvd Slip Onramp to EB I-80

(03-PLA-80), (PM0.40) Evaluation Documentation Form (EA 03-1J5001) (March 2021)


DATE: ____3/2/2021___________________

Project ID (EA): _____0320000250 (03-1J5001)________

No. Criteria Yes

No Supplemental Information for Evaluation

1. Begin Project evaluation regarding requirement for implementation of Treatment BMPs

See Figure 4-1, Project Evaluation Process for Consideration of Treatment BMPs. Continue to 2.

2. Is the scope of the Project to install Treatment BMPs (e.g., Alternative Compliance or TMDL Compliance Units)?

If Yes, go to 8. If No, continue to 3.

3. Is there a direct or indirect discharge to surface waters? If Yes, continue to 4.

If No, go to 9. 4. As defined in the WQAR or ED, does the

project: a. discharge to Areas of Special

Biological Significance (ASBS), or b. discharge to a TMDL watershed

where Caltrans is named stakeholder, or

c. have other pollution control requirements for surface waters within the project limits?

If Yes to any, contact the District/Regional Design Stormwater Coordinator or District/Regional NPDES Coordinator to discuss the Department’s obligations, go to 8 or 5. (Dist./Reg. Coordinator initials) If No to all, continue to 5.

5. Are any existing Treatment BMPs partially or completely removed? (ATA Condition 1, Section 4.4.1)

If Yes, go to 8 AND continue to 6. If No, continue to 6.

6. Is this a Routine Maintenance Project? If Yes, go to 9. If No, continue to 7.

7. Does the project result in an increase of one acre or more of new impervious surface (NIS)?

If Yes, go to 8. If No, go to 9.

8. Project is required to implement Treatment BMPs.

Complete Checklist T-1, Part 1.

9. Project is not required to implement Treatment BMPs. ______ (Dist./Reg. Design SW Coord. Initials) ___DT (Project Engineer Initials) 3/2/21 (Date)

Document for Project Files by completing this form and attaching it to the SWDR.

FOR INTERNAL USE ONLY- DO NOT PROVIDE TO CONTRACTOR Rev 01/13/2003-1J5001Pla-80-0.40

P&E DATE: 4/1/2021PS&E DATE: 6/7/2021

Begin Construction 6/1/2022

End Construction 6/30/2022

SS/SSP ITEM CODE UNIT QUANTITY UNIT PRICE1 AMOUNT1

13-3 130300 LS 0 $0 $013-2 130200 LS 1 $1,000 $1,000

13-3.01 130310 Rain Event Action Plan (REAP) EA 0 $500 $013-3.01 130330 Stormwater Annual Report EA 0 $2,000 $013-3.01 130320 Stormwater Sampling and Analysis Day EA 0 $0 $0

13-4 130100 LS 1 $3,000 $3,000

13-7.03D 130730 LS 1 $0 $013-7.01 130710 EA 0 $0 $0

13-6.03E 130640 FT 0 $4 $013-6.03G 130660 FT 0 $0 $013-6.03I 130680 FT 0 $0 $013-6.03H 130670 FT 0 $0 $013-6.03B 130610 LF 0 $0 $013-6.03F 130650 LF 0 $0 $013-6.03C 130620 EA 0 $0 $0

13-9.01 130900 LS 1 $500 $50013-1.01D(5)(b) 131103 EA 0 500 $013-1.01C(4)(C) 131104 EA 0 500 $013-1.01C(4)(d) 131105 EA 0 2,000 $0

13-5.01 130505 EA 0 $500 $013-5.03E 130530 SQ YDS 0 $4 $0

SQ YDS 0 $0 $013-5.03D 130520 SQ YDS 0 $0 $013-5.03H 130540 SQ YDS 0 $0 $013-5.03J 130560 SQ YDS 0 $0 $013-5.03C 130510 SQ YDS 0 $0 $013-5.03B 130500 SQ YDS 0 $0 $013-502.F 130570 SQ YDS 0 $0 $0

066916 LS 0 $0 $0

066596 LS 1 $1,100 $1,100066595 Water Pollution Control Maintenance Sharing LS 0 $0 $0066597 LS 0 $0 $0

FOR INTERNAL USE ONLY- DO NOT PROVIDE TO CONTRACTOR Total = $5,600

$350,0003.25%

$11,375.00

1.6%

State Furnished ItemsConstruction General Permit Fees (State Furnished Item)

Water Quality Annual Report

Temporary CoverTemporary Erosion Control Blanket

Move-in/Move-out (Temporary Erosion Control)

Temporary Hydraulic Mulch (Mechanically Stabilized Fiber Matrix)

Temporary Hydraulic Mulch (Bonded Fiber Matrix)

Temporary Hydraulic MulchTemporary Tacked Straw

Temporary MulchTemporary Soil Binder

Percent Allocated2 (PPDG) =Planning Estimate3 =

CBMPs Percentage of Project Estimate 4 =

Supplemental Items

2. - Use the PPDG Table F-2 to show the percentage of cost allocated for Stormwater BMP's3. - This reflects the amount that would be estimated if the PPDG planning level formula was used.

4. - Percentage of the Estimated Project Cost allocated for CBMPs

1. - No Time Related Overhead should be included in the Unit Price or Amount

Additional Water Pollution Control

Estimated Project Cost =

Stormwater Sampling and Analysis

ITEM DESCRIPTION

Prepare SWPPP

Auburn Blvd Ramp Meters

Job Site Management

REGIONAL BOARD:

Prepare WPCP

Erodible Surface to be stabilized (acres):

0.1

TEMPORARY CONSTRUCTION BMPCOST ESTIMATOR

COUNTY, ROUTE, PM: EXPENDITURE AUTHORIZATION:

20Risk Level

CONTRACT WORKING DAYS:

WPCP

DESCRIPTION: Central Valley

Tracking Controls

Temporary Concrete Washout - Portable

Temporary Soil Stabilization

Temporary Check DamTemporary Gravel Bag BermTemporary Drainage Inlet Protection

Non-Stormwater

Temporary Silt FenceTemporary Large Sediment Barrier (18-22" Fiber Roll)

Street SweepingTemporary Construction Entrance/Exit

Sediment Control/Perimeter ControlTemporary Fiber Roll (6")

Temporary Reinforced Silt Fence

Water Quality Sampling and Analysis DayWater Quality Monitoring Report

IB 031J3501 ConstructionBMPCostEstimator 12012020.xlsx

ATTACHMENT G LANDSCAPE ARCHITECTURE ASSESSMENT SHEET

NORTH REGION LANDSCAPE ARCHITECTURE ASSESSMENT SHEET 03-LAND-0002 (Rev. x/xx)

TO: Daniel Tecle FROM: Kathyryn Lugo Unit/Senior: 0381/Nicki Johnson Project Manager: Corey Chan

DISTRICT: 03 DATE: 3-3-2021 EA: 03-1J500 ID: 0320000250

CO: Pla

RTE: 80

PM: 0.40

CONTRACT SEPARATION:

Roadside work as part of roadway work EA

Roadside work for roadway project to follow under separate EA

PROJECT: Auburn Blvd Ramp Meter

FUNDING SOURCE: SHOPP - Minor A

PROJECT MILESTONE: PID PA&ED PS&E M200 – 4/1/2021 M377 – 6/7/2021 M460 – 8/2/2021

PROJECT COST (In thousands):

DISTRICT (x1000) $350 STRUCTURES (x1000) $0

PROJECT DESCRIPTION

The purpose of this project is to modify existing ramp meter on Eastbound I-80 State Route (SR) 80 slip on-ramp at Auburn Blvd/Riverside Avenue, which experiences traffic congestion during peak hours. The project proposes the following: • Modify existing ramp meter by metering the HOV Preferential Lane • Remove/replace the existing ramp meter system by using directional drilling or trenching under the slip on-ramp to

install the vehicle detection loops, power and telephone conduits

SCENIC HIGHWAY STATUS Officially Designated Eligible Not Designated

HIGHWAY PLANTING/IRRIGATION BACKGROUND INFORMATION

LANDSCAPE FREEWAY STATUS Yes * No

WARRANTED HIGHWAY PLANTING Yes No

(E) H2O & POWER AVAILABLE Yes No Where:

(E) IRRIGATION IMPACTED Yes No Where:

COOP. MAINT. AGREEMENTS Yes No

ADJ. TO OUTDOOR ADVERTISING Yes No

AREA (Ft2/ACRE) FOR HIGHWAY PLANTING: N/A

EROSION CONTROL BACKGROUND INFORMATION

SOIL DISTURBANCE Yes No

CONCENTRATED FLOW AREAS Yes No

SLOPE LOCATIONS Yes No

SLOPES > 2:1 Yes No

AREA (Ft2/ACRE) FOR EROSION CONTROL: 6,000 SQFT Stormwater: The stormwater data report indicated no Treatment BMPs are required and no existing treatment BMPs will be impacted as a result of the project.

**See Comments on page 2 under “Classified Landscape Freeway”


MITIGATION BACKGROUND INFORMATION

PROJECT BIOLOGIST:

BIOLOGICAL REVEG. REQUIRED

VISUAL IMPACT MIT. REQUIRED

UNIT TASKED w/ BIO. REVEG.

William Ragan

Yes No

Yes No

Landscape Architecture

Contact Date:

Applicable Permits:

Stewardship N/A

07/15/2020 None

PLANT COUNT FOR MITIGATION PLANTING: None

ROADSIDE MAINTENANCE SAFETY NEEDS: N/A

CONTEXT SENSITIVITY

It is determined that the project may involve consideration of community and local involvement.

No foreseen issues with community and local involvement

CONSIDER ADDITIONAL AESTHETIC TREATMENT FOR: None

COST ESTIMATE FOR EROSION CONTROL

COMMENTS FROM LANDSCAPE ARCHITECTURE: Classified Landscape Freeway

• The project area is Classified Landscape Freeway per the Classified Landscape Freeway list found on https://dot.ca.gov/programs/design/lap-landscape-architecture-and-community-livability/lap-liv-b-classified-landscaped-freeways (Pla 80, PM 0.00/1.70)

• Irrigation system will be impacted. LAAS includes cost estimate for irrigation.

• Cost estimate is based on the layout plan provided by PE on 3/1/2021. Visual Impact Assessment (VIA)

• VIA to determine visual or scenic resources within the project limit has not been prepared.

https://dot.ca.gov/programs/design/lap-landscape-architecture-and-community-livability/lap-liv-b-classified-landscaped-freeways

https://dot.ca.gov/programs/design/lap-landscape-architecture-and-community-livability/lap-liv-b-classified-landscaped-freeways


PREPARED BY:

DATE:

CONCURRED BY:

(Landscape Architecture – Kathyryn Lugo)

DATE:

APPROVED BY:

(Project Manager – Daniel Kwong )

DATE:

(DLA – Nicki Johnson)

3/3/2021

3/3/2021

03/04/2021

ATTACHMENT H DRAINAGE REPORT EXEMPTION

State of California California State Transportation Agency DEPARTMENT OF TRANSPORTATION


M e m o r a n d u m Serious drought. Help Save Water!

To: MR. Chris Rockey Date: February 24, 2021 Hydraulics Branch Chief, (Marysville) Office of Engineering Services NR Division of Engineering

File: 03-Pla-80-PM 0.40 03-1J500

Project ID# 0320000250 From: MR. Daniel Tecle

Branch (03-0391) Office of Traffic Safety Division of Traffic Operations

Subject: DRAINAGE REPORT EXEMPTION

The Office of Traffic Safety is currently working on a Project Report, for the above referenced project. The PA&ED & PS&E scheduled for 4/1/2021 and 6/07/2021 respectively.

This project proposes to modify the existing ramp meter by metering the HOV Preferential Lane. Work includes remove/replace the existing ramp mete system, saw cutting pavement for the vehicle detection loops, power and telephone conduits installations by means of a directional drilling or trenching under the EB I-80 at Auburn Blvd/Riverside slip on ramp & EB I-80 loop off ramp to Riverside Avenue.

A maintenance vehicle pullout, MVP, will be included. MVP work will include roadway excavation, earthwork and HMA paving.

There will be no work performed that will alter existing drainage patterns or result in an increase in runoff. The existing flow lines will not be modified.

There will be no impact on and therefore no modifications required to existing storm water run-off conveyance facilities. No drainage impact to properties outside State right of way is anticipated. The nature of this project is such that the components of a Drainage Report do not apply for this project. No Drainage Report is required for this project. Concur:

(Signature - District Hydraulics Engineer) (Date)

2-25-2021

ATTACHMENT I HAZARDOUS WASTE, INITIAL SITE ASSESSMENT

State of California Business, Transportation and Housing Agency DEPARTMENT OF TRANSPORTATION

Flex your power! Be energy efficient!

Page 1 of 2

M e m o r a n d u m To: Daniel Tecle Project Engineer 703 B Street Marysville CA 95901

Date: March 22, 2021 File No: 03-Pla-80 PM 0.4 Ramp Metering Project EA: 03-1J500 EFIS: 0320000250

From: DEPARTMENT OF TRANSPORTATION Office of Environmental Engineering – South (OEES) Subject: Initial Site Assessment (ISA) An ISA has been prepared for your above referenced project. The project proposes to install ramp meters at Auburn Boulevard. No new r/w will be required. Soil and vegetation will be disturbed during construction. Based on the proposed project scope and location, the following Hazardous Waste issues were considered:

Naturally Occurring Asbestos (NOA) - A geologic evaluation regarding Naturally Occurring Asbestos (NOA) was conducted within the project limits. This evaluation included a review of geologic maps and reports including data prepared by the California Geological Survey (CGS) and the United States Geological Survey (USGS), previous studies conducted by Caltrans and their consultants, and a field inspection of the geology in the project area. The evaluation does not indicate the presence of altered ultramafic bedrock, alluvium derived from ultramafic rock, or other rock commonly associated with NOA. Cortese List - The Cortese List is a compilation of contaminated sites identified by the State of California- State Water Resource Control Board; active, closed, and inactive landfills identified by the Integrated Waste Management Board; and potential hazardous waste sites identified by the Department of Toxic Substance Control. This list was reviewed as part of the initial screening for this project. The list, or a property's presence on the list, has bearing on the local permitting process as well as on compliance with the California Environmental Quality Act (CEQA). The proposed project is not within or impacting any site on the Cortese List. Lead in Soil - Low levels of lead from combustion Low levels of lead from historical combustion of leaded fuel is commonly associated with the highway system. To address this issue SSP 7-1.02K(6)(j)(iii) should be included in the final project PS&E and listing packages. Thermoplastic/Paint Stripe/Pavement Marking - Thermoplastic paint may contain lead of varying concentrations depending upon color, type and year of manufacture. To address this issue SSP 36-4 should be included in the final project PS&E and listing packages.

of 2

Treated Wood Waste (TWW) - TWW may not be relinquished to the contractor and must be disposed of at an appropriately permitted disposal facility or be reused on the originating project in a manner consistent with the original intended use. Additionally, regulations specify the manner in which TWW must be stored while awaiting disposal. If TWW will be generated during this project (from removal of old treated wood or from the placement of new treated wood) SSP 14-11.14 should be included in the final project PS&E and listing packages.

The project may be constructed without any other NSSP’s, SSP’s, or restrictions from OEES. If there are any significant changes to the project scope, or if new information is identified, please contact the OEES, as soon as reasonably possible so the significance of the information and the need for additional studies can be assessed. If you have any questions or comments, please feel free to call me at (530) 720-5197. Mark Melani, Office of Environmental Engineering – South cc: File Masum Patwary, Associate Environmental Planner (Electronic copy only)

ATTACHMENT J PROGRAMMING SHEET AND RESOURCES

AMS ID: 0320000250 EA: 03-1J500 COUNTY: PLA ROUTE: 080 POSTMILE: .4/.4

Programming Sheet with Risk and OE

KWONG, DANIEL RProject Manager: PM Assistant: ADER, KIMBERLY A Project Nickname: Auburn Blvd Ramp MeterProject Description - Long: In Placer County on I-80 in Roseville at the EB on ramp from Auburn Blvd.Work Description - Long: Install ramp metering.

Subprogram: Other State FundsProgram: other-state- RPT:

No CT Status: APLPROGRAM YR: 2022

AADD: No10 Yr SHOPP: No

PPNO: 5147Open for Time:

No Funding NoRMP: RMP Date:

Dist SB1 SCCP FED Aid Eligible:

Working Days: 20

MS MS Description MS DateM000 ID NEED 06/09/2020 (A)M015 PROG PROJ 06/25/2020 (A)M020 BEGIN ENVIRO 07/13/2020 (A)M040 BEGIN PROJ 07/06/2020 (A)M200 PA&ED 04/16/2021 (T)M300 CIRC PLANS IN DIST 04/26/2021 (T)M377 PS&E TO DOE 06/07/2021 (T)M410 R/W CERT 07/19/2021 (T)M460 RTL 08/02/2021 (T)M470 FUND ALLOCATION 10/13/2021 (T)M480 HQ ADVERT 11/15/2021 (T)M490 BIDS OPEN 12/15/2021 (T)M495 AWARD 01/14/2022 (T)M500 APPROVE CONTRACT 02/15/2022 (T)M600 CONTRACT ACCEPT 10/03/2022 (T)M700 FINAL REPORT 10/02/2023 (T)M800 END PROJ EXP 04/02/2024 (T)M900 FINAL PROJ 03/03/2025 (T)

Capital Cost Estimates ($k)Amount $k EST Date

Roadway 338 03/29/21

Structures 0

Const Total 338

ROW 0 03/08/21

Total 338

Env

Funding Info ($k)

Fund Source PA&ED PS&E ROW CON ROW CAP CON CAP

2010705.100 0 0 0 150 0 0

2020705.100 0 0 0 0 0 350

2010201.315 30 0 0 0 0 0

2010400.210 50 100 5 0 0 0

2020400.210 0 0 0 0 5 0

5 35015080 100 5Total:

OE ($k)

Phase 0 - PAED $0Phase 1 - PS&EPhase 2 - RWPhase 3 - ConPhase 4 - Con CapPhase 9 - RW Cap

$0$0$0$0$0

Total $0

$0

Risk Bud. ($k)

$0$0$0$0$0$0

Note: For Phase 0, 1, 2 and 3, only enter Risk Budgetamount if not already entered in PRSM

Risk & Operating Expense Budget

Capital Cost Est.($k)2022FY Mid M500-M600

CC Escalation %:CC Escalated $:

TOTAL:ROW CAPITAL:

3.20%349

0349

PROJECT SUPPORT COSTS ($k)

Phase Esc.Rate

PRIOR(2.00%)FY21/22 FutureFY22/23 FY23/24 FY24/25

TotalSup/Cap %FY20/21

ETC (3.00%) (3.00%) (3.00%) (3.00%)ACT $ (0.00%)

300 50 0 0 0 0 0 80 22.80%01 66 34 0 0 0 0 100 28.68%02 1 2 2 1 0 0 5 1.50%03 0 69 68 8 0 0 145 41.55%

TOTAL SUPPORT COSTS:

TOTAL PROJECT COSTS:

330 94.53%

679

PROJECT SUPPORT PYs

PRIORETC PYs

2022 Future2023 2024 2025 Total2021ETC PYs ETC PYs ETC PYs ETC PYs ETC PYs

Division

ACT PYS ETC PYs

03 ESR 0.03 0.00 0.00 0.00 0.00 0.00 0.00 0.03

03 CONS 0.00 0.04 0.22 0.16 0.01 0.00 0.00 0.43

03 ENVM 0.00 0.02 0.02 0.01 0.00 0.00 0.00 0.05

03 ESRV 0.02 0.13 0.07 0.01 0.00 0.00 0.00 0.23

03 PPM 0.01 0.04 0.01 0.02 0.01 0.00 0.00 0.09

03 RWLS 0.02 0.06 0.03 0.02 0.00 0.00 0.00 0.13

03 SURV 0.00 0.01 0.01 0.00 0.00 0.00 0.00 0.02

03 TPLN 0.00 0.02 0.00 0.00 0.00 0.00 0.00 0.02

03 TROP 0.06 0.20 0.12 0.09 0.01 0.00 0.00 0.48

0.14 0.52 0.48 0.31 0.03 0.00 0.00 1.4803 TOTALS :

0.14 0.52 0.48 0.31 0.03 0.00 0.00 1.48PROJECT TOTALS:

Comments:

Report Run Date : 03/30/2021 Page 1 of 1

ATTACHMENT K RISK REGISTER

APPENDIX B TO



SOUTH PLACER TRANSIT IMPLEMENTATION PLAN

FINAL REPORT

LINCOLN EXPRESS SERVICE IMPLEMENTATION PLAN FINAL REPORT PLACER COUNTY TRANSPORTATION PLANNING AGENCY FINAL DATE: JUNE 2020 WSP 2150 RIVER PLAZA DRIVE, SUITE 400 SACRAMENTO, CA 95833 WSP.COM

PCTPA Lincoln Express Bus Plan Placer County Transportation Planning Agency

WSP June 2020

Page i

TABLE OF CONTENTS

1 INTRODUCTION........................................................ 1

1.1 Study Background .................................................................. 1

1.2 Report Structure ...................................................................... 1

2 EXISTING CONDITIONS ........................................... 2

2.1 Project Area ............................................................................. 2

2.2 Demographics, Employment and CalEnviroScreen 3.0 and Disadvantaged Communtiies .................................................. 3

2.2.1 Demographics ............................................................................................... 3

2.2.2 Employment .................................................................................................. 5

2.2.3 CalEnviroScreen 3.0 ...................................................................................... 8

2.3 Transit Service ........................................................................ 9

2.3.1 Placer County Operators ................................................................................ 9

2.3.2 Sacramento Regional Transit ....................................................................... 10

3 OPERATOR STATISTCS AND COSTS .................. 11

3.1 Operator Selection ................................................................ 11

3.2 Alignment and Stops............................................................. 11

3.3 Schedule ................................................................................ 15

3.4 Operating Statistics and Cost ............................................... 18

3.5 Capital Cost ........................................................................... 19

Page ii

Tables

TABLE 1 LARGEST EMPLOYERS IN PLACER COUNTY ..................... 6 TABLE 2 PLACER COUNTY ROUTES .................................................. 9 TABLE 3 ROSEVILLE TRANSIT ROUTES .......................................... 10 TABLE 4 STOP INFORMATION .......................................................... 15 TABLE 4 SOUTHBOUND SCHEDULE ................................................ 16 TABLE 5 NORTHBOUND SCHEDULE ................................................ 17 TABLE 7 RT OPERATING INFORMATION.......................................... 18 TABLE 8 OPERATING COST .............................................................. 18 TABLE 9 RECOMMENDED CAPITAL INFRASTRUCTURE ................. 19

Maps MAP 1 PROJECT AREA ........................................................................ 2 MAP 2 POPULATION DENSITY ............................................................ 3 MAP 3 MINORITY DENSITY ................................................................. 4 MAP 4 JOB DENSITY............................................................................ 7 MAP 5 CALENVIROSCREEN 3.0 .......................................................... 8 MAP 6 FINAL ALIGNMENT ................................................................. 13

Appendices

A MEMOS

A-1 Existing Conditions Report

A-2 Potential Route Alignments

A-3 Recommended Solutions for Congested Corridors

A-4 Operator Memo

1 INTRODUCTION

1.1 STUDY BACKGROUND Placer County Transportation Planning Agency (PCTPA) serves as the Regional Transportation Planning Agency (RTPA) for Placer County (excluding the Lake Tahoe Basin) and is governed by representatives from the six incorporated cities, two members of the Placer County Board of Supervisors, and one citizen representative. In addition to serving as the RTPA, PCTPA has multiple roles within Placer County and the surrounding region that are listed below.

• Designated as the Congestion Management Agency (CMA)

• Statutorily designated member of the Capitol Corridor Joint Powers Authority (CCJPA)

• Administrator of the South Placer Regional Transportation Authority (SPRTA) and Western Placer County Consolidated Transportation Services agency (WPCTSA)

• Represents Placer County jurisdictions in federal planning and programming issues

• Eligible to administer federal projects and funds

• Administers and allocates the Local Transportation Fund (LTF) and State Transit Assistance (STA) funds

PCTPA tasked WSP with developing a Service Implementation Plan (SIP) for an express route between Lincoln, CA and the Blue Line light rail service operated by Sacramento Regional Transit (SacRT). The goals of the project are to alleviate congestion along Interstate 80 (I-80) and California State Route 65 (Highway 65), enhance service to the medical facilities in Roseville, and increase overall transit accessibility between Lincoln, Roseville, and Downtown Sacramento via SacRT’s light rail service.

It is estimated that the annual operating cost would be roughly $1.9 million with another $7.05 million in capital costs (vehicles, chargers, and infrastructure improvements).

1.2 REPORT STRUCTURE The following report summarizes the four memos that were developed to plan the service and are included in the appendix for reference.

Existing Conditions The Existing Conditions sections identifies the demographics, employment, and other community characteristics in the project area.

Operating Statistics and Cost The Operating Statistics and Cost identifies the final alignment that was chosen, a description of how the service will operate, and the estimated capital and operating cost of the service.

2 EXISTING CONDITIONS

2.1 PROJECT AREA The project area is shown in Map 1, and extends south from the City of Lincoln along Highway 65 to the City of Roseville, and west along I-80 from the City of Roseville to the Watt/I-80 Light Rail Station in North Highlands (Sacramento County). Major activity centers and/or key destinations include the two light rail stations (Roseville Road and Watt/I-80 Stations), Kaiser Hospital, Sutter Hospital, and the Galleria Mall (also a Transit Center). The project area shown in Map 1 was created by creating a buffer a mile from the main corridors and key destinations identified. Both Kaiser and Sutter facilities are shown in Map 1 along with other key destinations like the Sun-City Lincoln Hills senior community and potential transit centers that can be served.

Map 1 Project Area

2.2 DEMOGRAPHICS, EMPLOYMENT AND CALENVIROSCREEN 3.0 AND DISADVANTAGED COMMUNTIIES

The following sections provide a brief summary of key demographic and CalEnviroScreen 3.0 Data in the project area that helped inform the development of the service. For a more in-depth look of the demographics of the project area, please see A-1.

2.2.1 DEMOGRAPHICS

The population density information in Map 2 indicates that the areas in Citrus Heights and Sacramento have the highest density, both of which are located in Sacramento County. Within Placer County, the downtown areas of Lincoln and Roseville and the areas northeast of Highway 65 in Rocklin have the highest densities. One of the main areas in the project area (the business park south of Highway 65 and east I-80) has almost no population density, however the area is one of the most dense job centers in the region.

Map 2 Population Density

Minority populations normally make up a large share of transit ridership and they are a demographic with needs that must be taken into consideration for equity of new services and changes to existing service. Map 3 shows the density of the non-white and Hispanic/Latino origin populations. The highest density of minorities is in Sacramento and in Downtown Lincoln. Roseville also has consistent densities of minorities in the project area.

Map 3 Minority Density

2.2.2 EMPLOYMENT

The top employers in Placer County are listed in Table 1. Sutter Health and Kaiser Permanente are the two largest employers in Placer County (collectively employee 45 percent of the employees in the table below), and 9 of the top 10 employers are in or near the project area. For transit to be successful there usually needs to be a good mix of population and job density.

Map 4 indicates the jobs per acre and the location of the largest employers in the project area. Both Kaiser Permanente and Sutter Health have facilities located in the eastern part of Roseville and near Twelve Bridges Library in Lincoln. The greatest concentration of jobs is near the hospitals in Roseville.

Table 1 Largest Employers in Placer County

Company/Organization Employees In Project

Area

Sutter Health 5,634 X

Kaiser Permanente 5,609 X

County of Placer 2,898 X

Thunder Valley Casino Resort 2,500 X

Hewlett-Packard Co. 2,000 X

PRIDE Industries 1,646 X

Safeway Inc. 1,189 X

Squaw Valley Alpine Meadows 1,161

City of Roseville 1,146 X

Union Pacific 1,091 X

Source: 2018 Placer County CAFR

There are two things to note with the table and map. The County of Placer, City of Roseville, Safeway, Inc, and Pride Industries are in the project area, but they do not have a central location and their employees are spread throughout the County. The block group where the Thunder Valley Casino is located shows there is almost no job density. There are nearly 3,460 jobs in that area, but the block group is so large (38,000 acres) that the density is 0.1 jobs per acre. Block groups are determined by residents in the area and in this instance there is minimal residence (creating a larger block group) that makes the area appear as if there is minimal employment.

Map 4 Job Density

2.2.3 CALENVIROSCREEN 3.0

CalEnviroScreen 3.0 is a comprehensive tool that provides a score on the health of communities and allows for the identification of Disadvantaged Communities. The tool combines multiple pollution (e.g. traffic, diesel particulates), population characteristics (e.g. cardiovascular disease, asthma), environmental (e.g. polluted sites), and socioeconomic (e.g. poverty, unemployment) datasets to generate a score by census block group. Map 5 shows the CalEnviroScreen 3.0 scores for block groups in the project area. The majority of Placer County is in the lower half of the scoring (with the exception of the two block groups nearest Union Pacific rail yards in Roseville). There are disadvantaged communities in the southern part of the project area near the light rail stations. The introduction of an express service on I-80 could potentially benefit those communities through reduced pollution by reducing vehicle miles traveled along I-80 and increased access to jobs.

Map 5 CalEnviroScreen 3.0

2.3 TRANSIT SERVICE The following provides a brief summary of Sacramento and Placer County transit service, For a more in-depth analysis, please see A-1.

2.3.1 PLACER COUNTY OPERATORS

There are two operators in Placer County that operate fixed-route transit in the service area, Placer County Transit (PCT) and Roseville Transit. Placer County Transit provides fixed-route, express, and dial-a-ride service that cover areas as far east as Alta and as far west as Downtown Sacramento.

PCT has three fixed-routes and commuter service in the project area. Table 2 provides details on the routes span and frequency for these services

Table 2 Placer County Routes

Route Description Weekday Span Weekday

Frequency

Saturday

Span

Saturday

Frequency

10 Auburn to Light Rail 5:00a – 9:00p 60 minutes 8:00a-7:00p 60 minutes

20 Lincoln-Rocklin-Sierra College 6:00a-7:50p 60 minutes 6:00a-6:00p 60 minutes

70 Lincoln Circulator 6:40a-6:35p 60 minutes 8:20a-4:14p 60 minutes

Placer Commuter Express

Auburn/Colfax-Sacramento

5:20a-7:50a and 4:17p-7:07p

4 trips in the AM and 4 Trips in the PM

N/A N/A

Source: Placer County Schedules

Nearly all of Roseville’s Transit Routes are in the project area at some point. To refine the analysis, only the routes that provide service to the Galleria and the hospitals are shown in Table 3. The table below lists the route, description, and span of service.

Table 3 Roseville Transit Routes

Route Weekday Span Weekday

Frequency

Saturday

Span

Saturday

Frequency

A 6:00a – 9:53p 30 minutes/60 minutes evening 8:00a-5:00p 60 minutes

B 6:10a-9:43p 30 minutes/60 minutes evening 8:00a-4:50p 60 minutes

E 7:53a-6:3p 60 minutes N/A N/A

G 6:53-5:30 60 minutes N/A N/A

L 6:25a-6:15p 60 minutes 8:25a-5:02p 60 minutes

S 7:35a-5:25p Limited Trips N/A N/A

Source: Placer County Transit Short Range Transit Plan

2.3.2 SACRAMENTO REGIONAL TRANSIT

Sacramento Regional Transit provides light rail and bus service to the Watt/I-80 and Roseville Road LR Stations. The following is a brief description of the service and destinations served:

• The Blue Line LR operates primarily with 15-minute frequency on weekdays and serves the Watt/I-80 and Roseville Road LR Stations. The Blue Line provides service between Watt/I-80 LR Station and Consumes River College. The route serves Downtown Sacramento where there are multiple connections to other SacRT and regional services.

• Route 1 provides 15-minute service between Watt/I-80 Station and Citrus Heights with service to American River College.

• Routes 15 provides 30-minute service between Watt/I-80 and Arden/Del Paso Blue Line Station via Grand and Rio Linda Blvd Rd.

• Route 26 provides 30-minute service between the University/65th Street Gold Line Station and Antelope, with a stop at the Watt/I-80 Blue Line Station in between.

• Route 84 provides 30-minute service between Antelope and the Watt/Manlove Gold Line Station and serves the Watt/I-80 Blue Line Station in between.

• Route 93 provides 30-minute service between Watt/I-80 LR Station and Louis & Orlando Transit Center in Roseville.

• Route 193 provides peak period service between Watt/I-80 LR Station and Louis & Orlando Transit Center in Roseville.

3 OPERATOR STATISTCS AND COSTS

3.1 OPERATOR SELECTION Both Roseville Transit and PCT were interested in operating the service and through discussions it was decided that Roseville Transit would operate the service. These discussions also led to the determination that the service would be operated with battery electric buses. Please see Error! Reference source not found. for a comparison of the two operators and the viability of battery electric buses operating the service.

3.2 ALIGNMENT AND STOPS The final alignment is shown in

Map 6. The alignment was chosen through the analysis of the existing conditions and multiple iterations that were then narrowed down and further refined by PCTPA and the transit operators. The final alignment is designed to provide streamlined service that connects with multiple transit services at the Galleria Transit Center and the Watt/I-80 LR station and provides service to Sutter Health and Kaiser Permanente in Roseville. The final alignment uses the following turn-by-turn directions:

From Lincoln From SacRT’s Watt/I-80 LR Station

• Continue on 3rd Street • Right on E St • Use first exit at the traffic circle on Gateway

Dr • Left on Lincoln Blvd • Left on Sterling Pkwy • Right on E Joiner Pkwy • Right on Twelve Bridges Dr • Merge on to Hwy-65 South • Exit Galleria Blvd South • Right on Roseville Pkwy • Right on West Dr • Right on Galleria Ct • Right on Reserve Dr • Left on Roseville Pkwy • Left N. Sunrise Ave • Right on Medical Plaza Dr • Left on Medical Plaza • Continue on N. Sunrise Ave • Left on Eureka Rd • Right on Douglas Dr • Merge on to I-80 W • Use the Watt/I-80 offramp to serve the Watt/I-

80 LR station

• Merge on to I-80 E • Exit Douglas Dr heading East • Left on Rocky Ride Dr • Left on to Eureka Rd • Right on N. Sunrise Ave • Right on Medical Plaza Dr • Left on Medical Plaza • Continue on N. Sunrise Dr • Right on Roseville Pkwy • Right on West Dr • Right on Galleria Ct • Right on Reserve Dr • Left on Roseville Pkwy • Left on Galleria Blvd • Left on Hwy-65 North • Right on Twelve Bridges Dr • Left on E Joiner Pkwy • Left on Sterling Pkwy • Right on Lincoln Blvd • Right on 3rd Street

Map 6 Final Alignment

For a more detailed look at the initial alignments, please see A-2.

The route serves stops in Lincoln, Roseville, and Sacramento County. The final ten stop locations for both directions of the route are listed in the table below and are also shown in

Map 6. There are six stops with existing service present, seven of the stops are ADA compliant, and six of the stops have existing benches and shelters.

Table 4 Stop Information

Direction Stop Location Jurisdiction Existing

Service at Stop

ADA Compliant

Bench and Shelter Present

Terminal 3rd St at E St Lincoln Yes Yes Yes

South Sterling Pkwy at Sterling Pkwy

Lincoln Yes Yes Yes

North Sterling Pkwy at Sterling Pkwy

Lincoln No No No

South Twelve Bridges Dr at Colonnade Dr Lincoln No No No

North Twelve Bridges Dr at Colonnade Dr Lincoln No No No

Both Galleria Transit

Center Roseville Yes Yes Yes

Both Sutter Roseville Medical Center

Roseville Yes Yes Yes

South Eureka at Douglas Roseville Yes Yes Yes

North Rocky Ridge at Kaiser Permanente

Roseville No Yes No

Terminal Watt/I-80 LR Station Sacramento County

Yes Yes Yes

The current recommended stops include two stops on-street along Twelve Bridges Drive even though there is a bi-directional stop at the library, the stops are on street to increase the speed of the service. It is still recommended that the route continue on-street and not deviate to use the existing stops because of the limited available time to charge the battery electric buses; however, this could be further refined when the service is implemented with actual runtimes and the assurance that the vehicle will be able to replenish the battery at the Galleria.

3.3 SCHEDULE The following tables (Table 5 and Table 6) show the preliminary schedules for the north and southbound service. There is a built in seven minutes where the vehicle is not moving at the Galleria in each direction. This was done so that the battery electric buses are able to charge and meet the total length and duration of the service. The route would operate every half hour. This would allow for customers using the Blue Line to arrive at any of the Roseville Hospitals before 7:00 a.m. and allow anyone that is traveling from Roseville/Lincoln to Sacramento to arrive in Downtown Sacramento before 7:00 a.m. The schedule is also designed to arrive at the Galleria Transit Center on the hour and at the half to connect with the multiple services that pulse out of there.

The first northbound trip would miss the first Blue Line trip to Watt/I-80, this is caused by the needed mid-trip layover at the Galleria for charging. The schedule is consistent throughout the day and built so that it would remain on time during peak traffic so there is the possibility that the vehicle would be able to hold at the light rail station for the train and still complete the trip on time. This should be further analyzed if and when the battery electric buses are acquired. If the service is not operated with electric vehicles, it is also recommended that the service would no longer have the mid-trip layover at the Galleria.

Table 5 Southbound Schedule

Southbound to Watt/I-80 LR Station

Lincoln Twelve Bridges Galleria

Arrive

Galleria

Depart Sutter Kaiser Watt/I-80

4:55:00 AM 5:06:00 AM 5:18:00 AM 5:25:00 AM 5:32:00 AM 5:38:00 AM 5:53:00 AM 5:25:00 AM 5:36:00 AM 5:48:00 AM 5:55:00 AM 6:02:00 AM 6:08:00 AM 6:23:00 AM 5:55:00 AM 6:06:00 AM 6:18:00 AM 6:25:00 AM 6:32:00 AM 6:38:00 AM 6:53:00 AM 6:25:00 AM 6:36:00 AM 6:48:00 AM 6:55:00 AM 7:02:00 AM 7:08:00 AM 7:23:00 AM 6:55:00 AM 7:06:00 AM 7:18:00 AM 7:25:00 AM 7:32:00 AM 7:38:00 AM 7:53:00 AM 7:25:00 AM 7:36:00 AM 7:48:00 AM 7:55:00 AM 8:02:00 AM 8:08:00 AM 8:23:00 AM 7:55:00 AM 8:06:00 AM 8:18:00 AM 8:25:00 AM 8:32:00 AM 8:38:00 AM 8:53:00 AM 8:25:00 AM 8:36:00 AM 8:48:00 AM 8:55:00 AM 9:02:00 AM 9:08:00 AM 9:23:00 AM 8:55:00 AM 9:06:00 AM 9:18:00 AM 9:25:00 AM 9:32:00 AM 9:38:00 AM 9:53:00 AM 9:25:00 AM 9:36:00 AM 9:48:00 AM 9:55:00 AM 10:02:00 AM 10:08:00 AM 10:23:00 AM 9:55:00 AM 10:06:00 AM 10:18:00 AM 10:25:00 AM 10:32:00 AM 10:38:00 AM 10:53:00 AM

10:25:00 AM 10:36:00 AM 10:48:00 AM 10:55:00 AM 11:02:00 AM 11:08:00 AM 11:23:00 AM 10:55:00 AM 11:06:00 AM 11:18:00 AM 11:25:00 AM 11:32:00 AM 11:38:00 AM 11:53:00 AM 11:25:00 AM 11:36:00 AM 11:48:00 AM 11:55:00 AM 12:02:00 PM 12:08:00 PM 12:23:00 PM 11:55:00 AM 12:06:00 PM 12:18:00 PM 12:25:00 PM 12:32:00 PM 12:38:00 PM 12:53:00 PM 12:25:00 PM 12:36:00 PM 12:48:00 PM 12:55:00 PM 1:02:00 PM 1:08:00 PM 1:23:00 PM 12:55:00 PM 1:06:00 PM 1:18:00 PM 1:25:00 PM 1:32:00 PM 1:38:00 PM 1:53:00 PM

1:25:00 PM 1:36:00 PM 1:48:00 PM 1:55:00 PM 2:02:00 PM 2:08:00 PM 2:23:00 PM 1:55:00 PM 2:06:00 PM 2:18:00 PM 2:25:00 PM 2:32:00 PM 2:38:00 PM 2:53:00 PM 2:25:00 PM 2:36:00 PM 2:48:00 PM 2:55:00 PM 3:02:00 PM 3:08:00 PM 3:23:00 PM 2:55:00 PM 3:06:00 PM 3:18:00 PM 3:25:00 PM 3:32:00 PM 3:38:00 PM 3:53:00 PM 3:25:00 PM 3:36:00 PM 3:48:00 PM 3:55:00 PM 4:02:00 PM 4:08:00 PM 4:23:00 PM 3:55:00 PM 4:06:00 PM 4:18:00 PM 4:25:00 PM 4:32:00 PM 4:38:00 PM 4:53:00 PM 4:25:00 PM 4:36:00 PM 4:48:00 PM 4:55:00 PM 5:02:00 PM 5:08:00 PM 5:23:00 PM 4:55:00 PM 5:06:00 PM 5:18:00 PM 5:25:00 PM 5:32:00 PM 5:38:00 PM 5:53:00 PM 5:25:00 PM 5:36:00 PM 5:48:00 PM 5:55:00 PM 6:02:00 PM 6:08:00 PM 6:23:00 PM 5:55:00 PM 6:06:00 PM 6:18:00 PM 6:25:00 PM 6:32:00 PM 6:38:00 PM 6:53:00 PM 6:25:00 PM 6:36:00 PM 6:48:00 PM 6:55:00 PM 7:02:00 PM 7:08:00 PM 7:23:00 PM

Table 6 Northbound Schedule

Nortbound to Lincoln

Watt/I-80 Kaiser Sutter Galleria Arrive Galleria

Depart

Twelve

Bridges Lincoln

5:54:00 AM 6:09:00 AM 6:15:00 AM 6:22:00 AM 6:29:00 AM 6:41:00 AM 6:52:00 AM 6:24:00 AM 6:39:00 AM 6:45:00 AM 6:52:00 AM 6:59:00 AM 7:11:00 AM 7:22:00 AM 6:54:00 AM 7:09:00 AM 7:15:00 AM 7:22:00 AM 7:29:00 AM 7:41:00 AM 7:52:00 AM 7:24:00 AM 7:39:00 AM 7:45:00 AM 7:52:00 AM 7:59:00 AM 8:11:00 AM 8:22:00 AM 7:54:00 AM 8:09:00 AM 8:15:00 AM 8:22:00 AM 8:29:00 AM 8:41:00 AM 8:52:00 AM 8:24:00 AM 8:39:00 AM 8:45:00 AM 8:52:00 AM 8:59:00 AM 9:11:00 AM 9:22:00 AM 8:54:00 AM 9:09:00 AM 9:15:00 AM 9:22:00 AM 9:29:00 AM 9:41:00 AM 9:52:00 AM 9:24:00 AM 9:39:00 AM 9:45:00 AM 9:52:00 AM 9:59:00 AM 10:11:00 AM 10:22:00 AM 9:54:00 AM 10:09:00 AM 10:15:00 AM 10:22:00 AM 10:29:00 AM 10:41:00 AM 10:52:00 AM

10:24:00 AM 10:39:00 AM 10:45:00 AM 10:52:00 AM 10:59:00 AM 11:11:00 AM 11:22:00 AM 10:54:00 AM 11:09:00 AM 11:15:00 AM 11:22:00 AM 11:29:00 AM 11:41:00 AM 11:52:00 AM 11:24:00 AM 11:39:00 AM 11:45:00 AM 11:52:00 AM 11:59:00 AM 12:11:00 PM 12:22:00 PM 11:54:00 AM 12:09:00 PM 12:15:00 PM 12:22:00 PM 12:29:00 PM 12:41:00 PM 12:52:00 PM 12:24:00 PM 12:39:00 PM 12:45:00 PM 12:52:00 PM 12:59:00 PM 1:11:00 PM 1:22:00 PM 12:54:00 PM 1:09:00 PM 1:15:00 PM 1:22:00 PM 1:29:00 PM 1:41:00 PM 1:52:00 PM

1:24:00 PM 1:39:00 PM 1:45:00 PM 1:52:00 PM 1:59:00 PM 2:11:00 PM 2:22:00 PM 1:54:00 PM 2:09:00 PM 2:15:00 PM 2:22:00 PM 2:29:00 PM 2:41:00 PM 2:52:00 PM 2:24:00 PM 2:39:00 PM 2:45:00 PM 2:52:00 PM 2:59:00 PM 3:11:00 PM 3:22:00 PM 2:54:00 PM 3:09:00 PM 3:15:00 PM 3:22:00 PM 3:29:00 PM 3:41:00 PM 3:52:00 PM 3:24:00 PM 3:39:00 PM 3:45:00 PM 3:52:00 PM 3:59:00 PM 4:11:00 PM 4:22:00 PM 3:54:00 PM 4:09:00 PM 4:15:00 PM 4:22:00 PM 4:29:00 PM 4:41:00 PM 4:52:00 PM 4:24:00 PM 4:39:00 PM 4:45:00 PM 4:52:00 PM 4:59:00 PM 5:11:00 PM 5:22:00 PM 4:54:00 PM 5:09:00 PM 5:15:00 PM 5:22:00 PM 5:29:00 PM 5:41:00 PM 5:52:00 PM 5:24:00 PM 5:39:00 PM 5:45:00 PM 5:52:00 PM 5:59:00 PM 6:11:00 PM 6:22:00 PM 5:54:00 PM 6:09:00 PM 6:15:00 PM 6:22:00 PM 6:29:00 PM 6:41:00 PM 6:52:00 PM 6:24:00 PM 6:39:00 PM 6:45:00 PM 6:52:00 PM 6:59:00 PM 7:11:00 PM 7:22:00 PM 6:54:00 PM 7:09:00 PM 7:15:00 PM 7:22:00 PM 7:29:00 PM 7:41:00 PM 7:52:00 PM 7:24:00 PM 7:39:00 PM 7:45:00 PM 7:52:00 PM 7:59:00 PM 8:11:00 PM 8:22:00 PM

3.4 OPERATING STATISTICS AND COST Based off the schedule, the service would require four vehicles. The information in Table 7 details the operating statistics by vehicle for the service and includes the daily and revenue hours and miles. Assuming the service is operated by Roseville Transit, the operating cost is based on their fully burdened cost per hour of $121.00. Table 8 details the operating cost per day and estimated cost per year (255 weekdays) with the total yearly cost estimated to be $1,860,556.50. The daily total miles include the pull in and out distance from the garage based off the distance from the start and of service and the Roseville Maintenance yard. The service would require four vehicles for operations and it is assumed that an additional vehicle would be purchased to provide a spare vehicle for a total of five vehicles, but only four in operation at one time.

Table 7 Roseville Transit Operating Information

Frequency Vehicle

Block

Pull-

Out

Time

First

Trip

Start

Time

Last

Trip

End

Time

Pull-in

Time

Daily

Revenue

Hours

Daily

Total

Hours

Daily

Revenue

Miles

Daily

Total

Miles

30/30

1 4:25 4:55 18:52 19:22 14.0 14.95 352.8 386.4

2 4:55 5:25 19:22 19:52 14.0 14.95 352.8 386.4

3 5:25 5:55 19:52 20:22 14.0 14.95 352.8 386.4

4 5:55 6:25 20:52 21:22 14.5 15.45 352.8 386.4

Total - - - - 56.3 60.3 1411.2 1545.6

Table 8 Roseville Transit Operating Cost

Frequency (Peak/

Off-Peak)

Daily Total

Hours Cost per hour Daily Total Cost

Total Operating Cost

(Assuming weekdays 255

days)

30/30 60.3 $121.00 $7,296.30 $1,860,556.50

3.5 CAPITAL COST The majority of the capital cost of the service is from the cost of the battery electric vehicles and the on-route chargers that will be placed at the Galleria; a rough order of magnitude is about $1,000,0000 for each vehicle and charger, for a total of $7,000,000. In addition to the vehicles and chargers, there are transit and stop enhancements that would also need to be implemented.

Based off the stops, there would need to be three stops constructed and four benches and shelters added. It should be noted that two of the stops (on Twelve Bridges Drive) may not need to be built because the vehicle can use the existing stop at the library. These stops should not be implemented only if it is determined that the vehicle is able to replenish enough energy at the Galleria.

The only intersections included for queue jumps are on Roseville Parkway where the right-turn lane could be used. In addition to Roseville Parkway, there is the possibility of exploring the use of the left turn lane on Douglas Blvd as a queue jump to bypass traffic; however, this is only needed in in the westbound lane because the ramp meter from I-80 West on-ramp causes vehicles to back up in the right lanes on Douglas Blvd. This presents some operational concerns because the vehicle would need to position itself in the far-left lane to use the queue jump but then merge over to the right lane or middle lane to be in the correct position to merge on to the freeway if the signal is green.

Table 9 Recommended Capital Infrastructure

Capital Investment Unit Cost Units Total Cost

Vehicles $1,000,000 5 $5,000,000

On Route Charging Station (Galleria) 1,000,000 2 $2,000,000

Queue Jump Striping $2,400 4 $9,600

Queue Jump Signals (intersections) $18,000 4 $72,000

TSP Emitters (Vehicles) $1,200 5 $6,000

Coordinated Signals Free N/A N/A

Design and Build ADA Compliant Bus Stops $15,000 3 $45,000

Bench and Shelter $15,000 4 $60,000

Total $7,192,600

The vehicles, chargers, and any needed ADA improvements at stops are the only capital cost that need to be implemented for a total cost of $7,045,000. The implementation of queue jumps and transit signal priority (TSP) are optional. For queue jumps and TSP implementation, there needs to be close coordination with the City of Roseville’s Traffic Department because the existing roadway and lane width standards would make it difficult to implement and the transit signal priority would need to work in cohesion with the existing coordinated signals on the major roadways.

For the full of analysis of transit priorities, see A-3.

APPENDIX

A MEMOS

A-1 EXISTING

CONDITIONS

REPORT

Lincoln Express Bus Service

Existing Conditions Report

Contents Introduction ............................................................................................................................................ 4

Project Area ............................................................................................................................................ 5

Demographic Data................................................................................................................................... 6

Population Density .............................................................................................................................. 6

Minority Density ................................................................................................................................ 13

Ratio of Income to Poverty Level ....................................................................................................... 14

Employment Analysis ............................................................................................................................ 17

CalEnviroScreen 3.0 And Disadvantaged Communities .......................................................................... 19

Existing Transit Service Analysis ............................................................................................................. 20

Amtrak .............................................................................................................................................. 21

Greyhound ........................................................................................................................................ 22

SacRT ................................................................................................................................................ 22

Transit Operators in Placer County .................................................................................................... 23

Placer County Transit ......................................................................................................................... 26

Roseville Transit ................................................................................................................................ 28

Potential Service Alignments ................................................................................................................. 30

Preliminary Alignments ..................................................................................................................... 30

MAP 1 PROJECT AREA 5 MAP 2 POPULATION DENSITY 7 MAP 3 YOUTH POPULATION DENSITY 8 MAP 4 COLLEGE AGED DENSITY 9 MAP 5 MILLENNIAL DENSITY 10 MAP 6 MIDDLE-AGED DENSITY 11 MAP 7 ELDERLY DENSITY 12 MAP 8 MINORITY DENSITY 13 MAP 9 RATIO OF INCOME TO POVERTY 100% 14 MAP 10 RATIO OF INCOME TO POVERTY 150% 15 MAP 11 RATIO OF INCOME TO POVERTY 200% 16 MAP 12 JOB DENSITY 18 MAP 13 CALENVIROSCREEN 3.0 19 MAP 14 TRANSIT CENTERS 21 MAP 15 SACRT ROUTES IN THE PROJECT AREA 23 MAP 16 EXPRESS ROUTES IN THE PROJECT AREA 24 MAP 17 TRANSIT ROUTES IN THE PROJECT AREA 25 MAP 18 POTENTIAL ALIGNMENT 31

TABLE 1 PCT FIXED-ROUTE RIDERSHIP BY AGE 6 TABLE 2 ROSEVILLE TRANSIT FIXED ROUTE RIDERSHIP BY AGE 6 TABLE 3 LARGEST EMPLOYERS IN PLACER COUNTY 17 TABLE 4 TRANSIT OPERATORS AND SERVICE OPERATED 20 TABLE 5 PLACER COUNTY ROUTES 26 TABLE 6 2016-2017 PCT PERFORMANCE 26 TABLE 7 ROSEVILLE TRANSIT ROUTES 28 TABLE 8 RT2016-2017 ROUTE PERFORMANCE 28

Introduction Placer County Transportation Planning Agency (PCTPA) serves as the Regional Transportation Planning Agency (RTPA) for Placer County (excluding the Lake Tahoe Basin) and is governed by representatives from the six incorporated cities, two members of the Placer County Board of Supervisors, and one citizen representative. In addition to serving as the RTPA, PCTPA has multiple roles within Placer County and the surrounding region that are listed below.

• Designated as the Congestion Management Agency (CMA)

• Statutorily designated member of the Capitol Corridor Joint Powers Authority (CCJPA)

• Administrator of the South Placer Regional Transportation Authority (SPRTA) and Western Placer County Consolidated Transportation Services agency (WPCTSA)

• Represents Placer County jurisdictions in federal planning and programming issues

• Eligible to administer federal projects and funds

• Administers and allocates the Local Transportation Fund (LTF) and State Transit Assistance (STA) funds

PCTPA tasked WSP with developing a service implementation plan (SIP) for an express route between Lincoln, CA and the Blue Line light rail service operated by Sacramento Regional Transit (SacRT). The goals of the project are to alleviate congestion along Interstate 80 (I-80) and California State Route 65 (Highway 65), enhance service to the medical facilities in Roseville, and increase overall transit accessibility between Lincoln, Roseville, and Downtown Sacramento via SacRT’s light rail service.

Project Area The project area is shown in Map 1, and extends south from the City of Lincoln along Highway 65 to the City of Roseville, and west along I-80 from the City of Roseville to the Roseville Road Station in North Highlands (Sacramento County). Major activity centers and/or key destinations include the two light rail stations (Roseville Road and Watt/I-80 Stations), Kaiser Hospital, Sutter Hospital, and the Galleria Mall (also a Transit Center). The project area shown in Map 1 was created by extending a mile from the main corridors and key destinations along those corridors. Both Kaiser and Sutter facilities are shown in Map 1 along with other key destinations like the Sun-City Lincoln Hills senior community and potential transit centers that can be served.

Map 1 Project Area

Demographic Data

Demographic data provides insights on the potential success of the project. The maps in the following sections show population densities for total population, certain ages, minorities, and poverty, each of which have a higher propensity to use transit services. The two tables below (Tables 1 – 2) provide survey results for age from the PCT and RT Short Range Transit Plans.

Table 1 PCT Fixed-Route Ridership by Age

6-12 13-18 19-59 60+

Placer County Transit

1% 12% 72% 15%

Source: Placer County Transit 2019 Short Range Transit Plan

Table 2 Roseville Transit Fixed Route Ridership by Age

16 or Under 17-25 26-44 45-59 60+

Roseville Transit

2% 12% 34% 35% 18%

Source: Roseville Transit 2019 Short Range Transit Plan

Population Density

The population density information in Map 2 indicates that the areas in Citrus Heights and Sacramento have the highest density, both of which are located in Sacramento County. Within Placer County, the downtown areas of Lincoln and Roseville and the areas northeast of Highway 65 in Rocklin have the highest densities. One of the main areas in the project area (the business park south of Highway 65 and east I-80) has almost no population density, however the area has one of the most dense job densities in the region.

Map 2 Population Density

The following maps break down the population by age. This is beneficial because certain ages are more or less likely to use transit. Maps 3 – 7 show the population density of youths (10 – 17), College Aged (18 – 24), Millennials (25 – 34), Middle-Aged (35 – 64), and Elderly ( 65+).

Youth populations are less likely to have a car and because of that are more likely to depend on transit to travel to and from school and other recreational activities. Map 3 indicates that youth density is very small in the project area and is highest in Sacramento with small pockets in Lincoln, Roseville, and Rocklin.

Map 3 Youth Population Density

College Aged persons are more likely to use transit partly because they are less likely to own a car compared to someone in the workforce (although this is more true in areas where there is a large university). Like the youth densities, Map 4 indicates that there are pockets of college densities in the project area, with Sacramento County having the most presence of college aged persons, but overall the population is very small. This is consistent with the lack of colleges near the project area with one community college (Sierra college) in Rocklin and two smaller universities (William Jessup and Brandman Universities) that are more commute based.

Map 4 College Aged Density

Millennials or those that are 25 – 34 years in age are also more likely to use transit. They are starting their careers and most likely do not have a family which allows them to have more flexibility in their schedules to take transit. Additionally, they may also have less of a disposable income, which makes private vehicle use less desirable. The millennial population is sparse in the study area; downtown Lincoln and Roseville, Sacramento, and Citrus Heights have pockets of millennials, with the most dense areas in Lincoln, Sacramento, and Citrus Heights.

Map 5 Millennial Density

Middle-Aged populations are the least likely to use transit due to increased constraints of time with busier schedules and the presence of families that reduce schedule flexibility and the limited capacity of transit (e.g. carrying sports equipment, groceries for an entire family, needing to pick kids at different schools or activities, etc.). This age range has a larger earnings potential and would be able to better afford vehicles and their maintenance costs. Map 6 shows the middle-aged population, and as shown, represents the cohort with the greatest density.

Map 6 Middle-Aged Density

The elderly population are more likely to use transit partly due a reduced ability to drive or a fixed income that makes transit a cost-effective form of transportation. They also have a less constrained schedule which allows them to wait for a service to arrive. Map 7 indicates that the highest density of elderly is in the eastern part of Lincoln, but there is also consistent density throughout the project area between Roseville and Sacramento. The increased density in Lincoln is due to the presence of the Sun City-Lincoln Hills senior community. Interestingly, areas where millennials are most dense are areas where elderly are least dense and vice-versa.

Map 7 Elderly Density

Minority Density

Minority populations normally make up a large share of transit ridership and they are a demographic with needs that must be taken into consideration for equity of new services and changes to existing service. Map 8 shows the density of the non-white and Hispanic/Latino origin populations. The highest density of minorities is in Sacramento and in Downtown Lincoln. Roseville also has consistent densities of minorities in the project area.

Map 8 Minority Density

Ratio of Income to Poverty Level

The ratio of income to poverty provides an indicator of financial stability, and is the bare minimum that an individual would need to pay for essentials. The poverty line is nearly uniform across the U.S. (with a few exceptions), however cost of living within a specific area may put an individual that is not below the federal poverty unable to pay for essentials. To better show the potential regional changes to poverty, 100 percent, 150 percent and 200 percent of income to the poverty level ratios were mapped and analyzed. Maps 9 – 11 show the ratio of income to poverty at 100, 150, and 200 percent. The highest densities are located in Sacramento, but there are also high density areas in Lincoln and Roseville. The densities greatly increase when looking at the 200 percent compared to the 100 percent of income to poverty with a large concentration at or near the border of Sacramento and Placer County near Citrus Heights and south Roseville.

Map 9 Ratio of Income to Poverty 100%

Employment Analysis

The top employers in Placer County are listed in Table 3. Sutter Health and Kaiser Permanente are the two largest employers in Placer County(collectively employee 45 percent of the employees on the table below), and 9 of the top 10 employers are in or near the project area. For transit to be successful there usually needs to be a good mix of population and job density. Map 12 indicates the jobs per acre and the location of the largest employers in the project area. Both Kaiser Permanente and Sutter Health have facilities located in the eastern part of Roseville and near Twelve Bridges Library in Lincoln. The greatest concentration of jobs is near the hospitals in Roseville.

Table 3 Largest Employers in Placer County

Company/Organization Employees In Project Area

Sutter Health 5,634 X

Kaiser Permanente 5,609 X

County of Placer 2,898 X

Thunder Valley Casino Resort 2,500 X

Hewlett-Packard Co. 2,000 X

PRIDE Industries 1,646 X

Safeway Inc. 1,189 X

Squaw Valley Alpine Meadows 1,161

City of Roseville 1,146 X

Union Pacific 1,091 X

Source: 2018 Placer County CAFR

There are two things to note with the table and map. The County of Placer, City of Roseville, Safeway, Inc, and Pride Industries are in the project area, but they do not have a central location and their employees are spread throughout the County. The block group where the Thunder Valley Casino is located shows there is almost no job density. There are nearly 3,460 jobs in that area, but the block group is so large (38,000 acres) that the density is 0.1 jobs per acre. Block groups are determined by residents in the area and in this instance there is minimal residence (creating a larger block group) that makes the area appear as if there is minimal employment.

Map 12 Job Density

CalEnviroScreen 3.0 And Disadvantaged Communities

CalEnviroScreen 3.0 is a comprehensive tool that provides a score on the health of communities and allows for the identification of Disadvantaged Communities. The tool combines multiple pollution (e.g. traffic, diesel particulates), population characteristics (e.g. cardiovascular disease, asthma), environmental (e.g. polluted sites), and socioeconomic (e.g. poverty, unemployment) datasets to generate a score by census block group. Map 13 shows the CalEnviroScreen 3.0 scores for block groups in the project area. The majority of Placer County is in the lower half of the scoring (with the exception of the two block groups nearest Union Pacific rail yards in Roseville). There are disadvantaged communities in the southern part of the project area near the light rail stations. The introduction of an express service on I-80 could potentially benefit those communities through reduced pollution and increased access to jobs by reducing vehicle miles traveled along I-80.

Map 13 CalEnviroScreen 3.0

Existing Transit Service Analysis

There are five transit operators in the service area – Placer County Transit (PCT), Roseville Transit (RT), SacRT, Amtrak, and Greyhound – with multiple modes of service that include demand response, fixed-route bus, commuter bus, long-haul bus, light-rail, and heavy rail. Each operator’s type of service is shown in the Table 4.

Table 4 Transit Operators and service Operated

Operator Fixed-Route

Bus Commuter

Bus Long-

Haul Bus Light-Rail Heavy Rail

Dial-a-Ride

Amtrak X X

Greyhound X

Roseville Transit

X X X

SacRT X X


X X X

There are multiple transit centers, transfer points, and train stations in the project area. The following list and details the transit centers:

• Louis & Orlando Transit Center (RT and PCT routes serve the transit center along I-80)

• Sierra Gardens (RT transfer area)

• The Galleria Transit Center (RT and PCT routes connect at the mall in Roseville)

• Twelve Bridges Library (PCT routes connect at the library in Lincoln)

• Roseville Train Station (RT, Amtrak, and greyhound serve the train station)

• Lincoln Park and Ride (not currently served, but as has the potential for transit service and as a vanpool hub)

• Watt/I-80 LR Station (PCT and SacRT’s buses and light rail serve the station. There is also a park & ride lot)

• Roseville Rd LR Station (SacRT’s light rail serve the station. There is also a park & ride lot)

Map 14 Transit Centers

Amtrak

Amtrak provides limited service via Thruway bus and rail service to the Roseville Train Station (located in Roseville and not the Roseville Road LR Station):

• There is one trip per day by train, on the Capitol Corridor service, which connects Roseville with the San Francisco Bay Area. There is a planned expansion of Capitol Corridor service in the next decade; Phase I increases service to Roseville from one trip to 3 trips daily, and Phase 2 increases service to 10 roundtrips per day.

• Two one-way trips (one inbound, one outbound) are provided by the California Zephyr in Roseville, which operates between the San Francisco Bay Area and Chicago, IL. Service on the

Zephyr service is very limited, and do not provide expanded mobility opportunities for residents of the area.

• Amtrak also provides Thruway bus service that provides six weekday trips from Roseville Station to Sacramento and seven trips from Sacramento to Roseville Station – and beyond to Colfax and Auburn.

Greyhound

Greyhound provides two round trips per day between San Francisco and Reno with service to the Roseville Train Station.

SacRT

SacRT provides light rail and bus service to the Watt/I-80 and Roseville Road LR Stations, the SacRT service is shown in Map 15. The following is a brief description of the service and destinations served:

• The Blue Line LR operates primarily with 15-minute frequency on weekdays and serves the Watt/I-80 and Roseville Road LR Stations. The Blue Line provides service between Watt/I-80 LR Station and Consumes River College. The route serves Downtown Sacramento where there are multiple connections to other SacRT and regional services.

• Route 1 provides 15-minute service between Watt/I-80 Station and Citrus Heights with service to American River College.

• Routes 15 provides 30-minute service between Watt/I-80 and Arden/Del Paso Blue Line Station via Grand and Rio Linda Blvd Rd.

• Route 26 provides 30-minute service between the University/65th Street Gold Line Station and Antelope, with a stop at the Watt/I-80 Blue Line Station in between.

• Route 84 provides 30-minute service between Antelope and the Watt/Manlove Gold Line Station and serves the Watt/I-80 Blue Line Station in between.

• Route 93 provides 30-minute service between Watt/I-80 LR Station and Louis & Orlando Transit Center in Roseville.

• Route 193 provides peak period service between Watt/I-80 LR Station and Louis & Orlando Transit Center in Roseville.

Map 15 SacRT Routes in the Project Area

Transit Operators in Placer County

More detail is provided for both PCT and RT because they would be most impact by the implementation of an Express Service between Lincoln and Sacramento, as one of them would be most likely to operate the service. The implementation of a new service also provides the opportunity of restructuring service for both transit agencies in hopes of improving service throughout the county. The following two maps show the PCT and RT services and their interaction with the project area.

Map 16 Express Routes in the Project Area

Map 17 Transit Routes in the Project Area


PCT provides fixed-route, express, and dial-a-ride service in Placer County that cover areas as far east as Alta and as far west as Downtown Sacramento.

PCT has three fixed-routes and commuter service in the project area. Table 5 provides detail on the routes span and frequency for these services. PCT provides consistent service for fixed-route with clock-facing headways that leave every hour.

Table 5 Placer County Routes

Route Description Weekday Span Weekday Frequency

Saturday Span

Saturday Frequency

10 Auburn to Light

Rail 5:00a – 9:00p 60 minutes 8:00a-7:00p 60 minutes

20 Lincoln-Rocklin-Sierra College

6:00a-7:50p 60 minutes 6:00a-6:00p 60 minutes

70 Lincoln

Circulator 6:40a-6:35p 60 minutes 8:20a-4:14p 60 minutes

Placer Commuter

Express

Auburn/Colfax-Sacramento

5:20a-7:50a and 4:17p-

7:07p

4 trips in the AM and 4 Trips

in the PM N/A N/A

Source: Placer County Schedules

With the exception of farebox recovery, the routes in the project area perform better than the system average as seen in Table 6. The fixed-route services have an average farebox recovery ratio around 5 percent, but the average for the system is 10.8 percent. A potential reason for performing below the average of the farebox recovery percentage could be a result of the Commuter Express’ very high recovery percentage of 56.3 percent. The Commuter Express service has the lowest on time performance (OTP), but this is due the operating procedures that allow the operators to leave non starting timepoints early on return trips from Sacramento.

Table 6 2016-2017 PCT Performance

Route OTP Passengers per

Vehicle Hour Passengers per

Vehicle Mile

Operating Subsidy per

Trip

Farebox Recovery %

10 72.3% 10.50 0.34 $12.06 5.6%

20 73.9% 8.9 0.50 $12.61 5.3%

70 71.4% 8.8 0.63 $12.24 5.5%

Placer Commuter

Express 47% 22.3 0.70 $4.03 56.2%

System Not Available 6.9 0.34 $13.74 10.8%


The following lists any recommendations from the 2019 Short Range Transit Plan that are relevant to the project area:

• Short-Term o Focus on improving on-time performance o Discuss modifications to Roseville’s Route S which provides service along Industrial

within the city limits but does not extend to areas north of the City limits o Modify the Lincoln Circulator to attract new ridership in the northwest of Lincoln and

change the Lincoln Hills town Center and East Avenue at 7th Street to on-demand service

• Mid-Term o Implement a Placer Commuter Express from Lincoln to Sacramento

Roseville Transit

Nearly all of Roseville’s Transit Routes are in the project area at some point. To refine the analysis, only the routes that provide service to the Galleria and the hospitals are shown in Table 7. The table below lists the route, description, and span of service.

Table 7 Roseville Transit Routes

Route Weekday Span Weekday Frequency

Saturday Span

Saturday Frequency

A 6:00a – 9:53p 30 minutes/60

minutes evening

8:00a-5:00p 60 minutes

B 6:10a-9:43p 30 minutes/60

minutes evening

8:00a-4:50p 60 minutes

E 7:53a-6:3p 60 minutes N/A N/A

G 6:53-5:30 60 minutes N/A N/A

L 6:25a-6:15p 60 minutes 8:25a-5:02p 60 minutes

S 7:35a-5:25p Limited Trips N/A N/A


As shown in Table 8, RT’s routes have decent OTP with the exception of Routes E, G, and S. The limited operating hours of S which would most likely create a need to interline it with other services or do midday deadheads to improve performance may impact its OTP. Routes E and G serve similar areas and the possibility of interlining and route structure of where the similar routes are going may confuse operators. Routes A and B operate as good or better than the system average for passengers per vehicle hours, operating subsidy per trip, and farebox recovery percentage. Routes A, B, and L operate at or below the system average for passengers per vehicle mile.

Table 8 RT2016-2017 Route Performance

Route OTP (SRTP) Passengers per

Vehicle Hour Passengers per

Vehicle Mile

Operating Subsidy per

Trip

Farebox Recovery %

A 88% 6.8 0.5 $13.35 13.5%

B 93% 6.7 0.6 $13.18 13.7%

E 47% 2.9 0.2 $36.01 5.5%

G 47% 2.9 0.2 $36.01 5.5%

L 100% 5.3 0.4 $16.91 11.0%

S 74% 2.2 0.2 $45.96 4.3%

System 82% 5.9 0.4 $15.74 11.7%

The following lists any recommendations from the 2019 Short Range Transit Plan that are relevant to the project area:

• Either modify routes C/F/F/E/L to remove unproductive service or eliminate C/G/F/E and replace with a TNC/microtransit service to maintain access to areas

• Provide additional service to the Roseville Train Station

• Expand Commuter Service to additional areas and add service during the midday

Potential Service Alignments

Based on the information, listed above, there are some key takeaways that will help inform the alignment of the service.

Demographics

• The densest population areas are located in Downtown Lincoln, western Roseville, eastern Rocklin, and Citrus Heights and Sacramento.

• Overall, Youth (10-17) and College-Aged (18-24) populations do not have large densities in the project area. Millennials (25-34) have some presence in Downtown Lincoln and Roseville and along the I-80 corridor in Citrus Heights and Sacramento. The middle-age population is prevalent throughout the project area. The elderly have high densities in eastern Lincoln and southeast Roseville.

• Populations with lower-income are concentrated along the I-80 corridor in Sacramento and Citrus Heights, however, Lincoln and Roseville have areas of low-income populations.

• Minority populations are concentrated along the I-80 corridor, Downtown Lincoln, and in Roseville.

Employment

• Many of the large employers in Placer County are located near the I-80 and Highway 65 corridors (Kaiser Permanente, Sutter Health, UP, Hewlett-Packard, and Thunder Valley Casino). There is a large amount of jobs in southeast Roseville near Douglas Blvd and Eureka Rd, partly due to the presence of the hospitals.

Transit Connections

• The Watt/I-80 LR Station allows for the most connections to the surrounding areas (Downtown Sacramento, Northern Sacramento, Citrus Heights, and Antelope) and SacRT primarily provides 30 minute or better service which allows for easy connections.

• Within Placer County, there are multiple connection points with PCT and RT routes at the Galleria Mall and in Lincoln. The implementation of an express service can potentially benefit both PCT and RT by incorporating recommended changes in the delivery of the service (e.g. changes to the Lincoln Circulator and changes to the E, G, and L near Kaiser Permanente in southeast Roseville) to potentially improve service.

• The proximity of almost all the County’s top employers to the project area underscores the importance of not just a route through the I-80 and Highway 65 corridors, but also connections to existing transit services and first/last mile strategies to any service implemented.

Preliminary Alignments Based off the information listed above and through the report, a preliminary route alignment was developed, as shown in Map 18. This alignment is very preliminary and should be used as a discussion point moving forward, as further analysis related to operating and ridership must be conducted.

Map 18 Potential Alignment

There are many areas that should be considered in developing the final service recommendations, including potential changes to both RT and PCT’s service. The following items detail key destinations or areas that should be considered when developing the final service recommendations:

• Access to healthcare for seniors in eastern Lincoln

• The population, minority, and low-income densities in Downtown Lincoln

• Connection to existing services in Placer and Sacramento Counties and complimenting the services to benefit all transit systems.

• Use of the existing Park & Ride or other usable location in Lincoln for commuters traveling from and beyond Lincoln

• Connection to Jobs outside of Sutter Health and Kaiser Permanente

In addition to the items above, the financial sustainability and reliability of the service also needs to be considered when developing the final recommendations. The operating design of the service needs to balance the operating cost, the destinations served to attract customers, and reliability (on-time performance) to create a sustainable service that will enhance transportation for Placer County residents currently and into the future.

APPENDIX

A-2 POTENTIAL ROUTE

ALIGNMENTS


Potential Route Alignments

Contents Introduction ............................................................................................................................................ 4

Route Alignments and Operating Information ......................................................................................... 4

Scenario 1............................................................................................................................................ 6

Route Alignment .............................................................................................................................. 8

Stop information.............................................................................................................................. 9

Operating Stats and Estimated Cost ............................................................................................... 10

Scenario 2.......................................................................................................................................... 13

Route Alignment ............................................................................................................................ 15

Stop information............................................................................................................................ 17


Scenario 3.......................................................................................................................................... 21

Route Alignment ............................................................................................................................ 23

Stop information............................................................................................................................ 25


Recommendations ................................................................................................................................ 29

Map 1 Scenario 1 Route Alignment 7



Table 1 Cost per Hour and Mile Breakdown 5

Table 2 Definitions of Periods and Frequency of Service 5

Table 3 Deadhead Distances and Durations 5

Table 4 Scenario 1 Directions 8

Table 5 Scenario 1 Stop Information 9

Table 6 Scenario 1 Travel Times and Speed 10

Table 7 Scenario 1 Revenue Service Information 11

Table 8 Scenario 1 PCT Daily Vehicle Block Information 11

Table 9 Scenario 1 Daily Operating Costs by Service Level 12

Table 10 Scenario 1 Total Annual Operating Cost 12




Table 14 Scenario 2 Daily Revenue Service Information 18

Table 15 Scenario 2 Daily PCT Vehicle Block Information 19

Table 16 Scenario 2 Daily RT Vehicle Block Information 19

Table 17 Scenario 2 Daily Total Operating Costs by Service Level 20





Table 22 Scenario 3 Daily Revenue Service Information for Scenario 1 26

Table 23 Scenario 3 Daily PCT Vehicle Block Information 27

Table 24 Scenario 3 RT Vehicle Block Information 28

Table 25 Scenario 3 Daily Total Operating Costs by Service Level 28


Introduction The following memo details the operating cost and statistics for an express bus service between Lincoln,

CA and Sacramento. After discussing preliminary route alignments with Placer County Transportation

Planning Agency (PCTPA), Placer County Transit (PCT), and Roseville Transit (RT) staff, three alternatives

were developed for further discussion. The main driving factor in the route scenarios is the amount of

vehicles that are required to operate the service. Although the Roseville Train Station was discussed

previously as a possible destination, this was removed from consideration due to plans that the City of

Roseville may possibly implement a first/last mile strategy at the location.

Although there will be a recommended alternative, all information needed for the other route

alignments and service levels will be provided as well. This approach was done for the following reasons:

• Providing multiple options creates a toolbox that PCTPA and the transit operators can choose

from if there are any changes to levels of funding.

• Based off the meeting with the operators, it is unclear which of the two operators (Roseville

Transit or Placer County Transit) would operate the service. Because of this, different scenarios

may be better suited to different operators.

• In addition to the point above, some scenarios recommend changes to the existing transit

networks and would require changes to one of the transit operator’s networks and if they were

unwilling or unable to do that then there are other options available.

• PCTPA requested that 60-minute frequency also be explored

In addition to the operating costs that are detailed below, there is the potential option that during the

midday (traditionally not the commuter period) the route could serve as a local route traveling to

Lincoln via Industrial and replace RT’s Route S. This alternative is not shown partly due to the number of

scenarios, service levels, and different operating costs that are listed below, but it would be an option to

help mitigate costs of the new service with transferring operating costs from Route S to this service. This

would create more accessibility to the Public Defenders Office and the Superior Court.

Route Alignments and Operating Information Through feedback from transit operator staff and PCTPA, three additional alignments were developed to

provide service between Lincoln and SacRT’s Blue Line at the Watt/I-80 Light Rail Station. The three

alignments are all designed to attract the most ridership, conserve valuable operations resources, and

increase the mobility for Placer County residents and workers.

Scenario 2 and 3 have RT and PCT costs shown for both options because of the uncertainty of who

would operate it. Scenario 1 is an exception because it would require the service to be interlined with a

Placer County Transit route (Route 70 – Lincoln Circulator) or it would require an additional vehicle

(three vehicles at a 60-minute frequency and five vehicles at a 30-minute frequency) if that were not

done. The cost per hour and per mile are broken down in Table 1 below. The costs were taken from

each operator’s short-range transit plan and then adjusted for inflation in the years between.

Table 1 Cost per Hour and Mile Breakdown

Transit Operator

SRTP Cost per Hour

SRTP Cost Per File

2017 to 2020 Inflation

Percentage

Cost per Hour Adjusted for

Inflation

Cost per Mile Adjusted per

Inflation

PCT $97.41 $1.19 1.089% $106.08 $1.30

RT $36.41 $1.15 1.089% $39.65 $1.25

Source: Transit Operator Short Range Transit Plans and U.S. Bureau of Labor Statistics Jan 2017

compared to January 2020

All scenarios have the same span of service from 5:00 AM through 9:00 PM. Starting the route in Lincoln

at 5:00 AM allows for anyone on the first trip southbound to get to Downtown Sacramento before 7:00

AM and allow the customers on the first northbound trip to arrive at the hospital before 7:00 AM. The

9:00 PM aligns with the current span of PCT’s Auburn to Light Rail Route. Table 2 defines the periods

that are used and shows the frequency of the service throughout the day for the different levels of

service.

Table 2 Definitions of Periods and Frequency of Service

Period Time Frame 30/30 (min) 30/60 (min) 60/60 (min)

AM Peak 5:00 AM – 8:59 AM 30 30 60

Midday 9:00 AM – 2:59 PM 30 60 60

PM Peak 3:00 PM – 5:59 PM 30 30 60

Evening 6:00 PM – 9:00 PM 60 60 60

The deadhead distances and durations are calculated assuming the PCT vehicles are originating from

11428 F Ave, Auburn, CA 95603 and the RT vehicles are originating from 2075 Hilltop Cir, Roseville, CA

95747 for the location of the division that the blocks originate from. The deadhead distances and times

are shown in Table 3 below.

Table 3 Deadhead Distances and Durations

Period

From Garage

Distance (mi)

To Garage Distance

(mi)

From Garage

Duration (min)

To Garage Durations

(min)

PCT -3rd Street at F Street 16.7 16.9 30 30

PCT – Twelve Bridges Library 24.3 24.8 35 35

RT -3rd Street at F Street 13.1 12.7 30 30

RT – Twelve Bridges Library 11.0 10.9 25 25

Scenario 1 Scenario 1’s northern terminal is in Downtown Lincoln near the denser populations and a more walkable

street network that would increase access to the service. The Scenario would serve the recently built

Lincoln Park & Ride, Twelve Bridges Library (transfer location), the Galleria Mall (transfer location),

Sutter Roseville Medical Center, Kaiser Permanente Medical Roseville Medical Center, and the Watt/I-80

Light Rail Station (transfer location). The alignment allows for a comfortable transfer between services

by entering into Twelve Bridges Library to connect with Route 20 – Lincoln/Rocklin/Sierra College.

This scenario is the most constrained in implementation since it would need to be operated by PCT, a

30-minute schedule is possible but there would be long durations with minimal layover time, and the

schedule and routing for Route 70 – Lincoln Circulator would need to change slightly. The Lincoln

Circulator would need to have the 16 minutes of layover/dwell that is currently occurring at the Twelve

Bridges Library be changed to 3rd Street at F Street and the segment traveling to the library would be

duplicative with the Express Route. The route is shown in Map 1.

Map 1 Scenario 1 Route Alignment

The following summarizes the estimated cost for operating this service:

• 30-minute service would cost $8,441 daily and $2,152,575 per year based off an estimated 255

weekdays in a year

• 30-minute peak and 60-minutes off-peak service would cost $7,302 daily and $1,861,957 per

year based off an estimated 255 weekdays in a year

• 60-minutes service would cost $4,750 daily and $1,211,275 per year based off an estimated 255

weekdays in a year

The route would also require the addition of four new stops be built to better serve customers in the

area and the construction of up to seven benches and seven shelters.

The following sections summarize the alignment, stops and operating information for Scenario 1.

Route Alignment The directions for Scenario 1’s route alignment are listed in Table 4 below.

Table 4 Scenario 1 Directions

Northbound Southbound

1. Starting from the Watt/I-80 Light Rail Station 2. Merge onto I-80 Eastbound 3. Exit Douglas Blvd 4. Head East on Douglas Blvd 5. Left on Rocky Ridge Dr 6. Left on Eureka Rd 7. Right on N. Sunrise Ave 8. Right on Medical Plaza Dr 9. Left on Medical Pz 10. Continue on N. Sunrise Ave 11. Right on E Roseville Pkwy 12. Right on Pleasant Grove Blvd 13. Merge on to Hwy-65 Towards Lincoln 14. Exit Twelve Bridges Dr 15. Right on Colonnade Dr 16. U-turn in the roundabout back on Colonnade

Dr 17. Left on Twelve Bridges Dr 18. Right on Industrial Ave 19. Continue on Lincoln Blvd 20. Right on 3rd Street 21. Layover behind Walmart

1. Starting from 3rd Street at F ST (NS) 2. Right on E Street 3. First exit of the roundabout on Gateway Dr 4. Left on Old Hwy 65 (Lincoln Blvd North of

intersection) 5. Left on Twelve Bridges Dr 6. Right on Colonnade Dr 7. U-turn in the roundabout back on Colonnade

Dr 8. Left on Twelve Bridges Dr 9. Merge on Hwy-65 towards Roseville 10. Exit Pleasant Grove Blvd 11. Right on Pleasant Grove Blvd 12. Left on Roseville Pkwy 13. Left on West Dr 14. Right on Galleria Dr 15. Right on Reserve Dr 16. Left on Roseville Pkwy 17. Left on N Sunrise Ave 18. Right on Medical Plaza Dr 19. Left on Medical Pz 20. Continue on N. Sunrise Ave 21. Left on Eureka Rd 22. Right on Rocky Ridge Dr 23. Right on Douglas Blvd 24. Merge on to I-80 West 25. Exit freeway to serve Watt/I-80 Light Rail

Station inline of freeway 26. Layover at Light Rail Station

Stop information The following table (Table 5) provides a breakdown of the stop locations, and the existing amenities and

services at the stop.

Table 5 Scenario 1 Stop Information

Stop Intersection

Direction and Location

Existing Stop

Existing bench

Existing Shelter

Existing Trashcan

ADA Accessible

Routes Serving

Stop

3rd Street at F street

Terminal Near-side

Yes Yes Yes Yes Yes PCT-70

Lincoln Blvd at Sterling Pkwy

Northbound Far-side

No No No No No -


Southbound Far-side

No No No No No -

Industrial at Park & Ride

Southbound Far-side

No No No No No -


Northbound Far-side

Yes No No No Yes -

Twelve Bridges Library

Both Directions Near-side

Yes Yes Yes Yes Yes PCT-20,70

Galleria TC Both Directions Yes Yes Yes Yes Yes

RT – A, B, M, S PCT-10,20

Roseville Rd at Taylor Rd

Northbound Far-side

Yes No No No Yes RT-B


Southbound Far-side

Yes No No No Yes -

Sutter Hospital Transit Center Yes Yes Yes Yes Yes RT-A,B

Rocky Ridge Across from Kaiser

Southbound midblock

Yes Yes Yes Yes Yes RT-L

Rocky Ridge next to Kaiser

Northbound midblock

Yes No No No Yes -

Watt/I-80 LR Station

Terminal Stop Yes Yes Yes Yes Yes SacRT, PCT routes

Operating Stats and Estimated Cost The estimated speed of the route is detailed in Table 6 below. There is very minimal duplication of

similar services in the area so travel times are based off Google Maps and the fastest route in Placer

County (PCT’s Auburn to Light Rail Route). The “Fastest Time (Google)” is based on the trip duration if a

bus could drive as fast as a car, did not need to board or alight customers, and there were minimal

passengers. The “Estimated Times (Google)” uses the duration in the middle of the range provided by

Google Maps to help account for the slower acceleration of the transit vehicle, traffic, and customers

boarding and alighting.

Table 6 Scenario 1 Travel Times and Speed

Northbound LR Station to

Kaiser Kaiser to

Sutter Sutter to Galleria

Galleria to Twelve Bridges

Twelve Bridges to Downtown

Lincoln

Total MPH per Trip

Distance [Mi] 10.5 1.6 1.6 7.2 3.7 24.6 -

Estimated Time (Google) [min]

17.0 6.0 7.0 13.0 11.0 54.0 27.3

Fastest Time (Google) [min]

12.0 4.0 4.0 9.0 8.0 37.0 39.9

PCT Fastest Route Time [min]

22.1 3.4 3.4 15.2 7.8 51.8 28.5

Southbound

Downtown Lincoln to

Twelve Bridges

Twelve Bridges to

Galleria

Galleria to Sutter

Sutter to Kaiser

Kaiser to LR Station

Total MPH per Trip

Distance [Mi] 4 7.3 1.8 1.6 11.0 25.7 -

Estimated Time (Google) [min]

12.0 15.0 9.0 7.0 19.0 62.0 24.9


9.0 12.0 5.0 4.0 14.0 44.0 35.0


8.4 15.4 3.8 3.4 23.2 54.1 28.5

The following table (Table 7) details the in-service stats if the route were to operate at 30-minutes all

day, 30-minutes in the peak (6:00 AM – 8:59 AM 3:00 PM – 5:59 PM) and 60-minutes in the off-peak,

and 60-minutes all day.

Table 7 Scenario 1 Revenue Service Information

Frequency (Peak/Off-

Peak) Span

Inbound Trips to Watt/I-80

LR Station

Outbound Trips to Lincoln

Daily Revenue

Hours

Daily Revenue

Miles

30/30 5:00 AM – 9:00 PM 28 28 56.6 1416.8

30/60 5:00 AM – 9:00 PM 23 23 46.1 1,163.8

60/60 5:00 AM – 9:00 PM 16 16 32.0 809.6

The table below (Table 8) details the block information. The deadhead hours and miles for PCT are

calculated using 11428 F Ave, Auburn, CA 95603 for the location of the division that the blocks originate

from. The service would require four vehicles if operated with 30-minute service and two vehicles if

operated at 60-minute service.

Table 8 Scenario 1 PCT Daily Vehicle Block Information

Frequency Vehicle Block

Pull-Out

Time

First Trip Start Time

Last Trip End

Time

Pull-in Time

Daily Revenue

Hours

Daily Total Hours

Daily Revenue Miles

Daily Total Miles

30/30

1 4:28 4:58 18:59 19:29 14.0 15.02 354.2 387.8

2 4:58 5:28 19:29 19:59 14.0 15.02 354.2 387.8

3 5:28 5:58 19:59 20:29 14.0 15.02 354.2 387.8

4 5:58 6:28 20:59 21:29 14.5 15.52 354.2 387.8

Total - - - - 56.6 60.6 1416.8 1551.2

30/60

1 4:28 4:58 20:59 21:29 16.0 17.02 404.8 438.4

2 4:58 5:28 9:29 9:59 4.0 5.02 101.2 134.8

3 5:28 5:58 19:59 20:29 14.0 15.02 354.2 387.8

4 5:58 6:28 10:29 10:59 4.0 5.02 101.2 134.8

5 14:58 15:28 19:29 19:59 4.0 5.02 101.2 134.8

6 15:58 16:28 20:29 20:59 4.0 5.02 101.2 134.8

Total - - - - 46.1 52.1 1,163.8 1,365.4

60/60

1 4:28 4:58 20:59 21:29 16.0 17.0 404.8 438.4

2 5:28 5:58 21:59 22:29 16.0 17.0 404.8 438.4

Total - - - - 32.0 34.0 809.6 876.8

The daily operating cost for PCT to operate the service is estimated to be between $4,750 and $8,441

depending on the service levels. The cost breakdown by service level, by hour, by mile, and overall is

shown in Table 9.

Table 9 Scenario 1 Daily Operating Costs by Service Level

Operator Frequency (Peak/ Off-

Peak)

Daily Total Hours

Daily Total Miles

Cost per hour

Cost per Mile

Daily Hourly

Cost

Daily Mile Cost

Total Cost

PCT

30/30 60.6 1551.2 $106.08 $1.30 $6,424.91 $2,016.56 $8,441.47

30/60 52.1 1365.4 $106.08 $1.30 $5,526.77 $1,775.02 $7,301.79

60/60 34.0 876.8 $106.08 $1.30 $3,610.26 $1,139.84 $4,750.10

To create an annual estimated operating cost, the total daily operating cost was then multiplied by 255

days (This is assuming that there are around 260 weekdays and five holidays where the service would

not be operating). The estimated annual cost is shown in Table 10. The estimated annual operating cost

ranges from $1.2 to $2.2 million dollars annually for the new service depending on the service levels.

Table 10 Scenario 1 Total Annual Operating Cost


Peak)

Total Annual Operating Cost

PCT

30/30 $2,152,574.85

30/60 $1,861,956.45

60/60 $1,211,275.50

Scenario 2 Scenario 2’s northern terminal would be Downtown Lincoln. This Scenario would serve the Twelve

Bridges Library (transfer location), the Galleria Mall (transfer location), Sutter Roseville Medical Center,

Kaiser Permanente Medical Roseville Medical Center, and the Watt/I-80 Light Rail Station (transfer

location). The alignment allows for a transfer between all services in Lincoln by connecting with Route

20 – Lincoln/Rocklin/Sierra College and Route 70 – Lincoln Circulator; however, to maintain the speed of

the service, the Twelve Bridges Library stops are located on the street and the vehicle does not pull-in to

the library.

The following summarizes the estimated cost for operating this service for PCT and RT:

PCT:


weekdays in a year




weekdays in a year

RT:


weekdays in a year

• 30-minute peak and 60-minutes off-peak service would cost $3,597 daily and $917,152 per year

based off an estimated 255 weekdays in a year

• 60-minutes service would cost $2,385 daily and $ per year based off an estimated 255 weekdays

in a year


area and the construction of up to five benches and five shelters.


Route Alignment The directions for Scenario 2’s route alignment are listed in Table 11 below. The decision to serve the

park & Ride before the library was due to better providing a space for operators to rest and/or use the

restroom between trips.



1. Starting from the Watt/I-80 Light Rail Station 2. Merge onto I-80 Eastbound 3. Exit Douglas Blvd 4. Head East on Douglas Blvd 5. Left on Rocky Ridge Dr 6. Left on Eureka Rd 7. Right on N. Sunrise Ave 8. Right on Medical Plaza Dr 9. Left on Medical Pz 10. Continue on N. Sunrise Ave 11. Right on E Roseville Pkwy 12. Right on Pleasant Grove Blvd 13. Merge on to Hwy-65 Towards Lincoln 14. Exit Twelve Bridges Dr 15. Right on Twelve Bridges Dr 16. Left on Joiner Pkwy 17. Right on Ferrari Ranch Rd 18. Left on Lincoln Blvd 19. Right on 3rd St 20. Layover behind the Walmart

1. Starting from Walmart 2. Right on E Street 3. Fuse first exist in the roundabout on Gateway

Dr 4. Left on Lincoln Blvd 5. Right on Ferrari Ranch Rd 6. Left on Joiner Pkwy 7. Right on Twelve Bridges dr 8. Right on Hwy-65 towards Roseville 9. Exit Pleasant Grove Blvd 10. Right on Pleasant Grove Blvd 11. Left on Roseville Pkwy 12. Left on West Dr 13. Right on Galleria Dr 14. Right on Reserve Dr 15. Left on Roseville Pkwy 16. Left on N Sunrise Ave 17. Right on Medical Plaza Dr 18. Left on Medical Pz 19. Continue on N. Sunrise Ave 20. Left on Eureka Rd 21. Right on Rocky Ridge Dr 22. Right on Douglas Blvd 23. Merge on to I-80 West 24. Exit freeway to serve Watt/I-80 Light Rail


Stop information The following table (Table 12) provides a breakdown of the stop locations, and the existing amenities

and services at the stop.


Stop Intersection


Existing Stop

Existing bench

Existing Shelter

Existing Trashcan

ADA Accessible

Routes Serving

Stop


Terminal Near-side


Joiner at Sterling Pkwy

Northbound Far-side

No No No No No -

Joiner at Sterling Pkwy

Southbound Far-side

No No No No No -

Twelve Bridges Dr at Colonnade Dr

Northbound Far-side

No No No No No -

Twelve Bridges Dr at Colonnade Dr

Southbound far-side

No No No No No -


RT – A, B, M, S PCT-10,20



Southbound midblock



Northbound midblock

Yes No No No Yes -











Northbound LR Station to Kaiser

Kaiser to Sutter

Sutter to Galleria

Galleria to Downtown Lincoln via

Joiner

Total MPH per Trip

Distance [Mi] 10.5 1.6 1.6 11.0 24.7 - Estimated Time (Google) [min]

17.0 6.0 7.0 21.0 51.0 29.1


12.0 4.0 4.0 16.0 36.0 41.2


22.1 3.4 3.4 23.2 52.0 28.5

Southbound

Downtown Lincoln to

Twelve Bridges

Galleria to Sutter

Sutter to Kaiser


Total MPH per Trip


24.0 9.0 7.0 19.0 59.0 26.1


22.0 5.0 4.0 14.0 45.0 34.3


23.8 3.8 3.4 23.2 54.1 28.5


day, 30-minutes in the peak (6:00 AM – 8:59 AM 3:00 PM – 5:59 PM) and 60-minutes in the off-peak,


Table 14 Scenario 2 Daily Revenue Service Information


Peak) Span


LR Station


Daily Revenue

Hours

Daily Revenue

Miles

30/30 5:00 AM – 9:00 PM

28 28 56.2 1,401.1

30/60 5:00 AM – 9:00 PM

23 23 45.5 1,144.1

60/60 5:00 AM – 9:00 PM

16 16 31.8 801.4

The two tables below (Table 15 and Table 16) detail the block information if each transit agency were to

operate the service. The deadhead hours and miles for PCT are calculated using 11428 F Ave, Auburn,

CA 95603 for the location of the division that the blocks originate from. The deadhead hours and miles

for RT are calculated using 2075 Hilltop Cir, Roseville, CA 95747 for the location of the division that the

blocks originate from. The service would require four vehicles if operated with 30-minute service and

two vehicles if operated at 60-minute service

Table 15 Scenario 2 Daily PCT Vehicle Block Information


Pull-Out

Time


Last Trip End

Time

Pull-in Time

Daily Revenue

Hours

Daily Total Hours

Daily Revenue

Miles

Daily Total Miles

30/30

1 4:26 5:01 18:56 19:31 13.9 15.08 350.3 399.4

2 4:56 5:31 19:26 20:01 13.9 15.08 350.3 399.4

3 5:26 6:01 19:56 20:31 13.9 15.08 350.3 399.4

4 5:56 6:31 20:56 21:31 14.4 15.58 350.3 399.4

Total - - - - 56.2 60.8 1401.12 1597.52

30/60

1 4:26 5:01 20:56 21:31 15.9 17.08 400.7 449.8

2 4:56 5:31 9:26 10:01 3.9 5.08 98.3 147.4

3 5:26 6:01 19:56 20:31 13.9 15.08 350.3 399.4

4 5:56 6:31 10:26 11:01 3.9 5.08 98.3 147.4

5 14:56 15:31 19:26 20:01 3.9 5.08 98.3 147.4

6 15:56 16:31 20:26 21:01 3.9 5.08 98.3 147.4

Total - - - - 45.5 52.5 1,144.1 1,438.7

60/60

1 4:26 5:01 20:56 21:31 15.9 17.1 400.7 449.8

2 5:26 6:01 21:56 22:31 15.9 17.1 400.7 449.8

Total - - - - 31.8 34.2 801.36 899.56 Table 16 Scenario 2 Daily RT Vehicle Block Information


Pull-Out

Time


Last Trip End

Time

Pull-in Time

Daily Revenue

Hours

Daily Total Hours

Daily Revenue

Miles

Daily Total Miles

30/30

1 4:36 5:01 18:56 19:21 13.9 14.8 350.3 372.2

2 5:06 5:31 19:26 19:51 13.9 14.8 350.3 372.2

3 5:36 6:01 19:56 20:21 13.9 14.8 350.3 372.2

4 6:06 6:31 20:56 21:21 14.4 15.3 350.3 372.2

Total - - - - 56.2 59.5 1401.1 1488.7

30/60

1 4:36 5:01 20:56 21:21 15.9 16.8 400.7 422.6

2 5:06 5:31 9:26 9:51 3.9 4.8 98.3 120.2

3 5:36 6:01 19:56 20:21 13.9 14.8 350.3 372.2

4 6:06 6:31 10:26 10:51 3.9 4.8 98.3 120.2

5 15:06 15:31 19:26 19:51 3.9 4.8 98.3 120.2

6 16:06 16:31 20:26 20:51 3.9 4.8 98.3 120.2

Total - - - - 45.5 50.5 1,144.1 1,275.5

60/60

1 4:36 5:01 20:56 21:21 15.9 16.8 400.7 422.6

2 5:36 6:01 21:56 22:21 15.9 16.8 400.7 422.6

Total - - - - 31.8 33.5 801.4 845.2


and the daily operating cost for RT to operate the service is estimated to be between $2,384 and $4,220

depending on the service levels. The cost breakdown by service level, by hour, by mile, and overall is

shown in Table 17.

Table 17 Scenario 2 Daily Total Operating Costs by Service Level


Peak)

Daily Total Hours

Daily Total Miles

Cost per hour

Cost per Mile

Daily Hourly

Cost

Daily Mile Cost

Total Cost

PCT

30/30 60.8 1597.52 $106.08 $1.30 $6,453.20 $2,076.78 $8,529.98

30/60 52.5 1438.68 $106.08 $1.30 $5,569.20 $1,870.28 $7,439.48

60/60 34.2 899.56 $106.08 $1.30 $3,624.40 $1,169.43 $4,793.83

RT

30/30 59.5 1488.72 $39.65 $1.25 $2,359.18 $1,860.90 $4,220.08

30/60 50.5 1275.48 $39.65 $1.25 $2,002.33 $1,594.35 $3,596.68

60/60 33.5 845.16 $39.65 $1.25 $1,328.28 $1,056.45 $2,384.73




ranges from $1.2 to $2.2 million dollars annually for PCT and $0.6 to 1.1 million for RT to operate the

service depending on the service levels.



Peak)


PCT

30/30 $2,175,143.88

30/60 $1,897,068.42

60/60 $1,222,426.14

RT

30/30 $1,076,119.13

30/60 $917,152.13

60/60 $608,104.88

Scenario 3 Scenario 3’s northern terminal would be Downtown Lincoln. The Scenario would serve the recently built

Lincoln Park & Ride, the Galleria Mall, Sutter Roseville Medical Center, Kaiser Permanente Medical

Roseville Medical Center, and the Watt/I-80 Light Rail Station. The alignment is the most direct of all the

scenarios, but customers transferring between Route 20 – Lincoln/Rocklin/Sierra College and the new

route would have to an do on-street transfer on Twelve Bridges Rd. The route is shown in Map 3 below.

The following Summarizes the estimated cost for operating this service for PCT and RT:

PCT:


weekdays in a year




weekdays in a year

RT:

• 30-minute service would cost $4,116 daily and 1,049,521 per year based off an estimated 255

weekdays in a year

• 30-minute peak and 60-minutes off-peak service would cost $3,519 daily and $897,240 per year

based off an estimated 255 weekdays in a year

• 60-minutes service would cost $2,324 daily and $592,701 per year based off an estimated 255

weekdays in a year


area and the construction of up to seven benches and seven shelters.


Route Alignment The directions for Scenario 3’s route alignment is listed in Table 19 below.



1. Starting from the Watt/I-80 Light Rail Station 2. Merge onto I-80 Eastbound 3. Exit Douglas Blvd 4. Head East on Douglas Blvd 5. Left on Rocky Ridge Dr 6. Left on Eureka Rd 7. Right on N. Sunrise Ave 8. Right on Medical Plaza Dr 9. Left on Medical Pz 10. Continue on N. Sunrise Ave 11. Right on E Roseville Pkwy 12. Right on Pleasant Grove Blvd 13. Merge on to Hwy-65 Towards Lincoln 14. Exit Twelve Bridges Dr 15. Left on 12 Bridges 16. Right on Industrial Ave 17. Continue on Lincoln Blvd 18. Right on 3rd Street 19. Layover behind Walmart

1. Starting from 3rd Street at F ST (NS) 2. Right on E Street 3. First exit of the roundabout on Gateway Dr 4. Left on Old Hwy 65 (Lincoln Blvd North of

intersection) 5. Left on Twelve Bridges Dr 6. Merge on Hwy-65 towards Roseville 7. Exit Pleasant Grove Blvd 8. Right on Pleasant Grove Blvd 9. Left on Roseville Pkwy 10. Left on West Dr 11. Right on Galleria Dr 12. Right on Reserve Dr 13. Left on Roseville Pkwy 14. Left on N Sunrise Ave 15. Right on Medical Plaza Dr 16. Left on Medical Pz 17. Continue on N. Sunrise Ave 18. Left on Eureka Rd 19. Right on Rocky Ridge Dr 20. Right on Douglas Blvd 21. Merge on to I-80 West 22. Exit freeway to serve Watt/I-80 Light Rail


Stop information The following Table (Table 20) provides a breakdown of the stop locations, and the existing amenities

and services at the stop.


Stop Intersection


Existing Stop

Existing bench

Existing Shelter

Existing Trashcan

ADA Accessible

Routes Serving

Stop


Terminal Near-side



Northbound Far-side

No No No No No -


Southbound Far-side

No No No No No -


Southbound Far-side

No No No No No -


Northbound Far-side

Yes No No No Yes -


RT – A, B, M, S PCT-10,20


Northbound Far-side

Yes No No No Yes RT-B


Southbound Far-side

Yes No No No Yes -



Southbound midblock



Northbound midblock

No No No No Yes -











Northbound LR Station to Kaiser

Kaiser to Sutter

Sutter to Galleria

Galleria to Downtown Lincoln via

Park & Ride

Total MPH per Trip

Distance [Mi] 10.5 1.6 1.6 10 23.7 - Estimated Time (Google) [min]

17.0 6 7 20 50.0 28.4


12.0 4.0 4.0 14.0 34.0 41.8


22.1 3.4 3.4 21.1 49.9 28.5

Southbound

Downtown Lincoln to Galleria

via Park & Ride

Galleria to Sutter

Sutter to Kaiser


Total MPH per Trip


22.0 9.0 7.0 19.0 57.0 25.6


16.0 5.0 4.0 14.0 39.0 37.4


20.8 3.8 3.4 23.2 51.2 28.5


day, 30-miinutes in the peak (6:00 AM – 8:59 AM 3:00 PM – 5:59 PM) and 60-minutes in the off-peak,


Table 22 Scenario 3 Daily Revenue Service Information for Scenario 1


Peak) Span


LR Station


Daily Revenue

Hours

Daily Revenue

Miles

30/30 5:00 AM – 9:00 PM

28 28 55.6 1299.96

30/60 5:00 AM – 9:00 PM

23 23 44.6 1,055.0

60/60 5:00 AM – 9:00 PM

16 16 31.5 744.18

The two tables below (Table 23 and

Table 24) detail the block information if each transit agency were to operate the service. The deadhead

hours and miles for PCT are calculated using 11428 F Ave, Auburn, CA 95603 for the location of the

division that the blocks originate from. The deadhead hours and miles for RT are calculated using 2075

Hilltop Cir, Roseville, CA 95747 for the location of the division that the blocks originate from. The service

would require four vehicles if operated with 30-minute service and two vehicles if operated at 60-

minute service

Table 23 Scenario 3 Daily PCT Vehicle Block Information


Pull-Out

Time


Last Trip End

Time

Pull-in Time

Daily Revenue

Hours

Daily Total Hours

Daily Revenue Miles

Daily Total Miles

30/30

1 4:36 5:06 18:52 19:22 13.8 14.77 325.0 358.6

2 5:06 5:36 19:22 19:52 13.8 14.77 325.0 358.6

3 5:36 6:06 19:52 20:22 13.8 14.77 325.0 358.6

4 6:06 6:36 20:52 21:22 14.3 15.27 325.0 358.6

Total - - - - 55.6 59.6 1299.96 1434.36

30/60

1 4:36 5:06 20:52 21:22 15.8 16.77 372.1 405.7

2 5:06 5:36 9:22 9:52 3.8 4.77 89.5 123.1

3 5:36 6:06 19:52 20:22 13.8 14.77 325.0 358.6

4 6:06 6:36 10:22 10:52 3.8 4.77 89.5 123.1

5 15:06 15:36 19:22 19:52 3.8 4.77 89.5 123.1

6 16:06 16:36 20:22 20:52 3.8 4.77 89.5 123.1

Total - - - - 44.6 50.6 1,055.0 1,256.6

60/60

1 4:36 5:06 20:52 21:22 15.8 16.8 372.1 405.7

2 5:36 6:06 21:52 22:22 15.8 16.8 372.1 405.7

Total - - - - 31.5 33.5 744.18 811.38

Table 24 Scenario 3 RT Vehicle Block Information


Pull-Out

Time


Last Trip End

Time

Pull-in Time

Daily Revenue

Hours

Daily Total Hours

Daily Revenue Miles

Daily Total Miles

30/30

1 4:36 5:06 18:52 19:22 13.8 14.8 325.0 350.8

2 5:06 5:36 19:22 19:52 13.8 14.8 325.0 350.8

3 5:36 6:06 19:52 20:22 13.8 14.8 325.0 350.8

4 6:06 6:36 20:52 21:22 14.3 15.3 325.0 350.8

Total - - - - 55.6 59.6 1299.96 1403.16

30/60

1 4:36 5:06 20:52 21:22 15.8 16.8 372.1 397.9

2 5:06 5:36 9:22 9:52 3.8 4.8 89.5 115.3

3 5:36 6:06 19:52 20:22 13.8 14.8 325.0 350.8

4 6:06 6:36 10:22 10:52 3.8 4.8 89.5 115.3

5 15:06 15:36 19:22 19:52 3.8 4.8 89.5 115.3

6 16:06 16:36 20:22 20:52 3.8 4.8 89.5 115.3

Total - - - - 44.6 50.6 1,055.0 1,209.8

60/60

1 4:36 5:06 20:52 21:22 15.8 16.8 372.1 397.9

2 5:36 6:06 21:52 22:22 15.8 16.8 372.1 397.9

Total - - - - 31.5 33.5 744.18 795.78


daily depending on the service levels and the $2,324 and $4,116 for RT to operate the service. The cost

breakdown by service level, by hour, by mile, and overall is shown in Table 25

Table 25 Scenario 3 Daily Total Operating Costs by Service Level


Peak)

Daily Total Hours

Daily Total Miles

Cost per hour

Cost per Mile

Daily Hourly

Cost

Daily Mile Cost

Total Cost

PCT

30/30 59.6 1434.36 $106.08 $1.30 $6,318.83 $1,864.67 $8,183.50

30/60 50.6 1256.64 $106.08 $1.30 $5,367.65 $1,633.63 $7,001.28

60/60 33.5 811.38 $106.08 $1.30 $3,557.22 $1,054.79 $4,612.01

RT

30/30 59.6 1403.16 $39.65 $1.25 $2,361.82 $1,753.95 $4,115.77

30/60 50.6 1209.84 $39.65 $1.25 $2,006.29 $1,512.30 $3,518.59

60/60 33.5 795.78 $39.65 $1.25 $1,329.60 $994.73 $2,324.32




ranges from $1.2 to $2.1 million dollars annually for PCT and $0.5 to 1.0 million for RT to operate the

service depending on the service levels.



Peak)


PCT

30/30 $2,086,792.50

30/60 $1,785,326.40

60/60 $1,176,062.55

RT

30/30 $1,049,521.35

30/60 $897,240.45

60/60 $592,701.60

Recommendations There are multiple different service levels and routes described above, WSP would recommend the

following alignments for the following service levels:

• 30-minute frequency: Scenario 3. PCT should also explore the possibility of rerouting the Lincoln

Circulator to only not serve the library and reroute the Lincoln/Rocklin/Sierra College Route to

serve Downtown Lincoln on every trip.

• 60-minute frequency: Scenario 1. The alignment would allow for the new route to interline with

the Lincoln Circulator and the service could be scheduled so there is increased layover for both

services which would improve on-time performance for PCT overall.

It would also be more cost efficient for Roseville Transit to operate the service; however, further

discussion on PCT’s operating cost model that was used in their Short-Range Transit Plan should occur

because it is nearly three times higher than RT’s vehicle cost per hour.

A-3 RECOMMENDED

SOLUTIONS FOR

CONGESTED

CORRIDORS


Recommended Solutions for Congested Corridors

Contents

Introduction ........................................................................................................................................ 5

Route Alignment and Stops ................................................................................................................. 5

Operational Information ...................................................................................................................... 7

Transit Priority Measures ................................................................................................................... 10

Ridership Estimate ............................................................................................................................. 12

Capital Funds Needed ........................................................................................................................ 14

Equity Analysis................................................................................................................................... 16

Appendix 1: Transit Priority Measures ................................................................................................... 18

Bus-on-Shoulders ........................................................................................................................... 18

Synchronized Phasing ..................................................................................................................... 18

Queue Jumps ................................................................................................................................. 19

Transit Signal Priority ..................................................................................................................... 20

Intersections ...................................................................................................................................... 20

Douglas at Sunrise .......................................................................................................................... 25

Douglas at Santa Clara .................................................................................................................... 27

Douglas at Sierra Gardens .............................................................................................................. 29

Douglas at Target ........................................................................................................................... 31

Douglas at Rocky Ridge .................................................................................................................. 33

Rocky Ridge at Lead Hill .................................................................................................................. 35

Eureka at Rocky Ridge .................................................................................................................... 37

Eureka at Sunrise ........................................................................................................................... 39

Sunrise at Roseville ........................................................................................................................ 41

Roseville at Taylor .......................................................................................................................... 43

Roseville at Creekside Ridge ........................................................................................................... 45

Roseville at Galleria ........................................................................................................................ 47

Map 1 Final Alignment 6

Map 2 City of Roseville Traffic Signal Coordination 19

Map 3 Douglas at Sunrise 26

Map 4 Douglas at Santa Clara 28

Map 5 Douglas at Sierra Gardens 30

Map 6 Douglas at Target 32

Map 7 Douglas at Rocky Ridge 34

Map 8 Rocky Ridge at Lead Hill 36

Map 9 Eureka at Rocky Ridge 38

Map 10 Eureka at Sunrise 40

Map 11 Sunrise at Roseville 42

Map 12 Roseville at Taylor 44

Map 13 Roseville at Creekside Ridge 46

Map 14 Roseville at Galleria 48

Table 1 Stop Information 7

Table 2 Preliminary Schedule 8

Table 3 RT Operating Information 9

Table 4 Operating Cost 9

Table 5 Transit Priority Measures 10

Table 6 Intersection Priority Measures 11

Table 7 Estimated Commute Ridership 12

Table 8 All Trips 13

Table 9 Capital Investment 14

Table 10 Recommended Capital Infrastructure 15

Table 11 Equity Analysis 17

Table 12 Douglas at Sunrise Traffic Volumes 25

Table 13 Douglas at Sunrise Transit Priority Measures 26

Table 14 Douglas at Santa Clara Traffic Volumes 27

Table 15 Douglas at Santa Clara Transit Priority Measures 28

Table 16 Douglas at Sierra Gardens Traffic Volumes 29

Table 17 Douglas at Sierra Gardens Transit Priority Measures 30

Table 18 Douglas at Target Traffic Volumes 31

Table 19 Douglas at Target Transit Priority Measures 32

Table 20 Douglas at Rocky Ridge Traffic Volumes 33

Table 21 Douglas at Rocky Ridge Transit Priority Measures 34

Table 22 Rocky Ridge at Lead Hill Traffic Volumes 35

Table 23 Rocky Ridge at Lead Hill Transit Priority Measures 36

Table 24 Eureka at Rocky Ridge Traffic Volumes 37

Table 25 Eureka at Rocky Ridge Transit Priority Measures 38

Table 26 Eureka at Sunrise Traffic Volumes 39

Table 27 Eureka at Sunrise Transit Priority Measures 40

Table 28 Sunrise at Roseville Traffic Volumes 41

Table 29 Sunrise at Roseville Transit Priority Measures 42

Table 30 Roseville at Taylor Traffic Volumes 43

Table 31 Roseville at Taylor Transit Priority Measures 44

Table 32 Roseville at Creekside Ridge Traffic Volumes 45

Table 33 Roseville at Creekside Ridge Transit Priority Measures 46

Table 34 Roseville at Galleria Traffic Volumes 47

Table 35 Roseville at Galleria Transit Priority Measures 48

Introduction The following information details the route and operations data, transit priority measures, estimated

ridership, capital infrastructure needed, and an equity analysis of the Express service that will travel

between Lincoln and the SacRT Blue Line Watt/I-80 Station.

Route Alignment and Stops The final alignment shown in Map 1 was chosen through multiple iterations that were then narrowed

down and further refined by PCTPA and the transit operators. The final alignment is designed to provide

streamlined service that connects with multiple transit services at the Galleria Transit Center and the LR

station and provides service to Sutter Health and Kaiser Permanente in Roseville. The final alignment

uses the following turn-by-turn directions:

From Lincoln From SacRT’s Watt/I-80 LR Station

• Continue on 3rd Street

• Right on E St

• Use first exit at the traffic circle on Gateway Dr

• Left on Lincoln Blvd

• Left on Sterling Pkwy

• Right on E Joiner Pkwy

• Right on Twelve Bridges Dr

• Merge on to Hwy-65 South

• Exit Galleria Blvd South

• Right on Roseville Pkwy

• Right on West Dr

• Right on Galleria Ct

• Right on Reserve Dr

• Left on Roseville Pkwy

• Left N. Sunrise Ave

• Right on Medical Plaza Dr

• Left on Medical Plaza

• Continue on N. Sunrise Ave

• Left on Eureka Rd

• Right on Douglas Dr

• Merge on to I-80 W

• Use the Watt/I-80 offramp to serve the Watt/I-80 LR station

• Merge on to I-80 E

• Exit Douglas Dr heading East

• Left on Rocky Ride Dr

• Left on to Eureka Rd

• Right on N. Sunrise Ave

• Continue on Medical Plaza Dr

• Left on Medical Plaza

• Continue on N. Sunrise Dr

• Right on Roseville Pkwy

• Right on West Dr

• Right on Galleria Ct

• Right on Reserve Dr

• Left on Roseville Pkwy

• Left on Galleria Blvd

• Left on Hwy-65 North

• Right on Twelve Bridges Dr

• Left on E Joiner Pkwy

• Left on Sterling Pkwy

• Right on Lincoln Blvd

• Right on 3rd Street

Map 1 Final Alignment

The route serves stops in Lincoln, Roseville, and Sacramento County. The final ten stop locations for

both directions of the route are listed in the table below and are also shown in Map 1. There are six

stops with existing service present, seven of the stops are ADA compliant, and six of the stops have

existing benches and shelters.

Table 1 Stop Information

Direction Stop Location Jurisdiction Existing

Service at Stop ADA

Compliant Bench and

Shelter Present Terminal 3rd St at E St Lincoln Yes Yes Yes

South Sterling Pkwy at

Sterling Pkwy Lincoln Yes Yes Yes

North Sterling Pkwy at

Sterling Pkwy Lincoln No No No

South Twelve Bridges Dr at

Colonnade Dr Lincoln No No No

North Twelve Bridges Dr at

Colonnade Dr Lincoln No No No

Both Galleria Transit

Center Roseville Yes Yes Yes

Both Sutter Roseville Medical Center

Roseville Yes Yes Yes

South Rocky Ridge at Kaiser

Permanente Roseville Yes Yes Yes

North Rocky Ridge at Kaiser

Permanente Roseville No Yes No

Terminal Watt/I-80 LR Station Sacramento

County Yes Yes Yes

The current recommended stops include two stops on-street along Twelve Bridges Drive to increase the

speed of the service. It is still recommended that the route continue on-street and not deviate to use

the existing stops because of the limited available time to charge the battery electric buses; however,

this could be further refined when the service is implemented with actual runtimes and the assurance

that the vehicle will have enough time to replenish the battery at the Galleria.

Operational Information The route would operate every half hour and provide service for those arriving on the first Blue Line trip

to Watt/I-80 at 5:59a. This would allow for customers using the Blue Line to arrive at any of the Roseville

Hospitals before 7:00a and allow anyone that is traveling from Roseville/Lincoln to Sacramento to arrive

in Downtown Sacramento before 7:00a. The schedule is also designed to arrive at the Galleria Transit

Center on the hour and at the half to connect with the multiple services that pulse out of there. The

schedule of the start and end trips of the service is shown Table 2.

Table 2 Preliminary Schedule

Southbound Northbound

Vehicle Departure

from Lincoln

Arrival at Watt/I-80 LR Station

Departure from


Arrival in Lincoln

5:08 5:59 6:03 6:54 Vehicle 1

5:38 6:29 6:33 7:24 Vehicle 2

6:08 6:59 7:03 7:54 Vehicle 3

6:38 7:29 7:33 8:24 Vehicle 4

7:08 7:59 8:03 8:54 Vehicle 1

7:38 8:29 8:33 9:24 Vehicle 2

8:08 8:59 9:03 9:54 Vehicle 3

8:38 9:29 9:33 10:24 Vehicle 4

9:08 9:59 10:03 10:54 Vehicle 1

9:38 10:29 10:33 11:24 Vehicle 2

10:08 10:59 11:03 11:54 Vehicle 3

10:38 11:29 11:33 12:24 Vehicle 4

11:08 11:59 12:03 12:54 Vehicle 1

11:38 12:29 12:33 13:24 Vehicle 2

12:08 12:59 13:03 13:54 Vehicle 3

12:38 13:29 13:33 14:24 Vehicle 4

13:08 13:59 14:03 14:54 Vehicle 1

13:38 14:29 14:33 15:24 Vehicle 2

14:08 14:59 15:03 15:54 Vehicle 3

14:38 15:29 15:33 16:24 Vehicle 4

15:08 15:59 16:03 16:54 Vehicle 1

15:38 16:29 16:33 17:24 Vehicle 2

16:08 16:59 17:03 17:54 Vehicle 3

16:38 17:29 17:33 18:24 Vehicle 4

17:08 17:59 18:03 18:54 Vehicle 1

17:38 18:29 18:33 19:24 Vehicle 2

18:08 18:59 19:03 19:54 Vehicle 3

19:08 19:59 20:03 20:54 Vehicle 4

Table 3 details the operating information by vehicle for the service and includes the daily and revenue

hours and miles. Assuming the service is operated by Roseville Transit, the operating cost is based on

their fully burdened cost per hour of $121.00. Table 4 details the operating cost per day and estimated

cost per year (255 weekdays) with the total yearly cost estimated to be $1,860,556.50. The travel

distance between divisions and the start and of the service is calculated using the division location in

Roseville.

Table 3 RT Operating Information


Pull-Out

Time


Last Trip End

Time

Pull-in Time

Daily Revenue

Hours

Daily Total Hours

Daily Revenue

Miles

Daily Total Miles

30/30

1 4:25 4:55 18:52 19:22 14.0 14.95 352.8 386.4

2 4:55 5:25 19:22 19:52 14.0 14.95 352.8 386.4

3 5:25 5:55 19:52 20:22 14.0 14.95 352.8 386.4

4 5:55 6:25 20:52 21:22 14.5 15.45 352.8 386.4

Total - - - - 56.3 60.3 1411.2 1545.6

Table 4 Operating Cost

Frequency (Peak/ Off-Peak)

Daily Total Hours

Cost per hour Daily Total Cost Total Operating Cost

(Assuming weekdays 255 days)

30/30 60.3 $121.00 $7,296.30 $1,860,556.50

Transit Priority Measures There are various transit priority measures available for implementation for the express service traveling

between Lincoln and SacRT’s Blue Line. Transit priority measures can be combined with each other to

increase the overall benefit of the service (i.e. queue jumps with transit signal priority to increase the

speed of the service). The table below summarizes the options, cost, and what is needed.

Table 5 Transit Priority Measures

Measure Description

Benefits other transit

service?

What is needed to implement the service?

Cost

Synchronized Signal Phasing or intelligent Transportation System (ITS)

This would involve emitters from coordinated traffic signal phasing which is designed to increase throughput on corridors, by phasing signals so that vehicles would have continuous greens.

No

• Recalibrating light phases to ensure that vehicles will have a continuous green light throughout the corridor

• Free

Transit Signal Priority

This involves communication between the vehicle and the signal to either extend a green, or trigger the green light in the desired direction

No (unless they also have emitters)

• Transponders on vehicles

• New Signal Systems or recalibration of existing signals to receive the signal from the vehicles

• Vehicle Emitters: $1,200

• Signal Systems: $1,200

Queue Jumps

Queue jumps allow for transit vehicles to cut ahead of a line of cars to ensure that they will get through the light and will gain at least a few seconds of increased travel speed.

Yes

• Restriping of lanes

• 10.5’ lane width at intersections

• Transit signal and addition of a transit phase in the signal

• Striping: $2,400 per intersection

• Signals: $18,000

The implementation of the priority measures will have little or no impact on reducing operating cost. For

any significant savings, the measures would need to cumulatively reduce travel time by nearly 30

minutes, however, they are an important tool to ensure that additional vehicles will not be required and

to improve the quality of service from the perspective of the customer.

Because of the limited stops of the service, a very simple and cost-effective solution to improve speed

would be the synchronized phasing of lights, or transit signal priority. Since the express vehicle will not

be pulling over to pick-up or drop-off customers, it should travel as fast as the general traffic in order to

remain competitive.

Queue jumps only slightly speed up the express service, but they would be available to all transit

services operating along the roadway and thus would benefit other routes as well. Queue jumps will also

help ensure that transit vehicles that are stopped at red signals will be able to pass through the signal of

congested intersections.

Based off the information in Appendix 1: Transit Priority Measures, it is recommended that PCTPA

implement the listed options in Table 6 at each of the intersections. Synchronized phasing is already in

effect, the implementation would be to monitor the impacts to transit and adjust if possible.

Table 6 Intersection Priority Measures

Intersection Synchronized

Phasing Transit Signal

Priority Queue Jumps

Douglas at Sunrise Yes Optional Optional

Douglas at Santa Clara Yes Optional Optional

Douglas at Sierra Garden Yes Optional Optional

Douglas at Target Yes Optional Optional

Rocky Ridge at Douglas N/A No No

Rocky Ridge at Lead Hill No No No

Rocky Ridge at Eureka N/A No No

Eureka at Sunrise N/A No No

Sunrise at Roseville Yes No No

Roseville at Taylor N/A Yes Yes

Roseville at Creekside Ridge Yes Yes Yes

Roseville at Galleria Yes Optional Optional

Ridership Estimate The following details a very preliminary estimate of ridership for the service.

Based off the 2018 5-year American Community Surveys (Table S0801), there is a transit mode share of

1.2% for Placer County and 2.6% for Sacramento county, these numbers will be used to estimate the

number of customers that this route will attract.

The following table details the potential customers (from the Longitudinal Employer-Household

Dynamics Origin-Destination Employment Statistics Data from 2017) that live and work near SacRT’s

Blue Line and the stops of the express route including customers that could travel to a park & ride at the

Twelve Bridges Library. It is estimated that 82 people would use the service between home and work

which would result in a total of 164 unlinked passenger trips. It should be noted that this number is a

very preliminary estimate and could be much greater due to other factors like the development of the

Sacramento Railyards and development related to the Sunset Area Plan in Lincoln.

Table 7 Estimated Commute Ridership

Customers Home County Job County Jobs

Estimated Transit

Ridership Based on

Transit Mode-Share

of Home County

Park & Ride

Customers

Placer County Placer County 593 7

Park & Ride

Customers

Placer County Sacramento County 339 9

Near Transit Service Placer County Placer County 2,265 27

Near Transit Service Placer County Sacramento County 1,203 31

Near Transit Service Sacramento County Placer County 291 8

Total 4,691 82

In addition to the employment trips, there are around 50 people that board the existing Auburn to Light

Rail service to Watt/I-80 at the Galleria transit center. Because of the frequency of the new express

service, customers that use the existing Auburn to Light Rail route will migrate over because of the

additional service to the shared destination. A conservative estimate would be about 25% of ridership

that board at the Galleria would shift to the new service because of increased options for a total of 12.5

customers or 25 unlinked passenger trips a day. The estimate basis was selected because the Auburn to

Light Rail route does not serve the Louis and Orlando Transit Center, nor would this service; customers

will usually board the vehicle that arrives first if there are two routes going to the destination they want

(SacRT’s Blue Line). A conservative ridership estimation approach was taken because customers now

have increased options to travel to Sutter Roseville Medical Center, Kaiser Permanente Roseville

Medical Center, and the shopping center at the corner of Douglas Blvd and Rocky Ridge Rd. The

boardings at the Galleria at the stop level are from the most recent Placer County Short Range Transit

Plan.

In addition to the home-work trips in the project area and the existing transit ridership that would move

over to the service, there are a total of 18,311 customers that are at retirement age or high

school/college age that would be able to use this service to travel between Lincoln and Roseville and

Placer County and Sacramento for educational, medical, or recreational trips (that would not be

included in the employment analysis above) for a total of 219 customers (based off the transit mode

share) and 438 unlinked passenger trips.

The total estimated unlinked passenger trips is 627 for the service.

Table 8 All Trips

Trip Type Trips

Employment Trips 164

Existing Transit Trips 25

Other Trips 438

Total Trips 627

Capital Funds Needed Table 9 summarizes the fully built out capital funds needed along the corridor for transit priority

measures and stop upgrades where there are not existing stops. Not all of these improvements are

needed, but they represent a fully built out transit priority system cost. The design and build of ADA

compliant stops could be reduced if there are agency staff able to design the bus stops and public works

staff to construct. The vehicle cost estimates were provided by PCTPA, and the queue jump and TSP

investments are from TCRP’s Bus and Rail Transit Preferential Treatments in Mixed Traffic (2010),

adjusted for inflation. The cost of designing and building ADA compliant bus stops is one of the most

variable costs in the industry because it depends on the improvements that would need to be made. Tri-

Met, for example, spent over $30,000 to design, build, and install stop improvements in 2009. Similarly

GoDurham transit estimates between $9,000-$30,000 to add ADA pads and accessible paths and

$15,000 for shelters and benches, and the TransitCenter estimates between $2,000 and $15,000 to

design, size, and place improvements. The TransitCenter’s high estimate of $15,000 was used to identify

a cost for the design and build of ADA Compliant stops. The City of Roseville stated that the traffic

signals used by the service are all equipped with the equipment to receive TSP signals from and the

emitters for the vehicles would only need to be purchased.

Table 9 Capital Investment


Vehicles $1,000,000 5 $5,000,000








Total $7,396,600

A more refined analysis of tactical solutions to improve the transit service is shown in Table 10. The

majority of the capital costs are from the addition of the BEB and chargers. The only intersections

included for queue jumps are on Roseville Parkway where the right-turn lane could be used. In addition

to Roseville Parkway, there is the possibility of exploring the use of the left turn lane on Douglas Blvd as

a queue jump to bypass traffic.; however, this is only needed in in the westbound lane because the ramp

meter from I-80 West causes vehicles to back up in the right lanes on Douglas. This presents some

operational concerns because the vehicle would need to position itself in the far-left lane to use the

queue jump but then merge over to the right lane to be in the correct lane to merge on the freeway if

the signal is green.

Table 10 Recommended Capital Infrastructure


Vehicles $1,000,000 5 $5,000,000








Total $7,192,600

Equity Analysis Although not required because Roseville Transit and Placer County Transit do not operate more than 50

vehicles in maximum service, an equity analysis was conducted on the new service to identify any

potential adverse impacts to low-income or minority populations.

For this analysis, the 5-year estimates dataset from the American Community Survey (ACS) 2014-2018 is

used for both the minority and low-income populations. This dataset is currently the most recent

available from the US Census Bureau.

The Census block group level was chosen for both minority and low-income analyses, as it was the

smallest geographic level available from the American Community Survey.

To conduct the analysis for minority populations, the table for Hispanic or Latino Origin by Race from

ACS 2014-2018 (5-year estimates). The total minority population in each Census block group was

calculated by subtracting the “White alone – Not Hispanic or Latino” population from the total

population. This is consistent with the SACOG’s definition of minority persons.

To conduct the analysis for low-income populations, the Ratio of Income to Poverty Level in the Past 12

Months from ACS 2014-2018 (5-year estimates) was used. The total population in each Census block

group at 200% of the poverty level was calculated by subtracting the categories below the ratio of 2.0

from the total population. This is consistent with SACOG’s policy with those earning less than 200% of

the federal poverty level considered low-income. The total population in this dataset is lower than the

total population in the minority dataset because the “universe” for which the sample is taken from is the

“population for whom poverty status is determined,” which does not include group quarters or college

campuses.

Table 11 summarizes the low-income and minority block groups over four geographic areas described in

more detail below.

• Express Route Block Groups: These are the block groups that are within ¾-miles of the Express

Route alignment

• Express Route and Blue Line Block Groups: These are the block groups within ¾-miles of the

Express Route alignment and SacRT’s Blue Line. This data is included because the Express Route

is designed to feed to and from SacRT’s Blue Line and is added because the service will have

benefits outside the communities directly adjacent to the route because low-income and

minority populations that live along SacRT’s Blue Line can now connect with employment

services in Roseville.

• Placer County Block Groups: These are the block groups within Placer County

• The SACOG Area Block Groups: These are the block groups within the SACOG area

The Placer County and SACOG area Block Groups are shown to create a baseline to compare the percent

of low-income and minority within different areas. The minority population percentage potentially

served by the Express Route is greater than the minority populations in Placer County and the SACOG

area, showing a benefit to minority communities. The Express Route will only serve 26.3% low-income

populations compared to SACOG’s area of 31.3%, but that is still less than a 5% benefit to non-low-

income populations. When compared to the low-income percentage of Placer County, the low-income

served is nearly 7% greater by the new service and when factoring in the low-income populations that

have access to the service from SacRT’s Blue Line, the percentage of low-income served increases to

37.1%.

Table 11 Equity Analysis

Area Total Race

and Ethnicity Populations

Minority Populations

% Minority Total Income Populations

Low-Income Populations

% Low-Income

Express Route Block Groups 234,071 83,386 35.6% 231,995 60,929 26.3%

Express Route and Blue Line Block Groups

453,092 239,086 52.3% 447,394 166,028 37.1%

Placer County Block Groups 443,814 122,517 27.6% 440,231 85,699 19.5%

SACOG Area Block Groups 2,463,103 1,168,105 31.3% 2,427,014 759,685 31.3%

Appendix 1: Transit Priority Measures The analysis of transit priority measures focused on arterial streets in the City of Roseville. The relatively

low residential and employment density in the Lincoln did not appear to currently warrant transit

priority measures, but this could change as increased development occurs near Twelve Bridges Dr. A

description of the measure looked at for the service is provided below. There is also an analysis done by

intersection for transit signal priority and queue jumps.

Bus-on-Shoulders There is the possibility of implementing bus-on-shoulders (BOS) with nearly 14 miles of freeway travel in

each direction for the service, but in reviewing Concept of Operations for SANDAG’s Bus on Shoulder

Project: SR-94 and I-805 and Santa Cruz County Regional Transportation’s State Route 1 Auxiliary Lane

Bus-On Shoulder there would be little benefit to the Lincoln Express Service. Transit vehicles are only

allowed to use the shoulder lanes when vehicle traffic is below 35 MPH. Vehicles are unable to exceed

35 MPH in the SANDAG Con-Ops and 40 MPH in the Santa Cruz Con-Ops when on the shoulders. The

MPH travel time for the Express Service is estimated to travel above 35 MPH on the freeway segments

which would mean that the shoulder lanes would only be used sparingly, if at all.

The location of the ingress and egress for the Watt/I-80 Light Rail station would also make it difficult to

implement BOS because the transit vehicles must enter and exit the station in the lane on the far left of

the freeway which means it would need to quickly merge from the shoulder lane to the fast lane and

vice versa.

Synchronized Phasing Synchronized phasing is a passive version of transit signal priority. This synchronizes traffic signals to

increase vehicle throughput. Roseville currently coordinates traffic signals along Douglas Blvd, Roseville

Pkwy, and Eureka Rd, two primary streets the express service travels on another that the vehicle turns in

and off of. With the limited stops, the Express Service benefits greatly from synchronization because

there are no stops on Douglas Blvd or Roseville Pkwy and the vehicle should travel nearly as fast as a

general traffic vehicle. This is a cost-effective alternative to transit signal priority. The existing

implementation of synchronized phasing presents difficulties in implementing and/or the effectiveness

of active transit signal priority when the transit vehicle is turning on and off one of the synchronized

corridors. A map of Roseville’s traffic signal coordinated corridors is shown in Map 2.

Map 2 City of Roseville Traffic Signal Coordination

Source: City of Roseville

Queue Jumps Queue jumps allow for transit vehicles to get ahead of traffic at intersections by either utilizing an

existing turning lane or a transit only lane that the transit vehicle would use. If it is a transit only lane,

the vehicle can pull up to the start of the intersection. If it is an existing turn lane, the vehicle uses the

right turn lane of the intersection, the turning vehicles are cleared from the intersection with a green

arrow and then the transit vehicle can then pull to the start of the intersection and then proceed once

given the signal. For the express service, it would be most effective to have a transit specific signal phase

that would allow for the transit vehicle to get a head of traffic so that they do not need to merge into

the travel lane. The transit vehicles would then avoid potential conflicts between general traffic vehicles.

This would require restriping of roadways and a new traffic signal installed at all intersections with

queue jumps. TCRP’s Bus and Rail Transit Preferential Treatments in Mixed Traffic (2010) estimates that

restriping can cost up to $2,000 ($2,400 adjusted for inflation) per intersection and $15,000 ($18,000

adjusted for inflation) for the signal upgrades. The same report estimates a time savings between 5

second and 20 seconds. Although the time savings are minimal, it also helps the vehicle maintain the

schedule and if queue jumps are implemented at the 7 intersections possible. A rough estimate of the

measure could lead to a time savings between 1 min and 10 seconds and 4 minutes and 40 seconds for

each round trip.

Transit Signal Priority Transit Signal Priority (TSP) uses equipment on the vehicle and at the signal control box to provide

communication between the two. TSP is primarily set up to provide either unconditional requests to

change a signal, only when a vehicle is running behind schedule, or to extend signals if the vehicle is

approaching. This would require equipment on the vehicle and at the intersection. TCRP’s Bus and Rail

Transit Preferential Treatments in Mixed Traffic (2010) estimates that the optical TSP system costs

$10,000 (12,000 adjusted for inflation) per intersection and $1,000 ($1,200) per vehicle. The same

report mentioned a time savings of 2 – 18%. Conservatively, TSP could save 2 minutes for each round

trip if implemented on all intersections; however, further study would be needed to see the potential

impacts on the existing synchronized signals.

Intersections The follow details the intersections traffic volumes, transit priority measures available, and

recommended implementations. The follow charts (Charts 1-4) detail the traffic volumes in the direction

of the service by intersection and by intersection and lanes. The information is from City of Roseville’s

Turning Movement by Volume Report taken from the month of October and averaged by weekday hour

between 6:00a and 6:59p. Based off the traffic volumes, the intersections listed below have an

increased possibility of congestion and would benefit from queue jump implementation, this is

consistent when looking at average volume by hour through the intersection and average volume by

lanes in the intersection.

• Douglas at Sunrise (both direction)

• Douglas at Santa Clara (both direction)

• Douglas at Sierra Gardens (both direction)

• Douglas at Target (both directions)

• E Roseville at Taylor (both directions)

• E Roseville at Creekside Ridge (both directions)

• E Roseville at Galleria (both directions)

Chart 1 Northbound Trip Directions Traffic by Volume

0

500

1000

1500

2000

2500

6:00 7:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00

Northbound Trip Directions Traffic by Volume

Douglas & Sunrise Douglas & Santa Clara (332)

Douglas & Sierra Gardens (332) Douglas & Target (332)

Douglas & Rocky Ridge Rocky Ridge & Lead Hill (332)

Eureka & Rocky Ridge Eureka & N. Sunrise

E. Roseville Pkwy & N. Sunrise E. Roseville Pkwy & N. Sunrise

E. Roseville Pkwy & Taylor Roseville Parkway & Creekside Ridge (332)

Galleria & Roseville Pkwy Galleria & Roseville Pkwy

Chart 2 Northbound Trip Direction Traffic Volume by Intersection Lanes

0

100

200

300

400

500

600

700

800

900

6:00 7:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00

Northbound Trip Direction Traffic Volume by Intersection Lanes

Douglas & Sunrise Douglas & Santa Clara (332)

Douglas & Sierra Gardens (332) Douglas & Target (332)

Douglas & Rocky Ridge Rocky Ridge & Lead Hill (332)

Eureka & Rocky Ridge Eureka & N. Sunrise


E. Roseville Pkwy & Taylor Roseville Parkway & Creekside Ridge (332)


Chart 3 Southbound Trip Direction Traffic Volume by Intersection

0

500

1000

1500

2000

2500

6:00 7:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00

Southbound Trip Direction Traffic Volume by Intersection


Roseville Parkway & Creekside Ridge (332) E. Roseville Pkwy & Taylor


Eureka & N. Sunrise Eureka & Rocky Ridge

Rocky Ridge & Lead Hill (332) Douglas & Rocky Ridge

Douglas & Target (332) Douglas & Sierra Gardens (332)

Douglas & Santa Clara (332) Douglas & Sunrise

Chart 4 Southbound Trip Direction Traffic Volume by Intersection Lanes

0

100

200

300

400

500

600

700

800

6:00 7:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00

Southbound Trip Direction Traffic Volume by Intersection Lanes


Roseville Parkway & Creekside Ridge (332) E. Roseville Pkwy & Taylor


Eureka & N. Sunrise Eureka & Rocky Ridge

Rocky Ridge & Lead Hill (332) Douglas & Rocky Ridge

Douglas & Target (332) Douglas & Sierra Gardens (332)

Douglas & Santa Clara (332) Douglas & Sunrise

Douglas at Sunrise Douglas at Sunrise is a highly congested intersection in both direction with traffic volumes over 1,000

vehicles per hour throughout the day. Douglas at Sunrise has six lanes in each direction with the

eastbound direction spanning 69 feet and the westbound direction 65.5 feet. Queue jump lanes need at

least 10.5 feet to accommodate a transit vehicle. There is not enough room for a new lane, but the

existing turn lanes in each direction can be utilized for queue jumps, additional signaling and restriping

would be required.

Because this is on a coordinated signals corridor, it is not recommended for TSP.

Table 12 Douglas at Sunrise Traffic Volumes

Direction-Movement Tr

ip

Dir

ect

ion

6:00

7:00

8:00

9:00

10:0

0

11:0

0

12:0

0

13:0

0

14:0

0

15:0

0

16:0

0

17:0

0

18:0

0

East-Left

152 339 386 376 359 374 406 396 382 385 399 325 268

East-Right

67 136 207 187 159 164 174 184 182 187 160 155 131

East-Thru North 732 1,452 1,917 1,540 1,345 1,314 1,377 1,418 1,460 1,547 1,552 1,442 1,296

North-Left

96 139 193 240 222 261 285 270 309 322 342 324 249

North-Right

46 86 141 163 182 210 246 225 205 194 195 178 147

North-Thru

125 308 355 355 352 378 404 386 374 397 406 361 302

South-Left

15 35 64 85 98 119 135 129 113 115 120 107 92

South-Right

60 110 176 255 312 368 406 393 405 459 561 556 404

South-Thru

14 36 65 91 105 129 149 140 120 122 126 115 98

West-Left

30 84 123 171 203 229 267 271 252 248 236 208 185

West-Right

31 69 97 119 144 161 182 183 168 154 148 127 130

West-Thru South 566 905 1,024 1,125 1,194 1,343 1,436 1,407 1,499 1,594 1,687 1,637 1,499 East-Left 152 339 386 376 359 374 406 396 382 385 399 325 268

Map 3 Douglas at Sunrise

Table 13 Douglas at Sunrise Transit Priority Measures

Measure Able to be Implemented Recommended to be

Implemented

Transit Signal Priority Yes Optional

Queue Jumps Yes Optional

Douglas at Santa Clara Douglas at Santa Clara is a highly congested intersection in both direction with traffic volumes over

1,000 vehicles per hour throughout the day. Douglas at Santa Clara has four lanes in each direction with

the eastbound direction spanning 55 feet and the westbound direction 53.5 feet. Queue jump lanes

need at least 10.5 feet to accommodate a transit vehicle. There are no existing turn lanes and the lanes

would need to be restriped, but there is enough width for five lanes with an average of at least 10.5 feet

in each direction at the intersection. Additional signaling and restriping would be required.


Table 14 Douglas at Santa Clara Traffic Volumes


ip

Dir

ect

ion

6:00

7:00

8:00

9:00

10:0

0

11:0

0

12:0

0

13:0

0

14:0

0

15:0

0

16:0

0

17:0

0

18:0

0

East-Left 32 55 91 138 140 163 189 186 157 148 141 113 91

East-Right 12 25 32 28 26 26 28 28 28 30 30 29 26

East-Thru North 730 1,457 1,958 1,604 1,445 1,437 1,513 1,556 1,563 1,638 1,666 1,550 1,385

North-Left 20 23 28 35 40 44 43 41 40 47 48 41 37

North-Right 23 33 52 66 65 72 81 74 71 82 83 82 56

North-Thru 10 12 14 18 21 23 23 21 21 24 25 21 19

South-Left 10 24 44 67 94 123 164 172 156 148 150 146 101

South-Right 10 26 36 68 101 132 162 159 162 146 147 141 104

South-Thru 3 8 13 20 28 36 45 46 44 43 46 45 30

West-Left 6 19 31 40 46 50 63 61 50 54 54 53 46

West-Right 16 24 27 31 34 36 37 37 36 36 35 33 34

West-Thru South 558 966 1,136 1,263 1,330 1,482 1,593 1,580 1,627 1,705 1,783 1,682 1,512

Map 4 Douglas at Santa Clara

Table 15 Douglas at Santa Clara Transit Priority Measures


Implemented



Douglas at Sierra Gardens Douglas at Sierra Gardens is a highly congested intersection in both direction with traffic volumes over

1,000 vehicles per hour throughout the day. Douglas at Sierra Gardens has four lanes in each direction

with each direction spanning around 52.5 feet. Queue jump lanes need at least 10.5 feet to

accommodate a transit vehicle. There are no existing turn lanes and the lanes would need to be

restriped, but there is enough width for five lanes with an average of at least 10.5 feet in each direction

at the intersection. Additional signaling and restriping would be required.


Table 16 Douglas at Sierra Gardens Traffic Volumes


ip

Dir

ect

ion

6:00

7:00

8:00

9:00

10:0

0

11:0

0

12:0

0

13:0

0

14:0

0

15:0

0

16:0

0

17:0

0

18:0

0

East-Left 6 7 23 45 47 52 55 62 55 58 53 50 39

East-Right 15 30 39 34 33 35 38 38 38 39 41 39 34

East-Thru North 732 1,463 1,915 1,584 1,460 1,464 1,570 1,626 1,625 1,676 1,724 1,627 1,423

North-Left 52 99 129 157 120 131 168 171 176 202 191 171 147

North-Right 14 27 31 41 31 29 39 36 41 47 48 41 36

North-Thru 15 29 33 44 33 31 42 39 44 51 52 44 39

South-Left 8 17 48 79 110 149 189 195 184 176 195 183 123

South-Right 2 4 12 15 19 25 32 31 31 32 35 34 24

South-Thru 1 3 8 11 14 19 24 23 23 24 26 25 18

West-Left 3 10 30 31 24 29 43 38 37 48 45 52 37

West-Right 14 22 26 32 36 40 42 41 40 39 39 36 35

West-Thru South 526 935 1,116 1,271 1,389 1,546 1,650 1,606 1,637 1,713 1,780 1,691 1,466

Map 5 Douglas at Sierra Gardens

Table 17 Douglas at Sierra Gardens Transit Priority Measures


Implemented



Douglas at Target Douglas at Target is a highly congested intersection in both direction with traffic volumes over 1,000

vehicles per hour throughout the day. Douglas at Target has four lanes in each direction with the east

direction spanning 53.5 feet and the west direction spanning 52.5 feet. Queue jump lanes need at least

10.5 feet to accommodate a transit vehicle. There are no existing turn lanes and the lanes would need to

be restriped, this would not be an issue in the east direction because there would still be an average of

at least 10.5 feet per lane. The west direction would require an average lane width less than 10.5 feet,

but the queue jump could still be implemented. Additional signaling and restriping would be required.


Table 18 Douglas at Target Traffic Volumes


ip

Dir

ect

ion

6:00

7:00

8:00

9:00

10:0

0

11:0

0

12:0

0

13:0

0

14:0

0

15:0

0

16:0

0

17:0

0

18:0

0

East-Left

17 32 63 91 96 126 157 142 122 130 130 135 124

East-Right

14 29 36 32 31 32 34 36 35 37 38 37 31

East-Thru North 697 1,382 1,823 1,496 1,367 1,357 1,460 1,557 1,566 1,608 1,627 1,546 1,311

North-Left

3 5 6 14 50 74 106 115 107 93 85 79 80

North-Right

2 5 11 15 36 56 91 103 77 66 60 59 54

North-Thru

1 2 4 5 13 20 32 36 27 23 21 21 19

South-Left

9 13 21 27 43 64 89 97 83 81 85 90 73

South-Right

9 13 23 41 64 80 99 105 97 88 89 89 97

South-Thru

1 1 2 4 6 8 10 10 10 9 9 9 10

West-Left

3 7 14 29 57 90 123 102 75 70 69 73 61

West-Right

5 7 9 11 12 13 13 12 12 13 13 12 11

West-Thru South 538 962 1,176 1,313 1,389 1,512 1,601 1,504 1,576 1,723 1,754 1,681 1,384

Map 6 Douglas at Target

Table 19 Douglas at Target Transit Priority Measures


Implemented



Douglas at Rocky Ridge Douglas at Rocky Ridge is not a highly congested intersection in both directions of travel. Because the

vehicle is turning in both directions, the intersection is not recommended for queue jumps. There was a

change in the alignment where the vehicle now turns on Eureka from Douglas Blvd which has a

dedicated turn lane where no improvements are warranted.

TSP is possible, but it would only be needed in Northbound trip direction and the service would need to

be coordinated with the City of Roseville’s coordinated signals system if implemented.

Table 20 Douglas at Rocky Ridge Traffic Volumes


ip

Dir

ect

ion

6:00

7:00

8:00

9:00

10:0

0

11:0

0

12:0

0

13:0

0

14:0

0

15:0

0

16:0

0

17:0

0

18:0

0

East-Left North 47 150 144 150 180 235 288 257 287 340 396 391 249

East-Right

2 5 9 13 16 21 30 31 25 22 21 27 23

East-Thru

63 161 234 205 183 236 319 309 294 361 330 363 253

North-Left

16 22 34 37 38 54 80 62 53 49 52 61 50

North-Right

4 13 22 20 22 28 38 38 35 35 34 35 26

North-Thru

239 473 520 586 573 683 830 770 827 953 1,216 1,335 832

South-Left

38 71 98 83 79 97 110 124 109 113 116 124 120

South-Right

113 196 295 224 217 231 246 270 293 300 330 343 232

South-Thru

506 1,034 1,543 1,071 860 837 868 967 1,003 968 975 891 765

West-Left

10 25 53 44 41 56 81 88 65 58 61 54 50

West-Right

42 66 69 68 71 85 108 106 102 110 135 157 96

West-Thru South 51 165 213 182 162 210 266 245 249 269 282 300 199

Map 7 Douglas at Rocky Ridge

Table 21 Douglas at Rocky Ridge Transit Priority Measures


Implemented

Transit Signal Priority Yes No

Queue Jumps No No

Rocky Ridge at Lead Hill Rocky Ridge at Lead Hill does not have the required space to implement queue jumps with the current

placement of the signals at the intersection. Overall, the intersection has fairly minimal traffic and does

not warrant TSP.

Table 22 Rocky Ridge at Lead Hill Traffic Volumes


ip

Dir

ect

ion

6:00

7:00

8:00

9:00

10:0

0

11:0

0

12:0

0

13:0

0

14:0

0

15:0

0

16:0

0

17:0

0

18:0

0

East-Left

19 35 57 47 45 66 106 108 79 67 75 73 62

East-Right

78 190 277 195 203 251 285 304 297 289 330 331 258

East-Thru

56 109 213 150 153 181 236 274 231 209 223 208 155

North-Left

82 246 259 256 279 333 386 330 346 408 468 486 294

North-Right

25 35 61 56 58 66 85 80 78 79 81 72 42

North-Thru North 92 296 347 291 282 348 441 404 418 532 509 539 355

South-Left

7 6 10 12 13 16 15 18 19 16 12 12 9

South-Right

12 42 76 81 89 104 127 132 126 115 146 145 81

South-Thru South 130 288 357 294 280 335 405 405 432 467 509 568 379

West-Left

9 13 28 41 51 82 121 96 75 80 101 106 56

West-Right

1 5 7 9 13 20 25 20 19 22 22 21 11

West-Thru

35 102 117 146 158 189 233 210 199 227 267 319 142

East-Left 19 35 57 47 45 66 106 108 79 67 75 73 62

Map 8 Rocky Ridge at Lead Hill

Table 23 Rocky Ridge at Lead Hill Transit Priority Measures


Implemented


Queue Jumps No No

Eureka at Rocky Ridge Eureka at Rocky Ridge is a highly congested corridor, but it has a protected left turn lane in the south

direction and has coordinated signals in the north direction so improvements are not necessary.

Table 24 Eureka at Rocky Ridge Traffic Volumes


ip

Dir

ect

ion

6:00

7:00

8:00

9:00

10:0

0

11:0

0

12:0

0

13:0

0

14:0

0

15:0

0

16:0

0

17:0

0

18:0

0

East-Left 47 150 144 150 180 235 288 257 287 340 396 391 249

East-Right

2 5 9 13 16 21 30 31 25 22 21 27 23

East-Thru

63 161 234 205 183 236 319 309 294 361 330 363 253

North-Left

16 22 34 37 38 54 80 62 53 49 52 61 50

North-Right

4 13 22 20 22 28 38 38 35 35 34 35 26

North-Thru North 239 473 520 586 573 683 830 770 827 953 1,216 1,335 832

South-Left

38 71 98 83 79 97 110 124 109 113 116 124 120

South-Right South 113 196 295 224 217 231 246 270 293 300 330 343 232

South-Thru

506 1,034 1,543 1,071 860 837 868 967 1,003 968 975 891 765

West-Left

10 25 53 44 41 56 81 88 65 58 61 54 50

West-Right

42 66 69 68 71 85 108 106 102 110 135 157 96

West-Thru

51 165 213 182 162 210 266 245 249 269 282 300 199

Map 9 Eureka at Rocky Ridge

Table 25 Eureka at Rocky Ridge Transit Priority Measures


Implemented


Queue Jumps No No

Eureka at Sunrise Eureka at Sunrise is a highly congested corridor, but not in the direction of travel of the service. Because

of the minimal congestion in the direction of travel and that the vehicle is turning in both directions, the

intersection is not recommended for queue jumps.

TSP is possible, but it would only be needed in Southbound trip direction because there is a merge turn

lane in the northbound direction. The TSP implementation would need to be coordinated with the City

of Roseville’s coordinated signals system if implemented.

Table 26 Eureka at Sunrise Traffic Volumes


ip

Dir

ect

ion

6:00

7:00

8:00

9:00

10:0

0

11:0

0

12:0

0

13:0

0

14:0

0

15:0

0

16:0

0

17:0

0

18:0

0

East-Left

38 85 143 229 297 359 404 402 385 399 444 434 378

East-Right

11 34 76 100 123 148 185 183 163 160 167 160 128

East-Thru

157 200 150 171 194 162 257 184 203 228 170 205 165

North-Left

15 44 70 96 99 112 165 148 122 123 131 127 87

North-Right North 21 67 86 95 102 121 147 147 138 145 147 147 102

North-Thru

287 565 558 633 663 827 1,002 976 1,072 1,282 1,653 1,819 1,144

South-Left South 166 304 336 263 229 220 232 260 259 237 226 212 201

South-Right

147 329 394 383 370 387 416 387 368 375 359 327 220

South-Thru

703 1,352 1,977 1,337 1,035 1,011 1,039 1,139 1,178 1,137 1,211 1,162 959

West-Left

23 68 108 97 103 122 144 131 131 142 151 144 106

West-Right

93 182 197 210 223 236 227 218 252 304 348 335 202

West-Thru

60 164 240 284 307 330 360 330 338 379 376 302 195

Map 10 Eureka at Sunrise

Table 27 Eureka at Sunrise Transit Priority Measures


Implemented


Queue Jumps No No

Sunrise at Roseville Eureka at Roseville is a highly congested corridor, but not in the direction of travel of the service.

Because of the minimal congestion in the direction of travel the intersection is not recommended for

queue jumps.

TSP is possible, but it would be difficult to implement because Roseville is a coordinated signal street

and the vehicles use the intersection twice every trip but travel in different directions and so the vehicle

would be triggering a potential signal change or signal extender very frequently and potentially for the

incorrect movement, creating potential issues with Roseville’s signal coordination and not benefitting

the transit service.

Table 28 Sunrise at Roseville Traffic Volumes


ip

Dir

ect

ion

6:00

7:00

8:00

9:00

10:0

0

11:0

0

12:0

0

13:0

0

14:0

0

15:0

0

16:0

0

17:0

0

18:0

0

East-Left East-Left

South 193 335 359 282 262 219 211 264 267 206 131 95

East-Right East-Right

84 276 392 253 233 254 300 316 294 290 286 257

East-Thru East-Thru

720 1,517 1,968 1,375 1,058 1,105 1,252 1,375 1,448 1,595 1,796 1,748

North-Left North-Left

62 139 208 244 289 361 433 387 376 425 489 520

North-Right North-Right

41 73 123 132 130 142 156 163 161 191 216 216

North-Thru North-Thru

North 109 189 213 170 170 142 147 175 178 137 96 65

South-Left South-Left

5 20 27 36 41 45 44 38 51 58 59 37

South-Right South-Right

North 28 116 126 161 223 253 264 216 287 349 359 241

South-Thru South-Thru

South 17 43 60 83 110 126 128 105 132 174 187 136

West-Left West-Left

66 149 199 179 172 167 179 161 179 190 198 173

West-Right West-Right

25 39 49 46 45 36 35 41 43 33 22 15

West-Thru West-Thru

605 1,183 1,520 1,297 1,243 1,380 1,439 1,328 1,440 1,648 1,892 1,909

Map 11 Sunrise at Roseville

Table 29 Sunrise at Roseville Transit Priority Measures


Implemented


Queue Jumps Yes No

Roseville at Taylor Roseville at Taylor is a highly congested intersection in both direction with traffic volumes over 1,000

vehicles per hour throughout the day. Roseville at Taylor has six lanes in each direction with the east

direction spanning 71.5 feet and the west direction spanning 71 feet. Queue jump lanes need at least

10.5 feet to accommodate a transit vehicle. There is an existing turn lane in each direction that can be

utilized for the queue jump. Additional signaling and restriping would be required.

Because this is on a coordinated signals corridor, it is not recommended for TSP

Table 30 Roseville at Taylor Traffic Volumes


ip

Dir

ect

ion

6:00

7:00

8:00

9:00

10:0

0

11:0

0

12:0

0

13:0

0

14:0

0

15:0

0

16:0

0

17:0

0

18:0

0

East-Left

33 79 103 84 81 106 126 128 120 135 151 151 141

East-Right

128 162 153 111 110 152 192 201 217 210 226 213 175

East-Thru South 636 1,463 1,892 1,306 1,062 1,112 1,275 1,406 1,456 1,519 1,625 1,503 1,194

North-Left

146 294 371 358 372 417 480 470 435 475 535 546 498

North-Right

154 218 290 204 176 171 175 198 209 221 219 217 206

North-Thru

46 104 148 136 145 172 209 199 202 243 300 323 227

South-Left

217 445 486 365 295 285 300 323 323 336 365 359 276

South-Right

26 59 85 87 94 120 132 126 117 129 150 159 130

South-Thru

66 109 157 122 110 125 134 141 142 142 176 178 125

West-Left

184 256 253 231 232 245 275 259 294 290 270 240 209

West-Right

59 135 199 208 223 263 300 272 326 388 472 473 361

West-Thru North 451 1,049 1,385 1,250 1,278 1,468 1,566 1,407 1,471 1,730 1,993 1,963 1,566

Map 12 Roseville at Taylor

Table 31 Roseville at Taylor Transit Priority Measures


Implemented

Transit Signal Priority Yes Yes

Queue Jumps Yes Yes

Roseville at Creekside Ridge Roseville at Creekside Ridge is a highly congested intersection in both direction with traffic volumes over

1,000 vehicles per hour throughout the day. Roseville at Creekside Ridge has five lanes in each direction

with the east direction spanning 62.5 feet and the west direction spanning 60 feet. Queue jump lanes

need at least 10.5 feet to accommodate a transit vehicle. There is an existing turn lane in each direction

that can be utilized for the queue jump. Additional signaling and restriping would be required.


Table 32 Roseville at Creekside Ridge Traffic Volumes


ip

Dir

ect

ion

6:00

7:00

8:00

9:00

10:0

0

11:0

0

12:0

0

13:0

0

14:0

0

15:0

0

16:0

0

17:0

0

18:0

0

East-Left

3 3 7 12 16 22 32 36 32 26 29 29 25

East-Right

1 4 5 9 12 18 23 29 24 21 20 25 16

East-Thru

1 1 4 5 6 8 11 12 11 9 10 11 8

North-Left

6 13 21 24 29 45 49 41 34 32 40 38 33

North-Right

68 149 193 178 181 225 273 243 213 259 307 344 231

North-Thru North 538 1,250 1,638 1,506 1,544 1,739 1,863 1,738 1,790 2,049 2,329 2,303 1,970

South-Left

12 38 47 50 58 68 97 107 95 82 84 83 72

South-Right

1 3 5 5 7 8 14 12 10 10 10 8 9

South-Thru South 772 1,668 2,029 1,402 1,132 1,193 1,357 1,480 1,551 1,623 1,738 1,616 1,312

West-Left

35 77 100 73 100 164 228 229 218 221 239 223 174

West-Right

6 21 24 24 29 45 61 54 52 69 81 82 46

West-Thru

0 1 2 1 1 2 2 2 2 2 2 2 2

Map 13 Roseville at Creekside Ridge

Table 33 Roseville at Creekside Ridge Transit Priority Measures


Implemented

Transit Signal Priority Yes Yes

Queue Jumps Yes Yes

Roseville at Galleria Roseville at Galleria Ridge is a highly congested intersection in both direction with traffic volumes over

1,000 vehicles per hour throughout the day. Roseville at Galleria has five lanes in each direction with the

east direction spanning 62.5 feet and the west direction spanning 62 feet, there is also a separate

turning lane in each direction. Queue jump lanes need at least 10.5 feet to accommodate a transit

vehicle. The west direction would require an average lane width less than 10.5 feet, but the queue jump

could still be implemented. Additional signaling and restriping would be required.


Table 34 Roseville at Galleria Traffic Volumes


ip

Dir

ect

ion

6:00

7:00

8:00

9:00

10:0

0

11:0

0

12:0

0

13:0

0

14:0

0

15:0

0

16:0

0

17:0

0

18:0

0

East-Left North 52 119 176 233 300 389 447 465 449 437 454 444 424

East-Right

175 463 545 412 323 365 384 435 479 502 519 493 387

East-Thru South 435 1,132 1,346 966 738 770 899 998 1,052 1,091 1,207 1,129 878

North-Left

45 149 232 195 249 300 342 351 328 414 468 496 383

North-Right

12 48 51 37 39 59 73 69 61 84 65 56 50

North-Thru

92 269 352 354 443 541 608 588 594 707 769 837 612

South-Left

350 536 693 473 449 498 555 586 564 571 586 573 516

South-Right South 40 93 167 145 190 274 316 339 307 307 325 350 325

South-Thru

163 376 487 401 454 571 628 625 641 611 629 651 564

West-Left

25 55 89 122 164 228 266 236 214 209 225 214 195

West-Right

256 551 676 624 608 666 695 658 688 777 855 825 721

West-Thru North 257 641 884 775 791 898 1,017 1,002 1,016 1,174 1,368 1,384 1,165

Map 14 Roseville at Galleria

Table 35 Roseville at Galleria Transit Priority Measures


Implemented



APPENDIX

A-4 OPERATOR MEMO

WSP USA wsp.com

MEMO TO: Ed Scofield, PCPTA; Mike Luken, PCTPA

FROM: Kristina Svensk, WSP; Chris Duddy, WSP

SUBJECT: Lincoln Express Route Operator Analysis

DATE: May 12, 2020

Placer County Transportation Planning Agency (PCTPA) is conducting a study to develop an operating plan for an express route between the City of Lincoln and the Sacramento Regional Transit (SacRT) Watt/I-80 Light Rail Station via Roseville. There are four fixed-route operators in Placer County: Roseville Transit (RT), Placer County Transit (PCT), Auburn Transit, and Tahoe Truckee Area Regional Transit (TART). Two of the operators, RT and PCT, are willing to operate the service and currently operate service near the express route’s alignment.

The following memo details considerations for choosing the operator for the service and the feasibility of battery electric buses in operating the service.

SERVICE AREA Summary: When comparing service miles in jurisdictions, the route will operate predominately in the City of Roseville, but PCT has historically operated in Lincoln and to the Watt/I-80 LR Station.

PCT provides public transit in the western portion of Placer County. PCT currently provides service between Auburn and the Watt/I-80 Light Rail Station and has operated service in Lincoln for nearly twenty years. RT provides public transit within Roseville and commuter service between Roseville and downtown Sacramento. The commuter routes to Sacramento and Routes G and E that serve Sierra College in Rocklin are the only routes that travel outside the City limits.

The miles traveled by the proposed express route as a whole and within Placer County, Roseville, and the City of Lincoln are shown in Table 1. The route operates 36.4% miles in the City of Roseville and 19.6% in the City of Lincoln. The route does operate 31.0% of its service miles in Lincoln and unincorporated parts of the county.

Table 1 Directional Route Miles Operated in Jurisdictions

Route Express

Route Miles

Express

Route Miles

in Placer

County

Express

Route Miles

in Roseville

Express

Route Miles

in Lincoln

Express Route

Miles for

unincorporated

Placer County

Northbound 26.1 17.7 9.7 5.0 3.0

Southbound 27.5 18.4 9.8 5.5 3.0

Total 53.6 36.1 19.5 10.5 6.1

Percent of Route 100.0% 67.4% 36.4% 19.6% 11.4%

STOPS Summary: The route operates the same amount of stops in Lincoln and Roseville, but if RT operates the service, they may be responsible for maintaining stops in Lincoln.

The service would stop six times in both Lincoln and Roseville for a round trip. The service would require three additional stops to be built and maintained in Lincoln (two on Twelve Bridges Rd and one on Sterling Pkwy) and an additional stop be maintained in Roseville (NB-Rocky Ridge Rd at Kaiser).

The route would use two existing stops in Lincoln and three existing stops in Roseville.

When PCT assumed operations of the Lincoln Circulator, the City was still responsible for the stops within the City, but this may not be the case with the additional stops and if the City of Roseville operates the service.

MAINTENANCE AND FUELING Summary: PCT has the fueling infrastructure to operate the most fuel types and would have mechanics prepared to work on a CNG engine. Roseville Transit’s maintenance facility is much closer to the service and would be more easily able to respond to any mechanical issues.

The type of vehicles by fuel in PCT and RT’s fleet are shown in Table 2.

RT does not currently have the infrastructure to fuel compressed natural gas (CNG) vehicles. If they were to operate the service, diesel vehicles or zero emission buses would most likely need to be purchased.

PCT currently operates a mix of CNG, diesel, and unleaded vehicles. PCT staff are currently trained in CNG engine maintenance and the fueling infrastructure is present.

Both agencies will most likely need to transition to zero-emission buses (ZEB) eventually and the prevalence of diesel and unleaded gasoline in each fleet has the opportunity of increasing grant funding for ZEB buses, however, battery electric and hydrogen fueled vehicles do not currently

have the range to meet the length of the vehicle blocks of the express service, requiring additional vehicles to operate the service or on-route charging infrastructure built.

Table 2 Vehicle Fuel Types

Route Placer County

Transit Roseville Transit

Unleaded Yes Yes

Diesel Yes Yes

CNG Yes No

Electric No No

Hydrogen No No

The proximity of the Roseville maintenance division would be a benefit to the service because maintenance staff would be able to more quickly reach a bus that is having mechanical problems, and they would be more likely to quickly get a bus into service to replace a bus that is unable to provide service.

COST Summary: The operators are similar in their operating cost.

The table below breaks down the cost to operate the service.

Table 3 Fully Burdened Operating Cost

Cost Placer County

Transit Roseville Transit

Per Hour $120.00 $121.00

Source: Rates Provided by PCTPA

Based off the operating stats and the costs per hour and mile, it is estimated that RT would operate the service at a cost of $7,212 per day and PCT at $7,152 per day.

Table 4 Fully-Burdened Operating Cost

Agency Total

Hours Hourly Cost


59.6 $7,152.00

Roseville Transit

59.6 $7,211.60

REVENUE IMPLICATIONS Summary: If the ridership is the same no matter who operates it, RT would receive more fare revenue from the service which would reduce the subsidy of the service.

The fare breakdown by agency is shown in Table 5. Roseville Transit has higher fares for single, day, and monthly passes. The increased fares would increase the passenger revenue of the service and improve performance as it relates to farebox recovery, however, PCT’s less expensive fares may also attract ridership which would also improve the performance of the service in terms of passengers per mile and hour.

If customers are purchasing monthly passes, Roseville’s fare structure would generate more than 50% of the same fare on Placer County Transit.

Table 5 Transit Operator Fares

Agency Placer County

Transit

Roseville

Transit

Single-Ride $1.25 $1.50

Day Pass $2.50 $4.00

Monthly Pass $37.50 $58.00

IMPACTS TO FUTURE SERVICE AND REVENUE Summary: If RT operates the service and PCT loses ridership and fare revenue on other services near the route, they may reduce service in the future which would reduce mobility in Placer County.

There is the possibility that the introduction of this service would impact the boarding and fare revenue for PCT’s Auburn to Light Rail Route, Lincoln Circulator, and Lincoln/Rocklin/Sierra College services because of the similarities in areas served. The reduced ridership and subsequently the reduced fares may lead to PCT leadership implementing service cuts in the future due to low performance. The likelihood of that happening is increased if the lost fares and boardings are going to RT and not staying within PCT’s share of boardings and fare revenue.

If RT does operate the service, close monitoring of the impacts to PCT service should occur to help inform potential changes in service in the future.

WATT/I-80 LIGHT RAIL STATION Summary: If RT operates the service, SacRT and RT would need to enter into a MOU to ensure that they were able to use the transit facility.

Whoever operates the service will need to enter into a memorandum of understanding (MOU) with SacRT to use the Watt/I-80 Light Rail Station. This should not be an issue for either operator, but PCT most likely already has an existing MOU with SacRT for the use of the station. The only potential threat to this is if there are capacity constrains due to planned increased service in the future.

BATTERY ELECTRIC BUS OPERATIONS Summary: It is possible for Battery Electric Buses to operate the service, but there would need be an on-route charger with the capabilities of exporting at least 400 kW and the purchase of a Bus with at least a 653 kWh battery)

A preliminary analysis was done to identify the feasibility of operating the service with a battery electric bus. A 2.5 kWh/mi. battery efficiency was assumed for this service, this is a conservative estimation (New Flyer advertises an efficiency of 1.65 – 2.07 kWh/mi and Proterra advertises an efficiency of 1.53 – 2.35kWh/mi), it is important to note that a higher efficiency number requires more energy to operate the service every mile.

The energy requirements to operate the service are shown in Table 6 which is based off the roundtrip distances, the previously stated efficiency, and the number of round trips and pull trips each vehicle would perform. Without using on-route charging, each vehicle would require a battery that would be able to supply 1,001.5 kWh, but this technology does not currently exist with the largest battery available at 660 kWh. The battery-size would most likely need to be larger because there is a portion of the battery that is unusable and a portion of the battery capacity should remain unused to increase battery longevity.

Table 6 Vehicle Energy Requirements

Battery

Efficiency (KWh/Mi)

Round Trip Distance

(Mi)

Round Trip Energy

requirement (kWh)

Vehicle Round Trips

Energy Needed for

trips (kWh)

In-Service trips

2.5 53.6 134 7 938.0

Deadhead Trips

2.5 25.4 63.5 1 63.5

Total 1,001.5

The following table demonstrates the power required and battery size needed from an on-route charger to ensure that the vehicle would be able to complete the service. An on-route charger has an advertised capacity, but factors like existing battery state of charge can impact the speed of the charger and the efficiency. To account for the potential decrease in efficiency, the advertised charge was reduced by 20%. Table 7 assumes that the vehicle is able to charge the battery for at least 14 minutes every roundtrip. Based off the energy replenished after each on-route charge, the 400 kW and 500 kW chargers would be able to supply enough energy via on-route charging for a bus with at least a 522 kWh or 410 kWh battery. The 522 kWh and 410 kWh batteries are the minimum energy required and there should be an assumption that you would need a larger battery (an estimate of 653 kWh or 512 kWh battery) to account for battery longevity and portions of the battery unusable.

Table 7 Battery Capacity Needed per Power Supplied

Trip

200 kW Charger

(160 kW Supplied per hour)

300 kW Charger


400 kW Charger


500 kW Charger


Battery used

(kWh)

On-Route Charge

(kWh)

Battery used after on-

Route

(kWh)

Battery used

(kWh)

On-Route Charge

(kWh)


Route

(kWh)

Battery used

(kWh)

On-Route Charge

(kWh)


Route

(kWh)

Battery used

(kWh)

On-Route Charge

(kWh)


Route

(kWh)

Pull Trip -31.8 0.0 -31.8 -31.8 0.0 -31.8 -31.8 0.0 -31.8 -31.8 0.0 -31.8

Roundtrip 1 -165.8 37.3 -128.4 -165.8 56.0 -109.8 -165.8 74.7 -91.1 -165.8 93.3 -72.4

Roundtrip 2 -262.4 37.3 -225.1 -243.8 56.0 -187.8 -225.1 74.7 -150.4 -206.4 93.3 -113.1

Roundtrip 3 -359.1 37.3 -321.8 -321.8 56.0 -265.8 -284.4 74.7 -209.8 -247.1 93.3 -153.8

Roundtrip 4 -455.8 37.3 -418.4 -399.8 56.0 -343.8 -343.8 74.7 -269.1 -287.8 93.3 -194.4

Roundtrip 5 -552.4 37.3 -515.1 -477.8 56.0 -421.8 -403.1 74.7 -328.4 -328.4 93.3 -235.1

Roundtrip 6 -649.1 37.3 -611.8 -555.8 56.0 -499.8 -462.4 74.7 -387.8 -369.1 93.3 -275.8

Roundtrip 7

-745.8 37.3 -708.4 -633.8 56.0 -577.8 -521.8 74.7 -447.1 -409.8 93.3 -316.4

Pull Trip -740.2 0 -740.2 -609.5 0 -609.5 -478.8 0 -478.8 -348.2 0 -348.2

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