Chapter 2: Project Description

2. PROJECT DESCRIPTION

The SMART District is proposing implementation of passenger rail service along an approximately 70- mile existing rail corridor extending from Cloverdale in Sonoma County, to a ferry terminal located in Larkspur, Marin County, California. The rail corridor, commonly known as the Northwestern Pacific Railroad or NWP, generally parallels Highway 101 running north-south in Sonoma and Marin counties. The NWP corridor is owned by the SMART District from Milepost (MP) 68.22 in Healdsburg to the Ignacio Wye at MP 26.96 in Novato. North of Healdsburg, the NWP is owned by the North Coast Railroad Authority (NCRA). South of Novato to MP 11.4 in Corte Madera, the NWP is owned by the Golden Gate Bridge, Highway and Transportation District (GGBHTD), with a small segment owned jointly by the GGBHTD, the County of Marin, and the Marin County Transit District. SMART is in the process of acquiring ownership of the segments of the NWP south of Novato.

This chapter summarizes the project objectives, purpose, and need; describes existing transportation characteristics of the project corridor and the history of development of the proposed project; provides a detailed description of the physical project components; and defines the estimated project implementation costs. This project description establishes the basis for the environmental analysis presented in Chapter 3.

2.1 PROJECT OBJECTIVES, PURPOSE AND NEED

The need for a diverse, multimodal transportation system within Sonoma and Marin counties is reflected in the growing congestion, travel times and delays on Highway 101, especially during peak travel periods. The capacity of the transportation system has not kept pace with the growth of travel demand in the two counties, a trend that is projected to continue into the future.

The need for an alternative mode of transportation in Sonoma and Marin counties is supported by: • Capacity constraints on existing transportation systems, particularly on Highway 101, resulting in congestion and travel delays; • Future growth in travel demand along the Highway 101 corridor as regional population and employment grows; • Unreliability of existing travel modes due to congestion, weather, accidents, and lack of alternative north/south travel corridors; and • Disproportionate reliance on automobile travel in the corridor.

The purpose of the proposed project is to provide an efficient and reliable multimodal transit option, consisting of passenger rail service and an ancillary pedestrian and bicycle pathway for local and regional travelers in Sonoma and Marin counties, cities and towns. In order to achieve the project purposes, the following project objectives have been identified: • Increase transit ridership in the project corridor; • Provide an alternative transportation option to automobile travel in the Highway 101 corridor to accommodate a portion of the projected travel demand, in furtherance of the general plan goals, objectives and policies of the counties, cities and towns along the NWP corridor; • Provide cost-effective rail service that links to bus, ferry service and bicycle access to key employment and multimodal centers along the corridor; • Provide rail service that supports transit-oriented development in city centers and at transit stations along the corridor to promote compact infill patterns in both Sonoma and Marin counties, consistent with SMART’s policies, and the general plans of the counties, cities and towns along the NWP corridor;

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• Maximize the use of an existing, publicly-owned rail right-of-way for rail services and as a bicycle/pedestrian pathway; • Provide the transportation infrastructure needed to facilitate transit-oriented, pedestrian-friendly, mixed-use development in station areas and for seamless connections between rail, shuttle buses and fixed route bus service; and • Provide passenger rail service that operates safely and efficiently with freight operations within the rail right-of-way north of the Ignacio Wye (Highway 37); and • Provide a bicycle/pedestrian pathway, generally within the rail right-of-way, from Cloverdale to Larkspur.

2.2 PROJECT LOCATION

The proposed project corridor extends approximately 70 miles from Cloverdale in Sonoma County, California southward to Larkspur in Marin County. Sonoma and Marin counties are located on the west coast of California. Sonoma County is the northernmost county of the nine county region. Sonoma County is bordered by Napa County to the east, Mendocino County to the north, the San Pablo Bay and Marin County to the south, and the Pacific Ocean to the west. In Sonoma County, the incorporated local jurisdictions in the proposed project corridor include Cloverdale, Healdsburg, Windsor, Santa Rosa, Rohnert Park, Cotati and Petaluma. Marin County is located north of San Francisco and is bordered by the San Francisco Bay to the south and east, the Pacific Ocean to the west and Sonoma County to the north. In Marin County, the incorporated local jurisdictions in the project corridor include Novato, San Rafael and Larkspur.

A map of the proposed project corridor is shown in Figure 2.2-1. Detailed maps of the project corridor are in Section 2.5.3 (see Figures 2.5-3 to 2.5-9). As shown in the figures, the rail corridor closely parallels Highway 101.

2.3 CORRIDOR TRANSPORTATION CHARACTERISTICS

2.3.1 Population and Employment Growth

The populations of both Sonoma and Marin counties have been steadily growing over the past two decades. Between 1980 and 1990, the population of Sonoma County grew almost 30 percent. This growth rate slowed between 1990 and 2000 to 18 percent, but still represented the largest growth rate in the nine-county Bay Area region (U.S. Census Bureau, 1990 and 2000). In 2000, the population in Sonoma County was approximately 458,600 and is currently at about 477,700 (Association of Bay Area Governments [ABAG], 2005). Projections for Sonoma County indicate the growth trend will continue with a projected increase of approximately 22 percent between 2000 and 2025 (ABAG, 2003). Population growth in Marin County has occurred at a slower pace. Between 1980 and 1990, the population increased by only three percent. Between 1990 and 2000, the population increased by about eight percent for a total population of 247,290 in 2000. Current Marin County population is about 251,400 (ABAG, 2005). By 2025, it is estimated that the population of Marin County will increase approximately 13 percent over the 2000 population (ABAG, 2003).

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FIGURE 2.2-1 PROJECT LOCATION

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Along with the steady increase in population, there has also been an increase in employment in both Sonoma and Marin counties. From 1990 to 2000, the number of jobs in Sonoma County increased approximately 19 percent, while the number of jobs in Marin County increased about 15 percent (Metropolitan Transportation Commission [MTC], 2001). Continuing job growth is projected for both Sonoma and Marin counties. Sonoma County is expected to add approximately 98,480 additional jobs between 2000 and 2025, for a total increase of 48 percent. In Marin County, limitations on the amount of land suggest that job growth will occur more slowly than the general trend in the Bay Area. While job growth in the Bay Area is projected to increase by nearly 33 percent from 2000 to 2025, Marin County is projected to add 35,280 new jobs over the same time period, a growth rate of almost 29 percent (ABAG, 2003).

The major work destinations for Sonoma and Marin residents have remained constant over time. In 2000, the majority of Sonoma County home-based work trips (approximately 76 percent) were within the county. Approximately 11 percent of residents worked in Marin County and almost six percent worked in San Francisco. By 2025, an even larger share of Sonoma County residents (82 percent) are projected to be working within the county as the local employment base increases, thereby increasing the travel demand along the Highway 101 corridor. In 2000 in Marin County, approximately 51 percent of home- based work trips were internal to the county. About 30 percent of home-based work trips were to San Francisco and almost six percent were to destinations in Sonoma County. By 2025, the percentage of home-based work trips within Marin County and to San Francisco is projected to remain relatively unchanged, while the percentage of trips to Sonoma County is projected to increase slightly to almost 9 percent (MTC/Parsons Brinckerhoff) travel forecasting model, 2004. See the Travel Demand Forecasting Report in Appendix I).

The majority of development in Sonoma and Marin counties is centered in cities and towns located along the Highway 101 corridor. Highway 101 serves as an access artery for business and employment centers in both counties. In Sonoma County, the greatest concentration of major employment centers is located in Santa Rosa, with lesser concentrations found in Petaluma and Rohnert Park. Marin County employment centers are clustered close to Highway 101, with concentrations in Corte Madera, San Rafael and Novato (California Employment Development Department, 2005).

2.3.2 Travel Patterns

Highway 101 is the only continuous four-lane, north-south roadway in Sonoma and Marin counties, connecting to Mendocino County in the north and to San Francisco in the south. It serves as the lifeline for local and regional traffic and transit.1 The highway serves a variety of travel markets including: • Commute trips within and between Sonoma and Marin counties including trips to employment concentrations and activity centers; • Commute trips from Sonoma and Marin counties to San Francisco and the East Bay and to other employment areas and centers of commerce in the Bay Area; • Freight movement within Sonoma County, as well as freight movements from Sonoma County to and from points north, south to Highway 37 and east to the I-80; • Shopping trips within Sonoma and Marin counties and the greater Bay Area; • School trips; and • Recreational travel.

Segments of Highway 101 experience heavy congestion during the commute hours and often throughout the day. Traffic is especially heavy on Thursday and Friday evenings in the northbound direction and on

1 Highway 101 is part of the Strategic Highway Network (STRAHNET). STRAHNET is a network of highways which is important to the US strategic defense policy and which provides defense access, continuity and emergency capabilities for defense purposes.

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Sunday afternoons in the southbound direction, as recreation travelers use this route for weekend travel out of the city. On a typical weekday, the peak commute direction on Highway 101 is southbound towards San Francisco and the Peninsula in the morning and northbound in the afternoon (Parsons Brinckerhoff, 2001). Currently, the southbound morning commute along Highway 101 between Rowland Boulevard in Novato and Interstate 580 (Richmond/San Rafael Bridge) in San Rafael is rated as the seventh most congested location among Bay Area freeways in the a.m. peak (MTC, 2005). With the continuing increase in the number of residents and employment centers in central Sonoma County, however, a reverse commute is developing along the corridor, and congestion has also begun to occur in the northbound direction during the morning peak period.

The increasing congestion and delays experienced by motorists on Highway 101 are a reflection of the increasing population and employment growth in Sonoma and Marin counties. As new housing and employment centers develop in both counties, commute trips within and between Sonoma and Marin counties are also increasing. This trend is reflected in the projected increases in daily trips between Sonoma and Marin counties. In 2000, there were approximately 46,000 daily person trips (i.e., daily trips for all purposes) between Sonoma and Marin. By 2025, these trips are expected to increase 22 percent to approximately 56,000 daily person trips (MTC, 2005).

The growth in housing and employment, coupled with the limited availability of viable alternative travel modes, is projected to result in increases in vehicle use as well. By 2025, it is estimated that the total number of vehicles in Sonoma and Marin counties will increase by 27 percent from approximately 504,680 to 638,500 vehicles (MTC, 2005), resulting in the majority of workers in both Sonoma and Marin counties getting to their place of work by driving alone. Since 1980 the percentage of people who drive alone to work has increased by about five percent in each county. In 2000, approximately 75 percent of Sonoma County residents drove alone to work while 66 percent of people in Marin County drove alone to work (U.S. Census Bureau, 2000).

2.3.3 Existing Transportation Systems

This section provides a summary of the existing transportation network serving the project corridor. A detailed description of existing transportation conditions and assumptions regarding future transportation improvements are described in Section 3.6, Transportation.

Highways and Roads

As previously stated, Highway 101 is the only continuous four-lane, north-south roadway that serves major urban areas in both Sonoma and Marin counties. East-west freeway and major roadway routes include Interstate 580 (I-580), State Route 37, State Route 12, State Route 116, State Route 128, Route 1 and Sir Francis Drake Boulevard, all of which connect to Highway 101.

In Sonoma County, Highway 101 generally has four lanes (two lanes in each direction) for mixed-flow traffic, with an unpaved median and with nonstandard shoulders. In Marin County, Highway 101 generally has six lanes (three in each direction) for mixed-flow traffic. Portions of the highway have been widened to include northbound and southbound high occupancy vehicle (HOV) lanes: between North San Pedro Road and Route 37 in San Rafael and Novato; and between Wilfred Avenue and Route 12 in Santa Rosa.

Bus and Ferry

Existing transit services currently provided in Sonoma and Marin counties include bus, ferry, and paratransit. (GGT) is the primary provider of bus transit services in Marin County, serving both intra-county trips and travel between Marin County and Sonoma, San Francisco and Contra Costa counties (Marin County, 2001). The GGBHTD operates GGT service which provides three major types of bus service: basic, local and commute, which has an annual patronage of nearly nine million for all three services (GGBHTD for fiscal year 2001/2002). In addition to these primary bus services, GGT operates four additional services that are not included in the basic transit network: recreational service,

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ferry feeder service, special service, and club bus. Special service includes ferry service provided to San Francisco Giants home games and to the Bay to Breakers Race. Club bus services are subscription bus services provided as a supplement to GGT.

In Sonoma County, local fixed route services operate within the cities of Cloverdale, Healdsburg, Petaluma, Santa Rosa (and unincorporated Roseland), Rohnert Park, Cotati, Sebastopol, Sonoma and Windsor (Sonoma County Transportation Authority [SCTA], 2001). Local transit operators include , Healdsburg In-City Transit, Santa Rosa CityBus and . Fixed-route intercity service is provided by and service to Marin, Oakland and San Francisco is provided by Golden Gate Transit. The 52 routes in Sonoma County serve an estimated 444,000 passengers per month of which 25 percent are on routes operating in the Highway 101 corridor (SCTA, 2001). The 62 GGT bus routes serve an estimated 635,000 passengers per month, of which approximately 80 percent are on routes operating on the Highway 101 corridor (GGBHTD, 2002).

Paratransit service is curb-to-curb public transportation available to disabled persons who meet eligibility requirements of the Americans with Disabilities Act (ADA). Intercounty paratransit service, designed to complement GGT's intercounty non-commute bus service, is operated by The Whistlestop between Marin, Contra Costa, San Francisco, and Sonoma counties. Service is provided to ADA-eligible residents living within (and having destinations within) three-quarters of a mile of GGT's basic bus routes. The Marin County Transit District (MCTD) provides local fixed route bus service. MCTD is currently preparing its own short-range transit plan (SRTP) at the time this document was prepared.

Golden Gate Ferry, also under GGBHTD, operates two ferry routes from Marin County to San Francisco departing from Larkspur and Sausalito. These ferry routes operate on weekdays and weekends with service to the San Francisco Ferry Terminal. In 2000-2001, the Larkspur Ferry served approximately 1.4 million passengers per year, and the Sausalito Ferry served approximately 435,000 passengers per year (Water Transit Authority [WTA], 2002). Blue and Gold Fleet’s Tiburon Ferry provides commute service and recreational service between Marin County (Tiburon) and San Francisco (Ferry Terminal and Fisherman’s Wharf). In 2000-2001, the Tiburon Ferry served approximately 348,000 passengers per year and the Sausalito route served approximately 322,000 passengers per year (WTA, 2002).

Rail Freight Service

The NWP connects to the national railroad network through a segment that branches northeast from the Ignacio Wye (at Highway 37) to Schellville and then east to Lombard in Napa County. Freight service operated on the NWP corridor from points north to the Ignacio Wye and then eastward until 2001; no freight service exists or has existed in the last several decades south of the Ignacio Wye. Up to 1997, NCRA served customers as far north as Eureka/Arcata. In 1997, the portion of the railroad north of Willits became inactive, leaving only the southern segment of the corridor operational until service was halted by the Federal Railroad Authority (FRA) in 2001.2 FRA required NCRA to halt operations until trackway upgrades and bridge enhancements were constructed. The FRA stop order remains in effect at this time. The primary railroad customers before freight services ceased in 2001 were forest products manufacturers and feed mills serving local farms in Sonoma County.

Although there are currently no active freight services on the NWP, NCRA intends to re-introduce freight service north of the Ignacio Wye. The NCRA has stated that this service could begin as soon as funding and reconstruction efforts are complete. There is no adopted service plan or schedule for start-up; however, preliminary operations planning calls for four northbound and four southbound trains per day running five to six days a week.3 Freight service on the proposed SMART corridor would operate between Cloverdale and the Ignacio Wye as it continues to and from points east of the Wye and north of Cloverdale. With the added passing sidings that would be constructed as part of the proposed project,

2 FRA’s Emergency Order No. 21, Notice No. 1, entitled “Emergency Order to Prevent Operation of Trains on Northwest Pacific Railroad’s Trackage from Arcata, California to Milepost 63.4 Between Schellville and Napa Junction, California, 2001. 3 Personal communication with NCRA Executive Director Mitch Stogner, September 28, 2005.

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adequate track capacity would exist to operate freight service along with the proposed passenger rail operations, assuming freight trains would operate primarily in off-peak hours.

NCRA has a freight and passenger excursion service easement over the railroad right-of-way owned by SMART, and SMART has a passenger service easement over the portion of the right-of-way owned by NCRA between Healdsburg and Cloverdale. SMART’s enabling legislation (Assembly Bill (AB) 2224) provides that the District must work with NCRA and the FRA “to achieve safe, efficient, and compatible operations of both passenger rail and freight service along the rail line in Sonoma and Marin Counties.” Coordination of SMART’s passenger rail service and NCRA’s freight service is governed by an existing Operating Agreement, which generally provides that freight service shall be subordinate to passenger rail service. It is anticipated that a new Operating Agreement will be negotiated prior to the implementation of either freight or passenger service to address hours of operation, schedule priorities, corridor maintenance responsibilities, and joint dispatching functions, etc.

2.4 HISTORY AND DEVELOPMENT OF THE PROPOSED PROJECT

The SMART passenger rail project has evolved over the last 20 years as a result of a variety of planning and technical reports, input from numerous public meetings, regional planning efforts and direction from the SMART Commission and its successor, the SMART District. Each step in the planning process involved extensive public involvement, including opportunities for public review and comment on published reports and recommendations. A brief summary of the planning process and related studies follows. (An analysis of alternatives considered and screened from further analysis is in Section 4.1.)

2.4.1 Formation of the SMART District

Until 1958, passenger rail service was provided along the NWP railroad from San Rafael north. In the 1970s, public acquisition of the NWP right-of-way began and continued into the mid 1990s. Significant funding was provided by federal and state sources with the intention of preserving the right-of-way for future public transportation for North Bay residents. By 1993, the Northwestern Pacific Railroad Authority ([NWPRA] a joint powers agency formed by GGBHTD, Marin County, and NCRA), GGBHTD, Marin County and Marin County Transit District had acquired all the NWP right-of-way from Healdsburg south to Corte Madera. North of Healdsburg, the entire railroad right-of-way up to Eureka/Korbel has been acquired by NCRA.

In 1997, the Sonoma County Transportation Authority and Marin Planning Agency, in conjunction with the California Department of Transportation (Caltrans), hired a consultant to study transportation and land use issues along the Highway 101 corridor. The Sonoma/Marin Multimodal Transportation and Land Use Study (Calthorpe Assoc., 1997) (often referred to as “The Calthorpe Study”) recommended that a commission be formed to guide the design and implementation of passenger train service to support transportation and land use patterns that minimize the negative environmental impacts of sprawl. As a result of the study, the Sonoma-Marin Area Rail Transit (SMART) Commission was formed in 1998 as a joint powers authority composed of 10 elected officials from Marin and Sonoma counties, with the goal to “provide passenger rail service to Sonoma and Marin county residents along the NWP corridor.”

In 2002, AB2224 was enacted “to provide for a unified, comprehensive institutional structure for the ownership and governance of a passenger rail system within the Counties of Sonoma and Marin that shall operate in harmony with existing freight service that operates upon the same rail line and serves the Counties of Humboldt, Marin, Mendocino, Napa, and Sonoma” (Public Utilities Code Section 105001). Effective January 1, 2003, AB2224 created the SMART District, replacing the SMART Commission, to oversee the development and implementation of passenger rail service in Sonoma and Marin counties. Thereafter, work to transfer ownership of the portions of the NWP owned by NWPRA, GGBHTD, Marin County and Marin County Transit District to SMART was begun. To date, the right-of-way between Novato and Healdsburg has been transferred to SMART. SMART is in the process of acquiring the remaining portion of the right-of-way south of Novato.

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2.4.2 Initial Rail Planning Studies

The 101 Corridor Study was conducted by a consultant team for the 101 Corridor Action Committee in 1985. The committee was composed of 28 members including representatives from Marin, Sonoma and San Francisco counties; 19 cities in Marin and Sonoma counties; the GGBHTD; the Marin and Sonoma Transit Districts; MTC; ABAG; Caltrans and the California Highway Patrol. The overall goal of the 101 Corridor Study was to develop a comprehensive multimodal transportation plan for the 71-mile 101 corridor that would achieve and maintain Level of Service (LOS)4 D (i.e. 40 miles per hour) on Highway 101 during peak periods by 2005.

Phase I of the 101 Corridor Study

Phase I of the 101 Corridor Study (Parsons Brinckerhoff, 1985) used weighted evaluation criteria adopted by the 101 Corridor Action Committee to evaluate 44 possible short-range and long-range transit and highway projects aimed at relieving traffic congestion on Highway 101 in Marin and Sonoma counties. The 101 Corridor Action Committee adopted a Phase I Preferred Alternative in December 1984 after public input. The key components of the Phase I Preferred Alternative included: • NWP Transitway between Novato and the Larkspur Ferry Terminal with the appropriate transit use of the Transitway to be determined in Phase II of the 101 Corridor Study; • Acquisition of the remainder of the NWP right-of-way from Novato to Santa Rosa for future transit use; and • Express buses from Sonoma and Marin to San Francisco and from Sonoma to Marin utilizing proposed HOV lanes on Highway 101 from Santa Rosa to the Richmond-San Rafael Bridge.

The adoption of the Phase I Preferred Alternative provided a basic framework for the more detailed and comprehensive evaluation of corridor-wide alternatives in Phase II of the 101 Corridor Study.

Phase II of the 101 Corridor Study

Building on Phase I of the 101 Corridor Study, a consultant team (Barton Aschman Associates) developed eleven corridor-wide alternatives for detailed evaluation. These alternatives were specifically designed to (1) facilitate a comparison between rail and bus alternatives for the NWP, and (2) compare the effectiveness of express buses on busways on the NWP with express buses on HOV lanes on Highway 101. The technical results of the evaluation of the Phase II Preferred Alternatives were incorporated into a Strategic Transportation Plan for the Highway 101 Corridor. The 101 Corridor Action Committee adopted this comprehensive transportation plan in June 1989 that called for the evaluation of: • Implementing electric powered light rail transit (LRT) service on the NWP from Novato to the Larkspur Ferry Terminal operating every 10 minutes during peak hours and every 15 minutes during off peak hours; • Implementing diesel powered commuter rail service from Santa Rosa to the Larkspur Ferry Terminal operating every 10 to 15 minutes during peak hours with no service during off peak hours; • Implementing high speed catamaran ferry service from Larkspur and Sausalito to San Francisco; • Increasing transbay bus service from Southern Marin to San Francisco; • Establishing continuous two person HOV lanes on Highway 101 for 28 miles from Richardson Bay to Petaluma by adding HOV lanes through Central San Rafael and between Novato and Petaluma;

4 Roadway level of service (LOS) is a stratification of travelers' perceptions of the quality of service provided by a facility. LOS is represented by the letters "A" through "F", with "A" representing the most favorable driving conditions and "F" representing the least favorable. LOS A indicates free flow or excellent conditions; LOS F indicates congested conditions with extremely long delays. In urban areas, LOS D is typically considered an acceptable level of operation for peak traffic peaks. See Section 3.6, Transportation, for details on existing and projected LOS in the study corridor.

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• Adding two mixed flow lanes to Highway 101 from Petaluma to Windsor; and • Adding major arterials parallel to Highway 101 in both counties.

2.4.3 The Sonoma-Marin Multimodal Transportation and Land Use Study

The Sonoma County Transportation Authority under the direction of a Joint Executive Committee composed of four elected officials representing Sonoma County and four elected officials representing Marin County, hired Calthorpe and Associates to conduct the Sonoma-Marin Multimodal Transportation and Land Use Study (The Calthorpe Study). The effort began in December 1995 and was completed in June 1997.

The overall goal of the Calthorpe Study was to determine how to most efficiently spend public funds on transportation improvements and create land use patterns that efficiently support the transportation improvements. Like Phase I and Phase II of the 101 Corridor Study in the 1980s, the Calthorpe Study focused on developing a multimodal approach to reducing traffic congestion on Highway 101 in both counties. However, in addition to identifying multimodal solutions to the traffic problems on Highway 101, the Calthorpe Study also focused on recommending changes in land use that could enhance the overall effectiveness of the transportation system.

The consultant team developed four integrated transportation and land use scenarios: two scenarios assumed that existing land use policies would continue through 2015; the other two scenarios assumed that alternative land use policies would be implemented to promote compact mixed-use development. The Joint Executive Committee adopted a multimodal Transportation Plan for the Highway 101 Corridor based on the preferred scenario on June 1997.

The key transportation components of the preferred scenario included: • Rail service on the NWP from Healdsburg to the Larkspur Ferry Terminal using self-propelled diesel light rail vehicles operating on 10-minute headways during peak hours and 30-minute headways during off peak hours; • Major increases in local and regional bus services in each county including feeder bus service to each rail station; • Additional HOV lanes on Highway 101 from Windsor to Petaluma and through Central San Rafael (Highway 101 would remain a four-lane expressway between Novato and Petaluma); • Improvements to other state highways including State Routes 12 and 116 in Sonoma County and the Highway 101/I-580 interchange in Marin County; and • Improvements to over 20 major arterial roads in both counties.

2.4.4 SMART Commuter Rail Implementation Plan

Following the Joint Executive Committee’s adoption of the Calthorpe Study preferred scenario, the SMART Commission focused its attention on evaluating the feasibility of five commuter rail alternatives. The SMART Commuter Rail Implementation Plan (Wilbur Smith Associates, 2002), under the direction of the SMART Commission, focused specifically on five service options for commuter rail start-up service. These five options were: • Healdsburg to Downtown San Rafael (51 miles), • Cloverdale to Downtown San Rafael (68.2 miles), • Healdsburg to Petaluma (29.5 miles), • Cloverdale to Petaluma (47.4 miles), and • Petaluma to San Rafael (20.8 miles).

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The results of the evaluation of service options indicated that the two longer distance options, Healdsburg to San Rafael and Cloverdale to San Rafael, would have the best operating performance in terms of revenue per train mile, operating cost per train mile, and farebox recovery. Overall, the evaluation indicated that Cloverdale to San Rafael would be the best service scenario for the initial start-up service. In September 2000, the SMART Commission accepted the study recommendation and designated Cloverdale to San Rafael as the preferred service option for initial start-up service.

2.4.5 Rail/Ferry Connection

Despite the selection of Cloverdale to San Rafael as the SMART Commission’s preferred service option, there remained considerable public concern that a San Rafael passenger rail terminus would not take advantage of the regional connectivity opportunities that a connection to the Larkspur Ferry Terminal would provide.

In 2002, the regional efforts to develop greater ferry services across the San Francisco Bay resulted in the creation of the Water Transit Authority (WTA). That agency was tasked with recommending where new ferry terminals should be located and where existing ferry service should be augmented. To coordinate with these regional efforts, the SMART Commission directed staff to explore the regional connectivity opportunities and constraints of rail/ferry connections at Port Sonoma, San Quentin and Larkspur.

To further refine the proposed project as requested by the SMART Commission, the consultant team for this draft environmental impact report (DEIR) performed environmental, engineering and station design studies on the three ferry terminus sites and determined that each site was feasible from a technical perspective. However, the consultant team and SMART staff recommended to the SMART District Board that further examination of a passenger rail terminus at either Port Sonoma or San Quentin be dropped from further consideration as part of the proposed project. There were several reasons for this decision. First, a rail connection to ferry service at either Port Sonoma or San Quentin would be speculative since WTA has not yet determined if these locations are feasible ferry terminal sites. A commitment to construct a ferry terminal at either Port Sonoma or San Quentin is dependent on more detailed engineering studies, environmental clearance, and shifting WTA funding priorities and sources. In contrast, the Larkspur Ferry Terminal is an existing terminal, determined by WTA to have the highest ferry ridership potential in the North Bay. As a result, the SMART District Board concluded that the Port Sonoma and San Quentin ferry terminal options were not feasible at that time, and directed staff to proceed with environmental review of a connection to the Larkspur Ferry Station.

Based on the environmental and engineering studies completed by SMART, having a terminus at Larkspur would not preclude a future extension to San Quentin at some point in the future. These studies show such an extension is feasible, and, if constructed, would maximize the use of the Larkspur rail terminus. Likewise, having a terminus at Larkspur does not preclude a future extension to Port Sonoma.

2.4.6 Rail Station Selection and Planning

With the exception of the , which was built in 1996 as mitigation for the Cloverdale Highway 101 Bypass Project, station selection has also evolved over the years. In the Calthorpe Study, a series of primary and secondary stations were evaluated with regard to their transportation and transit oriented development/infill opportunities. From this work, eleven station sites were initially selected for analysis. Those original stations included: • Existing Cloverdale Station • Geyserville Multimodal Station • Historic Healdsburg Station • Windsor Multimodal Station

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• Historic Santa Rosa Railroad Square Station • Rohnert Park Station • • Historic Petaluma Station • Historic Novato Station • Historic San Rafael Station • Ferry Terminal Station

Between 2001 and 2004, SMART further refined the list based on the following: • The City of Novato City Council requested that the SMART Commission eliminate the historic downtown Novato station from consideration as the primary passenger rail station in Novato in 2001. The City’s request was based on an analysis of five alternative sites (Novato North Station, Olive Street Station, Downtown Historic Depot Station, Novato South Station and Hamilton Air Force Base). Accordingly, the SMART Commission designated Novato North and Novato South as the primary stations. • The enactment of AB2224 in 2002 prohibited SMART from locating any passenger rail stations in the unincorporated areas north of Healdsburg in Sonoma County and north of San Rafael in Marin County, thereby eliminating the Geyserville Multimodal Station from further consideration. • The Cloverdale to San Rafael Commuter Rail Ridership and Revenue Forecast Report (Schiermeyer Consulting Services, 2002) concluded that patronage forecasts for Santa Rosa and Petaluma justified additional stations in both jurisdictions. Further, the report recommended that additional stations include substantial space for park-and-ride use. As a result of this recommendation, SMART staff worked with local jurisdictions to identify the Jennings Avenue station site in Santa Rosa and the Corona Road station site in Petaluma. • Finally, as stated previously, the Larkspur Ferry Terminal Station was selected by the SMART District Board of Directors in 2004 as the preferred southern terminus for the project. Three alternative station site options were then evaluated in Larkspur. Following input from the Larkspur City Council, two alternative sites were eliminated, with the recommended site being on the NWP right-of-way, directly behind the Marin Airporter.

2.4.7 Maintenance Facility Planning

In 2002, prior to moving forward with this DEIR, a maintenance facility site analysis was conducted for the SMART Commission. Four potential maintenance sites were selected. The four locations were: • Cloverdale North – Preston Road/Old Redwood Highway • Cloverdale Northeast – All-Coast Forest Products • Cloverdale Station – Railroad Right-of-Way • Windsor – Shiloh Park

Based on environmental constraints and the system’s requirements of 25-30 acres for one vehicle maintenance and storage facility, the potential options for the maintenance facility for SMART passenger rail service were narrowed to two sites: Cloverdale North and Windsor. Both potential sites would be able to accommodate all required maintenance functions, and are analyzed in this DEIR.

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2.4.8 Bicycle/Pedestrian Pathway

In 2003, the SMART Board established the Bicycle/Pedestrian Advisory Group (BPAG). That committee was composed of representatives from both County bicycle coalitions, County staff, jurisdictions located along the corridor, and Caltrans. The committee, working with SMART staff, recommended a proposed bicycle/pedestrian pathway alignment. The recommendation included two phases of implementation. Phase 1 would consist of a combination of Class I and II pathway improvements located on and near the proposed project right-of-way. Phase 2 would consist of an additional 20 miles of Class I pathway improvements to be constructed outside of the existing NWP right-of-way. The SMART Board directed staff to include only Phase 1 as part of the proposed project. Construction of Phase II would require acquisition of additional right-of-way that may be undertaken in the future by other sponsoring agencies.

2.5 PROPOSED PROJECT COMPONENTS

The proposed project would provide passenger rail service along approximately 70 miles of the existing NWP rail corridor from Cloverdale in Sonoma County to Larkspur in Marin County, with 14 rail stations, several passing sidings, a rail maintenance facility and shuttle service at select locations. The proposed project also includes the implementation of a bicycle/pedestrian pathway generally within or adjacent to the rail corridor. The proposed bicycle/pedestrian pathway includes a combination of Class I and Class II facilities to be constructed along the project corridor.5 Implementation of the project would occur generally within the railroad right-of-way, with limited right-of-way acquisition outside the existing right-of-way.6

This section provides a detailed description of the proposed project components including: rail and shuttle operations, rail corridor location, existing structure modifications, rail stations, maintenance facilities, and the bicycle/pedestrian pathway.

2.5.1 Rail Operations

Projected Ridership

The primary basis for determining the level of proposed rail service is the projected ridership. The forecasted 2025 daily ridership for the proposed project is approximately 4,800 passengers. Projected rail ridership for the proposed project was developed through use of a travel forecasting model. The travel forecasting model used for this DEIR is based on four basic travel analysis steps: trip generation, trip distribution, mode choice, and trip assignment. The initial step, trip generation, geographically determines the amount of travel activity that the socioeconomic data will generate, i.e., employment centers versus residential neighborhoods. The second step, trip distribution, links and disperses the generated travel by identifying origin and destination points. Mode choice then evaluates the various transportation options available and disaggregates the total demand by travel mode. The final step, trip assignment, is where demand is assigned to the transportation system facilities and modes.

The results of the trip generation and trip distribution steps (person trip tables) were obtained from the MTC Regional Transportation Plan (RTP) Year 2025 model run (MTC, 2001) (see Section 3.6 for summary of model assumptions and methodology). The mode choice model is the integral link in the travel demand chain. Mode choice models are used to estimate the share of travel on each available mode given its time and cost characteristics, and the demographic and socioeconomic characteristics of trip makers. The model considers population, households, employment, income, and auto ownership, as well as highway network characteristics (e.g., link capacities and speeds, HOV facilities, etc.) and transit

5 Class I Bikeway (Bike Path): Provides a completely separated right-of-way for the exclusive use of bicycles and pedestrians with crossflow minimized. Class II Bikeway (Bike Lane): Provides a striped lane for one-way bike travel on a street or highway. Class III Bikeway (Bike Route): Provides for shared use with pedestrian or motor vehicle traffic.

6 In limited instances there is some additional right-of-way required for rail sidings and station park-and-ride lots.

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system characteristics (i.e., bus and rail routes, stations, and frequency). These major inputs into the travel demand model are discussed in detail in Appendix I, Travel Forecasting Report.

Rail Service

Proposed rail service is based on projected ridership. The proposed project would provide weekday passenger rail service including four daily round trips between Cloverdale and Larkspur, two daily round trips between Healdsburg and Larkspur, three daily round trips between Windsor and Larkspur, two daily round trips between Petaluma and Larkspur, and two daily round trips between Healdsburg and Petaluma (see Table 2.5-1 for total station stops). The running speed, including stops, would generally be the same as posted speeds on adjacent roadways in urban areas and would average approximately 46 miles per hour (mph) from Cloverdale to Larkspur.

TABLE 2.5-1 PROPOSED DAILY STATION STOPS Station and Milepost Southbound Trains Northbound Trains Total Stops per Day

Cloverdale 4 4 8 Healdsburg 8 8 16 Windsor 12 12 24

Santa Rosa – Jennings Avenue 12 12 24 Santa Rosa Railroad Square 12 12 24 Rohnert Park 12 12 24 Cotati 12 12 24 Petaluma – Corona Road 12 12 24 Downtown Petaluma 14 14 28 Novato North 12 12 24 Novato South 12 12 24 Marin County Civic Center 12 12 24 Downtown San Rafael 12 12 24 Larkspur Ferry Station n/a* n/a* 15 Source: Parsons Brinckerhoff Quade & Douglas, Inc., 2005. Note * Terminal station; some trains turn back in station with passenger unloading/loading in one station stop; others move to/from lay-up track with separate station stops for passenger loading and unloading. Rationale for 15 stops at Larkspur: 4 a.m. + 1 midday + 4 p.m. trains arrive-unload-load-depart, which equals 9 station stops; 3 a.m. trains arrive-unload-move to lay-up track, and 3 p.m. trains, for total of 6 station stops; total stations stops per day = 9 + 6 = 15.

An analysis of the optimal operational characteristics was completed using a computerized Train Performance Simulator (TPS) to determine the proposed operational plan for passenger rail. Adjustments were made to the train running times between selected stations to optimize the location of track passing sidings. Under the proposed operating plan, the north- and southbound trains would utilize six passing sidings located at the Windsor Station, just south of Santa Rosa, between Petaluma and Cotati, between Novato North and Petaluma, between Civic Center and Novato South, and between San Rafael and the terminal station. A fleet of 14 diesel multiple units (DMUs) would be needed to operate five two-car trains and two one-car trains and have two spare cars in reserve. Table 2.5-2 shows the estimated run times between stations.

Assumptions for the timetable included: a.m. and p.m. peak headways (frequency of train service) of 30- minutes in both directions; a midday round trip to/from Cloverdale; a 30-second average dwell (wait) at each station; and San Rafael times keyed to bus pulses (timed transfers between bus and rail following GGT’s existing major bus pulses). SMART would operate train sets that are dual cab, to facilitate end of

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the line rail operations. The dual cab would allow the train to operate in reverse direction, thus eliminating the need for turnarounds.

TABLE 2.5-2 ESTIMATED INTER-STATION RUN TIMES* Segment Adjusted to Full Minutes Cloverdale-Healdsburg 16 Healdsburg-Windsor 7 Windsor-Jennings Avenue 8 Jennings Avenue-Santa Rosa 3 Santa Rosa-Rohnert Park 6 Rohnert Park-Cotati 4 Cotati-Corona 6 Corona-Downtown Petaluma 4 Downtown Petaluma-Novato North 12 Novato North-Novato South 7 Novato South-Civic Center 6 Civic Center-San Rafael 5 San Rafael-Larkspur 9 Total 93 Source: LTK Engineering Services, May 2004.

2.5.2 Bicycle/Pedestrian Pathway

The proposed project includes components that would implement portions of the Marin County Bicycle and Pedestrian Master Plan (June 2000), as described in Moving Forward: A 25-Year Transportation Vision for Marin County (February 2003); as well as portions of the Sonoma County Bicycle Plan, as described in the 2001 Countywide Transportation Plan for Sonoma County (September 2001). Implementation of the bicycle/pedestrian pathway components of these plans within the SMART and NWP rights-of-way would be an integral component of the proposed project. The proposed project includes Phase 1 of two phases.

The proposed project would consist of approximately 54 miles of a Class I pathway located on the rail right-of-way and 17 miles of Class II pathway improvements. In locations where the existing rail right-of- way is not of sufficient width to accommodate a pathway or in environmentally sensitive areas, Class II pathways would be implemented outside the right-of-way on existing streets, providing links between the Class I portions of the pathway. These proposed Class I and II improvements represent Phase I of a two- phase concept proposed by the BPAG. Phase 2, which is not part of the proposed project, would require implementation and funding by either the local cities and towns or the counties. Construction of Phase 2 would require acquisition of additional right-of-way and further environmental review if and when a project sponsor is established. Class I and II segments are listed by milepost in Table 2.5-3. This table also indicates segments of the pathway that are existing and segments that are being constructed by entities other than SMART (e.g., City of Santa Rosa and Town of Windsor). Although other agencies may be responsible for several segments of the pathway, this DEIR is intended to satisfy CEQA requirements for the entire length of proposed pathway.

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TABLE 2.5-3 PROPOSED BICYCLE/PEDESTRIAN PATHWAY Pathway Segments Segment Pathway Class Implementation By Milepost Length Total Total Proposed Proposed From To Miles Corridor Corridor Lead Agency Class 1 Class 2 Class 1 Class 2 14.8 16 1.2 1.2 Marin County 16 17.2 1.2 1.2 1.2 SMART 17.2 17.5 0.3 0.3 Caltrans/Marin County 17.5 18.2 0.7 0.7 Caltrans/Marin County 18.2 18.7 0.5 0.5 0.5 SMART 18.7 19.6 0.9 0.9 0.9 SMART 19.6 20.4 0.8 0.8 Existing pathway 20.4 20.8 0.4 0.4 0.4 SMART 20.8 21.3 0.5 0.5 0.5 SMART 21.3 23.2 1.9 1.9 1.9 SMART 23.2 23.9 0.7 0.7 0.7 SMART 23.9 24.2 0.3 0.3 0.3 SMART 24.2 24.4 0.2 0.2 0.2 SMART 24.4 24.5 0.1 0.1 0.1 SMART 24.5 25.5 1 1 1 SMART 25.5 25.8 0.3 0.3 Existing pathway 25.8 26 0.2 0.2 0.2 SMART 26 26.8 0.8 0.8 0.8 SMART 26.8 27 0.2 0.2 0.2 SMART 27 27.3 0.3 0.3 Existing pathway 27.3 28.5 1.2 1.2 1.2 SMART 28.5 36.8 8.3 8.3 Caltrans Narrows Project 36.8 38.8 2 2 2 SMART 38.8 44.9 6.1 6.1 6.1 SMART 44.9 45.6 0.7 0.7 0.7 SMART 45.6 46.3 0.7 0.7 0.7 SMART 46.3 47.4 1.1 1.1 1.1 SMART 47.4 52.3 4.9 4.9 4.9 SMART 52.3 53 0.7 0.7 0.7 SMART 53 53.6 0.6 0.6 0.6 SMART 53.6 53.8 0.2 0.2 City of Santa Rosa 53.8 53.9 0.1 0.1 0.1 SMART 53.9 61.7 7.8 7.8 7.8 SMART 61.7 62.8 1.1 1.1 Town of Windsor 62.8 66.7 3.9 3.9 3.9 SMART 66.7 66.9 0.2 0.2 0.2 SMART 66.9 67.7 0.8 0.8 0.8 SMART 67.7 70.2 2.5 2.5 City of Healdsburg 70.2 71.3 1.1 1.1 City of Healdsburg 71.3 71.9 0.6 0.6 0.6 SMART 71.9 84.8 12.9 12.9 12.9 SMART 84.8 85.4 0.6 0.6 0.6 SMART TOTALS 70.6 53.6 17 46.2 7.6 % 100.0 75.9 24.1 Source: HDR Engineering Inc., 2005.

The proposed Class I bicycle/pedestrian pathway design is based upon criteria defined in Chapter 1000 of the Caltrans California Highway Design Manual. For most of its length, the railroad right-of-way is relatively narrow (60 to 80 feet wide), so the pathway would be located close to the railroad track. Figure 2.5-1 illustrates a typical cross-section of the railroad with the adjacent bicycle/pedestrian pathway.

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Figure 2.5-2 conceptually illustrates the types of safety structures that would be considered in consultation with adjacent property owners and jurisdictions. Class II segments would consist of a dedicated striped lane for one-way bike travel on streets.

FIGURE 2.5-1 TYPICAL BICYCLE/PEDESTRIAN PATHWAY ALONG RAILROAD, ILLUSTRATING SETBACK DISTANCE FROM TRACK CENTERLINE TO EDGE OF PATHWAY

Source: ALTA, 2004.

FIGURE 2.5-2 BICYCLE/PEDESTRIAN PATHWAY SAFETY STRUCTURES

Source: ALTA, 2004.

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To restrict trespassing onto the railway tracks and protect bicyclists, pedestrians, and animals from the trains in higher-speed areas, a safety structure would be built between the track and the bicycle/pedestrian pathway. The type of safety structure would depend on the average speed of the train and the proximity of the pathway to the trackway. In non-urban areas of the corridor that are not directly adjacent to Highway 101 and where a safety structure is proposed to be installed between the bicycle/pedestrian pathway and the tracks, intermittent gaps would be placed along the barrier to allow passage of wildlife. These gaps would be at least three feet wide, extending from ground level to the top of the structure, and would be spaced no farther apart than every quarter-mile where feasible within existing wildlife movement corridors along the right-of-way. For more detail refer to Section 3.9, Biological Resources.

Minimum setbacks from the rail line for the bicycle/pedestrian pathway are proposed, based on train speeds and right-of-way width, as shown in Table 2.5-4. These proposed setbacks exceed the minimum requirements as established by the California Public Utilities Commission (CPUC).7 To further improve safety and minimize the need for safety structures, the proposed project incorporates wider setbacks along some segments of the corridor. Where wider setbacks are feasible, a minimal fence, vegetation or similar structure would be allowed. Wider setbacks are feasible along approximately seven miles of the corridor. However, for most of the line, a wider setback distance is not viable due to the narrow right-of- way width.

For areas with minimum setback characteristics, SMART proposes a minimum setback of 15 feet and installation of a more substantial safety structure between the pathway and the railroad. This setback would comprise approximately 38 miles of the corridor. The safety structure may be a chain-link fence with fabric slats and/or vegetation incorporated, or other appropriate structures as developed in consultation with local jurisdictions. SMART would work with local communities to design the appropriate safety structures consistent with safety design requirements and community land use. The remaining portion of the bicycle/pedestrian pathway does not require any safety structure as it is not immediately adjacent to the trackway (approximately 25 miles). For more detail, see Section 3.13, Visual Quality and Appendix E, Bicycle/Pedestrian Pathway Schematics.

TABLE 2.5-4 PROPOSED BICYCLE/PEDESTRIAN PATHWAY SETBACKS Minimum Type of Safety Minimum Type of Safety Train Speed (mph) Setback Structure Required Setback Structure* Required (feet) (feet) 50 to 80 40 Minimum 15 Structure Fence/Vegetation 25 to 50 25 Minimum 15 Structure Fence/Vegetation 25 and below 15 Minimum 15 Minimum Fence/ Fence/Vegetation Vegetation Source: Parsons Brinckerhoff Quade & Douglas, Inc., 2004; HDR Engineering Inc., 2004. * The height of the barrier would be adequate to protect the pathway users from wind and windblown objects including dust. A minimum height of 6 to 8 feet is recommended (or as little as 5 feet if the pathway is above the height of the rail bed), depending on the relative grades of the pathway and railway.

Figure 2.5-2 includes possible safety structure options. The safety structure recommended would vary by the average train speed in the corridor segment and the physical conditions of the site. Option A, Solid Structure will prevent flying debris and wind from affecting persons on the pathway and is required for all

7 Minimum statutory side clearance to structures or fencing is 8.5 feet from track centerline, per CPUC General Order No. 26.C. The CPUC must approve all setbacks and proposed safety structures for the bicycle/pedestrian pathway along the NWP corridor.

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segments less than 25 feet from the center line of the rail. Option B, Minimal depicts structures for pathway segments greater than 25 feet from the rail. Option C, Enhanced, is a possible variation to the structure design that local jurisdiction may wish to pursue in urbanized areas.

2.5.3 Rail Corridor Description

The route of the proposed SMART passenger rail line is comprised primarily of an existing single-track rail line with passing sidings and industrial spurs. The SMART line would run from the Cloverdale Station in the north to the in the south, a total length of approximately 70 miles. There are approximately 100 public road grade crossings along the corridor. Where the tracks cross roadways at grade, traffic would be controlled by bells, flashing beacons, gates, and at some locations traffic signals. The following description of the route is presented in station-to-station segments. The referenced figures depicting the corridor (Figures 2.5-3 through 2.5-9) are at the end of this section.

The route of the proposed bicycle/pedestrian pathway is also described for each segment. The exact alignment of the pathway would be finalized in the final engineering phase of the project. The alignment is indicated as being either wholly within the railroad right-of-way, located in easements directly adjacent to the railroad right-of-way, or located off of the railroad alignment.

Cloverdale (MP 84.7) to Healdsburg (MP 68.0)

The rail line begins just north of the Cloverdale Station (MP 84.7), which is an existing station with a single platform. Just north of the station there is an existing freight yard with two additional siding tracks. The northern project boundary would extend approximately 2,800 feet beyond the Cloverdale Station to provide space for overnight storage of passenger rail trains. One alternative location for the passenger rail maintenance facility is proposed about two miles north of Cloverdale Station, with a single yard lead connection to the mainline at MP 86.8.

Just north of Cloverdale Station there is an at-grade public road crossing at Citrus Fair Drive (MP 84.9). From there the line proceeds south past the station through open agricultural land with occasional wineries and industrial sites. It passes through the unincorporated town of Geyserville at approximately MP 75.8. Other at-grade public road crossings in this segment include Asti Road (MP 84.5), Airport Road (MP 82.5), Washington School Road (MP 80.9), Woods Lane (MP 76.3), Merrill Street (MP 76.1), Geyserville Road (MP 75.8), and Lytton Springs Road (MP 71.9). In addition to these public crossings, there are approximately a dozen informal and private crossings, mostly for agricultural use to access the fields on either side of the tracks. Before reaching the Healdsburg Station, the line passes through the downtown area crossing four public streets at grade: Grant Street (MP 68.8), North Street (MP 68.5), Matheson Street (MP 68.4), and Healdsburg Avenue (MP 68.2). There are two existing freight sidings located at approximately MP 71.9 (Lytton) and MP 75.8 (Geyserville). This segment includes 13 small trestles. Between Cloverdale and Healdsburg the right-of-way width varies intermittently from 60 feet to 80 feet. In downtown Healdsburg the right-of-way width is irregular, varying from 60 feet to100 feet.

The proposed bicycle/pedestrian pathway would begin on the east side of the Cloverdale Station within the rail right-of-way. It would continue in the right-of-way following the east side of the track to Washington School Road (MP 80.9) crossing the track and running on the west side to Geyserville Road (MP 75.8), where it would cross back to the east side of the track and continue to Alexander Valley Road (71.3). From Alexander Valley Road to Grove Street (MP 70.2), the bicycle/pedestrian pathway would be on Healdsburg Avenue. At Grove Street, the bicycle/pedestrian pathway would reconnect with the railroad right-of-way and would follow the east side of the tracks to Dry Creek Road (69.5) and then would switch to the west side to Healdsburg Avenue (68.2). Past Healdsburg Avenue the pathway would follow the east side of the tracks to the Healdsburg Station. The bicycle/pedestrian pathway within Healdsburg, from Alexander Valley Road to just south of the Healdsburg Station, is being developed by the City.

Figure 2.5-3 provides an overview of this segment of the proposed project corridor.

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Healdsburg (MP 68.0) to Windsor (MP 63.0)

The rail line proceeds south out of the historic Healdsburg Station. The Healdsburg Station site consists of two buildings: a passenger station and a freight depot. The railroad buildings are directly adjacent to the Ward Street Historic District and the A.F. Stevens Mill and Lumber Company Historic District. An existing station siding is located east of the mainline and several existing freight sidings are located west of the station. The station would have two platforms. South of the station, the track crosses the Russian River (MP 67.6) on a three-span truss bridge with timber trestle approaches, totaling 556 feet in length. The line continues through mixed industrial and agricultural land uses. An existing freight siding is located at approximately MP 67.0, with a second siding proposed at that location. The line crosses under Highway 101 at MP 66.5. Continuing southward through a residential area (MP 64.0), the alignment enters the Town of Windsor and Windsor Station at MP 63.0.

There are five at-grade public road crossings in this segment: Front Street (MP 67.7), Bailhache Avenue (MP 67.4), Grant Avenue (MP 66.9), Limerick Lane (MP 66.2),) and Starr Road (MP 63.8). Three small trestles/bridges exist on this segment at MP 66.3, MP 65.1 (over Old Redwood Highway), and MP 64.7. The right-of-way width is as much as 250 feet through the Healdsburg Station area, then narrows to 80 feet up to MP 66.9 (Grant Avenue), further narrowing to 60 feet up to MP 64.8 and widens again to 80 feet up to MP 64.3.

The proposed bicycle/pedestrian pathway from the Healdsburg Station south would be located east of the track and within the SMART right-of-way to Front Street. This portion of the pathway would be constructed by the City of Healdsburg. From Front Street southward to Grant Avenue, the pathway would be diverted to adjacent streets including the Healdsburg Avenue roadway bridge over the Russian River. The pathway would return to the SMART right-of-way at Grant Avenue and follow the right-of-way to downtown Windsor.

Figures 2.5-4 and 2.5-5 provide an overview of this segment of the proposed project corridor.

Windsor (MP 63.0) to Jennings Avenue (MP 54.9)

The rail line continues southward, passing through residential areas south of the Windsor Station, then through an industrial area to Shiloh Road (MP 61.1), and through mostly open space between the outskirts of Windsor (approximately MP 60.0) and north Santa Rosa to about Windrose Lane (MP 57.4) where the line transitions again to primarily residential areas with a few industrial complexes before arriving at the Jennings Avenue Station (MP 54.9). An alternative location for the passenger rail maintenance facility is proposed near MP 61.0 just south of Shiloh Road with yard leads at each end of the facility. (See Section 2.5.7 for full description of the maintenance facility options).

The rail line has an existing siding just south of the Windsor Station site that would be extended through the station adjacent to two platforms. The siding would extend approximately 600 feet north of the station to provide a SMART passing siding. A multimodal transit station is currently under construction at the Windsor Station site.

There are 12 public at-grade road crossings in this segment: Windsor Road/Windsor River Road (MP 62.9), Mitchell Lane (MP 61.7), Shiloh Road (MP 61.1), Aviation Blvd (MP 60.2), Airport Road (MP 59.9), River Road (MP 58.7), Fulton Road (MP 58.5), San Miguel Avenue (MP 56.8), Piner Road (MP 56.3), Steele Lane (MP 55.6), North Guerneville Road (MP 55.3), and Jennings Avenue (MP 55.0).

There are eight small trestles/bridges at MP 62.4, MP 62.3, MP 61.6, MP 60.4, MP 59.5, MP 58.8, MP 56.1, and MP 55.9. Just south of Shiloh Road, a rail maintenance facility is proposed, with spurs for the trains to access the facility connecting to the main line at MP 61.1 and MP 60.8.

The right-of-way width in this segment is 80 feet except for a short stretch between San Miguel Avenue (MP 56.8) and Piner Road (MP 56.3) where the right-of-way is 60-feet wide.

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The proposed bicycle/pedestrian pathway would be built within the railroad right-of-way and on adjacent easements for nearly the entire length of this segment. From Windsor Road (MP 62.8) to Mitchell Lane (MP 61.7), the pathway would divert onto an adjacent pathway being built by the Town of Windsor, located west of the right-of-way. The pathway would then enter the right-of-way and would be located on the west side of the track from Mitchell Lane to River Road (MP 58.7) in Fulton, where it would cross to the east side and continue to Piner Road (MP 56.3). At this point, the pathway would cross back to the west side to Steele Lane (MP 55.6). South of Steele Lane the pathway would move to the east side of the tracks to the Jennings Avenue Station.

Figure 2.5-5 and 2.5-6 provides an overview of this segment of the proposed project corridor.

Jennings Avenue (MP 54.9) to Santa Rosa (MP 53.8)

This short segment of rail line continues through built up industrial areas in Santa Rosa, with public at- grade crossings at College Avenue, 9th Street, 8th Street, 7th Street, and 6th Street. The Jennings Avenue Station would have two platforms, with a second track extending through the station area.

The right-of-way width is 80 feet and then narrows to 60 feet up to approximately College Avenue (MP 54.4), then widens to 80 feet again as the corridor proceeds south.

From the Jennings Avenue Station, the proposed bicycle/pedestrian pathway would follow the railroad right-of-way until 7th Street. At 7th Street the bicycle/pedestrian pathway would go west to Jefferson Avenue then south to 6th Street. At 6th Street, the pathway would connect to the Prince Memorial Greenway adjacent to Santa Rosa Creek. Figure 2.5-6 provides an overview of this segment of the proposed project corridor.

Santa Rosa (MP 53.8) to Rohnert Park (MP 48.7)

South of the Santa Rosa Railroad Square Station, the rail line passes under the Highway 12 overcrossing at MP 53.5. It then passes through a residential area from approximately Barham Avenue (MP 53.0) to Hearn Avenue (MP 52.2) and mostly open and industrial areas to the Rohnert Park Station. The line passes under Highway 101 just north of Rohnert Park Station. There are public at-grade crossings at 3rd Street (MP 53.7), Sebastopol Avenue (MP 53.4), Barham Avenue (MP 53.0), Hearn Avenue (MP 52.2), Belleview Avenue (MP 51.3), W. Robles Avenue (MP 50.8), Todd Road (MP 50.3), and Scenic Drive (MP 48.5). There are three small trestles/bridges in this segment at MP 53.6 (Santa Rosa Creek), MP 52.2, and MP 49.1.

A new 2,700–foot passing siding is proposed on the east side of the mainline from MP 52.8 southward to MP 52.3, and a new freight siding on the west side of the mainline is proposed from Santa Rosa Creek at MP 53.6 southward to MP 52.3. The Santa Rosa Railroad Square Station would have two platforms and two main tracks with a third track west of the mainline extending through the station area. The Rohnert Park Station would be a single-platform station.

The right-of-way width in this entire segment is 60 feet, except for a short segment between Sebastopol Avenue and Santa Rosa Creek, which is 75 feet wide.

The proposed bicycle/pedestrian pathway would utilize the Prince Memorial Greenway and then the Joe Rodota trail to Highway 12, where it would reconnect with the railroad right-of-way under the Highway 12 overpass (MP 53.5). From Highway 12, the pathway would be on the east side of the track to Barham Avenue (MP 53.0), where it would exit the right-of-way and follow Beachwood Drive to the end of the street (MP 52.5). The pathway would enter a public easement adjacent to the rail line and then enter the rail right-of-way at the Colgan Creek bridge (MP 52.2). The pathway would follow the east side of the tracks to Hearn Avenue (MP 52.1) then switch to the west side to Bellevue Avenue (MP 51.3) and finally back to the east side all the way to the Rohnert Park Station (MP 48.7).

Figure 2.5-6 provides an overview of the proposed project corridor in this segment.

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Rohnert Park at Wilfred (MP 48.7) to Cotati (MP 46.0)

Heading south from the Rohnert Park Station, the rail line continues through an industrial area, passes the Mountain Shadows Golf Resort and transitions into a mostly residential area as it approaches Cotati Station. There are five public at-grade crossings: Golf Course Drive (MP 48.5), Rohnert Park Expressway (MP 47.4), Pedestrian Crossing (MP 47.0), Southwest Boulevard (MP 46.8), and Cotati Avenue (MP 46.1). At MP 47.0 there is a small bridge over Copeland Creek, with a pedestrian crossing at each end of the bridge. The right-of-way width in this entire segment is 60 feet.

The proposed bicycle/pedestrian pathway would be built within the railroad right-of-way and on adjacent public easements for the entire length of this segment, running on the east side of the track then crossing over to the west side to Rohnert Park Expressway at MP 47.7 to the pedestrian crossing at MP 47.0. South of MP 47.0, the pathway would move to the east side of the railroad right-of-way.

Figure 2.5-6 provides an overview of the proposed project corridor in this segment.

Cotati (MP 46.0) to Corona Road (MP 41.0)

The rail line proceeds from Cotati Station passing through a residential area (MP 46.0 to 45.2) and continues south into open space (MP 45.2 to MP 43.5) and then a mostly industrial area north of unincorporated Penngrove (approximately MP 43.5). The Cotati Station would have a single platform. A new 2,700–foot passing siding would be built between MP 42.8 and MP 42.3. The line includes public at- grade crossings at Railroad Avenue (MP 44.8), Adobe Road (MP 43.6), Main Street (MP 43.3), and Ely Road. There are four small bridges in this segment at MP 44.4, MP 43.7, MP 42.9, and MP 42.4.

The right-of-way width in this entire segment is 60 feet. The proposed bicycle/pedestrian pathway would be built within the railroad right-of-way for the entire length of this segment, running on the east side of the track.

Figure 2.5-6 and 2.5-7 provides an overview of the proposed project corridor in this segment.

Corona Road (MP 41.0) to Petaluma (MP 38.5)

Leaving the Corona Road Station, the rail line continues through open space and urban areas, crossing North McDowell Boulevard (MP 40.7), South Point Boulevard (MP 40.5) and West Payran Street (MP 39.3) at-grade and passing under Highway 101 at MP 39.9. It crosses the Petaluma River on a trestle at MP 39.7. It then crosses a new bridge over the Petaluma River (recently built by the Army Corps of Engineers as part of a flood control project) at MP 38.9 and continues through downtown Petaluma, crossing Madison Street/Lakeville Road and Washington Street at-grade. A half-mile long freight siding exists between MP 39.7 and MP 39.2 (Old NWP Park Siding station, a historic NWP designation). The Corona Road Station would have a single platform.

The right-of-way width in this segment is generally 60 feet, increasing to 120 feet from MP 39.8 to MP 39.1 where the sidings occur.

From the Corona Road Station (MP 41.0), the proposed bicycle/pedestrian pathway would run along the west side of the railroad right-of-way until W. Payran Street (MP 39.3) where it would cross to the east side of the right-of-way. The pathway would continue on the east side of the tracks to Madison Street (MP 38.9) where it would leave the right-of-way and head west to Copeland Street. The pathway would continue on Copeland Street to D Street, just south of the Downtown Petaluma Station.

Figure 2.5-7 provides an overview of the proposed project corridor in this segment.

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Petaluma (MP 38.5) to Novato North (MP 28.7)

South of the historic Petaluma Station, the rail line crosses D Street (MP 38.5) and Hopper Street (MP 38.1) at-grade. The Downtown Petaluma Station, which is composed of three existing buildings, is currently being restored by the City of Petaluma. The line parallels Lakeville Road, as it leaves downtown Petaluma and passes under Highway 101 at MP 37.6. The line crosses the Petaluma River on the Haystack Landing Bridge at McNear (MP 37.19), which is a drawbridge with a 185-foot swing span. This bridge would be replaced with a 100-140-foot lift span bridge.

From the Haystack Landing Bridge over the Petaluma River (MP 37.2) to the Novato North Station, the line passes along open wetlands with little adjacent land use development. There are four small trestles at MP 35.5, MP 34.2 (Schulze Slough), MP 33.5 (San Antonio Creek, the Marin/Sonoma County line), and MP 31.7. SMART would utilize 1,000 feet of the existing 6,450 foot long Burdell siding at approximately MP 31.0 as a passing siding.

From the Downtown Petaluma Station to MP 35.0, the right-of-way width is irregular, varying from 50 feet to 150 feet. The right-of-way widens to 80 feet at MP 35.0 and continues at this width until it reaches the vicinity of the Burdell siding (MP 31.5) where the right-of-way width narrows to 50 feet and maintains this width south to the Novato North Station.

From the Downtown Petaluma Station, the proposed bicycle/pedestrian pathway would follow D Street to Petaluma Boulevard South and continue to the interchange at Highway 101 at MP 36.9. Here the pathway may be on planned access roads parallel to the Highway 101 Novato Narrows Project. The exact location of the Novato Narrows segment pathway would be determined as part of the final design of the Novato Narrows Project. From Atherton Avenue (MP 28.6) the bicycle/pedestrian pathway would connect to the Novato North Station via Redwood Boulevard.

Figures 2.5-7 and 2.5-8 provide an overview of the proposed project corridor in this segment.

Novato North (MP 28.7) to Novato South (MP 24.6)

Leaving the Novato North Station at MP 28.7, the rail line passes under the Atherton Avenue overcrossing at MP 28.6. From the Novato North Station to MP 27.9, the line runs through an industrial area, crossing Rush Creek Place (MP 28.5), Golden Gate Place (MP 28.3), Olive Avenue (MP 28.1), and Grant Avenue (MP 27.9) at-grade.

From MP 27.9, the alignment proceeds between a commercial area on the west and wetlands on the east to the DeLong Avenue overcrossing at MP 27.8 and crossing under Highway 101 at MP 27.6. A public at-grade pedestrian crossing is also located under the east edge of the Highway 101 overcrossing at MP 27.5. The rail line crosses Hanna Ranch Road at-grade at MP 25.9. Just south of Hanna Ranch Road, at the Ignacio Wye, a separate segment of the NWP branches to the east toward Schellville and beyond. Between the north leg and south leg of the wye, the line crosses under three Highway 37 overpasses.

From the south leg of the wye at MP 25.7, the line proceeds between Highway 101 on the west and commercial areas on the east passing under the Bel Marin Keys Boulevard overpass just before reaching the Novato South Station. The Novato South Station would include two platforms with a second track built through the station. In this segment there are up to three existing tracks, formerly used as freight sidings. There is an existing pedestrian crossing at MP 27.5. In this segment, the line crosses a small trestle at MP 26.0, a 230-foot trestle bridge over Novato Creek at MP 26.9 and a small trestle at MP 24.8.

From the Novato North Station to MP 26.9 (Novato Creek), the right-of-way width is 50 feet, then widens to 90 feet from MP 26.9 to MP 25.3. From MP 25.3 to the Novato South Station the right-of-way width is between 65 and 70 feet wide. From the Novato North Station, the proposed bicycle/pedestrian pathway would follow Redwood Boulevard to Rush Creek Place where it would connect with the railroad right-of- way. From Rush Creek Place (MP 28.5) to Franklin Avenue (MP 27.5), the pathway would follow along the east side of the tracks. At Franklin Avenue the pathway would connect to the existing bicycle

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pathway along the west side of the railroad right-of-way to the Novato Creek where it would reconnect with the railroad right-of-way. From Novato Creek (MP 27.0) to Rowland Boulevard (MP 26.2), it would follow the railroad right-of-way and adjacent easements on the west side of the track. At the end of Rowland Road, at Vintage Way, the bicycle/pedestrian pathway would leave the right-of-way and follow a route to be determined by the City of Novato before connecting with Hanna Ranch Road (MP25.9). The pathway would follow Hanna Ranch Road for a short distance and then connect with the existing Bay Trail, which is located just outside the west edge of the railroad right-of-way. The pathway would follow the Bay Trail, which runs along the west edge of the right-of-way, crossing at the tracks at MP 25.6 and continuing along the eastern edge of the railroad right-of-way until connecting with Hamilton Drive at MP 25.3. The proposed bicycle/pedestrian pathway would go east on Hamilton Drive and connect with Bel Marin Keys Boulevard where it would go south and eventually arrive at the Novato South Station along Roblar Drive (MP 24.6).

Figures 2.5-8 and 2.5-9 provide an overview of the proposed project corridor in this segment.

Novato South (MP 24.6) to Marin Civic Center (MP 19.6)

Leaving the Novato South Station, the rail line passes through the former Hamilton Air Force Base to the east and through a green belt before gradually turning south as it approaches the Civic Center Station. The Civic Center Station would include one platform. In this segment, the rail line crosses Roblar Drive at MP 24.5, North Hamilton Parkway at MP 24.2 and Smith Ranch Road at MP 21.0, all at-grade. The track crosses four small trestles between MP 24.0 and MP 21.7 and crosses over the Gallinas Creek on a 280- foot fixed bascule drawbridge at MP 20.9. A new 2,700-foot passing siding track would be built at approximately MP 22.0.

The rail right-of-way approaching Novato South Station (MP 24.6 to MP 23.9) is 50 feet wide. Through the Hamilton Air Base (MP 23.9 to MP 23.2) and Smith Ranch Road (MP 20.9) to the Civic Center Station, the right-of-way is 100 feet wide. The intervening segment (MP 23.2 to MP 21.2) is 60 feet wide, while MP 20.9 to MP 19.6 is 50 feet wide.

From the Novato South Station, the proposed bicycle/pedestrian pathway would follow Roblar Drive and connect with an existing bike pathway on Nave Drive on the west side of the railroad right-of-way. The pathway would follow Nave Drive and turn on North Hamilton Parkway (MP 24.2). The pathway would continue on North Hamilton Parkway until reconnecting with the railroad right-of-way at MP 23.9, just south of Pacheco Creek. The pathway would be on the west side of the tracks within the right-of-way until MP 23.2 at which point additional right-of-way would be required along the west side to accommodate the pathway. The pathway would follow along the new right-of-way until MP 21.2 where it would transition back into the existing right-of-way until MP 21.0. At Smith Ranch Road (MP 21.0), the pathway would run along an easement on the west side of the right-of-way until MP 20.4 where it would cross over the rail line and the South Fork Gallinas Creek and connect with an existing pathway adjacent to McInnis Parkway. The existing pathway would connect with the Civic Center Station at Civic Center Drive (MP 19.7).

Figure 2.5-9 provides an overview of the proposed project corridor in this segment.

Marin Civic Center (MP 19.6) to San Rafael (MP 17.0)

The Marin Civic Center Station is located to the east of the Highway 101 overpass. As the rail line exits the Civic Center Station, it passes through commercial uses and then residential areas until it crosses the public pedestrian crossing (MP 19.27) and North San Pedro Road at MP 18.8. The line enters the Puerto Suello Hill Tunnel No. 4 on an upgrade of +1.5 percent in a deep cut into the hillside. Leaving the concrete-lined 1,359-foot long single-track Tunnel No. 4 (reconstructed in 1967) at MP 18.2, the line then proceeds on a 1.9 percent downgrade (the steepest grade on the alignment) along a deep cut parallel to Highway 101. Before entering San Rafael Station, the line crosses on a bridge over Linden Lane (MP 17.7) and crosses Paloma Street (MP 17.4), Pacheco Street (MP 17.3), Mission Avenue (MP 17.2), 5th Avenue (MP 17.1), and 4th Street (MP 17.0), all at grade.

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From the Marin Civic Center Station to the tunnel, the right-of-way width is 100 feet. Near Tunnel No. 4 to downtown San Rafael (Mission Avenue), the right-of-way narrows to only 30 feet in width and continues at this width to the end of this segment.

A portion of the rail trackway in this segment will be realigned and reconstructed as part of a Highway 101 widening project. See Section 2.5.6, Railway Improvements, for details on this realignment.

The proposed bicycle/pedestrian pathway would be built within the rail right-of-way from the Marin Civic Center Station to North San Pedro Road, generally on the west side of the track. As part of the Caltrans Highway 101 widening project, the pathway would be built partially within the new rail right-of-way from near the south portal of the tunnel to approximately Paloma Street. From there to Mission Avenue (MP17.2), it would be located just outside the railroad right-of-way, but within the City of San Rafael’s public right-of-way. From Mission Avenue, the pathway would follow Tamalpais Avenue to the San Rafael Station and 2nd Street.

Figure 2.5-9 provides an overview of the proposed project corridor in this segment

San Rafael (MP 17.0) to Larkspur (MP 14.8)

The San Rafael Station is located north across 3rd Street from the bus transit center in downtown San Rafael. Leaving the Downtown San Rafael Station between 4th Street and 3rd Street southward the line crosses public crossings at 3rd Street and 2nd Street at grade. A second track would be added between Mission Ave (MP 17.1) and Andersen Drive (MP 16.1). The station would have a passing track, a double- track set aside and two-platforms. The alignment crosses Mahon Creek on a timber trestle as it leaves downtown San Rafael.

In the vicinity of MP 16.7 at Francisco Boulevard West, the roadway is proposed to be realigned to the west of the railroad prior to initiating passenger rail service. The alignment crosses Andersen Drive at a sharp angle at MP 16.0, and the street would be realigned to ease the crossing angle (see Section 2.5.6, Railway Improvements, for discussion of this roadway realignment). The rail line crosses over Bellam Boulevard on a timber trestle at MP 15.7 and under Highway 101. The line follows Andersen Drive and Jacoby Street through an industrial and commercial area before entering the 1,105-foot long Tunnel No. 3 (CalPark Hill Tunnel) at MP 15.4.

The line would end at the Larkspur Ferry Station (MP 14.8), at a new two-platform station located just north of the Sir Francis Drake Boulevard rail crossing. A second track would be added through the station with a tail track extending approximately 300 feet south of the station for train storage and switching.

The rail right-of-way width varies considerably in this segment, from 50 feet or more from 2nd Street to Highway 101, to as much as 174 feet near the Highway 101 crossing, to 100 feet through Tunnel No. 3 to the Larkspur Ferry Station.

From the San Rafael Station, the proposed bicycle/pedestrian pathway would follow Tamalpais Avenue to 2nd Street/Francisco Boulevard where it would connect with the existing pathway along San Rafael Creek to Andersen Drive. The pathway would follow Andersen Drive until it reconnects with the railroad right-of- way at MP 15.9. From here the bicycle/pedestrian pathway would be built within the railroad right-of-way, through Tunnel #3, to the Larkspur Ferry Station on the west side of the tracks.

Figure 2.5-9 provides an overview of the proposed project corridor in this segment

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FIGURE 2.5-3 PROJECT CORRIDOR (MILEPOST 85.0 to 75.0)

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FIGURE 2.5-4 PROJECT CORRIDOR (MILEPOST 75.0 to 65.0)

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FIGURE 2.5-5 PROJECT CORRIDOR (MILEPOST 65.0 to 55.0)

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FIGURE 2.5-6 PROJECT CORRIDOR (MILEPOST 55.0 to 45.0)

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FIGURE 2.5-7 PROJECT CORRIDOR (MILEPOST 45.0 to 35.0)

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FIGURE 2.5-8 PROJECT CORRIDOR (MILEPOST 35.0 to 25.0)

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FIGURE 2.5-9 PROJECT CORRIDOR (MILEPOST 25.0 to 14.0)

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2.5.4 Rail Stations

The proposed passenger rail service would serve 14 stations as shown in Table 2.5-5 and in Figure 2.5- 10. Cloverdale, Healdsburg, Windsor, Santa Rosa, Cotati, and Petaluma stations are planned, funded and/or under construction with most transit amenities except the platform and rail equipment. Cloverdale is an existing station with a platform and shelter, park-and-ride lot and bus transit service.

Each station would have one or two boarding platforms that would extend the full length of the passenger boarding area to permit level boarding to all accessible cars of trains stopping at the station. Stations would be equipped with shelter, lighting and other amenities such as signage, schedules, leaning bars, information kiosks and at least two ticket vending machines; and adequate space for bus, van and shuttle, taxicab and passenger vehicle drop-off as required. Stations at Corona Road, Downtown Petaluma, Novato North, Novato South, Marin Civic Center, Downtown San Rafael and Larkspur have designs that can accommodate on-site shuttle service.

Due to the long-term useful life of the station capital improvements, industry planning practices recommend additional capacity to accommodate unforeseen increases in use. Therefore, station platforms would be constructed for three-car trains. Park-and-ride lots would be provided at all of the stations except for the Downtown San Rafael, Santa Rosa Railroad Square and Larkspur Ferry stations. Park-and-ride spaces would be provided in the system to accommodate forecasted park-and-ride demand as shown in Table 2.5-5. Bicycle parking would be provided at all stations and several stations have space that could be used for attended bicycle parking facilities, i.e. bicycle stations. These stations include: Healdsburg, Windsor, Jennings Avenue, Santa Rosa Rail Road Square, Corona Road, Downtown Petaluma, Novato South and San Rafael.

Where necessary, stations would be designed with a bus loading area and passenger drop-off area to facilitate the transfer between modes. Minor modifications to existing bus routes that provide access to the station sites may occur, such as minor reroutes to bring the bus service closer to the station or providing a bus stop near the station. Five proposed rail stations are adjacent to existing or planned bus transfer centers, including Healdsburg, Windsor, Cotati, Petaluma and San Rafael. Also, the Transportation Authority of Marin (TAM) is currently evaluating the potential for adding a bus transit center at the Novato South station.

Artwork reflecting the local and historic characteristics of each station is also proposed. Public Utility Code 105096 states that SMART would comply with the design review process of local jurisdictions in which rail transit facilities are located (including stations and maintenance facilities) although the local jurisdiction’s design review and approval would be advisory only.

Proposed station locations and facilities are described in the following subsections. Additional details for selected stations are provided in Appendix C, SMART Passenger Rail Station Summaries.

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TABLE 2.5-5 PROPOSED RAIL STATIONS Park-and-Ride Spaces

Station and Existing or New Total Location Milepost Planned and Funded Cloverdale (MP Existing station located at Asti Road just south of Citrus 90 60 150 84.6)* Fair Drive Healdsburg (MP Historic Depot located at Harmon Street 76 0 76 68.0)** Windsor (MP Transit Center at Windsor Road and Windsor River 100 300 400 63.0)**** Road Santa Rosa – Jennings Avenue Jennings Avenue and Herbert Street 0 630 630 (MP 54.9)*** Santa Rosa Railroad Square Historic Depot at Railroad Square 0 0 0 (MP 53.8)** Rohnert Park (MP North of Golf Course Drive at Roberts Lake Road 180 17 197 48.7)*** Cotati (MP Cotati Avenue and Industrial Road 87 90 177 46.0)**** Option 1: Corona Road near North McDowell 0 350 350 Petaluma – Boulevard with surface parking Corona Road (MP Option 2: North of Corona Road (east of SMART Right- 41.0)*** 0 350 350 of-Way) Downtown Petaluma (MP Historic Depot adjacent to Lakeville Highway 0 30 30 38.5)** Novato North (MP Atherton Avenue and Redwood Boulevard 0 66 66 28.7)*** Novato South Adjacent to Highway 101/Ignacio Avenue Interchange 0 102 102 (MP 24.6)*** Marin County Civic Center (MP Civic Center Drive and McInnis Parkway 0 130 130 19.6)*** Option 1: Tamalpais between Third and Fourth Streets 0 0 0 Downtown San Rafael (MP Option 2: Tamalpais between Third and Fourth Streets 17.0)*** using bank property and creating a pedestrian 0 0 0 underpass Larkspur Ferry Station (MP SMART Right-of-Way Site near Marin Airporter 0 0 0 14.8)*** GRAND TOTALS 533 1775 2308 Source: Parsons Brinckerhoff Quade & Douglas, Inc. and Community Design + Architecture, 2004. Notes: * Existing station with no improvements required ** Existing historic station with improvements required *** New station **** Station incorporated into transit center built by others

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FIGURE 2.5-10 STATION AND MAINTENANCE FACILITY LOCATIONS

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Cloverdale Station (MP 84.7)

The Cloverdale Station is located south of Citrus Fair Drive between Highway 101 and Asti Road, four blocks from downtown Cloverdale (see Figure 2.5-11). The Cloverdale Station was built in 1996 in conjunction with the Highway 101 construction project. The station includes a single track, rail platform and bus bays to provide multimodal connections. There is also an existing 90-space parking lot. There are two driveways serving the site from Asti Road and an additional driveway from Citrus Fair Drive. To accommodate rail ridership in the future, an expansion of the parking lot to 150 spaces to the south of the existing station is proposed in conjunction with the proposed project.

Much of the surrounding land area east of Highway 101 is undeveloped or used for industrial purposes. The station area is designated for public and quasi-public use and the surrounding land is designated for commercial purposes. To the west of the freeway, there are more intense commercial uses in downtown Cloverdale including a shopping center. Local bus transit bays at the site provide a transit connection to downtown Cloverdale. Primary pedestrian access to the site is from Asti Road and Citrus Drive. The Class I bicycle/pedestrian pathway proposed along the rail corridor would terminate at the southern end of the station.

Healdsburg Station (MP 68.0)

The Healdsburg Station is located at the historic rail station and yard in southern Healdsburg (see Figure 2.5-12). The station is located east of Fitch Street between Harmon Street and the railroad tracks. The station site is bordered to the north by a residential neighborhood.

The historic station site would be renovated to serve the proposed passenger rail line. Two access driveways would be provided from Harmon Street. Sonoma County Transit is in the process of building a transit center and park-and-ride lot adjacent the historic Healdsburg Depot. As part of SCT’s project, the exterior of the depot is being repaired and upgraded. The Healdsburg Station would be double-tracked and served by two rail platforms. A total of 76 parking spaces are planned and funded at this station; 52 at the station south of Harmon Street and 24 on a lot at the corner of Harmon and Fitch Streets. A bus transit zone and passenger drop-off area would be provided on Harmon Street.

Pedestrian access to the site would be via Fitch and Harmon Streets. A proposed bicycle/pedestrian pathway would pass directly through the station area on the east side of the tracks.

Windsor Station (MP 63.0)

The proposed Windsor Station would be a combination of three sites located at the Windsor River Road and Windsor Road intersection (see Figure 2.5-13). A bus transit center is currently under development for the northwest quadrant of the intersection. The center is being developed as a multimodal transit station with the ability to accommodate rail in the future. The transit center, along with a 100 park-and- ride space lot, will be built independent of the proposed passenger rail project.

For the proposed passenger rail project, two platforms with a double track would be constructed adjacent to the multimodal facility, with the addition of a 100-space park-and-ride surface lot in the southeast quadrant of the intersection between Windsor Road and the railroad tracks at the start-up of service. The 100-space park-and-ride may later be expanded into structured parking to accommodate 200 additional spaces. An additional 100-space park-and-ride lot would be located approximately 1,500 feet east of the rail platforms at Old Redwood Highway and Richardson Street. Auto and pedestrian access to the main station and the ancillary parking facility would be from Windsor Road. The proposed bicycle/pedestrian pathway would be on the west side of the tracks as it passes through the station.

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FIGURE 2.5-11 EXISTING CLOVERDALE STATION

Source: Community Design + Architecture, April 2004.

FIGURE 2.5-12 HEALDSBURG STATION DESIGN CONCEPT

Source: Macnair Landscape Architecture, February 2004.

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FIGURE 2.5-13 WINDSOR STATION DESIGN CONCEPT

Source: Community Design + Architecture, May 2004.

Santa Rosa – Jennings Avenue Station (MP 54.9)

The proposed Jennings Avenue Station would be located approximately one mile north of the Santa Rosa Railroad Square Station. College Avenue and Guerneville Road are the major arterials to the north and south of the station and Jennings, Dutton and Range Avenues are the primary east and west streets. The station would be a double-tracked, two-platform station.

The proposed station site, shown in Figure 2.5-14, is the 8.5-acre Union Pacific “wye” site. The site is large enough to accommodate up to 630 park-and-ride spaces in surface parking. Bus transit access to the site would be from the adjacent streets with the option to accommodate bus loading at the station if demand warrants in the future. Primary pedestrian access to the Jennings Avenue station site would be from the east. The station would include pedestrian access to both platforms from surrounding streets as well as pedestrian access between the two platforms. A Class I bicycle/pedestrian pathway is planned for the east side of the right-of-way throughout the station area. In addition, the City has plans for a network of Class I and II bike pathways and lanes throughout the station area. Jennings Avenue is designated as a “Bicycle Boulevard” (a street with a combination of traffic calming devices to encourage bicycling). Access to the park-and-ride lot would be provided from Range Avenue/Francis Street.

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FIGURE 2.5-14 SANTA ROSA – JENNINGS AVENUE STATION DESIGN CONCEPT

Source: Community Design + Architecture and Thompson & Associates, April 2004.

Santa Rosa Railroad Square Station (MP 53.8)

The Santa Rosa Railroad Square Station is an existing renovated historic rail station located in downtown Santa Rosa east of the tracks between 4th and 5th Streets (see Figure 2.5-15). The restored station building is currently used as a visitor center with access to the surrounding Railroad Square area. No modifications to the existing building are proposed. The primary access to the site is via Wilson Street. Both 4th and 5th Streets terminate at the station. East/west circulation is provided via 3rd and 6th Streets. There is a small existing parking lot serving the visitor center. No designated park-and-ride spaces are planned for this station. The station is adjacent to a commercial district on the east. There are mixed-use land designations situated to the west of the station. Two platforms with a double-track are proposed at this station as part of the proposed project. Pedestrian access to the site would be primarily from the east via Wilson and 4th Streets, which provide connections into the historic Railroad Square District. A bicycle station is planned at the Santa Rosa Station to accommodate anticipated bicycle parking demand.

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FIGURE 2.5-15 SANTA ROSA RAILROAD SQUARE STATION DESIGN CONCEPT

VBN, 2003.

Rohnert Park Station (MP 48.7)

The City of Rohnert Park identified the Wilfred Avenue/Golf Course Drive location as their preferred station location during initial planning for SMART. The station site is adjacent to the existing City-owned Caltrans park-and-ride lot at the intersection of Golf Course Drive and Roberts Lake Road, just east of Highway 101 and Commerce Boulevard. Caltrans is currently proceeding with design and environmental documentation for the reconfiguration of the Wilfred Avenue interchange at Highway 101. Caltrans is

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also constructing an expansion of the park-and-ride facilities at the Rohnert Park Expressway interchange. These improvements would allow the use of the existing spaces at the Golf Course Drive park-and-ride for future rail patrons.

The single-track, one-platform station design concept illustrated in Figure 2.5-16 would expand the existing 180-space park-and-ride lot to the north, adding approximately 17 spaces for a total of 197 surface park- and-ride lot spaces. Auto access to the site would remain in its current location on Roberts Lake Road, with enhanced paving to allow pedestrians to move safely through the park-and-ride lot area. The proposed bicycle/pedestrian pathway would cross Golf Course Drive at a marked pedestrian crossing and continue on the west side of Roberts Lake Road as a Class I pathway, along the eastern border of the station parking area. Cyclists accessing the station would be able to use sidewalks connecting to the rail platform from Golf Course Drive and the bicycle/pedestrian pathway north of the station. Bicycle parking options would include bike racks underneath the Highway 101 overcrossing at the north end of the station and bicycle lockers just south of the rail platforms. Bus stops would remain on the streets both east and west of the station site. Shuttle and van drop-off space would be located either on-site with the auto drop-off area or along Commerce Boulevard.

Cotati Station (MP 46.0)

The proposed Cotati Station would be a single-track, one-platform station located on the south side of E. Cotati Avenue at the intersection of E. Cotati Avenue and Santero Way (see Figure 2.5-17). A transit center with an 87-space park-and-ride lot is planned west of the railroad tracks at the intersection of East Cotati Avenue and Industrial Avenue. The Cotati Transit Center is being constructed by Sonoma County Transit independent of the proposed passenger rail project and will include most transit amenities, absent a rail platform and rail passenger requirements. A mix of commercial and residential uses surrounds the center. Access to the site would be via Santero Way off Industrial Avenue. The proposed passenger rail project would add an additional 90 parking spaces for a total of 177 parking spaces.

At the Cotati Station, the proposed bicycle/pedestrian pathway would be located on the east side of the railroad tracks, within the NWP right-of-way.

Petaluma - Corona Road Station (MP 41.0)

There are two potential station site options at Corona Road. The first option is a 7.5-acre site fronting on both North McDowell Boulevard and Corona Road. The station would have 350 surface park-and-ride spaces (Option 1, Figure 2.5-18). The site is identified in the City of Petaluma General Plan as a potential station site. The triangular site is currently in industrial usage. Approximately one-quarter of an acre of the site is owned by SMART. The site is located on Petaluma's planned bicycle pathway network with good accessibility from the east side of the city.

The second station option, Option 2, shown in Figure 2.5-19, is located on the east side of the rail right- of-way just north of Corona Road. The 12-acre site is currently used for agricultural purposes and contains a single-family home, which could be removed for station development. However, right-of-way negotiations may result in a partial parcel acquisition, not requiring acquisition of the single-family home. This second station site could also accommodate a 350-space park-and-ride surface lot.

Regardless of the station site option selected, the Corona Road Station is planned as a single-track station with one platform. For both site options, the proposed bicycle/pedestrian pathway would pass through the station between the platform and parking area.

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FIGURE 2.5-16 ROHNERT PARK STATION DESIGN CONCEPT

Source: Community Design + Architecture and Thompson & Associates, March 2004.

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FIGURE 2.5-17 COTATI STATION DESIGN CONCEPT

Source: Community Design + Architecture, Thompson & Associates, DKS and Macnair Landscape Architecture, April 2004.

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FIGURE 2.5-18 PETALUMA CORONA ROAD STATION DESIGN CONCEPT: OPTION 1

Source: Community Design + Architecture and Thompson & Associates, April 2004.

FIGURE 2.5-19 PETALUMA CORONA ROAD STATION DESIGN CONCEPT: OPTION 2

Source: Community Design + Architecture and Thompson & Associates, April 2004.

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Downtown Petaluma Station (MP 38.5)

The Downtown Petaluma Station is located at the historic depot site bounded by East Washington, D Street, Lakeville Highway and the railroad tracks. The site is located to the east of the Petaluma River and the main downtown area (see Figure 2.5-20). The station is surrounded by commercial and industrial uses and is designated for commercial and office use. The City of Petaluma is constructing a bus transit center in the block to the west of the station site at Copeland Street. The historic station buildings are in the process of being renovated by the City of Petaluma.

Pedestrian and auto access to the site is from East Washington and D Streets as the track runs directly adjacent to Lakeville Highway. The transit center includes bicycle parking. There would be a limited number (approximately 30) designated park-and-ride spaces available at this station.

As part of the proposed rail project, the station would be developed with double-track and two platforms. The proposed bicycle/pedestrian pathway would operate on existing streets in downtown Petaluma, including Copeland Street in the vicinity of the station.

Novato North Station (MP 28.7)

The Novato North Station site is located on a narrow strip of land between the rail right-of-way and Redwood Boulevard, north of the Atherton Avenue interchange at Highway 101, and south of Rush Landing Road (see Figure 2.5-21). Employment centers in the vicinity, including the Fireman's Fund Insurance complex just west of the site, contribute to a high concentration of employment near this station. The Novato General Plan allows further office development in this area.

The Novato North Station would include 66 park-and-ride spaces. Approximately 42 park-and-ride spaces would be located to the south of the entry drive and an additional 24 park-and-ride spaces would be located to the north along Redwood Boulevard. Bus and shuttle bays would be provided on the eastern (station) side of the access drive. Opportunities for supplemental parking for the station exist on Wood Hollow Drive and/or via a cooperative arrangement for joint parking with local employers. The bus and shuttle bays could also be augmented with on-street bays as needed. The proposed station plan assumes the future widening of Redwood Boulevard, to be constructed by the City of Novato.

Since the SMART right-of-way is narrow at this site (only 50 feet), the station would have a single track with a west-side platform. The station design concept in Figure 2.5-21 shows the station organized around a central access drive that would provide the primary access for all transit modes.

The proposed bicycle/pedestrian pathway would run through the station site between the rail platform and the bus and auto drop-off areas on Old Redwood Highway. Pedestrian crossings at key points (one at each end of the platform and one in the middle) would provide access across the pathway to the platforms and vice versa. A pedestrian-activated signalized crossing at the north end of the platform would give access across the rail tracks to Binford Road. Pedestrian access is also proposed to the Fireman's Fund site.

Novato South Station (MP 24.6)

The Novato South Station site is located toward the southern end of Novato, just southeast of the intersection of Bel Marin Keys Boulevard/Ignacio Boulevard and Nave Drive. The Novato South Station would include a 102-space park-and-ride lot. Nearby land uses include residential neighborhoods west of Highway 101 and the adjacent Los Robles Mobile Home Park, with 400 residents. SMART owns a 1.3-acre freight siding adjacent to the rail right-of-way at the station site.

The station design concept illustrated in Figure 2.5-22 expands the station site to include the Roblar Drive right-of-way north of the entry to the Los Robles Mobile Home Park, the 0.7-acre strip commercial development south of the station site, and an extension of the station south to the Nave Drive/Roblar

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Drive intersection. Additional right-of-way at this station site would be acquired to add new bus bays for the proposed bus transfer facility currently being considered by Marin County. Station access for cars and transit and shuttle buses would be organized around a loop from Roblar Drive. Access would be configured to work with the existing access point to Los Robles Mobile Home Park.

The two double-track platforms would begin adjacent to Roblar Drive and extend 400 feet north. Controlled pedestrian crossings would be installed at both ends of the platforms. Pedestrian ramps would provide access from Nave Drive to the southbound platform.

The proposed bicycle/pedestrian pathway would be aligned along Roblar Drive. Through bicycle traffic would be routed along the street and between the park-and-ride lot and the mobile home park. A new connection would link the bicycle/pedestrian pathway to the north end of the station platform and out to Bel Marin Keys Boulevard.

FIGURE 2.5-20 DOWNTOWN PETALUMA STATION DESIGN CONCEPT

Source: Cogenesis, December 2003.

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FIGURE 2.5-21 NOVATO NORTH STATION DESIGN CONCEPT

Source: Community Design + Architecture and Thompson & Associates, March 2004.

FIGURE 2.5-22 NOVATO SOUTH STATION DESIGN CONCEPT

Source: Community Design + Architecture and Thompson & Associates, March 2004.

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Marin Civic Center Station (MP 19.6)

The Marin Civic Center Station site is located north of the Marin County Civic Center on the west side of Civic Center Drive, just east of Merrydale Road. The vacant site is owned by Marin County and any use of this site would require a joint use agreement with the County of Marin.

The station design concept illustrated in Figure 2.5-23 would extend a single-track platform 400 feet west from Civic Center Drive, underneath the Highway 101 overcrossing towards Merrydale Road. The platform would terminate adjacent to Civic Center Drive, and serve as a waiting area for passengers. Primary pedestrian access to the station would be along Civic Center Drive on the east side of Highway 101, connecting to the Civic Center to the south and the office and residential uses to the north. Merrydale Road would provide access to the west side of Highway 101.

The proposed bicycle/pedestrian pathway would run along the east side of the rail right-of-way and connect to an improved Civic Center Drive/McInnis Parkway intersection in order to provide safe access to the on-street bike lanes and sidewalks along McInnis Parkway. A drop-off loop for shuttles and autos would also connect to the intersection. Bus pullouts along Civic Center Drive would accommodate GGT buses stopping at the station, as well as adjacent space for passengers to wait. A park-and-ride lot is proposed at the southern end of the site, with a planned capacity for 130 spaces. FIGURE 2.5-23 MARIN CIVIC CENTER STATION DESIGN CONCEPT

Source: Community Design + Architecture and Thompson & Associates, May 2004.

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Downtown San Rafael Station (MP 17.0)

The proposed Downtown San Rafael Station is located between 3rd and 4th Streets to the south and north, and Tamalpais Avenue and Hetherton Street to the west and east. The northern portion of this block currently houses the Whistlestop Depot Café, the primary dining venue and central kitchen for the Whistlestop Meals on Wheels and senior services center. Whistlestop Wheels, also part of The Whistlestop, specializes in van service for the elderly and disabled. The site is just north of the existing Bettini Transit Center, the major transfer point for bus service in Marin County. Golden Gate Transit, Greyhound, Marin Airporter, Santa Rosa Airporter and taxicabs all serve this transit center. Transit riders can make connections between lines serving Marin, Alameda, Contra Costa, San Francisco, and Sonoma counties. The station has good access to Highway 101 directly east of Hetherton Street. The core of downtown San Rafael is to the west of the station site. Fourth Street is the primary retail corridor of the downtown area.

There are two station design options under consideration. Option 1, illustrated in Figure 2.5-24, occupies the minimum area needed to accommodate the station facilities. The two double-track rail platforms are contained within the existing corridor right-of-way. Existing diagonal parking immediately east of the railroad right-of-way would be removed and a new auto drop-off and two bus bays, replacing the two that would be lost at the Bettini Transit Center, would be added on the east side of the street. A 600-square- foot bike storage area would also be located along this segment. The Citibank building would be retained in this alternative, along with its parking and drive-through area.

Tamalpais Avenue north of 4th Street would be reconfigured into a one-way couplet in order to accommodate new bike lanes and retain as much existing on-street parking as possible. Access to The Whistlestop would be reconfigured to allow shuttle bus drop-off at a new entry at the north end of the building. The Whistlestop loading and bus queuing would be located along the western segment of Tamalpais Avenue. Some of the parking along this portion of Tamalpais Avenue would be designated for use by The Whistlestop in order to replace parking currently on SMART’s right-of-way. Pedestrian crossings of 3rd Street would be relocated to improved pedestrian crossings at Hetherton Street and Tamalpais Avenue. There would be no at-grade mid-block crossings between the station and the Bettini Transit Center.

The second station design option, illustrated in Figure 2.5-25 as Option 2, would expand the station site in order to more easily accommodate station facilities and, provide better access between rail and existing bus transit service. Expanding the site to include the existing Citibank property, would allow access from 3rd Street to be reconfigured and the displaced transit bays of the Bettini Transit Center to be replaced. A new transit center between 3rd and 4th Streets would include space for approximately five buses in addition to shuttles. A small building to accommodate a bike station is proposed along 3rd Street. These buildings and the entries to the pedestrian passage under 3rd Street would be designed to improve the pedestrian environment and form a gateway to downtown San Rafael. A new right turn lane would be included on Hetherton Street to improve traffic flow at the 3rd Street and Hetherton Street intersection. The reconfiguration of Tamalpais Avenue north of 4th Street would be similar to Option 1, as would the access to The Whistlestop.

The proposed bicycle/pedestrian pathway would follow Tamalpais Avenue adjacent to the station site. Pedestrian access to the proposed station site would occur along 3rd and 4th Streets, from both the east and west of the station. A pedestrian undercrossing of 3rd Street would be included to move pedestrians safely from the Bettini Transit Center to the SMART station, as illustrated in Figure 2.5-26. In addition, pedestrians could access the station from the Bettini Transit Center across 3rd Street at the existing Tamalpais crosswalk. No park-and-ride spaces are planned for this station.

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FIGURE 2.5-24 DOWNTOWN SAN RAFAEL STATION DESIGN CONCEPT: OPTION 1

Source: Community Design + Architecture and Thompson & Associates, April 2004.

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FIGURE 2.5-25 DOWNTOWN SAN RAFAEL STATION DESIGN CONCEPT: OPTION 2

Source: Community Design + Architecture and Thompson & Associates, April 2004.

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FIGURE 2.5-26 DOWNTOWN SAN RAFAEL STATION DESIGN CONCEPT: OPTION 2 WITH PEDESTRIAN UNDERCROSSING

Source: Community Design + Architecture and Thompson & Associates, April 2004.

Larkspur Ferry Station (MP 14.8)

The Larkspur Ferry Station would be located to the north of the existing Larkspur Ferry Terminal with pedestrian connections providing access to the ferry terminal. The ferry terminal has a 1,800-space park-and-ride lot, a ferry terminal building, and bus and auto drop-off space.

The proposed station site would be located within the corridor right-of-way; approximately 1,500 feet from the ferry terminal (see Figure 2.5-27). The double-track, two-platform station would be located approximately 20 feet above the existing grade of the surrounding area, adjacent to the Marin Airporter on Circle. The Marin Airporter offers scheduled service daily between Marin County and San Francisco and Oakland airports. In order to access the ferry terminal, passenger rail riders would walk from the station via new stairs and escalators to reach Larkspur Landing Circle. Then the passenger rail riders would cross Larkspur Landing Circle in an improved crosswalk and utilize the existing sidewalk and crosswalks at Sir Francis Drake Boulevard to reach the ferry terminal. Space for shuttle drop offs and pick ups would be provided.

The proposed bicycle/pedestrian pathway would be built within the railroad right-of-way and would terminate at this station.

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FIGURE 2.5-27 LARKSPUR FERRY STATION DESIGN CONCEPT

Source: Community Design + Architecture, Thompson & Associates, May 2004.

2.5.5 Shuttle System

A local shuttle system, using small 12-25 passenger vehicles, is proposed to distribute passengers at the work-end (i.e., non-home end) of their trip. SMART proposes to contract for shuttle services in conformance with the requirements AB2224. The shuttles would be free, and would operate during the same hours as trains, in the morning and afternoon peak commute periods.

There are a total of nine shuttle routes proposed (see Table 2.5-6). Downtown San Rafael and Marin Civic Center would have more than one route to serve the various employment centers in the vicinity. Two key criteria were used to select the stations where shuttle service would be warranted: • Because the shuttles are intended to distribute trips at a destination where most riders would not have access to a car, there had to be a substantial concentration of jobs outside reasonable walking distance of the station. Reasonable walking distance is approximately 1/2 mile. • Stations with substantial job concentrations in areas divided from the station by hills, highways or other walking impediments.

The shuttles would be dedicated to the rail service, allowing for a shorter timed-transfer connection between rail and bus services. For example, once all passengers from a given train have completed transferring to the shuttle it would depart the station. This would allow a connection time, on average, of

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three minutes between rail and shuttle. Shuttles would be timed to meet trains traveling in the peak direction: southbound trains in the morning and northbound trains in the evening peak commute period.

Shuttle routes are proposed to complete one-way loop in less than 30 minutes or the headway of the train. This maximizes the efficiency of the service and minimizes out-of-direction travel for passengers.

TABLE 2.5-6 PROPOSED SHUTTLE SERVICE No. Station Major Activity Centers Served* Routes Petaluma Corona Road • Redwood Business Park 1 • Petaluma Industrial Park • North McDowell strip commercial • Southpoint business park • Petaluma Valley Hospital • Petaluma Center Santa Rosa Jr. College Downtown Petaluma • Lakeville Hwy strip commercial 1 • Redevelopment area (old sewage treatment plant) • Marina Business Center • Lakeville Business Park • Oakmead Northbay business park • Kaiser Permanente Clinic Novato North • Historic Downtown/City offices 1 • Fireman’s Fund • Redwood Blvd./Auto Row • Vintage Oaks Shopping Center • Sutter Novato Community Hosp. Novato South • Bel Marin Keys office complex 1 Marin Civic Center • County Administration Center/Courts 2 • Northgate Mall Shopping Center • Marin Technology Center • Light industry along Professional Ctr. Pkwy & Redwood Hwy; Fair Isaacs Downtown San Rafael • Downtown San Rafael 2 • East/West Francisco Blvd. business strip Larkspur Ferry Station • San Quentin Prison; Larkspur Landing Shopping 1 Center and offices • Marin General Hospital • College of Marin *Selected employment centers and trip attractors. This is not intended to be a complete list.

2.5.6 Railway Improvements

The proposed project requires railway improvements, including trackwork, tunnel rehabilitation, road- crossing improvements, bridge upgrading, and signal upgrading, as described in this section.

Trackwork

The trackwork includes the ballast, ties, rail and other track material, including tie plates, spikes or fasteners and rail anchors. The FRA Track Safety Standards establish minimum safety standards for operation of tracks used for freight and passenger rail operations. Track is classified according to allowable operating speed of trains; the higher the speed the higher the track class. SMART proposes to

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operate passenger trains at up to 80 mph, which would require the tracks to be upgraded and maintained to a minimum of FRA Class 4 standards. The track would also be upgraded and maintained to industry standards for the operation of both freight and passenger rail. The “SMART/NWP Common Standards and Design Guidelines” (SMART, 2003, amended 2005) would be used.

The existing railroad is single-track, generally centered on the right-of-way width, with an occasional second track for passing sidings. The right-of-way width varies from 30 feet to over 100 feet, the majority ranging from 60 to 80 feet. With the exception of portions of the rail recently upgraded (e.g., Cloverdale By-Pass Project and the Petaluma Mainline Relocation Project), all of the rail would be re-laid.

Crossties (ties) are essential to supporting the track and maintaining track gauge and alignment. Existing tie conditions vary from sections requiring replacement of all existing ties, such as on the trackway south of the Puerto Suello Hill Tunnel, to sections requiring as little replacement as one in four ties, as in some sections north of the Ignacio Wye.

The majority of the rail track would be raised (surfaced) with new crushed rock ballast and aligned (lined) in order to create a smooth track for running passenger trains. Six new or upgraded passing sidings, each approximately ½ mile long, would be constructed at selected locations along the line to allow for two trains to pass as required for the proposed operating schedule. The new passing sidings include: • MP 62.4 – MP 63.2 Windsor • MP 52.2 – MP 52.8 Santa Rosa • MP 42.3 – MP 42.8 Penngrove • MP 30.5 – MP 31.7 Burdell (upgrade to an existing siding) • MP 21.5 – MP 22.1 San Rafael • MP 16.0 – MP 17.1 San Rafael (upgrade and extension to an existing siding)

The number of sidings is based on fixed interval service for 30 minute headways. (The operating plan to support these siding locations is contained in Working Paper #5, Section 2.0 (Parsons Brinckerhoff, 2003).

At-Grade Crossings

There are approximately 100 existing “at-grade” (i.e., ground level) public crossings on the project corridor and numerous private crossings. Public road crossings are designated as such by the CPUC and the general public is allowed to use them. Private crossings are crossings that serve non-public purposes (e.g., private roads and driveways), and there is generally an agreement between the user and the railroad covering use and maintenance of the crossing. At public road crossings, traffic would be controlled by bells, flashing beacons, gates, and in some locations traffic signals at intersections. Crossings requiring additional equipment or upgrades are presented in Table 2.5-7.

Most of the existing at-grade public road crossings have automatic crossing protection such as lights, gates and bells, or a combination thereof. Only a few public crossings have passive (non-automatic) devices. Almost all private crossings have only stop and private crossing signs, with the exception of a few that are provided with automatic signal devices. The majority of automatic warning devices and the roadway surfaces across the track and roadway approaches on the NWP would be upgraded. In addition, some private crossings would need to be upgraded or removed and/or consolidated to safer locations. The private crossings needing these types of improvements are located at: • MP 83.9 (Cloverdale) • MP 83.6 (Cloverdale) • MP 82.8 (Cloverdale)

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• MP 82.6 (Cloverdale) • MP 74.3 (Geyserville) • MP 74.1 (Geyserville) • MP 36.4 (Petaluma) • MP 31.9 (Novato) • MP 31.3 (Novato) • MP 20.8 (San Rafael)

At Andersen Drive, MP 16.0, an at-grade crossing is proposed which requires the realignment of the angle at which Andersen Drive currently crosses the track(s). The current acute crossing angle is not acceptable to the CPUC for an active crossing. The existing grade crossing of Andersen Drive is on a sharp skew and was approved by the CPUC on the condition that no trains use the crossing. When rail service is initiated, the City of San Rafael, in cooperation with Marin County, is required to ensure unimpeded use of the crossing by the trains (Final Order of the CPUC for Andersen Drive Grade Crossing, July 16, 1997). Approval from the CPUC would be required for the modification of this at- grade crossing. SMART would work with the City of San Rafael and the County of Marin to finalize designs for this crossing.

The recommended realignment of Andersen Drive would shift the roadway to the east, parallel to the railroad, as it runs northward through the intersection with Francisco Boulevard West. It would then cross the tracks at an approximately 45-degree angle and connect back to the original alignment. A small amount of additional right-of-way east of the railroad would be needed.

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TABLE 2.5-7 AT-GRADE PUBLIC ROAD CROSSING UPGRADES Street (Milepost) City/Town Proposed Upgrade Bike Trail Cloverdale Bells & Flashers Airport Road (82.5) Cloverdale Bells & Flashers Asti Winery (81.1) Cloverdale Bells & Flashers Washington School Road (80.9) Cloverdale Bells & Flashers Woods Lane (76.3) Geyserville Bells & Flashers Merrill Street (76.1) Geyserville Bells & Flashers Walden Street (75.7) Geyserville Bells & Flashers Hamilton Lane (75.6) Geyserville Bells & Flashers Clos Du Bois Winery (73.6) Geyserville Bells & Flashers LD Lumber (70.8) Healdsburg Bells & Flashers Simi Winery (70.5) Healdsburg Bells & Flashers North Street (68.5) Healdsburg Quick Curb1 Matheson Street (68.4) Healdsburg Quick Curb Old Redwood Highway (65.1) Windsor Gates2 & Cantilever3 Starr Road (63.8) Windsor Gate Windsor Road (62.9) Windsor 3 Cantilevers Fulton Road (58.5) Santa Rosa Improve Curb4 Steele Lane (55.7) Santa Rosa Quick Curb 3rd Street (53.7) Santa Rosa Gate Southwest Boulevard (46.8) Rohnert Park Add Active Advance5 Cotati Avenue (46.1) Cotati Cantilevers Main Street/Petaluma Hill Rd (43.3) Penngrove Quick Curb Washington Street (38.6) Petaluma Cantilever D Street (38.5) Petaluma Cantilever Hopper Street (38.3) Petaluma Traffic Light Rush Creek Place (28.5) Novato Gates Olive Avenue (28.1) Novato Gate Grant Avenue (27.9) Novato Quick Curb Hannah Ranch Road (25.9) Novato Gates Roblar Drive (24.5) Novato Gates Smith Ranch Road (21.0) San Rafael Cantilever San Pedro Road (18.8) San Rafael Add Active Advance Paloma Street (17.4) San Rafael Gate Pacheco Street (17.2) San Rafael Gate Mission Avenue (17.1) San Rafael Gate 5th Street (17.05) San Rafael 2 Gates 4th Street (17.0) San Rafael Gate 3rd Street (16.9) San Rafael 2 Pedestrian Gates2 2nd Street (16.8) San Rafael 2 Pedestrian Gates Rice Street (16.5) San Rafael Gates Andersen Drive (MP 16.0) San Rafael Gates & 1 Cantilever 1 Quick Curb is a median in the roadway, leading up to the crossing, separating lanes of different direction of travel to help prevent vehicles from driving around gates. 2 Gates are moveable arms with small flashing lights that come down across the roadway to halt traffic during train operation. Pedestrian Gates are the same as regular gates except used on pedestrian and bicycle crossings. 3 Cantilever is a large pole and frame structure with flashing red lights that is positioned above the roadway to allow vehicles to see the warning devices more readily. 4 Improve Curb, similar to Quick Curb, is to install a curb to help prevent vehicles from driving around the gates. 5 Active Advance Warning: Flashing yellow lights to warn in advance of the standard active warning signals.

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Tunnels

There are two existing rail tunnels on the proposed project corridor: • Puerto Suello Hill Tunnel (Tunnel #4 – 1,360 feet long) – Located north of San Rafael at MP 18.2. • Cal Park Hill Tunnel (Tunnel #3 – 1,100 feet long) – Located between San Rafael and Larkspur at MP 15.3.

As part of safety compliance requirements for new and rebuilt tunnels over 1,000 feet in length, operation of passenger trains through the two tunnels would require installation of mechanical ventilation, lighting and water lines for fire protection.

The planning for the dual use of the Cal Park Hill Tunnel, located at milepost 15.3, was initiated by Marin County in 2001. The one-mile project includes placing a bicycle/pedestrian pathway within the NWP right-of-way from just north of the Marin Airporter Site near MP 14.9 to Andersen Drive in San Rafael, MP 15.9. This project includes the rehabilitation of the partially collapsed Cal Park Hill Tunnel for the dual use of future rail and a bicycle/pedestrian pathway, and the dual use of the existing 72-foot long Auburn Street timber railroad trestle or the construction of a new bicycle/pedestrian structure adjacent to it.

The tunnel will be retrofitted by Marin County to include the pedestrian bicycle pathway and dividing wall. The retrofit will prepare the tunnel for future rail-required enhancements such as trackwork, lighting and emergency water lines.

Bridges

The project corridor includes 59 existing railroad trestle bridges and three major bridges. Most of the trestles are timber open deck or timber ballast deck. Due to their condition, most of these trestles would be rehabilitated prior to operation of the proposed project. At all locations where the proposed bicycle/pedestrian pathway parallels the railroad track, separate bicycle/pedestrian bridges would be required at river, stream, or roadway overcrossings. For bicycle/pedestrian improvements, Table 2.5-8 presents the pathway bridges.

The three major bridges in the project corridor are either swing bridges with movable spans or bridges with spans over 100 feet in length. One of the three main timber spans is the Russian River Bridge, south of Healdsburg. This bridge would be replaced with a new truss, and the approach spans would be replaced with concrete trestles. The Haystack Landing Bridge swing span on the Petaluma River (MP 37.2), south of Petaluma, would be replaced with a 100-foot lift span bridge, new fender system, and concrete ballast deck approach spans. The Gallinas Creek Bridge (MP 20.9), in San Rafael, would be replaced with a prestressed precast concrete ballast deck bridge.

Train Signals

The proposed signaling for rail operations would be based on the automatic block signaling concept, which will permit operational speeds up to 80 mph by passenger trains in accordance with FRA rules. A block is a segment of track from one interlocking to the next. (An interlocking is a combination of track switches that are interconnected so that no conflicting train movements are allowed.) Within a block, automatic signals will provide for safe separation between trains traveling in the same direction. Turnouts and signals located at the ends of passing sidings would be configured with power switches and controlled by microprocessor-based logic systems to control passing trains.8

8 Microprocessor based track circuits use the rails to send and receive complex vital messages, meaning that cables buried along the wayside are not necessary for controlling signals at adjacent locations.

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TABLE 2.5-8 BICYCLE/PEDESTRIAN PATHWAY BRIDGE LOCATIONS No. Milepost Lead Agency* 1 15.71 (Auburn trestle on Cal Park project) Marin County 2 17.64 (Linden Lane) Marin County/Caltrans 3 20.4 SMART 4 20.91 (S. Gallinas Creek) SMART 5 22.09 (Gallinas Creek) SMART 6 23.98 SMART 7 26.93 (Novato Creek) SMART 8 38.88 (Petaluma R- river or road at Lakeville SMART Road) 9 39.74 (Petaluma R) SMART 10 42.42 SMART 11 47.54 SMART 12 49.12 SMART 13 52.25 SMART 14 53.57 Sonoma County 15 55.85 SMART 16 56.11 SMART 17 59.50 Mark West Creek SMART 18 60.40 SMART 19 62.32 (Town of Windsor pathway) Town of Windsor 20 62.41 (Town of Windsor pathway) Town of Windsor 21 64.68 SMART 22 66.29 SMART 23 68.65 (City of Healdsburg pathway) City of Healdsburg 24 69.05 (City of Healdsburg pathway) City of Healdsburg 25 69.23 (City of Healdsburg pathway) City of Healdsburg 26 73.43 SMART 27 79.29 SMART 28 80.21 SMART 29 81.47 SMART 30 82.4 Icazia Cr. SMART 31 84.34 SMART Source: HDR Engineering Inc., 2005. * Agency responsible for building the bridge.

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Vehicles

Diesel multiple units (DMUs) are the proposed vehicles for the SMART passenger rail system. A vehicle alternatives study, including public workshops and a summary report were completed in 2002. After reviewing the report and receiving additional public input, the SMART Board selected the DMU as the preferred vehicle to be carried forward in the environmental review of the proposed project. DMUs are rail cars that contain both passenger accommodations and propulsion (diesel engines located below the passenger compartment). Because they are self-propelled, no large locomotive engine is required. As a result, a DMU has less noise and lower emissions when compared to a locomotive-hauled train system, but is still compatible with freight operations on the same line (unlike a light rail vehicle). In addition, DMUs are shorter than trains with a locomotive, which is critical to accommodate the block lengths in downtown areas such as San Rafael. DMUs are also capable of running in the reverse direction, with dual cab train set configurations, eliminating the need for turn- around tracking. Source: Colorado Railcar, 2002

Based on projected ridership and passenger loads, SMART rail service would require a fleet of 14 DMUs, consisting of five two-car trains, two one-car trains and two spare cars. The proposed train fleet would be comprised of single-level DMUs, approximately 85 feet long, 10 feet wide and 15 feet high. Vehicle capacity would be approximately 90 passengers per rail car. All cars would be powered by either one engine in a single car that in combination with a second car with a single engine would form two-car trains, or a single car that has an engine at either end (double cab unit) that would operate as a one-car train; in either case, trains could travel in both directions without needing to turn around.

SMART is considering the use of a biodiesel fuel mixture. Biodiesel is a clean-burning alternative fuel produced from domestic, renewable resources (most commonly soybeans). Biodiesel contains no petroleum, but can be blended with petroleum diesel at any level (e.g., 20 percent biodiesel mixed with 80 percent petroleum diesel, which is called “B20”). Biodiesel is becoming increasingly popular as a cost-effective way of reducing emissions from personal automobiles, municipal bus and truck fleets, and ferry vessels and rail vehicles. Because it works with existing diesel engines, biodiesel offers a way to improve some emissions of existing diesel vehicles. Biodiesel blends of 20 percent or less can be used in DMU vehicles with no modification.

SMART also is continuing to consider the potential for using hybrid engines. Hybrid diesel engines are currently in development by several rail car manufacturers and may be available at the time SMART prepares its vehicle acquisition specifications. However, a prototype hybrid DMU has not yet been released, thus no environmental data was available for analysis in this DEIR.

2.5.7 Maintenance Facility

The proposed project requires installation of a rail maintenance facility. There are two alternative sites analyzed in this DEIR: one in Cloverdale and one in Windsor. Either site would be able to accommodate all the functions required. Figure 2.5-10 illustrates the general locations of the proposed maintenance facility sites.

The maintenance site would serve as a layover facility during off-peak hours and would include: a storage yard; maintenance and repair area; bypass track (which allows the passenger rail vehicle to

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bypass any of the maintenance operations and directly access the storage yard); an enclosed car washing facility, which would recycle water by capturing and filtering run-off; and support shops, parts storage, mechanical and electrical rooms and administrative offices. Although future expansion of the rail system is not part of the proposed project, each of the maintenance facility sites would have the ability to accommodate additional cars if future demand warrants expansion of service. This accommodation is consistent with industry planning practices, which recommend additional capacity to accommodate of unforeseen increases in use.

As a result of the analysis included in Alternative Sites for Vehicle Maintenance and Storage Report (HDR Engineering, 2001), both sites are considered technically feasible. The key considerations related to each site are the availability of land, an assessment of acquisition costs and input from local jurisdictions.

Cloverdale Maintenance Site Alternative

The Cloverdale site (see Figure 2.5-28) is approximately one-half mile north of the City of Cloverdale in the unincorporated portion of Sonoma County, adjacent to the NWP right-of-way. The site is east of Highway 101, south of the Old Redwood Highway, and west of McCray Road and the Russian River. It is composed of five parcels, totaling 25.6 acres. Until about seven years ago, portions of the site were used for a lumber milling operation. It is currently vacant.

Located at the northern terminus of the rail line, the site would have passenger rail vehicle access from the south end only (see Figure 2.5-28). The layout would provide for direct movement through a vehicle wash facility, repair area and into a storage yard. The car wash would be situated so that it allows the washing of trains on either the inbound or outbound move from the yard. A soundwall would be incorporated into the Cloverdale maintenance site design to reduce evening and early morning noise effects on neighboring land uses.

Windsor Maintenance Site Alternative

The Windsor site, shown in Figure 2.5-29, is located in the Town of Windsor, and is bordered on the north by Shiloh Road and on the east by Caletti Avenue. The NWP right-of-way runs northwest to southeast from Shiloh Road to Caletti Avenue and forms the western border of the property. The parcel is 31.2 acres, a larger and more flexible site than the Cloverdale site. The site has 40,000 square feet of occupied office space in five buildings located along Shiloh Road. In addition, it has 40,000 square feet of occupied industrial warehouse space in several buildings located mostly in the middle portion of the property. All together, these buildings cover about one third of the parcel. The construction of the proposed maintenance facility at this site would require the demolition of these structures.

The facility layout for the Windsor site would have main track access from both ends, and the shop and yard would be run-through facilities, meaning that the main access to the yard would be from the north in the direction of Windsor Station with an additional track connection to the south. Access from both the north and south would provide operational flexibility. The facility would provide a car wash, and its track configuration would allow a train to go directly through the wash or bypass it and go directly to storage track. An area for additional track would be provided to the east to accommodate vehicles from the repair shop. Rail cars could enter or leave the shop from either side.

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FIGURE 2.5-28 CLOVERDALE MAINTENANCE FACILITY

Source: HDR Engineering, Inc. and Parsons Brinckerhoff Quade & Douglas, Inc., 2004.

FIGURE 2.5-29 WINDSOR MAINTENANCE FACILITY

Source: HDR Engineering, Inc. and Parsons Brinckerhoff Quade & Douglas, Inc., 2004.

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2.5.8 Security

Domestic and international events over the last several years necessitate the development of a security plan to protect the SMART rail corridor. The US Department of Homeland Security (DHS) works with local rail districts to assess security risks and response capabilities for all operating rail lines. Working with the US Department of Transportation’s Federal Transit Administration and Federal Railroad Administration, the DHS would be asked to conduct a comprehensive vulnerability assessment of the corridor. Following this assessment, a security plan would be developed by SMART and reviewed by DHS.

In advance of DHS’s evaluation, security enhancements similar to those that have been put into place by other Northern California passenger rail providers will be incorporated into SMART’s capital and operating plans. Such improvements include security design considerations for vehicles and stations, on-going personnel and passenger awareness training sessions, alternative back up external communications capabilities, and in-vehicle public address systems.

System security would be provided by SMART, either in-house or by contract. Contracted services could include local police, county sheriff’s personnel or private security personnel. Fare inspectors would also be part of system security and provide additional surveillance to deter crime.

2.6 SOUNDWALL REALIGNMENT – CALTRANS HIGHWAY 101 WIDENING PROJECT

In the San Rafael area, Caltrans has completed 95 percent designs for widening Highway 101, known as the “Gap Closure” project. The freeway widening requires realignment of approximately 3,400 feet of the adjacent SMART railroad track west of the freeway, shifting it slightly to the west (approximately 62 feet) from approximately MP 17.4 to MP 18.0. The Caltrans project also includes construction of a new soundwall within this segment between the freeway and the railroad to replace the existing soundwall, which needs to be relocated to accommodate the highway widening. CEQA review of the trackway realignment and soundwall relocation according to the Caltrans plans was completed in 1999, before SMART proposed passenger rail service in this location. However, there is now an opportunity to plan for a new bicycle/pedestrian pathway and to design the new soundwall in a location that provides a more logical placement of the soundwall, with the highway and rail on one side and the adjacent neighborhood on the other side. Therefore, although SMART is not proposing to implement this relocation as part of this project, SMART recommends the relocation of the soundwall in a slightly different location than planned by Caltrans. This recommendation is being evaluated as part of this DEIR.

The current Caltrans design includes reconstructing the soundwall along the west side of the freeway (between the freeway and realigned railway) for the entire segment that includes the length of the railroad realignment. Under the proposal analyzed in this DEIR, approximately 2,870 linear feet of the soundwall between the freeway and the realigned railroad track would be eliminated, and would be replaced by a new soundwall constructed west of the track. The new soundwall would be approximately 2,550 feet long, extending from proposed project MP 17.4 to MP 18.0 or Caltrans M-Line Station 70+75 to 81+07 (metric stationing along Highway 101), and would include some overlapping sections with the existing soundwall. The relocated wall would generally follow the new railroad property line, approximately 20 feet west of the track centerline, but would be moved farther out behind a drainage facility between approximately Station 78 and 80. Portions of the soundwall would be constructed on top of a new retaining wall. The location of the new soundwall is shown in Figure 2.5-30. This drawing also shows the location of the two proposed bicycle/pedestrian pathway alignments currently under consideration by Marin County.

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FIGURE 2.5-30 RECOMMENDED SOUNDWALL LOCATION

Source: HDR Engineering, Inc., 2005 Note: Schematic view is of the west side of Highway 101 looking north in central San Rafael at the Gap Closure Project.

2.7 CONSTRUCTION ACTIVITIES

The following discussion of construction activities describes those activities that would be performed for the implementation of proposed passenger rail service and the bicycle/pedestrian pathway along the existing NWP railroad right-of-way from Cloverdale to Larkspur, including construction of passenger rail stations and maintenance facilities. The overall construction time is estimated to be two years based on existing conditions and dependent on concurrent construction activities. Approximately 465 employees would be needed annually during the construction period.

Since the railway is an existing facility, construction activities associated with the implementation of passenger rail service would involve rehabilitation of the existing track, improvements to grade crossings, replacement and rehabilitation of various bridges, tunnels and drainage culverts, installation of a new signal system, construction of a bicycle/pedestrian pathway and pathway bridges, safety structures within portions of the railroad right-of-way, and construction of new passenger stations and a maintenance facility.

2.7.1 Construction Staging

During the construction period, the storage of equipment and materials on-site would be limited to the 12 staging areas described below to minimize ground disturbance. All staging areas are within the project right-of-way. The designated staging areas include: • MP 85.0 Cloverdale, existing freight rail yard north of depot • MP 75.8 Geyserville, SMART parcel north of Geyserville Road west of track • MP 67.8 Healdsburg, SMART parcel with old turntable west of track • MP 61.0 Shiloh, future alternative maintenance facility on east side of track

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• MP 58.6 Fulton, SMART parcel on west side of track • MP 53.6 Santa Rosa, SMART parcel just south of 3rd Street west of track • MP 46.1 Cotati, SMART parcel on east side of track • MP 39.3 Park Siding (north Petaluma) • MP 28.9 Novato North Station area parcel • MP 24.5 Ignacio staging area in triangular parcel just south of Bel Marin Keys Boulevard • MP 15.5 California Park staging area north of Tunnel #3 • MP 14.9 Larkspur staging area at end of proposed track

Materials and equipment would be transported to the sites by both rail and public roadways or private easements.

2.7.2 Construction

Construction is divided into seven categories: trackwork, bridges, tunnels, grade crossings, bicycle/pedestrian pathway, stations, and maintenance facility. All categories would require large-scale construction equipment and labor-intensive activities.

Trackwork

The majority of trackway work is the rehabilitation of the existing 70 miles of railroad track in place from Cloverdale to Larkspur. All of the track rehabilitation work could be done with rail-mounted equipment. New trackwork (access to maintenance facilities, new sidings) would require grading and some off-track equipment to build the roadbed and, where possible, would reuse existing track, with the remainder of new track to be installed with rail-mounted equipment. Access to the siding and spur sites with non-rail mounted equipment would be made from existing maintenance roads within the railroad right-of-way.

Bridges/Trestles

If freight service were to commence on the NWP prior to the start-up of passenger service, the rehabilitations and replacements of all of the timber bridges/trestles could be accomplished with minimal disruption to freight service.

Rehabilitation of the three major bridges would require scheduled periods of freight shut down, especially the Haystack Landing Bridge. Piles for the new concrete bridges would be put in place while the existing bridge remains in service. Once the piles are in place, the old structures would be removed and the new bridge placed on the new piles.

Tunnels

The existing Cal Park Hill Tunnel in Larkspur would be partially rehabilitated as a County of Marin project, including mechanical ventilation equipment and emergency water lines in case of fire, with connections to existing water and electrical services. The remaining work for SMART would be to lay track and install electrical, ventilation and other rail operating equipment on the rail side of the tunnel. In addition, the Puerto Suello Tunnel in San Rafael may have similar upgrades.

At-Grade Crossings

At-grade crossing rehabilitation involves the removal of the track, roadway and old signals, and the installation of new track and crossing panels, new roadway approaches, drainage improvements, and new signal protection including signal system software. This construction would be scheduled to minimize the impact on rail freight operations (if freight service commences before construction is

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completed), roadway and emergency traffic. SMART would coordinate with affected municipalities regarding the grade crossing shutdown schedule (if required) and traffic detour plans. Temporary detours related to construction activities would occur but would only be short-lived and generally not during peak traffic demand periods.

The part of the proposed bicycle/pedestrian pathway construction within the railroad right-of-way includes improvements to the layout of railroad/roadway at at-grade crossings, which include additional striping, signage and placement of a crossing signal system.

Bicycle/Pedestrian Pathway

Construction of the proposed Class I bicycle/pedestrian pathway would require vegetation and top soil removal, roadway excavation and embankment, safety structures, drainage facilities (including concrete curbs, gutters and inlets), asphalt pavement, pathway structures (bridges over waterways), fencing, retaining walls, signage, and striping. Construction of the Class II pathway would include signage and striping on existing public roads.

Stations and Maintenance Facility

Six of the planned 14 stations already exist or will be substantially constructed by other sponsoring agencies in advance of the proposed project. The Cloverdale Station is a new station constructed in 1999 and the historic Santa Rosa Railroad Square station has been upgraded to provide tourist services. The other two historic stations, at Healdsburg and downtown Petaluma are undergoing rehabilitation as part of local planned and funded transit center development projects. The Windsor and Cotati stations will be built in advance of the proposed project for bus service. The proposed project would include construction of the remaining eight new stations, and the addition of platforms and rail operating equipment to each existing station site at project start-up.

Construction activities would be similar for all stations and for the maintenance facility. Temporary street closures may be required but alternative access would be provided. Prior to the actual commencement of construction, the closure may require additional or reconfiguration of traffic signalization or other controls. Traffic barriers and fencing may also be required. There would be an initial construction mobilization of equipment, construction office space, delivery and storage of construction materials and the erection of perimeter fencing for public safety and security.

Construction activities would involve the use of heavy equipment for excavation, trenching, grading for roadway preparation, and soil compaction. Construction materials, such as soils for stockpiling, drainage piping, and concrete, would be delivered to the site. Some sites may require the relocation of existing utilities, possibly both underground and above ground or the installation of new or upgraded utilities. Activities associated with the construction of building or structure foundations may require equipment for excavation, trenching, drilling of piers, or pile driving. Through this period, the delivery of building materials would be required. Recommended landscaping and plaza and roadway paving would include infrequent delivery of bulk materials such as soils and backfilling materials, trees, shrubs and other planting materials, irrigation and other piping materials.

A construction phasing/sequencing and traffic management plan would be required and developed by the contractor to minimize impacts during construction. This plan would define each construction operation, approximate duration and the necessary traffic controls to maintain access for vehicles. The plan would require the movement of heavy equipment and transport materials during off-peak travel demand periods. In areas where parking supply is limited, the plan would encourage workers to use public transportation and carpool. This plan would also address safety issues and clearly defined requirements to maintain access for non-motorized modes during construction. SMART would coordinate with Marin and Sonoma counties, local jurisdictions, fire and police departments and transit providers in the preparation of the plan. This construction phasing/sequencing and traffic management plan would be designated as the responsibility of the contractor in the construction contract documents for the proposed project.

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2.8 PROJECT COST

The proposed project would require a major investment by SMART to implement rail service. The proposed project is estimated to cost $340 million to build, with annual operating and maintenance costs estimated at approximately $10 million to $12 million. The proposed bicycle/pedestrian pathway cost is estimated at $70 million, $40 million of which is allocated in SMART’s Expenditure Plan. All costs are in 2004 dollars and are described in the 2004 SMART Expenditure Plan.

Following completion of the Final EIR, and the finalization of recommended project mitigations, new capital and operating cost estimates would be prepared and the SMART Expenditure Plan updated.

2.9 ENVIRONMENTAL COMPLIANCE MEASURES

In addition to regulatory requirements for the project, SMART proposes implementing the following measures to avoid or minimize potential environmental impacts during construction and operation of the proposed project. These measures include both construction-related and operational plans, procedures, and practices.

Security/Public Safety • In advance of start-up operations, SMART will designate an Emergency Response Coordinator to develop and implement a coordinated Emergency Preparedness Plan in consultation with local emergency responders. The plan will include measures to address fire, safety, health, and security emergencies. SMART will submit the Emergency Preparedness Plan to the Federal Railroad Administration (FRA) for approval prior to initiation of passenger rail service. The Emergency Preparedness Plan will: o Establish chain of command that assigns responsibilities of railroad personnel and acknowldeges authority of emergency responders. o Delineate functions and responsibilities for railroad operating personnel and control center personnel. o List telephone numbers of railroad personnel and emergency responders who must be notified in the event of an accident, in milepost order. o Develop criteria for determining whether an emergency exists and requires assistance from emergency responders. o Establish procedures for notifying emergency responders and defining incident responsibility. o Establish communication protocol between train and dispatcher, emergency responders, and within train based on chain of command, role and responsibilities of conductor. o Address care and evacuation of passengers. o Address joint operations with other railroads sharing right-of-way. • Incorporate security enhancements into SMART’s capital and operating plans. Such improvements include security design considerations for vehicles and stations, on-going personnel and passenger awareness training sessions, alternative back up external communications capabilities, and in- vehicle public address systems. • Provide system security for railway operations, either in-house or by contract. Contracted services could include local police, county sheriff’s personnel or private security personnel. Fare inspectors would also be part of system security and provide additional surveillance to deter crime. • Implement training per the FRA rule of railroad personnel and those who interact with the railroad in emergency situations, including police, fire and heath emergency responders. A required training session for non-railroad personnel includes briefings in railroad and passenger train operations,

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right-of-way safety issues, equipment, forcible entry and evacuation, train crew personnel, hazards, emergency exits, grade crossings, and bridges and tunnels. • Request the US Department of Homeland Security (DHS) to conduct a comprehensive vulnerability assessment of the proposed project corridor. • Adhere to state and federal regulations to promote public safety and discourage trespassing. Standard safety measures include fencing, signage, and other physical impediments at appropriate locations designed to promote safety and minimize pedestrian/train accidents. In addition, appropriate set back for bicycle/pedestrian pathway, safety structure between bicycle/pedestrian pathway and rail tracks and use of heavy DMU vehicles compatible with freight trains. • In order to educate the community, and school children in particular, about safety issues around the rail tracks, work with Operation Lifesaver.9 Operation Lifesaver is a nationwide, non-profit information safety program dedicated to educating the public on how to reduce crashes, injuries, and fatalities at at-grade rail crossings and on railroad rights-of-way. This free public service creates awareness of the hazards that may occur on railroad property and at at-grade crossings in particular. Operation Lifesaver has developed an outreach education program specifically for children. SMART proposes to sponsor in-school education in advance of start-up of the project. • Gate and lock all tunnels at dusk for security and safety purposes. • To address safety issues, maintain clearly defined access for non-motorized modes during construction. Where roadways and sidewalks are impassable for bicycles and pedestrians, sign and maintain safe alternate routes and pathways during construction. Coordinate with Marin and Sonoma counties, local jurisdictions, fire and police departments, and transit providers.

Construction • Require contractor to develop and implement construction phasing/sequencing and traffic management plans to minimize traffic impacts during construction. This plan will include: defining each construction operation, approximate duration, and necessary traffic controls to maintain access for vehicles; limiting off-site construction-related hauling and movement of heavy equipment to daytime hours and off-peak travel demand periods; providing alternative access and notice of detours to local neighborhoods; encouraging construction workers to use public transportation and carpool in areas where limited parking is available. • Confine construction access, mainline track reconstruction and construction of new sidings to existing right-of-way, where possible. • Conduct additional special-status plant surveys prior to project implementation, consistent with CDFG. • Consult with RWQCB and CDFG, as necessary, regarding stream crossings and minimization of impacts on water quality and biological resources. • Repair in place small and medium size railroad bridges and replace or rehabilitate existing structures such as bridges within the original footprint, to minimize the physical effects at water crossings, on the floodplain and any surrounding sensitive biological areas. • Use of appropriate controls for pollution prevention during servicing and fueling of construction vehicles including: o Perform fueling and servicing only in designated areas located as far as practicable from stream zones and wetland areas. o When fueling, do not “top off” tanks. o Carry spill containment kits in all construction vehicles. o Use a secondary containment such as a drain pan or drain cloth when fueling to catch spills.

9 Operation Lifesaver, available: http://www.oli.org/.

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o Train all project construction personnel and subcontractors in proper fueling, servicing, and clean-up procedures. o Report all fluid spills immediately. o Store hazardous materials as far as practical from stream zones and wetland areas. o Develop and implement a contingency plan for possible leaks and spills of hazardous materials. • Develop a Stormwater Pollution Prevention Plan (SWPPP) for construction activities in or adjacent to waterways or wetlands, best management practices (BMPs) shall be implemented to minimize erosion and sedimentation. BMPs would include the following types of activities: o Control sheet flow and run off from all disturbed areas using ditches, berms, weed free waddles, straw bales, and silt fencing. o Cover or stabilize loose soil and exposed slopes prior to the onset of rainy season and any time that rain is forecast within 24 hours. o Use geo textile fabric or protective mats where feasible to minimize ground damage where vehicle travel through wetlands or other saturated soil areas cannot be avoided in temporary work areas. o Apply gravel to a depth of three inches to access roads used during the rainy season. o Install silt fencing and fiber rolls around soil and gravel stockpiles between October 15 and April 15 to prevent sedimentation in nearby watercourses and wetlands. o Hydroseed disturbed areas before October 15 with a mixture of native and non-invasive plants that provide protection from erosion. The seed mixtures should be developed for each site based on local conditions. o Stabilize stream banks prior to October 15 with riprap, native plantings, willow wattles or other biotechnical slope stabilization techniques. • Implement air quality BMPs such as the following measures, where appropriate: o Water all active construction areas at least twice daily. o Cover all trucks hauling soil, sand, and other loose materials or require that all trucks to maintain at least two feet of freeboard. o Sweep streets as required (with water sweepers) if visible soil material is carried onto adjacent public streets. o Enclose, cover, water twice daily or apply (non-toxic) soil stabilizers to exposed stockpiles (dirt, sand, etc.). o Limit traffic speeds on unpaved roads to 15 miles per hour. o Install sandbags or other erosion control measures to prevent silt runoff to public roadways. o Replant vegetation in disturbed areas as quickly as possible. o Use alternative-fueled construction equipment when feasible. o Minimize equipment idling time. o Maintain properly tuned equipment. • Conduct a worker orientation program prior to and during construction activities to summarize relevant laws and regulations that protect historic resources and review applicable avoidance and minimization measures to protect resources. • Have a qualified cultural resources monitor present for grading or other ground disturbing activities planned in areas of potential archaeological sensitivity.

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• Ensure proper design of restraint and shoring systems in order to prevent unstable excavations. • Use “green building” materials where practical. • Avoid construction noise in early and late hours.

Aesthetics • Consult with adjacent property owners and local governments about the design details of the safety structures and landscaping along the rail right-of-way. • Consult with local jurisdictions regarding rail station designs to ensure visual compatibility. • Design station and facility lighting to avoid light and glare on residential areas and to protect nighttime views. • Use drought tolerant native species for proposed landscaping/screening and use recycled water for landscaping requirements, where feasible.

Traffic • Implement traffic signal sequencing and coordination system in San Rafael to minimize vehicle delay (see Section 3.6, Transportation). • Implement roadway improvements at 3rd and Hetherton (addition of dual southbound right-turns), as an option, in the Downtown San Rafael Station area to minimize traffic congestion (see Section 3.6, Transportation). • Work with local traffic engineers to evaluate traffic signal timing and sequencing coordination adjacent to station locations; particularly in downtown Petaluma and Santa Rosa.

Water Quality/Biological Resources • Utilize the bicycle/pedestrian pathway as maintenance access for the railway to minimize disturbance of biological resources and adjacent properties. • Develop bio-filtration swales or other appropriate pollutant runoff controls to accommodate surface runoff from the rail improvements, stations, maintenance facility, and park-and-ride facilities, where appropriate. • Develop and implement a habitat restoration plan, in consultation with appropriate agencies, to replace sensitive habitat and trees within the project right-of-way, where feasible.

Air Quality

• Implement control measures for NOx and diesel particulate matter, which include: use of advanced emission control technology (high-efficiency catalytic after-treatments, such as catalyzed diesel particulate filters, selective catalytic reduction systems, NOx adsorbers, or equivalent) and use of low sulfur fuel. • Limit train idling during layovers to 15 minutes where feasible. • Strongly consider use of biodiesel and hybrid engine alternatives.

Noise • Assist local jurisdictions in applying for and Implementing FRA “quiet zones” where permissible to reduce use of train horns (see Section 3.7, Noise). • Use timber crossties and switchties (instead of concrete) and continuous welded rail for reduction in noise/vibration.

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Geology/Slope Stability • In areas with slopes, develop properly designed stormwater runoff collection systems and finished contours for new stations, rail sidings, and earthwork to maximize long-term slope stability.

2.10 PROJECT REVIEW AND APPROVALS

The lead agency for the project is the SMART District. The SMART District Board of Directors will be responsible for certifying the EIR to allow the following actions to proceed: • SMART’s approval and implementation of a passenger rail project in the existing rail corridor, • SMART’s approval and implementation of a bicycle/pedestrian pathway in the existing rail corridor and on adjacent roads, and • SMART’s approval of a contract for ancillary shuttle service to coordinate with rail service.

In addition to the above approvals, other approvals and permits may be required from other public agencies for project implementation. “Responsible agencies” are agencies that must issue some form of discretionary permit or determination for the project, and rely on the lead agency’s EIR for the environmental documentation required prior to issuing the permit or determination. (State CEQA Guidelines, § 15381.) In addition, various “trustee agencies,” which have jurisdiction by law over natural resources that are affected by the project and that are held in trust for the people of the State of California (State CEQA Guidelines, § 15386), will review the EIR and provide input to the lead agency. Agencies that may have permit authority over portions of the project are listed below. The EIR is intended to apply to all listed project approvals as well as to any other approvals necessary or desirable to implement the project.

Table 2.10-1 provides a list of responsible and trustee agencies and required approvals or permits.

TABLE 2.10-1 PROJECT APPROVALS AND PERMITS Agency Approval or Permit Federal Federal Railroad Administration (FRA) • Track inspection and operating class designation Federal Transit Administration (FTA) • Passenger rail operations approval, American With Disabilities Act (ADA) approval of all passenger rail facilities and rolling stock National Oceanic and Atmospheric Administration • Magnuson-Stevens Fishery Conservation and (NOAA), National Marine Fisheries Service Management Act requires Essential Fish (NMFS) Habitat study U.S. Army Corps of Engineers (Corps) • Water Quality Section 401 permit pursuant to Section 404 of the Clean Water Act • Section 404 wetlands permit U.S. Coast Guard • Section 10 of the Rivers and Harbors Act U.S. Fish and Wildlife Service (USFWS) • Endangered Species Act - Section 7 Consultation and Biological Opinion State Bay Conservation and Development Commission • Development permit (BCDC) • Dredging permit California Department of Fish and Game (CDFG) • Consultation and Biological Opinion and Section 1602 lake or streambed alteration

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Agency Approval or Permit agreements California Department of Transportation (Caltrans) • Approvals and encroachment permits for work in the state right-of-way Regional Water Quality Control Board (RWQCB) • Grant or waive a Water Quality Certificate pursuant to Section 401 of the Clean Water Act State Water Resources Control Board (SWQCB) • National Pollutant Discharge Elimination System Permit (NPDES) State Historic Preservation Office (SHPO) • Section 106 of the National Historic Preservation Act California Public Utilities Commission • Approvals for modifications to rail/street crossings Regional Metropolitan Transportation Commission (MTC) • Air quality conformity regulations Local* County of Marin • Design Review County of Sonoma • Design Review City of Cloverdale • Design Review City of Healdsburg • Design Review Town of Windsor • Design Review City of Santa Rosa • Design Review City of Cotati • Design Review City of Rohnert Park • Design Review City of Petaluma • Design Review City of Novato • Design Review City of San Rafael • Design Review City of Larkspur • Design Review Other Utility Providers including, PG&E, SBC, etc. • Utility relocation permits * Under Public Utilities Code Section 105096(c), the SMART District is required to comply with the design review process of local jurisdictions in which rail transit facilities would be located; however, the local jurisdictions’ design review shall be for advisory purposes only.

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