PROJECT STUDY REPORT CITY OF ELK GROVE KAMMERER ROAD EXTENSION PROJECT

OCTOBER, 2017

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Figure 1 City of Elk Grove Development Services Regional Vicinity

Background: The Kammerer Road Project proposes environmental clearance and ultimate construction of a four-lane road connecting Interstate 5 (I-5) at Hood–Franklin Road and State Route 99 (SR-99) at Kammerer Road (Project). Due to funding constraints, a 2-lane first phase of construction is anticipated. This improvement is identified in a variety of planning and policy documents, including the following: • City of Elk Grove General Plan • Sacramento County General Plan • East Franklin Specific Plan • Southeast Policy Area (SEPA) • Metropolitan Transportation Plan/Sustainable Communities Strategy (MTP/SCS) • Capital SouthEast Connector JPA

Project Need: The Project would provide a critical missing link in the infrastructure network that serves the City and south Sacramento County area, support the planned job center within the Southeast Policy Area (SEPA) within the City of Elk Grove. The City also experiences traffic congestion along Elk Grove and Laguna Boulevards, the existing main arterials accessing I-5 and SR-99, and this road would provide a parallel route. Project is also identified as a portion of the Capital SouthEast Connector project, a 34-mile thoroughfare and expressway connecting I-5 and SR-99 in south Sacramento County and US Hwy 50 in western El Dorado County, bypassing the congestion of downtown Sacramento.

Project Scope: At the western end, the Project will tie into the I-5/Hood Franklin Road Interchange. Connection of the roadway and interchange will include intersection control improvements.

From the I-5/Hood Franklin Road Interchange to Bruceville Road, the Project would construct approximately 3.25 miles of new roadway. The new road would be constructed as a four-lane expressway. The proposed right-of-way would accommodate two lanes in each direction with shoulders, a median, a public utility easement, a multiuse pathway on the north side of the roadway, and drainage improvements.

Project design features for the Project from I-5 interchange to Bruceville Road include the following:  Four through lanes (two lanes in each direction) with turn lanes at intersections;  Shoulders; Signage; Multiuse path; Drainage facilities; New and relocated public utility facilities; Noise mitigation walls  New connection at Hood Franklin Road; Franklin Boulevard; Willard Parkway; and Bruceville Road;  Grade separated crossing at UPRR

Due to funding constraints, the first phase of construction in anticipated to include the items above except two through lanes in lieu of four, and Class 2 bike lanes in lieu of a multiuse path.

From Bruceville Road to the SR-99/Grant Line Road/Kammerer Road interchange, the Project would replace the existing Kammerer Road for approximately 2.5 miles to create a four-lane thoroughfare, and a main surface arterial road with limited access. The eastern extent would conform to an existing, short six-lane section that intersects with the interchange at SR-99. The proposed right-of-way would accommodate two lanes in each direction with shoulders, a median, a public utility easement, a multiuse pathway on the north side of the roadway, and drainage improvements.

Project design features for the Project from Bruceville Road to SR-99 include the following:  Four through lanes (two lanes in each direction) with turn lanes at intersections;  Shoulders; Signage; Multiuse path;  Drainage;  New and relocated public utility facilities;  Noise mitigation walls  Existing connection with Rau Road  Existing connection at McMillan Road (future Big Horn Boulevard);

Due to funding constraints, the first phase of construction in anticipated to include the items above except two through lanes in lieu of four, and Class 2 bike lanes in lieu of a multiuse path.

Reversible Lane Analysis: Reversible lanes add peak-direction capacity to a two-way road and decrease congestion by "borrowing" available lane capacity from the other (off-peak) direction. The lanes are particularly beneficial where the cost to increase capacity is especially expensive, like on bridges and in dense urban areas. According to the Texas A&M Transportation Institute (Institute), the decision to consider reversible lanes is usually based on the need to mitigate recurrent congestion. Its use is most applicable on multi- lane roadways with a directional imbalance in excess of 65/35% with a predominance of through traffic and predictable congestion patterns. For the Kammerer project, the new roadway is being constructed in a non-constrained open area to the south of the City. It is not in a dense urban area that would preclude the ability to widen the facility in the future. Also, the project is proposing to separate opposite direction travel with an unpaved median. Given the above, the continual operations and maintenance cost of reversible lanes is not justified for this project.

Project Funding:

Total Capital Outlay Estimates (PS&E, Right-of-Way) Existing Total Project Cost ($1,000s) Implementing Component Prior 18/19 19/20 20/21 21/22 22/23 23/24+ Total Agency Capital SE E&P (PA&ED) Connector JPA City of Elk PS&E Grove City of Elk R/W SUP (CT) Grove City of Elk CON SUP (CT) Grove City of Elk R/W Grove City of Elk CON Grove TOTAL Proposed Total Project Cost ($1,000s) Notes E&P (PA&ED) 3,964 3,964 PS&E 1,600 1,500 3,100 R/W SUP (CT) CON SUP (CT) R/W 8,891 8,891 CON TOTAL 5,564 10,391 15,955

Program Fund No. 1: RTIP Code Existing Funding ($1,000s) Funding Component Prior 18/19 19/20 20/21 21/22 22/23 23/24+ Total Agency E&P (PA&ED) SACOG PS&E R/W SUP (CT) CON SUP (CT) R/W CON TOTAL Proposed Funding ($1,000s) Notes E&P (PA&ED) PS&E 1,000 1,000 R/W SUP (CT) CON SUP (CT) R/W 4,918 4,918 CON TOTAL 5,918 5,918

Program Fund No. 2: RSTP Code Existing Funding ($1,000s) Funding Component Prior 18/19 19/20 20/21 21/22 22/23 23/24+ Total Agency E&P (PA&ED) SACOG PS&E R/W SUP (CT) CON SUP (CT) R/W CON TOTAL Proposed Funding ($1,000s) Notes E&P (PA&ED) 1,164 1,164 PS&E R/W SUP (CT) CON SUP (CT) R/W CON TOTAL 1,164 1,164

Program Fund No. 3: Local Funds Code Existing Funding ($1,000s) Funding Component Prior 18/19 19/20 20/21 21/22 22/23 23/24+ Total Agency City of Elk E&P (PA&ED) Grove PS&E R/W SUP (CT) CON SUP (CT) R/W CON TOTAL Proposed Funding ($1,000s) Notes E&P (PA&ED) 1,300 1,300 PS&E 1,600 500 2,100 R/W SUP (CT) CON SUP (CT) R/W 3,973 3,973 CON TOTAL 2,900 4,473 7,373

Program Fund No. 4: Local Funds Code Existing Funding ($1,000s) Funding Component Prior 18/19 19/20 20/21 21/22 22/23 23/24+ Total Agency Capital SouthEast E&P (PA&ED) Connector Joint Powers Authority PS&E R/W SUP (CT) CON SUP (CT) R/W CON TOTAL Proposed Funding ($1,000s) Notes E&P (PA&ED) 1,500 1,500 PS&E R/W SUP (CT) CON SUP (CT) R/W CON TOTAL 1,500 1,500

Project Schedule; I5/Hood Franklin Interchange Project Study Report Approved 04/01/14 Begin Environmental (PA&ED) Phase 08/22/11 Circulate Draft Environmental Document ND/FONSI 01/01/18 Document Type Draft Project Report 04/01/18 End Environmental Phase (PA&ED Milestone) 06/01/18 Begin Design (PS&E) Phase 07/01/18 End Design Phase (Ready to List for Advertisement Milestone) 12/15/19 Begin Right of Way Phase 07/01/18 End Right of Way Phase (Right of Way Certification Milestone) 12/15/19 Begin Construction Phase (Contract Award Milestone) End Construction Phase (Construction Contract Acceptance TBD

Milestone) (dependent on funding Begin Closeout Phase availability) End Closeout Phase (Closeout Report)

Project Personnel Rick Carter Capital Program Manager City of Elk Grove (916) 627-3219 Keith Rhodes Capital Support Manager Willdan (916) 478-3665 Tom Metcalf Project Manager Willdan (916) 478-2281

Attachment April 2014 PSR-PDS for the I-5/Hood Franklin Interchange

ATTACHMENT

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Vicinity Map

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Table of Contents 1. INTRODUCTION ...... 1 2. BACKGROUND ...... 2 A. Project History ...... 2 B. Existing Facilities ...... 3 C. Pedestrian and Bicycle Facilities ...... 3 D. Existing Transit System ...... 4 E. Park & Ride ...... 4 3. PURPOSE AND NEED ...... 4 A. Purpose ...... 4 B. Need ...... 5 4. TRAFFIC ENGINEERING PERFORMANCE ASSESSMENT ...... 6 A. Accident Data ...... 7 B. Traffic Operations Analysis ...... 9 5. DEFICIENCIES ...... 11 6. CORRIDOR AND SYSTEM COORDINATION ...... 13 A. State Planning ...... 13 B. Local Planning ...... 13 C. Other Related Projects...... 14 7. STORMWATER CONTROL MEASURES ...... 15 A. Alternative 1 - Minimum Build ...... 16 B. Alternative 2 - L-9 ...... 16 C. Alternative 3: Roundabouts ...... 16 8. ALTERNATIVES ...... 16 A. No Build Alternatives ...... 16 B. Build Alternatives ...... 16 9. RIGHT-OF-WAY ...... 22 A. Utilities ...... 23 B. Railroad ...... 23 10. STAKEHOLDER INVOLVEMENT ...... 23 11. ENVIRONMENTAL DETERMINATION/DOCUMENT ...... 24 12. FUNDING ...... 26 A. Capital Outlay Project Estimate ...... 26 B. Capital Outlay Support Estimate ...... 26

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13. SCHEDULE ...... 26 14. RISKS ...... 26 15. FHWA COORDINATION ...... 27 16. PROJECT REVIEWS ...... 27 17. PROJECT PERSONNEL ...... 28 18. ATTACHMENTS ...... 28

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1. INTRODUCTION

The City of Elk Grove and Sacramento County, in a joint effort to plan for future growth and development in the south County and City areas, propose to improve local and regional circulation and reduce existing and future congestion by extending Kammerer Road from Bruceville Road west to Interstate 5 (I-5). The I-5/Hood Franklin Road Interchange (the Project) is a key segment of the Kammerer Road Extension project that creates a critical link between State Route 99 (SR 99) and I-5. The City of Elk Grove is leading this effort with environmental compliance supported from Sacramento County.

The City is currently facing peak-hour traffic congestion along the east-west routes of Elk Grove and Laguna Boulevards to access I-5 and SR 99. Kammerer Road currently provides access to SR 99. Access to I-5 from Kammerer Road requires traveling through a circuitous path along local roads, crossing at-grade railroad tracks, and passing through the town of Franklin to take westbound Hood Franklin Road to I-5. The Kammerer Road Extension would reduce traffic congestion, improve route continuity and east-west circulation in the City/County, and provide a link for residential areas and employment centers along the corridor.

Project Limits 03-SAC-5- 8.0/9.0 Number of Alternatives 3 Build Alternatives (and 1 No-Build) Current Capital Outlay $600,000 Support Estimate for PA&ED Current Capital Outlay $1 Million - $15 Million Construction Cost Range Current Capital Outlay Right- Less than $5 Million of-Way Cost Range Funding Source Local Funding (TBD) Type of Facility Interchange: 4 lane Freeway / Collector Road Number of Structures 2 existing structures: 1 to remain, 1 to be widened. Anticipated Environmental EIR/EA Determination or Document PA&ED Legal Description In Sacramento County south of City of Elk Grove at Hood-Franklin Road Overcrossing at I-5 from 3.0 miles north of Lambert Road to 1.5 miles south of Elk Grove Boulevard Project Development Category Category 3 The remaining capital outlay support, right-of-way, and construction components of the project are preliminary estimates and are not suitable for programming purposes. Either a project report or a supplemental PID following the format of a PSR will serve as the programming document for the remaining components of the project. A project report will serve as approval of the “selected” alternative.

______I-5/Kammerer Road PSR-PDS 1 03 – SAC – 5 – 8.0/9.0 (KP 12.8/14.5)

The City of Elk Grove and County of Sacramento are anticipated to jointly advance the design as a locally funded project. This PSR-PDS will assess the No Build Alternative and three potential build alternatives (see Attachment B) which include the following:  Minimum build to the existing L-9 Interchange  Standard L-9 Interchange  Roundabout Intersection Control

The Kammerer Road Extension project traffic impact study and the Traffic Engineering Performance Assessment for this PSR-PDS concluded that only minor improvements to the existing interchange are needed to accommodate the 2035 traffic demand due to the Kammerer Road Extension project. The modest improvements to provide acceptable traffic operations and levels of service under cumulative conditions would include signalized intersections at the off-ramps and ramp widening consistent with the minimum build option (Alternative 1). See additional discussion on the alternatives in section 8 and in the Transportation Evaluation Performance Assessment (Attachment I).

Project approvals are anticipated to be required from the California Department of Transportation (Caltrans), Central Valley Regional Water Quality Control Board (RWQCB), and Sacramento County. Additional approvals could be required by the Federal Highway Administration (FHWA), U.S. Army Corps of Engineers (USACE), and California Department of Fish and Wildlife Service (CDFWS).

2. BACKGROUND

A traffic impact study for the proposed Kammerer Road Extension project concluded that improvements to the I-5 / Hood Franklin Road interchange are necessary to accommodate the traffic demand from the extension project. As a result, this PSR-PDS was initiated in coordination with Caltrans to identify the project scope, review the risks, opportunities, and schematic components of the I-5 / Hood Franklin Road interchange in order that the interchange improvements, in conjunction with the Kammerer Road extension, can advance to the PA&ED phase. Since the interchange improvements are a component of the Kammerer Road extension, the PSR-PDS anticipates that Hood Franklin Road would be renamed Kammerer Road east of I-5 and will be referenced as such in this document.

A. Project History

In December 2009, using local guidelines, the City of Elk Grove prepared a Project Study Report (PSR) of Conceptual Alternatives for the Kammerer Road Extension project. The PSR was finalized and accepted by the City in December 2009 and the County in February 2010.

The Sacramento County General Plan Circulation Element has identified the extension of Kammerer Road between Bruceville Road and I-5 since 1965. These previous planning level efforts, while recognizing the extension of Kammerer Road between Bruceville Road and I-5, did not identify alignment alternatives.

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B. Existing Facilities

I-5 is a key north-south interstate freeway that traverses California from the US-Mexico border to Oregon. South of Hood Franklin Road, I-5 provides access to southern portions of Sacramento County as well as the San Joaquin Valley and Southern California. To the north, I-5 provides access to northern portions of the Sacramento County as well as the Sacramento Valley. At Hood Franklin Road, the mainline section of I-5 has two traffic lanes in each direction.

Hood Franklin Road is an east-west roadway in Sacramento County serving rural areas between Franklin Boulevard to the east and terminating at State Route 160 (SR 160) / River Road in the Town of Hood to the west. Hood Franklin Road has stop-controlled intersections at Franklin Boulevard. The existing northbound and southbound I-5 off- ramps are stop controlled at Hood Franklin Rd. Hood Franklin Road between Franklin Boulevard and I-5 is approximately one mile in length and is a two-lane rural facility with minimal shoulders and multiple driveways.

Kammerer Road is an east-west roadway that traverses the southern portion of the City of Elk Grove. The roadway extends along the border of the City of Elk Grove with Sacramento County to the south. On its west end, Kammerer Road terminates at a T- intersection at Bruceville Road with stop control on the westbound approach. To the east, the roadway becomes Grant Line Road at the freeway interchange with State Route 99. The segment of Kammerer Road proposed for widening currently has one travel lane in each direction.

The existing interchange at I-5 is a Type L-9 with slip on-ramps from westbound Hood Franklin Road to northbound I-5 and from eastbound Hood Franklin Road to southbound I-5 that are both uncontrolled as they diverge from the local road. Additionally, there are loop on-ramps from eastbound Hood Franklin Road to northbound I-5 and from westbound Hood Franklin Road to southbound I-5 that are also both uncontrolled as they diverge from Hood Franklin Road. There are diamond off-ramps with stop sign control from both northbound and southbound I-5 to Hood Franklin Road. The existing I-5 overcrossing (Bridge No. 24-0326) has two 12 foot travel lanes, 8 foot shoulders on each side, and a 5 foot sidewalk on the north side.

C. Pedestrian and Bicycle Facilities

The existing Hood Franklin overcrossing bridge (Bridge No. 24-0326) at I-5 includes a 5- ft sidewalk and 8-ft shoulder on the north side which can accommodate a Class II Bikeway.

With the exception of the existing facilities on the I-5 overcrossing (Bridge No. 24-0326), no pedestrian or bicycle facilities exist in the study area. Along Kammerer Road to the east, the closest sidewalks are on the north side of Kammerer Road to the east and west of Lent Ranch Parkway. The closest bike lane is on the north and south sides of Kammerer Road to the east and west of Lent Ranch Parkway. Class I bike paths are currently

______I-5/Kammerer Road PSR-PDS 3 03 – SAC – 5 – 8.0/9.0 (KP 12.8/14.5)

proposed along the north side of Kammerer Road in the area proposed for widening and extension.

D. Existing Transit System

Transit service is provided in the City of Elk Grove by E-TRAN. Routes are coordinated with Sacramento Regional Transit District (RT) buses and light rail and South County Transit/Link (SCT/LINK) to areas outside the city. There are no transit routes that currently use the Hood Franklin Road or its interchange with I-5.

E. Park & Ride

Currently, Caltrans District 3 and its local and regional partners provide 49 existing Park and Ride facilities in per Caltrans District 3 web page and district map (http://www.dot.ca.gov/dist3/departments/planning/Park-Ride/index.htm); however, none of the existing facilities are near I-5 between the San Joaquin County line and downtown Sacramento. Within this corridor, per Sacramento Area County of Governments (SACOG) /511 website (http://www.sacregion511.org/rideshare/parkandride/), Sacramento Regional Transit operates and maintains a Park & Ride lot near the Laguna Boulevard/I-5 interchange which is approximately 3.5 miles north of the I-5/Kammerer Road interchange. See Section 6 - Corridor and System Coordination for discussion about future Park & Ride facilities planned in the project vicinity.

3. PURPOSE AND NEED

The PSR-PDS purpose and need are based primarily on those for the larger Kammerer Road extension project as reviewed and approved by the Kammerer Road Project Development Team (PDT). The PDT was established in May 2008 to discuss the Kammerer Road Extension design alternatives, limits, and schedule. The PDT meets monthly during high activity periods and consists of representatives from City of Elk Grove, Sacramento County, Caltrans, Capital South-East Connector Joint Powers Authority (JPA), and the consultant team.

A. Purpose

The purpose of the Project is to improve traffic operations and safety, reduce existing and projected congestion, accommodate interchange travel demand through design year 2038, and provide a vital component of the east-west gap closure. The Project’s objectives, which provide a basis for defining and evaluating the range of alternatives in an environmental document in accordance with the National Environmental Policy Act (NEPA) and the California Environmental Quality Act (CEQA), are:  Improve the link to I-5 for residential areas and employment centers in the vicinity of the project  Improve east-west circulation in the City of Elk Grove and south Sacramento County

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 Improve traffic operations and safety within the interchange for existing and estimated development growth through year 2038

B. Need

The City of Elk Grove is currently facing peak-hour traffic congestion along Elk Grove and Laguna Boulevards to access I-5. To access I-5 via Hood Franklin Road, the city residents face circuitous travel as they must traverse west on Bilby Road, proceed north on Willard Parkway, west again on Bilby Road, south on Franklin Boulevard, then west across Hood Franklin Road to reach I-5. The Kammerer Road Extension Project would provide a critical missing link in the roadway network that serves the City of Elk Grove and south Sacramento County area. As part of the overall project, the I-5/Kammerer Road (Hood Franklin) interchange must accommodate the resulting traffic volume from the Kammerer Road extension. The interchange needs to address the traffic network problems that include:  Limited route continuity  High travel time and delays in the project vicinity and adjacent transportation corridors  Existing and projected traffic congestion in the project vicinity and adjacent transportation corridors  Constrained traffic operations at the interchange

______I-5/Kammerer Road PSR-PDS 5 03 – SAC – 5 – 8.0/9.0 (KP 12.8/14.5)

4. TRAFFIC ENGINEERING PERFORMANCE ASSESSMENT

A Traffic Engineering Performance Assessment (TEPA) was prepared for modifications to the Hood Franklin Road interchange at I-5 based on the understanding that the interchange improvements would be part of the proposed project to widen and extend Kammerer Road to be implemented by the City of Elk Grove and Sacramento County. The TEPA follows the preparation guidelines for a PSR-PDS and summarizes the methodology, analyses, and conclusions of the assessment and is include in Attachment I.

To meet the purpose of the PSR-PDS, the preliminary traffic engineering studies were limited to an assessment of readily available information and data, and macro-level analysis and evaluation and produced planning level traffic engineering operations under current and forecasted conditions. The traffic engineering effort performed during PA&ED will further define the scope of work and produce more detailed estimates of the operational and safety impacts (benefits and dis-benefits) of the proposed highway infrastructure.

The TEPA analyses of the Build Alternatives under existing and cumulative conditions are based upon forecasted traffic volumes assuming the proposed improvements associated with the proposed widening and extension of Kammerer Road. The Kammerer Road improvements assume the extending and widening Kammerer Road as a four lane road between Bruceville Road and the Hood Franklin Road interchange with I-5.

The traffic volume forecasts were developed utilizing the latest version of SACOG’s regional SACMET travel model. The analysis of cumulative conditions is based upon SACOG’s Year 2035 development forecasts except in the City of Elk Grove, where full build-out of the City’s developable land was assumed.

The Sacramento County General Plan has a Level of Service (LOS) "E" policy within the Urban Service Boundary. Since the project interchange is in a rural area and outside the Urban Service Boundary, the county's LOS "D" policy applies. Additionally, the City of Elk Grove requires that all roadways and intersections operate at a minimum LOS "D" at all times; therefore, LOS of "D" or better is considered acceptable. See Table 1 in Attachment I for LOS definitions.

The following are the key findings of the traffic operations and safety analyses of the I-5 / Hood Franklin Road interchange:  Under existing conditions, the stop-signed intersections of the I-5 northbound and southbound ramps with Hood Franklin Road operate at LOS A conditions during the a.m. peak hour and LOS B during the p.m. peak hour.  For all of the build alternatives, the intersections of the I-5 northbound and southbound ramps with Hood Franklin Road would operate at an acceptable LOS of D or better during a.m. and p.m. peak hours under both existing and cumulative conditions. Queuing on the off-ramps (95th percentile) would not be excessive and traffic would not back up onto the I-5 mainline during peak periods. The length of turn lanes on the I-5 northbound and southbound off-ramp approaches, which will be defined in PA&ED, should allow traffic on the minor movements to avoid queues related to the major movement under at least average conditions.

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 Under existing conditions, all of the Hood Franklin Road interchange ramp merge and diverge points operate at LOS B or C conditions during the a.m. and p.m. peak hours. The I-5 mainline in the vicinity of the Hood Franklin Road interchange currently operates at LOS A or B conditions during the a.m. and p.m. peak hours.  All of the build alternatives would cause minor increases in the vehicle density at the Hood Franklin Road interchange ramp merge and diverge points and on the I-5 mainline near the interchange. These ramps and mainline segments would operate at an acceptable LOS of D or better during a.m. and p.m. peak hours under both existing and cumulative conditions.  Existing accident data at the Hood Franklin Road interchange shows some ramps have higher accident rates than average rates for similar facilities. However, the total number of accidents and total traffic volume on those ramps are currently very low.  The PDT for the PSR-PDS recognized that the existing Type L-9 design at the Hood Franklin Road interchange would require modest improvements to provide acceptable traffic operations and levels of service under existing and cumulative conditions. However, additional alternatives are being considered to fulfill Caltrans policy on Intersection Control Evaluation (ICE). The existing interchange does not meet new design standards for L-9 interchanges, which were recently modified to improve safety for bicyclists and pedestrians that travel through the interchange to cross a freeway.  While the demand for bicycles crossing I-5 at Hood Franklin Road may be low, the PDT decided that alternatives that meet current Caltrans standards and provide improved safety for bicyclists crossing I-5 should be evaluated in the TEPA so that they could be compared to an alternative that involves modest improvements to the existing L-9 interchange.  Compared to Alternative 1, the standard L-9 design (Alternative 2) would provide enhanced safety for the limited number of bicyclists and pedestrians that would cross I-5 on Hood Franklin Road.  Collisions that occur in roundabouts are typically minor and cause few injuries since they occur at low speeds. Compared to Alternatives 1 and 2, which control movements on Hood Franklin Road with signalized intersections, Alternative 3 would provide enhanced traffic safety.  Compared to Alternative 1, the low vehicle speed with roundabouts in Alternative 3 would provide enhanced safety for the limited number of bicyclists and pedestrians that would cross I-5 on Hood Franklin Road.

A. Accident Data

The table below summarizes accidents and existing accident rate data on I-5 near the Hood Franklin Road interchange as well as the interchange ramps. This data reflects a three year period from January 1, 2009 to December 31, 2011. For each location, the accident rates are compared to average rates from similar Caltrans facilities.

The rate data shows some ramps have higher accident rates than average rates for similar facilities. However, the total number of accidents and total volume on those ramps are currently very low.

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Accident Rates for I-5 near Hood Franklin Number of Actual Accident Statewide Average Location Accidents Rate Accident Rate Total Fatal Injury Fatal F + I Total Fatal F + I Total Mainline Rte 5 within 1 mile of Hood Franklin Rd 34 1 16 0.009 0.15 0.29 0.01 0.2 0.55 (SAC PM 7.493 to SAC PM 9.493) Ramps

NB off-ramp to Hood Franklin Rd 0 0 0 0 0 0 0.007 0.34 1.04

NB Loop on-ramp from EB Hood 0 0 0 0 0 0 0.11 0.19 0.65 Franklin Rd NB on-ramp from WB Hood 2 0 1 0 0.7 1.4 0.004 0.18 0.53 Franklin Rd SB on-ramp from EB Hood 0 0 0 0 0 0 0.004 0.18 0.53 Franklin Rd SB loop on-ramp from WB Hood 1 0 1 0 1.66 0.01 0.011 0.19 0.65 Franklin Rd

SB off-ramp to Hood Franklin Rd 1 0 1 0 0.69 0.69 0.007 0.34 1.04

Notes: For mainline sections, the rate is accidents per million vehicle-miles. For the ramps, the rate is accidents per million vehicles

Rates highlighted in grey exceed average rates for similar facilities

The accident type for the four shown that occurred in the three year period are:  SB on-ramp from WB Hood Franklin Rd - 1 broadside  SB off-ramp to Hood Franklin Rd - 1 rear end  NB on-ramp from WB Hood Franklin Rd - 2 overturn

Source: TASAS data from Caltrans District 3 (Three year period from January, 1 2009 to December 31, 2011)

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B. Traffic Operations Analysis

Intersection Operations The tables below summarize a.m. and p.m. peak hour operating conditions at the intersections of the I-5 northbound and southbound ramps with Hood Franklin Road under existing and cumulative conditions. See Attachment I for full TEPA findings.

Intersection 1: Kammerer Road & I-5 Southbound Ramps Existing Cumulative Alternative AM PM AM PM LOS LOS LOS LOS No Build A B A B Build Alternatives Minimum Build L-9A B C C Standard L-9A B C C Roundabout A C C C

Intersection 2: Kammerer Road & I-5 Northbound Ramps Existing Cumulative Alternative AM PM AM PM LOS LOS LOS LOS No Build A B A B Build Alternatives Minimum Build L-9A B B C Standard L-9A B C C Roundabout A B B B Notes: No Build = No Kammerer Road Extension Build Alternatives assume Kammerer Road Extension Source: DKS Associates, 2013

The level of service analysis indicates the following:  Under existing conditions, the stop-signed intersections operate at LOS A conditions during the a.m. peak hour and LOS B during the p.m. peak hour.  All of the build alternatives would operate at an acceptable LOS during a.m. and p.m. peak hours under both existing and cumulative conditions.  The analysis indicates that queuing on the off-ramps (95th percentile) would not be excessive and traffic would not back up onto the I-5 mainline during peak periods. The length of turn lanes on the I-5 northbound and southbound off-ramp approaches, which will be defined in PA&ED, should allow traffic on the minor movements to avoid queues related to the major movement under at least average conditions. ______I-5/Kammerer Road PSR-PDS 9 03 – SAC – 5 – 8.0/9.0 (KP 12.8/14.5)

Freeway Ramp and Mainline Operating Conditions

Level of service analyses were conducted for freeway merge and diverge junctions at the Hood Franklin Road interchange and for freeway mainline segments north and south of the Hood Franklin Road.

The build alternatives primarily differ in the way traffic is controlled at the intersections of the I-5 ramps with Hood Franklin Road, not with the way traffic merges and diverges from I-5. Thus the traffic volumes and operations of the merge and diverge points and the I-5 mainline will not vary among the design alternatives. The minor exception is the elimination of the eastbound to northbound loop on-ramp under Alternative 3 (Modified interchange with roundabouts), which would result in a small increase in traffic volume at the merge point for the one northbound on-ramp for that alternative.

Existing, Existing Plus Build Alternatives, Cumulative, and Cumulative Alternatives During A.M. and P.M. Peak Hour - Freeway Ramp LOS Existing Plus Cumulative No Cumulative Plus Existing Build Build Build Conditions - Conditions Conditions - All Junction Conditions All Alternatives Ramp Alternatives Type AM PM AM PM AM PM AM PM Peak Peak Peak Peak Peak Peak Peak Peak LOS LOS LOS LOS LOS LOS LOS LOS Northbound Hood Franklin One-Lane B B B B C C C C Road Exit Diverge Eastbound Hood One-Lane Franklin Road B B B B C C B B Merge Loop Entrance

Westbound Hood One-Lane Franklin Road C B C B C C C C Merge Slip Entrance Southbound Hood Franklin One-Lane B C B C C D C D Road Exit Diverge Westbound Hood One-Lane Franklin Road B B B B C C C C Merge Loop Entrance Eastbound Hood One-Lane Franklin Road B C B C C C C D Merge Slip Entrance Source: DKS Associates, 2013

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The analysis indicates the following:  Under existing conditions, all of the ramp merge and diverge points operate at LOS B or C conditions during the a.m. and p.m. peak hours.  Under existing conditions, the I-5 mainline operates at LOS A or B conditions during the a.m. and p.m. peak hours.  All of the build alternatives would cause minor changes in the vehicle density at the ramp merge and diverge points and would operate at an acceptable LOS during a.m. and p.m. peak hours under both existing and cumulative conditions.  All of the build alternatives would cause minor changes in the vehicle density on the I-5 mainline and would operate at an acceptable LOS during a.m. and p.m. peak hours under both existing and cumulative conditions.

Existing, Existing Plus Build Alternative, Cumulative and Cumulative Plus Build Alternatives A.M and P.M. Peak Hour - Freeway Mainline Segment LOS Cumulative Existing Plus Cumulative No Existing Build Plus Build Build Conditions Alternative Conditions - All Conditions Conditions Alternatives AM PM AM PM AM PM AM PM No. of Peak Peak Peak Peak Peak Peak Peak Peak Freeway Segment Lanes LOS LOS LOS LOS LOS LOS LOS LOS I-5 Northbound Twin Cities Rd to 2 B A B B B B C B Hood Franklin Rd Hood Franklin Rd 2 B A B A B B B B to Elk Grove Blvd I-5 Southbound Elk Grove Blvd to 2 A B A B B C B C Hood Franklin Rd Hood Franklin Rd 2 A B B B B C B C to Twin Cities Rd Source: DKS Associates, 2013

5. DEFICIENCIES

The project needs to address travel time and delays within the project vicinity. While all of the build alternatives, the intersections, ramps, mainline and local collector would operate at an acceptable LOS under both existing and cumulative conditions, all three build alternatives would significantly increase delay. Alternatives 1 and 2 (Minimum Build L-9 and Standard L-9) would significantly increase delay in both the a.m. and p.m. peak hours in both directions as illustrated in the table below and Table 5 of the TEPA (see Attachment I).

Alternative 3 would also significantly increase delay in the p.m. peak hour and moderately increased delay in the a.m. peak hour on the southbound ramps. Under Alternative 3, there would be minor increased delay during both the a.m. and p.m. peak on the northbound ramps.

______I-5/Kammerer Road PSR-PDS 11 03 – SAC – 5 – 8.0/9.0 (KP 12.8/14.5)

Intersection 1: Kammerer Road & I-5 Southbound Ramps Existing Cumulative AM PM AM PM Alternative Delay Delay Delay Delay (sec) (sec) (sec) (sec) No Build 9.6 10.6 9.5 10.9 Build Alternatives 1. Minimum Build L-9 8.2 13.4 21.8 22.9 2. Standard L-9 8.2 13.4 21.8 22.9 3. Roundabout 5.5 17.8 17.8 23.2 Intersection 2: Kammerer Road & I-5 Northbound Ramps Existing Cumulative AM PM AM PM Alternative Delay Delay Delay Delay (sec) (sec) (sec) (sec) No Build 9.5 10.5 9.8 10.5 Build Alternatives 1. Minimum Build L-9 4.9 12.3 19.6 25.8 2. Standard L-9 6.2 12.8 21.9 28.5 3. Roundabout 4.5 11.9 10.8 12.4 Notes: No Build = No Kammerer Road Extension Build Alternatives assume Kammerer Road

Extension Source: DKS Associates, 2013

The traffic analysis indicates that the queues under Alternatives 1 and 2 could back up onto Kammerer Road at the overcrossing structure during the PM peak hour in the cumulative condition as shown in Table 6 of the TEPA (Appendix I). However, the proposed traffic signals provide ample green time for the eastbound movement that will allow the queue to clear. This analysis assumes no signal coordination between the two ramp intersections, which would substantially reduce queues. If determined to be warranted during the PA&ED phase, mitigation measures to avoid queuing onto the structure could be explored. Those measures for Alternatives 1 and 2 could include such improvements as a traffic signal interconnect or the addition of a second eastbound lane east of the overcrossing.

The existing project is in a rural location and there are currently virtually no pedestrians traveling through the interchange; however, the anticipated growth through 2038 could bring alternative transportation modes crossing I-5 on Hood Franklin Road.

The demand for bicycles crossing I-5 at Hood Franklin Road is currently low. One purpose of the project is to improve safety within the project area - including conceivable pedestrian and bicycle usage. Compared to Alternative 1, the standard L-9 design (Alternative 2) would provide enhanced safety for bicyclists and pedestrians, and Alternative 3 would provide

______I-5/Kammerer Road PSR-PDS 12 03 – SAC – 5 – 8.0/9.0 (KP 12.8/14.5) enhanced vehicle traffic safety at intersections over Alternatives 1 and 2. See the TEPA in Attachment I for additional safety discussion.

6. CORRIDOR AND SYSTEM COORDINATION

A. State Planning

Caltrans District 3 - District System Management and Development Plan (DSMDP) lists I-5 as an important goods corridor that provides a direct truck route between Seattle, Portland and Los Angeles. Interregional Road System (IRRS) lists I-5 as a "High Emphasis" route per California Interregional Transportation Strategic Plan (CA ITSP). Similarly, the Transportation Corridor Concept Report (TCCR) for Interstate 5 approved in September 2010 designates Interstate 5 as a "High Emphasis" route, giving it elevated interregional importance and eligibility for the funding through the Interregional Improvement Program component of the State Transportation Improvement Program.

Long-term planning for I-5 is addressed in the SR-99 & I-5 Corridor System Management Plan (CSMP) dated May 2009 and the Transportation Corridor Concept Report (TCCR) approved in September 2010. The CSMP covers I-5 from Hood Franklin Road in Sacramento County to State Route 113 in Woodland (Segments 2 through 11). The TCCR addresses I-5 from the Sacramento/San Joaquin County Line to Hood Franklin Road (Segment 1). The Project Area is within Segment 1 (PM 0.02 to 8.49) and extends approximately one half mile into Segment 2 (PM 8.49 to 10.83).

The CSMP identifies I-5 as a high demand travel corridor. The TCCR identifies Segment 1 of I-5 as a four-lane freeway characterized by interregional travel, ranging from international movement of goods to commuting between Sacramento and Stockton. The TCCR also indicates that improved connections to SR 99 via Hood Franklin Road are expected to affect Segments 2 through 4 more than Segment 1.

Coordination between the state and Sacramento County will be necessary for delegation of the CEQA process. Cooperative agreements will be necessary for this local project for PA&ED; right of way; final design for Plans, Specifications, and Estimates (PS&E); and construction. Additionally, maintenance agreements between the State and Sacramento County will need to be modified for electrical, landscaping, and freeway facilities. The state and Sacramento County may also need to coordinate on right of way relinquishment.

B. Local Planning

Hood Franklin Road is designated a Rural Collector roadway west of I-5 in the Sacramento County General Plan.

The City of Elk Grove General Plan, Sacramento County General Plan, Sacramento Area Council of Governments (SACOG) Traffic Model and SACOG 50-year Blueprint all include discussion about the Kammerer Road Extension from Bruceville Road to I-5. SACOG's Metropolitan Transportation Plan (MTP) for 2025 includes a multimodal

______I-5/Kammerer Road PSR-PDS 13 03 – SAC – 5 – 8.0/9.0 (KP 12.8/14.5)

transportation corridor that connects Elk Grove, Rancho Cordova and El Dorado Hills. One of the Kammerer Road Extension alternatives includes alignments that follow Hood Franklin, Kammerer and Grant Line Roads with a four-lane parkway that connects I-5 with State Route 99. The MTP for 2025 include modifications to the Hood Franklin Interchange.

The Sacramento County Bicycle Master Plan (April 2011) does not include bicycle facilities on Hood Franklin Road. The City of Elk Grove’s Bicycle Master Plan (July 2004) calls for future bike lanes on existing Kammerer Road (east of Bruceville Road) as well as on the extension of Kammerer Road from Bruceville Road to Franklin Road.

C. Other Related Projects

Capital South-East Connector (Connector) Studies, is a proposed 35-mile multimodal transportation facility that will enhance mobility between Sacramento and El Dorado Counties and the Cities of Elk Grove, Rancho Cordova, and Folsom. Under the overall direction of the Connector Joint Powers Authority (JPA), each jurisdiction within the corridor has been given authority to construct segments independently. While the Kammerer Road extension shares its alignment with a segment of the Connector, the extension provides independent utility between I-5 and SR 99 to reduce traffic congestion in the City of Elk Grove and improve route continuity for adjacent residential areas in Sacramento County.

The planned I-5/Hood Franklin Road overcrossing widening project is included in the 2016 MTP and would widen the existing overcrossing to provide six lanes, widen all ramps to two lanes, and install signals. The project is estimated to cost approximately $12 million and planned to be completed in 2035. While portions of this project are included in this PSR-PDS, the traffic analysis associated with the Kammerer Road Extension performed to date does not indicate the need to widen the bridge to 6 lanes by the project forecast year of 2035.

"System Management / Traffic Operations System on I-5 between the San Joaquin County Line and SR 113" (2016 MTP Project ID: NeedID-88) would implement operational improvements including the installation of Changeable Message Sign and Closed Circuit Television Camera System.

I-5 HOV Lane (2016 MTP Project ID CAL17840) would construct High Occupancy Vehicle lanes as Bus/Carpool Lanes on I-5 from 1.1 miles south of Elk Grove Boulevard to US 50 in Sacramento to add HOV lanes within the existing center median. The I-5 HOV Lane project is outside the PSR-PDS project limits.

A project (EA 03-3A370) proposes PCC pavement rehabilitation on I-5 from the San Joaquin County Line to the Beach Lake Bridge one mile north of Laguna Boulevard. The existing PCC pavement will be rehabilitated by replacing the failing slabs and grinding from PM 0.0 to 13.0. The work will be complete when the I-5 HOV Lane project goes to construction.

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The Bay Delta Conservation Plan (BDCP) Draft EIR/EIS is available for public review and comment. The BDCP proposes to provide for the conservation and management of the covered species, contribute to the recovery of threatened and endangered species, help prevent species from becoming threatened or endangered, and improve ecosystem health. While the BDCP is outside the project limit, the BDCP will update the regulatory framework for conservation strategies for the Sacramento - San Joaquin Delta. The BDCP could require coordination for areas that extend upstream beyond the Delta.

Caltrans District 3 Park and Ride web page and district map indicates that there are Park and Ride facilities in District 3 and that one upcoming facility is anticipated along I-5 near Hood Franklin Road (http://www.dot.ca.gov/dist3/departments/planning/Park- Ride/index.htm). However, information received from Caltrans indicates that there are no Park and Ride facilities planned by Caltrans at Hood Franklin/I-5 and that District 3 is in the process of website updates.

7. STORMWATER CONTROL MEASURES

The Central Valley RWQCB issues and enforces National Pollutant Discharge Elimination System (NPDES) Municipal Stormwater Permits. Sacramento County and City of Elk Grove will be responsible for California RWQCB Central Valley Region NPDES Municipal Stormwater Permit conditions within their jurisdiction. In November 2009 the Sacramento Stormwater Quality Partnership published their Stormwater Quality Improvement Plan which described their comprehensive program for complying with their municipal stormwater permit and reducing pollutants in urban runoff to the maximum extent practicable.

Stormwater control measures will be required for all build alternatives. Source Control measures (Treatment BMPs) per Stormwater Quality Design Manual for the Sacramento and South Placer Regions - Integrated Design Solutions for Urban Development Protecting Our Water Quality dated May 2007 will be required since each of the three alternatives will create or modify five (5) or more acres of impervious surface.

Permanent Best Management Practices (BMPs) are anticipated to include bio-swales (vegetated swales), infiltration basins, sand filters or similar as outlined in Chapter 4 of Stormwater Quality Design Manual for the Sacramento and South Placer Regions. These facilities are anticipated to be implemented using integrated management practices within the existing and proposed project right of way and would not require separate or additional right of way.

Because the project area has a history of vehicular use, lead contamination associated with exhaust emissions from motor vehicles is expected and in-situ soil testing will be required during final design. Aerial Deposited Lead (ADL) is anticipated to be buried and covered on site in compliance with State Specifications and Variance issued by the Department of Toxic Substances Control (DTSC). In this case, written notification to RWQCB will be required during project permitting - a minimum of 30 days prior to advertisement for bid for the project regardless of the selected alternative.

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A. Alternative 1: Minimum Build

Temporary BMPs such as straw bales, silt fencing, fiber rolls, and hydroseeding are expected to cost approximately $50,000. The cost of permanent BMPs is estimated to be approximately $130,000 and could include such features as bio-infiltration swales to treat the approximately 5 acres of new or reworked impervious area.

B. Alternative 2: L-9

Straw bales silt fencing, fiber rolls, and sediment basins are potential stormwater control measures that could be implemented during construction. The temporary BMPs are estimated to cost approximately $157,000. The cost of permanent flow and treatment BMPs are estimated to be approximately $210,000. The permanent stormwater treatment facilities may include features such as bio-infiltration swales and infiltration ponds to treat the approximately 8 acres of new or modified impervious area.

C. Alternative 3: Roundabouts

Temporary BMPs may include straw bales, silt fencing, fiber rolls, fiber mats, sediment basins, and hydroseeding and are anticipated to cost approximately $96,000. The cost of permanent stromwater treatment BMPs is estimated to be approximately $235,000 which could include bio-infiltration swales or infiltration planters to treat and retain flows for approximately 9.3 acres of new or modified impervious area included under this alternative.

8. ALTERNATIVES

A. No Build Alternatives

The "No Build" alternative would maintain the existing interchange configuration. Under this alternative, Kammerer Road would not be extended nor would the existing Hood Franklin Road be widened.

B. Build Alternatives

All three build alternatives are based on construction of the Kammerer Road Extension project which will extend Kammerer Road west of Bruceville Road to connect with Hood Franklin Road at I-5. The PSR-PDS build alternatives are:  Alternative 1 – Minimum Build L-9,  Alternative 2 – Standard L-9,  Alternative 3 – Roundabout Intersection Control.

The build alternatives also include installation of ramp metering on the northbound I-5 on- ramp from westbound Hood Franklin Road and provision of a lane to allow high- occupancy vehicles (HOVs) to bypass the ramp meter. None of the build alternatives

______I-5/Kammerer Road PSR-PDS 16 03 – SAC – 5 – 8.0/9.0 (KP 12.8/14.5)

include the widening of the existing Hood Franklin bridge over-crossing I-5. That said, both approaches to the bridge require maintenance repairs due to settling and asphalt raveling as outlined in the Bridge Inspection Report. These maintenance items would need to be addressed as part of the project. Additionally, all build alternatives would include installation of bicycle railing at the bridge in order to meet the 42 inch height requirement consistent with the Highway Design Manual (HDM).

The design of all three build alternatives are based on California STAA as the design vehicle. While the Connector will not be part of the project, the selection of this design vehicle will allow the Connector to be accommodated in the future.

While not consistent with current state standards for a bridge sidewalk, the existing Hood Franklin bridge can accommodate ADA since the existing structure has a 5 foot wide sidewalk. While the as-build drawings indicate the longitudinal approach slope is approximately 5.7 percent, switch backs or grading can provide access to the structure in compliance with ADA. Based on the as-built plans, the existing crest curve at the overcrossing is approximately 1,000 feet. The sag curves east and west of the overcrossing are each estimated to be approximately 350 feet long. The elevation difference between the conform points 1,300 feet east and 1,000 feet west of the bridge to the high point is approximately 24 feet. These factors restrict the design speed at the overcrossing as the vertical stopping sight distance is limited. The existing condition support a design speed of approximately 40 miles per hour due to a stopping sight distance of less than 360 feet. This condition is proposed to remain under all three build alternatives. The reduced speed at the overcrossing would be an advantage for the roundabout under Alternative 3 because it would encourage a reduced speed through the roundabouts. The modified L-9 (Alternative 1) could mitigate the limited sight distance by providing warning lights approximately 100 feet in advance of the bridge to notify motorists to reduce speed as they approach the signalized intersections. Alternatively, signal interconnect may be necessary. Under the standard L-9 (Alternative 2) the signalized intersection locations will need to be located such that cars queuing at the signalized intersection can be seen by vehicles approaching from the overcrossing.

Design layouts for each of the build alternatives are included in Attachment B.

______I-5/Kammerer Road PSR-PDS 17 03 – SAC – 5 – 8.0/9.0 (KP 12.8/14.5)

Design Standards Risk Assessment Design Standard Probability of from Highway Design Exception Alternative Design Manual Approval (None, Justification for Probability Rating Tables 82.1A & Low, Medium, 82.1B High,)

The standard sidewalk width would require Mandatory 208.4 widening or replacing the bridge structure. Project 1 High Bridge Sidewalks cost will increase to accommodate the standard sidewalk width.

The standard superelevation transition rate will Advisory 202.5(3) require lengthening of the existing interchange Superelevation in ramps. Environmental impacts, right-of-way 1 Medium Restrictive needs, and project cost will increase as the existing Situations interchange ramps are lengthened to accommodate the standard superelevation transition rate.

The standard sidewalk width would require Mandatory 208.4 widening or replacing the bridge structure. Project 2 High Bridge Sidewalks cost will increase to accommodate the standard sidewalk width.

The standard superelevation transition rate will Advisory 202.5(3) require lengthening of the existing interchange Superelevation in ramps. Environmental impacts, right-of-way 2 Medium Restrictive needs, and project cost will increase as the existing Situations interchange ramps are lengthened to accommodate the standard superelevation transition rate.

The standard sidewalk width would require Mandatory 208.4 widening or replacing the bridge structure. Project 3 High Bridge Sidewalks cost will increase to accommodate the standard sidewalk width.

The standard superelevation transition rate will Advisory 202.5(3) require lengthening of the existing interchange Superelevation in ramps. Environmental impacts, right-of-way 3 Medium Restrictive needs, and project cost will increase as the existing Situations interchange ramps are lengthened to accommodate the standard superelevation transition rate.

National Probability of Cooperative Design Exception Highway Research Alternative Approval (None, Justification for Probability Rating Program Low, Medium, (NCHRP) Report High,) 672 3 N/A N/A N/A

______I-5/Kammerer Road PSR-PDS 18 03 – SAC – 5 – 8.0/9.0 (KP 12.8/14.5)

Alternative 1 - Minimum Build

The existing L-9 interchange is consistent with HDM prior to May 2012 that modified ramp intersections to meet local streets at right angles. Under this alternative, the existing southbound and northbound off-ramps would be realigned to intersect with the local collector at right angles. The off- ramps would be widened at the intersection with Kammerer Road and be signalized. The two signalized intersections between the southbound and northbound off-ramps are anticipated to be approximately 1,050 feet apart. The existing southbound on-ramp and both existing loop ramps would remain unchanged.

The northbound on-ramp would be widened to accommodate an HOV preferential lane to bypass the queue at the ramp meter; however, the northbound ramp geometry is consistent with the existing slip ramp that diverges from Kammerer Road at a skewed angle rather than at a right angle as included in the 2012 HDM.

The total construction cost for this alternative escalated to 2019 dollars is estimated to be less than $5 million. This total cost includes temporary and permanent BMPs and the Kammerer Road extension improvements from one-quarter of a mile east of I-5 to the conform point west of the interchange. Improvements for the Kammerer Road extension project east of the project limit are not included. The environmental mitigation contained within approximately 6 acres of disturbed area is expected to be minimal and is estimated to cost less than $1 million. Structural improvements anticipated in this alternative are limited to maintenance items at the I-5 overcrossing as outlined in the Bridge Inspection Report and upgrade to the existing railing to meet bicycle rail height of 42 inches in conformance with the HDM.

The existing bridge overcrossing I-5 is anticipated to remain. While a mandatory exception is anticipated for the bridge sidewalk, the project would seek options to reduce design speed in order to mitigate for the limited vertical sight distance in order to meet design standards.

Since these minor modifications will provide acceptable traffic operations and levels of service, this alternative would be a cost effective solution to accommodate the traffic demand due to the Kammerer Road Extension project. This alternative could be implemented as the first phase to address the cumulative condition for the design year. Additional interchange modifications could be implemented in phases, as deemed necessary, based on pedestrian and bicycle usage or traffic demand beyond 2035.

Alternative 2 - L-9

Under this alternative, the ramp geometry would be modified to a standard Type L-9 interchange configuration consistent with 2012 HDM. All six of the interchange ramps would be re-aligned to intersect Kammerer Road at right angles. The two slip on-ramps to I-5 would be re-aligned to align with the off-ramps from I-5 and would be controlled by traffic signals. These two signalized intersections would be approximately 1,350 feet

______I-5/Kammerer Road PSR-PDS 19 03 – SAC – 5 – 8.0/9.0 (KP 12.8/14.5)

apart. The loop ramps would be separated from the signalized intersection by approximately 250 feet.

The existing bridge overcrossing I-5 is anticipated to remain. Structural improvements would include upgrade to the existing railing to meet bicycle rail height of 42 inches in conformance with the HDM. While a mandatory exception is anticipated for the bridge sidewalk, no exceptions are anticipated based on the existing design speed and stopping sight distance at the overcrossing bridge. Minor adjustments to the intersection locations may be necessary during design refinement to verify that sight distance standards are met.

The ramp alignments provide tangents that accommodate standard superelevation transitions and minimum horizontal curve radius lengths; contentious right of way acquisition may necessitate refinements to the geometry to provide sufficient superelevetion transition lengths in order to reduce the needed right of way under this alternative.

The northbound off-ramp would be widened at the intersection to three lanes to provide dual right turn lanes and a combined left and thru-movement lane. The southbound off- ramp would be widened at the intersection to two lanes to separate left-turn from through and right-turn movements. The southbound and northbound loop on-ramps would be reconstructed, as would the single lane southbound on-ramp. The northbound on-ramp would be widened to accommodate an HOV preferential lane to bypass the queue at the ramp meter.

The lengths of both the northbound and southbound on-ramps are longer than the existing ramps in order to accommodate the HOV preferential lane and the proposed design speed. Therefore, the convergence point of the ramps with the I-5 mainline extends further north and south than in the existing condition which could results in potential impacts to the Stone Lake Creek Bridge (Bridge No. 24-0327L and 24-0327R) at I-5 Post Mile 8.11 over Local Drainage Shed C and Middle Reach Stone Lake Culvert (Bridge No. 24-0345) at I-5 Post Mile 8.83 over Local Drainage Shed B. The southbound on-ramp would necessitate the I-5 southbound bridge 24-0327L be widened to the west by approximately 11 feet. As applicable at the time of the widening, maintenance items outlined in the Bridge Inspection Report would be addressed.

Construction of the standard L-9 is expected to require partial interchange closure. Construction of the on-ramp improvements could be phased to divert traffic such that either the loop or diamond ramp remains open at all times. However, off-ramp improvements along the mainline may necessitate periodic off-ramp closure in both the northbound and southbound directions.

The total construction cost for the L-9 alternative escalated to 2019 dollars is estimated to be between $5 million to $15 million for roadway improvements and structural modification to widen the I-5 bridge 24-0327L at Stone Lake Creek. This total cost includes temporary and permanent BMPs and the Kammerer Road extension improvements from one-quarter of a mile east of I-5 to the conform point west of the

______I-5/Kammerer Road PSR-PDS 20 03 – SAC – 5 – 8.0/9.0 (KP 12.8/14.5)

interchange. The environmental mitigation contained within approximately 18 acres of disturbed area is estimated to cost in the range of $1 million to $5 million.

Alternative 3: Roundabouts

This alternative would provide single lane roundabouts at both intersections between Hood Franklin Road and the I-5 on-ramps and off-ramps. The diamond off-ramps from both northbound and southbound I-5 would be realigned to intersect the Kammerer Road roundabouts at right angles. The two slip on-ramps to I-5 would also be re-aligned so that they properly connect to roundabouts. The existing northbound loop on-ramp would be eliminated. To reduce the traffic volume entering the roundabout west of I-5, the southbound loop on-ramp would be partially reconstructed and realigned to accommodate the local road improvements. However, design refinement could result in elimination of the southbound loop ramp as well if the traffic analysis determines the supplemental ramp is not needed and the roundabout can support the traffic volume.

The lengths of both the northbound and southbound on-ramps are longer than the existing ramps in order to accommodate the HOV preferential lane and proposed design speed. Therefore, the convergence point of the ramps with the I-5 mainline extends further north and south than in the existing condition which could results in potential impacts to the Stone Lake Creek Bridge (Bridges No. 24-0327L and 24-0327R) at I-5 Post Mile 8.11 over Local Drainage Shed C and Middle Reach Stone Lake Culvert (Bridge No. 24-0345) at I-5 Post Mile 8.83 over Local Drainage Shed B. The southbound on-ramp would necessitate the I-5 southbound bridge 24-0327L at Stone Lake Creek be widened to the west by approximately 11 feet. As needed at the time of the widening, maintenance items outlined in the Bridge Inspection Report would be addressed.

One of the two westbound lanes on Kammerer Road approaching I-5 will flow directly onto the northbound slip on-ramp, uncontrolled, while the other westbound lane would proceed through the roundabouts to cross over I-5 or U-turn within the roundabout. Illumination at both roundabouts will necessitate coordination with Caltrans electrical and maintenance operations.

The southbound off-ramp will provide a free right-turn onto westbound Kammerer Road. The western roundabout is elongated on the north side to provide additional weaving length for vehicles exiting the roundabout to merge with westbound traffic from the southbound off-ramp.

Curvature of the roundabout approach lanes and splitter islands is designed per National Cooperative Highway Research Program (NCHRP), Report 672, titled: Roundabouts: An Informational Guide (Second Edition), dated 2010. Both intersections are designed as single- lane roundabouts sized to satisfy California STAA design vehicle requirements and will accommodate both local traffic and design vehicle U-turn movements.

______I-5/Kammerer Road PSR-PDS 21 03 – SAC – 5 – 8.0/9.0 (KP 12.8/14.5)

The existing bridge overcrossing I-5 will remain; however, maintenance items as outlined in the Bridge Inspection Report are anticipated as well as upgrades to the existing railing to meet bicycle rail height of 42 inches in conformance with the HDM. The roundabout construction could necessitate partial closure of the interchange during construction. The northbound ramps might be closed as one phase while the southbound ramps are closed during a separate phase. Local traffic could potentially be diverted through and around the work area via temporary paved detours over temporary construction easements.

The total construction cost for this alternative escalated to 2019 dollars is estimated to range between $5 million to $15 million for roadway improvements and structural modification to widen the I-5 bridge 24-0327L over Stone Lake Creek. This total cost includes temporary and permanent BMPs and the Kammerer Road extension improvements from one-quarter of a mile east of I-5 to the conform point west of the interchange. The environmental mitigation contained within approximately 11 acres of disturbed area is expected to cost less than $5 million.

9. RIGHT-OF-WAY

The approximate potential right of way impact has been evaluated based on the conceptual alternative analysis to date. The exact right of way impact will be determined during design development. The exhibits included in Attachment G depict the anticipated right of way take needed for each alternative. The exhibits also indicate the potential right of way that the state might relinquish to the local agency, Sacramento County. The Standard L-9 under Alternative 2 necessitates the largest land foot-print. Since Alternatives 1 and 3 require right of way in slightly different locations, a composite of the required right of way for all three alternatives should be the basis for studies during the PA&ED phase.

In the northeast quadrant of the interchange, about 8.2 acre take would be required from APN 132-131-026 for Alternative 2. All three alternatives would require some additional right of way from this parcel along the existing Hood Franklin Road for the Kammerer Road extension. The amount of right of way required for the extension is dependent upon the selected alignment that will be addressed as part of the larger project analysis.

Approximately 2.0 acres of land would be needed from APN 132-0131-015 in the southeastern quadrant of the interchange as part of Alternative 2 and 3. Approximately 6.0 acres of right of way take from APN 132-0131-024 will be needed in the southwestern interchange quadrant to accommodate Alternative 2. In the northwest quadrant of the interchange, approximately 0.3 acres sliver of land from APN 132-013-028 along the state right of way frontage is required for Alternatives 2 and 3.

No persons or businesses will be displaced by the project; therefore the preparation of Relocation Impact documents will not be necessary.

The amount of right of way that could be relinquished from the state under Alternative 2 is the least of the three build alternatives for a total of approximately 0.7 acres. The total area of

______I-5/Kammerer Road PSR-PDS 22 03 – SAC – 5 – 8.0/9.0 (KP 12.8/14.5) potential right of way relinquishment for Alternatives 1 and 3 are very similar. If Alternative 1 is implemented as the first phase for future improvements, then right of way relinquishment may not be appropriate. Otherwise, the potential relinquishment of right of way for Alternative 1 is approximately 2.8 acres. The potential right of way that could be relinquished under Alternative 3 is 3.0 acres.

A. Utilities

In June 2013, the City of Elk Grove sent letters to Consolidated Communications 2, Frontier Communications Central, MCI WorldCom, and Sacramento Municipal Utility District requesting information on telecommunications, gas, electrical, cable TV, potable water, irrigation water, or sewer related facilities potentially in the area. Research into the presence of utilities within the area of the interchange will proceed during PA&ED. At this time, it is known that there are PG&E facilities in the project area as well as telecommunication, and cable TV.

Overhead transmission lines north of existing Hood Franklin Road will need to be relocated as a result of the Kammerer Road extension. The interchange project will also necessitate relocation of drainage facilities and street lighting adjacent to the existing ramp intersections with Hood Franklin Road.

B. Railroad

Union Pacific Railroad is approximately one mile to the east of I-5 and not within the limit of work included in this PSR-PDS. Therefore, there are no railroad impacts associated with the interchange improvements.

10. STAKEHOLDER INVOLVEMENT

The City of Elk Grove and Sacramento County hosted the following three small group meetings:  Meeting with Rural Franklin (Small Group Meeting #1) - October 29, 2008  Meeting with East Railroad (Small Group Meeting #2) - October 30, 2008  Meeting with Town of Franklin (Small Group Meeting #3) - November 5, 2008

Subsequent to the small group meetings, the City and County personnel contacted key stakeholders and community groups to offer special presentations and hear specific input pertaining to those particular groups. The City hosted a meeting with representatives from South County Citizens for Responsible Growth on March 5, 2009. Two public meetings were also held at key Kammerer Extension project milestones during early studies, each attracting approximately 60 community members. Those meetings were held on March 12 and June 25, 2009 at the Carroll Elementary School.

In the evening on March 20 and 21, 2013, the City of Elk Grove in conjunction with the County of Sacramento, held a pair of identical project update presentations for the Kammerer Road Project. The presentations were held from 6:00 pm to 7:00 pm at the Cosumnes Oaks

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High School, Room HN4 (8350 Lotz Parkway) and Carroll Elementary School, Multipurpose Room (10325 Stathos Drive) respectively. On the evening of April 11, 2013, a more general Public Open House meeting was held at the City of Elk Grove Council Chambers.

The purpose of the 2013 meetings was to re-introduce the project in its current phase of work and walk the impacted property owners through the process of what technical work will occur during the next project phase. The meetings demonstrated the project objectives and also the environmental process, while showing the general area that will be studied and the alignment considerations.

Letters were mailed to 258 property owners, post card invitations were mailed to 525 property owners and stakeholders, information about the public meetings was posted on the Kammerer Road Extension website, a radio announcement was made on KCRA radio, and press releases were included in Elk Grove Citizen Announcement and Sacramento Business Journal. Because of these efforts, approximately 45 property owners and stakeholders attended these meetings.

Additional meetings and presentations will be held to update stakeholders on the project status as the interchange project advances to the PA&ED phase. The public outreach and subsequent involvement will be documented throughout the project approval process.

11. ENVIRONMENTAL DETERMINATION/DOCUMENT

Sacramento County is the CEQA lead for the Kammerer Extension. Due to the connectivity between the extension and interchange improvements, it is anticipated the county will lead the CEQA process within the State right of way.

A Preliminary Environmental Analysis Report (PEAR) was prepared to provide information to support programming of the proposed project. The below summary of the anticipated required environmental documentation is based on the PEAR per Attachment E.

A Community Impact Assessment prepared for the Project will be needed to identify impacts to land use, the surrounding community, farmland, and growth. An AD-1006 Form will be prepared to assess impacts to farmland. The Visual Impact Assessment prepared for the project will identify impacts to visual resources in the interchange area and put forth any necessary minimization and mitigation measures to reduce potential impacts. A Geotechnical Report will be prepared to evaluate impact to geological resources. Potential risks associated with hazardous waste and materials within the project area will be discussed in an Initial Site Assessment. Impacts to air quality, energy, and climate change will be covered in the Air Quality Assessment Report prepared for the Project. Noise and vibration impacts to the project area during construction and operation of the Project will be discussed in a Noise Study Report.

Three studies – an Archaeological Survey Report, Historic Property Survey Report, and Historic Resources Evaluation Report – will address potential impacts to cultural and historic resources within the project area. If it is determined historic resources are present within the

______I-5/Kammerer Road PSR-PDS 24 03 – SAC – 5 – 8.0/9.0 (KP 12.8/14.5) project area, and/or may be affected by the Project, compliance with Section 106 of the National Historic Preservation Act will be required. A Water Quality Assessment Report will be prepared to assess the Project’s potential impact to water quality. In order for the Project to comply with the applicable federal and state water quality regulations, the necessary permits and agreements must be obtained.

Necessary permits and agreements for the Project include sections 404, 401 and NPDES permits, and a Section 1602 Streambed Alteration Agreement. A Location Hydraulic Study and Floodplain Evaluation Report will need to be prepared. The Project is in the vicinity of Stone Lakes National Wildlife Refuge, which contains sensitive biological resources. Section 7 consultation will be necessary for the protection of special-listed species. Furthermore, an individual Section 4(f) evaluation will be prepared to evaluate impacts to biological resources within Stone Lakes National Wildlife Refuge and put forth mitigation measures to reduce impacts to biological resources. A wetland delineation and rare plant survey will also need to be prepared. The Natural Environment Study and Biological Assessment prepared for the project will discuss potential impacts to biological resources and mitigation measures to reduce impacts.

Environmental commitments for impacts to resources within the project area may include construction monitoring, relocation of resources, use of low-glare building materials and/or low-glare directional lighting, construction of stormwater facilities and hazardous waste/ materials training for construction workers. Environmental commitments will be determined during the preparation of technical studies and the CEQA/NEPA document. Potential constraints and special considerations for the Project include a lengthy Section 7 consultation process, high mitigation fees for impacts to biological resources, delays in project schedule if there is difficulty or delay in obtaining the necessary permits and agreements, and gaining permission to enter all of the private properties along the project alignment.

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12. FUNDING

The project is anticipated to be funded through the Regional Surface Transportation Program (RSTP) and local Transportation Improvement Fee Program funds.

It has not been determined if the project is eligible for federal-aid funding. Federal-aid determination will occur at the PA&ED phase.

A. Capital Outlay Project Estimate

Range of Estimate RSTP Funds Other Funds Right-of- Right-of- Construction Right-of-Way Construction Construction Way Way Less than $5 Less than $1 Less than $5 Less than $1 Alternative 1 $0 $0 Million Million Million Million $5 - $15 $1 - $5 $5 - $15 $1 - $5 Alternative 2 $0 $0 Million Million Million Million $5 - $15 Less than $1 $5 - $15 Less than $1 Alternative 3 $0 $0 Million Million Million Million The level of detail available to develop these capital outlay project estimates is only accurate to within the above ranges and is useful for long-range planning purposes only. The capital outlay project estimates should not be used to program or commit State- programmed capital outlay funds.

B. Capital Outlay Support Estimate

Capital outlay support needed to complete the PA&ED phase is estimated to be $600,000 for this project.

13. SCHEDULE

Scheduled Delivery Date Project Milestones (Month, Year) BEGIN ENVIRONMENTAL 03/2014 PA & ED 01/2016 PS & E 01/2018 (Pending Funding) BEGIN CONSTRUCTION 06/2018 (Pending Funding)

14. RISKS

During the environmental phase, there are risks associated with thorough environmental discovery and regulatory review. These risks will have moderate schedule risks and minor cost impact in the event additional analysis or surveys are needed or if there are changes to the regulatory requirements.

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As the project proceeds into the design phase, there are low risks associated with flood potential and ADA compliance. In the event the existing overcrossing requires replacement due to non-standard features there is a moderate to severe cost and schedule risk.

There is a potential schedule risk item that stems from the review and acceptance of the ICE alternative (Alternative 3) by the project stakeholders. While the roundabout design would conform to national guidelines, there are no Caltrans standards for roundabouts and the design criteria may not be broadly understood. Therefore, the project might experience some delay to familiarize the PDT and project stakeholders with roundabout design criteria.

15. FHWA COORDINATION

This project is considered to be an Assigned Project in accordance with the current FHWA and Caltrans Joint Stewardship and Oversight Agreement.

Since funding sources have not been determined at this phase of a project, a High Profile Project (HPP) determination will be made by the Caltrans Project Manager and FHWA representative once funding is determined during the PA&ED phase.

16. PROJECT REVIEWS

Caltrans, City of Elk Grove, and consultant team reviewed and discussed the three project interchange improvement alternatives during a meeting on December 3, 2013. Meeting attendees included: Jess Avila, Jim Calkins, Scott Mann and Jim Brake with Caltrans; Gary Grunwald representing City of Elk Grove; John Long with DKS; Carlton Haack, Henry Luu, and Linda Rimbach with HDR.

Preliminary traffic data, basis for design, and supporting documentation was discussed at this meeting. Prior meetings were held with Caltrans in November 2013 to discuss the Cooperative Agreement and project scope.

During the meeting, Caltrans voiced an expectation for a 20-year design forecast for the project. While Alternative 1 and 2 will be based on Highway Design Manual (HDM), the roundabout design and performance for Alternative 3 should reference the National Cooperative Highway Research Program (NCHRP) Report 672. It was suggested that mention of the roundabout design should include need for lighting and coordination with Caltrans electrical and maintenance operations.

In reviewing the three build alternatives, bicycle plans in the vicinity of the project and potential pedestrian use were discussed. Additionally, Caltrans comments and recommendations were as follows:  Evaluate the overcrossing vertical sight distance and mitigate possible adverse affects.  Evaluate the potential for dual left turn lanes on the southbound off-ramp.  Alternatives with a controlled northbound off-ramp intersection will require dual right-turn lanes.  Ramp metering accommodations for the northbound on-ramp is required. ______I-5/Kammerer Road PSR-PDS 27 03 – SAC – 5 – 8.0/9.0 (KP 12.8/14.5)

 Retain the southbound loop on-ramp in the roundabout alternative to accommodate traffic volumes and avoid the need for a 2-lane roundabout.  The PSR-PDS should discuss facilities accommodating the planned Class II bicycle lanes: the existing Hood Franklin overcrossing structure has a 5’ sidewalk on the north side of the structure and 8’ shoulders, the proposed Kammerer Road expressway segment has 10’ shoulders, both of which sufficiently accommodates Sacramento County’s planned Class II bike lanes. o Caltrans indicated pedestrians can utilize the shoulder as a walkway in rural areas.  The PSR-PDS should also discuss known future projects that may potentially affect the interchange and its use: o Consider evaluating the effects through the interchange for the proposed Bay Delta Conservation Plan Project – west of this interchange. o Evaluate Caltrans plan for HOV extension on I-5, north of this interchange. o Research corridor plan to identify planned Park & Ride facilities. Proposals for new Park & Ride locations within the project limits are not anticipated.

17. PROJECT PERSONNEL

Agency & Role/Title Name Phone Number Caltrans Project Manager Jess Avila 530-741-4533 Caltrans Project Development Team Leader Scott Mann 530-751-5181 Caltrans Regional Planner, Community Planner, and Local Development - Intergovernmental Melody Friberg 916-263-1625 Review (LD-IGR) Planner Caltrans Environmental Planner Joe Robinson 530-741-4597 Caltrans Traffic Operations Nelson Xiao 916-859-7958 Caltrans Bicycle and Pedestrian Coordinator Chad Riding 530-741-4543 City of Elk Grove Project Manager Jennifer Maxwell 916-478-2233 County of Sacramento Environmental Planner Lauren Hocker 916-874-8624 County of Sacramento Regional Planner Dean Blank 916-874-6121 SACOG Regional Planner Matt Carpenter 916-321-9000

18. ATTACHMENTS

Attachment A - Location Map (1 page) Attachment B - Alternatives (3 pages) Attachment C - Capital Outlay Project Estimates (9 pages) Attachment D - Typical Sections (5 pages) Attachment E - Preliminary Environmental Analysis Report (35 pages) Attachment F - Transportation Planning Scoping Information Sheet (9 pages) Attachment G - Right of Way Conceptual Cost Estimate Component (3 pages) Attachment H - Risk Register (1 page) Attachment I - Transportation Engineering Performance Assessment (29 pages)

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