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Attachment 61 - Correspondence (Part 1)SAN FRANCISCO SAN JOSE SANTA ROSA 'WALNUT CREEK GREENBELT ALLIANCE San Francisco Office 312 Sutter Street, Suite 510 San Francisco, CA 94108 (415) 543 -6771 April 9, 2015 Mayor Marcia Jensen and the Los Gatos Town Council 110 E. Main St. Los Gatos, CA 95030 RE: Adoption of the North 40 Specific Plan Mayor Jensen and Members of the Town Council: For over 50 years, Greenbelt Alliance has protected the Bay Area's natural and agricultural lands from sprawl development while helping our cities and towns grow in a way that creates great neighborhoods for everyone. We ensure the right development happens in the right places and that development doesn't happen where it doesn't belong. With over ten thousand supporters, our staff and board work throughout the region to shape the rules that govern growth to protect our environment, enhance our economy, and advance social equity. Greenbelt Alliance continues to encourage the Town of Los Gatos to approve the North 40 Specific Plan. We support the vision laid out in the plan, calling for mixed -use development serving local residents with new retail, addressing the town's housing needs, and successfully utilizing the 44 -acre site with a comprehensive land use plan, rather than piecemeal development. The adoption of the North 40 Specific Plan will allow for development that is beneficial to Los Gatos and the region. The plan calls for new homes near Los Gatos' thriving job centers and increases the proximity of north side residents to new retail, restaurants, and other local amenities. The plan also will add extensive traffic improvements on Lark Avenue and Los Gatos Boulevard, and connect the Town through new pedestrian and bicycle facilities, all while retaining substantial open space. The North 40 Specific Plan is essential to meeting the Town's housing objectives. There is a substantial local workforce due to major employers in the Town of Los Gatos and the region as a whole. The plan satisfies millennial preferences for a denser living environment, while accommodating empty- nesters who are looking to down -size by situating homes in walking distance of nearby amenities. Importantly, the plan offers an opportunity for seniors on fixed incomes to benefit from affordable housing called for in the plan. For the above reasons, we enthusiastically encourage the Council to adopt the North 40 Specific Plan, laying the groundwork for a dynamic, attractive and walkable neighborhood within the Los Gatos community. Sincerely, 0f� Uri Pachter Project Manager, Greenbelt Alliance upAcl-it�_er@greeiibelL.org 415 -543- 6771(x327) ATTACHMENT 61 312 Suttee S -rest, Suite 510 San Francisco. CA 94108 CJreentielt.Org This Page Intentionally Left Blank From: Diana Abbati [ mailto :dabbatiCcblgusd.kl2.ca.us] Sent: Friday, April 03, 2015 4:29 PM Subject: Message from LGUSD Superintendent Dr. Abbati April 3, 2015 Dear Family and Friends of the Los Gatos Union School District I am pleased to announce that today the Los Gatos Union School District (LGUSD) and the North 40 Developers (led by Grosvenor) reached a unique agreement to address the need for the expansion of school facilities. At the Monday, April 13, 2015 Board meeting, the Superintendent and the Assistant Superintendent will be recommending that the Board of Trustees accept the agreement with the North 40 Developers. Over the yews, LGUSD has been working closely with the North 40 Developers to address school concerns to ensure that a network of mutual care surrounds our community. The discussions have been fruitful and the work of LGUSD Board liaisons, Trustee Leigh -Anne Marcellin and Trustee Scott Broomfield, along with support from Town of Los Gatos officials, parents and other cormnunity partners, has led to this meaningful agreement. I personally want to thank the North 40 Developers, individuals and families that live and work in the Los Gatos community. This agreement is the result of many collaborative efforts in finding solutions that foster a sense of community. It is of the utmost importance for providing relief to our schools. For additional information, please visit the LGUSD district website at http: / /www.12usd.org. The agreement will be posted on Friday, April 10, 2015 in accordance with the Brown Act. Finally, I want to take this opportunity to invite you to embrace Our Community, Our Students, Our Future and collaborate with us to build a culture of innovation that empowers people, engenders trust, and captures the resulting inventions to make a difference in the lives of students everyday. We are in an ideal position to build on the wonderful foundation that our community has already accomplished. Together, with everyone giving their all, the Los Gatos Union School District can achieve its goals and become more impressive every day! With gratitude and appreciation, Diana Diana G. Abbati, Ed.D. Superintendent Los Gatos Union School District (408) 335 -2003 dabbati(u,luusd. k 12.ca.us NOTICE: This email message and/or its attachments may contain information that is confidential or restricted. It is intended only for the individuals named as recipients in the message. If you are NOT an authorized recipient, you are prohibited from using, delivering, distributing, printing, copying, or disclosing the message or content to others and must delete the message from your computer. If you have received this message in error, please notify the sender by return email. This Page Intentionally Left Blank RECEIVED 3/20115, 1:28 PM APR 02 2015 ho.v\ct- dell vccl. q OL of A MAYOR tk TOWN COUNCIL - - - -- Original Message---- - From: Kathy Anderson <adonkathy @aol.conu To: miensen <mjensen @losgatosca.00v> Cc: bspector <bspector @losoatos.gov sieonardis @losgatos.cov msayoc @losgatos.aov rrennie @losoatos.aov> Sent: Fri, Mar 20, 2015 1:20 pm Subject: North 40 Please help save our town. The Town Council needs to: 1. Reopen Public Comment on April 14 2. Make the developers increase their traffic mitigation fee to reflect the 491 new Santana Row style homes. 3. Do Not approve the specific plan until a mitigation plan for school overcrowding has been accepted by the LGUSD Board of Trustees. We have a beautiful town please help it stay that way. The developer will be long gone, and we will be left with the mess. Traffic is already an issue. Just try to drive anywhere in town from 3 o'clock on, and it is bumper to bumper. Over crowding the schools will lower the quality of the education being offered. We want lower class size not larger to maintain a high level of education. Please stand with the people who want to preserve the quality of life that we have fought so hard to maintain . Sincerely, Kathy Anderson 17670 Foster Rd. Los Gatos aboutblank Page 1 of I i0k,� LA ► TTov�iTN J/)t i E -MAIL us AT: d @conun newspalee cvni OLUME 192, NumBER 12 Los GAros, CAr1PORPnA MAncx 20, 2015 'hopping center creates new parking issues Spaces savedfar clean air ml &&w By JUDY PETERSON C 'y thought parking in Los Craton crouldn't get arty worse, think again: The California teen Building Standards Code >w requires that commercial de- lopmentshave parking spaces ecifically allocated for clean air Neles. The code says 8 percent a parking lot's spaces should be signated for clean air vehicles. The subject came up during the .arch R planning conmrission 'when Commissioner eetmg 3c =Katie said he noticed the ords "EnergyEfikient Vehicle" encilled on some of the spaces the new Sandy Lane Shopping inter at Blossom Hill Road and is Gatos Boulevard The center has 121 spaces, 10 which have the stencilling. "We have to identify spaces for ose vehicles," assistant town anager Laurel Prevetti said. But townattorneyRob Schultz Ided that police don't have the ithority to ticket gas- powered Ucles that may park in the can vehicle spots because it's privately owned parking lot. Schultz also noted that town de does not address clean- r vehicle parking. However, warned that will change be fuse the code is being updated reflect the green parking andates. Planning commissioners are mcerned that Sandy Lane's 121 irking spaces cannot accom- odate the number of people ,ming to the center. We had 1,500 people come for free coffee in early Feb - ary," Philz Coffee employee The new Sandy Lane Shopping Center at Blossom Hill Road and Los Gatos Boulevard has 10 spots set aside for clean-air vehicle parking. Philz Coffee and the Adobe Animal Hospital and marketplace are the center's first tenants. Matt Allard told _the Weekly- Times last week. "They're lined up out the door on weekends." The Adobe Animal Hospital South Bay and its complemen- tary pet marketplace opened March 16, so there will he in- creased traffic from that, too. Still to come are a Chase bank, Super Duper Burgers and the Pizza Studio. It was the Pizza Studio that brought the clean-air parking spaces to the forefront. Several planning commis- sioners were concerned that the shopping center's parking is in- adequate —with or without clean vehicle spades— because of the combination of customers and employees who need parking. "i am confident the parking is adequate for our use," Pizza Studio's Jeff Burrill said. Burrill added that he works with his employees at the Palo Alto Pizza Studio to find legal parking spaces. "In Palo Alto we've identified lotsthat are legal for them to park at and walls" Commissioner Kane coim- teredby saying, "I think we have a problem. We don't have any parking lots. They're going to go over to Whole Foods; they're go- ing to go down Placer Oaks." People who live on Placer Oaks and. other neighboring streets made it dear years ago they don't want shopping center customers and/or employees parking there. Despite the parking concerns, commissioners voted 42 to ap- prove a conditional use permit for Pizza Studio. _Commissioners Charles Er- ekson and Tom O'Donnell voted no. Burrill "will not be a happy camper if his people and custom- ers can't park," O Donnell said. Erekson suggested denying the CUP so the town council would be forced to deal with the clean parking issue. But whatever happens, these words from town attorney Schultz seemed to set an ominous tone: "I've seen [clean air parking] in some very large developments, where there's a sliding scale by how many parking spots you have to have for clean air, and there's 30 spots that are just empty." "4a MARCH20,2015 SILICON VALLEY COMMIINfI'.S N W- 5 _ .. _.tar.- _�;`=- f-.- -• .,, �--<.s -. �.t:� .�. � sc _ , x �-.i t ..Si,,. ., _.' .,.. YY; Joel Paulson From: John Shepardson <shepardsonlaw @me.com> Sent: Friday, March 27, 2015 10:24 PM To: Marcia Jensen; BSpector; Council Subject: N. 40 (Caltrans 17 TCR Final.doc) Attachments: scr_sr17_tcrfs.pdf, ATT00001.txt http://www.dot.ca.gov/dist05/``planning/sys plan docs /tcr factsheet combo /scr sr17 tcrfs pdf This Page Intentionally Left Blank Historic AADT by Year Historic AADT by Location 2013 Peak Hour Congestion Maps - Highway Type and Designations - Highway Characteristics - Modal - Intelligent Transportation Systems - Freight - Cultural & Scenic Appendix A: Pavement Conditions Appendix B: Traffic Performance Appendix C: Historic AADT Details Appendix D: Glossary and References I or 17 02125/15 SR 17 Corridor Data Sheet Prepared by District 5 Transportation Planning Last Saved: 2/25/2015 The information and data contained in this document are for planning purposes only and should not be relied upon for final design of any project. Any Information in this TCR is subject to modification as conditions change and new Information is obtained Although planning information is dynamic and continually changing, the District 5 System Planning Division makes every, effort to ensure the accuracy and timeliness of the information contained in the TCR. The information in the TCR does not constitute a standard, specification, or regulation, nor is it intended to address design policies and procedures and shall not be used as a substitute for project specific analysis, including but not limited to, traffic impact studies, that pertain to any private or III development proposal. 3 of 17 0225/15 Inputs: PM Peak Hour Analyzed Base Year 2013 Horizon Year 2040 AMBAG Regional Model 2014 Section: Paee: Section: Paee: Segment 1 Traffic Data 4 Appendix A: Pavement Conditions 12 Segment 1 Planning Data 6 Appendix B: Traffic Performance 13 Segment 2 Traffic Data 8 Appendix C: Historic AADT Details 15 Segment 2 Planning Data 30 Appendix D: Glossary and References 16 Last Saved: 2/25/2015 The information and data contained in this document are for planning purposes only and should not be relied upon for final design of any project. Any Information in this TCR is subject to modification as conditions change and new Information is obtained Although planning information is dynamic and continually changing, the District 5 System Planning Division makes every, effort to ensure the accuracy and timeliness of the information contained in the TCR. The information in the TCR does not constitute a standard, specification, or regulation, nor is it intended to address design policies and procedures and shall not be used as a substitute for project specific analysis, including but not limited to, traffic impact studies, that pertain to any private or III development proposal. 3 of 17 0225/15 eLll 1 Itd I IIL Vd Le: an 1/ Daily Traffic Data AADT Base Year 2013 54,000 to 63,000 AADT Horizon Year 2040 68,200 to 77,100 AADT: Growth Rate Vehicles ear 520 to 710 VMT Base Year 2013 320,000 VMT Horizon Year 2040 389,700 PM Peak Hnur Tramc Data h stone AAD r � �ocaUOn 80,000 70,000 60,000 50,000 40,000 30,000 20,000 10,000 0 4 of 17 0225115 Northbound I Southbound Segment Length (Miles) 5.453 PM Peak Hour Directional Split Base Year 2013 41.1 %to 53.3% 46.7 %to 58.9% PM Peak Hour Directional Split 41.9 %to 51.4% 48.6 %to 58.1% Horizon Year 2040 PM Peak Hour Volume 5,200 to 5,700 Base Year 2013 2,100 to 2,900 2,500 to 2,500 PM Peak Hour Volume Horizon 6,000 to 6,700 2,700 to 3,400 3,100 to 3,700 Year 2040 PM Peak Hour Growth Rate 42 to 62 vehicles ear PM Peak Hour VMT 13,300 15,800 Base Year 2013 PM Peak Hour VMT 15,900 19,00) Horizon Year 2040 PM Peak Hour VHT 244 301 Base Year 2013 Model based PM Peak Hour VHT 329 445 Horizon Year 2040 Model PM Peak Hour V/C 0.468 to 0.662 0.581 to 0.695 Base Year 2013 PM Peak Hour V/C 0.591 to 0.776 0.712 to 0.817 Horizon Year 2040 PM Peak Hour LOS BtoC C Base Year 2013 PM Peak Hour LOS CtoD CtoD Horizon Year 2040 PM Speed (mph) 47.4 to 44.3 to Base Year 2013 Model based 64.8 mph 63.2 m h PM Speed (mph) 37.110 32.2 to Horizon Year 2040 (Model 64,0 mph 57.5 mph ased h stone AAD r � �ocaUOn 80,000 70,000 60,000 50,000 40,000 30,000 20,000 10,000 0 4 of 17 0225115 Segment 1 Traffic Data: SR 17 PM Real, Hour Cwtiestlit0- +�/ � '�_ '.% tam � A 9 ` Graham YTNIRfi _ ruse �t�.. { �� Y,-%' Base Year 2013 �t U is s fia"" see i' u-f. gRt 5,700PkHr PMD 61,000AADT tx 81,000 AADT 1 5,400 PkHr 63000 AADT SumfaC ° ^-a{ (�� r \`� S Glen- CanyonRy L ( k Road ---5.453 � 5.20 PkHr 54,000 AADT rr4.. G �Gl9`i >t'i�n Horizon 1 _... Year 2040 PkHr C! 73,300 MDT 6,000 PkHr 71,500AADT - ..�...yoh " G(Van_ �_� j, S3n10 _ "\ Jt r Graniffi Creek Rostl 4 1. 6400 D M 68 .200 AAT y �z State Route 77 Control Count stations Pro6k GOUM Statrons - .�LOVr congestion (V2 <o.7a) 0 0.5 1 Miles Segment t 1 —' Moderate Congestion (0.74 r V/C <_ 0.90) =� Hgh Congestion (0.90 < VIC =1.0) 0emantl Equal. w Exceetls Ce IC =1 0 1*12 tModldedu 1(2212015 3.0494 PM 5 m 17 0225115 Segment 1 Planning Data: SR 17 yes Facility Type Location Description Functional Classification Status Ma Shoulder Width Right (ft) Segment Description From SR 1 to Granite Creek Rd s Valley lk Urban /Rural Urban No Rail Crossing Description Local Planning Jurisdiction SCCRTC /AMBAG County Santa Cruz City Santa Cruz; Scott Highway Type °Q a �A _ nd Vu �sr�m°xw' Highway DFSlgnations t`F s ode uarvxv comm.R.wi u yn rx�wrR.a�xnxa .y, i' �' u.a w :n neamnna Wn &y RaMde�Nai } p v r -_ x?�SLaw VemlVR °a A�aeO U» uO nSW e i a y f VNan Raservv All Highway Characteristics R A Scnits L�aUay Modal SANTA CR0Z w mteiligerri Transportation Systems Signals /Mile 0 e�fl B `i Other Features: Call Box(s); Changeable Message Sign(s); Closed Circuit TV; - sans c,uz ° ,.m c Vehicle Detection Shoulder Width Freeway /Expressway System yes Facility Type Expressway /Freeway Functional Classification Freeway of Expressway Shoulder Width Right (ft) 0 ft @ Madrona Dr; Carhonera Crk o/c Shoulder Width Left (ft) s Valley Prevalent Land Use Low Density Residential Freeway /Expressway System yes Facility Type Expressway /Freeway Functional Classification Freeway of Expressway National Highway System No Interregional Road System High Emphasis Route Scenic Highway Eligible Number of Lanes 4 Pavement Condition Right No Distress Pavement Condition Left No Distress Shoulder Width Right (ft) 0 ft @ Madrona Dr; Carhonera Crk o/c Shoulder Width Left (ft) 8 k + all other locations (left &right) Airports Served N/A Bicycle Access Closed AMTRAK Bus Stations Cavallaro Transit Center, Scotts Valley AMTRAK Rail Stations N/A AMTRAK Thruway Bus yes Other Adjacent /Near Facilities 17 Express Rail /$H$ Crossings No Rail Crossing Description N/A 6 m 17 ozrzsns Segment 1 Planning Data: SR 17 Freight culverts • R f h • Saodb Va#oy • y • Cultural & Scenic 3 waa,ar.mlaa N...aa 3 '+ �G^u —J Raclnttldu 4 ® Na. NNwoM1 —T—. s g GWgnle Legal • (rtIpIX TXUaVIas '1 agXwaum -. • WwNCluXng •PU[Fl,p i NYeafwwa5brega • �n qra� amg. Sar&, C,,, !� • .immix Environmerttai smn.am r •• '•'•.... • •• ca ✓jam /�JF -. .ff,• Scotts all ",Poly onum Steel head - S=c {tg oarloy Zayante t Mae band - winged -_ Air C1uahn, Standards Monterey Bay Unified APB 0 grasshopper Steelhe -d SANTA CRUZ Marbled re`let '� q _ Ig SteeiFa ad Ste`elheatl California Ste d red (egged, r,_ �// ' nta'Cruz.tarplant S4una UPS ?oinis Percent Trucks Approx.3% Key Freight Highway NO California Historic Bridges No Lighthouses No Truck Network Terminal Access Annual Freight Tonnage 20,000,001+ Freight VMT 10,001 - 20,000 Reported Freight Issues: SR 17 truck climbing lane project previously denied for environmental concerns. Historic Bridges No Lighthouses No Vista Points No Parks N/A Federal Lands N/A Landmarks N/A Surrounding Vegetation Coastal Scrub Coastal Zone NO Water Crossing Description Carbonera Creek Flood Zone 100 Year Flood Plain @Carbonera Creek Critical Habitat Zayante Band- Winged Grasshopper Criteria Pollutant State Federal Ozone Nonattainment Unclassifed /Attain. Carbon Monoxide Unclassified /Attain. Unclassified /Attain. Nitrogen Dioxide Attainment Unclassified /Attain. Sulfer Dioxide Attainment Attainment Particulate Matter ll0) Nonattainment Attainment Particulate Matter l30) Attainment Unclassified /Attain. Lead Attainment Unclassified /Attain. 7 of 17 02/25/15 Segment 2 Trattic Data: SR 17 Daily Traffic Data Historic AADT by Year AADT Base Year 2013 54,500 70,000 60'000 AADT Horizon Yea, 2040 75,000 AADT: Growth Rate Vehicles Year 1030 50,000 40,000 - - — -- ----------------- ------ VMT Base Year 2013 387,000 VMT Horizon Year 2040 532,600 PM Peak Hour Traffic Data 30,000 W— L. Northbound Southbound I Segment Length (Miles) 7.1 20,000 — --- -------- ----- PM Peak Hour Directional Split Base Year 2013 35.9% 64.1% PM Peak Hour Directional Split 37.1% 62.9% 10,00 Horizon Year 2040 0 PM Peak Hour Volume 0.500 Base Year 2013 8 8 8 1,600 2,900 PM Peak Hour Volume Horizon 6,100 2,300 1 3,800 Historic AADT by Location Year 2040 PM Peak Hour Growth Rate 79 (vehicles /year ) 70,000 60000 2005 02010 PM Peak Hour VMT 11,500 20,500 Base Year 2013 , a2013 PM Peak Hour VMT 16,000 27,200 Horizon Year 2040 50,000 PM Peak Hour VHT 240 534 BarseYear 2013( Model based 40,000 PM Peak Hour VHT 355 more than 980• Horizon Year 2040 (Model 30,000 Ig— I--— ---------- PM Peak Hour WC 0.412 0.761 Base Year 2013 20,000 PM Peak Hour V/C — 0.576 1.009 Horizon Year 2040 10,000 -- ------ ----- PM Peak Hour LOS B D Base Year 2013 0 ------ - ----- PM Peak Hour LOS c F Horizon Year 2040 IPM Speed (mph) 47.9 38.4 Base Year 2013 (Model based) mph mph .2 % 2 PM Speed (mph) Horizon Year 2040 (Model 47.9 mph 27.8• mph based)' 8.f17 02425/15 Segment 2 Traffic Data: SR 17 PM Peak .Hour Congestion'* T J L' YS 200 PkHr rrF t��e - °- ss ogG MDT Base Year 2013 vartey 3 Granite Creek ROed-- ._f1u -�� -�. x,74 PM 5.453 uu -� ^ /1 ii •G 5,1,000 AADT. rt/k- Santa CLXNX Lins Clara ty Crozou ty One m C. n 7 �`.c•� Y ) t � Doo PkHr Horizon Year 2040 71 5700 MDT. :} r i •. GmnPM T 5.,153 { }, ` 7.300 PkHr KeI )4.300 MDT ` ..� C N 4,h 3arrta Crua/Senta Clara COOMy Li �4 -..y....J % Gmnita,dreekAaaO}y "' J SANTA CUNT .. Santa Cn.JSanta Clara et1NN .r v County Line J \ }'• dr �+"^c^- ,y j -✓ PM 12.853 .�. CeMrd Count Sletion. r Profile Coum Station. �..z state Route 17 <-�• -,� L. Cangeafinn (WC <0.74) 0.5 0 1 Miles Segment 2 -` Moeemle Congeawn (0.74 — VX — 0.90) 1 Hgh C.Nestkln (090 < V/C . 1.0) De .NE ual. or E.c .Ca IC -1.0 *'Last V..dlf:nd: V23i=511:45UD AM 9 of 17 02125/15 t Planning uara: �,rc 1/ I n,aHrm DacainN. Segment Description From Granite Creek Rd to SCL county Urban /Rural Both urban (SV) & rural Local Planning Jurisdiction SCCRTC /AMBAG County Santa Cruz City Scotts Valley Prevalent Land Use Low Density Residential Hielavav Tvne Freeway /Expressway System No Facility Type Conventional Functional Classification Principle Arterial National Highway System No Interregional Road System High Emphasis Route Scenic Highway Eligible gluh.uw fhu:u+midlrt Number of Lanes 4 Pavement Condition Right Ride Pavement Condition Left Major /Ride Shoulder Width Right (ft) 0 -8+ Shoulder Width Lek (ft) 0 -8+ xAndal Airports Served N/A Bicycle Access Open AMTRAK Bus Stations N/A AMTRAK Rail Stations N/A AMTRAK Thruway Bus yes Other Adjacent /Near Facilities 17 Express Rail /SHS Crossings No Rail Crossing Description N/A Intelligent Transportation Systems Signals /Mile 0 Other Features: Call Box(s); Changeable Message Sign(s); Closed Circuit N; Vehicle Detection M tus Mr _ SANTA CLARA NNI. SAJCRUZ u.. u:LDOrwrmrs" N4hr SANTA CRUZ D FIWIM Y+ t FI 3 <Fl s S) n A�MFI Shoulder Width 10 or 17 SANTA CLARA �M:hS 02/25115 Segment 2 Planning Data: SR 17 No Lighthouses Freight culverts No Percent Trucks Approx. 3 N/A Federal Lands Key Freight Highway No ed Freight Issues: SR 17 truck climbing lane project previously denied far environmental concerns. Vine Hill Elementary School California Truck Network Terminal Access Attainment SANTA CLARA Annual Freight Tonnage 20,000,001+ Nonattainment Attainment Freight VMT 10,001- 20,000 Attainment F Report Attainment Unclassified /Attain. o' Coltural ffi SCenlc o • cyeamiam'n x;,, 4 CRUZ d �) Resl,v4mu —TnmMNPU15v �CaIXh,Ma lapel Felpin Nnu�b®a {Aprc.�'.Rre {Mamrts[lunn9 {mlamp {w.mwn..rswnaa scans usxscm..ep. PalAl9,atlP Fnvironmental >»�� • 0.,,.. (N( SANTA CLARA wcL nrrrorrcf - Air Ouallty Standards Monterey Bay Unified APCD Stec . ead , NTA CR- 15 inge$° �It f9I1� Scotts Valley Steel e ald F'olygonum Ste ad R; S[gelhead YII GF? rc!nti � MGM Historic Bridges No Lighthouses No Vista Points No Parks N/A Federal Lands N/A ed Freight Issues: SR 17 truck climbing lane project previously denied far environmental concerns. Historic Bridges No Lighthouses No Vista Points No Parks N/A Federal Lands N/A Landmarks Vine Hill Elementary School Surrounding Vegetation Coastal Oak Woodland Coastal Zone No Water Crossing Description Carbonera Creek Flood Zone 100 Year Flood Plain @Carbonera Creek Critical Habitat Scotts Valley Polygonum Criteria Pollutant State Federal Ozone Nonattainment Unclassified /Attain. Carbon Monoxide Unclassified /Attain. Unclassified/Attain. Nitrogen Dioxide Attainment Unclassified /Attain. Sulfer Dioxide Attainment Attainment Particulate Matter (SOj Nonattainment Attainment Particulate Matter (10) Attainment Unclassified /Attain. Lead Attainment Unclassified /Attain. 11 or 17 0025115 Appendix A: Pavement Conditions 12 of 17 X2/25/15 Appendix B: Traffic Performance Source. Bau*.r Peak Hour Volumes � CaItr nr T,,M, Data Branch end TSW Grow Bates -AMMG BRional Model M14 Directioreal Splits Model e 6 E ppn i G, e Q E E E a4eAG. 6346Nmewunataaras ns to SCR 1"/ O.O]J 0.]3] 5R -1 IPnhrch2rn6E 63,W0 46,631 5,4W 2,880 2,520 NB 3,900 2,133 11857 6,348 4,335 .0.66 tf 474 495 R2 45 38 LE SCR 17 0]3] 3.180 Vamliempo lnaertltarye Simi RwU 61,W] 88,023 5,2W 2,521 2,679 SB ],SO4 3,63. 3,66 4,4M 4,4W 0.57 48.3 M.3 163 75 87 tc SCR V 2.180 3442 Sims Rwtl S., V.N ,Mt. b1,OJJ ]6,982 5]M 2.5]4 3,1M 50 ],193 3,249 3.944 4,0.aJ 4,5W W 0.61. 'i S6A 501 1M 58 ]9 Hermon Road Id SCR 1] 342 3453 Smtt VaAry, ML Nermon k.. Valla/, Grandee �� 308,594 S,EM 3,135 3,065 SB 10.45] 4,293 6,164 4,50 4,607 00 Ohl 0�' 668 63.2 164 66 97 Poatl Creek Poatl Ea SCR 17 5.453 12.553 SmUValley. Granite Sca /Scl County tine 54,SW 386950 4,50] 1,617 2,891 SR 32M3 11,4]] 20523 3,920 3,BW 041 0]6 4D 429 3..4 A4 240 534 Creek POStl Source. Bau*.r Peak Hour Volumes � CaItr nr T,,M, Data Branch end TSW Grow Bates -AMMG BRional Model M14 Directioreal Splits Model Appendix 8: Traffic Performance c m: See We, GmMhRpeek Nouc GRegio-1 Model 2014 Data BrancM1 antl T5N2 Di,..Bales -PM0oG Regional Mode13014 OirecNOnalSplits -Matlel pan W1nis 3 3 m '� m W v 3 q 8 ssg gg 6 gg g S RR9 R oodW 20145 C5 M.143ee . III.. 5 1e Pasaliempo La SCR 17 0 11 0737 SR -1 43 .]92 6,560 3,3]3 3,191 NB 4,838 2486 2,353 4,348 9335 0]B G 315 611 1]4 66 11 10 MR 1] 0737 2.1W pasatiempo lme¢han{e SIms R.d 42 3,1@ 6,034 ;903 3,131 SB 8,706 4,109 4,S18 4, W 94W 40.3 32.2 2N 104 140 Smtt VeXey, M] Ic SCR 17 2,W 3442 Sims Road Nermon Roatl 51 A77,058 4W 6,]16 3p39 3,6]6 SB 0,475 3,036 4,640 4480 4,SW 0.82 0 518 39.8 191 ]4 1]] kotValleyMLNermon ScoltVeAeGrange 1d SCR 1] 344E 5.453 Roatl Ceek Roatl 62 ],241 6p3S ;69] 3,238 58 12.941 5,423 ],518 4,SW 4,6W 0.81 D 690 fly 131 coaey, range 2e SCR 1] 5.453 12.553 Watl ScrS lCounlytine ]9 2,643 6,034 2,259 3,835 58 N,264 16p39 2],315 3,920 3,&O 45.2 3L8 1,335 355 9W c m: See We, GmMhRpeek Nouc GRegio-1 Model 2014 Data BrancM1 antl T5N2 Di,..Bales -PM0oG Regional Mode13014 OirecNOnalSplits -Matlel pan W1nis Appendix C: Historic AADT Details A,wr ts9z 1393 lsga u95 #m36 e3B] 1996 2819 I EWR 2W1 f moz I av i mA I m I zm I ow 2W0 I ma9 1 mw 1 263} I mT-T as n e em PM OW 4n¢ae Sr -1 ]0.00] ]3 W] 720W 65,W0 65,OOJ 65,000 65,OW 65AW ".OW 66.WJ 680W 60.000 60.0W 69.OPJ 690W 69,0[0 65,OW 65,000 fiS,CN 63,0.ro 63,OW 63,OW PMO.]3]AM1eatl Pa o lnMCM1ange 6],W] 191W W. 6E,= 62,OW 62AW 62,= 62,= 63,OW 65,CN 65A 65, 66,= NM 66,W0 63,CM 6SWO 63,000 61,000 61,OW 61,0.N PM 2.IM S.-R-AM1eaJ Sims,442 65,OW 66,OW 66,OW 62AW 62,= 62,= 62,M 62A 63A 65,0[0 65,OW 65,CM 66,OW 66,000 66,OW 63,OW 63,OW 63,= 61,W 61,OW 6I, W PM 34<E AM1¢a6 5f,p60 SS,WJ SS.OW 52,OW 53,CM 52,OW 52AW 52g 53,OW 56, S6,OW 56A[O 59,OW 590 b 59A[0 56AW 56,000 56,OW S<,Oro NAW 56ApJ PM 5.053 Behmtl SOA]0 SSIM 55A00 52,W] SEAW 5E,0[0 52fq] 52,DM 53,P 56,W] S6AW 56AO0 59,W0 19,m 59AW I'm 56,OW 56AL0 50000 54." Mt" 4.1) PMSI53AM1ead 62AW R3 630OW 69,0[0 57.OW 57,- 61.OW 61.0W 62,M 55.OW 60,OW 69,OW W9 61.OW 610W 6LM 57,OW 51.OW 57,0W 55.OW 55AW 55,OW S " Velky, Grenile Creek Poatl PM 32.553 BeM1InE Sa/HI COUnryLine 49,0'JO 51,OW 57pW 61,OW 610OW 610W 1 SS,PL I WAW I 60,W0 1 60,0W 1 61AW 1 61,W0 I I 1 1 56,pJp SO,OW Isal] pLisns 100 -YEAR FLOOD —Areas of 1- percent - annual- chance flooding. Source: FEMA Digital Flood Insurance Rate Map, 2010. www.fema.gov /msc 500 -YEAR FLOOD —Areas of 0.2- percent - annual - chance- flooding. Source: FEMA Digital Flood Insurance Rate Map, 2010. www.fema.gov /msc AIR QUALITY STANDARDS— Designations in relation to the California standards and National standards Source: California Air Resource Board (ARB), 2013. www.arb.ca.gov /desig/desig.htm AM /PM PEAK — The part of day when most traffic congestion occurs. Source: Caltrans Historical Counts. ANNUAL AVERAGE DAILY TRAFFIC (AADT) — Total volume of vehicle traffic for a year divided by 365 days. Source: Caltrans Traffic Operations, 2012. http: / /traffic- counts.dot.ca.gov/ ANNUAL FREIGHT TONNAGE —Tons per year. Source: Freight Analysis Framework, 2007. www.ops.fhwa.dot.gov /freight /freight_analysis /faf/ ATTAINMENT —Air quality in the area meets the standard. Source: California ARB, 2013. www.arb.ca.gov /desig/desig.htm ATTAINMENT /UNCLASSIFIED —An Environmental Protection Agency (EPA) designation which, in terms of planning implications, is essentially the same as Attainment. Source: California ARB, 2013. www.arb.ca.gov /desig/desig.htm BASE YEAR— The initial year of the forecast period. Source: Caltrans Historical Counts. Appendix D: Glossary and References FREEWAY /EXPRESSWAY SYTEM — Concept of how the route is managed as defined in the Streets and Highways Code 4250 -257. Source: Caltrans, 2014. www.leginfo.ca.gov/.html/shc—table—of—contents.htmi FREIGHT VMT —Truck Vehicle Miles Traveled. Source: Freight Analysis Framework, 2007. w..ops.fnwa.dot.gov/freight/freight—analysis/faf/ FUNCTIONAL CLASSIFICATION — System by which roads are grouped according to the type of service and amount of traffic the facility carries. Used to determine design standards of roads and determines Federal Aid funding eligibility. Source: FHWA, 2012. http: / /dot.ca .gov /hq /uip /hseb /func_clas.html GROWTH RATE —The forecasted change in vehicles per year from the base year to the horizon year. Source: AMBAG Regional Model 2014. HIGH EMPHASIS ROUTE — Route with high interregional importance. Source: Caltrans Interregional Transportation Strategic Plan, 2013. www. dot. ca. gov /hq /tpp /offices /oasp /itsp.htmi HORIZON YEAR -2040 -The future forecast year used in the long range model. Source: AMBAG Regional Model 2014, INTERREGIONAL ROAD SYSTEM— Subset of State Highway System that provides connectivity among all California's regions. Source: Caltrans Interregional Transportation Strategic Plan, 2013. ...dot.u.gov/hq/tpp/offices/oasp/ibp.htmI 16 of 17 CALIFORNIA LEGAL — Trucks up to 65 feet are allowed on the SHS except where otherwise prohibited. Source: Caltrans Traffic Operations, 2013. www. dot. ca. gov /hq /traffops / engineering/trucks/ CALIFORNIA TRUCK NETWORK — California Vehicle Code sections related to trucks, summarized here at the planning level only. Note: Caltrans is not responsible for authorizing commercial trucks, other than issuing permits for oversize or overweight loads. Source: Caltrans Traffic Operations, 2013. www.dot.ca. gov /hq /traffops /engineering/trucks / CRITICAL HABITAT — Critical habitat for threatened and endangered species. Source: US Fish and Wildlife Service, 2014. www.fws.gov /gis /data /national /index.htmi DISTRICT KEY FREIGHT HIGHWAY FACILITY — Route key to freight operations. Source: California Central Coast Commercial Flows Study, 2012. www.dat.ca. gov/ dist05 /planning/goods_movement.h tm FACILITY TYPE— Description of existing operations. Source: Caltrans TSN, 2011. FLOOD ZONE — Special flood hazard areas. Source: FEMA Digital Flood Insurance Rate Map, 2010. www.fema.gov /msc FOCUS ROUTE — Highest priority routes for completion to minimum facility concept standardsSource : Caltrans Interregional Transportation Strategic Plan, 2013. www.dot.ca.gov/hq/tPp/ofrims/OaSPAtsp.htmi 02125/15 Appendix D: Glossary and References MAJOR (PAVEMENT CONDITION — Poor condition, PEAK HOUR DIRECTIONAL SPLIT— The percent of traffic SERVICE ACCESS— National Network trucks may travel extensive cracks. Requires rehabilitation /resurfacing volume in the predominant direction of flow as up to one mile from the off ramp to obtain services. Source: Caltrans Pavement Condition Survey, 2013. determined from the regional travel model. Source: Source: Caltrans Traffic Operations, 2013. http: / /dot.ca.gov /hq /main /Pavement /Offces /Paveme AMBAG Regional Model 2014. www. dot. ca. gov /hq /traffops / engineering/trucks/ nt_Management/index.html MINOR (PAVEMENT CONDITION) —Poor condition, significant cracks. Requires capital preventative maintenance. Source: Caltrans Pavement Condition Survey, 2013. http: / /dot.w.gov /hq/maint /Pavement /OfRces /Paveme rut Management/index.html NATIONAL HIGHWAY SYSTEM — The national system designated by Congress that includes the Interstate Highway System and other nationally significant highways and thoroughfares used for interstate and interregional travel, national defense, intermodal connection, and interstate commerce. Source: Caltrans Highway System Engineering, 2013. http: / /dot.ca .gov /hq /tsip /hseb /map21nhs.html NATIONAL NETWORK — Allows for conventional tractor /semitrailer combinations. Source: Caltrans Traffic Operations, 2013. www.dot.ca.gov /hq /traffops /engineering/trucks / NONATTAINMENT —Air quality in the area fails to the applicable standard. Source: California ARE, 2013. www.arb.ca.gov /desig/desig.htm PAVEMENT CONDITION — Measurement of surface characteristics including roughness, cracking, and faulting (Caltrans, 2013). Source: Caltrans Pavement Condition Survey, 2013. http: / /dot.ca.gov /hq/maint /Pavement /maces /Paveme nt_Management /i ndex.html PEAK HOUR TRAFFIC VOLUME — Represents an estimate of the heaviest traffic flow during the peak hour. Source: Caltrans Traffic Operations, 2012. http: / /traRk- counts.dotca.gov/ PERCENT TRUCKS— Rounded percentage of truck counts. Source: Caltrans Traffic Operations, 2012. http: / /traffic- counts.dot.ca.gov/ PREVALENT LAND USE— California County and local government existing land use designations. Source: UC Davis Information Center for the Environment, 2007. http:// ice .ucdavis.edu /projects /land_use RAIL/SHS CROSSINGS —At -grade crossings. Source: National Transportation Atlas Database, 2011. httP:H.ww.rita.dot.gov /bts/ RIDE (PAVEMENT CONDITION) — Poor ride quality. May require corrective maintenance and /or capital preventative maintenance. Source: Caltrans Pavement Condition Survey, 2013. http: // dot .ca.gov /hq /main /Pavement/Offices /Paveme nt Management /index.html RURAL —Areas outside urban land uses. Source: US Census, 2000). http: //w w.census.gov/ SURROUNDING VEGETATION — Land cover dataset. Source: US Forest Service & California Department of Forestry and Fire Protection, 1979. hnp://frap.fire.ca.gov/data/frapgisdata- land—cover.phip TERMINAL ACCESS — National Network trucks may exit and travel on these SHS routes Source: Caltrans Traffic Operations, 2013. www.dot.ca.gov /hq /traffops / engineering/trucks/ UNCLASSIFIED — Insufficient data to designate area, or designations have not been made Source: California ARE, 2013. www.arb.ca.gov /desig/desig.htm URBAN - Represent densely developed territory and encompass residential, commercial, and other non- residential urban land uses. Source: US Census, 2000. http: / /www.census.gov/ VEHICLE HOURS OF TRAVEL (VHT) —A Statistic representing the total number of vehicles multiplied by the total number of hours vehicles are traveling. VEHICLE MILES TRAVELED (VMT) — Number of miles vehicles travel. Can be calculated for the peak hour and /or the entire day. SCENIC HIGHWAY PROGRAM — Program to protect and VOLUME TO CAPACITY RATIO (V /C) —The ratio of enhance the natural scenic beauty of California demand volume to capacity. highways and adjacent corridors, through special conservation treatment. Source Caltrans Landscape Architecture, 2014. http: //w w.dot.ca. gov /hq /LandArch /scenic_ highways /s cenic_hwy.htm 17 of 17 02/25115 Transportation Concept Report For State Route 17 in District 5 �I DEPARTMENT OF TRANSPORTATION, DISTRICT 5 System Planning Branch JANUARY 2006 I approve this Transportation Concept Report for State Route 17 in District 5 as the guide for future decisions, investigations, and investments in the highway corridor. Recommend Approval: R ch Krumh Iz Date Deputy District Director Planning and Local Assistance Recommend Approval: Deputy District Director Maintenance and Operations Recommend Approval: Program and Project Management Approved: 6& Gregg Alb ght Date istrict Director Table of Contents EXECUTIVE SUMMARY ................................................. ............................... INTRODUCTION........................................................... ............................... System Planning and the Transportation Concept Report ...... ............................... The Transportation Concept Report ..................................... ............................... TCR in the Planning Process ............................................... ............................... State Route 17 in District 5 ................................................. ............................... Organization of Report ....................................................... ............................... PART ONE: BACKGROUND FOR TRANSPORTATION CONCEPT DEVELOPMENT Route /Corridor Purpose and Characteristics ......................... ............................... Route Designations ............................................................ ............................... Route Segmentation .......................................................... ............................... Performance Measures ....................................................... ............................... Present and Future Operating Conditions ............................. ............................... Alternatives for Managing Travel Demand ............................ ............................... GoodsMovement ............................................................... ............................... Intelligent Transportation Systems ( ITS) .............................. ............................... Context Sensitive Solutions ................................................. ............................... HOVLanes ........................................................................ ............................... PART TWO: SUB - CORRIDOR ANALYSIS AND DETAIL........ Area Description and Trends ................. ............................... Corridor and Interregional Concerns ........... . .... . ......... . ....... " Operating Conditions and Segment Summaries .................... Alternatives for Managing Travel Demand ............................ Transportation Concept and Strategies .. ............................... DART TI-IDPP• PI RI IDP rY1NCTf1PDATTr)K1r Programming Concept Facilities ............ ............................... Environmental Factors .......................... ............................... Ultimate Transportation Corridor ........... ............................... Conclusion.......................................... ............................... ....................... 1 ....................... 3 ......................... 3 ......................... 3 ......................... 3 ......................... 4 ......................... 4 ....................... 7 ......................... 7 ......................... 7 ......................... 8 ........................18 ......................... 9 ......................... 9 ......................... 9 ....................... 10 ....................... 10 ....................... 10 .................. ............................... 11 ...................... ............................... 11 ..... 12 ..... 13 ..... 15 ..... 18 .... 20 ..... 20 ..... 20 ..... 22 ..... 22 SOURCES CONSULTED ....................................................................... ............................... 23 APPENDIX A: DEFINITIONS, ACRONYMS, AND ABBREVIATIONS APPENDIX B: MAPS AND SEGMENT DATA APPENDIX C: PROGRAMMED AND CANDIDATE PROJECTS Transportation Conceot Report State Route 17 01103106 The District 5 Planning Division /System Planning Branch prepared the Transportation Concept Report for State Route 17. The following individuals contributed to the document: Tim Rochte System Planning Branch Chief - Oversight Gina Kirk Principal Author Carl Hilbrants System Planning - Santa Cruz County contact; 805 -549 -3682 Jeff Berkman Travel Modeling and Forecasting - Traffic Volumes and LOS Calculations Erin Toyama Traffic Volumes and LOS Calculations Steve Cadenasso Traffic Safety - Traffic Collision Data Andy Richardson GIS - Mapping and Format Consultation Transportation Concept Report State Route 17 01103106 EXECUTIVE SUMMARY This Transportation Concept Report (TCR) is the California Department of Transportation's (Caltranso long -term planning document for State Route 17 in District 5. The TCR (1) evaluates current and projected conditions along the route; (2) establishes a twenty-year planning vision or concept; and (3) recommends long -term improvements to achieve the concept. Route 17 originates in District 5 at SR 1 in the City of Santa Cruz. The Route extends northeast 12.55 miles to the Santa Cruz County/Santa Clara County line where it enters District 4. In preparing this TCR, Caltrans has consulted with the Santa Cruz County Regional Transportation Commission (SCCRTC) and the City of Scotts Valley as well as the District 4 System Planning unit and the Santa Clara Valley Transportation Authority. In addition to accommodating local and regional demand on a state route, Caltrans must ensure that its highways provide reasonable interregional traffic flow, safety, continuity, and efficient goods movement to sustain the State's economy. The TCR identifies areas where goods movement and interregional travel are constrained. Due to geometric and environmental limitations of the Route 17 corridor, additional travel lanes will not be feasible in the 20 -year planning timeframe or the likely longer -term horizon. Therefore, this report addresses interactions between transportation and land use, operational improvements, new technologies, and relationships among providers of transportation services and facilities to a greater extent than is the norm for a TCR. The TCR reviews opportunities to accommodate or reduce travel demand through modal alternatives, local land use policies, and transportation demand management efforts. Here the document reflects analysis presented in the Highway 17 Transportation Imorovement Study prepared for the SCCRTC in the year 2000. As in past concept reports, the Route 17 corridor in Santa Cruz County was analyzed as a single segment. Based upon the major interchange at Granite Creek Road and changes in roadway characteristics beyond the interchange, the route was divided into two sub - segments at that location. For each sub - segment, recent (2003) average traffic counts were compared with projections for the year 2023. The traffic analysis, along with a consideration of alternative ways to accommodate or reduce travel demand, local plans, the flow of interregional traffic, and other factors, became the basis for establishing a traffic concept for the route. Historically, District 5 has targeted a peak hour concept of LOS C or better for state highways under its jurisdiction. In a growing number of areas in the District, existing development patterns, environmental values, local plans and /or projected growth are such that the concept has been set at LOS D for particular route segments. In a few settings, including Route 17 in Santa Cruz County, additional capacity is not an acceptable or realistic option for realizing LOS D during peak hours. To attain even LOS E on Route 17, the transportation concept must embrace a combination of actions to manage demand and improve operations for vehicles that use the route. Partnerships and commitments have developed that will enhance the effectiveness of operational improvements and other alternatives to widening the highway. The chart below summarizes the setting, major considerations, and route concept proposed for Route 17 in District 5. The background and analysis that was the basis for the concept is presented in Part Two of this report. Transportation Concept Report State Route 17 01103106 Route 17 in Santa Cruz County: Concept Summary for 2025 LIMITS MAJOR CONSIDERATIONS CONCEPT 4 -lane freeway transitioning beyond Scotts Valley to a 4 -lane Peak LOS E or conventional highway in rolling and mountainous terrain; large better with SR 1/17 components of week -day regional /interregional commuter traffic operational Interchange between Santa Cruz County communities and job -sites in Santa improvements to at Ocean Clara, Alameda, Contra Costa, and San Mateo Counties and week- optimize capacity, Street in end /summer regional /interregional recreational /tourist traffic transit and traffic Santa Cruz between inland locations and coastal destinations; mix of slow and demand to Santa sometimes excessively fast - moving vehicles; frequent weather- management Cruz/Santa related obstructions and roadway damage; safety concerns and measures to Clara traffic delay during construction and maintenance activities; non- accommodate County line standard width shoulders in many locations; significant topographic demand, and and environmental constraints to widening; multiple at -grade maintenance intersections and driveways along sub - segment IB; inadequacy of practices to SR 9 as reliable parallel alternative route improve reliability Transportation Concept Report State Route 17 01103106 INTRODUCTION SYSTEM PLANNING AND THE TRANSPORTATION CONCEPT REPORT System planning is Caltrans' long -range planning process, pursuant to Government Code Section 65086(a) and Caltrans policy. System planning identifies, at the earliest stage, capacity and operational improvements, new technologies, and various alternatives that will optimize corridor capacity, thereby laying the groundwork for transportation system investments that will meet future needs. The system planning process is recorded in three interrelated sets of planning documents: (1) Transportation Concept Reports, (2) District System Management Plan (DSMP), and (3) Transportation System Development Program (TSDP). THE TRANSPORTATION CONCEPT REPORT The Transportation Concept Report (TCR) is Caltrans' long -term planning document for an individual state route corridor. The TCR (1) evaluates current and projected conditions for the route; (2) establishes a 20 -year planning vision or concept; and (3) recommends long -term improvements to achieve the concept. The TCR documents strategies from long -range plans prepared by Regional Transportation Planning Agencies (RTPAs), Metropolitan Planning Organizations (MPOs), and transit agencies. The TCR also identifies alternatives for accommodating demand within the state highway corridor. When State highways pass through more than one regional planning agency jurisdiction, the District -level TCR addresses the role of the corridor in interregional travel and goods movement. In doing so, the TCR may modify or augment regional strategies to create a single comprehensive, corridor - specific document. Improvements identified in a TCR are not necessarily tied to a funding source, nor does the document project future funding. Collectively, the TCRs provide the basis for developing the TSDP, State Transportation Improvement Program (STIP) and State Highway Operation and Protection Program (SHOPP) which do address funding availability and are project specific. TCR IN THE PLANNING PROCESS Several documents including the TCR and Regional /Metropolitan Transportation Plans prepared by RTPAs and MPOs can lead to identifying transportation needs. The TCR process seeks to attain and reflect a general agreement on the direction of transportation improvements that will meet both local and interregional needs. The diagram at the end of this section represents the interdisciplinary planning effort involved in generating a concept report and how the TCR serves in the project identification process. The process of generating a TCR involves identifying and evaluating transportation needs in collaboration with internal and external partners including: 1. Caltrans staff from multiple disciplines including safety and operations, forecasting, programming, transit and non - motorized travel, and environmental analysis, for technical and programmatic information Transportation Concept Report State Route 17 01103106 2. Local government agencies and members of the public, for community values and concerns 3. Regional and metropolitan transportation agencies, for regional priorities. Although the TCR does not function as a programming tool for transportation projects, it serves as a starting point for infrastructure improvements. With a need identified, a project study report evaluates alternatives to achieve the desired transportation improvements. The Project Study Report (PSR) identifies the scope, cost, and schedule for delivering an individual project. The PSR then allows the project to compete for capital funding. STATE ROUTE 17 IN DISTRICTS State Route 17 originates at SR 1 in the City of Santa Cruz in Santa Cruz County and extends northeast 12.55 miles to the Santa Cruz County/Santa Clara County line where it enters Caltrans District 4. The route continues for 13.94 miles in Santa Clara County where it transitions to a six -lane urban freeway before continuing as I -880 from the junction of I -280 and I -880 in the City of San Jose. The largest component of weekday traffic on the District 5 portion of Route 17 is regional traffic, mainly commuters traveling from Santa Cruz County residences to job sites in Santa Clara, Alameda, Contra Costa and San Mateo Counties. On weekends and summer weekday off - hours, Santa Cruz County becomes the attractor for regional and interregional recreational and tourist trips from Santa Clara County and beyond. The highway also carries local and regional traffic including commuter traffic generated in the cities of Santa Cruz and Scotts Valley, the community of Pasatiempo, and other unincorporated areas. The high traffic volumes, rugged topography, roadway geometrics, and the environmental sensitivity of the Route 17 corridor present challenges for the District's transportation planners, project managers, and construction and maintenance crews. Numerous projects to improve drainage, add railing, and provide additional warning signage have been completed in the past decade. This TCR presents an opportunity for District 5 to develop a concept for this important facility in consultation with its regional and local partners. ORGANIZATION OF REPORT The TCR comprises three parts. Part One provides a broad overview of Route 17, including current characteristics and designations and relevant considerations for developing a vision or concept for the facility. Part Two presents a detailed analysis of the route. Part Two begins by identifying issues where the statewide perspective reveals concerns that are larger than the single county. This section is followed by a corridor analysis including area description and trends; present and future operating conditions of the highway; and alternatives for improving operations. The analysis concludes by identifying an appropriate 20 -year transportation concept. Part Three considers strategies for achieving the 2025 transportation concept for Route 17 through future planning and programming. Environmental factors that will need to be considered are identified. Finally, the ultimate Route 17 transportation corridor, looking beyond the 20 -year planning period, is presented. Ell Transportation Concept Report State Rowe 17 01103106 Three Appendices complete the document. Appendix A provides a glossary of terms used in the TCR. Maps, segment summaries, and data sheets are found in Appendix B. Appendix C identifies programmed and candidate improvements. Transportation Concept Report State Route 17 01103106 0 FIGURE 1 THE TCR IN THE TRANSPORTATION PLANNING PROCESS CALTRANS System, Community, Regional & Environmental Planning; Modeling & CALTRANS SPECIAL Forecasting; Traffic DOCUMENTS STUDIES Operations & Safety; Maintenance; Adjacent CTP, DSMP, Corridor Districts ITSP, TSDP Study PUBLIC Identify Project COUNTY TCR project Need Study CITIES RTPA RTP MPO MTP KEY CiP California Transportation Plan DSMP District System Management Plan ITSP Interregional Transportation Strategic Plan MPO Metropolitan Planning Organization MTP Metropolitan Transportation Plan RTP Regional Transportation Plan RTPA Regional Transportation Planning Agency TCR Transportation Concept Report TSDP Transport 0 ation System Development Program Regular Process Special Circumstances Transoortation Concept Repon State Route 17 01103106 PART ONE: BACKGROUND FOR TRANSPORTATION CONCEPT DEVELOPMENT ROUTE/CORRIDOR PURPOSE AND CHARACTERISTICS Although State Route 17 is a lifeline route for residents of Scotts Valley, the community of Pasatiempo, and rural unincorporated areas north and east of Santa Cruz, the route is characterized by the heavy inter -county commuter and tourist traffic passing through its corridor. Despite steep grades, narrow shoulders, tight curves, and scenic beauty, Route 17 has become a specialized workhorse highway. Intelligent transportation system (ITS) components such as closed circuit cameras and changeable message signs help monitor and manage traffic, thereby facilitating regional and interregional travel between Santa Cruz County residences and job sites in Santa Clara County and beyond. On weekends and summer weekdays, Route 17 brings residents of these inland areas to coastal recreational sites and tourist attractions. The route also plays an important role in regional goods movement. As the most direct route between Santa Clara County and the City of Santa Cruz, Route 17 carries a significant amount of truck traffic, more than 30 percent of which are large trucks with 5 or more axles. For the first six miles, Route 17 is a four -lane freeway over rolling terrain. The remaining six miles are four -lane conventional highway. The latter stretch includes steep sections, sharp curves, non - standard width shoulders, and multiple at -grade intersections and uncontrolled access points. Route 17 continues into Santa Clara County as a four -lane conventional highway. The major alternate route between Santa Cruz and Santa Clara County is State Route 9, a two - lane facility that follows a longer, more winding circuit through the mountains. The trip from Santa Cruz to Los Gatos that is 17 miles via Route 17 is 38 miles long on SR 9. ROUTE DESIGNATIONS The strategic location and environmental setting of Route 17 have resulted in special designations, which provide information regarding status of the facility itself and its intended use. They also indicate the availability of special purpose funding related to the designation. In 1959, the entire route was named as part of the Freeway and Expressway System (F & E) whose completion has been declared essential to the future development of the State, with provision for control of access to the extent necessary to preserve the value and utility of the facilities. The portion from Granite Creek Road to Los Gatos was deleted from the F & E system in 1973. The portion of Route 17 between the northern urban limit of Santa Cruz and the southern urban limit of San Jose in Santa Clara County is part of the Interregional Road System (IRRS). The IRRS is a statutorily defined system of 87 state highways that serve the interregional movement of people and goods. Route 17 is one of 34 High Emphasis Routes on the IRRS, 7 Transportation Concept Report State Route 17 01103106 indicating a higher priority for programming and construction to minimum facility standards than other IRRS routes, or non -IRRS routes. The Federal functional classification of Route 17 is Principal Arterial. This classification recognizes trip lengths and travel densities that are indicative of substantial statewide and interstate travel as Route 17 passes through urban and rural areas and delivers trips between the Central Coast and inland areas. Route 17 is designated as a Federal Aid Primary Route for its entire length. The entire District 5 portion of Route 17 is eligible for designation as a State Scenic Highway. ROUTE SEGMENTATION As in past concept reports, the 12 -mile Route 17 corridor in Santa Cruz County has been analyzed as a single segment. The route consists of two sub - segments divided at the interchange with Granite Creek Road. The sub - segment is the basic unit for analysis of the travel volumes, forecasts and associated levels of service, and collision rates upon which the transportation concept has been built. For each sub - segment, recent (2003) average traffic counts were compared with projections for the year 2023. The traffic analysis, along with a consideration of alternative ways to accommodate or reduce travel demand, local plans, the flow of interregional traffic, and other factors, became the basis for establishing a traffic concept for the route. Maps and data sheets with technical descriptions of both sub - segments are included in Appendix B. PERFORMANCE MEASURES In this Transportation Concept Report performance of the state highway facility is measured primarily using level of service (LOS) as the indicator for a single desired outcome, mobility. Other indicators address three additional outcomes. Local freight moving facilities are identified and evaluated qualitatively as a measure of the goods movement capability intended to further economic well - being. Collision rates are compared with state averages as a measure of safety and security. Environmental resources known to exist along the transportation corridor are identified in anticipation of the comprehensive evaluation of environmental quality that would attend a major transportation project. The Safe on 17 Task Force is made up of stakeholder groups including the California Highway Patrol (CHP), local emergency services providers, Caltrans, state and local elected officials, the Santa Cruz County Regional Transportation Commission (SCCRTC), the Metropolitan Transportation Commission, and business groups. Since publication of the Highway 17 Improvement Study in 2001, the Task Force has continued to meet regularly to review projects and programs being planned or implemented for Route 17, which has also been designated as a Safety Corridor by the CHP. An on -going public awareness and enforcement program by the CHP responds to patterns of highway use. Caltrans monitors safety, operations, and maintenance needs on Route 17 on an on -going basis. These combined efforts constitute a dynamic performance measurement and response system. 0 Transportation Concept Report State Route 17 01103106 PRESENT AND FUTURE OPERATING CONDITIONS The TCR uses traffic forecasts based on local and regional land use designations to project travel demand over a 20 -year period. The traffic forecasts are used to determine the resulting level of service (LOS) and to estimate the measures required for acceptable levels of service. If land use patterns and development rates and modal splits change significantly, the time frames in which recommended actions to mitigate congestion are needed will also change. ALTERNATIVES FOR MANAGING TRAVEL DEMAND With the Intermodal Surface Transportation Efficiency Act of 1991 (ISfEA) and its 1998 successor Transportation Equity Act for the 21st Century (TEA -21), the federal government set a new course for planning and funding transportation facilities. These laws stress interconnectivity among transportation modes, enlarge the roles of regional planning agencies, and require the preparation of regional and state transportation plans that are comprehensive and linked. The recently - passed Safe, Accountable, Flexible and Efficient Transportation Equity Act of 2005: A Legacy for Users (SAFETEA -LU) continues this basic framework. In 1997, California Senate Bill 45 directed Caltrans and regional planning agencies to address common issues as partners. All this federal and state transportation legislation promotes balanced and modally- integrated systems with alternatives to single - occupant vehicle driving and alternatives to roadway travel. In the same time frame, the practice of land use planning has also reacted to the automobile dependence that arises from low- density development with segregated land uses. The reaction has found positive expression in proposals for livable communities. Common features of livable communities are higher densities, mixed uses, and development that are convenient for pedestrians, bicyclists, and transit users. Several communities in District 5 have incorporated aspects of the new models in their General Plans and zoning ordinances. Transportation professionals have understood for more than two decades that a range of alternatives to the single - occupant automobile must be in place to accommodate demand to travel Route 17. Opportunities for reducing and managing traffic demand have been evaluated while the potential of Intelligent Transportation Systems (ITS) in traffic management has also been recognized and exploited. The TCR identifies major alternative modes and measures that will reduce, accommodate, or manage demand for travel on Route 17 in future years. GOODS MOVEMENT In recognition of the critical role of transportation in sustaining economic vitality, the California Legislature in 1989 identified the Interregional Road System (IRRS) that serves interregional people and goods movement in the State of California. Although Route 17 is just over 25 miles in total length through both Santa Cruz and Santa Clara Counties, the route has been designated a High Emphasis Route on the IRRS. The original blueprint legislation called for a minimum facility of standard of freeway and expressway for most High Emphasis routes with lower volume or mountainous routes meeting E Transportation Concept Report State Route 17 01103106 standards for fully improved 32' -40' pavement and improved alignments. As a mountainous route, Route 17 would be expected to attain minimum standard for a conventional highway. Priorities have changed somewhat since the IRRS was identified. First, two 1998 documents, the Interregional Transportation Strategic Plan (ITSP) and the Statewide Goods Movement Strategy directed that a subset of the High Emphasis Routes, the ten Focus Routes, receive the highest priority for Interregional Transportation Improvement Program (ITIP) funding. Second, the most recent planning for goods movement in California has focused on facilities such as seaports, cargo airports, and major intermodal transfer facilities, none of which exists in District 5. INTELLIGENT TRANSPORTATION SYSTEMS (ITS) ITS applies advanced technologies and management strategies to increase the safety and efficiency of the surface transportation system. The Central Coast ITS Strategic Deployment Plan, completed in June 2000, provides a framework for developing a variety of ITS activities in Caltrans District 5. Santa Cruz County, formerly part of heavily urbanized District 4, has the longest experience with Intelligent Transportation Systems elements of any county in District 5. District 4 installed, and continues to manage, certain ITS elements on Route 17; District 5 is deploying others. Existing and future ITS applications that will improve operations on Route 17 are addressed in Part Two. CONTEXT SENSITIVE SOLUTIONS In many settings, Caltrans employs Context Sensitive Solutions (CSS) measures. CSS makes use of innovative and inclusive approaches that balance community, aesthetic, historic, and environmental values with transportation safety, maintenance, and performance goals. CSS incorporates a collaborative, interdisciplinary approach involving all stakeholders in finding transportation solutions that support community goals and natural environments. CSS requires careful, imaginative, and early planning, and continuous community involvement. On Route 17, Caltrans will use CSS as appropriate to ensure that physical improvements reflect community values, honor the route's outstanding scenic qualities, and meet environmental standards. HOV LANES The California Transportation Commission requires Caltrans to evaluate the efficacy of High Occupancy Vehicle (HOV) lanes when considering any freeway- widening project within an urban area. Since widening will not be proposed for the largely rural Route 17, HOV lanes will not be a consideration. 10 Transportation Concept Report State Route 17 01103106 PART TWO: SUB - CORRIDOR ANALYSIS AND DETAIL State Route 17 passes through a single county, Santa Cruz County, before it leaves District 5 and enters Santa Clara County in District 4. AREA DESCRIPTION AND TRENDS Santa Cruz County is the northernmost county in District 5. The County has the smallest land area in the District and the second smallest in the State. With a population of 259,000 in the year 2000, Santa Cruz County ranks third in the District and 37th in the State. Most of the urban population of Santa Cruz County is concentrated in coastal areas along the heavily traveled SR 1 corridor between the principal cities of Watsonville and Santa Cruz. (See maps in Appendix B.) In addition, this area includes Capitola, several unincorporated communities and the campus of the University of California at Santa Cruz (UCSC). The remaining and third largest city in the county is Scotts Valley, which is accessed from Route 17. Agriculture, tourism, education, and government are major sectors of the Santa Cruz County economy. A number of world -class marine research facilities are located in the county — a fortunate result of the bayside location and proximity to top - ranked institutions of higher learning. The County has demonstrated a long history of support for conservation and environmental protection as evidenced by an early adoption of urban limit lines, public acquisition of land for greenbelts, and high levels of transit and bicycle use. Increasingly, the county has been affected by the economy of Santa Clara County, where creation of technology -based jobs has exceeded housing production. The SCCRTC estimates that more than 20,000 county residents commute to Silicon Valley job sites on a daily basis. The high tech sector has also gained footing in Santa Cruz County. Technological research and development is a major component of the economy of the City of Scotts Valley, located midway between Santa Cruz and Santa Clara County. Four state routes carry traffic between Santa Cruz County's coastal cities and inland areas including the Silicon Valley. State Routes 129 and 152 run from Watsonville, the County's fastest - growing city to junctions with US 101 in rural areas of San Benito and Santa Clara Counties respectively. Route 17 originates at SR 1 in Santa Cruz and follows creek drainages and natural passes through the Santa Cruz Mountains to the community of Pasatiempo, the City of Scotts Valley, and on to Santa Clara County where it terminates in the City of San Jose. SR 9 also originates at SR 1 in the City of Santa Cruz. SR 9 winds along the San Lorenzo River and through the mountains before joining Route 17 at Los Gatos in Santa Clara County. For most Santa Cruz County residents, SRI /SR 17 is the most direct route to inland job sites and other business opportunities. It should be noted that the Association of Monterey Bay Area Governments (AMBAG) forecasts significant growth in employment for Santa Cruz County. New employment opportunities could lessen the extreme jobs /housing imbalance with Santa Clara County, possibly attracting residents of the latter county to local employment centers. The Santa Clara Valley Transportation Authority (VTA) has modeled 2030 traffic for its Santa Cruz 11 Pmsoortalion Concept Repot State Route 17 01103106 Gateway (State Routes 17 and 9 and local roads). VTA forecasts a small increase in total peak hour traffic through the gateway, and a much less pronounced directional split. According to census figures adjusted by the State's Department of Finance, the population of Santa Cruz County was 260,200 in January 2005. While the county's population increased 13 percent between 1990 and 2005, the fast - growing cities of Watsonville and Scotts Valley grew 59 percent and 34 percent, respectively, together accounting for 70 percent of the county's growth over the period. Area growth and in particular growth in the number of commuters who rely on Routes 1 and 17, has increased roadway congestion. Broad support now exists for widening SR 1 from Aptos to Route 17 in Santa Cruz. Historically, proposals to add capacity to Route 17 have not received appreciable support, with environmental issues, costs related to the difficult terrain, and lack of adequate alternative facilities during a prolonged construction project cited as obstacles. CORRIDOR AND INTERREGIONAL CONCERNS State Route 17 is an important corridor linking coastal and inland activity centers. In recognition of its strategic importance, Route 17 was designated a High Emphasis Route on the Interregional Road System (IRRS). Interregional Commuter /Recreational Travel — Route 17 serves as a the primary interregional commuter route between residences in the City of Santa Cruz and nearby communities and job centers in Santa Clara, Alameda, Contra Costa, and San Mateo Counties. Route 17 is also the route of choice between the Santa Clara Valley and popular recreational destinations in Santa Cruz. Recreational travel peaks on summer weekends. Alternatives for crossing the Santa Cruz Mountains from the City of Santa Cruz include SR 9 and SR 152, both of which require significant out -of- direction travel. Therefore, despite steep slopes and tight curves, Route 17, fulfills a critical role in the interregional system. Given the facility's unique geometry and vulnerability to weather - related travel conditions and damage, the heavy demand to travel Route 17 presents safety and congestion concerns. The fact that commuters and travelers bound for recreational destinations share the highway with large trucks is another complicating factor in planning for Route 17. Goods Movement - Although Route 17 serves primarily for the movement of people, it is the principal and shortest route for delivering goods from Bay Area and Silicon Valley manufacturers and distributors to commercial centers in Santa Cruz County. Trucks account for only about three percent of Average Annual Daily Traffic (AADT). However, 30% of these trucks are large (5 axles or more). While trucks traveling at low speeds in the mountainous sections of the highway have impacts on operations, a Regional Freight Study prepared for AMBAG in 1995 concluded that Route 17 would operate at LOS F even if all truck traffic were removed from the highway. In the early 1990s and again in the 1999 -2001 timeframe, Caltrans evaluated alternatives for constructing a 1.1 -mile northbound truck - climbing lane near the grade summit. Based upon project studies completed in the latter timeframe, none of the alternatives would achieve established safety and mobility objectives. With each alternative, new operational problems 12 Transportation Concept Report State Route 17 01103106 would arise from speed differentials of vehicles traveling in the #2 lane and trucks reentering the #2 lane at the end of the climbing lane. A revised project to extend the truck lane over the crest of the grade would have entailed massive cuts into the mountainside, major visual and other environmental impacts, and significantly greater costs than the programmed project. Therefore a revised project was not pursued. Caltrans and the Californian Transportation Commission dropped the programmed project; the SCCRTC did not carry the concept of climbing lanes forward in its most recent Regional Transportation Plan. Interregional travel issues and goods movement were addressed in the Highway 17 Transportation Improvement Stud v (May 2000), a comprehensive evaluation of all aspects of the corridor: traffic volumes and characteristics, safety, geometries, and pavement, as well as measures to improve operations. The SCCRTC commissioned and led this effort with participation by Santa Clara Valley Transportation Agency, Monterey Bay Unified Air Pollution Control District, transit operators, and California Highway Patrol representatives from Santa Cruz and Santa Clara Counties. A team of Caltrans representatives from both Districts 5 and 4 also participated. This TCR references findings and recommendations of the Highway 17 Transportation Improvement Study. Route 17 is not a route on which local traffic is likely to conflict with regional or interregional traffic. The vast majority of highway trips are for other than local purposes. Therefore any actions that will improve highway operations will facilitate interregional travel. OPERATING CONDITIONS AND SEGMENT SUMMARIES State Route 17 in District 5 extends through the Santa Cruz Mountains from SR 1 in the City of Santa Cruz to the Santa Cruz /Santa Clara County line. The entire route experiences week -day commuter traffic between Santa Cruz County communities and job centers in Santa Clara, Alameda, Contra Costa, and San Mateo Counties as well as week - end /summer regional /interregional recreational /tourist traffic between inland locations and coastal destinations. Although the percentage of trucks is not high on Route 17 — around 3 percent, the slow speed of large trucks on steep grades effectively reduces the capacity of the facility; vehicles that can maintain higher speeds collect in the #1 (inside) lane. Heavy traffic volumes on Route 17, highway geometrics, and travel at excessive speeds, especially during the rainy season have given rise to safety concerns that are shared by transportation professionals, public officials, and the public. The Highway 17 Transportation Improvement Stud v (2000) identified four locations in Santa Cruz County where the excessive vehicle speed for highway geometrics contributed to collisions: the SR1 interchange, Mt. Hermon Road interchange, Laurel Curve, and Glenwood Curve. Each of these locations and the overall use and condition of the facility were addressed through a series of recommendations in four categories: (1) speeding prevention and enforcement, (2) safety improvements, (3) incident prevention and management, and (4) capital projects to improve geometrics. The Safe on 17 Task Force, whose members come from SCCRTC, Metropolitan Transportation Commission, CHP, and Caltrans, still meets regularly to consider traffic issues along the route and develop recommendations. For purposes of this report, Route 17 has been divided into two sub - segments. 13 Transportation Concept Report State Route 17 01103106 Sub - segment 1A (P.M. 0.00 /5.45) This sub - segment extends from Ocean Street, just south of the SR1 /17 interchange to Granite Creek Road in the City of Scotts Valley. With the exception of a 0.40 -mile stretch of expressway through the unincorporated community of Pasatiempo, Sub - segment IA is a four -lane freeway. The SR 1117 interchange features a tight hairpin curve known locally as the fishhook. The outdated interchange structure has long been a focus of concern and study. Caltrans is currently completing the design of merge lanes on SR 1 at the interchange. This project will improve safety and operations, but will not replace the hairpin curves or add capacity through the intersection. The greatest portion of traffic on Sub - segment 1A is regional and interregional traffic moving between SR 1 and destinations northeast of Santa Cruz County. High tech employment opportunities in Scotts Valley also generate commuter trips on Route 17. The sub - segment accommodates local travel and regional trips linking residents of the City of Scotts Valley with employment, shopping and educational opportunities in Santa Cruz. Scotts Valley has expressed interest in developing an additional interchange with an adjacent park and ride facility between the existing interchanges at Mt. Hermon and Granite Creek Roads. In 2003, ADT on Sub - segment 1A was 62,000 and the facility operated at LOS F during the peak hour. Demand is forecast to reach 70,000 in the year 2023, which would greatly exceed facility capacity. LOS will remain at F. Sub - segment 16 (P.M. 5.45/12.55) continues from Scotts Valley to the county line. The initial half -mile beyond Granite Creek Road continues as a four -lane freeway. Beyond post -mile 5.95, Route 17 is a 4 -lane conventional highway. As it crosses the Santa Cruz Mountains, Sub - segment 1B presents sharp curves and steep grades. Non - standard shoulder widths exist in many areas. A concrete barrier is in place through most of the four- to eight -foot median separating the left and right roadbeds, except where channelization provides for turning movements. The mountainous portion of the highway is prone to landslides and rockfalls. Heavy winter rains also contribute to roadway damage. Maintenance activity is made difficult by the narrow roadway and shoulders and heavy traffic on the facility. Both planned and responsive (emergency) maintenance activities necessitate lane closures, which affect the reliability of the facility. Safety concerns arise from two main recurring sources: (1) vehicles traveling too fast for the roadway, especially when slow- moving vehicles are present in the outside lanes, and (2) vehicles turning to or from the numerous roads and driveways along the conventional highway. In addition, incidents such as collisions, construction work zones, vehicle breakdowns, and weather effects contribute to concerns for safety, operations, and reliability. Factors such as topography, environmental resources and construction costs related to topography have ruled out highway widening (additional travel lanes). A truck - climbing lane project was recently considered, but set aside after traffic analyses showed minimal overall improvements to operations and excessive financial and environmental costs. As with maintenance work, any type of construction is complicated by the absence of a suitable alternate route. 14 Transportation Concept Report State Route 17 01/03106 In 2003, ADT was 60,000 on Sub- segment 1B and peak hour LOS was F. For the year 2023, volume could reach 77,000, which is well over the theoretical capacity of the facility. The sub - segment would continue to operate at LOS F. Linka es — SR 1 connects with Route 17 in Santa Cruz County. State Route 35 originates at Route 17 just inside Santa Clara County (Summit Road). SR 35 enters Santa Cruz County approximately 0.20 mile from Route 17 and continues northwest as Skyline Boulevard through Santa Cruz County for approximately eight miles before re- entering Santa Clara County. ALTERNATIVES FOR MANAGING TRAVEL DEMAND Passenger Rail -- Passenger rail is not available along the Route 17 corridor in Santa Cruz County. A rail line that formerly linked Santa Cruz and Los Gatos would be prohibitively expensive to reestablish because much of the right -of -way has been sold and original facilities such as tunnels and bridges have deteriorated. County residents are currently able to access the Bay Area and Sacramento via CalTrain and Amtrak trains by riding the Highway 17 Express Bus from the Metro Station in Santa Cruz to the Highway 17 Express Bus stop in San Jose. (See Urban and Inter -city Transit, below.) Passenger rail service may be reestablished at some point between the City of Santa Cruz and Pajaro Station in Monterey County where additional passenger services will be available for Los Angeles or San Jose and the Bay Area. Because a train trip from Santa Cruz to Pajaro would entail out -of direction travel for Santa Cruz County residents whose ultimate destination is north or east, it is not clear how travel demand on Route 17 would be affected. Freight Rail — There are no existing or planned rail facilities through the Route 17 corridor. An existing rail line through the SR 1 corridor is used to haul sand and gravel and cement from a plant in Davenport to the main Southern Pacific rail line in Pajaro. The availability of this freight service satisfies demand that could otherwise result in additional truck traffic on Route 17. Urban and Inter -city Transit — Santa Cruz County residents have historically shown strong support for transit services through both ridership and funding. In a ranking of the nation's counties for local transit rides per capita, Santa Cruz falls in the top quartile. The Santa Cruz Metropolitan Transit District ( SCMTD) operates a system that serves city residents as well as residents of outlying settlements throughout the County. The County also collects a half -cent sales tax for the exclusive benefit of transit. Morning and evening inter -county commuter trips have long been the largest components of daily travel on Route 17. Severe roadway damage from the 1989 Loma Prieta earthquake served as the occasion for developing the Highway 17 Express Bus service to accommodate commuters. This highly successful transit service was initially a joint project of the county's transit operator, SCMTD and the Santa Clara Valley Transportation Agency (VTA) to accommodate travel during reconstruction work. The service was put into place quickly with federal emergency funding and cooperation and consent of employee unions in the two counties. In 1999, the SCMTD assumed operational responsibility for the service; VTA 15 Transportation Concept Report State Route 17 01103106 continues to participate in funding and oversight of the service through a Joint Powers Authority. The Highway 17 Express Bus is a critical element in accommodating and managing travel demand on Route 17. The service is continually evaluated and enhanced with new services such as week -end service, services to the reverse commuter, route extension, and improved intermodal facilities. The recent combination of the Highway 17 Express Bus and the Amtrak Connector Bus function has resulted in overall efficiencies and added utility for the Express service. With no additional roadway capacity under consideration for Route 17, continued adjustments to optimize transit services must be assumed in planning for acceptable future levels of operation for the facility. Bikeways — Santa Cruz County offers an extensive network of bike lanes and facilities for the benefit of commuting workers and students as well as recreational cyclists. Through much of Santa Cruz County, bicycling is a viable alternative to motorized travel. For this TCR, the consideration of bicycle use is driven by the search for ways to reduce demand to travel on the highway. Bicycle use is prohibited on the freeway portions of Route 17. However, an alternate bike route runs parallel to the east of Route 17 from the SRI /17 interchange to Granite Creek Road (i.e., Sub - segment 1A). This is an option for commuters traveling between Scotts Valley and Santa Cruz. While the majority of bicycle use in the rural mountainous parts of the county is recreational rather than a modal alternative to commuter travel, cycling can be an important link in multi -modal travel (i.e., a mode for reaching a bus stop, or a meeting place for vanpool or carpool). Intermodal facilities such as storage lockers make such travel more attractive. All SCMTD buses including the Highway 17 Express Bus are equipped to carry a maximum of two bicycles on the front bumper. Transportation Demand Management (TDM) — For some employees and students, transit is not workable or attractive. Commute Solutions, under the direction of the Santa Cruz County Regional Transportation Commission, Santa Cruz Area Transportation Management Association, and Pajaro Valley Transportation Management Association, provides additional TDM programs and services in Santa Cruz County. The most common TDM strategies are carpooling and vanpooling, which match or "pool" persons who travel to a common employment site or area. These alternatives are cheaper than single - occupant vehicle (SOV) driving and faster and more direct than transit, with departure and arrival times often tailored to the pool of participants. Telecommuting is another TDM alternative that works well for some workers in the high tech industry and some professional fields. All of these are available and encouraged as alternatives to SOV driving on Route 17. New Land Use Patterns — Local governments and transportation planning agencies in Santa Cruz and Santa Clara Counties promote mixed -use development that features walkable distances between residences, shopping areas and job- sites. However, the traffic situation on Route 17 reflects regional rather than local land use relationships. A major jobs /housing imbalance underlies commuting patterns between Santa Cruz County and the Silicon Valley. 16 Transportation Concept Report State Route 17 01103106 AMBAG forecasts that the employment growth rate in Santa Cruz County will outpace that of the Silicon Valley over the next 30 years. This could provide welcome opportunities for local residents to live and work in the same community, while balancing out the directional split of commuter traffic on Route 17. Well- planned siting of employment centers and sensitive infill development in Santa Cruz County will provide opportunities to realize more of the transportation benefits of mixed -use development. The Highway 17 Transportation Improvement Study concluded that the current concentration of Silicon Valley commuters along the SR 1 corridor south of Soquel Drive warrants exploration of opportunities to construct additional park and ride lots for the convenience of these commuters. Intelligent Transportation Systems (ITS) — Santa Cruz County, formerly part of District 4, has the longest experience with ITS elements of any county in District 5. District 4 installed ITS elements on SR 1 and Route 17 in 1996 and continues to manage certain elements including closed circuit television cameras, changeable and extinguishable message signs, and highway advisory radio from its Transportation Management Center (TMC). Continued management by District 4 is warranted by the high volume traffic Flows between Santa Cruz and Santa Clara Counties and the "24/7" operations of the District 4 TMC. The SCCRTC has identified a need for software upgrades to allow personnel in the District 4 TMC to view monitoring station data in real time. District 5's TMC currently operates 12 hours a day, weekdays only. Additional ITS elements are planned for the Highway 17 Traffic Operations System (TOS) in Santa Cruz County. When the Central Coast ITS Strategic Plan is fully implemented, the Highway 17 TOS will include the following elements: System of smart call boxes along route Closed circuit television cameras at approximately one mile spacing through route Surveillance station loops at one -half mile spacing through route Permanent Changeable Message Signs on route and nearby local roads Preprogrammed Extinguishable Message Signs at appropriate locations Permanent Highway Advisory Radio at the SR 1 /SR 17 interchange Road Weather Information System with environmental sensors and information dissemination Transit Management including vehicle tracking and surveillance, schedule management, and fare collection. New ITS technologies are likely to be developed over the 20 year planning horizon replacing or improving some of the existing elements. Freeway Service Patrol — A collision or disabled vehicle on Route 17 can quickly bring traffic to a crawl or a halt. While ITS can detect and convey information quickly, timely arrival of tow trucks to assist the CHP in clearing collisions and debris is another key element in managing traffic on the highway. The SCCRTC - sponsored Freeway Service Patrol (FSP) provides free service to motorists during commute hours and some weekends. The FSP has been found to be an effective component in minimizing incident - related congestion and maintaining traffic Flow on Route 17. 17 Transportation Concept Report State Route 17 01103106 TRANSPORTATION CONCEPT AND STRATEGIES The previous Route Concept Report (RCR) was prepared by District 4 in 1984. That document indicated that the capacity needed for Route 17 to operate at LOS D in Santa Cruz County would be an 8 -lane freeway for Sub - segment 1A and a "6 -lane divided including slow moving vehicle lane to the summit" for Sub - segment 1B. Recognizing that existing policy of the Santa Cruz County Regional Transportation Commission would prevent widening, the concept set forth and adopted for Route 17 in Santa Cruz county was "4 -lane divided facility with passing lanes for slow moving vehicles." Subsequent to the 1984 RCR, Caltrans evaluated a northbound truck climbing lane project in a 1.1 stretch of Route 17 approaching the grade summit. Detailed traffic analyses indicated that none of the project alternatives would improve traffic operations. A revised project to extend the project limits over the summit would have entailed major earthmoving with attendant visual and other environmental impacts as well as significantly greater costs than the programmed project. The transportation concept for Route 17 to the year 2025 is LOS E. The concept facility for Sub - segment 1A is 4 -lane freeway; for Sub - segment 1B it is 4 -lane expressway. While it is unlikely that Sub - segment 16 can be fully converted to expressway standards, the concept provides direction to minimize, consolidate, and control access to the extent possible. District 4 is not proposing significant changes to Route 17 as it transitions from the Santa Cruz /Santa Clara County line. It will remain a four -lane conventional highway. Passing /climbing lanes are not included in the transportation concept for Route 17. Recommendations for Route 17 include: - Coordinate all construction, installation of operational improvements, and maintenance work to minimize lane blockage and traffic delay. - Improve non - standard interchanges where possible.* - Convert expressway to freeway where possible (Sub- segment 1A). - Convert conventional highway sections to expressway where possible (Sub- segment 16). - Lengthen turn lanes where possible to minimize deceleration in through lanes (Sub- segment 1B).* - Construct grade - separated crossings to minimize traffic conflicts (Sub- segment 16).* - Construct additional turnouts (Sub - segment 1B).* - Minimize and consolidate access points (Sub- segment 1B). - Widen non - standard width travel lanes, shoulders, and bridges (Sub- segment 16). - Install /maintain /upgrade ITS elements to maintain operations during incidents, and improve operations. - Evaluate opportunities to enhance highway projects on Route 17 by incorporating ITS elements. - Continue to focus on transit, TDMs, and intermodal facilities to reduce demand. - Support regional ride matching services and dissemination of information on alternatives to solo driving. - Support incident management program to increase safety, mobility, and reliability on Route 17. F3 Transportation Concept Report State Route 17 01103106 - Consider an additional freeway interchange between existing interchanges at Mt. Hermon Road and Granite Creek Road in Scotts Valley along with intermodal facilities such as a park and ride lot in the context of corridor operations and community access issues. - Continue to support efforts of the Safe on 17 Task Force and the Traffic Operations System Oversight Committee to monitor conditions and to identify, develop, and deploy interagency responses. - Continue coordination among Caltrans Districts 5 and 4, SCCRTC, Metropolitan Transportation Commission, transportation service providers, and others in transportation planning, programming, service provision, and addressing operational issues. * Recommendation identified in Highway i7 Transportation Improvement Study. 19 Transportation Concept Report State Route 17 01103106 PART THREE: FUTURE CONSIDERATIONS The transportation concept for Route 17 was identified in Part Two along with recommended actions for achieving the year 2025 concept. Part Three addresses additional considerations including programming responsibilities, environmental factors to be considered prior to future improvements on Route 17, and looking beyond the year 2025, concerns related to the Ultimate Transportation Corridor. PROGRAMMING CONCEPT FACILITIES This TCR supports efforts to implement Transportation Demand Management such as enhanced transit, intermodal facilities, vanpooling, and carpooling. While local agencies would have primary responsibility for actions such as these, Caltrans supports inclusion of related provisions in Regional Transportation Plans and other regional and local planning and programming documents to maximize the utility of Route 17. Caltrans will take the lead in undertaking many of the actions to improve the highway itself, often in partnership with the RTPA. Under SB 45, the RTPAs program highway improvements in the urbanized areas while Caltrans is responsible for the non - urbanized areas. Caltrans is also charged to plan and provide for interregional travel and goods movement. Caltrans programs and participates in funding projects according to state and regional priorities, type of project (e.g., capacity increasing or safety and operations improvements), location (e.g., metropolitan or rural area), and traffic characteristics (e.g., local, regional, interregional). Major programmed and candidate projects for Route 17 are identified in Appendix C. Additional non - roadway projects such as the Safe on 17 Task Force, a freeway service patrol, and expansion of the Highway 17 Express Bus service contribute to improved safety and operations or reduce travel demand on the facility. ENVIRONMENTAL FACTORS The purpose of this section is to provide a broad overview of the major environmental issues to be considered in planning for appropriate transportation facilities along the Route 17 corridor in Caltrans District 5. Scenic and Aesthetic Resources — The Route 17 corridor offers vistas of great beauty as it passes through the heavily forested Santa Cruz Mountains. Route 17 is eligible for designation as a Scenic Highway under the State Scenic Highway Program. Cultural Resources - The Route 17 corridor travels through areas of sensitivity for cultural resources. Numerous prehistoric archaeological sites have been documented in Scotts Valley and along Carbonera Creek and its tributaries. Historic - period cultural resources are also scattered throughout the Santa Cruz Mountains. Potential project- related impacts to archaeological, cultural, and historical resources must be evaluated in compliance with the California Environmental Quality Act (CEQA) and, if federal funds are involved, the National Environmental Policy Act (NEPA) for a project proposing changes to Route 17. Environmental compliance could require a complete assessment of cultural resources through a detailed 20 Transportation Concept Report State Route 17 01103106 cultural resources study, further investigation of known cultural sites, as well as redesign of the project or mitigation of impacts. Biological Resources — The Route 17 corridor in Santa Cruz County extends from its southern end at Route 1 in the City of Santa Cruz, northeast to the Santa Clara County line. The Route passes through the Santa Cruz, Felton, Laurel, and Los Gatos US Geologic Survey Quadrangle Maps. Away from the cities of Santa Cruz and Scotts Valley, the route passes through forested rural residential lands. Although corridor habitats have been altered, there is still the potential for sensitive biological resources, especially in and around major drainages. The first eight miles of the route parallels Carbonera Creek, which crosses under the roadway three times, the upper reaches of Burns Creek cross under the route near P.M. 12.4, and other small intermittent drainages are present along the entire route. Sensitive biological resources known to occur along Route 17 include, but may not be limited to, State or Federal listed species such as California red - legged frog (Rana aurora draytonii), steelhead trout (Oncorhynchus mykiss irideus), Zayante band- winged grasshopper (Timerotropis infanti /is), Ohlone tiger beetle (Cindela oh /one), Scotts Valley spineflower (Chorizanthe robusta var. hartwegii), Ben Lomond spineflower (Chorizanthe pungens var. hartwegiana), Scotts Valley polygonum (Polygonum hickmanii), Santa Cruz wallflower (Eysimum tetetifolium), and marsh sandwort (Arenaria paludico /a). Potential project- related impacts to biological resources must be evaluated in compliance with the California Environmental Quality Act (CEQA) and the National Environmental Policy Act (NEPA). Environmental compliance would require further investigation to determine the full extent and nature of biological resources present in the State right -of -way. Air Ouali — Route 17 in District 5 is located within the North Central Coast Air Basin ( NCCAB). The Monterey Bay Unified Air Pollution Control District has jurisdiction over the air quality in the NCCAB (which includes Santa Cruz, San Benito, and Monterey Counties). Under the Federal Clean Air Act, the area has recently been re- designated as an Attainment area for ozone. Under the California Clean Air Act, the air basin has been designated non - attainment for ozone and inhalable particulates (also known as particulate matter smaller than 10 microns in diameter, or PMIO). The NCCAB has been designated either unclassified or in attainment of all other state and federal ambient air quality standards for criteria pollutants. Noise - Any proposal on Route 17 that will change either the horizontal or vertical alignment or increase the number of through traffic lanes will require analysis of potential noise impacts. If it is determined through the noise analysis that significant impacts may result, mitigation measures may be required. Typical noise mitigation measures include barriers such as earthen berms and sound walls. Route 17 passes through rural areas with few sensitive receptors such as residences or schools. The potential for noise impacts will increase in the more developed areas. Water Quality — Route 17 is located within the Central Coast Regional Water Quality Control Board's (RWQCB) jurisdiction. The design and construction of road projects must adhere to the requirements found in the Caltrans National Pollutant Discharge Elimination System (NPDES) permit (Order No. 99- 06 -DWQ, No. CAS000003), the Caltrans Storm Water Management Plan 21 Transportation Concept Report State Route 17 01103106 (SWMP), the Ca /trans Project Planning and Design Guide, the Construction Site Best Management Practices Manual, and Caltrans Standard Specifications Hazardous Materials - A hazardous material is any substance, including waste, which may result in adverse effects to health, safety, and the environment. Caltrans policy is to manage a hazardous materials program to protect its activities, employees, the public, and the environment from the injurious effects of hazardous materials and waste. Any proposed project on Route 17 will include an assessment during the planning phase of the potential to encounter hazardous materials. If found, Caltrans policy is to avoid or fully mitigate these materials prior to construction. ULTIMATE TRANSPORTATION CORRIDOR The ultimate transportation corridor (UTC) is viewed as the maximum development of a state highway corridor, including parallel facilities, beyond the 20 -year planning horizon. The UTC is used to identify potential widenings, realignments, future facilities and rights -of -way required to complete the development of each corridor. This information is critical for working with local and regional land use planning agencies to address right -of -way preservation. Ultimately, Route 17 should be completed as a four -lane freeway with standard median and shoulders and additional slow vehicle lanes on steep slopes. Caltrans owns a minimum of 160 feet of right -of -way through the Route 17 corridor. This right -of -way would be adequate for standard traveled way, shoulders, and median for a four -lane freeway centered within the current right -of -way. However, additional right -of -way could be required to provide for drainage and slopes or major horizontal or vertical realignments, and would certainly be required for each of two to three interchanges that could be constructed along Sub - segment 1B. CONCLUSION In preparing this report, Caltrans has used traffic forecasts to determine the future levels of service on Route 17. Based on these forecasts and a qualitative analysis of alternatives, Caltrans identified concept levels of service for the route as well as recommended actions for maintaining acceptable operations. The land use patterns and development adjacent to the state facility have a substantial impact on LOS. Most alternative transportation modes and the land use changes are in the hands of the local agencies and are therefore up to them to implement and monitor. Caltrans District 5 will continue to work with regional and local agencies in planning and programming transportation projects to meet demand for safe and efficient travel through the Route 17 corridor. Additionally, in the interest of preserving the safety and operational integrity of the State Highway, the District's Development Review (IGR) /California Environmental Quality Act (CEQA) program will continue to work with local agencies to identify and evaluate transportation issues at an early stage of planning for new development. 22 Transportation Concept Reoort State Route 17 01103106 SOURCES CONSULTED California State Highway Loo, District 5. Caltrans in cooperation with US DOT, FHWA, 1997 Draft 2005 Santa Cruz County Regional Transportation Plan Santa Cruz Regional Transportation Commission, February 2005. "E -1 City / County Population Estimates, with Annual percent Change, January 1, 2004 and 2005 ", Demographic Research Unit of the California Department of Finance, May 2005. Highway 17 Transportation Improvement Study, (Final Report and Technical Appendix), prepared for Santa Cruz County Regional Transportation Commission by CSS Planning and Engineering Incorporated and Nelson /Nygaard Consulting Associates, May 2000. Interregional Transportation Strategic Plan: a Guide to Development of the Interregional Transportation System California Department of Transportation, June 1998. "Interim County Population Projections," Demographic Research Unit of the California Department of Finance, June 2001. Regional Travel Demand Model, 2002 Conformity, Association of Monterey Bay Area Governments, 2002. Regional Freight Study prepared for the Association of Monterey Bay Area Governments by Jack Faucett Associates, August 1995. Route Concept Report. Route 17/880 Caltrans District 4, 1984. Status of Proiects. Central Region. District 5, Caltrans, May 2005. Transportation Concept Report, Route 17, Caltrans District 4, Office of Advance Planning, System Planning Unit, June 1999. Valley Transportation Plan 2030, Santa Clara Valley Transportation Authority, February 2005. 2000 -2001 California Statewide Household Travel Survey Final Reoort, Department, June 2002. 2001 Santa Cruz County Regional Transportation Plan, Santa Cruz County Regional Transportation Commission, December 2001. 2003 Traffic Volumes on California State Highways, Caltrans Traffic Operations Program, June 2004. 23 TYanspoilatlon Concept Report State Route 17 01103106 APPENDIX A: Definitions, Acronyms, and Abbreviations Transportation Concept Report State Route 17 01103106 Access Control The condition where the right of owners or occupants of abutting land or other persons to access a highway is fully or partially controlled by ublic authority. Americans with Disabilities Act — Landmark 1990 civil rights legislation barring discrimination against people with disabilities in all major areas of life. As it relates to ADA provision of transportation services, the ADA requires transportation providers ensure nondiscriminatory, accessible service for disables individuals, and that public transportation providers operating fixed route bus service provide paratransit service comparable to the fixed routes. Average Daily Traffic — The average number of vehicles passing a specific point during a ADT 24 -hour period. Similarly, Average Annual Daily Traffic is AADT, where the average is further normalized by averaging an entire ear's traffic flows. Air Basin An area or territory containing similar meteorological and geographic conditions. In California the Air Resources Board ARB has established nine air basins. Arterial A general term denoting a highway primarily used for through traffic usually on a Highway continuous route. Auxiliary The portion of the roadway for traffic weaving, truck climbing, speed change, or other Lane purposes supplementary to through traffic movement. Average Travel One of the performance measures used to estimate level -of- service (LOS) on a highway. Speed ATS S P ) The facility length divided by the average travel time of all vehicles traversing the facility, including all stopped delay times. California Environmental Quality Act (1970) - A law requiring governmental decision- makers be provided adequate information about the potentially significant environmental impacts of proposed projects. CEQA also mandates ways to avoid or significantly reduce damage to the environment. The separation or regulation of conflicting traffic movements into definite paths of travel Channelization by the use of pavement markings, raised islands, or other suitable means to facilitate the safe and orderly movement of both vehicles and pedestrians. An area clear of fixed objects adjacent to the roadway established to provide a recovery Clear Recovery zone for vehicles that have left the traveled roadway. Minimum distances have been established. However, when an object (i.e., a tree) is desired to be retained, guardrails or Zone some other similar structure are used to prevent head -on collisions with those fixed objects. Climbing Lane A lane added on an uphill grade for use by trucks, recreational vehicles and other heavy vehicles when their speeds are significantly reduced by the grade. Concept A strategy for future improvements that will reduce congestion, improve the mobility of people and goods and /or maintain the existing level of service on a specific route. Process to assess the compliance of any Federally funded or approved transportation plan, Conformity program, or project with air quality implementation plans. The conformity process is defined by the Clean Air Act. Continuous Left -turn lane A lane that simultaneously serves left turning vehicles traveling in opposite directions. Conventional A highway without access control, which may or not be divided by a median. Grade Highway g y separations at intersections or access controls may be used when justified at spot locations. Congestion Management Program — A comprehensive program designed to reduce auto - related congestion through roadway improvements, travel demand management CMP (TDM) and coordinated land -use planning among all local jurisdictions. This program is voluntary, but had been required of every county in the state prior to the implementation of the CMS. Transportation Concept Report State Route 17 01103106 2 Congestion Management System — A system required of all Transportation Management Areas (TMA). Often adopted as a part of the CMP, the CMS is primarily composed of the principal arterials in the region. CMS - ALSO - Changeable Message Signs — Electronic signs that can change the message it displays and often used along highways to alert and redirect traffic when travel conditions demand or provide "Amber Alert" notifications. California Transportation Commission — A body appointed by the governor CTC responsible for the State Transportation Improvement Program (STIP), the development of the Regional Transportation Plan Guidelines and statewide transportation policy. Collector Surface street providing access and traffic circulation within residential, commercial, and industrial areas to adjacent parcels of land. A pair of parallel one -way roadways running in opposite directions. This offers the potential—for increasing city within ht city blocks where the existing roadway cannot be widened and a parallel roadway exists that either can accommodate additional traffic or can be modified to do so. Design Written record documenting the engineering decision(s) leading to an exception to a Exception design standard. Exceptions are possible for both mandatory and advisory design standards. District System Management Plan — A document prepared by each Caltrans district. DSMP The DSMP identifies Caltrans priorities for highway system improvement and is used by both Caltrans and external agencies. Design Speed A speed selected to establish specific minimum geometric (horizontal, vertical, site distance ) design elements fora particular segment of road. Easement A right to use or control the property of another for designated purposes. Environmental Impact Report/Environmental Impact Statement — An analysis of the environmental impacts of proposed land development and transportation projects. An EIR /EIS EIR is prepared in response to State requirements found in CEQA. An EIS is conducted for federally funded or approved projects per the National Environmental Policy Act (NEPA — 1969). The normal procedure is to circulate a "draft" document to the public and involved agencies for comments. Emergency Response Management — A component of the ITS system, these systems ERM enable the rapid deployment of emergency vehicles and personnel to the scene of an accident. Expressway An arterial highway with at least partial control of access, which may or may not be divided or have grade separations at intersections. FHWA Federal Highway Administration - An agency under the U.S. Department of Transportation (US DOT) responsible for all federal highway programs. These routes are a subset of the 34 High Emphasis (HE) IRRS routes. They represent the Focus Routes ten routes or corridors that should be the highest priority for completion to minimum facility standards in order to serve higher volume interregional trip movements. A divided arterial highway with full control of access and with grade separations at intersections. A freeway, as defined by statue, is also a highway in respect to which: (1) Freeway the owners of abutting lands have no right or easement of access to or from their abutting lands; or (2) such owners have only limited or restricted right or easement of access. This statutory definition also includes expressways. Freeway and Expressway System — The statewide system of highways declared by the Legislature to be essential to the future development of California. The F &E System has F & E System been constructed with a large investment of funds for the ability of control access, in order to ensure the safety and operational integrity of the highways. 2 Transportation Concept Report State Route 17 01103106 Freeway The maximum sustained 15- minute flow rate, expressed in passenger cars per hour per Capacity lane (pc/h /In), that can be accommodated by a uniform freeway segment under prevailing traffic and roadway conditions in one direction of flow. A local street or road auxiliary to and located on the side of an arterial highway for service Frontage Road to abutting property and adjacent areas. These roads also allow for control of access onto the highway system. Functional A grouping of streets and highways sorted as to the character of service they are intended Classifications to provide. Geographic Information Systems — Computerized data management system designed GIS to capture, store, retrieve, analyze, and report on geographic and demographic information in a visual format usually in the form of a map. Goods The general term referring to the flow of commodities, modal good movement systems, Movement and goods movement institutions. Grade A crossing of two highways or a highway and a railroad at different levels with one Separation bridging the other. Interchange A system of interconnecting roadways in conjunction with one or more grade separations providing for the interaction of traffic between two or more roadways on different levels. HE Routes High Emphasis Routes - The most critical routes of the Interregional Road System (IRRS), as well as the most critical for interregional travel and the state as a whole. Highway Capacity Manual — A manual describing the relationships between roadway HCM capacity and travel /flow characteristics, and containing procedures for calculating the level -of- service LOS of a roadway or intersection. High Occupancy Vehicle lanes — A travel lane on a roadway segment whose use is HOV lanes restricted to vehicles where a predetermined minimum number of occupants are in the vehicle usually more than one person. Initial Study A preliminary study prepared by the lead agency to determine whether an environmental impact report (EIR) or negative declaration (ND) must be prepared pursuant to CEQA. Interregional Road System — A series of interregional state highway routes, outside the IRRS urbanized areas, which provides access to, and links between, the State's economic centers major recreational centers and urban and rural areas. Intermodal Surface Transportation and Efficiency Act — Federal transportation legislation signed into law in 1991 that substantially changed the way transportation ISTEA funding decisions are made. The Act emphasized diversity, balance of modes, and the preservation of the existing system. It was superseded by TEA 21 in 1998 and SAFETEA- LU in 2005. Intermodal The process of applying a system approach to transportation in which goods and people Transportation are transported in a continuous and efficient manner between origin and destination, using two or modes in the most efficient manner. Interregional Transportation Improvement Program — A program prepared ITIP biennially by Caltrans that includes interregional highway and intercity rail projects proposed for funding through the STIR This program represents 25% of the total STIP budget, with the other 75% in the RTIP. Sixty percent of the ITIP funds are programmed and expended for improvements to state highways outside the boundaries of urbanized areas (populations greater than 50,000) and for intercity rail projects. RTPAs /MPOs may propose projects for consideration by Caltrans for inclusion in the ITIP. 3 Transportation Concept Report State Route 17 01103106 11 Intelligent Transportation System — This is a general term to describe a range of ITS advanced electronic and information technologies that can be used to improve the safety, operational efficiency, and productivity of the transportation system. Interregional Transportation Strategic Plan — A plan identifying six key objectives for implementing the Interregional Improvement Program (IIP) and strategies and actions to ITSP focus improvements and investments. This document also addresses development of the IRRS and intercity rail in California, and defines a strategy that extends beyond the current STIR Interstate The system of highways that connects the principal metropolitan areas, cities, and Highway industrial centers of the United States. The Interstate System also connects the US to S Stem internationally significant routes in Mexico and Canada. Local Coastal Plan — A guide for the development of land within the coastal areas of LCP California. The zoning ordinances of the jurisdictions within the region implement provision of the LCP. Level of Service - Term used to describe the quality of operation of a highway facility. It is a qualitative measure of the effect of such factors as speed and travel time, traffic LOS interruptions, freedom to maneuver, driving comfort, convenience, safety and operation cost. In this report, LOS is based on peak traffic hours. On urban street systems, the quality of flow is most frequently controlled by traffic conditions at signalized intersections. The flow characteristics are defined in six levels of service. Describes a condition of free flow, with low volumes and high speeds. Traffic density is LOS A low, with speeds controlled by driver desires, speed limits, and physical roadway conditions. This zone allows stable flow, with operating speeds beginning to be restricted somewhat LOS B by traffic conditions. Drivers still have reasonable freedom to select their speed and lane of operation. This zone still allows stable flow, but the higher volumes more closely control speeds and LOS C maneuverability. Most of the drivers are somewhat restricted in their freedom to select their own speed, change lanes or pass. This level approaches unstable flow, with tolerable operating speeds being maintained LOS D though considerably affected by changes in operating conditions. Fluctuations in volumes and temporary restrictions to flow may cause substantial drops in operating seeds. This level cannot be described by speed alone, but represents operations at even lower LOS E operating speeds than in level D, with volumes at or near the capacity of the highway. Flow is unstable, and there may be stoppages for brief periods of time. Describes forced flow operation at low speeds, where volumes are below capacity. These conditions usually result from vehicles backing up from a restriction downstream. Speeds LOS F are reduced substantially and stoppages may occur for short or long periods of time because of the downstream congestion. In the extreme, both speed and volume can drop to zero. Median The portion of a divided highway separating the traveled ways for traffic in opposite directions. Metropolitan Planning Organization — The organization designated by the governor as responsible for transportation planning and programming activities, as required under federal law, in an urbanized area. The MPO serves as the forum for cooperative decision MPO making by a regional board made up of local elected officials and city and county staff. The MPO is responsible for development of the federal long -range transportation plan and multi -year funding programs, and the selection and approval of transportation projects using federal funds. 11 Transportation Concept Report State Route 17 01103106 National Ambient Air Quality Standards — Standards set by the federal EPA for the NAAQS maximum levels of air pollutants that can exist in the outdoor air without unacceptable effects on human health or the public welfare. National Environmental Policy Act (1969) — Federal legislation establishing the NEPA requirements and procedures for documenting the environmental impacts of federally funded projects, including transportation improvements. National Highway System — Required under Section 1006 for ISTEA, the NHS is a NHS 155,000 -mile system comprised of major highways serving interstate and interregional travel, connecting major population centers, ports, airports, public transportation facilities, major travel destinations international border crossings, and major military installations. National Truck Network — This network is comprised of the National System of NTN Interstate and Defense Highways. Sometimes referred to as just National Network (NN). This network is part of the larger Surface Transportation Assistance Act (STAA) network that also includes Terminal Access A and Service Access SA routes. Park and Ride Parking lots along highway corridors that allow for drivers to park their car /truck and ride Lots with another individual or use a transit system, reducing the number of vehicles on the road. Some lots may also offer bicycle lockers. Platoon A group of vehicles traveling together as a group, either voluntarily or involuntarily because of signal control eometrics, lack of passing opportunities or other factors. Programming The process of scheduling high - priority projects for development and implementation. Project Initiation Document — A document required for all projects before it can be considered for funding or programming into the STIP or the SHOFF. The PID may be any PID of a number of documents including a Project Study Report (PSR), Project Study Report/Project Development Support (PSR /PDS), Project Scope and Summary Report (PSSR), or a Noise Barrier Scope and Summary (NBSSR). Percent time spent following — A performance measure used to estimate level of PTSF service on a two -lane highway. It is the average percentage of the travel time that vehicles must travel in platoons behind slower vehicles due to the inability to pass. Public The active and meaningful involvement of the public in the development of transportation Participation plans and programs. A traffic management strategy that utilizes a system of traffic signals on freeway entrance Ramp metering and connector ramps to regulate the volume of traffic entering a freeway corridor. This is to maximize the efficiency of the freeway and thereby minimize the total delay in the transportation corridor. Relinquishment A transfer of the State's rights, title and interest in and to a highway, or portion thereof, to a city or county. Regional Transportation Plan — the RTP is a long -range plan (20 -year horizon) to improve a region's state highways; local streets, roads and bikeways; airport and marine RTP facilities; transit, paratransit, and passenger rail services. As a guide for the development of these facilities, the RTP describes the priorities for making investments in a region's transportation s stem. Regional Transportation Planning Agency — The county level, or multi -county level, agency responsible under state law for the preparation of RTPs and allocation of funds. RTPA RTPAs can be local transportation commissions, Councils of Governments, MPOs, or statutorily created agencies. Real estate acquired for transportation purposes, which includes the facility itself (highway, Right -of -Way fixed guideway, etc.) as well as associated uses (maintenance structures, drainage systems, roadside landscaping, etc.). Transportation Concept Report State Route 17 01103106 Roadbed Those portions of the roadway extending from curb line to curb line or shoulder line to shoulder line. Divided highways are considered to have two roadbeds. Roadway The geometric characteristics of the roadway segment under study, including the number Characteristics and width of lanes, right - shoulder lateral clearance, interchange /intersection spacing, vertical alignment, and lane configurations. Road Weather Information System — This ITS system collects pavement temperature, RWIS visibility, wind speed and direction, and precipitation data and presents the data in a usable format to transportation system operators, for the public. Rural An area with a population under 5000. Rural Local Roadways that provide access to adjacent lands and provide service to travel over relatively short distances as compared to collectors or other highway systems. All non - Interstate Principal Arterials which will serve corridor movements having trip length Rural Other and travel density characteristics indicative of substantial statewide or interstate travel. Principal These roadways will also serve all urban areas of 50,000 and over population and a large majority of those with population of 25,000 and over. They should also provide an Arterial integrated network without stub connections except where unusual geographic or traffic flow conditions dictate otherwise. Service Authority for Freeway Emergencies — State legislation (SB- 1199), enacted in SAFE 1985, authorized the establishment of local SAFES for the purposes of installing, maintaining, and operating a network of motorist -aid call boxes. The program is funded by a 1 per year fee on all registered motor vehicles within the county. The Safe, Accountable, Flexible, Efficient Transportation Equity Act — A Legacy for Users — Federal legislation enacted in 2005. SAFETEA -W authorizes the Federal SAFETEA -LU Surface Transportation Programs (FSTP) for highways, highway safety, and transit for the 5 -year period from 2005 -2009. This legislation superseded TEA -21, but maintains its basic structure and builds on its key initiatives. Scenic Corridor A band of land that is visible from and generally adjacent to, but outside of, the highway right-of-way having scenic historical or other aesthetics characteristics. An officially designated portion of the State Highway System traversing areas of Scenic Highway outstanding scenic beauty and /or historic character. Designations include: All American Road, National Scenic Byway, U.S. Forest Service Byway, Historic Highway and State Scenic Highway. An activity of the lead agency in the environmental process ensuring the inclusion of all SCoping significant issues and maximum participation for the development of the EIR/EIS. Segment A portion of the highway identified for analysis that is homogenous in nature. Senate Bill 45 of the 1997 California State Legislature — State legislation enacted in 1997 that substantially changed the process for allocating state and federal transportation funds through the STIP. The major changes include consolidation of several prior STIP funding SB -45 (1997) programs into two broad programs, increased programming flexibility, authority, and accountability for regional agencies and full accounting of all project costs in the STIR SB- 45 initially shortened the STIP period from 7 to 4 years. However, a five -year program was established with the 2002 STIP under Assembly Bill (AB) 2928. The portion of the roadway contiguous with the traveled way for accommodating stopped Shoulder vehicles, for emergency use, and for lateral support of the roadbed base and surface courses. rranssportation Concept Report State Route 17 01103106 7 State Highway Operation and Protection Plan — A program of projects adopted by Caltrans to preserve and protect the state highway system and provides for its safe SHOPP operation. SHOPP projects include traffic safety, pavement and bridge rehabilitation, seismic retrofit, earthquake and storm damage repair and traffic operational improvements. These projects are maintained on a four -year list that is updated every two ears. State Implementation Plan — A document prepared by each State, with input from local Air Pollution Control Districts (APCDs) describing the existing air quality conditions and SIP measures that will be taken to attain and maintain national ambient air quality standards (NAAQS). In California, the California Air Resources Board (CARB or ARB) prepares the SIP. State Route — State highways within the State, other than Interstate and US routes, SR which serve interstate and intrastate travel. These highways can be freeways, expressways or conventional highways depending on their access control. Surface Transportation Assistance Act Network — This network was created by STAA Network federal legislation in 1982 and is made up of the National Network (NN), Terminal Access (TA) and Service Access (SA) routes. This legislation requires states to allow large trucks on thesespecific routes. State Transportation Improvement Program — A statewide program of transportation STIP projects adopted biennially by the CTC that governs the expenditure of state revenues for transportation. The STIP consists of transportation projects proposed in the RTIPs and ITIP and app roved by the CTC. STRAHNET Strategic Highway Network - a federal designation for the system of highways providing access to major U.S. military installations. Terminal Access Route — Portions of State routes and local roads that can TA Route accommodate STAA trucks. TA routes allow STAA trucks to (1) travel between NTN routes, (2) reach a truck's operating facility, or (3) reach a facility where freight originates, terminates, or is handled in the transportation process. Traffic Accident Surveillance and Analysis System — A system providing a detailed list or summary of collisions occurring on highways, ramps, or intersections in the State TASAS Highway System. Collision histories can be accessed by location, highway characteristics, accident data codes or any combination of these by State safety engineers for evaluation and recommendations. Transportation Control Measure — Any strategy to reduce vehicle trips, vehicle use, TCM vehicle miles traveled, vehicle idling, or traffic congestion for the purpose of reducing motor vehicle emissions. Transportation Demand Management — The implementation of measures that TDM encourage people to change their mode of travel, travel during off -peak periods, or not make the trip alone at all, e.g., ridesharing, telecommuting, pricing incentives and parking management. Transportation Enhancements — A program under ISTEA, TEA -21, and SAFETEA -LU, which sets aside a portion of Surface Transportation Program (STP) funds for several TE categories of projects whose purpose is to enhance the transportation system. Enhancement funds can be used for bicycle and pedestrian facilities, landscaping and scenic highway programs, restoration of historic rail stations, and various other purposes. Transportation Equity Act for the 21s' Century — Federal legislation enacted in 1998. TEA -21 authorizes the Federal Surface Transportation Programs (FSTP) for highways, TEA -21 highway safety, and transit for the 6 -year period from 1998 -2003. This legislation superseded ISTEA, but maintained its basic structure and built on its key initiatives. TEA - 21 has bee superceded by SAFETEA-LU. 7 Transportation Concept Report State Route 17 01103106 Traffic Management Center — A building, or portion of a building, that serves as a focal TMC point to monitor traffic and road conditions, as well as train and transit schedules, and airport and shipping advisories. From this point, information about accidents, road closures and emergency notifications is relayed to the public. In transportation, stakeholders include FHWA, CTC, RTPA/MPO(s), transportation Transportation departments and commissions, cities and counties, Native American Tribal Governments, Stakeholders economic development and business interests, resource agencies, interest groups, the public, the Legislature, and the Governor. Transportation System Development System — A TSDP identifies a reasonable, TSDP comprehensive and effective range of transportation improvements on State highways. It is Caltrans statement of priorities for improvements after negotiating and joint planning efforts with re Tonal agencies. Transportation System Management —TSM is (1) a process orientated approach to TSM solving transportation problems considering both long and short-range implications, and (2) a services and operations process, in which low capital, environmentally - responsive, efficiency-maximizing improvements are implemented on existing facilities. Technical Transportation Advisory Committee - A regional advisory committee that serves as a communication link between a RTPA /MPO and all other transportation agencies TTAC within a county or specified area. TTACs review and make policy recommendations on fiscal matters, fund allocations, special studies, and planning documents for submittal to the appropriate board(s). The committee will usually consist of representatives from the cities county, transit agencies, APCD RTPA/MPO and Caltrans. One or more places and the adjacent densely settled surrounding area that together Urbanized Area include at least 50,000 people. "Densely settled" means having a population density of 1000 persons per square mile (generally) based on census blocks. Some small portions of an area not reaching the density threshold are included forspatial continuity The collector street system provides land access service and traffic circulation within residential neighborhoods, commercial and industrial areas. It differs from the arterial system in that facilities on the collector system may penetrate residential neighborhoods, Urban Collector distributing trips from the arterials through the area to the ultimate destination. Conversely, the collector street also collects traffic from local streets in residential neighborhoods and channels it into the arterial system. In the central business district, and in other areas of like development and traffic density, the collector system may include the street grid, which forms a logical entity for traffic circulation. Comprised of all facilities not on one of the higher systems. It serves primarily to provide Urban Local direct access to abutting land and access to the higher order systems. It offers the lowest level of mobility and usually contains no bus routes. Service to through traffic movement usually is deliberately discouraged. Interconnects with and augments the urban principal arterial system and provides service to trips of moderate length at a somewhat lower level of travel mobility than principal arterials. This system also distributes travel to geographic areas smaller than those identified with the higher system. The minor arterial street system includes all arterials not Urban Minor classified as a principal and contains facilities that place more emphasis on land access Arterial than the higher system, and offers a lower level of traffic mobility. Such facilities may carry local bus routes and provide intra - community continuity, but ideally should not penetrate identifiable neighborhoods. This system should include urban connections to rural collector roads where such connections have not been classified as urban principal arterials. Urban Other Principal This system consists of all non - Interstate principal arterials. Arterial Transportation Concept Report State Route 17 01103106 Urban Principal Arterial — Other Connecting links of non - Interstate rural principal arterials. Connecting links of rural minor Fwys/Expwys arterials. US Route A network of highways of statewide and national importance. These highways can be freeways, expressways, or conventional highways. 9 APPENDIX B: Maps and Segment Data �\ Development Centers Santa Cruz County LOS Gatos os San Mateo „ , %! ''�* 'iL State Route 17 i ei 1 r — Rail l Urban Areas _ Cities A �' -�� Santa Gard � park 8 Ride © Airport Scotts Q Vallay \ P. �0- Santa - }. Croz apitola Wets ilia Mrmtcroy S`0 �I Caltrans N Beudo s 5 0 S 5 10 - Systete m 44wtE Planning Miles \ ROUTE 17 — SANTA CRUZ COUNTY - SEGMENT _1 Valley SEGMENT SPECIFICATIONS Segment Beginj End I Description Constraints: Special status species /habitat SR 1/17 Interchange 3A 0.00 5.45 at Ocean Street to • Santa Cruz County Metropolitan Transit Granite Creek Road Multimodal Facilities: • (Metro) Highway 17 Express Bus/ Amtrak Granite Creek Road 1B 5.45 12.55 to Santa Cruz /Santa Land Uses along • Heavily forested privately owned land with scattered rural homesites and businesses Clara County Line Segment Concept: LOS E / 4 -lane freeway (1A) and 4 -lane expressway (1113) SEGMENT FEATURES Environmental - Scenic and historic resources Archaeological and cultural resources Constraints: Special status species /habitat Topography . Geologic and seismic Aesthetics • Santa Cruz County Metropolitan Transit Park and Ride Lots Multimodal Facilities: • (Metro) Highway 17 Express Bus/ Amtrak • Carpools and vanpools supported by Connector Commute Solutions Land Uses along • Heavily forested privately owned land with scattered rural homesites and businesses Corridor : • Urban Commercial and Industrial in Santa Cruz and Scotts Valley Major Traffic . Tourist Destinations in Santa Cruz and Monterey Counties Generators: Employment Centers in Santa Cruz, Scotts Valley, and out -of -county (Santa Clara County and beyond) • Pasatiempo Golf Course and Paradise Park Horse Show Grounds IDENTIFIED LEVELS OF SERVICE — EXISTING AND FUTURE: • Route 17 is presently operating at peak LOS F and is projected to remain at peak LOS F through year 2023. RECOMMENDED ACTIONS: • Convert remaining expressway to freeway in Sub- segment 1A. • Convert conventional highway sections to expressway where possible in Sub - segment 1B). • Widen non - standard width travel lanes, shoulders, and bridges (Sub - segment 1B). • Improve non - standard freeway interchanges where possible. • Consider additional freeway interchange between existing interchanges at Mt Hermon Road and Granite Creek Road in Scotts Valley. • Lengthen turn lanes where possible to minimize deceleration in through lanes (Sub - segment 1B). • Construct grade - separated crossings to minimize conflicting traffic movements (Sub- segment 1B). • Construct additional turnouts. • Minimize and consolidate access points (Sub- segment 1B). • Install /maintain /upgrade ITS elements to maintain operations during incidents, support goods movement, and improve overall safety and operations. • Continue to focus on transit, TDMs, and intermodal facilities to reduce demand. • Support regional ride matching services and dissemination of information on alternatives to solo driving • Support incident management programs to increase safety, mobility, and reliability on Route 17. • Continue to support Safe on 17 Task Force efforts to monitor conditions and to identify, develop, and deploy aa1�' ✓, = �` ��' State Route 17 �1� ! Segment 1 \ m� 8antz Clara \ A PM 12.55 Sub- Segment 1A San PM 0.0/5.45 Sub - Segment 1B PM 5.45 - 12.55 Cnrz Rail Urban Areas fAOntere l lj PM 5.45�� ;. .. �. r jScotts N Valley N > IIA 0 1 2 3 4 5 Miles PM 0.0 Saner Cattrans ' Cr¢iz _ cattle 5 C8plfO /a system �— ng Caltrans District 5 - Segment Data Sheet Santa Cruz Route 17 Segment /(Sub- segment) 1A County Se ment sub -se mentLocation PM start PM end Length Description Freeway and Expressway 0.00 5.45 5.45 SR 1 to Granite Creek Road Existing Roadbed Information Number of lanes 4 an Width 12 ft. Freeway and Expressway Terrain Rollin ROW Width 160 ft. National Highway System Signalized Intersections None Shoulder Width 3 -8 ft. 1.52 Bi cle Facilities Prohibited I Median Width 22 -60 ft. Route -Designations Functional Classification Principal Arterial LOS Facility Type: Freeway and Expressway 2023 Trucking Designations Terminal Access Route 2003 National Highway System No 62,088 Interregional Road System Yes 1.52 Focus Route No operating Characteristics ADT V/C Ratio LOS Through- traffic 2003 2023 2003 2023 2003 2023 flow Analysis 62,088 1 70,164 1.33 1.52 F F ADT Ann. Growth (2003 -2023) 1.00% Directional Split 65% Peak Hour Volume (2003) 5,992 Peak Hour Truck 3% Signalized Intersection Location Delay Time (seconds) LOS 2003 2023 2003 2023 Analysis (none) Collision Data Proposed Transportation Concept LOS E/ 4 -Lane Freeway Segment Statewide* 3-year period evaluated through Sub - segment 1A and also for additional interchange in Scotts Valley. Total Collision Rate 0.69 0.88 Rates are incidents per million vehicle miles from 01/01/01 to 12/31/03 Fatality Collision Rate 1 0.011 0.010 Fatali & In'u Collision Rate 1 0.22 0.33 * Average collision rates statewide for this type facility Proposed Concept Proposed Transportation Concept LOS E/ 4 -Lane Freeway Comments: Additional right -of -way may be required for interchange at Sims Road to complete freeway through Sub - segment 1A and also for additional interchange in Scotts Valley. Caltrans District 5 - Segment Data Sheet Santa Cruz County ]Route 17 Segment/ (Sub-seg ment) 1B Se ment sub -se ment Location PM start PM end Length Description Freeway and Conventional Terrain Mountainous ROW Width Granite Creek Road to Santa Cruz /Santa Clara National Highway System 5.45 12.55 7.10 3 -8 ft. o Bicvcle Facilities Legal Access Median Width County Line Existing Roadbed Information Number of lanes 4 Lane Width 11 -12 ft. Freeway and Conventional Terrain Mountainous ROW Width 160 -170 ft. National Highway System Signalized Intersections None Shoulder Width 3 -8 ft. o Bicvcle Facilities Legal Access Median Width 4 -34 ft. Route Designations Functional Classification Principal Arterial LOS Faci I ity Type: Freeway and Conventional 2003 Trucking Designations Terminal Access Route 2023 National Highway System No 1.20 Interregional Road System Yes o Focus Route No o peratigg Characteristics ADT V/C Ratio LOS Through- traffic 2003 2023 2003 2023 2003 2023 flow Analysis 60,000 76,900 1.20 1.44 1 IF o 0.63 ADT Ann. Growth (2003 -2023) 0.84% Directional Split 65% Peak Hour Volume (2003) 6,000 Peak Hour Truck 3% Signalized Intersection Location Delay Time (seconds) LOS 2003 2023 2003 2023 Analysis I (none) Collision Data Proposed Transportation Concept LOS E/4 -lane Expressway Segment Statewide* 3- ear period evaluated construct or improve channelization, improve alignments, or rehabilitate pavement should be planned, Total Collision Rate 1.77 1.67 Rates are incidents per million vehicle miles from 01/01/01 to 12/31/03 Fatality Collision Rate 0.011 0.017 Fatality & Iniury Collision Rate 0.48 0.63 ` Average collision rates statewide for this type facility Proposed Concept Proposed Transportation Concept LOS E/4 -lane Expressway Comments: Projects to widen shoulders, improve drainage, consolidate access, install TOS elements, construct or improve channelization, improve alignments, or rehabilitate pavement should be planned, sequenced, and phased to minimize construction time and delay. APPENDIX C: Programmed Projects MAJOR PROGRAMMED AND PLANNED PROJECTS ON SR 17 Location County (Postmiles) Funding FEA F Project Programmed SCr 9.4/9.6 SHOPP OG410 Widen lanes and shoulders; upgrade drainage and guardrail Construct merge lanes (This SCr 0.2/1.1 STIP 12910 project also includes construction of merge lanes on SR 1 south of SR 1SR17IC PID Candidates* SCr 5.5/5.8 STIP 49380 Reconstruct interchange at Granite Creek Road SCr 10.1/11.3 SHOPP OK320 Improve drainage * Additional candidate projects maybe included in the 2006 SHOPP to be approved by the California Transportation Commission in April 2006. Planned. Source: SCCRTCs RTP SCr Scotts Valley Unconstrained Auxiliary lanes; interchange improvements Provide emergency access from SCr Scotts Valley Unconstrained Granite Creek Road to SR 17 via Navarra Drive to Sucinto Drive Construct new interchange midway SCr Scotts Valley Unconstrained between Mt. Hermon Road and Granite Creek Road interchanges Correct a skew; lengthen a turn SCr Vine Hill Unconstrained pocket; prohibit left turns onto SR 17 from an adjacent driveway