Appendix B: Interregional Corridors and the Regional Intercity Network

Contents Introduction ...... B3 B1. San Diego/Mexico Border – Inland Empire ...... B4 B2. Central Coast – Central Valley East/ West Connectors ...... B7 B3. North Coast – Northern Nevada ...... B11 B4. Sacramento - Oregon ...... B14 B5. High Desert – Eastern Sierras – Northern Nevada ...... B17 B6. San Jose/San Francisco Bay Area – Sacramento – Northern Nevada ...... B20 B7. San Jose/San Francisco Bay Area – North Coast ...... B24 B8. Central Coast ...... B27 B9. South Coast ...... B31 B10. Southern California – Southern Nevada/Arizona ...... B34 B11. San Jose/San Francisco Bay Area – Central Valley – Los Angeles ...... B38 B12. Redwood Empire Rural Area ...... B42 B13. Southern Cascade/Modoc Rural Area ...... B45 B14. Sierra Nevada Rural Area ...... B48 B15. Inyo/Mojave Rural Area ...... B51 B16. Imperial/East San Diego Rural Area ...... B54 B17. Los Padres/Carrizo Plain Rural Area ...... B57 B18. San Benito Basin Rural Area ...... B60

Tables Table 1 Corridor 1 Population Needs by Block Group Count ...... 6 Table 2 San Diego/Mexico - Inland Empire Corridor Key Regional Location Needs ...... 6 Table 3 Forecast Population Growth in Corridor 1 ...... 6 Table 4 Corridor 2 Population Needs by Block Group Count ...... 9 Table 5 Central Coast - Central Valley East/West Connectors Corridor Key Regional Location Needs ...... 9 Table 6 Forecast Population Growth in Corridor 2 ...... 9 Table 7 Corridor 3 Population Needs by Block Group Count ...... 13 Table 8 North Coast - Northern Nevada Corridor Key Regional Location Needs ...... 13 Table 9 Forecast Population Growth in Corridor 3 ...... 13 Table 10 Corridor 4 Population Needs by Block Group Count ...... 16 Table 11 Sacramento - Oregon Corridor Key Regional Location Needs ...... 16 Table 12 Forecast Population Growth in Corridor 4 ...... 16 Table 13 Corridor 5 Population Needs by Block Group ...... 19 Table 14 High Desert - Eastern Sierras - Northern Nevada Corridor Key Regional Location Needs ...... 19 Table 15 Forecast Population Growth in Corridor 5 ...... 19 Table 16 Corridor 6 Population Needs by Block Group ...... 22

California Statewide Rural Intercity Bus Study Update: Appendix B B1

Table 17 Corridor 6 Key Regional Location Needs ...... 22 Table 18 Forecast Population Growth in Corridor 6 ...... 22 Table 19 Corridor 7 Population Needs by Block Group ...... 26 Table 20 San Jose/San Francisco Bay Area - North Coast Corridor Key Regional Location Needs ...... 26 Table 21 Forecast Population Growth in Corridor 7 ...... 26 Table 22 Corridor 8 Population Needs by Block Group ...... 29 Table 23 Central Coast Corridor Key Regional Location Needs ...... 29 Table 24 Forecast Population Growth in Corridor 8 ...... 29 Table 25 Corridor 9 Population Needs by Block Group ...... 33 Table 26 South Coast Corridor Key Regional Location Needs ...... 33 Table 27 Forecast Population Growth in Corridor 9 ...... 33 Table 28 Corridor 10 Population Needs by Block Group ...... 36 Table 29 Southern California - Southern Nevada/Arizona Corridor Key Regional Location Needs ...... 36 Table 30 Forecast Population Growth in Corridor 10 ...... 36 Table 31 Corridor 11 Population Needs by Block Group ...... 40 Table 32 Corridor 11 Key Regional Location Needs ...... 40 Table 33 Forecast Population Growth in Corridor 11 ...... 40 Table 34 Corridor 12 Population Needs by Block Group ...... 43 Table 35 Redwood Empire Corridor Key Regional Location Needs ...... 43 Table 36 Forecast Population Growth in Corridor 12 ...... 44 Table 37 Corridor 13 Population Needs by Block Group ...... 46 Table 38 Southern Cascade/Modoc Rural Area Corridor Key Regional Location Needs ...... 46 Table 39 Forecast Population Growth in Corridor 13 ...... 47 Table 40 Corridor 14 Population Needs by Block Group ...... 49 Table 41 Sierra Nevada Rural Area Corridor Key Regional Location Needs ...... 50 Table 42 Forecast Population Growth in Corridor 14 ...... 50 Table 43 Corridor 15 Population Needs by Block Group ...... 52 Table 44 Inyo/Mojave Rural Area Corridor Key Regional Location Needs ...... 52 Table 45 Forecast Population Growth in Corridor 15 ...... 53 Table 46 Corridor 16 Population Needs by Block Group ...... 55 Table 47 Imperial/East San Diego Rural Area Corridor Key Regional Location Needs ...... 56 Table 48 Forecast Population Growth in Corridor 16 ...... 56 Table 49 Corridor 17 Population Needs by Block Group ...... 58 Table 50 Los Padres/Carrizo Plain Rural Area Corridor Key Regional Location Needs ...... 58 Table 51 Forecast Population Growth in Corridor 17 ...... 59 Table 52 Corridor 18 Population Needs by Block Group ...... 61 Table 53 San Benito Basin Rural Area Corridor Key Regional Location Needs ...... 61 Table 54 Forecast Population Growth in Corridor 18 ...... 62

California Statewide Rural Intercity Bus Study Update: Appendix B B2

Introduction This appendix assesses corridor specific needs for regional intercity services across California. This assessment includes connectivity with and without the many other regional connecting, ‘feeder’, services that provide regional intercity services. The first basis by which we identify corridors is by adopting the interregional corridors defined in Caltrans’ 2015 Interregional Strategic Corridor Plan (ITSP). Eleven strategic interregional corridors were identified in the 2015 ITSP and they make-up the first eleven corridors of our analysis. We use the definitions provided by the 2015 ITSP for those eleven and adopt their description as the primary characterization of each. In order to be inclusive of all the State, we then define seven additional rural areas as distinct corridors. Those rural areas share similar features. All eighteen of these corridor areas are labeled and illustrated in Figure 1 of the main report, which is included to the right for reference.

Each corridor is analyzed in the same way. The introduction defines the area, describing its location, size and key transit features. Then regional intercity passenger rail service, air service, ferry service and the interregional highway infrastructure are described. A description of regional intercity bus service in the area then follows. Lastly, the area’s regional intercity needs are analyzed through reviews of population, key regional locations and area dynamics.

California Statewide Rural Intercity Bus Study Update: Appendix B B3

B1. San Diego/Mexico Border – Inland Empire

California Statewide Rural Intercity Bus Study Update: Appendix B B4

The 2015 ITSP describes this corridor as the principal link between Mexico and Southern California through two separate connections that serve interregional and intraregional trips, providing access to local, recreational, and freight facilities. The connections are not large compared to other interregional corridors in California, but they are important and unique because they are the largest direct international connections in the State.

California and Mexico share over 130 miles of international border. The region adjacent to the border in California covers approximately 8,383 square miles and has an estimated population of 3.35 million with an employment base of roughly 1.3 million jobs. The San Diego area is home to approximately 8.8 percent of the State’s total population.

There are six land ports of entry (POE) located along the California–Mexico Border: San Ysidro, Otay Mesa, Tecate, Calexico West, Calexico East, and Andrade. The San Ysidro POE is considered the busiest pedestrian and passenger vehicle gateway in the western hemisphere, and the Calexico West POE is the most important non-commercial POE in Imperial County, with significant auto and pedestrian activity.

There is no intercity passenger rail service within the corridor, but in San Diego County, connections to adjacent regions further north are provided by the Pacific Surfliner, which runs from San Diego to San Luis Obispo through six counties. There is Metrolink commuter rail service operating from Oceanside to the counties of Orange, Riverside, San Bernardino, Los Angeles, and Ventura.

The San Diego International Airport is the large hub airport in the corridor. There are multiple regional, non-hub, and community airports also within the corridor, along with a few military airports.

The San Ysidro POE has the highest volume of passenger vehicle border crossings in the US. In 2014, close to 30 million northbound travelers and 7.76 million northbound vehicles used the POE facility. I-5 provides the vital interregional link between major Southern California cities and Mexico for commuting, commerce, tourism, and recreation.

In terms of intercity bus service, Imperial County has connections to adjacent regions by Greyhound bus service from El Centro and Calexico to San Diego, Indio, and points north, as well as from Yuma onward to Phoenix and points east. Greyhound offers service to Mexico through its subsidiary, Americanos USA LLC. Yuma County Area Transit (YCAT) bus service also connects El Centro to Yuma. Rapid bus service operated by Metropolitan Transit System (MTS) connects the Escondido Transit Center in the City of Escondido to both downtown San Diego and the University Town Center/UC San Diego areas.

Highlights of needs assessment analysis:

=> 26.8% of corridor’s block groups ‘high needs’

=> Several military bases and Native American tribal areas with limited intercity access

=> Forecast population growth for the corridor is above (34%) statewide growth (27%)

California Statewide Rural Intercity Bus Study Update: Appendix B B5

Table 1 Corridor 1 Population Needs by Block Group Count Total Low 1,036 Total Moderate 935 Total High 720 Total 2,691

Percent Low 38.5% Percent Moderate 34.7% Percent High 26.8%

Table 2 San Diego/Mexico - Inland Empire Corridor Key Regional Location Needs Corridor #1 Total # in Corridor: Location Needs: Nonfeeder Feeder 10 to 25 Miles 0 0 Airports 3 More than 25 Miles 0 0 10 to 25 Miles 0 1 Hospitals 54 More than 25 Miles 0 0 10 to 25 Miles 5 4 Military Bases 25 More than 25 Miles 2 1 10 to 25 Miles 1 1 Prisons 11 More than 25 Miles 0 0 10 to 25 Miles 6 3 Tribal Lands 17 More than 25 Miles 2 0 10 to 25 Miles 0 0 Universities 70 More than 25 Miles 0 0

Table 3 Forecast Population Growth in Corridor 1 2015 2050 % Change San Bernardino County 2,127,735 2,843,580 33.64% Riverside County 2,331,040 3,311,478 42.06% San Diego County 3,275,546 4,167,890 27.24% Imperial County 184,760 307,001 66.16% Corridor 1 Total 7,919,081 10,629,949 34.23% California 38,714,725 49,087,890 26.79% USA 321,418,820 398,328,000 23.93%

The 2015 ITSP also identified investment priorities in this corridor over the next two decades primarily focusing on identifying and developing appropriate border crossing facilities for people and freight. A longer-term priority being the completion of Phase II of the California High-Speed Rail System.

Greyhound service to Mexico is generally operated by its wholly owned subsidiary, Autobuses Cruceros, and these services share the same ticket reservation system.

California Statewide Rural Intercity Bus Study Update: Appendix B B6

B2. Central Coast – Central Valley East/ West Connectors

California Statewide Rural Intercity Bus Study Update: Appendix B B7

The 2015 ITSP describes this corridor as providing connectivity between two major agricultural regions: 1) The Central Coast and 2) The San Joaquin Valley. These are connected through two separate interregional divisions that provide access for people and freight which support the economy through the agricultural industry and tourism.

The northern, Central Coast, division consists of SR 156 and SR 152. The southern, San Joaquin Valley, division consists of SR 41 and SR 46. These routes are instrumental in the movement of freight, specifically agricultural products. The connections are also vital to the movement of people between the regions and experience very heavy seasonal and weekend recreational travel by Central Valley residents to access coastal areas. SR 46 connects with SR 58 in the southern Central Valley. SR 58 provides vital connectivity for the Valley to I-15 and I-40.

The corridor supports the $7 billion Central Coast tourism industry by serving national and international travelers. It supports connectivity for national defense and ensures the efficient movement of troops and equipment for the only west coast commercial spaceport - Vandenberg Air Force Base - as well as four additional military bases along the coast.

The population throughout many parts of the corridor is dispersed, with a few significant small urban areas, and the access is needed to link people and goods between the major regions. Land use along and surrounding the corridor is predominantly rural with open space, agricultural and rangeland.

There is no intercity passenger rail service operating east-to-west along either of the corridors, but Amtrak’s San Joaquins service provides north-to-south oriented connections between Fresno and Bakersfield. Future connections to the California High Speed Rail service could be possible at San Joaquin Valley station stops.

In the Central Coast - San Joaquin Valley East-West Connections Corridor, there is one commercial airport, the San Luis Obispo County Regional Airport. Smaller regional and community airports include Paso Robles Municipal Airport, Salinas Municipal Air-port, Hollister Municipal Airport, Frazier Lake Airpark, and Marina Municipal Airport.

The primary highway infrastructure in the northern division is SR 152 and 156 between US 101 and I-5. In the southern division, the primary interregional highway are SR 99, SR 41, SR 46, and SR 58 as well as I-5. Analysis in the 2015 ITSP of traffic along SR152 suggests interregional auto traffic predominates along most of the route from the I-5 to the intersections with SR-156.

The Amtrak Thruway Bus service links the Central Coast (Paso Robles, San Luis Obispo, and Santa Maria) to Amtrak San Joaquin Corridor intercity passenger rail service at Hanford in the San Joaquin Valley via State Route 41 and 46. A Thruway bus route also provides connections from the San Joaquin Corridor to Las Vegas, Nevada. The Greyhound Express provides service between the coastal cities in Monterey and cities in southern Santa Clara County with Los Banos, Merced, and Fresno.

California Statewide Rural Intercity Bus Study Update: Appendix B B8

Table 4 Corridor 2 Population Needs by Block Group Count Total Low 301 Total Moderate 403 Total High 654 Total 1,358

Percent Low 22.2% Percent Moderate 29.7% Percent High 48.2%

Table 5 Central Coast - Central Valley East/West Connectors Corridor Key Regional Location Needs Corridor #2 Total # in Corridor: Location Needs: Nonfeeder Feeder 10 to 25 Miles 0 0 Airports 2 More than 25 Miles 0 0 10 to 25 Miles 1 1 Hospitals 38 More than 25 Miles 0 0 10 to 25 Miles 1 1 Military Bases 7 More than 25 Miles 1 0 10 to 25 Miles 3 0 Prisons 14 More than 25 Miles 0 0 10 to 25 Miles 0 0 Tribal Lands 1 More than 25 Miles 0 0 10 to 25 Miles 0 0 Universities 20 More than 25 Miles 0 0

Table 6 Forecast Population Growth in Corridor 2 2015 2050 % Change Santa Clara County 1,915,407 2,486,815 29.83% Monterey County 435,658 514,121 18.01% San Benito County 57,572 78,277 35.96% Merced County 270,156 391,614 44.96% San Luis Obispo County 276,142 320,436 16.04% Kings County 149,813 223,158 48.96% Fresno County 980,980 1,390,668 41.76% Tulare County 465,013 690,894 48.58% Kern County 884,436 1,271,021 43.71% San Bernardino County 2,127,735 2,843,580 33.64% Corridor 2 Total 7,562,912 10,210,584 35.01% California 38,714,725 49,087,890 26.79% USA 321,418,820 398,328,000 23.93%

California Statewide Rural Intercity Bus Study Update: Appendix B B9

The forecast population growth across the counties that compose the northern division show expected grow from 2.7 million in 2015 to 3.5 million in 2050. That is a 30 percent increase, which is above both the State and National rates, but most of these counties populations are not concentrated along the route. In the southern division, forecast populations growth in the corridor’s counties are expected to rise from 4.9 million in 2015 to 6.7 million in 2050. That is a 38 percent increase, which is substantially higher than State-wide and National population growth rates. In contrast to the northern division, more of the counties’ population centers are in the southern division and as a result, demand for intercity bus services is likely to be rising in coming decades.

Other highlights of needs assessment analysis:

=> 48.2% of corridor’s block groups ‘high needs’

=> Relatively few key regional locations with limited intercity access

California Statewide Rural Intercity Bus Study Update: Appendix B B10

B3. North Coast – Northern Nevada

California Statewide Rural Intercity Bus Study Update: Appendix B B11

The 2015 ITSP describes this corridor as consisting of two separate east-west divisions along northern California highways between the coast to the eastern part of California and Nevada. The first division is from Humboldt County to Lassen County and on to Reno and it includes segments of SR 299, 44, 36, and US 395. The second division is from Mendocino County to Nevada County (portions of SR 20, SR 29, and SR 53). These routes provide access to communities throughout the region, supporting the regional economy and providing connection to emergency services and vital health and human services.

These two major interregional routes travel through mostly rural areas connecting rural communities, urban areas, and tribal reservations. The interregional routes provide the corridor with vital connections to the interstate system and the rest of the State, providing access to basic goods and services along with routine and emergency medical services. These routes support the local economy, including freight movement and recreational tourism, and are the major transportation corridors for response and recovery efforts in case of emergencies such as forest fires.

The corridor’s intercity rail operations include the Coast Starlight stops in Redding as it bisects the SR 299 corridor. At the west end of the corridor, the Amtrak Thruway Bus Service stops in McKinleyville, linking to the North Coast.

Transit operations along the east-west corridor are managed by county transit agencies. Transit provides access to long-distance travel opportunities along these routes and provides critical lifeline service. On the west side of the east-west corridor, multiple providers coordinate service to make access between Eureka and Redding possible. Other transit operators coordinate on the east side of the corridor for transit access between Redding to Reno, Nevada. There are also half dozen park and ride lots along the corridor to accommodate regional and interregional travelers.

The 299/44/36/395 corridor has two commercial airports that provide air passenger travel services. Redding Municipal Airport provides connection to airports in Sacramento and San Francisco that carry passengers internationally. Humboldt County's Arcata/Eureka regional airport offers commercial air passenger service that connects to Crescent City, San Francisco, and Sacramento and Portland, Oregon.

The 2015 ITSP reports that the VMT for SR 20/SR 29/SR 53 is expected to increase by more than 1.1 million miles – a 44 percent increase. The volume in 2040 is expected to exceed 3.2 million miles, with 19 percent truck traffic. Between 2010 and 2040, the VMT for SR 299/SR 44/SR 36/US-395 is expected to increase by more than 600,000 miles – a 52 percent increase. The volume in 2040 is expected to exceed 2 million miles, with 15 percent truck traffic.

Other highlights of needs assessment analysis:

=> 48.9% of corridor’s block groups ‘high needs’

=> Except for tribal lands, relatively few key regional locations with limited intercity access

=> Forecast population growth for the corridor is well below (4%) statewide growth (27%)

California Statewide Rural Intercity Bus Study Update: Appendix B B12

Table 7 Corridor 3 Population Needs by Block Group Count Total Low 63 Total Moderate 128 Total High 183 Total 374

Percent Low 16.8% Percent Moderate 34.2% Percent High 48.9%

Table 8 North Coast - Northern Nevada Corridor Key Regional Location Needs Corridor #3 Total # in Corridor: Location Needs: Nonfeeder Feeder 10 to 25 Miles 0 0 Airports 2 More than 25 Miles 0 0 10 to 25 Miles 1 1 Hospitals 18 More than 25 Miles 0 0 10 to 25 Miles 1 0 Military Bases 4 More than 25 Miles 0 0 10 to 25 Miles 0 0 Prisons 4 More than 25 Miles 0 0 10 to 25 Miles 4 3 Tribal Lands 29 More than 25 Miles 3 0 10 to 25 Miles 0 0 Universities 8 More than 25 Miles 0 0

Table 9 Forecast Population Growth in Corridor 3 2015 2050 % Change Humboldt County 134,825 138,588 2.79% Trinity County 13,583 12,392 -8.77% Shasta County 178,795 182,970 2.34% Lassen County 30,988 33,605 8.45% Mendocino County 88,379 94,202 6.59% Lake County 65,023 63,845 -1.81% Colusa County 22,312 30,016 34.53% Corridor 3 Total 533,905 555,617 4.07% California 38,714,725 49,087,890 26.79% USA 321,418,820 398,328,000 23.93%

California Statewide Rural Intercity Bus Study Update: Appendix B B13

B4. Sacramento - Oregon

California Statewide Rural Intercity Bus Study Update: Appendix B B14

The 2015 ITSP describes this corridor as linking the Sacramento Valley to the North State and the Oregon border. As such, it is an important connection between California and states to the north as well as ultimately an international connection to Canada. The corridor supports the movement of people and freight, including recreational travel, and provides important connection for emergency response and resiliency for the region.

The southern portion of the corridor begins in the urbanized area of Sacramento. Between the northern portion of Sacramento and Red Bluff, there are two parallel facilities traversing different communities. The I-5 goes through Woodland and SR 70, SR 149, and SR 99 provides access to and through Marysville, Yuba City, Oroville, and Chico terminating in Red Bluff at the junction of SR 36 two miles from I-5. The northern portion of the corridor is more rural with Red Bluff and Redding being the only major urbanized areas before reaching the Oregon border.

The corridor’s intercity rail operations include Amtrak Thruway Bus Service which connects Sacramento and Redding. The Coast Starlight, a national Amtrak service, travels along the corridor starting in Seattle, Washington and ending in Los Angeles with stops within the Corridor in Redding and Sacramento.

The corridor has three commercial airports that provide air passenger travel services – Redding Municipal, Chico Municipal airport, and the Sacramento International Airport.

Analysis in the 2015 ITSP of traffic along I-5 suggests very high levels of interregional auto traffic along most of the route north of Sacramento except for the area between Red Bluff and Redding.

Greyhound bus serves I-5 and SR 70, and SR 99. There are also local transit services that utilize portions of the routes and provide connection within the Greater Redding Area, between Redding/Red Bluff to the south, and north of Lake Shasta to Yreka and Oregon.

Other highlights of needs assessment analysis:

=> 49% of corridor’s block groups ‘high needs’

=> Except for tribal lands, relatively few key regional locations with limited intercity access

=> Forecast population growth for the corridor is about equal (27%) statewide growth (27%)

California Statewide Rural Intercity Bus Study Update: Appendix B B15

Table 10 Corridor 4 Population Needs by Block Group Count Total Low 269 Total Moderate 424 Total High 667 Total 1,360

Percent Low 19.8% Percent Moderate 31.2% Percent High 49.0%

Table 11 Sacramento - Oregon Corridor Key Regional Location Needs Corridor #4 Total # in Corridor: Location Needs: Nonfeeder Feeder 10 to 25 Miles 0 0 Airports 2 More than 25 Miles 0 0 10 to 25 Miles 0 0 Hospitals 37 More than 25 Miles 0 0 10 to 25 Miles 0 0 Military Bases 4 More than 25 Miles 1 0 10 to 25 Miles 0 0 Prisons 0 More than 25 Miles 0 0 10 to 25 Miles 6 7 Tribal Lands 16 More than 25 Miles 2 1 10 to 25 Miles 0 0 Universities 25 More than 25 Miles 0 0

Table 12 Forecast Population Growth in Corridor 4 2015 2050 % Change Sacramento County 1,489,308 1,971,038 32.35% Yolo County 212,747 291,753 37.14% Sutter County 97,701 121,851 24.72% Yuba County 75,621 105,753 39.85% Colusa County 22,312 30,016 34.53% Glenn County 29,000 35,202 21.39% Butte County 224,301 243,094 8.38% Tehama County 63,975 69,464 8.58% Shasta County 178,795 182,970 2.34% Siskiyou County 44,563 42,024 -5.70% Corridor 4 Total 2,438,323 3,093,165 26.86% California 38,714,725 49,087,890 26.79% USA 321,418,820 398,328,000 23.93%

California Statewide Rural Intercity Bus Study Update: Appendix B B16

B5. High Desert – Eastern Sierras – Northern Nevada

California Statewide Rural Intercity Bus Study Update: Appendix B B17

The 2015 ITSP describes this corridor as linking the Los Angeles region to northern Nevada, including Lake Tahoe and Reno. It is an eastern California, north-south corridor and traverses the east side of the Sierra Nevada mountain range. The corridor provides a consistent high level of service for local trips and interregional and interstate movement of people, goods, and recreational travel. It also provides lifeline accessibility for rural communities where there are no alternative routes to access goods and services or for detours in the event of a road closure.

US 395 has been designated as a major evacuation route for the Town of Mammoth Lakes in the event of an emergency in both the Long Valley Craters–Mono Craters Contingency Plan and the Mono County Local Hazard Mitigation Plan. The Corridor is also identified as an evacuation route for the North Los Angeles County area by the Los Angeles Department of Public Works. The region is rural and has limited population to raise tax revenues, but the corridor provides important access to the eastern Sierra and northern Nevada for a greatly disproportionate share of recreational trips from other areas of the State, other states, and other nations. In addition, the corridor provides access to Native American reservation properties in the region.

According to the 2015 ITSP, recreation (60 percent) and goods movement (20 percent) account for the majority of trips on the corridor. Tourism (domestic and international) is the major economic activity with over 13 million visitor-days generated annually including the following destinations: National Parks such as Yosemite and Death Valley; Inyo and Humboldt-Toiyabe National Forests; State Parks such as Red Rock and Bodie; Mammoth Mountain Ski Area; and Mono Lake Basin National Scenic Area. It estimates that continued economic recovery will lead to increases in traffic volumes on the corridor because of recreational travel.

In Nevada, the Tahoe-Reno Industrial Center (TRI Center) is a 107,000 acre park that encompasses a developable 30,000 acre industrial complex. The complex is adjacent to I-80, a major east-west trucking artery, which intersects US 395 in Reno approximately 18 miles west of TRI Center’s main entrance. An increase in freight trips is foreseen along the corridor from the TRI Center to southern California. The corridor provides access to the military facilities of Edwards Air Force Base, China Lake Naval Air Weapons Station, and US Marines Pickel Meadows Mountain Warfare Training Center. Variable amounts of interregional trips are generated by military activities. There is no intercity passenger rail operations in the corridor, but it is seasonally serviced by the Amtrak Thruway Bus service. There are a few general aviation airports in the corridor. The largest regional airport in the corridor is the Mammoth-Yosemite Airport. Transit service, which stops in all the rural towns, connects local residents and visitors to the south-Metrolink in Lancaster, CA; and to the north-international/domestic air, greyhound bus and Amtrak rail services in Reno, Nevada. Eastern Sierra Transit provides interregional transit service on US 395 between Lancaster, CA and Reno, NV with connections in the Los Angeles area. The corridor’s intercity rail operations include Amtrak Thruway Bus service seasonally connecting to Mammoth Lakes.

California Statewide Rural Intercity Bus Study Update: Appendix B B18

Table 13 Corridor 5 Population Needs by Block Group Total Low 268 Total Moderate 343 Total High 331 Total 942

Percent Low 28.5% Percent Moderate 36.4% Percent High 35.1%

Table 14 High Desert - Eastern Sierras - Northern Nevada Corridor Key Regional Location Needs Corridor #5 Total # in Corridor: Location Needs: Nonfeeder Feeder 10 to 25 Miles 0 0 Airports 1 More than 25 Miles 0 0 10 to 25 Miles 0 0 Hospitals 18 More than 25 Miles 0 0 10 to 25 Miles 2 1 Military Bases 6 More than 25 Miles 1 0 10 to 25 Miles 0 0 Prisons 8 More than 25 Miles 0 0 10 to 25 Miles 2 3 Tribal Lands 9 More than 25 Miles 1 0 10 to 25 Miles 0 0 Universities 4 More than 25 Miles 0 0

Table 15 Forecast Population Growth in Corridor 5 2015 2050 % Change Mono County 13,762 16,804 22.11% Inyo County 18,697 21,130 13.01% Kern County 884,436 1,271,021 43.71% San Bernardino County 2,127,735 2,843,580 33.64% Los Angeles County 10,192,374 11,861,060 16.37% Corridor 5 Total 13,237,004 16,013,595 20.98% California 38,714,725 49,087,890 26.79% USA 321,418,820 398,328,000 23.93% The VMT for US 395 is expected to increase more than 600,000 miles with a 38 percent increase between 2010 and 2040 exceeding 2.4 million miles with 20 percent truck traffic by 2040. The VMT for SR14 in Los Angeles and Kern Counties is expected to increase nearly 2 million miles with a 55 percent increase between 2010 and 2040 exceeding 5 million miles with 17 percent truck traffic by 2040.

Other highlights of needs assessment analysis: => 35% of corridor’s block groups ‘high needs’ => Except for tribal lands, relatively few key regional locations with limited intercity access => Forecast population growth for the corridor is below (21%) statewide growth (27%)

California Statewide Rural Intercity Bus Study Update: Appendix B B19

B6. San Jose/San Francisco Bay Area – Sacramento – Northern Nevada

California Statewide Rural Intercity Bus Study Update: Appendix B B20

The 2015 ITSP describes this corridor as the primary west-east connection between the San Francisco/San Jose (Bay Area) and Reno, Nevada, and areas east of Nevada. Interstate 80 (I-80) is a transcontinental highway route, starting in San Francisco and terminating in the State of New Jersey. A multi-state partnership has been formed among the States of California, Nevada, Utah, and Wyoming to coordinate winter highway operations and long-range planning along the corridor, a partnership that is funded in part by a grant from the FHWA and matching funds from the State of California. The Union Pacific Railroad (UPRR) parallels I-80 throughout the corridor and serves as a transcontinental rail route accommodating freight and passenger services. Both the highway and the railroad provide national connectivity for San Francisco Bay Area seaports and the agricultural region of the Great Central Valley and the Salinas Valley.

The San Francisco Bay Area, including the San Jose metropolitan area, is home to over seven million people and the Sacramento region has a population of approximately 1.5 million. Beyond the urbanized areas of the San Francisco Bay Area and Sacramento, and the agricultural region between the two metro areas, the corridor becomes rural and sparsely populated as it continues through the Sierra Nevada Mountain Range, eventually connecting to the Tahoe/Reno region. This portion of the corridor, particularly I-80, is subject to winter storm related delays and closures. Commute traffic regularly delays interregional travel.

The general transportation movements that impact interregional performance include daily commute congestion; congestion between port facilities and the local, regional, and interregional road systems; recreational travel between the San Francisco Bay Area and the Truckee/Lake Tahoe areas; freight and passenger rail shared track conflicts; and seasonal weather disruptions.

The corridor’s intercity rail operations include the Capitol Corridor, which runs daily intercity passenger rail service between San Jose and Sacramento/Auburn. The Capitol Corridor Joint Powers Agency is planning infrastructure improvements to increase service between Sacramento and Roseville and between Oakland and San Jose. The systems link communities to employment centers and individuals to other transportation systems such as intercity rail and, in the future, high-speed rail.

There are four international passenger airports within the corridor, along with many smaller regional airports. The international airports are in San Jose, San Francisco, Oakland, and Sacramento. Analysis in the 2015 ITSP of traffic along I-80 suggests that traffic between Sacramento and the San Francisco Bay Area is predominately commute related. The segment between the city of Auburn and the Nevada border in contrast serves as interregional goods and recreational travel. Thruway bus service connects the Capitol Corridor to destinations including Reno and South Lake Tahoe along the corridor.

California Statewide Rural Intercity Bus Study Update: Appendix B B21

Table 16 Corridor 6 Population Needs by Block Group Total Low 816 Total Moderate 867 Total High 974 Total 2,657

Percent Low 30.7% Percent Moderate 32.6% Percent High 36.7%

Table 17 San Jose/San Francisco Bay Area - Sacramento - Northern Nevada Corridor Key Regional Location Needs Corridor #6 Total # in Corridor: Location Needs: Nonfeeder Feeder 10 to 25 Miles 0 0 Airports 2 More than 25 Miles 0 0 10 to 25 Miles 1 1 Hospitals 58 More than 25 Miles 0 0 10 to 25 Miles 1 1 Military Bases 11 More than 25 Miles 1 0 10 to 25 Miles 0 0 Prisons 5 More than 25 Miles 0 0 10 to 25 Miles 1 1 Tribal Lands 3 More than 25 Miles 0 0 10 to 25 Miles 1 0 Universities 74 More than 25 Miles 0 0

Table 18 Forecast Population Growth in Corridor 6 2015 2050 % Change Alameda County 1,619,244 2,117,320 30.76% Contra Costa County 1,116,385 1,473,799 32.02% Solano County 429,384 578,847 34.81% Napa County 141,625 174,511 23.22% Yolo County 212,747 291,753 37.14% Sacramento County 1,489,308 1,971,038 32.35% Placer County 371,558 480,491 29.32% Nevada County 97,946 103,718 5.89% Corridor 6 Total 5,478,197 7,191,477 31.27% California 38,714,725 49,087,890 26.79% USA 321,418,820 398,328,000 23.93%

California Statewide Rural Intercity Bus Study Update: Appendix B B22

The Capital Corridor Intercity Rail Service ridership is expected to increase from nearly 1.8 million passengers in 2013 to nearly 3.5 million passengers in 2040, a 93 percent increase. Ridership for the Capitol Corridor intercity rail from 462,480 to 1.4 million since 1998, an increase of 207 percent. Between 1998 and 2008, ridership increased substantially, and in recent years the numbers have remained relatively consistent.

The average daily VMT on I-80 in 2010 was over 19.5 million miles, and the projected VMT for 2040 is over 25.7 million, an expected increase of 32 percent. Between those years, the share of truck VMT for the entire corridor is expected to rise from 17 percent to 20 percent. Future improvements to the Capitol Corridor intercity passenger rail service will target Local and regional transit services including BART, Sacramento Regional Transit, express buses, and local transit systems support commute travel throughout the corridor. The under-construction California High-Speed Rail system does not travel along the corridor, but the two northern connections for Phase 1 (San Francisco) and Phase II (Sacramento) are within the corridor.

Other highlights of needs assessment analysis:

=> 37% of corridor’s block groups ‘high needs’

=> Except for tribal lands and military bases, relatively few key regional locations with limited intercity access

=> Forecast population growth for the corridor is above (31%) statewide growth (27%)

California Statewide Rural Intercity Bus Study Update: Appendix B B23

B7. San Jose/San Francisco Bay Area – North Coast

California Statewide Rural Intercity Bus Study Update: Appendix B B24

The 2015 ITSP describes this corridor as linking the San Francisco Bay Area to California’s remote North Coast. US 101 is the primary transportation facility used for interregional travel and serves as a lifeline for the movement of people, goods, and services. The corridor follows the coast north in the western portion of the State through Marin, Sonoma, Mendocino, Humboldt, and Del Norte Counties. The corridor is vital to the area’s recreational tourism and economy and serves urban and suburban areas, such as Santa Rosa, San Rafael, and numerous smaller communities.

The low population densities and challenging geologic and weather conditions north of the Santa Rosa area make intercity passenger rail financially infeasible in large portions of the corridor, but Amtrak Thruway bus service, along with coordinated bus services provided by local transit agencies, provide modal options.

The corridor’s intercity rail operations include Sonoma-Marin Area Rail Transit (SMART), which is a passenger rail and bicycle-pedestrian pathway project located in Marin and Sonoma counties that will eventually serve a 70-mile corridor from Larkspur to Cloverdale, with a first phase from San Rafael to Santa Rosa beginning in 2017.

The corridor is serviced by a few regional airports: Arcata, Crescent City, and Charles M. Schulz Sonoma County Airport. Analysis in the 2015 ITSP of the US 101 suggests that the section north of Santa Rosa is significantly composed of interregional auto traffic. Transit agencies along US 101 coordinate services to allow individuals to complete interregional transit trips between San Francisco and Brookings, Oregon. Amtrak Thruway bus service links McKinleyville to the San Francisco Bay Area.

Other highlights of needs assessment analysis:

=> 26% of corridor’s block groups ‘high needs’

=> Except for tribal lands, relatively few key regional locations with limited intercity access when local connectors (“feeder”) services considered

=> Forecast population growth for the corridor is above (31%) statewide growth (27%)

California Statewide Rural Intercity Bus Study Update: Appendix B B25

Table 19 Corridor 7 Population Needs by Block Group Total Low 1,425 Total Moderate 1,069 Total High 891 Total 3,385

Percent Low 42.1% Percent Moderate 31.6% Percent High 26.3%

Table 20 San Jose/San Francisco Bay Area - North Coast Corridor Key Regional Location Needs Corridor #7 Total # in Corridor: Location Needs: Nonfeeder Feeder 10 to 25 Miles 0 0 Airports 5 More than 25 Miles 0 0 10 to 25 Miles 4 0 Hospitals 83 More than 25 Miles 0 0 10 to 25 Miles 1 1 Military Bases 14 More than 25 Miles 0 0 10 to 25 Miles 0 0 Prisons 4 More than 25 Miles 0 0 10 to 25 Miles 3 3 Tribal Lands 35 More than 25 Miles 5 1 10 to 25 Miles 1 0 Universities 85 More than 25 Miles 0 0

Table 21 Forecast Population Growth in Corridor 7 2015 2050 % Change San Mateo County 762,327 939,734 23.27% San Francisco County 862,470 1,055,715 22.41% Alameda County 1,619,244 2,117,320 30.76% Marin County 261,663 288,827 10.38% Sonoma County 500,487 563,027 12.50% Lake County 65,023 63,845 -1.81% Mendocino County 88,379 94,202 6.59% Humboldt County 134,825 138,588 2.79% Trinity County 13,583 12,392 -8.77% Del Norte County 27,089 25,306 -6.58% Corridor 7 Total 4,335,090 5,298,956 22.23% California 38,714,725 49,087,890 26.79% USA 321,418,820 398,328,000 23.93%

California Statewide Rural Intercity Bus Study Update: Appendix B B26

B8. Central Coast

California Statewide Rural Intercity Bus Study Update: Appendix B B27

The 2015 ITSP describes this corridor as connecting the Central Coast to San Jose and San Francisco Bay region. US 101 is the major interregional transportation facility that traverses the entire corridor, with intercity rail services, including the under-construction high-speed-rail corridor covering part of the corridor in the northernmost portion. The Central Coast is a significant agricultural region. The Salinas Valley is home to the top vegetable-producing region in the nation.

US 101 accommodates interregional, regional, and local traffic. US 101 also serves the National Guard training installations at Camp Roberts and Fort Hunter Liggett and provides access to Vandenberg Air Force Base. In addition to connecting with the southern portion of the San Francisco Bay Area, US 101 connects the Salinas Valley agricultural production areas to the northern San Joaquin Valley via SR 156 and SR 152. The SR 41 and SR 46 corridor connects the San Luis Obispo and Paso Robles area with the central San Joaquin Valley and the food processing and distribution facilities located along the SR 99 corridor.

The rail facilities identified in this corridor include intercity and commuter rail, and freight rail. All three systems frequently share the same infrastructure, which is generally owned by private railroads. The UPRR Central Coast mainline serves freight movements along with the Pacific Surfliner and Coast Starlight services. The UPRR mainline is parallel to US 101. A new passenger rail service, the Coast Daylight, is being developed to provide regular service between San Luis Obispo and the San Francisco Bay Area, with a connection to the Capital Corridor.

An important interregional route is also SR1 that runs along the Pacific Coastline. Some of the most famous stretches of this internationally renowned route include Big Sur and the Monterey Bay area.

The corridor’s intercity rail operations include Amtrak’s Coast Starlight train, which offers one daily round trip between Los Angeles and Seattle, with stops in the cities of Santa Barbara, San Luis Obispo, Paso Robles, and Salinas. Significant commercials airports within this corridor include the Monterey Peninsula Airport, San Luis Obispo County Regional Airport, and the Santa Maria Airport. Analysis in the 2015 ITSP of the US 101 suggests that the section from Salinas to Paso Robles is nearly all interregional.

Local and regional shuttle services in the corridor are provided by San Luis Obispo Regional Transit Authority (SLORTA), Santa Barbara Metropolitan Transit District (SBMTD), Monterey-Salinas Transit District (MST), San Benito County Local Transportation Authority, and Santa Cruz Metropolitan Transit District (METRO). Most services offer free transfers for Amtrak users; this is coordinated by Caltrans under contract with Amtrak to provide connecting feeder bus services with public bus operators. Greyhound also uses US 101 to provide interregional bus service. Amtrak Thruway bus services provide connections to multiple destinations along the corridor.

This corridor includes Phase I of the planned high-speed rail at the northernmost portion of the corridor connecting the San Joaquin Valley to the San Francisco Bay Area. Ridership on the Pacific Surfliner intercity rail service is expected to increase from 2.7 million passengers in 2013 to over 5 million in 2040, an 87 percent increase. The emerging Coast Daylight service between San Luis Obispo and San Francisco is anticipated to generate ridership of 216,000 passengers annually.

California Statewide Rural Intercity Bus Study Update: Appendix B B28

Table 22 Corridor 8 Population Needs by Block Group Total Low 1,198 Total Moderate 702 Total High 402 Total 2,302

Percent Low 52.0% Percent Moderate 30.5% Percent High 17.5%

Table 23 Central Coast Corridor Key Regional Location Needs Corridor #8 Total # in Corridor: Location Needs: Nonfeeder Feeder 10 to 25 Miles 1 0 Airports 5 More than 25 Miles 0 0 10 to 25 Miles 8 1 Hospitals 43 More than 25 Miles 0 0 10 to 25 Miles 4 0 Military Bases 9 More than 25 Miles 0 0 10 to 25 Miles 4 0 Prisons 7 More than 25 Miles 0 0 10 to 25 Miles 0 0 Tribal Lands 1 More than 25 Miles 0 0 10 to 25 Miles 7 0 Universities 46 More than 25 Miles 0 0

Table 24 Forecast Population Growth in Corridor 8 2015 2050 % Change Monterey County 435,658 514,121 18.01% San Benito County 57,572 78,277 35.96% San Francisco County 862,470 1,055,715 22.41% San Luis Obispo County 276,142 320,436 16.04% San Mateo County 762,327 939,734 23.27% Santa Barbara County 445,444 543,644 22.05% Santa Clara County 1,915,407 2,486,815 29.83% Santa Cruz County 274,594 310,692 13.15% Corridor 8 Total 5,029,614 6,249,434 24.25% California 38,714,725 49,087,890 26.79% USA 321,418,820 398,328,000 23.93%

California Statewide Rural Intercity Bus Study Update: Appendix B B29

Throughout the Central Coast, there are currently multiple efforts underway to improve passenger rail service. This is a focus of interregional investments in the corridor for the next two decades. Local agencies have long been planning the Coast Daylight service from Los Angeles to San Francisco. Twenty agencies along the corridor have passed resolutions of support for the project. The Coast Daylight would begin with one round trip between San Luis Obispo and the San Francisco Bay Area and expand as demand warrants and funding permits. In Monterey County, the Transportation Agency for Monterey County is working cooperatively with Caltrans, the Peninsula Corridor Joint Powers Board (Caltrain), and the Capitol Corridor Joint Powers Agency to extend the Capitol Corridor rail service to Salinas. The service is planned to consist of two round trips per day running from Salinas to San Jose, and on to Sacramento. This will be increased to up to six round trips as demand warrants. The extension will include three new station stops for the Capitol Corridor: Pajaro/Watsonville, Castroville, and Salinas.

Other highlights of needs assessment analysis:

=> 18% of corridor’s block groups ‘high needs’

=> Few key regional locations with limited intercity access when local connectors (“feeder”) services considered

=> Forecast population growth for the corridor is lower (24%) than statewide growth (27%)

California Statewide Rural Intercity Bus Study Update: Appendix B B30

B9. South Coast

California Statewide Rural Intercity Bus Study Update: Appendix B B31

The 2015 ITSP describes this corridor as linking the heavily urbanized southern California area with the more rural counties further north along the central coast. The major travel patterns along the corridor include freight movement, recreational tourism, and local commuter traffic. The major interregional transportation facilities are US 101, I-5, and the Pacific Surfliner intercity rail corridor.

Most of the corridor is within urbanized areas, with a limited rural segment in the northern portion in Santa Barbara County. The corridor accommodates goods movement via highway and railroad. The California State rail system includes the Pacific Surfliner Intercity Rail, commuter, and freight rail services, along with the infrastructure to operate them. All three systems frequently share the same infrastructure, which is generally owned by private railroads.

The corridor’s intercity rail operations include the Amtrak Pacific Surfliner intercity rail corridor which links Los Angeles to San Diego and San Luis Obispo, as well as the Amtrak Coast Starlight which links Los Angeles to San Luis Obispo and continues north to the San Francisco Bay Area and Seattle. The 2015 ITSP identifies several other interregional transit options in this corridor. The Southern California Regional Rail Authority (Metrolink) trains link Los Angeles to East Ventura and Oceanside. North County Transportation District (Coaster) trains link Oceanside and San Diego.

Significant commercial airports within this corridor include Los Angeles International Airport (LAX), Bob Hope Burbank Airport, Long Beach Airport, Ontario International Air-port, John Wayne Orange County Airport, and San Diego International Airport.

Analysis in the 2015 ITSP of the US 101 suggests that the section from Santa Barbara to the Central Coast corridor has the greatest interregional traffic. Similar patterns are also observed along the I-5 with most of the traffic volume in its southern portion being commute related.

Private bus services, such as Greyhound Lines, Crucero and Transportes Intercalifornias utilize the US 101 and I-5 corridors linking the Central Coast, Southern California, and the US/Mexico International Border. Many local, regional, and inter-county services also offer local and regional shuttle services within this corridor. Complementing these services is the Amtrak Thruway Bus Service which connects train passengers to the Coachella Valley, Central Coast, and the San Francisco Bay Area.

There is also an emerging Coast Daylight corridor that would provide additional service between the South Coast, Central Coast, and the San Francisco Bay Area. Efforts are progressing to support rail line infrastructure to accommodate peak period passenger rail service between East Ventura and Goleta. Ridership along the Pacific Surfliner Intercity Rail service grew from 1.6 million to 2.7 million passengers between 1998 and 2008. Further improvements in the service area target even greater ridership increases in the future. These improvements in the Pacific Surfliner are one of the corridor’s priority investment foci. It also foresees an 87% increase in Pacific Surfliner Intercity Rail service passengers from 2.7 million to 5 million between 2013 and 2040.

California Statewide Rural Intercity Bus Study Update: Appendix B B32

Table 25 Corridor 9 Population Needs by Block Group Total Low 2,946 Total Moderate 3,058 Total High 2,828 Total 8,832

Percent Low 33.4% Percent Moderate 34.6% Percent High 32.0%

Table 26 South Coast Corridor Key Regional Location Needs Corridor #9 Total # in Corridor: Location Needs: Nonfeeder Feeder 10 to 25 Miles 0 0 Airports 5 More than 25 Miles 0 0 10 to 25 Miles 11 0 Hospitals 176 More than 25 Miles 0 0 10 to 25 Miles 3 0 Military Bases 27 More than 25 Miles 0 0 10 to 25 Miles 1 0 Prisons 9 More than 25 Miles 0 0 10 to 25 Miles 1 0 Tribal Lands 1 More than 25 Miles 0 0 10 to 25 Miles 6 0 Universities 211 More than 25 Miles 0 0

Table 27 Forecast Population Growth in Corridor 9 2015 2050 % Change Santa Barbara 445,444 543,644 22.05% Ventura 852,964 974,220 14.22% Los Angeles 10,192,374 11,861,060 16.37% Orange 3,165,203 3,883,550 22.70% San Diego 3,275,546 4,167,890 27.24% Corridor 9 Total 17,931,531 21,430,364 19.51% California 38,714,725 49,087,890 26.79% USA 321,418,820 398,328,000 23.93%

Other highlights of needs assessment analysis:

=> 32% of corridor’s block groups ‘high needs’

=> There are no regional locations without intercity access when local connectors (“feeder”) services considered

=> Forecast population growth for the corridor is below (20%) statewide growth (27%)

California Statewide Rural Intercity Bus Study Update: Appendix B B33

B10. Southern California – Southern Nevada/Arizona

California Statewide Rural Intercity Bus Study Update: Appendix B B34

The 2015 ITSP describes this corridor as connecting Southern California’s seaport gateways, and the massive logistics and manufacturing sectors that are based in the region to the rest of the country via three Interstate highways (10, 15, and 40) and parallel freight rail routes owned and operated by UPRR and BNSF. The region is the nation’s largest and most important freight gateway and corridor for international trade. Also, I-15 and I-40 link to the San Joaquin Valley via SR 58 and provide connectivity to the southern United States for the nation’s most productive agricultural region in the Central Valley.

For the purposes of the ITSP, I-10 and I-15 were identified as high-priority corridors. Both routes are included within the set of six nationally identified “Corridors of the Future” and I-15 is the subject of a multi-state planning and operations partnership involving California, Nevada, Arizona, and Utah. The I- 15 corridor also provides a vital link between Mexico, Southern California, and locations to the north and east of the region. The corridor is typically characterized as being heavily urbanized within the Los Angeles Basin with dense warehousing, transloading, distribution, and manufacturing land uses and by sparsely populated desert outside of the urban area. The focus of interregional highway investments is directed outside of the urban areas while passenger rail investments are targeted to the emerging Coachella Valley service and the very successful Surfliner service which has the nation’s second highest passenger ridership.

The I-15 Corridor begins in San Diego, near the Port of San Diego, and continues through the urban core. North of SR 163, I-15 is a well-developed, freeway ranging from 8 to 12 lanes. Portions of the I-15 include 20 miles of high-occupancy-vehicle (HOV) and high-occupancy toll (HOT) express lanes on a cross-section of 10 and 12 lanes. Between Escondido and I-40 in Barstow the corridor is a six to eight- lane freeway, and becomes a four-lane freeway north of Barstow, continuing to Las Vegas, Nevada.

Santa Monica is the western terminus for I-10. The entire I-10 facility within the Los Angeles metropolitan area ranges from an 8 to 12 lane freeway, continuing into San Bernardino and Riverside counties, collectively known as the Inland Empire. This area contains the nation’s highest density and extent of warehousing facilities serving not only the vast consumer market in Southern California, but the US Southwest as well. The route and parallel and connecting freeways are characterized by very high truck volumes and frequent traffic congestion. I-10 becomes a four highway outside of Indio, California connecting to Arizona and continuing through the Southern US to terminate in Florida.

The corridor’s intercity rail operations include Amtrak Thruway Bus Service which links the Pacific Surfliner Intercity Rail Corridor to Coachella Valley on I-10 and Las Vegas on I-15. Amtrak’s Sunset Limited/Texas Eagle links Los Angeles to Phoenix (Maricopa), continuing to Chicago (Texas Eagle) and New Orleans (Sunset Limited), providing service three times a week.

The Inland Empire and San Diego have multiple major passenger airports and regional airports that impact the corridor. International airports along the corridor are located in San Diego, Los Angeles, Ontario, and Palm Springs.

Analysis in the 2015 ITSP of traffic along I-10 suggests high levels of interregional auto traffic along most of the route between Indio and the Arizona border, with commuting dominating auto traffic along the

California Statewide Rural Intercity Bus Study Update: Appendix B B35

route from Palm Springs to Santa Monica. A similar pattern was also identified along I-15, with interregional auto travel dominating between the Nevada border and Victorville then commuters forming the largest share from Victorville to San Diego.

Private bus services such as Greyhound, BoltBus, El Paso-Los Angeles Express and Megabus utilize I-10 and I-15 corridors linking Los Angeles and San Diego to the Inland Empire, Las Vegas, Nevada and Phoenix, Arizona.

Table 28 Corridor 10 Population Needs by Block Group Total Low 1,574 Total Moderate 2,026 Total High 2,305 Total 5,905

Percent Low 26.7% Percent Moderate 34.3% Percent High 39.0%

Table 29 Southern California - Southern Nevada/Arizona Corridor Key Regional Location Needs Corridor #10 Total # in Corridor: Location Needs: Nonfeeder Feeder 10 to 25 Miles 0 0 Airports 3 More than 25 Miles 0 0 10 to 25 Miles 3 0 Hospitals 124 More than 25 Miles 1 0 10 to 25 Miles 1 2 Military Bases 9 More than 25 Miles 4 1 10 to 25 Miles 0 2 Prisons 11 More than 25 Miles 0 0 10 to 25 Miles 2 1 Tribal Lands 15 More than 25 Miles 2 0 10 to 25 Miles 3 0 Universities 144 More than 25 Miles 0 0

Table 30 Forecast Population Growth in Corridor 10 2015 2050 % Change San Bernardino County 2,127,735 2,843,580 33.64% Riverside County 2,331,040 3,311,478 42.06% Corridor 10 Total 4,458,775 6,155,058 38.04% California 38,714,725 49,087,890 26.79% USA 321,418,820 398,328,000 23.93%

California Statewide Rural Intercity Bus Study Update: Appendix B B36

The VMT for I-15 is expected to increase over 10 million between 2010 and 2040 exceeding 35 million with 20 percent truck traffic by 2040. The VMT for I-10 is expected to increase nearly 8 million between 2010 and 2040 exceeding over 32 million with 21 percent truck traffic by 2040.

The Perris Valley Line operated by the Southern California Regional Rail Authority (Metrolink) connects Los Angeles, Riverside and Perris on the I-15/ I-215 corridor. There is also a proposed Coachella Valley- San Gorgonio Pass Corridor Rail Service which would connect Los Angeles to Coachella Valley, paralleling I-10. The proposed Coachella Valley interregional rail route is expected to have 270,000 annual riders annually by 2040. While according to the 2015 ITSP focus of investments in this corridor are on improving goods movement, development of the Coachella Valley Intercity Rail Route will provide modal alternatives to local commuters, along with other commute improvements funded through local and regional agencies.

Other highlights of needs assessment analysis:

=> 39% of corridor’s block groups ‘high needs’

=> Key regional locations with limited intercity access when local connectors (“feeder”) services considered include military bases, prisons, and tribal land.

=> Forecast population growth for the corridor is above (38%) statewide growth (27%)

California Statewide Rural Intercity Bus Study Update: Appendix B B37

B11. San Jose/San Francisco Bay Area – Central Valley – Los Angeles

California Statewide Rural Intercity Bus Study Update: Appendix B B38

The 2015 ITSP describes this corridor as linking southern and northern California through the Central Valley. It has modal options for the movement of people and freight through major freeways (SR 99, I-5, and I-580), passenger rail services (San Joaquin, Amtrak Thruway Bus Service, and high-speed rail), freight rail (UPRR and the BNSF), and interregional buses (Greyhound Lines, BoltBus, Megabus and Transportes Intercalifornias). These facilities and modes, linked to local streets and transit systems, provide the basic transportation framework for an integrated interregional transportation system.

The two major parallel north-south highways, I-5 and SR 99, have very different characteristics and needs. Along the western edge of the San Joaquin Valley, I-5 primarily provides connectivity between the urban areas of the San Francisco Bay Area and Sacramento and the urban areas of the Los Angeles region. In between these two mega-regions, along the I-5 corridor, there are almost no communities, no industry beyond agricultural production, and commercial services limited to gas stations, fast food establishments, and a few motels or hotels. The four-lane Interstate is characterized by high-speed, long-distance travel by autos and trucks. In contrast, SR 99 on the eastern side of the Central Valley, serves as home to several million people, and links numerous cities and small communities along the entire length of the corridor.

The SR 99 portion of the corridor directly serves a wide variety of industry, is often heavily congested with local and interregional traffic, including recreational traffic destined for the Sierra Nevada, and varies from four to eight freeway lanes. Both highways are paralleled by UPRR and BNSF tracks that not only ship freight, but also host the San Joaquin Passenger rail service. The developing California high- speed rail is being constructed along this general corridor and will serve major population centers such as Fresno and Bakersfield, as well as linking the San Francisco Bay Area and Southern California.

The corridor’s intercity rail operations include the San Joaquin intercity rail service, which provides connections between Sacramento and San Francisco to Bakersfield with Amtrak Thruway Bus Service extending the rail corridor into the Los Angeles region and other communities that currently do not have intercity rail stations including to the Yosemite National Park and Mammoth Lakes; Torrance; San Bernardino; and Las Vegas. The Altamont Commuter Express linking cities in San Joaquin County to San Jose is an example of an intercity rail service that provides connections within the corridor. Major international airports within the corridor include ones in San Francisco, Oakland, San Jose, Sacramento, and Los Angeles. Analysis in the 2015 ITSP of traffic along SR99 suggests high levels of interregional auto traffic along most of the route outside of major urban areas. A similar pattern was also identified along I- 5, but auto traffic south of San Joaquin County to Tejon Pass is nearly entirely interregional.

The corridor has multiple intercity bus transit options including private bus services such as Greyhound Lines, BoltBus, Megabus and Transportes Intercalifornias that utilize the I-5 and SR 99 corridors linking the San Francisco Bay Area and Central Valley to points throughout Southern California and the US/Mexico International Border. Yosemite Area Rapid Transit (YARTS), connects with both Greyhound and the Amtrak San Joaquin, and deploys from Merced to Yosemite National Park, and Sonora.

California Statewide Rural Intercity Bus Study Update: Appendix B B39

Table 31 Corridor 11 Population Needs by Block Group Total Low 2,348 Total Moderate 2,803 Total High 3,789 Total 8,940 Percent Low 26.3% Percent Moderate 31.4% Percent High 42.4%

Table 32 San Jose/San Francisco Bay Area - Central Valley - Los Angeles Corridor Key Regional Location Needs Corridor #11 Total # in Corridor: Location Needs: Nonfeeder Feeder 10 to 25 Miles 0 0 Airports 8 More than 25 Miles 0 0 10 to 25 Miles 9 1 Hospitals 196 More than 25 Miles 0 0 10 to 25 Miles 2 1 Military Bases 17 More than 25 Miles 0 0 10 to 25 Miles 5 0 Prisons 26 More than 25 Miles 0 0 10 to 25 Miles 0 0 Tribal Lands 2 More than 25 Miles 0 0 10 to 25 Miles 5 0 Universities 195 More than 25 Miles 0 0

Table 33 Forecast Population Growth in Corridor 11 2015 2050 % Change Alameda County 1,619,244 2,117,320 30.76% Contra Costa County 1,116,385 1,473,799 32.02% Solano County 429,384 578,847 34.81% Yolo County 212,747 291,753 37.14% Sacramento County 1,489,308 1,971,038 32.35% San Joaquin County 728,509 1,058,344 45.28% Stanislaus County 537,957 765,318 42.26% Merced County 270,156 391,614 44.96% San Benito County 57,572 78,277 35.96% Madera County 154,982 228,257 47.28% Fresno County 980,980 1,390,668 41.76% Kings County 149,813 223,158 48.96% Tulare County 465,013 690,894 48.58% Kern County 884,436 1,271,021 43.71% Los Angeles County 10,192,374 11,861,060 16.37% Corridor 11 Total 19,288,860 24,391,368 26.45% California 38,714,725 49,087,890 26.79% USA 321,418,820 398,328,000 23.93%

California Statewide Rural Intercity Bus Study Update: Appendix B B40

The San Joaquin Intercity Rail Service is expected to increase from 1.17 million passengers in 2013 to 2.34 million passengers in 2040, which is a 100 percent increase. The under-construction California high- speed rail service will provide intercity transit service between San Francisco (Phase 1) and Sacramento (Phase 2) through the Central Valley and into Los Angeles (Phase 1) and ending in San Diego (Phase 2). This service will be the backbone intercity rail service that will be supported by local and regional rail and transit service, along with highways and the local circulation networks. Future improvements to the Capitol Corridor service will target greater ridership increases. High-speed rail is expected to free-up airport capacity for more long-distance flights, reduce the growth in highway demand, and reduce air pollution in the Central Valley-which suffers from some of the worst air quality in the nation.

Other highlights of needs assessment analysis:

=> 39% of corridor’s block groups ‘high needs’

=> Few key regional locations with limited intercity access when local connectors (“feeder”) services considered

=> Forecast population growth for the corridor is near (26%) statewide growth (27%)

California Statewide Rural Intercity Bus Study Update: Appendix B B41

B12. Redwood Empire Rural Area

California Statewide Rural Intercity Bus Study Update: Appendix B B42

This rural area is bordered by the San Jose/San Francisco Bay Area – North Coast corridor to the west, the Sacramento – Oregon corridor to the east, the Oregon state border to the north, and SR 20 to the south. It is bisected by SR 299 which is part of the North Coast – Northern Nevada corridor. This rugged mountainous area encompasses the Mendocino, Shasta-Trinity, Six Rivers, and the Klamath National Forests. It also includes the Marbled Mountain, the Yolla Bolly-Middle Eel, Chanchelulla, Trinity Alps, and the Snow Mountain Wilderness Areas.

The southern portion of the area is crossed from east to west by SR 162 and SR 36. Beginning at the intersection with SR36, SR3 runs to the north-east through the region until it intersects with I-5 near Yreka. Another predominantly north-south route in the region is SR96 which heads north from the intersection with SR299 near Willow Creek then follows the Klamath River until it intersects with I-5 south of Hornbrook.

There are two large Native American trust lands in this corridor; the Yurok Reservation and the Hoopa Valley Reservation.

Table 34 Corridor 12 Population Needs by Block Group Total Low 4 Total Moderate 3 Total High 26 Total 33 Percent Low 12.1% Percent Moderate 9.1% Percent High 78.8%

Table 35 Redwood Empire Corridor Key Regional Location Needs Corridor #12 Total # in Corridor: Location Needs: Nonfeeder Feeder 10 to 25 Miles 0 0 Airports 0 More than 25 Miles 0 0 10 to 25 Miles 0 0 Hospitals 1 More than 25 Miles 0 0 10 to 25 Miles 0 0 Military Bases 1 More than 25 Miles 0 0 10 to 25 Miles 0 0 Prisons 0 More than 25 Miles 0 0 10 to 25 Miles 6 2 Tribal Lands 11 More than 25 Miles 3 1 10 to 25 Miles 0 0 Universities 1 More than 25 Miles 0 0

California Statewide Rural Intercity Bus Study Update: Appendix B B43

Table 36 Forecast Population Growth in Corridor 12 2015 2050 % Change Del Norte County 27,089 25,306 -6.58% Siskiyou County 44,563 42,024 -5.70% Humboldt County 134,825 138,588 2.79% Trinity County 13,583 12,392 -8.77% Shasta County 178,795 182,970 2.34% Tehama County 63,975 69,464 8.58% Mendocino County 88,379 94,202 6.59% Glenn County 29,000 35,202 21.39% Lake County 65,023 63,845 -1.81% Colusa County 22,312 30,016 34.53% Corridor 12 Total 667,544 694,008 3.96% California 38,714,725 49,087,890 26.79% USA 321,418,820 398,328,000 23.93%

Other highlights of needs assessment analysis:

=> 79% of corridor’s block groups ‘high needs’

=> Few key regional locations with limited intercity access except Native American tribal lands

=> Forecast population growth for the corridor is much lower than (4%) statewide growth (27%)

California Statewide Rural Intercity Bus Study Update: Appendix B B44

B13. Southern Cascade/Modoc Rural Area

California Statewide Rural Intercity Bus Study Update: Appendix B B45

This rural area is bordered by the Sacramento – Oregon corridor to the west, the Nevada state border to the east, the Oregon state border to the north, and by the North Coast – Northern Nevada Corridor along SR 44 to the south. This area encompasses parts of the Lassen, Shasta, and the Modoc National Forests. It also includes the Thousand Lakes and South Warner Wilderness Areas, the Lava Beds National Monument as well as the Lower Klamath, Tule Lake, and Clear Lake National Wildlife Refuges.

The area contains US 395 north of Susanville to the Oregon border and SR 139 north of Susanville to the Oregon border. US97 also runs north through the area from the town of Weed on the I-5 to the Oregon border. Other significant routes through this area include SR89 from the intersection with SR 44 north- west until it intersects with I-5 near the town of Mt. Shasta. SR 299 from Redding runs through the area toward the north east past Alturas and on to the Nevada border.

Table 37 Corridor 13 Population Needs by Block Group Total Low 1 Total Moderate 7 Total High 20 Total 28 Percent Low 3.6% Percent Moderate 25.0% Percent High 71.4%

Table 38 Southern Cascade/Modoc Rural Area Corridor Key Regional Location Needs Corridor #13 Total # in Corridor: Location Needs: Nonfeeder Feeder 10 to 25 Miles 0 0 Airports 0 More than 25 Miles 0 0 10 to 25 Miles 1 1 Hospitals 5 More than 25 Miles 2 0 10 to 25 Miles 0 0 Military Bases 0 More than 25 Miles 0 0 10 to 25 Miles 0 0 Prisons 0 More than 25 Miles 0 0 10 to 25 Miles 4 3 Tribal Lands 14 More than 25 Miles 8 2 10 to 25 Miles 0 0 Universities 0 More than 25 Miles 0 0

Other highlights of needs assessment analysis:

=> 71% of corridor’s block groups ‘high needs’

=> Few key regional locations with limited intercity access except Native American tribal lands

=> Forecast population growth for the corridor is much lower (1%) than statewide growth (27%)

California Statewide Rural Intercity Bus Study Update: Appendix B B46

Table 39 Forecast Population Growth in Corridor 13 2015 2050 % Change Sisikyou County 44,563 42,024 -5.70% Modoc County 9,566 8,915 -6.81% Shasta County 178,795 182,970 2.34% Lassen County 30,988 33,605 8.45% Corridor 13 Total 263,912 267,515 1.37% California 38,714,725 49,087,890 26.79% USA 321,418,820 398,328,000 23.93%

California Statewide Rural Intercity Bus Study Update: Appendix B B47

B14. Sierra Nevada Rural Area

California Statewide Rural Intercity Bus Study Update: Appendix B B48

This rural area corresponds with the area of the Sierra Nevada mountain range. It is bordered by the North Coast – Northern Nevada Corridor to the north and Central Coast – Central Valley East/West Corridor in the south. Its eastern border is formed by the State of Nevada in the north and the High Desert- Eastern Sierras – Northern Nevada Corridor for the remainder. Its western border consists of Sacramento – Oregon Corridor in the north and the San Jose/San Francisco Bay Area – Central Valley – Las Vegas Corridor for the remainder. It is bisected by I-80 which is part of the San Jose/San Francisco Bay Area – Sacramento – Northern Nevada Corridor.

This area is a year-round recreation center encompassing Yosemite, Kings Canyon, Sequoia, and Lassen Volcanic National Parks as well as Devils Postpile and Giant Sequoia National Monuments. It also includes nine national forests: Lassen, Plumas, Tahoe, Eldorado, Toiyabe, Stanislaus, Inyo, Sierra, and Sequoia. In addition, it has twenty alpine ski resorts, more than a dozen cross-country ski resorts, twenty national wilderness areas and numerous state parks.

The area mainly has east/west connections, but it does contain two significant north-south oriented routes: SR 41/49 and SR89. SR 41/49 links Fresno (SR 41) to Mariposa County (SR 49) through Madera, Mariposa, Tuolumne, Calaveras, and El Dorado counties before connecting to US 50. SR 49 continues to Placer County and I-80 then further north to Nevada, Sierra and Plumas counties. SR89 links the northern portion of the region from SR 44 and North Coast – Northern Nevada Corridor to the Lake Tahoe area and eventually US 395 and the Eastern Sierra Corridor. It thereby links the western and eastern side of the region through Plumas, Sierra, Nevada, Placer, El Dorado, Alpine, and Mono counties

In addition to I-80, there are eight routes crossing the Sierra Nevada Mountain range with many closed seasonally because of winter snow. In the south, SR178 links Bakersfield with US 395 and the Eastern Sierra Corridor through Walker Pass (5,250 feet). Further north, SR120 crosses the mountain range via Tioga Pass (9,943 feet), SR 108 crosses via Sonora Pass (9,623 feet), SR 4 crosses via Ebbetts Pass (8,730 feet), SR 88 via Carson Pass (8,652 feet), US 50 via Echo Summit (7,382), and SR 70 via Beckworth Pass (5,221 feet). In the northern portion of the area, SR 36 also provides an additional east/west connection across the area. Several routes facilitate access to the western portion of the area; these include: SR155, SR190, SR198, SR180, SR 168, SR140, SR132, SR26, SR193, SR174, SR20, and SR147. There are fewer routes facilitating access to the eastern portion of the area, but besides a few along the High Desert- Eastern Sierras – Northern Nevada Corridor, these include: SR28, SR267, and SR284.

Table 40 Corridor 14 Population Needs by Block Group Total Low 113 Total Moderate 209 Total High 244 Total 566 Percent Low 20.0% Percent Moderate 36.9% Percent High 43.1%

California Statewide Rural Intercity Bus Study Update: Appendix B B49

Table 41 Sierra Nevada Rural Area Corridor Key Regional Location Needs Corridor #14 Total # in Corridor: Location Needs: Nonfeeder Feeder 10 to 25 Miles 0 0 Airports 0 More than 25 Miles 0 0 10 to 25 Miles 8 0 Hospitals 18 More than 25 Miles 8 0 10 to 25 Miles 0 0 Military Bases 1 More than 25 Miles 0 0 10 to 25 Miles 1 0 Prisons 2 More than 25 Miles 1 0 10 to 25 Miles 9 9 Tribal Lands 24 More than 25 Miles 13 0 10 to 25 Miles 1 0 Universities 0 More than 25 Miles 3 0

Other highlights of needs assessment analysis: => 43% of corridor’s block groups ‘high needs’ => Few key regional locations with limited intercity access except Native American tribal lands => Forecast population growth for the corridor is above (34%) statewide growth (27%)

Table 42 Forecast Population Growth in Corridor 14 2015 2050 % Change Lassen County 30,988 33,605 8.45% Tehama County 63,975 69,464 8.58% Plumas County 19,675 16,770 -14.76% Butte County 224,301 243,094 8.38% Sierra County 3,166 2,857 -9.75% Yuba County 75,621 105,753 39.85% Nevada County 97,946 103,718 5.89% Placer County 371,558 480,491 29.32% El Dorado County 182,917 201,581 10.20% Amador County 37,302 29,783 -20.16% Alpine County 1,165 1,256 7.77% Calaveras County 44,881 36,812 -17.98% Tuolumne County 54,511 51,495 -5.53% Mariposa County 18,097 16,827 -7.02% Mono County 13,762 16,804 22.11% Madera County 154,982 228,257 47.28% Fresno County 980,980 1,390,668 41.76% Tulare County 465,013 690,894 48.58% Kern County 884,436 1,271,021 43.71% Corridor 14 Total 3,725,276 4,991,150 33.98% California 38,714,725 49,087,890 26.79% USA 321,418,820 398,328,000 23.93%

California Statewide Rural Intercity Bus Study Update: Appendix B B50

B15. Inyo/Mojave Rural Area

California Statewide Rural Intercity Bus Study Update: Appendix B B51

This rural area is bordered by the High Desert- Eastern Sierras – Northern Nevada Corridor to the west, the Nevada state border to the east, and the Southern California – Southern Nevada/Arizona Corridor to the south. This area encompasses most of Death Valley National Park and parts of the Inyo National Forest. It also contains the Funeral Mountains, Nopah Range, South Nopah Range, Hollow Hills, and Grass Valley Wilderness Areas.

The area contains US 6 north of Bishop to the Nevada border and SR 168 north-east of Big Pine to the Nevada border. Other significant routes through this area include SR190, which runs primarily west/east from the intersection with US 395 to Death Valley Junction. The eastern portion of SR 178 also runs through this area; it begins in the southeastern part of Death Valley National Park and continues eastward to the Nevada border. SR 127 begins at the intersection with I-15 near the town of Baker and continues north through the area to the Nevada border.

Other highlights of needs assessment analysis: => 43% of corridor’s block groups ‘high needs’ => Few key regional locations with limited intercity access, except a couple of Native American tribal lands and military bases => Forecast population growth for the corridor is above (33%) statewide growth (27%)

Table 43 Corridor 15 Population Needs by Block Group Total Low 1 Total Moderate 4 Total High 5 Total 10 Percent Low 10.0% Percent Moderate 40.0% Percent High 50.0%

Table 44 Inyo/Mojave Rural Area Corridor Key Regional Location Needs Corridor #15 Total # in Corridor: Location Needs: Nonfeeder Feeder 0 10 to 25 Miles 0 0 Airports More than 25 Miles 0 0 3 10 to 25 Miles 0 0 Hospitals More than 25 Miles 0 0 6 10 to 25 Miles 2 2 Military Bases More than 25 Miles 4 0 0 10 to 25 Miles 0 0 Prisons More than 25 Miles 0 0 5 10 to 25 Miles 2 3 Tribal Lands More than 25 Miles 1 0 0 10 to 25 Miles 0 0 Universities More than 25 Miles 0 0

California Statewide Rural Intercity Bus Study Update: Appendix B B52

Table 45 Forecast Population Growth in Corridor 15 2015 2050 % Change Mono County 13,762 16,804 22.11% Inyo County 18,697 21,130 13.01% San Bernardino County 2,127,735 2,843,580 33.64% Corridor 15 Total 2,160,194 2,881,514 33.39% California 38,714,725 49,087,890 26.79% USA 321,418,820 398,328,000 23.93%

California Statewide Rural Intercity Bus Study Update: Appendix B B53

B16. Imperial/East San Diego Rural Area

California Statewide Rural Intercity Bus Study Update: Appendix B B54

This rural area is bordered by the Southern California – Southern Nevada/Arizona Corridor to the north, the Arizona state border to the east, and the San Diego/Mexico – Inland Empire Corridor to the west along the I-15 and bisecting the area along SR 86 and the southernmost portion of SR 111. This area encompasses numerous state parks as well as the North Algodones Dunes Wilderness Area, the Santa Rosa and San Jacinto Mountains National Monument and the Cleveland National Forest. The corridor’s intercity rail operations include Amtrak’s Sunset train, which offers three weekly round trips through the area from Los Angeles to New Orleans.

The main interregional highway facilities in the area are the SR 7, I-8, SR 78, and SR 98 routes. I-8 is an east-west Interstate that runs north of, and roughly parallel to, the Mexico border, and connects to the Port of San Diego in the west. These routes are heavily used by freight, with the Imperial County routes also serving vehicle and pedestrian border crossings. Two significant east-west routes in the area are SR 74 and SR 94. SR 74 runs from Hemet to Palm Desert and SR 94 runs from the I-5 in San Diego to the I-8 near the town of Boulevard. There are also two other highway facilities in the area with north-south orientation SR79 and SR 111. In the area, SR 79 runs from the I-15 in Temecula to the I-8 near the town of Los Terrenitos, while SR111 runs from the San Diego/Mexico – Inland Empire Corridor near the town of Coachella along the eastern edge of the Salton Sea until its southernmost portion rejoins the San Diego/Mexico – Inland Empire Corridor near the town of Brawley. A few other highway facilities interconnect routes in the area, these include SR 76 linking the I-15 with SR 79, SR 37 linking SR 79 with SR 74, and SR 115 linking SR 111 with the I-8.

Other highlights of needs assessment analysis: => 45% of corridor’s block groups ‘high needs’ => Few key regional locations with limited intercity access, except some Native American tribal lands and military bases => Forecast population growth for the corridor is above (34%) statewide growth (27%)

Table 46 Corridor 16 Population Needs by Block Group Total Low 52 Total Moderate 82 Total High 110 Total 244 Percent Low 21.3% Percent Moderate 33.6% Percent High 45.1%

California Statewide Rural Intercity Bus Study Update: Appendix B B55

Table 47 Imperial/East San Diego Rural Area Corridor Key Regional Location Needs Corridor #16 Total # in Corridor: Location Needs: Nonfeeder Feeder 10 to 25 Miles 0 0 Airports 0 More than 25 Miles 0 0 10 to 25 Miles 2 0 Hospitals 2 More than 25 Miles 0 0 10 to 25 Miles 6 4 Military Bases 8 More than 25 Miles 1 1 10 to 25 Miles 1 1 Prisons 3 More than 25 Miles 0 1 10 to 25 Miles 18 5 Tribal Lands 33 More than 25 Miles 7 0 10 to 25 Miles 2 0 Universities 5 More than 25 Miles 0 0

Table 48 Forecast Population Growth in Corridor 16 2015 2050 % Change Riverside County 2,331,040 3,311,478 42.06% San Diego County 3,275,546 4,167,890 27.24% Imperial County 184,760 307,001 66.16% Corridor 16 Total 5,791,346 7,786,369 34.45% California 38,714,725 49,087,890 26.79% USA 321,418,820 398,328,000 23.93%

California Statewide Rural Intercity Bus Study Update: Appendix B B56

B17. Los Padres/Carrizo Plain Rural Area

California Statewide Rural Intercity Bus Study Update: Appendix B B57

This rural area is bordered by four strategic corridors identified in the 2015 ITSP. It is defined by the rural area to the north and east of the US 101 through Ventura, Santa Barbara, and San Luis Obispo counties. Its northern edge is the path of SR41 east to west across San Luis Obispo and Kern counties to the intersection with the I-5 where its eastern edge then defined by the I-5 south to its juncture with US 101 in Los Angeles County. This area encompasses a large portion of the Los Padres National Forest and the Carrizo Plain National Monument, as well as the Bitter Creek National Wildlife Refuge.

The main interregional highway facilities in the area are the SR 58, SR 126, SR 166, and SR 33 routes. The east-west oriented SR 126 links Ventura and the US 101 with the I-5 at Castaic Junction. Similarly, SR 166 is an east-west link from the US 101 to the I-5 crossing the area from near the city of Santa Maria to the town of Mettler near the junction of the I-5 and SR 99 in the south of the Central Valley. Further north, SR 58 connects US 101 for near the town of Santa Margarita to the I-5 near the town of McKittrick. The north-south oriented SR 33 parallels the I-5 to the west through the Central Valley before crossing the Los Padres National Forest and intersection the US 101 near the city of Ventura.

Table 49 Corridor 17 Population Needs by Block Group Total Low 10 Total Moderate 15 Total High 18 Total 43 Percent Low 23.3% Percent Moderate 34.9% Percent High 41.9%

Table 50 Los Padres/Carrizo Plain Rural Area Corridor Key Regional Location Needs Corridor #17 Total # in Corridor: Location Needs: Nonfeeder Feeder 10 to 25 Miles 0 0 Airports 0 More than 25 Miles 0 0 10 to 25 Miles 2 1 Hospitals 3 More than 25 Miles 0 0 10 to 25 Miles 0 0 Military Bases 1 More than 25 Miles 1 0 10 to 25 Miles 1 0 Prisons 1 More than 25 Miles 0 0 10 to 25 Miles 0 0 Tribal Lands 0 More than 25 Miles 0 0 10 to 25 Miles 2 0 Universities 2 More than 25 Miles 0 0

California Statewide Rural Intercity Bus Study Update: Appendix B B58

Table 51 Forecast Population Growth in Corridor 17 2015 2050 % Change Ventura County 852,964 974,220 14.22% Kern County 884,436 1,271,021 43.71% Santa Barbara County 445,444 543,644 22.05% San Luis Obispo County 276,142 320,436 16.04% Corridor 17 Total 2,458,986 3,109,321 26.45% California 38,714,725 49,087,890 26.79% USA 321,418,820 398,328,000 23.93%

Other highlights of needs assessment analysis: => 42% of corridor’s block groups ‘high needs’ => Few key regional locations with limited intercity access once ‘feeder’ services considered => Forecast population growth for the corridor is near (26%) statewide growth (27%)

California Statewide Rural Intercity Bus Study Update: Appendix B B59

B18. San Benito Basin Rural Area

California Statewide Rural Intercity Bus Study Update: Appendix B B60

This rural area is bordered by three strategic corridors identified in the 2015 ITSP. It is defined by the rural area to the east of the US 101 through Monterey and San Benito counties. Its northern edge is the path of SR156 and SR 152 east to west across San Benito and Merced counties from the intersection with US 101 to the intersection with the I-5. Its eastern edge is defined by the I-5 south through Merced, Fresno, and Kings counties to the junction with SR 41 near the town of Kettleman City. The area’s southern edge is defined by the path of SR 46 and SR 41 east to west across San Luis Obispo and Kings counties from the intersection with US 101 near Paso Robles to its juncture with I-5 near Kettleman City. This area encompasses Pinnacles National Park as well as a few State Recreation Areas.

The main interregional highway facilities in the area are the SR 25 and SR 198 routes. The east-west oriented SR 198 links the town of San Lucas and the US 101 with the I-5 near Harris Ranch. Access to Pinnacles National Park is provided by the SR 25 running south from Hollister past the national park to its junction with SR 198. The north-south oriented SR 33 also runs through the area, paralleling the I-5 from its intersection with the interstate north of Harris Ranch south through Coalinga and Avenal until it intersects with SR 44 at Reef Station.

Table 52 Corridor 18 Population Needs by Block Group Total Low 10 Total Moderate 15 Total High 18 Total 43 Percent Low 23.3% Percent Moderate 34.9% Percent High 41.9%

Table 53 San Benito Basin Rural Area Corridor Key Regional Location Needs Corridor #18 Total # in Corridor: Location Needs: Nonfeeder Feeder 10 to 25 Miles 0 0 Airports 0 More than 25 Miles 0 0 10 to 25 Miles 0 0 Hospitals 7 More than 25 Miles 0 0 10 to 25 Miles 0 0 Military Bases 3 More than 25 Miles 1 0 10 to 25 Miles 0 0 Prisons 4 More than 25 Miles 0 0 10 to 25 Miles 0 0 Tribal Lands 6 More than 25 Miles 0 0 10 to 25 Miles 0 0 Universities 6 More than 25 Miles 0 0

California Statewide Rural Intercity Bus Study Update: Appendix B B61

Table 54 Forecast Population Growth in Corridor 18 2015 2050 % Change San Benito County 57,572 78,277 35.96% Monterey County 435,658 514,121 18.01% Merced County 270,156 391,614 44.96% Fresno County 980,980 1,390,668 41.76% Kings County 149,813 223,158 48.96% Corridor 18 Total 1,894,179 2,597,838 37.15% California 38,714,725 49,087,890 26.79% USA 321,418,820 398,328,000 23.93%

Other highlights of needs assessment analysis: => 42% of corridor’s block groups ‘high needs’ => No key regional locations identified without intercity access => Forecast population growth for the corridor is above (37%) statewide growth (27%)

California Statewide Rural Intercity Bus Study Update: Appendix B B62