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California Transportation Plan 1993
1993 CALIFORNIA TRANSPORTATION PLAN PETE WILSON GOVERNOR DEAN R. DUNPHY, SECRETARY Business, Transportation and Housing Agency JAMES W. VAN LOBEN SELS, DIRECTOR Department of Transportation STATE OF CALIFORNIA-BUSINESS, TRANSPORTATION AND HOUSING AGENCY PETE WILSON Governor DEPARTMENT OF TRANSPORTATION OFFICE OF THE DIRECTOR 1120 N STREET P. O. BOX 942873 SACRAMENTO, CALIFORNIA 94273-0001 (916) 654-5267 FAX (916) 654-6608 TDD (916) 654-4014 Click HERE for graphic. June 16, 1995 Dear Transportation Partner: Here is your copy of the final version of the California Transportation Plan (CTP). The California Transportation Plan provides direction for planning, developing, operating, and maintaining California’s transportation system. This State long-range transportation plan is required by the federal Intermodal Surface Transportation Efficiency Act of 1991, and was developed under SB 1435 (Chapter 1177, 1992 Statutes) and Governor’s Executive Order W-36-92. It has been developed by the California Department of Transportation in cooperation with other state agencies and departments, local governments, and interested members of the public and the private sector. This final version has been modified slightly to respond to comments received on the CTP final draft released in November 1994. However, its policy focus on transportation and economic development, transportation system safety, maintenance and enhancement, and environmental protection remains the same. The plan recommends the convening of a special commission to review the future of transportation in California; the developing of a State goods movement strategy; and the refining of the State’s role in non-highway transportation modes. We appreciate your interest and involvement in the development of this plan. We invite you to continue working with us as we strive to provide California a modern, balanced, integrated multimodal transportation system for the twenty-first century. Sincerely, Click HERE for graphic. Enclosure TABLE OF CONTENTS Foreword Page Chapter 1 California’s Transportation Challenges 1 Chapter 2 Policies and Strategies 5 Policy 1: Promote the Economic Vitality of California 5 Policy 2: Provide All Californias a Safe, Convenient, Reliable Transportation System 11 Policy 3: Protect the Environment and Promote Energy Efficiency 21 Chapter 3 Transportation Economic Forecast 27 Chapter 4 Recommendations 29 I. Convene a Commission on California’s Transportation Future 30 II. Develop a Goods Movement Strategy 32 III. Determine the State’s Role Beyond Highways 34 Appendix A Environmental Implications A-1 Appendix B Regional Transportation Plan Synthesis B-1 Appendix C ISTEA Management Systems and Transportation Performance Objectives C-1 Appendix D Acronyms List D-1 Click HERE for graphic. California Transportation Plan i FOREWORD The 1993 California Transportation Plan (CTP) provides direction for planning, developing, operating, and maintaining California’s transportation system. Both the Federal Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991, and the State’s SB 1435 (Chapter 1177, Statutes of 1992) require the preparation of a State long-range transportation plan. SB 1435 required the initial plan to be submitted to the Governor December 1, 1993. The vision for this plan, which builds upon the Legislature’s "Transportation Blueprint," was framed in Governor Pete Wilson’s Executive Order W-36-92, signed September 29, 1992. The Executive Order also directed Caltrans to prepare this plan in cooperation with other State and regional agencies. The plan is due to the Secretary, United States Department of Transportation on January 1, 1995. The process for developing the plan reflects a broad range of participation and is based on applicable Federal and State law, regulation, and policy. It is a bottom-up planning process, based on the Regional Transportation Plans (RTPs) prepared by the State’s 43 Regional Transportation Planning Agencies (RTPAs). This plan provides, in turn, the interregional and statewide policy context for future updates of the RTPs. More than 50 public workshops and presentations, and wide circulation of draft plan documents provided many opportunities and forums for input on plan policies, strategies, and actions. RTPAs, Federal agencies, cities, counties, Native Americans, private industry, public interest groups, and the general public, participated in the workshops and draft plan reviews. The Governor’s Office of Planning and Research coordinated State agencies’ participation. The California Transportation Commission (CTC) reviewed and commented on draft elements of the plan in various stages of its development. The Department was assisted by several advisory committees including the California Transportation Directions Committee, the Departmental Transportation Advisory Committee, and the Intermodal Goods Movement Advisory Committee in guiding plan development. The CTP includes a review of California’s transportation system and the major policies and objectives for California’s future transportation system. Actions are identified under each objective, for near-term implementation or the for the development of legislation, process or consensus, by the transportation community. California Transportation Plan ii Three recommendations are addressed to the Governor for implementation as significant findings requiring his authorization. They address: 1. Convening a commission on California’s Transportation future; 2. Developing a Goods Movement Strategy for California; and 3. Determining the State’s Role beyond Highways. California Transportation Plan iii CHAPTER 1 CALIFORNIA’S TRANSPORTATION CHALLENGES Background The major challenge facing California over the next 20 years is clear --develop a transportation system that complements and encourages a positive economy and a quality environment. Developing a long-range transportation plan to adequately address this challenge is a formidable task, due in large part to the major changes that California has undergone in recent years. Current projections estimate that an additional 14 million people will call California home in 20 years and employment will increase by one third; thereby adding to the strain on the state’s already overburdened transportation system. More than 60 percent of the growth is expected in the Los Angeles Basin and the San Francisco Bay Area. Rapid population growth will also occur in the Central Valley, Inland Empire of San Bernardino and Riverside Counties and the Sierra Foothills. Changes affecting California’s transportation systems have also hit fast and furious. Stricter environmental protection laws restrict land-intensive highway projects. Growth has dramatically altered traffic patterns throughout the state and diminished existing traffic corridors. Transit agencies hit with rising labor costs and expanding service areas have had a difficult time providing effective alternatives to the automobile. Intercity bus services have been reduced, resulting in the need for interregional transportation alternatives. Population pressures and environmental concerns have been pushed to the forefront and a new transportation constituency is pressing for more rail, urban mass transportation and stricter regulations concerning air and water quality, and scenic and historic preservation. Transportation systems must now enhance the quality of life by protecting wildlife habitat and ensuring that water quality standards are met. Changes in transportation funding trends also pose significant challenges. Traditionally, the per gallon tax on gasoline has been the major means in financing of transportation improvements. However, in recent years the state began financing the rail program (intercity, urban and commute) through general obligation bonds and many cities and counties have turned to use of bonds and local sales taxes for major transportation projects. With increased vehicle efficiency, the potential growth in use of alternative fuels, an emphasis on reducing single-occupant vehicles and on increasing the use of transit, funding for transportation will become less certain. California Transportation Plan 1 The public demanded significant changes to the decision-making process in transportation. For most of the 20th Century, funding determined transportation decisions and highways have been the main thrust of meeting transportation needs as a statewide network in urban and rural areas was developed. Today, continuing investments in new highways may no longer be the preferred alternative as we place greater emphasis on the integration of all modes of travel from bikeways to waterways. In 1989, California’s landmark "Transportation Blueprint" set the stage for a fundamental restructuring of transportation decision-making with flexibility in financing as the program’s cornerstone. With the combination of bonds for the rail program and the increased tax revenues from the "Transportation Blueprint", decision makers on state, regional, and local levels could direct precious resources toward the best transportation solutions -- whether rail, transit or road improvements. Also during this same period, local agencies enacted transportation funding enhancements becoming major financiers of transportation improvements in the state and signaling further change in the traditional decision-making hierarchy. A new approach to national transportation financing was completed in December 1991, when the Federal Intermodal Surface Transportation Efficiency Act (ISTEA) was signed into law. ISTEA promises $155 billion to the states between 1992 and 1997 to develop a national intermodal transportation system that is economically efficient, environmentally sound provides the foundation for the nation to compete in the global economy, and moves people, goods, services and information in an energy-efficient manner. ISTEA points to the next century by emphasizing flexible funding, advanced technologies, public-private partnerships, local priorities, and protection of the environment. Transportation professionals face new challenges in old modes of mobility: rail and mass transit. Area-wide mass transit systems are in place or planned for such automobile-saturated areas as Los Angeles and the San Francisco Bay Area, and light rail has or is becoming a future in a number of medium-sized California cities such as Sacramento and San Diego. Another challenge is the balancing of transportation needs of urban and rural California. Rural Californians are concerned about their ability to move agricultural and natural resource products, tourist access and their impact on rural economies, roadways and access to transit and other services. Specific Federal transit funds are reserved for rural areas, and Caltrans’ intercity train and bus feeder system links rural and urban areas. However, for rural areas to be efficiently linked to the outside world and its markets, roadways must be maintained, rail planning must address freight movement, and advanced technologies must be applied to provide rural California access to transportation, medical, shopping and other services. California Transportation Plan 2 The California Transportation Plan The 1993 California Transportation Plan (CTP) is a broad, long-range framework for planning, developing, operating and maintaining California’s transportation system to serve Californians in work, commerce, education, and recreation. The CTP is founded upon the following premises: . Traditional approaches to transportation development in the Golden State are outmoded. Reacting -- instead of anticipating - is no longer practical. We can no longer build our way out of the gridlock. The answers to tomorrow’s problems lie beyond the long, lean lanes of concrete that tied together a nation and helped it grow. . Traffic on the 24,000 kilometer (15,000 mile) State Highway System will top 228 billion vehicle kilometers (142 billion vehicle miles) traveled during 1993, an increase of 11 billion vehicle kilometers (7 billion vehicle miles) traveled in the past 4 years. That trend of growth is expected to continue into the future. . International trade will become increasingly important to California’s economic well being and ability to create new jobs. Imports and exports topped $190 billion worth of goods in 1993, the majority of that to and from countries along the Pacific Rim. Because of its shared border with Mexico and its maritime facilities at Los Angeles, Long Beach, San Francisco and Oakland, California is positioned to increase its trading volume, with sufficient infrastructure, to serve these vital ports of entry. . Environmental and societal considerations such as meeting air quality, energy efficiency and accessibility goals, are helping to direct the transportation program of the future. Protecting wildlife habitat, wetlands, and ensuring water quality standards must be part of any future transportation system. . Demand for water and land will intensify competition between urban uses, agriculture, and the environment. This competition could influence where development actually occurs and where new transportation services and facilities are required. The CTP envisions a "road map to the future" that includes many types of transportation, from roadway lanes to sea lanes, from trains to transit, walkways to bike paths. It outlines a series of policies, strategies, actions, and recommendations drawn from and built upon the foundations of State and Federal transportation law and the needs and wishes of regional and local governments. California Transportation Plan 3 Most features of the CTP can only be achieved through partnerships that are based on mutual commitment to share risks and benefits. The planning, development, and delivery of transportation services involves a multiplicity of local, regional, State, Federal and private sector agencies. No single agency at any level -- public or private-- is able to achieve its specific mission without the help of others. Clearly no plan can anticipate every contingency. Still, the CTP attempts to set forth an overall context for decision making with enough detail to indicate a rational course of action. The California Transportation Plan echoes in substance and spirit Governor Wilson's Executive Order W-36-92, a vision for California’s transportation system in the rapidly approaching 21st Century. The vision imagines a transportation system that promotes the state’s economic health and quality of life through the movement of people, goods, information and services safely, and economically. Thus, it considers the effect on the state’s economy, environment and social structure as California builds and maintains a great system of rail service, mass transit, airports, pipelines, maritime facilities, bicycle and pedestrian ways, surface streets and highways as a bridgehead into the next millennium. To address this new vision, the California Transportation Plan is presented in three parts: Policies and Strategies, Transportation Economic Forecast, and Recommendations for Major New Initiatives. California Transportation Plan 4 CHAPTER 2 POLICIES AND STRATEGIES POLICY 1: TRANSPORTATION DECISIONS WILL PROMOTE THE ECONOMIC VITALITY OF CALIFORNIA BY PROVING FOR FLEXIBILITY IN CHOICE AND MOBILITY OF PEOPLE, GOODS, SERVICES AND INFORMATION. Objective A: Improve the economic competitiveness of the State through transportation activities. Strategy: California must develop an efficient intermodal goods movement system to improve its competitive position in the international economy. That system must be able to move goods reliably between the United States and other nations, between California and other states, and within California itself, with maximum efficiency and minimal delay. A healthy goods movement system is critical to bolster the state’s economy and its manufacturing base. We must meet several challenges. We need to routinely consider goods movement in our transportation investment strategies. In making transportation decisions, we must give greater consideration to all the freight modes, including intercity truck, rail, air, pipelines and maritime shipments. We must plan for increases in international trade volumes, with an emphasis on border crossings with Mexico. We need to support technological and operational innovations such as just-in-time inventory and shipping practices. Actions: . Simplify Public Permits and Approval Processes: The Trade and Commerce Agency, in cooperation with Federal, State and local agencies, will continue efforts to create a streamlined, clearly-defined, uniform multi-agency review and permit procedure. . Develop a Statewide Goods Movement Strategy: Caltrans shall establish a task force to develop a comprehensive statewide goods movement strategy. The strategy should facilitate the free flow of goods on the transportation system, through intermodal terminals and at border crossings. . Foster Technological and Operations Innovations: Caltrans will work with the goods movement industry to assist in application of technological and operational innovations. Such innovations include: shipment and intermodal transfers of containers, automated vehicle identification and container classification systems, advanced weigh-in-motion systems and toll collection systems, and alternative vehicle propulsion systems. California Transportation Plan 5 . Improve Delivery to End Users: Caltrans, RTPAs, local governments, and the delivery services industry will identify specific governmental and private actions to allow more efficient delivery of products to end users. . Develop International Border Infrastructure: Caltrans will establish a partnership with U. S. and Mexican public agencies and private groups, including local businesses and Chambers of Commerce, to address the efficient movement of goods, people, services and information; the determination of infrastructure needs; and the development of short-, medium- and long-range plans to meet those needs. . Develop International and National Trade Corridors:Caltrans and the Business, Transportation and Housing Agency will participate with the Federal government, Mexico, Canada and other states in studies to identify existing and emerging surface and air trade corridors, and transportation subsystems that will facilitate goods movement between the United States, Pacific Rim, Canada and Mexico including use of advanced technologies to improve productivity of international ports of entry. Objective B: Focus transportation investments on job creation, access to jobs, and training of Californians for new employment opportunities. Strategy: Cost-effective transportation investments stimulate the state’s economy by improving mobility and access. Transportation facilities and investments provide significant economic stimulus and job creation in the state. The State should explore some additional special opportunities. With the cutbacks in Federal defense programs, the State should support the conversion of advanced technology defense industries into new fields. Transportation is a potential market for California’s high-tech industries. The State should aim at increasing jobs in California by the development, production and marketing of advanced transportation systems. While the private sector should lead this effort, the State can facilitate the process by exploring, assessing and demonstrating feasibility, through cost-effective transportation investments that involve private sector participation. California Transportation Plan 6 Actions: . Foster Advanced Technologies Industry: Caltrans will work with other state agencies to support research, development, and application of advanced technologies in the transportation field to revitalize California’s manufacturing base and expand diversity in the job market. Caltrans will work with Project California and the private sector to deploy the products of advanced technologies in transportation. Caltrans will partner with California’s defense industries to convert military and aerospace technologies to transportation uses. Project California Project California is a private-public enterprise initiated by the California Council on Science and Technology. Its mission is to target investment strategies and deploy California’s incomparable technological and intellectual resources so that the state can become the world leader in developing, manufacturing, commercializing and using advanced transportation systems. Project California’s vision for the future will be achieved by addressing critical economic, environmental and social challenges facing California and by building new forms of cooperation among key California constituencies. As a result, traffic congestion and the environmental pressure that constrain businesses will be relieved and substantial number of high-wage jobs will be created. . Create New Transportation Oriented Industries: Governor Wilson signed the California Defense Conversion Act of 1993 which created the California Defense Conversion Council of which Caltrans is a designated member. The Defense Conversion Program enables Caltrans to enter into funding partnerships with private industry, academia and other public entities to develop opportunities for creation of transportation-oriented industries in response to the Federal Technology Reinvestment Project. Caltrans will continue to submit joint proposals and work with the California Transportation Commission (CTC) and the congressional delegation to pursue funding for these proposals from the Federal government. . Convert Closed Military Bases: Caltrans will offer technical assistance to local agencies in their formulation of reuse plans for closing military bases. In addition, Caltrans will work with the U.S. Department of Defense and regional and local agencies to develop a strategic plan related to potential reuse of closed military aviation bases. The strategic plan should assess the conversion of these facilities for use by air cargo, passenger service or general aviation. . Establish Economic Development Program: The Business, Transportation and Housing Agency and Caltrans, in cooperation with the CTC and RTPAs, will proceed with the development of a statewide Transportation Economic Development Program. The purpose of this program is to set aside resources outside the normal transportation programming/funding process to respond to economic development California Transportation Plan 7 opportunities on short notice. The program would provide ongoing flexible funding for transportation improvements that attract business expansion and relocation in the state. . Pursue Dislocated Workers Programs: Caltrans, the CTC, and local agencies will aid the Employment Development Department in implementing dislocated workers programs by developing demonstration programs to link transportation investments with job placement and skill training efforts. Caltrans, RTPAs, and local agencies will improve access to jobs by promoting efficient transportation and land use linkages. . Expand Automated Commercial Vehicle Operations: Caltrans, the California Highway Patrol (CHP), and other State agencies responsible for commercial vehicle regulations will continue to work with other states, Federal agencies and the trucking industry to improve goods movement safety, size and weight standards compliance, as well as fleet management and efficiency. Advance technologies for weigh-in-motion, automatic vehicle identification, special vehicle permitting and records-sharing between agencies enabling a truck to be registered only once for each load will facilitate quicker and less costly government administration and goods delivery. . Facilitate Advanced Transportation Systems Research & Development Program: Caltrans will continue its aggressive leadership role in the ISTEA mandated national Intelligent Vehicle Highway System (IVHS) Program. Caltrans will coordinate with Federal, State and local agencies, academia and the private sector to develop and implement a long term research and development program to guide its efforts, and the efforts of other transportation partners, to bring new transportation concepts and technology to maturity and deployment. . Secure California’s Role in the Federal Automated Highway System Demonstration Project: The Automated Highway System is fully automated control of vehicles operating on dedicated lanes in high priority traffic corridors. Caltrans will work in partnership with other State agencies, academia, private industries and Project California to bring the Federally mandated demonstration program and funding to the State of California. California Transportation Plan 8 Objective C: Promote tourism and access to California’s historic, scenic and recreation areas. Strategy: Tourism and leisure travel are two of the largest industries contributing to the economy of California. The attractiveness, comfort and convenience of transportation are particularly important to leisure travel. The State should support enhancements and activities that promote tourism and improve access to California’s historic, scenic and recreation areas. Services for traveler information and convenience should include schedules and transportation options, clear and consistent signing and directions, and development of roadside rests and vistas. Actions: . Support Technology Development for Tourism: Caltrans, in cooperation with the Trade and Commerce Agency, the CTC, Federal and local agencies, and telecommunication industries, should provide convenient, accessible modes of transportation to tourist destinations, and traveler information systems that provide information on route choices, traffic conditions and modal choices. Caltrans will develop, jointly with the private sector, roadside rests and vistas to aid and enhance the traveling public’s recreation trips. Yosemite Area Traveler Information (YATI) In 1993, numerous travelers headed to Yosemite only to find that the entrance was closed due to overcrowding and traffic congestion in the Park. The only options available were to turn around and head back home or wait until enough people left the Park and the entrance reopened. On subsequent occasions, National Park Service officials issued warnings of imminent closure. As a result, many people were unwilling to risk being turned back and stayed home or went somewhere else. Not only were tourists discouraged from visiting the Park, but local business owners who rely on tourism for economic survival were impacted by the lack of activity in the area Yosemite Area Traveler Information (YATI) should help avoid situations where people travel as far as the Park entrance station before realizing that they can’t get in. YATI is a $2.24 million demonstration project that incorporates advanced transportation management, traveler information, and public transportation systems to avoid holiday gridlock in the Yosemite Park. It enables the National Park Service to realize its goal of preserving the quality of the Yosemite experience while still providing tourist with information and benefiting the local businesses. . Use Transportation Enhancement Activities (TEA) Funding: Caltrans, the CTC, RTPAs, and local agencies should use TEA funding for projects and services that benefit increased tourism, increased access to recreation and enhanced scenic corridor viewsheds. California Transportation Plan 9 . Serve Rural Areas and Recreation Sites: Caltrans, in cooperation with the Trade and Commerce Agency, should provide technical guidance and marketing assistance to rural transit providers on coordination of transit services to tourist attractions. In addition, Caltrans will assist local government in the development of air transportation facilities to provide access for tourists to rural as well as urban areas. . Improve Non-Motorized Transportation Opportunities: Caltrans, Department of Parks and Recreation, and local agencies should identify and improve non-motorized access to recreation areas to benefit tourism and minimize the impact on sensitive areas. Objective D: Develop the Electronic Highway Alternative. Strategy: Technology and electronic highways are both an alternate transportation mode and a means of maximizing use of traditional transportation systems through linkages with the Federal IVHS Program. Going beyond just "bringing the work to the worker," this view sees mobility expanding through telecommunications to bring services to a broad mix of consumers and taxpayers, moving information and services rather than people. Examples include education, health care and government information. The deployment of telecommunications technologies for transportation needs to be fully and systematically coordinated with the other modes of transportation. Federal, State and local agencies must cooperate with the telecommunications industry to establish the physical infrastructure and regulations to address transportation applications for telecommunications. Actions: . Develop the "Electronic Highway": Local government, regional transportation agencies, Caltrans, and the California Public Utilities Commission (CPUC) should work with the telecommunications industry and Federal government to develop prototype community telecommunications networks that make California competitive and support development of an emerging industry in the state. Electronic Highway In November 1993, Pacific Bell announced a $16 billion investment to expand California’s telecommunications system. This investment will bring the electronic highway to more than 1.5 million people by the end of the decade. The entire state -businesses, people working at home, medical patients in rural areas, and students in their classrooms - will be linked by 2010. California Transportation Plan 10 . Adjust State Regulations Limiting New Telecommunications Technologies: The CPUC, in coordination with Caltrans and the CTC, will review the regulations governing the telecommunications industry and recommend appropriate changes to laws that directly and indirectly restrict introducing innovative new telecommunications technologies. . Encourage Telecommuting, Teleconferencing and Teleshopping Services: Caltrans in cooperation with local agencies, providers and industry will explore and recommend solutions to overcome barriers to transportation trip reduction through the implementation of information mobility services for the workplace and the consumer. POLICY 2: TRANSPORTATION DECISIONS WILL PROVIDE ALL CALIFORNIANS WITH A SAFE, CONVENIENT, RELIABLE TRANSPORTATION SYSTEMS Objective A: Provide safety and security for all transportation system users. Strategy: California cannot afford a transportation system that is unsafe. The personal and social costs of death, injury and property loss due to travel are significant and largely avoidable. Real or perceived safety risks potentially reduce mobility and limit modal choices. People must travel and goods must be transported on a system that is safe and secure. Actions: . Develop Graffiti Prevention and Removal Program: Caltrans, in conjunction with local and regional transportation agencies, including community organizations, law enforcement officials, school districts, and the private sector will develop a graffiti prevention program. Program should consider: inhibiting access to transportation structures with physical barriers (fencing, vegetative growth); developing innovative designs and materials; targeting educational outreach programs. Multi Agency Graffiti Intervention Committee (MAGIC) The MAGIC task force, formed by Caltrans in 1991, brings agencies together to combat the growing problem of graffiti in the greater Los Angeles area. The organization has developed into a very active committee whose goals is the eradication of graffiti through law enforcement, prevention, and education as well as the expeditious removal of existing graffiti. The committee includes broad-based representation from agencies and organizations throughout the Los Angeles area and provides an excellent way to exchange information and coordination efforts. California Transportation Plan 11 . Demonstrate Urban Design for Safety: Caltrans, in partnership with a city, should develop a Transportation Enhancement Activities demonstration project based on urban design research to improve transit dependent consumers security in urban transportation corridors. Examples would be improved street lighting, bus shelters, and tree plantings. . Provide for Personal Security: Caltrans, transportation providers and law enforcement agencies will design and operate transportation facilities and services to address concerns for personal security. . Plan and Implement Safety Improvements: Caltrans and local agencies should continue to increase safety on transportation facilities such as streets, highways, bridges and intermodal terminals through standards, design, and construction practices. Caltrans will assist local agencies in assuring hazard-free runway protection zones at public use airports. . Prepare Emergency Transportation plans: Caltrans, RTPAs, and local agencies will prepare emergency transportation plans for natural disasters and catastrophic events. These plans should provide for the continued and/or restored movement of people and goods during and after emergencies. These plans will include identification of priority facilities for higher standards of design, construction and maintenance. . Complete Seismic Retrofit Program: Caltrans shall complete the seismic retrofit of single and multi-column bridges on the state highway system by December 1995. It will also complete the seismic retrofit of the states toll bridges by December 1997. . Continue Seismic Retrofit Research Program: Caltrans, in partnership with academia and the private sector, shall continue research in identifying new bridge structural designs and retrofits that would improve bridge integrity during seismic events. . Ensure Intercity Rail Passenger Security: Caltrans, the California Public Utilities Commission, Amtrak, the major railroads, regional rail service providers, the California Highway Patrol, and associated local law enforcement organizations will develop cooperative strategies to ensure the security of the public on regional and interregional rail services. . Improve Safety for Rural Transportation Systems: Caltrans will work with the CHP, CTC, RTPAs and the private sector (communications industry) to implement advanced technology systems in rural areas. Mayday systems and travel warning systems for weather, incidents and roadwork are examples of the safety projects to consider. California Transportation Plan 12 . Implement Advanced Technologies for Safety: Caltrans, in cooperation with Federal agencies, CPUC, local transportation providers and the private sector vehicle manufacturers and communications industry, will develop and implement advanced vehicle safety systems such as mayday and collision warning, and management of hazardous materials transport. . Improve Reliability, Comfort, and Security: Caltrans should assist transit agencies and local governments to improve passenger amenities, reduce graffiti, and increase security in high-risk areas (e.g., foot patrols, video surveillance, and transit police service) in order to attract and keep customers. . Improved Freeway Incident Response: Caltrans, the CHP, emergency service agencies, and transportation providers will provide safe transportation facilities and services by continuing to operate programs such as service patrols, incident identification, emergency response, clean-up and traffic management and traveler information. Advanced technologies will continue to provide opportunities to improve these programs, especially for emergency vehicle management. California Transportation Plan 13 Objective B: Maintain transportation systems to preserve investments and serve the public. Strategy: The statewide transportation system includes many modal networks - streets, roads, State highways, airports, transit, bikeways, rail lines, terminals, pipelines, communications links and switches. Diverse jurisdictions and private enterprises built and now maintain these networks. California must maintain its existing transportation system in good operating condition to serve the customer and to maximize the public’s return on its investment. Maintaining the system in good condition limits the costs of repair and replacement and minimizes delay or interruptions of service. Maintenance provides the essential base for increasing system capacity to serve the growing state population. Actions: . Place Maintenance As a Priority: In making budget decisions, Caltrans, RTPAs, cities, counties and transit providers should place a high priority on maintaining their transportation systems. They should develop system maintenance and rehabilitation management programs to aid in their decision making. . Include Life Cycle Costs: Caltrans, the CTC, RTPAs, cities and counties should emphasize use of life cycle cost principles in investment decisions to reduce annualized capital and maintenance costs of transportation facilities. . Apply Advanced Technology to Improve Maintenance and Construction: Caltrans will continue to cooperate with the United States Department of Transportation, regional transportation agencies, the private sector and academia to apply advanced technologies for constructing and maintaining transportation facilities and rolling stock. These efforts provide safer work areas for workers and travelers, enhance productivity and reduce traveler inconvenience. . Develop Performance Management Systems: Caltrans, RTPAs and local government will develop appropriate transportation system performance objectives and measures to evaluate system performance, project investment and progress in achieving performance goals. Caltrans and the RTPAs will develop a simple and succinct performance-based management system across all modes incorporating otherwise independent systems. California Transportation Plan 14 Objective C: Manage transportation networks as a seamless intermodal system. Strategy: The diverse networks that comprise the transportation system must operate efficiently as a user-friendly, integrated system. Congestion slows travel and goods movement, reduces fuel efficiency and contributes to air pollution. Transportation Demand Management (TDM) combined with Transportation Systems Management (TSM) and advanced technologies will reduce travel time and costs, air pollution, energy consumption, and noise. Management of the existing system as a whole increases safety, reliability, productivity and mobility. Actions: . Facilitate Transfers Between Transportation Modes: Caltrans, transit providers, and RTPAs will develop and implement programs to improve modal connections through the use of advanced technology systems, coordination of schedules to minimize customer waiting time, the development of multi-modal transfer facilities, and design of facilities having human scale, comfort and convenience where pedestrians interface the system. . Serve the Transportation Customer: Regional transportation agencies and transportation service providers, with the support of Caltrans, should enhance customer service. Examples of actions are: establish integrated and reciprocal fare policies, establish universal fare passes, work with private enterprise to jointly develop multimodal transfer facilities, enhance ground access at rail terminals, airports and maritime facilities, and provide shelters and traveler information. . Develop and Deploy Advanced Transportation Management Systems (ATMS): Caltrans, with local and Federal agencies, will continue to improve operations by developing, testing, and deploying advanced technologies for maximizing use of surface transportation modes and facilities. Caltrans will lead the efforts to use its ATMS test bed to evaluate advanced technologies in real-world environments; use existing and planned upgrades to the transportation infrastructure as opportunities to apply ATMS technologies; coordinate ATMS research, development and testing with the transportation planning and programming process; deploy ATMS within all major urban congested areas in California. California Transportation Plan 15 Intelligent Vehicle-Highway Systems The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) established the Intelligent Vehicle-Highway Systems (IVHS) program under the US. Department of Transportation. IVHS activities, based on advanced technologies, will research, develop, and operationally test intelligent vehicle-highway systems and promote implementation of such systems as a component of the Nation’s surface transportation systems. The goals are to widely implement IVHS to enhance surface transportation system capacity, efficiency and safety, to help attain clean air, to develop and promote an IVHS industry, to enhance the country's industrial and economic competitiveness and productivity. . Deploy Transportation Management Centers: Caltrans, the CTC, and the CHP will cooperate with RTPAs, local governments and the private sector to implement the Transportation Management Center Master Plan to standardize systems and operations, provide an integrated management structure and enhance public and private partnerships for multimodal transportation. . Develop Advanced Vehicle Control Systems: Caltrans will cooperate with State and Federal agencies, academia and the private sector to improve vehicular performance, enhance safety and increase transportation efficiency through the research and development of advanced vehicle control systems. These systems will benefit school buses, transit and truck fleets as well as passenger vehicles. . Improve Service Efficiency: Caltrans, RTPAs, and transit providers should work together to develop a program of efficiencies and streamlining that when implemented will improve the quality of transit service, reduce operating costs, and encourage transit use. This program should consider recommendations on consolidation of duplicative services, procurement activities, deployment of advanced technologies, and changes to statutes and regulations. . Expand Express Bus Service and Facilities: Caltrans should work with RTPAs and transit operators to take advantage of High-Occupancy Vehicle (HOV) facilities for transit use. High quality express bus service utilizing preferential lanes or exclusive guideways, with direct connection to urban, commuter and intercity rail, can fill the gap in suburb-to-suburb or urban-to-suburb commutes, by connecting jobs, homes and markets in the growing suburban economic centers. . Improve Intercity Rail Service Reliability: To enhance service reliability, Caltrans, Amtrak, and freight railroads should continue to expand frequency of service and agree on performance standards for State-supported trains. At a minimum, these should address on-time performance and on-board service amenities. These standards should apply both to direct rail services and to bus connections. California Transportation Plan 16 . Reduce Congestion: Congestion Management Agencies (CMAs) in conjunction with cities and counties and Transportation Management Associations (TMAs) should continue to develop and implement trip reduction programs. RTPAs should incorporate Transportation Demand Management (TDM) measures into the regional transportation plans. Caltrans should continue to develop and promote TDM programs, research, and appropriate marketing tools. . Encourage Bicycling and Walking: Caltrans, cities and counties, RTPAs, transit providers and employers should continue to work together to encourage bicycling and walking to work. Educational efforts that encourage increased use of bicycles for commuting and other purposes, in a safe and reasonable manner, should be expanded. Examples of such efforts include the development and distribution of bicycle route maps, bicycle ‘driver’ safety training courses and provision of showers and lockers at employment sites. . Manage Access to Rural Highways: Caltrans, in cooperation with local agencies and RTPAs should identify critical access points and measures needed to maintain safe and efficient traffic flow by focusing the number and location of access points along rural highways. Objective D: Expand and improve transportation services and systems to provide users better access and choice. Strategy: California’s existing aviation, rail, transit and roadway networks will require some expansion and reconstruction efforts to achieve a seamless system. Improved user access and choice of system alternatives must be the focus of the transportation decision process. Actions: . Priorities for System Improvements: To assure cost-effective system development, the California Transportation Commission, Caltrans, regional and local transportation providers should adopt the following priorities for system improvements: 1) demand reduction strategies; 2) operational improvements to increase efficiency of the existing system; 3) actions to shift demand from single occupant vehicles to other modes; and 4) new facilities. . Expand modal choice: Caltrans, RTPAs, cities and counties will develop alternatives to the single-occupant vehicle, such as bicycling, walking, buses, rail, telecommunications and demand management techniques. To encourage their use, Caltrans, with the assistance from the CEC and CARB will inform transportation consumers of the benefits, costs and impacts of modal alternatives. California Transportation Plan 17 . Expand Telecommunications: Governmental agencies should assist and encourage the private sector to expand the use of telecommuting and other telecommunications technologies to reduce congestion, energy use, and air emissions. Specific options that should be evaluated and implemented as appropriate, include work-at-home, dispersed telecommute work centers, distance learning, telemedicine and teleconferencing/video display meeting rooms. Caltrans in cooperation with CARB, CPUC, and CEC should study the need for policies to make telecommuting more successful. Transbay Terminal goes Eight-Tech with Electronic Display With thousands of people passing through its cavernous bus boarding area each day, and many more loading and unloading at the bus stops that ring its exterior, San Francisco’s Transbay Terminal qualifies as one of the busiest transit hubs in the region. Thus the venerable building was a logical candidate for a high-tech electronic schedule display system (ESDS) to help transferring riders make their connections. Recently installed by MTC and Caltrans, the ESDS features a bank of four television-type monitors, one for each of the four transit systems connecting at the Transbay Terminal. Driven by Macintosh computers, the monitors function much like airport arrival/departure displays, alerting the travelers to when the next bus will leave. . Develop and Improve Traveler Information Systems: Caltrans will cooperate with State and Federal agencies, regional transportation agencies, transportation providers, the media and the private sector to develop and improve Traveler Information Systems that provide timely and accurate information for making travel plans in advance or enroute. Advanced technologies will facilitate information being available to homes, offices, public kiosks as well as in vehicles or with the person. This information will help to minimize delay, air pollution, energy consumption and traveler frustration. . Provide for Pedestrians: Local, regional and State agencies must provide for pedestrian circulation and comfortable and safe pedestrian access to intermodal connections. Particular attention must be made to Americans with Disabilities Act (ADA) requirements in pedestrian facility design. . Develop Pedestrian and Bikeways Plans: Caltrans, in cooperation with the Department of Parks and Recreation, RTPAs and cities and counties will produce a State Pedestrian and Bikeways Plan for developing high priority bikeway and pedestrian networks. The plan should include all trip types, identify missing or subservice links, safety enhancements, and intermodal connections Caltrans, RTPAs, and cities and counties should work with bicycle advocacy groups to develop or update local pedestrian and bikeway plans. . Expand Bicycle and Pedestrian Facilities: Caltrans, the CTC, regional and local agencies should plan and program construction of bicycle and pedestrian facilities for commute and recreation purposes as options for California Transportation Plan 18 travel equal to other modes. Highway and road design should accommodate bicycle and commute travel. . Expand Alternative Transit Services: Caltrans will cooperate with transit operators, TMAs, the private sector and RTPAs to research, develop and demonstrate how existing and advanced technologies can provide flexible, innovative public/private services that result in increased transit usage. Examples of such services are: door-to-door transit service and small transit "station access cars." . Investigate Options for Transit and School Transportation: The State Department of Education, together with public transit operators, should investigate giving school districts the option to use their transportation funds to contract with public transit operators to provide transportation for students and seek a revision in Federal law to allow public transit operators to provide school bus service where routes overlap. . Expand Interstate Rail Services: Caltrans, in concert with neighboring states, regional and local agencies, freight railroads, and Amtrak, should evaluate the feasibility of increasing service, such as instituting a second tristate train as a supplement to current "Coast Starlight" service. . Expand Station Passenger Support Services: Caltrans, Amtrak, regional transportation agencies, and local transit districts should develop enhanced passenger support services at rail stations to improve rail connectivity to the rest of the transportation system. This includes improved transit services to link the stations to nearby business centers, car rental services, restaurant facilities at stations, information boards, and other transportation services. . Expand and Enhance California Intercity Rail Services: In cooperation with Amtrak, the railroads, the CTC, and regional transportation agencies, Caltrans should expand and enhance the number of State-sponsored intercity rail services. A 10-year rail passenger service development plan should be prepared biennially by Caltrans, in cooperation with regional transportation agencies and the State’s railroads. . Develop High Speed Ground Transportation: Under the direction of Governor Wilson and consistent with Statutes of 1993, Resolution Chapter 56, the Intercity High-Speed Rail Commission was established. The Commission will work with Caltrans to immediately proceed with the development of a 20-year High Speed Intercity Ground Transportation (HSGT) Plan. This plan will identify corridors to be served, analyze financing alternatives, and social and environmental impacts, make recommendations regarding HSGT system operation and maintenance, and address the coordination of the system with other transportation services. California Transportation Plan 19 . Expand Public-Private Partnerships: Caltrans should investigate whether legislation that would authorize additional public-private partnerships under the AB 680 (Statutes of 1989, Chapter 107) privatization program should be pursued. A significant number of transportation projects lend themselves to public/private partnership arrangements to which private capital and management can be attracted. The Governor signed into law legislation authorizing construction and operation of four private transportation facilities in the state. All four projects have been franchised. The AB 680 program has encouraged significant private investment and participation in transportation improvements in California. . Adjust Highway Design Standards: Caltrans, in conjunction with local governments, American Association of State Highway and Transportation Officials and Federal Highway Administration (FHWA), should develop new criteria for highway design standards adjustments and exceptions. Exceptions or adjustments would allow a needed improvement to be made at a lesser cost to the environment where topography, geologic and environmental considerations are at issue. . Implement the Interregiona1 Road System Plan (IRRS): Caltrans, in cooperation with the CTC and local and regional planning agencies, should develop the IRRS High Emphasis Routes to a minimum facility standard focusing on projects identified in the IRRS Plan to correct current traffic service problems. . Develop Improved Airport Ground Access: Caltrans, RTPAs, and airport operators should identify ground access issues, evaluate potential alternatives including expanded multimodal access, and recommend actions that should be linked to high speed ground transportation services, improved transit, and other services to enhance mobility and reduce air pollution. California Transportation Plan 20 POLICY 3: TRANSPORTATION DECISIONS WILL PROTECT THE ENVIRONMENT AND PROMOTE ENERGY EFFICIENCY WHILE IMPROVING MOBILITY. Objective A: Balance transportation, energy, economic, and environmental goals. Strategy: California has experienced serious economic challenges. Revenue and employment in aerospace and defense industries have shrunk Business and consumer spending has declined. California needs to broaden its economic and employment base to provide a strong economic foundation and jobs for its future. California’s transportation system requires more than 15 billion gallons of gasoline and diesel a year. Transportation in California remains vulnerable to oil supply disruptions and price spikes that can play havoc with consumer pocketbooks and the state’s economy. Transportation is California’s largest source of air emissions. More than 90 percent of the state’s population is exposed to ozone levels above those permitted by State air quality standards. Change is needed and will be determined by how effective California is in balancing its desires for mobility, energy independence, economic strength and environmental quality. Actions: . Emissions Trading in the Marketplace: California Environmental Protection Agency (Cal-EPA) and California Energy Commission (CEC) should develop a workable emissions trading concept to encompass stationary and mobile sources, consistent with policies to rely on market mechanisms in order to reduce mobile source emissions. . Integrate Air Quality and Transportation Decisions: Caltrans, CARB, RTPAs, and regional air quality agencies should develop agreements on mutual expectations for transportation system performance and air quality improvements. . Implement Federal Transportation and Air Quality Regulations: CARB, CEC, CTC and Caltrans will undertake a review of the joint United States Environmental Protection Agency (EPA)/U. S. DOT air quality/transportation conformity regulations and publish guidance to aid RTPAs and air districts in designing and funding cost effective strategies. . Operate Transportation Control Measure (TCM) Clearinghouse: Caltrans and CARB should continue to operate a joint TCM Clearinghouse. EPA and other appropriate Federal, State and local entities, should support this activity. The clearinghouse should develop and publish information for the use of the private sector and academia on both TCM applications and the impact of such measures on air quality and mobility. California Transportation Plan 21 . Improve Transportation, Air Quality and Energy Modeling: Caltrans, CAB, CEC, EPA, FHWA, RTPAs, and regional air districts and academia should jointly develop an air quality, energy, and mobility models that can portray current and future transportation scenarios. . Resolve Environmental Issues Early: Caltrans and RTPAs should conduct Master Environmental Impact Reports (Public Resources Code Sec. 21156 et. seq.) as part of their long-range plans and corridor/multimodal alternatives studies. Cumulative and systems issues such as general location and modal alternatives can be best addressed at this time since those studies generally lead to corridor identification and further project study and selection. Protection, enhancement or mitigation measures should be discussed with all persons and agencies affected and be built into the early planning. Beach Lake Mitigation Bank Caltrans pursues a unique program to reconstruct an environment lost in time in an effort to preserve some of California’s rarest wild and natural resources. The Beach Lake properly in the Sacramento area is a speck in the 24,000 acres which surround it --much of which is a part of combined State, Federal and county plan to protect fast- disappearing undeveloped Central Valley lands for wildlife. Under the concept of land banking Caltrans will develop wildlife habitat in advance of project development, so there exists a "bank" of protected land against which future project environmental mitigation requirements may be credited. . Protect Sensitive Habitat: Under the leadership of the Resources Agency, regional and local land use agencies need to complete comprehensive management plans, with an emphasis on land mitigation banking, for all types of sensitive habitats to avoid piecemeal approaches to endangered species protection. . Reduce Use and Presence of Toxic Materials: Caltrans will encourage the private sector and academia to develop and test adequate substitutes to reduce the use of toxic substances in the development (e.g., construction materials), operations (e.g., salt) and maintenance (e.g., herbicides) of the transportation system. . Improve Water Quality: Caltrans, cities and counties will incorporate the Best Management Practices provisions of the Federal Water Pollution Control Act in the design operation and maintenance of transportation facilities. . Conserve Water: Caltrans will continue to seek opportunities to conserve potable water and expand use of non-potable water in the design, operation and maintenance of transportation facilities, working with local agencies to this end. California Transportation Plan 22 . Expand Use of Effective Mitigation and Enhancement Techniques: Caltrans, Cal-EPA, CARB, U.S. DOT and EPA working through academia and private sector, should jointly fund and conduct research to develop and test mitigation techniques, methods to monitor and evaluate transportation impacts, strategies to implement the research, and streamlining of the environmental process. . Expand Recycling Caltrans will reduce, reuse and recycle materials used in the construction, maintenance and operation of the transportation system and provide technical assistance to cities and counties to do the same. . Enhancing Scenic Corridors: Caltrans will continue to seek transportation enhancement funding to remove non-conforming outdoor advertising displays in designated scenic highway corridors and continue diligent filing of citations for illegal displays. Objective B: Increase fuel choice, improve vehicle efficiency and apply advanced technologies to improve air quality and reduce energy consumption. Strategy: Both State and Federal clean air requirements address how best to reduce air pollution. Specific measures include increased use of alternative fuels and vehicle efficiency improvements. Californians value their personal vehicles highly. These vehicles represent convenience, freedom, status, mobility and the opportunity for solitude. Any alternative mode offering less than that is not an acceptable alternative to many commuters. California has long championed clean, alternative fuel vehicles and has been on the leading edge of vehicle technology development. The state is in a position to capitalize on important energy and environmental policies with new industries and jobs. Actions: . Promote Use of Alternative Fuels: Caltrans, CARB and CEC, in cooperation with the California Public Utilities Commission (CPUC) and federal agencies, the utilities companies and the auto manufacturers, should expand their efforts to develop and promote the use of alternative fuels, such as electricity, fuel cells, methanol, ethanol and compressed natural gas. The State and Federal governments must develop clear policies and programs that assure the availability of support infrastructure, such as refueling facilities. The State should participate in developing clean fuels and zero emission vehicles and be the leader in educating manufacturers and consumers about the benefits of clean fuel. Federal and State tax policies should continue to provide incentives to encourage the purchase of California Transportation Plan 23 alternative-fueled vehicles, until they can compete with petroleum-fueled vehicles in price. . Increase Fuel Efficiency: Cal-EPA and CEC should continue to encourage increased fuel efficiency of vehicles, without increasing vehicle emissions. The State will expand the State fleet demonstration program for high efficiency alternative fueled light duty vehicles and encourage others to do the same. . Vehicle Fleet Modifications: CARB, cooperating with the CEC and private enterprise, should continue to implement strategies that improve the emission characteristics of the vehicle fleet operating in California. Examples of such strategies include the rapid introduction of electric and other zero/low emission alternative fuel vehicles; buy-back programs to junk high emission vehicles; and the underwriting of the repair of vehicles whose owners cannot otherwise pay for repairs. CEC, Caltrans, Cal-EPA and the California Trade and Commerce Agency should assist in the process of coordination between CALSTART, Project California, University of California, the United States auto makers, aerospace companies based in California and the CPUC concerning leading edge energy technologies such as electric vehicles, batteries, fuel cells, and infrastructure programs. The Cal-EPA, Caltrans, CPUC and CEC should develop incentives to develop and demonstrate electric vehicle technology and recharging infrastructure and to evaluate energy efficiency and performance of electric vehicles. CALSTART Through CALSTART, BART, Caltrans, and PG&E, are participating in a station car demonstration. Station cars are small, multi-user electric vehicles that will be available at public transit stations and other city locations for commuter use, either getting to a transit station or getting from a such a station to a final destination. The cars will be charged at the transit site and will be available for a variety of commuter/errand uses, encouraging people to ride public transit. CALSTART is a non-profit consortium of over 60 public and private entities mobilized to create an advanced transportation industry in California. Founded in 1992, its participants and sponsors include the state’s six major utilities, aerospace defense firms, small businesses, State and local governments, universities and research institutions, plus a Federal lab, a union group and an environmental group. . Develop Low-Emission Locomotives: Caltrans, CARB, CTC and CEC should continue to work with the railroads, Amtrak, the Southern California Regional Rail Authority and private industry to test, demonstrate, and place into operation low-emission and zero emission locomotives. California Transportation Plan 24 Objective C: Transportation decisions respect community values. Strategy: The transportation planning process needs to explicitly consider and analyze the human environment as a factor in transportation decisions. It must recognize the important role that transportation systems play in addressing social concerns such as access to affordable housing and jobs. It needs to further highlight the need to make transportation planning consistent with land use plans and other plans developed to address other concerns, e.g., employment, energy, housing, community development, and the environment. Actions: . Make Transportation a Community Asset: Caltrans, RTPAs, cities, and counties should seek to achieve a transportation system that is compatible with community values by implementing transportation enhancements, preserving and protecting scenic travel corridors and meeting State and Federal historic preservation goals. . Provide Responsive Public Land Management: The Departments of Parks and Recreation and Water Resources, U.S. Forest Service, National Parks Service, and Bureau of Land Management should fully coordinate their land use management decisions with the goals and policies of Caltrans and RTPAs. These agencies should also establish decision-making processes that provide for public involvement, and mitigate transportation and air quality impacts of proposed projects. . Implement Fiscal Policies to Support Balanced Land Use: The Governor’s Office of Planning and Research in cooperation with appropriate State agencies, should produce strategies focused on reducing the negative fiscal competition between cities and counties for high-value land uses, which adversely affects the location of jobs, affordable housing and, therefore, travel patterns. . Preserve Corridors: Caltrans and RTPAs in cooperation with cities and counties should identify and preserve existing and future transportation corridors. The CTC should adopt policies needed to preserve corridors, and similarly should recommend any needed changes in State law to the Legislature. . Consider the Human Environment: The California Transportation Commission should revise the Regional Transportation Plan Guidelines to require the consideration of the human environment such as housing, employment, and community development in preparation of transportation plans. Such plans should address societal needs such as equity of transportation access and choice across social, economic, geographic and ethnic strata. California Transportation Plan 25 . Respect Native American Values: Caltrans, RTPAs, Native Americans and others will work cooperatively to incorporate Native American issues related to transportation into the overall transportation planning process. Included in this effort will be a recognition of and sensitivity to, the essential and ongoing transportation activities (such as maintenance, operations, construction and transportation services) that may have impacts on the cultural heritage of the many Native Americans. Where appropriate, institutional changes will occur to ensure that issues and needs related to the treatment of human remains, plants, animals, and native beliefs, values and ideas are considered. California Transportation Plan 26 CHAPTER 3 TRANSPORTATION ECONOMIC FORECAST California is challenged with the task of operating, rehabilitating, and properly maintaining the transportation system already in place. Providing a world class transportation system will require California to meet the challenges posed both by increased congestion in many parts of the state and by the need to seismically retrofit, rebuild and maintain a public and private transportation system. California is committed to realizing the vision of a transportation system that is balanced and takes into account performance, cost, resource use, and social impact. The policies and actions in the CTP suggest different strategies to bring a strong transportation system into the 21st Century. A straight funding needs projection based on the transportation improvements identified in current local and State programs will not give a true picture of future transportation funding needs. California’s lack of a focus on the full intermodal transportation funding picture for all sources of transportation funds from the State, regional, and local agencies operating the transportation system, as well as the private sector investments impedes Caltrans’ and the California Transportation Commission’s ability to assess long-term funding availability and needs. In addition, the importance of the various sources of capitol funding is changing. The funding available through transportation-dedicated taxes and licensing fees is forecast to increase in real dollar terms at a slower rate than what was estimated when the program targets were made. Federal sources anticipate level or increased funding through ISTEA. Local agencies, which gained a funding source that does register real dollar increases over time (sales tax funding) now possess the revenue to undertake significant transportation activities and can benefit from Caltrans’ expertise in designing, constructing or maintaining multimodal and intermodal projects and improvements. Looking just at the Federal and State revenue and costs of the State Highway System as currently planned, long-term projections indicate the estimated costs of maintaining the existing State Highway System will rise significantly faster than the anticipated revenues. Based upon assumptions consistent with those used for the 1994 STIP Fund Estimate, the funding projections show that the costs of operating, maintaining, and rehabilitating the existing State Highway System will increase from about $2.1 billion in 1995 to approximately $3.6 billion in 2014. In contrast, revenues during this period are estimated to grow by only 25 percent. These differences in growth are attributable to the fact that transportation revenues grow at about 1 percent per year, whereas long-term escalation rates are anticipated to grow at 3.6 percent annually. According to these projections, the State could not continue the program funding targets outlined in the Transportation Blueprint beyond the 10 years. California Transportation Plan 27 The Transportation Blueprint extended out 10 years to 2000, and specified that at least $18.5 billion be made available for capital improvements during that 10 year time period. The 1992 STIP extending out seven years through 1999, programmed the entire 10 years of funding targets and thus essentially completed programming for the Transportation Blueprint. However, many longer-term funding issues not identified in the Blueprint, such as seismic retrofit, rising transit operating costs, aviation and maritime needs, and the cost of the application of new technologies also are not fully addressed. This disconnect between funding targets and transportation solutions is based on current practices of meeting transportation mobility without implementation of the policies and actions in the CTP. It also does not include an analysis of reduced needs or cost savings if transportation solutions were approached as proposed in the CTP. In establishing the Blueprint ten-year funding plan, the Legislature acknowledged: "It is recognized that, in a changing environment such as California, periodic reviews and revisions will be necessary." The consequences of failing to review the investment in the State’s transportation infrastructure will be a failure by California to confront the demands and challenges presented by its citizens and economic competitors. California Transportation Plan 28 CHAPTER 4 RECOMMENDATIONS FOR NEW INITIATIVES The California Transportation Plan has identified in the preceding chapters three specific policies and actions for implementation. These actions are critical to the changes in California’s transportation system as envisioned by the state’s voters when they supported Propositions 108, 111, and 116 in 1989, and the nation’s elected representatives when they passed the Intermodal Surface Transportation Efficiency Act of 1991, the State and National Clean Air Acts, and the National Energy Act of 1992. This chapter presents three specific proposals to improve the state’s transportation system. Some of the initiatives require statutory change and these are identified; others recommend consensus building or study activities which may lead to changes in existing law that cannot be clearly set forth now. The recommendations are: I. Convene a bipartisan special commission to address the future of transportation in California. II. Develop a comprehensive statewide strategy for improving the movement of goods. III. Determine and fully authorize the State’s role in non-highway modes of transportation. The following sections discuss the means of implementing the recommendations and what are felt to be extremely important issues that need to be addressed by local, regional, State, and Federal agencies. It is expected that additional issues will emerge as part of this process. California Transportation Plan 29 RECOMMENDATION I: CONVENE A BIPARTISAN SPECIAL COMMISSION TO ADDRESS THE FUTURE OF TRANSPORTATION IN CALIFORNIA. DISCUSSION: Stimulating and reviving the state’s economy continues to be this Administration’s leading priority. A strong transportation system is one of the keys to reviving and strengthening California’s economic vitality. Several major problems and challenges face the State’s ability to provide that strong ransportation system. --Air Quality: New approaches to providing traditional transportation services need to be identified to meet California’s growing transportation needs while still meeting the critical air quality requirements. --Demand for New or expanded Transportation Systems: The investment levels required to construct and operate new and expanded aviation, highway, transit, and rail solutions to meet all of California’s transportation demands and needs are beyond the ability of the businesses and people of California to carry on their economic backs. A blend of new facilities, new technology and better use of the existing transportation facilities is needed to better match the state’s economic capacity for transportation. --The Existing Transportation Funding Structure is Broken: The basic transportation funding structure is based on gallons sold and does not grow at the same rate as the cost of constructing, operating and maintaining the transportation system. In addition, as the state moves toward other modes than the cars and trucks to move people and goods, the user fees necessary to develop and operate those systems are not available. Finally, the use of alternative fuels to improve air quality does not generate user fees at the same rate of gas and diesel. In fact, electric powered vehicles do not generate user fees. As the use of these alternative fuels grow, the gap between transportation funding and needs will continue to widen. Solutions and new approaches must be found to address these problems if California is to provide a transportation system that is an asset rather than a problem. ACTION: A long-range view for California’s transportation system is critically needed. The "California Transportation Plan" suggests many far reaching strategies to bring a strong transportation system into the 21st Century. What is missing is a clear series of Administrative, Legislative and business policies to implement those strategies. A Commission to set a road map for the future of transportation in California should be established by the Governor. The membership of the Commission should be comprised of bipartisan business and governmental leaders and supported by transportation, environmental and new transportation technology interest California Transportation Plan 30 groups. The Commission’'s effort should tee completed within one year after the Commission is convened. California Transportation Plan 31 RECOMMENDATION II: DEVELOP A COMPREHENSIVE STATEWIDE STRATEGY FOR IMPROVING THE MOVEMENT OF GOODS. DISCUSSION: Goods movement is essential to the economy and quality of life of California. If we are to develop a balanced, integrated transportation system, a statewide goods movement strategy is needed. Such a strategy should facilitate the free flow of goods on the transportation system, through air, rail, truck, and maritime terminals; between modes at intermodal terminals, and at border crossings. Statutory and policy constraints on transportation project planning and programming currently limit the ability of goods movement projects to compete for funding successfully with passenger oriented projects and programs. A base of facts to assure substantive and supportable goods movement decisions is needed. ACTION: The California Department of Transportation shall establish a task force to develop a statewide strategy for improving the movement of goods. Members of the task force should include representatives from all relevant State agencies, regional transportation agencies, the goods movement industry, shippers, labor unions, and the general public. The Department’s Statewide Intermodal Goods Movement Advisory Committee (SIGMAC), should assist the task force by providing technical expertise and advice in identifying critical interregional, interstate and international goods movement corridors and intermodal facilities. The task force should report its findings and recommendations to the Governor within 12 months of its establishment. Specific elements that should be considered include: . Identifying roles and responsibilities of public agencies in planning and providing goods movement projects. . Seeking flexible funding to allow State and regional transportation agencies to participate in and carry out freight transportation improvements. . Evaluating and proposing changes to State programming criteria to allow the State to implement projects that improve the movement of goods. . Developing goods movement performance measures. . Addressing the coordinated and integrated development of interregional, interstate and international freight facilities; the maintenance and improvement of critical freight corridors; and eliminate impediments to cargo movement such as low rail tunnels that cannot manage double California Transportation Plan 32 stacked containers and adequate grade separations for access to ports and airports. . Developing a policy to emphasize the goods movement needs in all transportation planning, programming, and project development activities. . Integrating maritime and airport facilities plans into the State’s overall transportation system development plans. . Addressing the efficiency of existing ports of entry. California Transportation Plan 33 RECOMMENDATION III: DETERMINE AND FULLY AUTHORIZE THE STATE'S ROLE IN NON-HIGHWAY MODES OF TRANSPORTATION. DISCUSSION: The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) requires intermodal transportation system planning and programming by the State, regional agencies and transit providers. In doing so, it establishes the need for new actions and linkages between all transportation modes and services providers. Although Caltrans became the State’s multimodal transportation agency in 1972 the appropriate role and authority of Caltrans and the State agencies with transportation responsibilities such as the California Transportation Commission (CTC), California Public Utilities Commission (CPUC), California Air Resources Board (CARB), the California Highway Patrol (CHP), and the California Energy Commission (CEC) are not well defined in telecommunication, rail, transit, maritime, or aviation. This presents real difficulty to the State’s timely performance in a multimodal capacity, and to the implementation of interregional transportation agencies’ decisions other than for highways. ACTION: The Business, Transportation and Housing Agency should initiate a study on the subject of the State’s role in interregional, intermodal transportation. This study should be prepared in consultation with Caltrans, CTC, CARB, CEC, CHP, and CPUC, the regional transportation planning agencies, and representatives of the affected interests (communications, maritime, aviation, rail, transit, bicycle, community, and consumer groups). The study should be completed and the results reported to the Legislature with appropriate recommendations within 15 months after the study is initiated. The study should address: . Analysis of the impacts of ISTEA on current State law regarding transportation system operation and the responsibilities of service providers. . Development of clear roles for local, regional and State government and service providers. . Clarification of authority and the funding structure needed to support the identified roles. . Proposed institutional changes needed within State government. California Transportation Plan 34 APPENDIX ENVIRONMENTAL IMPLICATIONS Californians need both mobility and a healthy environment. Because the CTP is a policy plan, it is not subject to CEQA requirements for a formal Environmental Impact Report or Environmental Impact Statement. However, ISTEA Section 135 requires consideration of the social, economic and ecological effects of the State plan. The environmental effects of the concepts proposed in Chapter 2 are shown in the following chart. These environmental effects are general and reflect the amount of specific information available at the policy level in a document such as the CTP. Regional transportation plans, local general plans, local land use plans and decisions, and specific transportation projects or service actions can be subject to the requirements of CEQA and related environmental protection, regulation and permit laws, policies and requirements. As California’s population grows so will demand for mobility. If transportation can not provide adequate mobility, California’s social and economic environment will be adversely affected. The manner in which mobility needs are met, can have adverse or positive effects on California’s diverse natural environments. This plan proposes that mobility demands be addressed by a series of actions. Demand reduction strategies should be considered first, to reduce congestion on the existing transportation infrastructure and to reduce the need for new facilities. Next, improvements to the operation of the existing transportation system will be implemented to increase its ability to better serve existing and new demands. Enhancements to existing modal alternatives will be put in place. finally, those new roads, rail, transit, pedestrian, airports, and maritime facilities which are truly needed will be constructed. This approach reduces the magnitude of physical disturbance to the natural environment associated with new transportation facilities. More efficient operation of the existing system can reduce congestion, or at least the rate of growth of congestion, and in turn help alleviate adverse affects of air pollution, safety, lost time and personal stress. This plan proposes the close integration of local and regional land use planning with transportation planning. While this concept is hardly new, its actual practice has been spotty and fragmented. Driven by an exploding population, a booming economy, and the property tax revolt of the late 1970’s, the state’s transportation system supported and was shaped by suburban sprawl, the emergence of "edge" cities and fiscal competition, not coordination between local jurisdictions for the types and timing of new developments. The transportation system was eventually overwhelmed and California suffered the environmental, economic and social consequences. The CTP proposes as a statewide policy the consideration of transportation needs early in the land use planning process, including specific consideration of development patterns which minimize the need for unnecessary vehicular California Transportation Plan A-1 travel and which support transit. If the land use policies and strategies presented in this plan are implemented at the local level, integrated with regional growth management and transportation planning, and encouraged by appropriate State oversight and support, then the impacts on California’s natural environment from both land development and the supporting transportation system will be minimized. The plan recognizes that while transportation facilities in and of themselves have not driven continuing population growth in California, they can influence the shape, timing and location of that growth, three factors which can directly affect the potential for adverse land, air, water, and biotic impacts associated with growth. As previously mentioned, the strategies contained in this plan, when implemented, will serve to reduce such impacts from what might otherwise occur. The plan calls for some new transportation facilities to be considered and, if warranted, to be developed and operated. These include telecommunications and high speed ground transportation. Telecommunications "highways" can reduce the demand for physical travel, but they will cause physical impact on the environment, and may raise localized aesthetic impact concerns. Similarly, a high speed rail line traversing the length of the state could cause the same sort of irreversible physical environmental impacts as any linear public works project (such as a pipeline, highway or transmission line); potential safety and environmental issues unique to a high speed ground based vehicle system; and land use issues such as the potential for primary and secondary environmental and resource impacts associated with induced growth along the rail corridor contiguous with urbanized areas. Along with potential impacts, a high speed rail system may reduce air pollution associated with air and automobile travel, noise problems associated with airport operations, and reduce the need to expand vehicle and airport facilities in urban terminus locations. These environmental issues and trade-offs must be addressed and resolved in the feasibility and impact analyses that will inform the officials who decide whether to proceed with such projects. California Transportation Plan A-2 APPENDIX REGIONAL TRANSPORTATION PLAN SYNTHESIS The California Transportation Plan incorporates the broad system concepts and strategies synthesized from the State’s Regional Transportation Plans (RTPs), as prepared by the Regional Transportation Planning Agencies (RTPAs). This RTP synthesis was accomplished through review of both adopted RTPs, and of those that were proceeding through the update process. The review process included both staff analysis, and the solicitation of RTPA input through surveys and analysis reviews. California’s 43 RTPAs all share the same charge, that is to plan and coordinate the transportation activities within their regions. However, their organizational designation and duties vary, given their population size and the complexity of the transportation conditions they face. For this synthesis, the RTPAs have been aggregated based on similarities in topography, climate, location, air basins, populations served, and transportation needs. A description of each RTPA group, and the key issues they are facing, is stated below. In a similar fashion, the RTPA’s proposed strategies and actions were also surveyed, and provided the basis for the objectives and strategies included in this plan. The North Coast is comprised of the four coastal counties north of the San Francisco Bay Area: Del Norte, Humboldt, Mendocino, and Lake. Their issues are: insufficient transportation funding; the development of equitable, effective and cost-efficient transit services; the development, safety, and maintenance of the highway system; and reducing the impacts of growth and increased recreational travel while providing support for economic development. The Sierra Nevada/Cascades represent the mountain counties of California, including Siskiyou, Modoc, Trinity, Shasta, Lassen, Plumas, Sierra, Nevada, Alpine, Amador, Calaveras, Tuolumne, Mariposa, Mono, Inyo, and eastern Placer, E1 Dorado and Kern. The most important issues in this region are maintenance, improvement, and expansion of the highway system; funding inadequacies; reduction of growth and visitor impacts; difficulties of providing transit options; need for support of aviation; and facilitation of bicycle use. The Sacramento Valley, located in north/central California, includes Tehama, Glenn, Butte, Colusa, Yuba, Sutter, Yolo, Sacramento, and western Placer and E1 Dorado counties Issues in this area are the accommodation of growth; providing for the competing demands of commerce, commute and recreational travel; transit services; equitably funded roadway maintenance; and funding of needed interregional highway improvements. Click HERE for graphic. California Transportation Plan A-3 Click HERE for graphic. California Transportation Plan A-4 Click HERE for graphic. California Transportation Plan A-5 California Transportation Plan B-1 The San Francisco Bay Area is comprised of the counties of San Francisco, Marin, Sonoma, Napa, Solano, Contra Costa, Alameda, Santa Clara, and San Mateo. This region’s issues concern the need to increase mobility; maintenance and expansion of the existing transportation networks; support of an equitable transportation system; environmental protection; regional economic growth; and the need for increased revenues. The San Joaquin Valley is located in central California and is comprised of San Joaquin, Stanislaus, Merced, Madera, Fresno, Kings, Tulare, and Kern counties. The Valley’s primary issues concern the aging highway network; population growth and the transportation implications; the increasing levels of truck traffic; and air quality. The Central Coast, the coastal area between San Francisco and Southern California, is comprised of Santa Cruz, San Benito, Monterey, San Luis Obispo, and Santa Barbara counties. This region’s issues include the expansion and improvement of the highway system; mitigation of traffic congestion, safety impacts, and air quality deterioration caused by growth; inadequate land use and transportation planning coordination; providing greater multimodal options and efficiency, and funding limitations. The Southern California area includes Los Angeles, Orange, Riverside, San Bernardino, and Ventura counties. Primary issues in the region are the implications of a revised population forecast; the need for coordination of growth management and transportation investment; balancing transportation and air quality objectives; developing congestion-reducing and emissionreducing strategies that advance economic growth; and effectively modifying travel within the basin. The San Diego/Imperial area is the southern-most area of California. Its issues include funding shortfalls for facilities; congestion control; achieving air quality standards; the need for alternative fuel vehicles; and integrating land use and transportation planning In summary, the synthesis of the RTPs involved a comprehensive effort to extract common issues, distill the needs of the regions, and to classify information related to each RTPA in an effective manner. The comments received from each RTPA has been considered and integrated into the body of the CTP. California Transportation Plan B-2 APPENDIX C ISTEA MANAGEMENT SYSTEMS AND TRANSPORTATION PERFORMANCE OBJECTIVES To gauge the State’s progress in achieving the plan’s policy goals of improved mobility, economic vitality and environmental quality, system performance measures are needed. SB 1435 specifies that the plan contain system performance objectives. Further, ISTEA specifies that system performance measures should be developed and tracked through a series of transportation management systems. 1. ISTEA Management Systems: Management systems are decision-making tools which will help to improve the efficiency of transportation systems by providing the means to evaluate alternative investment projects. ISTEA requires that each state develop six management systems. They address: 1) highway pavement; 2) bridges; 3) highway safety; 4) traffic congestion; 5) public transportation; and 6) intermodal transportation. In metropolitan areas, these systems are to be developed and implemented in cooperation with the Metropolitan Planning Organizations (MPOs). In areas of 200,000 and over population, the MPOs are also required to develop a congestion management system. These mandated management systems are now in different stages of development (see Exhibit One below), but all are to be operational no later than October 1, 1998. Development of the management systems will be coordinated at the State and regional level. Each management system complements the other and includes performance measures which address system performance from a different perspective and level of detail. For example, the highway safety, bridge, and pavement management systems consider different highway components and require a high degree of engineering and inspection detail. The State’s Intermodal Transportation Management System (ITMS) considers all of the State’s transportation systems and performance at a corridor and system level. The management systems will provide a platform for further structuring the plan’s system performance objectives (see Section 2., below), and for monitoring progress toward their achievement. ISTEA requires that the State and MPOs consider the management systems in project evaluation and selection decisions. As tools to evaluate current system performance, the management systems will indicate those transportation improvements that lead to better systems performance. This information will then be used to evaluate and select proposed projects. California Transportation Plan C-1 EXHIBIT ONE ISTEA MANAGEMENT SYSTEMS MANAGEMENT SYSTEM STATUS INTERMODAL TRANSPORTATION MANAGEMENT SYSTEMS: ITMS Will The ITMS study design is include a computerized inventory completed. The consultant, in database covering all transpor- conjunction with Caltrans and tation systems in California, the ITMS Advisory Committee, analytical techniques, and will develop date entry, performance measures. It will electronic database, forecasts be used to monitor and evaluate and analysis mehtodology by system performance and altern- June 1995. ative improvements and invest- ments at a corridor and system level. PUBLIC TRANSPORTATION MANAGEMENT SYSTEM:PTMS will be An interagency agreement is a central, integrated automated being developed between the database for public transpor- State's Controller Office and tation facilities, equipment, Caltrans for data collection. and rolling stock. It will The PTMS database development provide information that can framework is also being be used for Federal, State, and developed local transit planning and transportation funding decisions. STATE & REGIONAL CONGESTION Caltrans will be submitting MANAGEMENT SYSTEMS: CMS is a documentation to FHWA process to measure levels of justifying how California's congestion, identify solutions, CMPs meet the minimum Federal and evaluate their requirements. It will also effectiveness. California’s describe how additional Federal congestion management requirements are being defined programs (CMPs) will be used as and developed. a foundation for the Federally required CMS. MPOs will take the lead role for areas over 200,000; Caltrans for the rest of the state. HIGHWAY SAFETY MANAGEMENT SYSTEM: The scope and statewide guide- A statewide roadway accident lines for developing local database used to identify and HSMSs and additional data evaluate opportunities to requirements are being defined improve highway safety Caltrans and developed will be responsible for State Highway System; MPOs, RTPAs and local agencies for the arterials, localroads and streets. PAVEMENT MANAGEMENT SYSTEM: PMS The State PMS is completed is a pavement condition inventory and on-line. A subcommittee and methodology for evaluating composed of local agecy and and prioritizing rehabilitation Caltrans representatives will needs on Federal-aid highways. be developing basic guidelines Many agencies already use for local PMSs. Additional a variety of PMSs to meet their local data must also be specific needs. These systems collected. may already meet Federal requirements. BRIDGE MANAGEMENT SYSTEM: BMS The State's bridge management provides analysis of bridge system (PONTIS) is currently repair and maintenance needs being implemented and identifies coat-effective investment options for all bridges in the state based on the data gathered during periodic inspections. TRAFFIC MONITORING SYSTEM: TMS Regional agencies should is the traffic data gathering request Federal funding to tool for the six management expand traffic data colection systems. Caltrans currently on local streets and roads. collects traffic data on the State Highway System. Some data is also collected by the local agencies. 2. System Performance Objectives: SB 1435 requires the State plan to include transportation system performance objectives. These will be used to measure the progress towards achievement of transportation policy and strategic objectives. The system performance objectives and the means for evaluating those objectives are in California Transportation Plan C-2 early stages of development. Further study, decision, and testing will occur as part of the development of the ISTEA transportation management systems discussed above. Several transportation performance objectives are already in use as required by State and Federal law. They address air quality, energy efficiency, mobility and access, environment and quality of life objectives. A listing of these statutory performance objectives, which can be used for evaluating several CTP policy objectives, is shown in Exhibit Two below. Exhibit Two STATUTORY SYSTEM PERFORMANCE OBJECTIVES PERFORMANCE OBJECTIVE TARGET . Reduced air pollutants from Federal & State vehicle transportation use emissions reduction targets (Federal Clean Air Act Amendments of 1990 & California Clean Air Act of 1988). . Reduced transportation To be determined through SB petroleum fuel use. 1214 (Chapter 900/1991) study. . Increased number of passengers 1.5 average vehicle occupancy per vehicle- trip. in urban areas by 1999 (CCAA of 1988: Chapter 10, Health & Safety Code). . Increased accessibility for Federal transportation and transportation disadvantaged telecommunications access people. requirements (Title II & IV, Americans with Disabilities Act). . Reduced transportation system- To or below Federal & State generated noise level. noise standards. (23 CFR Part 772; Title 21 California Code of Regulations & Chapter 1100 Caltrans Highway Design Manual). . Reduced water pollution from Federal & State requirements transportation uses and (Clean Water Act, Porter- increased conversation. Cologne Water Quality Control Act). Additional performance objectives must be developed as means to evaluate progress in accomplishing transportation policy objectives. Development of these performance objectives should be a cooperative effort among all the parties affected. The selected system performance objectives must be understandable, measurable, and supportable by information regularly obtained. System performance objectives proposed for development follows. Promoting economic vitality and competitiveness through transportation investments is a primary transportation policy. The first three performance objectives reflect this through the transportation costs of doing business and the flow of trade: California Transportation Plan C-3 (1) Reduced travel time, including intermodal transfers. (2) Reduced goods distribution costs per ton-mile. (3) Increased flow of goods to and through California airports, seaports, and manufacturing facilities. Safety and security of transportation users is a primary objective of the CTP. The following will establish performance objectives for both personal safety and security as reflected in CTP policy objectives: (4) Reduced accident and fatality rates per person-mile. (5) Increased user safety and security on and around transportation facilities. Mobility improvement is another primary objective of this plan. However, this must be achieved in a manner that results in improved system efficiency and cost effectiveness. The final three objectives address these concerns: (6) Reduced life-cycle costs of transportation facilities. (7) Increased travel options, including back-up systems, available in each corridor. (8) Increased housing densities and mixed land uses around public transit stations. California Transportation Plan C-4 APPENDIX D ACRONYM LISTING AB Assembly Bill ADA Americans with Disabilities Act ATMS Advanced Transportation Management Systems Cal EPA California Environmental Protection Agency CARB California Air Resources Board CEC California Energy Commission CEQA California Environmental Quality Act CHP California Highway Patrol CMA Congestion’s Management Agencies CPUC California Public Utilities Commission CTC California Transportation Commission CTP California Transportation Plan EPA United States Environmental Protection Agency FHWA Federal Highway Administration FTA Federal Transit Administration GMAC Goods Movement Advisory Committee HOV High Occupancy Vehicles HSGT High Speed Intercity Ground Transportation Plan IRRS Interregional Road System Plan ISTEA Intermodal Surface Transportation Efficiency Act of 1991 MPOs Metropolitan Planning Organizations IVHS Intelligent Vehicle Highway System PRC Public Resources Code RTPAs Regional Transportation Planning Agencies RTPs Regional Transportation Plans TCM Transportation Control Measures TDM Transportation Demand Management TEA Transportation Enhancement Activities TMA Transportation Management Associations TSM Transportation Systems Management U.S.DOT United States Department of Transportation (Federal) California Transportation Plan D-1
