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California Transportation Plan 1993
Click HERE for graphic. 1993 CALIFORNIA TRANSPORTATION PLAN TECHNICAL ADDENDUM PETE WILSON GOVERNOR DEAN R. DUNPHY, SECRETARY Business, Transportation and Housing Agency JAMES W. VAN LOBEN SELS, DIRECTOR Department of Transportation CALIFORNIA TRANSPORTATION PLAN TECHNICAL ADDENDUM Table of Contents A. Statutory Policy Basis For Califomia Transportation 1 B. B. Regional Transportation Plan Synthesis 7 C. Transportation Decision-Making Process 22 D. Transportation System Concepts and Modal Networks 26 1. California Roadway Network 30 2. California Mass Transportation Network 33 3. California Rail Network 34 4. California Pipeline Network. 36 5. California Bicycle Facility Network 39 6. California Communications Network 41 7. California Aviation Network 42 8. California Waterports 43 E. Plans Supporting the California Transportation Plan 44 F. Summary of Public Involvement in CTP Preparation 46 G. ISTEA State Plan Process Requirements 49 H. CTP Reference Document 59 I. Acknowledgments 62 A. STATUTORY POLICY BASIS FOR CALIFORNIA TRANSPORTATION PLAN In 1991, federal law established a new vision for surface transportation in America. This new law, known as the Intermodal Surface Transportation Efficiency Act (ISTEA), declared that the national transportation system should be intermodal in character as well as economically efficient, environmentally sound and socially responsive. Further, the system should ensure our ability to compete globally, should focus on innovation, and should help achieve national goals of improving air quality, reducing petroleum energy consumption and providing mobility for all persons. Among its many requirements is one to establish a statewide planning process and to prepare a long range state transportation plan. In addition, ISTEA closely followed the passage of and is significantly linked to the Federal Clean Air Act. The State Policies To implement the features ot ISTEA, the California legislature passed SB 1435 in 1992. It directs the Department of Transportation to take the lead in preparing a long range, strategic state transportation plan in cooperation with local and regional agencies as well as many others. This California Transportation Plan (CTP) is to be based on exiting legislative policies and is to be submitted to the Governor for adoption by December 1, 1993. SB 1435 (Government Code Section 65072) further specifies that the California Transportation Plan shall: a. Describe the state's transportation policies and system performance objectives. These policies and objectives shall be consistent with legislative intent described in (Govt. Code) Sections 14000, 14000.5:, and 65088 b. Address any opportunities for changes or additions to state legislative policy direction or statute. c. Incorporate the broad system concepts and strategies synthesized from the adopted regional transportation plans prepared pursuant to (Govt. Code) Section 65080. d. Not be project specific. e. Include economic forecasts and recommendations to the Legislature and the Governor to achieve the plan's broad system concepts, strategies and performance objectives. Recent state transportation policy is contained in the Transportation Blueprint for the 21 st Century. This legislation package, adopted in 1989, and related funding measures that voters ratified in 1990, sets forth a plan which carries forward much of preexisting legislative intent beyond the turn of the century. This law provides policy direction, a financial plan, and a planning process for -1- several programs and activities focused on congestion relief and interregional mobility. Specifically, it addresses: . new and flexible funding; . Intercity, commuter and urban rail; . development of interregional roads; . transit improvements; . system maintenance and rehabilitation; . congestion management and relief programs tied to land use decisions and system performance; . expanded partnerships in implementation; . environmental enhancement and mitigation; and, . demonstration of privately funded transportation facilities. Related to the above, particularly the congestion management program, and of significant import to the transportation planning process is the Califomia Clean Air Act of 1988. It established numerous requirements and performance standards for transportation in that linked and further integrated transportation and air quality programs. Existing State policy further provides that there be a transportation system consisting of a variety of ways to travel that are safe, efficient, reasonably priced and interconnected. The California Government Code Section 14000 declares this to be essential for the economic well-being of the state as well as maintenance of a high quality of life. This statement of policy recognizes the need to balance local and regional aspirations with statewide interests and declares the State's intent to: . establish a comprehensive multimodal transportation planning process that cooperatively involves all levels of government, the private sector and the public to develop coordinated transportation plans and implementation strategies to respond to transportation needs and to develop the economy to its full potential; . create a variety of transportation solutions to address the state's cultural and natural diversity; . economize and make more efficient use of land by providing for a variety of ways to travel within existing transportation corridors; . reduce air pollution, noise, hazards to people, disruption of communities and adverse environmental impacts; . provide transportation service for groups currently under served (e.g., disadvantaged, elderly, disabled and young); . achieve innovation to accommodate future demand. Existing policy also says that the state role is to coordinate the planning and development of the transportation system by a multimodal State department to ensure timely action is taken, viable services are maintained and State and interregional issues are addressed. In Califomia Government Code Section 14000.5 the Legislature declares that the State is to provide for balanced transportation, encourage -2- and stimulate the development of urban mass transportation and interregional high-speed transportation where appropriate, implement and maintain a State highway system, and assist in development of the aviation system. The State role includes developing a rail passenger network, and encouraging cooperative research and development of technological innovation in all modes of transportation. The California Transportation Commission (CTC) advises and assists the Secretary of the Business, Transportation and Housing Agency and the Legislature in formulating and evaluating State policies and plans for transportation programs in the State. It is the Commission's responsibility to adopt and submit to the Legislature and the Governor, a biennial, 7-year State Transportation Improvement Program (STIP) for the allocation of State transportation funds. The CTC's planning role is exercised through the monitoring of the overall transportation planning and programming process, preparation of Regional Transportation Plan Guidelines, and the adoption of a 7-year estimate of all State and federal funds reasonably expected to be available for the fulfillment of State and regional transportation plans. Regional transportation planning agencies are responsible for bringing together the transportation plans of cities, counties, districts, private organizations, and State and federal agencies. The vehicle for this is the regional transportation plan along with a regional transportation improvement program. The plan and the improvement program are directed at the achievement of a coordinated and balanced regional transportation system which includes mass transportation, highway, railroad, maritime, and aviation facilities. Other policy and law that further addresses the need to coordinate decision making, integrate actions and develop comprehensive strategies is included in the requirements for congestion management plans for all counties and circulation elements for all local general plans. A partial listing of state and federal statutory policy that provides the basis for the California Transportation Plan follows. Only the lead section of a statute is cited where following sections of that statute may also be pertinent. -3- CALIFORNIA STATUTES CALIFORNIA GOVERNMENT CODE Selections 6500 Joint powers agreements with other public agencies 14000 Legislative declaration on multimodal transportation 14000.5 Legislative finding of state role in transportation 14030 Powers and duties of the Department of Transportation 14031.6 Commuter and intercity passenger service 14035.1 Demonstration program for high density residential development 1/2 mile from a mass transit guideway station 14035.2 Intercounty programs funding criteria to provide mobility to specific geographic areas to create employment opportunities 14035.5 Feeder services; intercity buses to rail 14035.6 High-speed ground transportation system feasibility study 14045 Mass transportation/housing density demonstration programs 14200 Telecommuting 14450 Caltrans, when preparing its research and development program, shall consult with other segments of the transportation industry 14500 Powers and duties of the California Transportation Commission (CTC) 14524 Biennial estimate of availability of federal and state funds for the transportation improvement program 14529 The CTC shall adopt and submit to the Legislature and the Governor a 7-year state Transportation Improvement Program (STIP) 14529.5 Timely expenditure of transportation funds, expedite project development, provide adequate funding 51290 It is state policy to avoid, whenever practicable, location of public improvements in agricultural preserves 65040 Duties of the Governor's Office of Planning and Research 65070 Specifies the process of development for the state long Range transportation plan (i.e., CTP) 65080 Preparation of a Regional Transportation Plan (RTP) and a Regional Transportation Improvement Program (RTIP) 65081.1 Airport Ground Access Improvement Program 65082 Preparation and contents of the RTIP 65088 Federal, state and local agencies, transit districts, business, private and environmental groups should develop and implement comprehensive strategies needed to develop appropriate responses to transportation needs 65089 Congestion Management Program (CMP) PUBLIC RESOURCES CODE Sections 5401 No public entity shall acquire parkland, unless land is exchanged or compensation is paid 21000 California Environmental Quality Act (CEQA); maintenance of a quality environment for the people of the state now and in the future is a matter of statewide concern 21003.1 Public comment through the environmental process 21091 Discussion of public review of environmental documents and time frames 21092 Pubic notice for environmental documents 25470 Application of telecommunications and computer systems to reduce highway congestion Incentives for ridesharing STREETS AND HIGHWAYS CODE SECTIONS 27 Highway maintenance 82.5 When a state highway is adopted written notice shall be sent to -4- the County Board of Supervisors and City Council(s) 91 The Department shall improve and maintain state highways 141 Other powers of Caltrans regarding state highways 143 Four highway privatization demonstration projects 144 The right to develop divided highways for 153 The Department may place and maintain emergency telephone facilities on or adjacent to freeway right-of-way 164 Ten year state transportation funding plan 164.1 Traffic systems management program 164.2 Flexible congestion relief program 164.3 Interregional Road System Plans 164.50 Commuter and urban rail transit program 164.55 Intercity rail program 164.56 Environmental enhancement and mitigation demonstration program 188 Funding allocations to county groups 188.8 Amounts to be expended -County Minimums 2370 Legislative intent to provide for multimodal transportation systems 2371 Establishment of a bicycle transit system 2374 Caltrans shall establish a minimum standard design criteria for the development, planning and construction of bikeways 2600 State and local transportation partnership program 2701 Passenger Rail and Clean Air Bond Act of 1990 PUBLIC UTILITIES CODE SECTIONS 7701 Caltrans in cooperation with the CTC and other affected agencies shall prepare a state rail plan 7702 Caltrans, in cooperation with the CTC, shall develop a safe and efficient local rail service continuance program 21002 State Aeronautics Act; project the public interest in aeronautic progress 99317 Allocation of funds; mass transit guideway; capital improvements 99600 Clean Air and Transportation Improvement Act of 1990 161000 State Transportation corridor preservation Health and Safety Code SECTIONS 25400 Public safety employees authorized by a public entity are encouraged to abate hazard and are provided immunity from liability WATER CODE SECTIONS 13550 Non-potable water should be used where available for highway landscape maintenance -5- FEDERAL STATUTES UNITED STATES CODE, TITLE 23, SECTIONS 100 Definitions and declaration of federal policy 103 Definitions of the National Policy Highway System (NHS) 116 The state shall maintain projects constructed with Federal funds 118 Availability of Federal funds 128 The state shall certify to the 129 Federal participation in toll roads, bridges, tunnels and ferries 130 Railway-highway crossings program 133 Surface transportation program 134 Metropolitan planning 135 Statewide planning requirements 142 Public transportation 143 Economic growth center 144 Highway bridge replacement and rehabilitation program 146 Carpool and vanpool projects 149 Congestion mitigation and air quality improvement program 150 Allocation of urban system funds 152 Hazard elimination program 153 Use of safety belts and motorcycle helmets 204 Federal land highways program 205 Forest development roads and trails 210 Defense access roads 214 Public lands development roads and trails 217 Bicycle transportation and pedestrian walkways 303 Management systems 304 Participation by small business enterprises 307 Research and planning 325 International highway transportation outreach program 403 Highway safety research and development 4321 National Environmental UNITED STATES CODE TITLE 49 SECTIONS 1602 Federal financial 1604 Urban mass transit grant 1607 Metropolitan planning 1612 Planning and design of mass 1614 Formula grant program for requirements areas other than urbanized areas 1620 Crime prevention and security development by highways 1622 Planning and research program -6- B. REGIONAL TRANSPORTATION PLAN SYNTHESIS The California Transportation Plan incorporates a the broad-based system concepts and strategies of the State's Regional Transportation Plans (RTPa). The plan synthesis was accomplished through an iterative process that included participation and assistance by the Caltrans District offices, all of the 43 Regional Transportation Planning Agencies (Map 1), the review of the RTPs, and summary information provided by each of the RTPa. The summary information included agency name; planning area responsibility (counties covered); the year of RTP adoption and horizon date and time frame anticipated for update. Summarized regional financial data including constrained and unconstrained revenue and cost statement was also solicited. The RTPAs provided qualitative regional descriptions and general system descriptions. The information received from each RTPA is provided in matrix form (Exhibit 1). The majority of the state's RTPAs will be updating their RTP's in 1993 or 1994. Each RTPA was requested to describe the five most significant issues within their region. Sixty-eight separate issues were identified (Exhibit 2) as a direct result of this request. Eight issue areas emerged as the most significant, and of those eight, three areas decisively led all others. The three most definite issues raised were: 1) Constrained funding was the most frequently identified issue. Funding is regarded as the key barrier to implementing transportation solutions. 2) Multimodal access, and 3) Preservation of the existing transportation system must be maintained and expanded if the transportation system is to satisfy people's travel needs and provide access to transportation services. Due to the diversity and number of RTPAs, the characteristics and concerns have been grouped into eight areas of the State. Each area has been profiled and common issues are brought into focus for the purposes of discussion within the CTP. The importance of issues for all RTPAs are weighted equally given the diversity of population totals and the complexity of problems of the various regions. Roadway, bicycle, and pedestrian network development emerged as the most significant strategy area. Transit access and service followed closely. The need for sufficient funding is the third most mentioned issue. Proposals designed to manage, maintain and expand the transportation system is next, followed by rail and aviation network development. In summary, the synthesis of the RTPs involved a comprehensive compilation and categorization of information about each particular RT-A and the identification of issues, goals, policies, and strategies. The facts -7- and ideas derived from the RTPA input have been fully considered and integrated into the body of the CTP. The CTP has been expanded and refined based on the extensive input from the RTPAs, federal and State agencies, interest groups, the results of public workshops and input from private individuals. North Coast Comprised of Del Norte, Humboldt, Mendocino, and Lake counties, the north coast is typified by the rugged Pacific Ocean shoreline, rural mountains and valleys of the Coastal Range. This region is the least-populated of the State and the twenty-year growth rate is projected to be two percent per year. The North Coast and the Lake County air basins cover the region. The southern boundary of the region is experiencing some development pressure from the San Francisco Bay Area. U.S. 101 is the major transportation corridor in the region, while State Route 1 winds along a stretch of the Mendocino County coastline, before moving inland. Trucking remains the primary mode of goods movement in the area. Diversification of the employment base is a regional goal. Logging operations and the fishing industry have been the traditional mainstays of the economy. Agriculture, mining, small manufacturing operations, retail sales, wine making, dairy farming, wool production, and geothermal development provide further economic diversification. Tourism is a leading industry throughout the region, and has the greatest potential to increase the economic base. The desire for increased tourism is balanced by regional concerns and sensitivity to the need to lessen the negative impacts to the environment. The major issues identified by the RTPAs in this region are: . insufficient transportation funding. . Transit services - development of equitable, effective and cost-efficient transit services; . The development. safety. and maintenance of the highway system: and, . Dealing with growth - reducing the impacts of growth and increased recreational travel, while providing support for economic development. Sierra Nevada/Cascades This area stretches from Oregon border to Death Valley along California's eastern border with Nevada. The counties of Siskiyou, Modoc, Trinity, Shasta, Lassen, Plumas, Sierra, Nevada, Alpine, Amador, Calaveras, Tuolumne, Mariposa, and the eastern slopes of Placer, El Dorado, Kern, Mono, and Inyo make up this vast region. This mountainous region is home to many recreational destinations: winter skiing, summer camping, hiking and fishing; Lake Tahoe, Yosemite and Lassen Vokanic National Parks, Lake Tahoe, Desolation Valley, Mono Lake to name but a few. Large tracts of federal and state forest lands and limited development in the region have probably contributed to the low population density of area. The population growth is projected to be approximately two to three percent annually over the next several decades. -8- The Lake Tahoe Basin region has had considerable development, as has the YosemiteMono Lake area. The southern portion of the area along Interstate 5 in Shasta County is now seeing development pressure. Unlike the western slopes of Placer and El Dorado counties, rapid growth of the eastern slopes is not anticipated. Air quality is a concern, particularly in the Lake Tahoe air basin. Interstate 5 runs the length of California from north to south and continues into Oregon. The Interstate 80 corridor traverses the State from west to east, cutting through Placer and Nevada counties. Two lane roads are the predominate feature of the regional road system. Goods movement is primarily by truck transport. Freight rail and passenger rail service are utilized in portions of the region. The region's economic base is supported by forest and agricultural products. Tourism is a primary source of revenue to the entire region. The attraction and accommodation of visitors are regional goals. Because much of the state's water is proved by this vast region, efforts to reduce and midigate the impacts of growth and development on this region is essential. The region's RTPAs identified many issues that were widely shared. They include the following: . Maintenance. improvement. and expansion of the highway system - this is the top priority; . Funding inadequacies; . Reduction of growth and visitor impacts- counties face a common dilemma of serving sizable visitor populations, while transportation funding is partially based on resident population; . Difficulties of providing transit options- transportation options are generally limited. The climate, terrain, and distances between residences, services, and employment are major considerations in examining transportation expansion and alternatives; . Need for support of aviation - funding is needed for expansions and improvements; and, . Increasing bicycle use - in some areas there is a desire to facilitate increased use of bicycles as a transportation mode. Sacramento Valley The Sacramento Valley is bounded by the coastal mountain range to the west and the Sierra Nevada range to the east; it narrows to its boundary at Red Bluff to the north, and fans out into the San Joaquin Valley to the south. The area includes ten counties (Tehama, Glenn, Butte, Colusa, Yuba, Sutter, Yolo, Sacramento, and the western slopes of Placer and El Dorado). Sacramento Valley communities vary in character from urban, suburban to rural. The economic vitality of the region is drawn from the agricultural and government sectors, with service, high-tech manufacturing and retail sectors increasing in emphasis. The Valley is transversed by two primary California's routes, Interstate 80 (1-80) and Interstate 5 (1-5). 1-5 is a transcontinental highway and carries heavy volumes of truck traffic. 1-80 is the only freeway crossing of the Sierra Nevada in the 1,000 miles between -9- Bakersfield and Portland. 1-80 is the primary freeway corridor between San Francisco to Sacramento. The corridor is subject to heavy volumes of interstate and regional commerce, regional commute travel, and recreational travel between the Bay area and Reno/Tahoe, occurring daily and on the weekends. Additional transportation corridors include: the Amtrak UC capitols" passenger rail service along Interstate 80; State Route 99 to the south with State Routes 99 and 70 to the north. The Valley Region is served by Sacramento Metro Airport and the Sacramento Deep water Ship Channel at the Port of Sacramento. Under federal guidelines, urbanized areas in the Sacramento Valley are non-attainment areas for ozone, while the Sacramento metropolitan area is designated as non-attainment for carbon monoxide. The Sacramento Valley is home to 1.9 million people, and is projected to have 4.6 million people by the year 2040. The RTPA's have identified major issues as traffic congestion, air quality, and funding transportation improvements. The following transportation issues are considered unique to the Valley: . Accommodation of growth - managing growth and maintaining an acceptable level of mobility; . Providing for competing demands- provision for the demands of commerce, commute and recreational travel on two major east-west corridors; . Transit services - the need for transit services, particularly to rural areas; . Equitably fund maintenance - how to fairly finance upkeep of roadways subject to heavy volumes of through truck traffic; and, . Funding of needed interregional highway improvements - these would include gap closures, upgrading 2-lane rural highways to expressway/freeway standards, and river crossings. San Francisco Bay Area Linked by the waters of the San Francisco Bay, this nine-county region is diverse in terms of its people and culture, economy, and land use. Six million people reside in high-density urban settings, suburbs, fringe growth areas, small towns, and rural landscapes. The Bay Area is a transportation hub, with the convergence of major seaports, airports (three international), rail, transit and ferry lines, and highway routes. With a north-south orientation, U.S. 101 (including the Golden Gate Bridge) is a major route. South from San Francisco, the other primary north-south route is Interstate 280. Across the Bay, Intestates 80 (including the San FranciscoOakland Bay and Carquinez bridges), 580 (including the Richmond-San Rafael Bridge) and 680 (including the Benicia-Martinez Bridge), and State Route 24, are the most heavily traveled. The San Mateo Bridge (State Route 92) crosses the south bay. The economic base is composed of a wide variety of industries including high technology, tourism, business and financial services, education, medicine, government, agriculture, wine making, heavy industry, manufacturing, and retail sales. During the last decade, the rapid employment growth has been outside of traditional city centers. This has created changes in -10- transportation demands. A jobs/housing imbalance has, furthermore, shifted commute Patterns. The Bay Area is federally designated as nonattainment for carbon monoxide and ozone. This area is expected to experience the smallest percentage of growth in the State over the next two decades. Although the percentage may be small, the actual increase will be significant. The urbanized Bay area growth is spilling over its boundaries and moving into the San Joaquin Valley to the east, and San Benito County to the south. The Metropolitan Transportation Commission (MTC) is the RTPA to San Francisco, Marin, Sonoma, Napa, Solano, Contra Costa, Alameda, Santa Clara and San Mateo counties. The most significant issues of this region are: . Increasing mobility - improving the person-carrying capacity of the Metropolitan Transportation System (MTS)is needed; . Transportation network- maintain and expand the existing transportation networks and coordinate them to function as one integrated system; . Equity - support an equitable transportation system, a fair distribution of costs and benefits, and provide for an equitable decision-making process; . Environmental protection - promote a transportation system that protects the environment by reducing air pollution and reduces the use of non-renewable energy sources; . Regional economic growth - support an improved multimodal MTS system, including freight movement, intercity rail, airports, and seaports; and, . Need for increased revenues. San Joaquin Valley The San Joaquin Valley extends from Stockton to Bakersfield over a broad, three hundred mile long and one hundred mile wide area. It takes in San Joaquin, Stanislaus, Merced, Madera, Fresno, Kings, Tulare, and Kern counties. Thanks to a moderate climate and extensive water delivery projects, the Valley includes some of the most productive agricultural land in the world. While the biggest component of the one million plus labor force is employed in the retail trade sector, agri-business is still the primary economic force. This area also offers the Kings Canyon, Sequoia and Yosemite National Parks to recreationists statewide. Over time, the percentage of agricultural employment is expected to drop because of automation, however, services, wholesale and retail trades are expected to increase in importance. The Valley's transportation system is north-south oriented, with reasonably good highway and rail links to the San Francisco Bay area (Interstate 580, 205 & Amtrak San Joaquin" Rail Service, Southern Pacific (SP) & Santa Fe rail freight, Port of Stockton), the Sacramento Valley (State Route 99, 1-5, San Joaquin. feeder buses, SP & Union Pacific (UP) rail freight), and Southern California (State Route 99, 58, Interstate 5, San Joaquin. feeder buses, rail freight). Much of the San Joaquin Valley's population-is distributed along State Route 99. The Valley's -11- current population of 2.9 million people makes up 9.2 percent of California's population. This area is expected to absorb nearly one out of every five new California residents between now and the year 2040, bringing the area's population to nearly 9 million. The prospect of adding another 6 million people to an area already experiencing the impacts of rapid growth raises significant regional issues. The San Joaquin Valley is a non-attainment air basin for ozone, and the Bakersfield, Fresno, Modesto and Stockton areas are designated as non-attainment for carbon monoxide. In response, the San Joaquin Valley's eight regional transportation planning agencies, together with the San Joaquin Valley Unified Air Pollution Control District, are coordinating development of transportation control measures and portions of the State Implementation Plan and regional air quality attainment plan. The San Joaquin, Stanislaus, and Merced regional agencies are also jointly preparing a multimodal strategic plan for the corridor containing Interstate 5 corridor. In their San Joaquin Valley Regional Transportation Overview, the eight regional agencies identify the following transportation issues that are significant on a Valley-wide basis: . Aging highway network - most of the Valley's interregional road system has exceeded its 20-year design life, and much of the urban area system does not meet current design standards; . Population' growth and the implications for transportation - higher than average growth rates are not being matched with . commensurate investments in transportation; Increase levels of truck traffic - raises issues of maintaining deteriorating pavement, increased congestion, and safety conflicts with general traffic, and . Air quality Central Coast Bordered by mountain crests to the east and the ocean to the west, this region hugs the coast between the more densely developed San Francisco Bay Area and urbanized Southern California. Encompassing the counties of Santa Cruz, San Benito, Monterey, San Luis Obispo, and Santa Barbara, this region is composed of sparsely settled rural areas, suburbs, and cities. The area has multi-faceted transportation challenges. Environmental protection (including agricultural land preservation), coastal use, and transportation decisions create conflicts. The region is expected to increase in population by approximately 34 percent over the next twenty years. State Route 1 and U.S. 101 are the major roadways north to south. In the northern part of the region, State Routes 17 and 152 carry traffic into Santa Clara County. The region comprises all of the North Central Coast Air Basin and all but Ventura County in the South Central Coast Air Basin. The urbanized parts of this region are federally designated as nonattainment for ozone The area has a diversified economic base that includes agriculture and timber, manufacturing, tourism, education, and the service industry. Goods are -12- transported by truck, train, pipeline, plane, and ship. The following are the most significant issues identified by the region's RTPAs and MPOs. One MPO, the Association of Monterey Bay Area Governments (AMBAG), also includes Monterey, Santa Cruz, and San Benito Counties for CAA conformity: . Need to expand and improve the highway _system - many of the county and State roadways were designed to handle far less traffic volume than they currently do; . Mitigation of the traffic congestion. safety impacts. and air quality deterioration caused by growth - seasonal tourist travel further deteriorates the level of service; . Inadequate land use/transportation planning coordination; . Providing greater multimodal options and efficiency - improving and developing interconnected transit and non-motorized systems, as well as using the exiting roadway system more efficiently; and, . Funding limitations. Southern California For the purposes of the California Transportation Plan, Southern California is defined as Los Angeles, Orange, Riverside, San Bernardino and Ventura counties. This region is essentially that covered by the Southern California Association of Governments, with the exception of being Imperial County. (Imperial County has been grouped with San Diego County due to common border-related issues.) Size and diversity are trademarks of this five county region having 187 cities, with a population exceeding 15 million and is a melting pot of diverse cultures and lifestyles. The topography of this region varies from high-snow covered mountains, to the urban Los Angeles Basin, from grassland areas, to oceans and deserts. This Southern California region is an economic powerhouse, with over seven million jobs. The region's transportation assets include an extensive grid freeway system, recent Metro Rail, light rail and regional commuter rail facilities and services, major international airports and the nation's highest volume ports complex. The Los Angeles Basin is a non-attainment air basin for oxides of nitrogen, carbon monoxide, particulate matter, and ozone. In 1989, SCAG prepared a long-term transportation Regional Mobility Plan. That plan rose to the challenge of planning for mobility and access to transportation services for a rapidly growing population, while at the same time making progress on emission and congestion reduction objectives. Since then, the economic downturn and changes occurring within the region's economic base have altered the region's future. At the same bme, revised population projections by the California Department of Finance point to two million more people for the entire SCAG region in the year 2010 than were previously projected. The transportation impacts of all of this are enormous. SCAG raises the following issues in updating its RTP: Implications of a revised population forecast - the higher population forecast makes it more difficult for the region to -13- meet mobile source emission requirements for non attainment areas; . Need for coordination of growth management and transportation investment: . Balancing transportation and air quality objectives - how to balance objective of reducing automobile emissions with objectives of improved mobility, reduced congestion and economic growth and equity; . Developing congestion-reducing and emission-reduction strategies that advance economic growth: and, . How to effectively modify travel within the basin - the current strategies to modify travel behavior in order to meet mobility and air quality objectives are being questioned. These strategies include investing in more transit/rideshare facilities and regulatory approaches There is growing momentum to employ market incentive approaches and high technology applications to achieve desired reductions in auto use. San Diego/imperial San Diego and Imperial Counties make up the most southern area of California. They are bounded by the Pacific Ocean to the west, Orange and Riverside Counties to the north, the state of Arizona to the east, and to the south share 140 miles of border with Mexico. Combined county populations of 2.8 million people are projected to nearly double to 5.3 million by 2040. This area's challenge is to provide equitable levels of mobility for its growing economically and culturally diverse population. This area is a non-attainment air basin for ozone. Northern and eastern San Diego County, and the south bay areas are expected to experience substantial growth. Imperial County's population is largely concentrated in El Centro, Brawley, and Calexico near the Mexico border. Imperial County is experiencing the most rapid population growth in the state. The recently approved North American Free Trade Agreement (NAFTA) is expected to raise significant issues related to goods movement, truck traffic, and the general flow of people and commerce between the U.S., Canada and Mexico. The San Diego Association of Governments (SANDAG) identifies the following issues of region-wide significance in their RTP: . Facility funding shortfall - combined local, private, state and federal funding will only pay for two-thirds of projects and programs identified in the adopted RTP; . Congestion control - how to maintain or improve mobility and control congestion in the face of continued population growth; . Achieving air quality standards: . Alternative fuel vehicles - what governmental actions, if any, are needed to prepare for electric or other alternative fuel vehicles; and, . Integrating land use and transportation planning. -14- Metropolitan Planning Organizations (MPOs) & Regional Transportation Planning Agencies (RTPAs) Click HERE for graphic. CTP Addendum Exhibit 1 Regional Transportation Plan Status - December 1993 Click HERE for graphic. CTP Addendum EXHIBIT 2: Most Significant Regional Transportation Issues - December 1993 Click HERE for graphic. CTP Addendum EXHIBIT 2: Most Significant Regional Transportabon Issues - Decembor 1993 Click HERE for graphic. CTP AWendurn EXHIBIT 2: Most Signihcant Regional Transportation issues - Decernber 1993 Click HERE for graphic. CTP Addendu EXHIBIT 2: Most Significant Regional Transportation Issu.# - December 1993 Click HERE for graphic. CTP Addendum EXHIBIT 2: Most Significant Regional Transportabon Issues - December 1993 Click HERE for graphic. C.TRANSPORTATION DECISION-MAKING PROCESS So many parties have a role in making transportation decisions that it is difficult for anyone to understand the overall decision process. The process is complex because California's transportation system performs many functions. It serves many different kinds of trips. People travel from place to place. Goods and products flow through the State. Services are provided and received. Information is passed back and forth. The physical system ranges from walkways to fiber optic cables to air traffic control systems. Public agencies own and operate some parts of this system, such as roadways. However, private entities own and operate much of the system-everything from our personal bicycles and automobiles to airplanes, trucks, ships and communications systems. Finally, a combination of the public and private sectors own and operate elements of the system such as airports and seaports. As a whole, the entire system is publicly regulated. Regulations range from traffic laws controlling the use of pedestrian ways to regulations on the radio frequencies used for cellular phones. Individual users of the system make by far the largest number of decisions about how this complex system operates. They choose when they travel, what mode they use, where they go and what route to take. Some users face constraints on their choices due to cost, handicap, or the availability of services. Government at any level has little influence over these decisions, although many transportation strategies-particularly in the area of attaining air quality standards- suggest we should increase that influence. Local and regional government agencies make another set of transportation decisions. They decide how to operate and maintain local transportation facilities, using local and state subverted funds. They also decide how to invest such funds in making capital improvements, and some local agencies control very large sums of capital funds. The decisions made by individual users of the system, and by local and regional agencies, taken together, comprise virtually all of the decisions made about the system. However, the State and federal governments do have important decisions to make. This decision process in California deals largely with the use of State and federal transportation funds in the State's capital program. The basic State and federal laws governing the process we use to make these decisions have been in place for almost 20 years. In 1972, the Legislature noted that U(r)responsibilities for decisionmaking for California's transportation system are highly fragmented." The Legislature enacted California Government Code Section 14000 in response to this finding, requiring that U(a) comprehensive multimodal transportation planning process should be established which involves all levels of government and the private sector in a cooperative process to develop coordinated transportation plans. -22- Califomia has taken many steps in the evolution of that coordinated multimodal transportation planning process. The Legislature created Caltrans as a multimodal State transportation agency, and consolidated the State's Highway Commission, Toll Bridge Authority, and Aeronautics Board into the California Transportation Commission (CTC). The Legislature also created Regional Transportation Planning Agencies (RTPAs) for all areas of the State, and established the State Transportation Improvement Program (STIP) process. In 1990, the Legislature and voters approved measures- known collectively as the "Transportation Blueprint for the 21st Century"-to provide $18.5 billion in additional revenues to implement a multimodal transportation program over ten years. The Transportation Blueprint also revised how the State and regional transportation agencies share planning and investment decisions, and increased the role of regions in the decision process. For example, the Blueprint recognized that congestion is essentially a regional issue, and therefore gave the Congestion Management Agencies a prominent role in planning for congestion relief. More recently, the passage ot ISTEA has affected the decision process evolving in Califomia. ISTEA provided direct federal funding to Metropolitan Planning Organizations (MPOs), established more responsibilities for decisions at the regional level, and required a more open, "bottom-up" process. Exhibit 3 illustrates major steps, participants, and decisions involved in the development of a typical transportation facility or service as prescribed by law. To be approved for funding a project begins with the identification of a transportation need by the public or an existing service provider. Such needs usually respond to existing capacity problems or to anticipated traffc generated by local land-use decisions. However local agencies have also identified a body of needs through their air quality planning-and sometimes very different kinds of proposals come from such planning. Once a need has been identified, a governmental agency must act as its sponsor. to shepherd the proposal through the State decision making process. For example, a city may decide to expand access to an airport. The city will conduct a feasibility study and analysis of alternative course of actions, and will formulate a specific concept for a project or service. At this point the city can propose the project for funding. The first formal step in proposing a transportation improvement for State and federal funding is to include it in the Regional Transportation Plan (RTP), which the 43 RTPAs(15 MPOs) prepare. This RTP need not include improvements that will be built without State or federal funds, unless the project needs some federal action (for example, a permit) or if the proposed improvement may affect air quality. If a project will affect air quality the MPO must include it in the RTP's air quality conformity analysis. -23- The RTPA then selects specific projects to include in the Regional Transportation Improvement Program (RTIP), which it takes forward to the CTC. The CTC decides, through a competitive process, which projects that need State or federal funds to include in the STIP. Unless the CTC includes the project in the STIP, it cannot receive State transportation funds. MPOs and the State must also nominate to the U.S. Department of Transportation (DOT) those projects in the STIP that need federal funding. Those projects, and regional federally funded projects, are submitted by the MPOs as part of the Federal Transportation Improvement Programs (FTIPs). These FTIPs in turn are combined by Caltrans with projects requiring federal funds or approvals from rural areas, and submitted as the Federal Statewide Transportation Improvement Program (FSTIP). Federal approval requires consistency of what is proposed for funding with the state long-range transportation plan and conformity with the State Implementation Plan for air quality. Congress authorizes (in transportation acts) and appropriates (in annual budgets) any needed federal funds. Similarly, the State Legislature also appropriates funds in the State's annual budget that includes both State and federal funds. Budgetary shortfalls can get in the way. For example, Congress has authorized higher funding levels in the past several federal transportation acts than it has been able to appropriate in the annual federal budgets. Congress or the Legislature may include some projects at their own initiative in the program. For example, the State Legislature has mandated and funded some intercity rail corridor studies, and has approved other studies proposed by Caltrans through the annual budget act. Once all this has occurred, the CTC can allocate funds authorized in the budget for the projects programmed in the STIP. Finally, assuming any local funding is in place, the project sponsor can proceed with the project. At all steps of the process project sponsors and RTPAs must address environmental issues, and demonstrate that their plans, programs, and projects "conform" with air quality plans and programs. Furthermore, at each step in the process, the responsible agencies must also provide opportunities for public participation. ISTEA puts special emphasis on requiring that all interested parties have continuing opportunities to influence the development of the regional and statewide transportation plans. -24- TRANSPORTATION DECISION PROCESS Click HERE for graphic. D. TRANSPORTATION SYSTEM CONCEPTS AND MODAL NETWORKS The State's fundamental objective is to create a comprehensive State transportation system that works as ONE SYSTEM as far as its users are concerned. The various parts of the system provide different modes or options of travel that satisfy different needs of the customer. Transportation planning is done at various jurisdictional levels. By law each city and county in the State must prepare a general plan for their jurisdiction. Each general plan must include a Circulation Element that addresses proposed transportation facilities and services in its jurisdiction. These general plans are then incorporated in the Regional Transportation Plans (RTPs). In developing its RTP, each of the State's 43 Regional Transportation Planning Agencies ... shall consider and incorporate, as appropriate, the transportation plans of cities, counties, districts, private organizations, and State and federal agencies. In addition, regional plans will consider Native American transportation improvement plans. As with the RTPs, the California Transportation Plan builds from the "bottom up," starting with the 43 RTPs' broad system concepts and strategies. The RTP is thus the common denominator. of all transportation plane at the State, regional, and local levels. Analysis of the RTPs for the purpose of the CTP indicates that transportation needs are different from one region of the State to another. Each region has unique pattern’s of population, geography, and economic development that drive its transportation needs. Based on the concepts set out in the 43 RTPs, we can say generally that: . The established metropolitan areas of the state plan to maintain their existing networks and service capacity, and to provide enough new transportation services to handle anticipated population growth. These areas plan for increases in mass transportation, aviation, and nonmotorized networks. They also plan to increase significantly the efficiency of network operations and to improve intermodal connections. . The growing urbanized areas plan to extend and expand their roadway, mass transit, and non-motorized networks. System maintenance and operational efficiency are less critical issues than in the metropolitan areas. . Small urban and rural areas focus most of their planning on the roadway system that is already in place, although they also plan to expand mass transit and nonmotorized networks. They particularly need to close gaps in the State freeway and expressway system, to bypass congested -26- communities, and to add lanes to existing highways to meet increasing travel demand. The statewide intermodal system can be identified geographically by the corridors of surface travel in the State which, over time, have become fairly well established. Each corridor has come through a common evolution, generally starting as a foot or animal trail and evolving into horse-drawn vehicle or rail line. These corridors have been further identified for air travel, communications, and shipping by virtue of the corridors' destinations as places of business, residence, resource development, or cultural attraction. These major multimodal transportation corridors are shown on Map 2. California's transportation corridors are comprised of integrated modal networks. These networks include roadways, mass transit, rail, aviation, seaports, pipelines, bicycle facilities and communications, and serve local, regional, interregional, interstate and international customers. On a local scale, the roadway network consists of streets and roads; regionally, major arterial; interstate and inter-regionally, and beyond, the National Highway System, interstate highways, and interregional state highways. The mass transit network is composed of bus and light rail service for ,local and regional travel and intercity bus for traveling between regions and states. Local rail services are generally provided by light rail; regional service is provided by urban and commuter rail; and interregional and interstate rail is comprised of intercity and soon, high-speed rail. General aviation airports comprise the local aviation network; major airports serve regional travel; and national and international airports (which provide commercial service and have over one-million enplanements per year) provide interregional and beyond travel. The waterway network is comprised of local marinas, seaports and ferries regionally, and major international seaports and channels interregional. Bike and pedestrian ways are comprised of local and some regional and interregional trails. The communications network is provided by broad band fiber optics which are replacing the copper wire system, and radio waves. The pipeline network is comprised of pipelines of various sizes. The networks can be described by looking at their common features, which are laid out in tables on the following pages. Common features include the type of service provided by each network, i.e., passenger or freight, the network's customers (users), current and projected usage, number of miles or facilities composing the network, its connectivity with other modes of transportation, and network or facility owner and operator. Also discussed is each modal network's affect on California's economy. Conceptually, the total transportation system within California should provide service as one system. That is, a unified system of all travel networks. The system's networks provide a -27- variety of modes of travel that satisfy the different needs of the customer, or user. Therefore, the common focus for all networks ia the customer. -28 Click HERE for graphic. The California Roadway Network consists of freeways, expressways, conventional highways, and interregional roadways owned and operated by various entities. Below is a summary of the network' size, use - , and connectivity with other modes of transportation: Click HERE for graphic. *Vehicle-Kilometers Traveled (Vehicle-Mites Traveled). - 54 percent of all travel occurs on the state highway system and 46 percent of all travel occurs on local (cities, counties and private) roads. - 56 highway segments (1760 kilometers/1,094 miles) are currently designated as Scenic Highways.. - There are approximately 120 kilometers (75 miles) of toll facilities arrying over 220 million vehicles annually. - Of the 267,000 kilometer (166,000 mile) roadway network, 24,780 kilometers (15,400 miles) are State highways and 13,835 kilometers (8,599 miles) of road way are designated a rural. - Over 98 percent of manufactured products and 99 percent of agricultural products are hauled by truck. These products include petroleum, automobiles and livestock. - Hazardous waste is carried by trucks on designated routes. - Intelligent Vehicle Highway Systems (IVHS) will be incorporated into the roadway system a they are developed. - Economic Impact: The roadway network provides the most frequently used facilities for economic activity especially over short distances. The economic advantage of roadways is flexibility. -30- CTP Addendum Map 3 Click HERE for graphic. CTP Addendum Map 4 Click HERE for graphic. 2.CALIFORNIA MASS TRANSPORTATION NETWORK The California Mass Transportation Network consists of intercity bus and commuter and local bus, rail and ferry service owned and operated by various entities. Below is a summary of the network's size, usage, and connectivity with other modes of transportation: Click HERE for graphic. *Passenger-Kilometers (Passenger-Miles) - California has 11 major transit operators; five major transit operators have urban rail and bus systems; whereas Bay Area Rapid Transit District BART) only operates a rail system. - California has 575 public transit agencies; most of these are small suburban or rural agencies, and 175 non-profit agencies that receive federal transit funding for the transportation of elderly and disabled persons. - Currently there are nine ferry services in California with more expected in the near future. - Economic Impact: The mass transportation network provides millions of Californians access to jobs, schools, services, and recreation. It provides transportation access to people who can not afford or who choose to use other modes of transport. In addition, transit increases the capacity of existing roadways without new construction, improves air quality, and is cheaper to use than single-occupant vehicles. -33- 3. CALIFORNIA RAIL NETWORK The Califomia Rail Network consists d interstate, intercity and commuter passenger and freight service owned and operated by various entities. Major trunk lines are shown on Map 5. Below is a summary of the networks see, usage, and connectivity with diner modes of transportation: Click HERE for graphic. (1) Include Loa Angeles area commuter rail route not yet in service. (2) Overlap of interstate and intercity not included; commuter mileage overlaps intercity mileage in certain corridor. (3) Most track is owned by regional rail agencies, a small amount is owned by the railroads. (4) Amtrak Basic System. trains, no State operation6 funding. (5) Most intercity trains are operated by Amtrak under funding provided by Caltrans. - In California there are six Amtrak Basic Systems routes, three intercity routes jointly administered by Amtrak and Caltrans (the San Diegans, San Josquins and Capitols) and two major commuter rail systems - one in the San Francisco Bay Area (Peninsula Commute Service) and one in the Los Angeles Basin (Metrolink). The Loa Angeles commuter rail system commenced operation in October 1992. - Four major railroads operate in California These Class I railroads are the: 1) Atchison, Topeka and Santa Fe Railway Company; 2) Southern Pacific Transportation Company; 3) Union Pacific Railroad Company; and 4) Burlington Northern Railroad Company. Non-metallic minerals, farm, food and kindred products are major commodities carried by rail. About 25 short-line railroads also operate in the state. - Economic Impact: The rail network carries more freight per car than any other mode. Double stacked container cars allows rail cars to carry more than ever before. The economic advantage of rail is in its carrying capacity. -34 California's Rail Network Major Trunk Lines Click HERE for graphic. 4. CALIFORNIA AVIATION NETWORK The Califomia Aviation Network consists of airports and heliports owned and operated by various entities. On the following pages, Map 6 shows the location of commercial and military airports, and Map 7 shows general aviation airports. Below is a summary of the aviation network's size, usage, and connectivity with other modes of transportation: Click HERE for Graphic * Passengers - Enplanement / Deplanement Freight - Tons General Aviation / Military - Operations - Federal Aviation Administration (FM) regulates airspace. 84 percent of the public use airports are publicly owned and the remaining 16 percent are privately owned. - Los Angeles and San Francisco are intentional and national hubs for passengers and cargo activity. San Diego, San Jose, Ontario, Orange County, Oakland, Sacramento and Burbank are national and state hubs. 95 percent of commercial air cargo is handled at six airports: Los Angeles, Oakland, San Francisco, Ontario, Sacramento, and San Diego. The remaining 5 percent is handled at small and medium size commercial airports such as Santa Barbara and Fresno. - Economic Impact: The economic advantages of aviation are time and speed. The aviation network provides the quickest travel mode for economic activity. Cargo companies (e.g., Federal Express and UPS) shipping small sized, high value goods use the aviation system extensively and is the fastest growing sector of freight activity. -36 Aviation Network in California Click HERE for graphic. PUBLIC USE AIRPORTS 1993 Click HERE for graphic. 5. CALIFORNIA WATERPORTS California's waterports consist of ports that handle major commercial cargo and are owned and operated by various entities. Map 8 shows the location of California's major waterports. Below is a summary of seaport usage and connectivity with other modes of transportation: Click HERE for graphic. - California has 11 major public waterports that handle $175 billion of foreign trade annually. - California also has two major commercial seaport complexes at Benicia and Encinal Terminals, both of which are in the San Francisco Bay. - Most cargo is either containerized (e.g., food, clothing and mechanical electrical equipment), or shipped as liquid bulk (e.g., petroleum), or dry bulk (e.g., coal). A significant portion of the incoming cargo is shipped via rail or truck to inland destinations such as Chicago or Denver, often using double-stack train service. - California's ports are affected by water-side access issues (e.g., channel dredging) and landside access issues. Land-side access issues include the location of intermodal facilities for the transfer of containers between ship and rail, and the ability of trucks to move in an efficient manner between port areas, freight transfer centers, and ultimately the delivery and/or pickup sites. - A deep water channel extends from the San Francisco Bay to the Ports of Stockton and Sacramento on the San Joaquin and Sacramento River systems. - Economic Impact: California waterports contribute over $50 billion annually to the State's economy in jobs and income. -39 Waterports and Pipeline Network in California Click HERE for graphic. 6. CALIFORNIA PIPELINE NETWORK California's Pipeline Network consists of underground oil and gas pipelines that are owned and operated by various petroleum entities. Map 8 shows the location of major natural gas, crude oil, and refined petroleum product pipelines. Below is a summary of the pipeline network's size, usage, and connectivity with other modes of transportation: Click HERE for graphic. *cm = cubic meters cf = cubic feet - Crude oil pipelines gather oil from production fields or tankers at portside and transport the crude oil to storage facilities or to refineries. - Petroleum product pipelines carry gasoline, kerosene, liquid petroleum gas and fuel oil from refineries to bulk terminals or marketing points. The product pipeline goes directly to the customer when demand is sufficient (e.g., jet fuel at air fields). - There are three types of natural gas pipelines: - Field and gathering pipelines transport natural gas from individual wells to a processing point for gas separation and treatment. - Transmission lines transport gas from a source of supply to a distribution center, a large volume customer, or to an interconnecting source of supply. These lines operate at substantially higher pressures than the other types. - Distribution pipelines carry or control the supply of gas from a local center of distribution to the sales meter. - Connectivity of pipelines usually occurs with tankers at seaports. Crude oil from Alaska and foreign sources arrives by tanker and is then transferred via pipelines to refineries. Crude oil produced in Santa Barbara and Ventura Counties is then shipped by tanker to refineries or via pipeline to Los Angeles Basin refineries. -41 - 7. CALIFORNIA BICYCLE FACILITY NETWORK Use of the bicycle is a healthy, viable and non-polluting mode of transportation that is increasing in popularity. Although most bicycle travel occurs on public roadways, bicyclists also use bikeways. These are facilities that provide primarily for bicycle travel. State law and the Caltrans Highway Design Manual describe bikeways as follows: 1. Class 1 bikeway (bike path) provides a completely separate right-of-way designated for the exclusive use of bicyclists and pedestrians. 2. Class 2 bikeway (bike lane) provides a striped and signed lane for one-way bicycle travel on a street or highway. Motor vehicle parking and pedestrian and motor vehicle cross traffic is usually permitted. 3. Class 3 bikeway (bike route) provides a signed route for shared use with pedestrians or motor vehicles. Designated well maintained bikeways are one part of the effort to improve safety and convenience for bicyclists. The decision to construct bikeways is usually made to reduce conflicts between bicyclists and motorists on public roadways or to provide new paths to connect to existing bikeways or other destinations. Each bikeway type has advantages, disadvantages, and costs for construction, operation, and maintenance. Currently, connectivity of bicycles with other modes of travel is poor. By extending the bikeway network, accommodating bicycles on buses and trains, and increasing connectors, the use of bicycles will increase. This has to be matched with safety education on the one hand, and expansion of secure bicycle parking, shower and locker facilities at employment sites on the other, for significant use increases to occur. In turn, increased bicycle use will decrease congestion, energy consumption, and harmful emissions. -42- 8. CALIFORNIA COMMUNICATIONS NETWORK California's communications network, from both a technical and an institutional standpoint, is in the midst of change. Compared to the status at the beginning of the 1980's, there has been very significant growth in telephone services (including cellular phones), in electronic data transfer, and in cable television services. To a great degree, this change is being fueled by both the development of microelectronic technology, including microcomputers and fiber optic cable, and the expansion of the communication providers. Rapid growth in electronic transfer of information is expected to continue, particularly as high-speed communication networks, with the ability to carry video, voice, and data transmissions, continue to be developed. Such development of the "electronic highway" can be expected to lead to continued increases in telecommuting and in the availability of business, medical, shopping, educational, recreational and others services. From a transportation viewpoint, these developments can result in reductions of certain types of trips (such as commute trips). This may be offset, however, as trip making is facilitated by increased availability of travel information, and from the dispersal impact of information access on people's choices of home locales. Much of this growth will be dependent on the resolving a series of institutional issues regarding the role of government and the private sector. For government, questions regarding its role as a possible provider, regulator, customer, and user of the system will have to be resolved. For private industry, issues of competition, level of capital investment, and the level d access for those who limited incomes and/or who reside in rural areas will have to be resolved. -43- E. PLANS SUPPORTING THE CALIFORNIA TRANSPORTATION PLAN Several documents and studies have been used in the development of this plan, as described under Section H of this addendum. These include several specific long-range plans that will be vehicles for the detailing and implementation of plan policies, objectives and actions. The principal statewide transportation plans include: . California Rail Passenger Program Report - This plan outlines the state's plan for the development of state-supported intercity rail passenger services. It addresses all passenger rail services, including intercity, commuter, and urban, in its development of recommended capital improvements and service expansions. . High-Speed Intercity Ground Transportation Plan - This 20 year plan will identify corridors to be served, analyze financing alternatives, and make recommendations regarding the development, operation and maintenance of a California High- Speed Ground Transportation system. . California Aviation System Plan (CASP) - The CASP is the vehicle by which Caltrans conducts continuous aviation system planning. The CASP is designed to guide the future development and preservation of the statewide system of airports and aviation facilities. . Interregional Roads System Plan - This 1990 plan identifies a listing of projects on the interregional road network to provide interregional access to all economic centers in the state. This plan, as defined by statute, focuses on the development of state highways which interconnect urban centers. . State Pedestrian and Bikeway Plan - This plan, required by ISTEA, will guide the development of state, regional and local bicycle and pedestrian networks. This plan will identify existing facilities, missing or subservice route links, safety enhancements, and intermodal connections. . Transportation Strategic Research and Development Plan - This plan will be a 15 year plan and a five year project funding program for transportation research and development. The intent of this plan is to advance the research, development and deployment of new technology and ideas in the design, construction, operation and maintenance of the transportation system. -44- Related state agency long-range plans include: . State Implementation Plan (for Air Quality) - The SIP is a collection of regional plan elements for the attainment of the federal National Ambient Air Quality Standards. It is prepared under the requirements of the Federal Clean Air Act and addresses emission reductions from both stationary and mobile transportation sources. The Air Resources Board is the lead state agency over the development and submittal of the plan elements to the federal government. . California Energy Plan - Prepared by the California Energy Commission, this plan is California's primary energy planning and policy document for the development and conservation of energy resources. Issues addressed includes electricity, natural gas, and petroleum demand; energy efficiency improvements; development of alternative energy resources, technologies, and business; and actions to reduce transportation petroleum consumption. Several other planning and programming documents affect the implementation of the State transportation plan. The ISTEA management systems are being derived to help quantity and track the state's progress in achieving the plan's policies, objectives, and actions. Regional Transportation Plans, developed by the state's Regional Transportation Planning Agencies/Metropolitan Planning Organizations, and the Congestion Management Programs, developed by Congestion Management Agencies, will be affected, particularly by those actions dealing with the management of transportation demand. The CTP will affect the Statewide Transportation Improvement Program (STIP) and the MPOs' Transportation Improvement Programs (TIPs). Projects in the STIP are required to be consistent with the CTP. Because the STIP includes the MPOs' TlPs, the MPOs' TlPs will also have to be consistent with the CTP. -45- F. SUMMARY OF PUBLIC INVOLVEMENT IN CTP PREPERATION Public participation in the development of the California Transportation Plan has been a continuing and extensive process. It has been a partnership with both the public and the state's Regional Transportation Planning Agencies (RTPAs). Public involvement efforts have included public workshops, presentations, newsletters, and surveys. The CTP development process began in November of 1992. During the next 13 months, over 50 statewide and regional public workshops were held throughout the state for the purpose of gathering information and input for the plan (see Map 9 for workshop locations). Advertisements and individual invitations were used to announce the workshops. Some workshops were scheduled in the evening to solicit input from those of the general public who otherwise would not be able to attend a daytime workshop. Where possible, assistance for the hearing impaired and translators for non-English speaking were made available. The workshop discussions extended beyond just a discussion of the list of typical issues and possible responses. Several discussions focused on the relative differences between state and local perspectives and the changing roles of transportation planning agencies. The workshops also provided an opportunity to test public responses to the new transportation directions suggested in the plan's visions for the future. The role of California's 43 RTPAs (including the 15 recognized as Metropolitan Planning Organizations) were crucial in developing the bottom-up plan, that reflected a coordination of both state and regional transportation goals, policies, strategies, and actors. The RTPAs cosponsored the regional workshops. The issues and concerns of the RTPAs, as expressed in their Regional Transportation Plans (RTPs), were distilled and categorized. Their goals and strategies became the basis for the development of the proposed policies and actions of the state plan. The results of this analysis and related surveys and inquiries are found in the Regional Transportation Plan Synthesis discussion, Section B of this addendum. The development of the CTP, and the accompanying public participation process, proceeded in stages. In the beginning, both statewide and regional workshops were held on the plan's general development. The workshops were used to develop an understanding of the purpose of the state plan and to determine various ways to address issues such as economic development, goods movement, system management, high speed rail, land use, and transportation funding. A second series of workshops was held to review and develop a draft policy element. A third series of workshops focused on the review and development of a discussion draft of the plan and included developing proposed strategies and actions to fulfill the draft policies. Public review and comment was heavy at each stage. The final plan represents the fourth and final stage of the plan's development. The plan's development was assisted by several existing advisory committees. The California -46- Transportation Directions Committee was the most heavily involved in the development of the plan and served in a very close consultative capacity. Other advisory committees included the Departmental Transportation Advisory Committee, the Intermodal Goods Movement Advisory Committee and the American Indian Advisory Committee. The Governor's Office of Planning and Research formed a CTP Interagency Work Group to coordinate the development of the plan with other state agencies and to facilitate state agency input and review of plan. Several different avenues were used to build awareness of the plan, and to seek public input and comment. As part of this effort, three newsletters were published. A mailing list of 7,000 individuals and agencies was developed for the distribution of the newsletters and other plan materials throughout the state. A telephone information line was set up to respond to questions and to receive comments or suggestions from the general public. Press releases and media stories were used to disseminate information on the plan. Copies of both the draft policy element and the discussion draft were widely distributed. Outreach efforts included invitations to organizations and culturally diverse groups that did not normally participate in the transportation planning process. For example, two special workshops that addressed American Indian concerns were conducted. These workshops have paved the way for future cooperative efforts based on mutual understanding of both Indian perspectives and issues. Hundreds of written and oral communications were received as the result of the workshops, presentations and circulation of the various iterations of the draft plan products. The refinement of the plan has been based on those comments; the criticism, as well as the praise. At each stage of development, the plan was "edited" for readability, clarity, and emphasis. Because of the dynamic nature of California, the CTP must be a living document, and subject to improvement and revision on a recurring basis. The plan is not an end product, but a beginning. Its development process and content has been designed as a vehicle for further public input, review, and reassessment. This reassessment and further definition of the issues, policies, actions, and recommendations is fundamental to and is an essential part of the California Transportation Plan. "If transportation plans are to be made more responsive to changing priorities, the process must be made more understandable. If only a few people understand the process, those few people will control it.* from The End of the Road: A Citizens' Guide to Transportation Problem Solving. -47- California Transportation Plan o Public Meeting Locations Click HERE for graphic. G.ISTEA STATE PLAN PROCESS REQUIREMENTS (Title 23, Code of Federal Regulations, Part 450) Section 450.200 - Purpose The purpose ot this subpart Is to Implement 23 U.S.C 135, which requires each State to carry out continuing, comprehensive,and intermodal statewide transportation planning process, Including the development of a statewide transportation plan and transportation Improvement plan, that facilitates the efficient, economic movement of people and goods In all areas of the State, Including those areas subject to the requirements of 23 U.S.C. 134. The California Transportation Plan (CTP) is a statewide policy plan. The CTP builds upon existing policies and programs and finds its foundation in the collective Regional Transportation Plans (RTPs) developed by the forty-three Regional Transportation Planning Agencies (RTPAs). Fifteen of these agencies are Metropolitan Planning Organizations (MPOs); of these, nine are designed as Transportation Management Agencies (TMAs). The California Transportation plan takes into an existing programs and policies, identifies areas for improvements and sets the course for the transportation future of California. The following citations refer to the status of California’s fulfillment of the states planning process pursuant to ISTEA and the Code of Federal Regulations: Section 450.208 - Statewide Transportation Planning Process Factors. (a) Each State shall, at a minimum, explicitly consider, analyze as appropriate and reflect in planning process the following factors: (1) The transportation needs (strategies and other results) \Identified through the management systems required by 23 U.S.C. 303. The management systems and their performance measures required by ISTEA are still being developed. The CTP addresses these requirements in: . POLICY 2: Transportation Decisions Will Provide All Californians With A Safe, Convenient, Reliable Transportation System: Objective B: Maintain Transportation systems to preserve investments and serve the public: Action: Develop Performance Management Systems (page 14). . RECOMMENDATION : Develop A Comprehensive Statewide Strategy For Improving The Movement Of Goods (pages 32-33). APPENDIX C: ISTEA Management Systems And Transportation Performance Objectives (pages C-1 / C-4. (2) Any Federal, State, or local energy use goals, objectives, programs, or requirements. The CTP addresses energy efficiency in: . POLICY 3: Transportation Decisions Wl1 Protect The Environment And Promote Energy Efficiency While Improving Mobility: -49- Objective A: Balance transportation, energy, economic and environmental goals: Actions: Improve transportation, air quality and energy modeling (page 22); Objective B: Increase fuel choice, improve vehicle efficiency and apply advance technologies to improve air quality and reduce energy consumption: Action: Promote use of alternative fuels; Increase fuel efficiency (pages 23-24); . APPENDIX A: Environmental Implications (pages A-1 /A-5); . TECHNICAL ADDENDUM: Section E: Plans Supporting the California Transportation Plan (page 44). (3) Strategies for incorporating bicycle transportation facilities and pedestrian walkways in projects throughout the state. The development of pedestrian and bicycle facilities are current requirements of the State's regional transportation plans. The CTP supports these activities in: . POLICY 2: Transportation Decisions Will Provide All California’s With A Safe Convenient, Reliable Transportation System: Objective C: Manage transportation networks as seamless intermodal system: Action: Encourage bicycling and walking (page 17); Objective D: Expand and improve transportation services and systems to provide users better access and choice: Action: Provide for pedestrians; Develop pedestrian and bikeway plans; Expand bicycle and pedestrian facilities (pages 1819). . TECHNICAL ADDENDUM: Section B: Regional Transportation Plan Synthesis (page 7); Section E: Plans Supporting the Califomia Transportation Plan (page 43). (4) International border crossings and access to ports, airports, intermodal transportation facilities, major freight distribution routes, national park* recreation and scenic areas, monuments and historic sites, and military Installations. The CTP addresses international border crossings, major freight distribution routes and military bases in: . POLICY 1: Transportation Decisions Will Promote The Economic Viality Of Califomia By Providing For Flexibility In Choice And Mobility Of People, Goods, Services And Information: Objective A: Improve the economic competitiveness of the State through transportation activities; Action:Develop international border infrastructure (page 6); Objective B: Focus transportation investments on job creation, access to jobs and training of Californians for new employment opportunities; Action: Create new transportation oriented industries; Convert closed military bases (page 7); . APPENDIX C: ISTEA Management Systems And Transportation Performance Objectives (pages C-1 / C -4 ); . RECOMMENDATION II: Develop A Comprehensive Statewide Strategy For Improving The Movement Of Goods (pages 32-33). -50- Access to ports, airports and intermodal transportation 1dcilities is addressed in . POLICY 2: Transportation Decisions Will Provide All Californians With A Safe, Convenient, Reliable Transportation System: Objective C: Manage transportation net works as a seamless intermodal system; Actions: Facilitate transfers between transportation modes; Serve the transportation customer (page15); . RECOMMENDATION II: Develop A Comprehensive Statewide Strategy For Improving The Movement Of Goods (pages 32-33). National Parks are addressed in: . TECHNICAL ADDENDUM: Section B: Regional Transportation Plan Synthesis (page 7). Recreation and scenic areas are addressed in: . POLICY 1: Transportation Decisions Will Promote The Economic Vitality Of California By Providing For Flexibility In Choice And Mobility Of People, Goods, Services And Information: Objective C: Promote Tourism and access to California’s historic, scenic, and recreation areas: Actions: Support technology development for tourism; Use of transportation enhancement activities (TEA) funding; Serve rural areas and recreation sites; Improve non-motorized transportation opportunities (pages 9-10). (5) The transportation needs of non-metropolitan areas through a process that includes consultation with local elected officials with jurisdiction over transportation The CTP has incorporated the need of the nonmetropolitan areas through the process that included a synthesis of the regional plans, survey instruments and through workshops; these methods are discussed in: . APPENDIX B: Regional Transportation Plan Synthesis (pages B-1 / B-2); . TECHNICAL ADDENDUM SECTIONS: Section B: Regional Transportation Plan Synthesis (page 7); Section C: Transportation Decision-Making Process (page 22); Section E: Plans Supporting The California Transportation Plan (page 44); Section F: Summary of Public Involvement in CTP Preparation (page 46); Section H: CTP Reference Documents (page 58). (6) Any metropolitan area plan developed pursuant to 23 U.S.C. 134 and Section 8 ot the Federal Transit Act, 49 U.S.C. app. 1 607. The CTP incorporated the regional transportation plans of the metropolitan areas into the CTP through the synthesis of the plans and regional workshops. This process is discussed in: . APPENDIX B: Regional Transportation Plan Synthesis (pages B-1/ B-2); . TECHNICAL ADDENDUM: Section B: Regional Transportation Plan Synthesis (page 7); Section C: Transportation Decision- Making Process (page 22); Section E: Plans Supporting The California Transportation Plan (page 44); -51- Section F: Summary of Public Involvement in CTP Preparation (page 46). (7) Connectivity between metropolitan areas within the State and with metropolitan area In other States. Connectivity of the states transportation modes with metropolitan areas is addressed within the CTP and is found in: . POLICY 2: Transportation Decisions Will Provide All Californians W4h A Safe, Convenient, Reliable Transportation System: Objective C: Manage transportation networks as a seamless intermodal system; Action: Improve service efficiency (page 16); Objective D: Expand and improve transportation services and systems to provide better access and choice; Actions: Expand interstate rail service; Expand and enhance Califomia intercity rail services; Develop high-speed ground transportation; Implement the interregional road system (IRRS) (pages 19-20). . TECHNICAL ADDENDUM: Section D: Transportation System Concepts and Modal Networks (page 26). (8) Recreational travel and tourism. Recreational travel and tourism is addressed within the CTP in: . POLICY 1: Transportation Decisions Will Promote The Economic Vitality Of Califomia By Providing For Flexibility In Choice And Mobility Of People, Goods, Services And Information: Objective C: Promote Tourism and access to California's scenic recreational areas; Actions: Support technology development for tourism; Use transportation enhancement activities (TEA) funding; Serve rural areas and recreation sites; Improve non-motored transportation opportunities (pages 9-10). . TECHNICAL ADDENDUM: Section B: Regional Transportation Plan Synthesis (page 7). (9)Any State plan developed pursuant to the Federal Water Pollution Control Act, 33 U.S.C. 1251 et seq. (and in addition to plans pursuant to the Coastal Zone Management Act). The CTP addressee the federal wafer contra act in several areas: . POLICY 3: Transportation Decision W9l Protect The Environment, And Promote Energy Efficiency While Improving Mobility: Objective A: Balance transportation, energy economic and environmental goals; Actions: Improve wafer quality tpage22); . APPENDIX C: ISTEA Management Systems And Transportation Performance Objectives (pages C-1 I C~). (10) transportation system management and Investment strategies designed to make the most efficient use of existing transportation facilities (including the consideration of all transportation models). Protection of the public's investment and preservation of the system discussed in: . POLICY 2: Transportation Decisions Will Provide All Californians With A Safe,Convenient, Reliable Transportation System -52- Objective A Provide safety end security for all transportation system users; Action: improve safety for rural transportation systems (page 13). Objective B: Maintain transportation systems to preserve investments and serve the public; Actions: Place maintenance as a priory; Apply advanced technology to improve maintenance and construction; Develop performance management systems (page 14); Objective C: Manage transportation networks as a seamless intermodal system; Actions: Develop and deploy advanced transportation system (ATMS) (page 15); Objective D: Expand and Improve transportation services and system to provide users better access and choice; Actions: Priorities for system improvements; Expand modal choices (page 17); . TECHNICAL ADDENDUM: Section A: Statutory Policy Basis for California Transportation Plan (page 1). (11) The overall social, economic, energy, and environmental effects of transportation decisions (including housing and community development effects and effects on the human, natural and manmade environments). The effects of transportation decisions is addressed within the CTP on various levels within the document: . POLICY 3: Transportation Decisions Will Protect The Environment And Promote Energy Efficiency While Improving Mobility: Objective A: Balance transportation, energy, economic and environmental goals; Actions: Resolve environmental issues early; Expand use of effective mitigation and enhancement techniques (pages 2223); Objective C: Transportation decisions respect community values; Actions: Make transportation a community asset; Implement fiscal policies to support balanced land use; Consider the human environment: Respect Native American values (pages 2227); . APPENDIX A: Environmental Implications (pages A-1 / A-5); . APPENDIX B: Regional Transportation Plans Synthesis (pages B-1 / B-2); . TECHNICAL ADDENDUM: Section A: Statutory Policy Basis for California Transportation Plan (page 1); Section B: Regional Transportation Plan Synthesis (page 7); Section C:Transportation Decision-Making Process (page 22); Section D: Transportation System Concepts and Modal Networks (page 26); Section E: Plans Supporting the California Transportation Plan (page 44); Section F: Summary of Public Involvement in CTP Preparation (page 45); Section H: CTP Reference Documents (page 59). -53- (12 Methods to reduce traffic congestion and to prevent traffic congestion from developing in areas where It does not yet occur, Including methods which reduce motor vehicle travel, particularly stngleoccupant motor vehicle travel/. The CTP addresses traffc congestion, trip reduction and reduction of the single occupant motor vehicle travel throughout the plan by providing multiple options and methods: . POLICY 1: Transportation Decisions Will Promote The Economic Vitality Of Califomia By Providing For Flexibility In Choice And Mobility Of People, Goods, Services And Information: Objective D: Develop the electronic highway alternative; Actions: Develop the electronic highway, Adjust state regulations limiting new telecommunications technologies, Encourage telecommuting, teleconferencing and teleshopping (pages 10-1 1); . Policy 2: Transportation Decisions Will Provide All Californians With A Safe, Convenient, Reliable Transportation System: Objective A: Provide safety and security for all transportation system users; Actions: Improved freeway incident response (page 13); Objective C: Manage transportation networks as a seamless intermodal system; Actions: Serve the transportation customer, Develop and deploy advanced transportation system management systems (ATMS), Improve service efficiency; Expand express bus service and facilities; Encourage bicycling and walking, Manage access to rural highways (pages 1517); Objective D: Expand and improve transportation services and systems to provide users better access and choice; Actions: Priories for system improvements; Expand modal choices; Expand telecommunications; Expand bicycle and pedestrian facilities; Expand alternative transit services (pages 17-19); . TECHNICAL ADDENDUM: Section A: Statutory Policy Basis for California Transportation Plan (page 1). (13) Methods to expand and enhance transit services and to Increase the use of such services (including commuter rail). Transit service enhancement is promoted within the CTP in: . POLICY 2: Transportation Decisions Will Provide All Californians the A Safe, Convenient, Reliable Transportation System: Objective C: Manage transportation networks as a seamless intermodal system; Actions: Facilitate transfers between modes; Serve the transportation customer (page 15); Objective D: Expand and Improve transportation services and systems to provide users better access and choice; Actions: Expand modal choices; Expand alternative transit services; Investigate options for transit and school transportation; Expand station passenger support services; Expand and enhance California intercity rail services (pages 17, 19-20); -54- Objective A: Provide safety and security for all transportation system users; Actions: Demonstrate urban design for safety; Improve reliability, comfort and security (pages 12-13); . TECHNICAL ADDENDUM: Section A: Statutory Policy Basis for California Transportation Plan (page 1). (14) the effect of transportation decisions on land use and land development, including the need for consistency between transportation decision making and the provision ot all applicable short range and long-range use and development plans (analyses should Include projections of economic, demographic, environmental protection, growth management and land use activities. The effects of transportation decisions on land use and land development are incorporated throughout the CTP. Specific policy, objectives are: . POLICY 3: Transportation Decisions Will Protect The Environment And Promote Energy Efficiency While Improving Mobility: Objective C: Transportation decisions respect community values; Actions: Make transportation a community asset; Provide responsive public land management; implement fiscal policies to m4port land use (page 25); . APPENDIX A: Environmental Implications (page A-1 / A-2). The linking of land use and transportation decisions are further supported in: . TECHNICAL ADDENDUM: Section A: Statutory Policy Basis for California Transportation Plan (page 1); Section B: Regional Transportation Plan Synthesis (page 7; Section C: Transportation Decision Making Process (page 26); Section E: Plans Supporting the California Transportation Plan (page 44). (15) Strategies for Identifying and implementing transportation enhancements where appropriate throughout the State. Caltrans' Transportation Enhancement Activities (TEA) program provides the mechanism for implementing the program required by ISTEA. The CTP provides guidance for the strategies used in the program in: . POLICY 1: Transportation Decisions will Promote The Economic Vitality Of Califomia By Providing For Flexibility In Choice And Mobility Of People, Goods, Services And Information: Objective C: Promote tourism and access to California's historic, scenic and recreation areas; Action: Use transportation enhancement activities (TEA) funding (page 9); POLICY 2: Transportation Decisions Will Provide All Californians With A Safe, Convenient, Reliable Transportation System: Objective A: Provide safety and security for all transportation system users; Action: Demonstrate urban design for safety (page 12). -55- (16) The use of Innovative mechanisms for financing projects Including value capture parking, tolls, and congestion pricing. The CTP delineates it's funding and financing mechanisms in the following areas: . POLICY 3: Transportation Decisions Will Protect The Environment And Promote Energy Efficiency While Improving Mobility: Objective A: Balance transportation, energy, economic and environmental goals; Actions: Emission trading in the market place (page 21); . TRANSPORTATION ECONOMIC FORECAST (Chapter3)(pages 27-28); . RECOMMENDATION I: Convene a bipartisan special commission to address the future of transportation financing in Califomia (page 3-31); . TECHNICAL ADDENDUM: Section A: Statutory Policy Basis for California Transportation Plan (page 1). (17) Preservation of rights-of-way for construction of future transportation projects, Including identification of unused rights-of-way which may be needed for future transportation corridors, and Identify those corridors for which action Is most needed to prevent destruction or loss including strategies for preventing loss of rights-of-way). Corridor preservation is addressed in: . POLICY 3: Transportation Decision Will Protect The Environment, And Promote Energy Efficiency: Objective A: Balance transportation, energy, economic and environmental goals: Actions: Resolve environmental issues early; Protect sensitive habitat; Expand use of effective mitigation and enhancement techniques (pages 22-23); Objective C: Transportation decisions respect community values; Actions: Preserve corridors (page 25); Corridor preservation needs in Califomia have also been identified in: . ISTEA Corridor Preservation Report. Caltrans, May 1993. This report has been submitted to FHWA. (18) Long-range needs of the State transportation system for movement of persons and goods. The CTP is a long-range transportation plan and contains policies, actions and recommendations to guide the development of the State system are found in: . POLICY 1: Transportation Decisions Will Promote The Economic Vitality Of California By Providing For Flexibility In Choice And Mobility Of People, Goods, Services And Information: Objective A: Improve the economic competitiveness of the State through transportation activities; Action: Develop a statewide goods movement strategy (page 5); Objective B: Focus transportation investments on job creations, access to jobs and training of Californians for new employment opportunities; Actions: Facilitate advanced transportation system research and development; Secure California's role in the federal automated highway system demonstration project (page 8); -56- . POLICY 2: Transportation Decisions Will Provide All Californians with A Safe, Convenient, Reliable Transportation System: Objective C: Manage transportation networks as a seamless intermodal system; Actions: Facilitate transfers between transportation modes; Improve service efficiency; Improve intercity rail service reliability; Manage access to rural highways (pages 15-17); Objective D: Expand and improve transportation services and systems to provide users better access and choice; Actions: All actions (pages 17-20). objective A: Provide safety and security for all transportation system users (page 11); . RECOMMENDATION II: Develop a comprehensive statewide strategy for improving the movement of goods (pages 32-33); . RECOMMENDATION m: Determine and fully authorize the State's role in nonhighway modes of transportation (page 34). (19) Methods to enhance the efficient movement of commercial motor vehicles. Efficient goods movement is an overall goal within the CTP. Specific actions to ensure the efficient movement of commercial motor vehicles are found in: . POLICY 1: Transportation Decisions Will Promote The Economic Vitality Of California By Providing For Flexibility In Choice and Mobility Of People, Goods, Services and Information: Objective A: Improve the economic competitiveness of the State through transportation activities: Actions: simplify public permits and approval process; Foster technological and operations innovations (page 5); Objective B: Focus transportation investments on job creation, access to jobs, and training of Californians for new employment opportunities; Actions: Expand automated commercial vehicle operations (page 8). (20) The use of life-cycle costs in the design and engineering of bridges, tunnels, or pavement. The CTP requires that lifecycle cost principles be considered in the investment decisions to reduce annualized capital and maintenance costs of transportation facilities. The CTP policies that guide these actions are found in: . POLICY 2: Transportation Decisions Provide All Californians with A Safe, Convenient, Reliable Transportation System: Objective B: Maintain transportation systems to preserve investments and serve the pubic; Action Include lifecycle costs (page 14). (21) The coordination of transportation plans and programs developed for metropolitan areas of the State under 23 U.S.C.. 134 and Section B of federal Transit Act with the state transportation plans and programs developed under this section and the reconciliation of such plans and programs as necessary to ensure connectivity within transportation systems. See answer to factor number 6. -57- (22) Investment strategies to Improve adjoining State and local roads that support rural economic growth and tourism development, Federal agency renewable resources management, and /and management practices, Including recreation development. The CTP addresses rural economic growth and buism in: . POLICY 1: Transportation Decisions Will Promote The Economic growth Of California By Providing For Flexibility In Choice and Mobility Of People, Goods, Services and information: Objective C: Promote tourism and access to California's historic, scenic and recreation areas; Actions: Support technology develop for tourism; Serve rural areas and recreation sites (pages9-10). Federal agency renewable resources management and land management practices are addressed further in: . POLICY 3: Transportation Decisions W8l Protect The Environment, and Promote Energy Efficiency; Objective C: Transportation decision respect community values; Actions: Provide responsive public land management (page 25). (23) The concerns of Indian tribal governments having jurisdiction over lands within the boundaries of the State. This issue is discussed in the CTP in the: . POLICY 3: Transportation Decision Will Protect The Environment and Promote Energy Efficiency: Objective C: Transportation decisions respect community values; Action: Respect Native American values (page 26); . TECHNICAL ADDENDUM: Section F: Summary of Public Involvement in the CTP Preparation (page 46). -58- H. CTP REFERENCE DOCUMENTS California Council on Science and Technology; Project California, various issues. California Energy Commission; California Energy Demand: 1993-2013. Volume Xll: Economic Projections in Support of the Preliminary ER 94 Forecast, June 1993. California Energy Commission; California transportation Energy Analysis Report-Draft (SB 1214), 1993. California Energy Commission; Fuels Report, 1991, 39 pages. California Engineering Foundation; transportation Redefined: The Movement of People. Goods. Services. and Information, November 1991, 67 pages. California Governor's Office of Planning and Research; Strategic Growth: Taking Charge of the Future - A Blueprint for California. Report of the Growth Management Council to Governor Wilson, January 1993 California State Controller; Counties of California: Financial Transactions, (1991 -92 through 1992-93). California Transit Association (by G.R. Swanson & Associates); California's Public Transportation Operators: Analysis of Projected Financial Needs and Solutions, January 1993. California Transportation Commission; Annual Reports to California Legislature. California Transportation Commission;California's Transportation Future, April 1990, 251 pages. California Transportation Commission, California Department of Transportation, California Association of Port Authorities, Improving Access to California's Ports, February 1990. Caltrans; 1994 STIP Fund Estimate, Adopted by CTC, August 1993. Caltrans; California Motor Stock. Travel and Fuel Forecast, November 1992 Caltrans; California Rail Passenger Development Plan: 1991 -96 Fiscal Years, July 1991. Caltrans; California Rail Passenger Program Report: 1 993/94-2002/03 (Draft), September 1993. Caltrans and California Transportation Commission; Preservation of Transportation Corridors - Joint comments to FHWA in response to Federal Register, Vol. 58, No. 66, June 8, 1993, 4 pages. Caltrans and the California Transportation Directions Committee; C a I i f o r n i a Transportation Directions: Mobility for 2010, January 1991; Appendix July 1990. Caltrans; California's Recommendations for a Post-lnterstate National S u r f a c e Transportation Program, June 1990. Caltrans; Guidelines: Transportation Enhancement Activities Program, Fabruary 23, 1993. Caltrans; Intermodal Goods Movement Conference: Summary of Proceedings. October 19 92. Caltrans; Statewide Transportation and Air Quality Conformity Workshop: Summary, July 1992. Caltrans; The California Aviation System Plan Policy Element, October 1991. Caltrans; The California Aviation System Plan inventory, June 1992. Caltrans; The California Transportation Abstract. June 1983. -59- Caltrans; Transportation Issues Along the California/Mexico International Border, September 1993, 39 pages. Caltrans; Transportation Technology review for California: Program and Policy Review, January 1991. Caltrans; Travel and Related Factors in California, Annual Summary, 1991 Center for Continuing Study of the California Economy; California Economic Growth. 1993 Edition. Code of Federal Regulations, Title 23, Part 450; and Title 49, Part 613; P I a n n i n 9 Assistance and Standards for Statewide and Metropolitan Planning, November 1993. Code of Federal Regulations, Title 23, Parts 500 and 626; and Title 49, Part 614, Management and Monitoring Systems; Interim Final Rule, December 1993. California's Jobs and Future, April 23, 1992, 123 pages. Dyett, Michael V.; Linking Land Use and Transportation: Models of ISTEA and Clean Air Act Zoning Ordinances and Design Guidelines: The Next Generation. American Planning Association Lincoln Institute Workshops, June 1993, 18 pages. Governor's Office of Planning and Research and Governor's Interagency Council on Growth Management; Statewide Plan Coordination in California, October 1992 Governor's Office of Planning and Research and Governor's Interagency Council on Growth Management, Strategic Growth: Taking Charge of the Future-A Blueprint for California, January 1993. Helton, Jack (Sea-Land Service, Inc.); Discussion Paper on Intermodal Partnerships, Prepared for the TRB/intermodal Planning Issues Conference, December 1992. Lerner-Lam, Eva; "Hardwiring" Coordination Among Land-Use and Transportation Agencies (Journal of Urban Planning and Development, Vol. 117, No. 4), December 1991, 13 pages. National Association of Regional Councils, American Trucking Association, Federal Highway Administration; Getting to Know You: Trucking. MPOs and Urban Highway Planning An Introduction to Urban Goods Movement Planning Issues, February 1993. Public Utilities Commission Hearings on Telecommunications; April and June 1993, 180 pages each. SB 2559 (Chapter 1304, 1990 Statutes); High-Density Residential Development Demonstration Project. Sierra Club; Heading the Wrong Way: Redirecting California's Transportation Policies, February 1990. TEXPO Conference Report telecommunications as Transportation: Paving the Electronic Highway, April 7, 1993, 89 pages. The Urban Institute; Measuring the Effectiveness of Local Government Service: Transportation, no date, 84 pages. Transportation Research Board; National Cooperative Highway Research Program Report 340, Assessment of Advanced Technologies for Relieving Urban Traffic Congestion, December 1991 Transportation Research Board; Development of Regional Multimodal Transportation Performance Measures for the Twin Cities, TRB Record 835, 7 pages. Transportation Research Board; Intermodal Marine Containers Transportation Impediments and Opportunities, Special Report 236, 1992 Transportation Research Board; Landslide Access to U.S. Ports. Phase 1: General Cargo Ports. unpublished manuscript, February 1 992 Transportation Research Board; Primer on Transportation. Productivity and Economic Development, September 1991, 111 pages. Transportation Research Board; Transportation Service Standards as if People Matter, Preprint Paper No. 93, January 1993, 38 pages. -60- U.S. Congress Appropriations Subcommittee on Transportation and Related Agencies, Investment Criteria, May 5, 1993, 13 pages. U.S. Department of Transportation; Transportation Implications of Telecommuting, April 1 993. UCLA Extension, Public Policy Program; Overview of Strategies for Making Connections Between Transportation. Land Use and Air Q u a I i ty - Summary, of Symposium Proceedings, November 1991, 16 pages, Appendix. -61 - I. ACKNOWLEDGEMENTS The development of this plan has been based on a cooperative process, involving a diverse group of both organizations and individuals. Those partners and participants include the following: CALTRANS ADVISORY GROUPS: . California Transportation DirectionsCommittee . Departmental Transportation AdvisoryCommittee . Intermodal Goods Movement AdvisoryCommittee . Management Systems CoordinatingAdvisory Committee . American Indian Advisory Council OTHER STATE AGENCIES, DEPARTMENTS, AND COMMISSIONS: . Governor's Office of Planning andResearch . California Energy Commission . California Air Resources Board . California Highway Patrol (CHP) . California Public Utilities Commission . California Transportation Commission . California Resources Agency . Business, Transportation and HousingAgency . Trade and Commerce Agency . Assembly Transportation Committee . Senate Transportation Committee . California Department of Finance . California Department of Aging . Department of Fish and Game . Department of Motor Vehicles . Employment Development Department . Department of Water Resources . Department of Parks and Recreation . University of California . Department of Housing and Community Development OTHER PUBLIC AGENCIES: . Regional Transportation Planning Agencies/Metropolitan Planning Organizations . County Transportation Commissions . Congestion Management Agencies . Cities and Counties . Transit Districts . Port Authorities . Air Districts . Airport Districts GENERAL PUBLIC AND SPECIAL INTEREST GROUPS: . Environmental Groups . Transportation Advocacy Groups . Native American Tribes . Community Advocacy Groups . Communications Industry . Transportation Industry (providers, consultants, etc.) FEDERAL AGENCIES/ADMINISTRATIONS: . Federal Highway Administration . Federal Transit Administration . Environmental Protection Agency . National Parks Service . Bureau of Indian Affairs . National Rail Passenger Corporation (AMTRAK) . Department of Agriculture . Forest Service . Bureau of Land Management -62- ACRONYM LISTING AB Assembly Bill ADA Americans with Disabilities Act ATMS Advanced Transportation Management Systems BART Bay Area Rapid Transit CAA Clean Air Act Cal-EPA California Environmental Protection Agency Caltrans California Department of Transportation CARB California Air Resources Board CEC California Energy Commission CEQA California Environmental Act Quality CHP California Highway Patrol CMA Congestion Management Agencies CMP Congestion Management Programs CMS Congestion Management System 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 HW High Occupancy Vehicle HSGT High Speed Intercity Ground Transportation TEA Transportation Enhancement Activities IGMAC Intermodal Goods Movement Advisory Committee IRRS Interregional Road System ISTEA Intermodal Surface Transportation Efficiency Act of 1991 ITMS Intermodal Transportation Management System IVHS Intelligent Vehicle Highway System MPO Metropolitan Planning Organization MTC Metropolitan Transportation Commission MTS Metropolitan Transportation System NAFTA North American Free Trade Agreement NEPA National Environmental Policy Act PG&E Pacific Gas & Electric PRC Public Resources Code RTIP Regional Transportation Improvement Program RTPAs Regional Transportation Planning Agencies RTPs Regional Transportation Plans SB Senate Bill SCAG Southern California Association of Governments SIP State Implementation Plan SP Southern Pacific Railroad STIP Statewide ransportation Improvement Program (federal requirements) STIP State Transportation Improvement Program (state requirements) TCM Transportation Control Measures TDM Transportation Demand Management TEA Transportation Enhancement Activities TIP Transportation Improvement Program TMA Transportation Management Agencies TSM Transportation Systems Management UP Union Pacific Railroad Company U.S.DOT United States Department of Transportation -63-
