HomeMy WebLinkAboutHwy 1 2006 TCR and Fact SheetState Route 1 in San Luis Obispo County
Transportation Planning Fact Sheet
September 2009
1
Transportation Planning Fact Sheet
State Route (SR) 1 in San Luis Obispo County
Purpose of this Transportation Planning Fact Sheet:
Transportation Planning Fact Sheets provide one comprehensive summary document that captures
physical, social, political, and development characteristics along State Routes and provides web links to
various planning resources and documents. Fact sheets are to be used as supplemental planning
documents to Transportation Concept Reports (TCRs) and to future Corridor System Management Plans
CSMPs).
Route Description:
According to the 2006 Transportation Concept Report for State Route 1 in District 5, in San Luis Obispo
County, SR 1 is approximately 74 miles in length and divided into seven segments (5 - 11). In San Luis
Obispo County, SR 1 begins at the Santa Barbara/San Luis Obispo County Line north of the City of
Guadalupe and extends northwesterly, passing the cities of Grover Beach and Pismo Beach before
reaching a break in the route at the US 101 junction. The route resumes at its junction with US 101 in San
Luis Obispo, traveling northwesterly though the City of Morro Bay and continues to the San Luis
Obispo/Monterey County Line - reference map below. In its entirety, SR 1 continues both north and south
of San Luis Obispo County through the coastal counties of Districts 4 and 7.
Traffic: ranges from interregional to local traffic
Access Control: alternates between freeway, expressway and conventional highway
Functional Classification: transitions between urban collector, rural minor arterial, urban minor
arterial, urban other freeway or expressway and urban other principal arterial
Terrain: alternates between flat and rolling
1
State Route 1 in San Luis Obispo County
Transportation Planning Fact Sheet
September 2009
2
Traffic Volumes:
2015 ADT: 2,600 - 31,700
2030 ADT: 4,200 - 39,600
Truck Traffic:
Peak Hour: 1% - 11%
ADT: 1.1% - 11.3%
Route Designations:
Freeway and Expressway System
Interregional Road System
Scenic Highway System: alternates between Official Route and Eligible Route
Truck Designations: CA Legal 40’ KPRA, Advisory < 30’ KPRA and Terminal Access
Future Concept:
According to the 2006 Transportation Concept Report for State Route 1 in District 5, the route concept for
SR 1 in San Luis Obispo County is divided into seven segments (5-11) by Level of Service (LOS):
Segment Begin
Postmile
End
Postmile Description Route Concept
5 0.00 10.90 Santa Barbara/San Luis Obispo
County Line to Halcyon Road
LOS C/D, 2-Lane
Conventional Highway
6 10.90 16.77 Halcyon Road to US 101 in Pismo
Beach
LOS C/D, 2-Lane to 4-
Lane Conventional
Highway
7 16.77 17.80
US 101 Ramps at Santa Rosa Street
in San Luis Obispo to City Limits at
Highland Drive
LOS D
8 17.80 27.88 San Luis Obispo City Limits to South
Bay Boulevard in Morro Bay
LOS C, 4-Lane
Expressway and 4-Lane
Freeway
9 27.88 45.99 South Bay Boulevard to SR 46
LOS C/D, 4-Lane
Freeway/Expressway
and 2-Lane Expressway
10 45.99 71.34 SR 46 to San Carpoforo Creek
LOS D, 2-Lane
Expressway and 2-Lane
Conventional Highway
11 71.34 74.32 San Carpoforo Creek to San Luis
Obispo/Monterey County Line
LOS D, 2-Lane
Conventional Highway
County Profile:
San Luis Obispo County consists of seven incorporated cities. City of Grover Beach, City of Pismo
Beach, City of San Luis Obispo, and City of Morro Bay are the only incorporated cities located
directly along the SR 1 corridor in San Luis Obispo County (web links connect to city/county general
plans).
According to the San Luis Obispo Council of Governments (SLOCOG) 2005 Regional
Transportation Plan (RTP), San Luis Obispo County’s annual growth rate is 1.24%. If this remains
constant, population growth between 2004 and 2025 is expected to increase from 258,208 to
334,775 - reference chart below.
State Route 1 in San Luis Obispo County
Transportation Planning Fact Sheet
September 2009
3
Population Projections
0
50000
100000
150000
200000
250000
300000
350000
San Luis
Obispo
County
Grover
Beach
Morro Bay Pismo
Beach
San Luis
Obispo
Location#
of
People2004
2025 SLOCOG, 2005
RTP) Approximately 15.2% of San Luis Obispo County residents speak another language other
than English at home (US Census
Bureau). San Luis Obispo County is a coastal area surrounded by the Counties of Monterey, Kern, and
Santa Barbara. According to the SLOCOG 2005 RTP, in the 1970’s, the creation of new jobs in the
San Luis Obispo region spurred an increasing growth trend. Today this is further impacted by
the migration of retired and semi-retired people to the area. Additionally, with the population boom
of the 1970’s, the proportion of people commuting by carpool, bike and transit has decreased,
while individual car trips have increased. This trend has resulted in increased strain on the
transportation systems in the region and is projected to impact the Level of Service (LOS) at specific
intersections and worsen congestion over
time. Bicycle
Access: According to the Caltrans-District 5 2004 Bicycle Map: For State Highways of the Central Coast,
all of the State Highways are open to bicyclist except at a few sections of freeways. There are
no restrictions for bicycle use on SR 1 in San Luis Obispo
County. According to the 2006 Transportation Concept Report for State Route 1 in District 5 (Appendix B-
2), SR 1 in San Luis Obispo County has Class II/III and Class III bike designations (Class II/III is an
on street painted bike route designated by signs and Class III is an on street bike route designated
by signs). The route is Class II/III from PM 10.90 to PM 17.80 and Class III from PM 0.00 to PM 10.
90 PM 17.80 to PM 74.23. Sections of SR 1 in San Luis Obispo County are designated as part
of California’s Pacific Coast Bike Route. Also, a section coinciding with SR 1 along the Big Sur
Coast is designated as part of the California Coastal Trail (
CTC). According to the SLOCOG 2005 RTP, non-motorized projects for the future include: correction
of horizontal and vertical alignment and the addition of shoulders and bike lanes (Short Term:
2005 - 2009), improvements to the Toro Creek Bridge on SR 1 (Short Term: 2005 - 2009), and a Cal
Poly-Cuesta Bikeway Connector (Unconstrained: 20
Years+). Parallel recreational trails exist and are planned along SR 1 according to the 2006 San Luis
Obispo County Bike
Map. SLOCOG has yet to develop a regional bike plan. The County of San Luis Obispo’s existing
2005 County Bikeways Plan is intended to be updated by 2010.The City of San Luis Obispo
updated their Bicycle Transportation Plan May 15, 2007and the City of Pismo Beach is currently drafting
State Route 1 in San Luis Obispo County
Transportation Planning Fact Sheet
September 2009
4
Pismo Beach Bicycle and Pedestrian Master Plan. The Cities of Grover Beach and Morro Bay have
yet to adopt bicycle master plans.
Public Transportation:
San Luis Obispo County regional transit and local transit services along the SR 1 corridor include those
listed below.
Greyhound offers intercity bus service between San Luis Obispo, Santa Maria, Santa Barbara,
Ventura and Los Angeles.
Ride-On Transportation provides social services clients’ and the general public with transportation
alternatives including shuttles and vanpools
Runabout provides Americans with Disabilities (ADA) complementary paratransit service
San Luis Obispo Regional Transit Authority offers:
o Cambria Village Transit which provides trolley service seven days a week from
Cambria Village to Moonstone Beach Drive locations and to the San Simeon Pines
Resort on SR 1.
o Cambria Senior Van provides free paratransit service to seniors and persons with
disabilities
o San Luis Obispo Regional Transit Authority (SLORTA) provides regional fixed route
service along US 101 and SR 1 as far north as San Simeon
o South County Area Transit (SCAT) offers fixed route transit service on weekdays, with
headways of one hour or less
Park and Ride Lots:
A region wide inventory of park and ride lots conducted by SLOCOG in July 2008 found fifteen formal
park and ride lots throughout the county. Nine are located in North County, two are located on the North
Coast, one is located in Central County and three are located in South County.
Intercity Rail Service:
Amtrak serves San Luis Obispo County in providing rail and bus service from Los Angeles to Seattle.
Their newly improved Coast Starlight train offers an all encompassing travel experience, complete with
diner, sleeping and entertainment focused cars. Caltrans Pacific Surfliner also offers two trains a day with
service from southern California to San Luis Obispo. Two of the three rail stations existing in San Luis
Obispo County are located in close proximity to SR 1 in the Cities of Grover Beach and San Luis Obispo.
Airport:
Three airports are located throughout San Luis Obispo County and include: Paso Robles Municipal
Airport (PRB), San Luis Obispo County Regional Airport (SBP) and Oceano County Airport (L52). Of
these, San Luis Obispo County Regional Airport (SBP) provides the most extensive public regional airline
service in the County. The SR 1 corridor in San Luis Obispo County is closest in proximity to SBP and
L52.
Transportation Agencies:
San Luis Obispo Council of Governments (SLOCOG) - MPO/RTPA
San Luis Obispo Regional Transit Authority
South County Area Transit
San Luis Obispo Regional Rideshare
TCR General Recommendations:
According to the 2006 Transportation Concept Report for State Route 1 in District 5 (Appendix B-2), the
recommended actions for SR 1 in Santa Barbara County include:
State Route 1 in San Luis Obispo County
Transportation Planning Fact Sheet
September 2009
5
Segment 5:
Consolidate driveway to limit access points.
Provide channelization for turns.
Support extension of area county roads(s) to US 101.
Widen Santa Maria River Bridge north of Guadalupe.
Segment 6:
Widen to four lanes where feasible.
Improve local circulation and parking.
Minimize and consolidation access points.
Provide Class II bike lanes throughout.
Improve pedestrian access.
Segment 7:
Evaluate potential for widening to six lanes.
Evaluate potential for grade separation at Foothill Boulevard intersection.
Improve US 101 interchange.
Evaluate bypass/relinquishment of segments 7 and 8A (alternate route from Route 101 to Cuesta
College).
Improve pedestrian access.
Reduce demand by encouraging and improving alternative modes of transportation.
Improve local circulation.
Synchronize traffic signals.
Consider local CCS proposals.
Implement Intelligent Transportation System components from Central Coast Deployment Plan.
Segment 8:
Minimize and consolidate access points.
Convert conventional to expressway and expressway to freeway where feasible.
Enhance intermodal facilities and services (Central Coast Area Transit).
Reduce demand by encouraging and improving alternative modes of transportation.
Cooperate in implementation San Luis Obispo North Coast Byway Enhancement Plan where
feasible.
Segment 9:
Sub-segments 9A and 9B: consolidate access to convert 4-lane expressway sections to freeway.
Improve interchange with SR 41 (and Main Street) in Morro Bay.
Sub-segment 9C: minimize new access and consolidate existing access where feasible.
Sub-segment 9C: continue to evaluate need for passing lanes.
Reduce demand by encouraging and improving alternative modes of transportation.
Cooperate in implementation of San Luis Obispo North Coast Byway Enhancement Plan where
feasible.
Provide CMS south of SR 46 to advise of SR 1 conditions between Cambria and Carmel.
Segment 10:
Construct system-wide operational improvements.
Realign highway where threatened by coastal erosion.
Reduce demand by encouraging and improving alternative modes of transportation.
Cooperate in implementation of San Luis Obispo North Coast Byway Enhancement Plan where
feasible.
State Route 1 in San Luis Obispo County
Transportation Planning Fact Sheet
September 2009
6
Segment 11:
Minimize and consolidate access.
Evaluate need and provide operational improvements including turn-outs and channelization for
turning.
Implement recommendations of the Coast Highway Management Plan where feasible.
Cooperate in implementation of San Luis Obispo North Coast Byway Enhancement Plan where
feasible.
Accommodate California Coastal Trail in right-of-way as circumstances require.
State Highway Projects:
For an updated list of State Highway projects (including State Transportation Improvement Plan/State
Highway Operation and Protection Program) along SR 1 in San Luis Obispo County, click the Caltrans
District 5 Status of Projects web link: http://www.dot.ca.gov/dist05/projects/pdf/d5sop.pdf
For more information about Caltrans San Luis Obispo County highway projects, visit:
http://www.dot.ca.gov/dist05/projects/#slo
Transportation Projects identified in the SLOCOG 2005 Regional Transportation Plan:
http://www.slocog.org/cm/Publications_and_Reports/Regional_Transportation_Plan.html
Local Agency STIP Projects - Caltrans Local Assistance Website:
http://www.dot.ca.gov/dist05/local/stip_index.html
Caltrans Contact:
Larry Newland larry.newland@dot.ca.gov (805) 549-3103
San Luis Obispo and Santa Barbara County - Systems Planning
Cindy Utter cindy.utter@dot.ca.gov (805) 549-3648
San Luis Obispo County - Regional Planning
James Kilmer james.kilmer@dot.ca.gov (805) 549-3683
San Luis Obispo County - Development Review
Claudia Espino claudia.espino@dot.ca.gov (805) 549-3640
Travel Forecasting
Transportation Concept Report
For
State Route 1 in District 5
DEPARTMENT OF TRANSPORTATION, DISTRICT 5
System Planning Branch
APRIL 2006
Transportation Concept Report State Route 1 03/23/06
Table of Contents
EXECUTIVE SUMMARY..........................................................................................................iii
INTRODUCTION..................................................................................................................... 1
The Transportation Concept Report..........................................................................................................1
TCR in the Planning Process....................................................................................................................1
Organization of Report............................................................................................................................2
PART ONE: BACKGROUND FOR TRANSPORTATION CONCEPT DEVELOPMENT .................... 4
State Route 1 in District 5 .......................................................................................................................4
Route/Corridor Purpose and Characteristics...........................................................................................4
Route Designations.............................................................................................................................5
System Planning Process and Considerations ............................................................................................6
Route Segmentation and Analysis ........................................................................................................7
Present and Future Operating Conditions..............................................................................................7
Context Sensitive Solutions..................................................................................................................8
Alternatives to Reduce Motor Vehicle Trips............................................................................................8
Performance Measures........................................................................................................................9
Additional Considerations .................................................................................................................. 10
PART TWO: SUB-CORRIDOR ANALYSIS AND DETAIL......................................................... 13
Corridor and Interregional Concerns....................................................................................................... 13
Santa Barbara County........................................................................................................................... 15
Area and Population: Description and Trends...................................................................................... 15
Operating Conditions and Segment Summaries ................................................................................... 16
Alternatives to Reduce Demand or Improve Operations........................................................................ 19
Transportation Concept and Strategies............................................................................................... 22
San Luis Obispo County ........................................................................................................................ 24
Area and Population: Description and Trends...................................................................................... 24
Operating Conditions and Segment Summaries ................................................................................... 25
Alternatives to Reduce Demand or Improve Operations........................................................................ 30
Transportation Concept and Strategies............................................................................................... 33
Monterey County.................................................................................................................................. 37
Area and Population: Description and Trends...................................................................................... 37
Operating Conditions and Segment Summaries ................................................................................... 38
Alternatives to Reduce Demand or Improve Operations........................................................................ 42
Transportation Concept and Strategies............................................................................................... 45
Santa Cruz County................................................................................................................................ 49
Area and Population: Description and Trends...................................................................................... 49
Operating Conditions and Segment Summaries ................................................................................... 50
Alternatives to Reduce Demand or Improve Operations........................................................................ 53
Transportation Concept and Strategies............................................................................................... 56
Route Continuity................................................................................................................................... 58
PART THREE: FUTURE CONSIDERATIONS .......................................................................... 59
Programming Concept Facilities ............................................................................................................. 59
Environmental Factors .......................................................................................................................... 59
Ultimate Transportation Corridor............................................................................................................ 61
Conclusion........................................................................................................................................... 62
SOURCES CONSULTED......................................................................................................... 63
i
Transportation Concept Report State Route 1 03/23/06
APPENDIX A: Definitions, Acronyms, and Abbreviations
APPENDIX B: Maps and Segment Data
APPENDIX C: Comments and Issues Identified in Community Meetings
APPENDIX D: Programmed Projects in the STIP
The Transportation Concept Report for State Route 1 was prepared by the District 5 Planning
Division/System Planning Branch. The following individuals contributed to the document:
Tim Rochte System Planning Branch Chief - Oversight
Gina Kirk System Planning - Principal Author - (805) 549-3800
Carl Hilbrants System Planning – Editing and Distribution
Keith Hinrichsen (formerly System Planning) - Public Outreach
Lars Olson (formerly System Planning) - Public Outreach and Mapping
Jeff Berkman Travel Modeling and Forecasting - Traffic Volumes and LOS
Calculations
Erin Toyama Travel Modeling and Forecasting - Traffic Volumes and LOS
Calculations
Scott Eades (formerly Traffic Operations) - Operations Analysis and Consultation
Steve Cadenasso Traffic Safety - Traffic Collision Data
Andy Richardson GIS - Mapping and Format Consultation
ii
Transportation Concept Report State Route 1 03/23/06
EXECUTIVE SUMMARY
This Transportation Concept Report (TCR) is the long-term planning document for State Route 1
Route 1 or SR 1) in District 5 of the California Department of Transportation (Caltrans). The TCR (1)
evaluates current and projected conditions along the route; (2) establishes a twenty-year planning
vision or concept; and (3) recommends long- and short-term improvements to achieve the concept.
The most recent previous TCR updates for Route 1 in District 5 were completed in 1987 and 1990.
Route 1 extends some 265 miles through four counties in District 5: Santa Barbara, San Luis Obispo,
Monterey, and Santa Cruz. Traffic characteristics, existing facilities, and environmental setting vary
considerably along the corridor. Each county has its own regional transportation planning agency
RTPA) or metropolitan planning organization (MPO) that performs regional transportation planning.
In preparing the TCR, Caltrans consulted each of these agencies and referenced its most recent plan
RTP or MTP). Caltrans also consulted the public. Meetings were held with residents, elected
officials, and local and regional transportation agency staff in each of the four counties.
The TCR reflects regional plans for accommodating travel demand on the State Route as well as local
concerns and priorities. However, Caltrans is charged with the additional responsibility to ensure that
its highways provide reasonable interregional traffic flow, safety, continuity, and efficient goods
movement to sustain the State’s economy. The TCR provides this statewide perspective. The TCR
offers descriptive commentary on areas where goods movement and interregional travel are
constrained.
Commitments are developing for alternatives that reduce the need to rely on single-occupant motor
vehicle travel. The TCR provides a limited qualitative assessment of potential contributions of modal
alternatives, local land use policies, and transportation demand management efforts.
Route segments and sub-segments were identified for analyzing traffic data on Route 1. Ideally, the
traffic analyses, along with alternatives for accommodating or reducing travel demand, and local
plans, would provide the basis for establishing a traffic concept for each route segment. In several
urban areas along Route 1, however, intersection operations rather than segment flows control level
of service. Intersection analyses were not consistently available, which has made analysis more
difficult in urbanized settings.
The ability to provide capacity to accommodate rising volumes has become increasingly difficult in
California. Historically, District 5 targeted a peak hour concept of LOS C or better for state highways.
See Appendix A for a definition of level of service or “LOS” and descriptions of the six levels.)
However, in each county, current operations, existing development patterns, environmental values,
local plans, and/or projected growth are such that achieving even LOS D will require major
improvements and concerted efforts to manage demand.1 In some segments, the California Coastal
Act prohibits additional capacity. Finally, along several stretches of the highway, issues arise from
competing objectives and/or complex traffic flows demanding analysis that is beyond the scope of a
TCR. For such areas, the TCR recommends further study: a corridor study or an area/network study.
1 Both Santa Barbara and Monterey Counties have Congestion Management Programs that reflect LOS D as the standard
for state highways within the counties.iii
Transportation Concept Report State Route 1 03/23/06
The chart below summarizes the setting, major considerations and route concepts proposed for each
segment of Route 1 in District 5. The backgrounds and analyses that were the bases for these
concepts are detailed county-by-county in Part Two of this report.
Summary of Route 1 Segment Considerations and Concept LOS for 2025
SEG-
MENT LIMITS MAJOR CONSIDERATIONS ROUTE CONCEPT
Santa Barbara
County
1
US Route 101
Junction to
State Route
246
2-4-lane expressway and conventional highway
Increasing commuter traffic to South Coast job sites
Winding roadway through rolling terrain
Limited passing opportunities due to sight restrictions
Designated California Scenic Route
Erosion/rockslide potential adjacent to cut walls
Frequent closures
Narrow bridges over El Jaro Creek
Pacific Coast Bike Route
Peak LOS D or better/
provide operational
improvements such as
passing lanes and
channelization.
2
State Route
246 to
Purisima Road
4-lane conventional highway coincident with Ocean
Avenue (State Route 246) and H Street through central
Lompoc
Multiple signalized intersections
Multiple mid-block driveways for commercial
development
Road maintenance
Interregional, regional, and local (main street) traffic
Segment operations controlled by intersections
Peak LOS C/D or better/
evaluate effects of Central
Avenue extension on Route
1; widen NB Santa Ynez
River Bridge for cyclists;
consider designating parallel
arterials as directional
couplets in Lompoc.
3
Purisima Road
to Orcutt
Expressway
4-lane conventional highway and expressway
Traffic operations at intersection of H Street with Harris
Grade and Purisima Roads
Access to Allan Hancock College, Vandenberg Village,
and Vandenberg Air Force Base
Continuity of bicycle lanes
Aesthetics
Speeding
Peak LOS C or better/
minimize and consolidate
points of access.
4
Orcutt
Expressway
to Santa
Barbara/San
Luis Obispo
County Line
2-4-lane expressway and conventional highway
Narrow travel lanes, narrow/absent paved shoulders,
and narrow bridges
Slow-moving agricultural vehicles
Insufficient turning lanes
Discontinuous bicycles lanes
Pedestrian/vehicular conflicts in Guadalupe
At-grade crossing of railroad tracks near SR 1/166
intersection blocking access to Santa Maria services
when trains are present
Peak LOS C or better/ widen
non-standard lanes and
shoulders; add passing lanes
or turn-outs; add
channelization for turns;
improve local circulation in
Guadalupe; provide elevated
railroad crossing on SR 166
or parallel alignment in
Guadalupe; widen Santa
Maria River Bridge.
iv
Transportation Concept Report State Route 1 03/23/06
v
SEG-
MENT LIMITS MAJOR CONSIDERATIONS ROUTE CONCEPT
San Luis Obispo
County
5
Santa
Barbara/San
Luis Obispo
County Line
to Halcyon
Road
2-lane conventional highway
Vertical undulations in roadway
Seasonal flooding over roadway
Hard turns at Willow Road and Halcyon Road
Slow-moving agricultural vehicles
Proliferation of low density development in Mesa
area
High percentage of trucks in traffic mix
California Coastal Zone
Peak LOS C/D or better/
improve vertical and
horizontal alignments;
consolidate driveways to
limit access points;
provide channelization for
turns; support extension
of area county road(s) to
US 101.
6
Halcyon
Road to US
Route 101
Junction
Pismo
Beach)
2-lane conventional highway
Direct access to residential, beach-related,
commercial, and light industrial uses
Heavy seasonal recreational traffic
Rural and urban sections passing through Oceano,
Grover Beach, and Pismo Beach
Multiple signalized intersections
Roadside parking
Potential for local multi-modal programs: shuttles
and bicycles; land use options incorporating
parking, park and ride
California Coastal Zone
Peak LOS C/D or better/
widen to four lanes where
feasible; improve local
circulation; consolidate
driveways to limit access
points; provide Class II
bicycle facilities
throughout; improve
pedestrian access.
7
US Route
101 Junction
San Luis
Obispo) to
Highland
Drive
4-lane urban highway
Circuitous ramp access from/to US 101
Heavy local, regional, and interregional traffic
along Santa Rosa Street
Multiple mid-block access points to commercial
uses and offices
Main access to Sierra Vista Hospital via Murray
Street
Inconclusive past studies of alternative alignments
for Segment 7 and sub-segment 8A.
Segment operations controlled by intersections
Heavy bicycle and pedestrian traffic at Foothill
Boulevard
California Coastal Zone
Peak LOS D or better/
improve US 101/SR 1
interchange; evaluate
potential for widening to
six lanes; evaluate
bypass/relinquishment;
evaluate improvements at
Foothill Boulevard
intersection; improve
transit/TDM; improve
pedestrian access;
synchronize signals;
consider local CSS
proposals; analyze
potential for CMS and
HAR on NB US 101 re: SR
1 conditions.
8
Highland
Drive in San
Luis Obispo
to South Bay
Boulevard in
Morro Bay
4-lane rural expressway
High speed traffic
Signalized intersections at Cuesta College and
regional park
Major institutional (employment) centers along
highway
Inconclusive past studies of alternative alignments
for Segment 7 and sub-segment 8A.
Special designations: Scenic Byway/ All American
Road, State Scenic Highway
California Coastal Zone
Peak LOS C or better/
minimize and consolidate
access; convert
conventional to
expressway and
expressway to freeway
where feasible.
Transportation Concept Report State Route 1 03/23/06
vi
SEG-
MENT LIMITS MAJOR CONSIDERATIONS ROUTE CONCEPT
San Luis Obispo
County, cont.
9
South Bay
Blvd in
Morro Bay
to State
Route 46
4-lane expressway and freeway with 2-lane
conventional highway north of Cayucos
Parks and beach-related activities, residential
development, and urban uses along highway
between north Morro Bay and Cayucos
Regional (commuter) and interregional (tourist)
traffic
Special designations: Scenic Byway/ All American
Road, State Scenic Highway
California Coastal Zone
Peak LOS C/D or better/
in 9A & 9B: consolidate
access to convert 4-lane
expressway sections to
freeway; improve
interchange with SR 41
and Main Street); in 9C,
consolidate access;
evaluate need for
passing lanes; install
CMS south of SR 46.
10
State Route
46 to San
Carpoforo
Creek
2-lane expressway and conventional highway
Special designations: Scenic Byway/ All American
Road, State Scenic Highway
Coastal zone
Planned realignment away from coastline north of
Cambria
Potential development of Hearst Ranch property
California Coastal Zone
Peak LOS D or better/
minimize and consolidate
access; improve vertical
and horizontal
alignments; widen non-
standard lanes and
shoulders.
11
San
Carpoforo
Creek to San
Luis Obispo/
Monterey
County Line
2-lane conventional highway
Special designations: Scenic Byway/ All American
Road, State Scenic Highway
Within Coast Highway Management Plan (CHMP)
area
Slow-moving traffic
Rockslides and storm-related road damage
California Coastal Trail to be in right-of-way in
some areas
California Coastal Zone
Peak LOS D or better/
minimize and consolidate
access; provide 12-foot
travel lanes & 4-foot
shoulders where possible;
implement CHMP actions.
Transportation Concept Report State Route 1 03/23/06
vii
SEG-
MENT LIMITS MAJOR CONSIDERATIONS ROUTE CONCEPT
Monterey
County
12
San Luis
Obispo/
Monterey
County Line
to Malpaso
Creek
2-lane conventional highway
Special designations: Scenic Byway/ All American
Road, State Scenic Highway
Within Coast Highway Management Plan (CHMP)
area
Slow-moving traffic
Rockslides and storm-related road damage
Congestion in Big Sur area
Access to State Parks/recreational facilities
California Coastal Trail to be in right-of-way in
some areas
California Coastal Zone
Peak LOS D or better/
minimize and consolidate
access; provide 12-foot
travel lanes & 4-foot
shoulders where possible;
implement CHMP actions.
13
Malpaso
Creek to
Carmel River
2-lane conventional highway
Special designations: Scenic Byway/ All American
Road, State Scenic Highway
Within Coast Highway Management Plan (CHMP)
area
Slow-moving traffic
Rockslides and storm-related road damage
Access to State Parks/recreational facilities
Low density residential development/driveways
California Coastal Trail to be in right-of-way in
some areas
California Coastal Zone
Peak LOS D or better/
minimize and consolidate
access; provide 12-foot
travel lanes & 4-foot
shoulders where possible;
implement CHMP actions.
14
Carmel River
to State
Route 156
West
2 to 4-lane conventional highway to SR 68 West; 4
to 6-lane freeway beyond
Intersections with state highways: 68 West, 68
East, 218, and 156 and major county roads: G16
Carmel Valley Road) and G17 (Reservation Road)
Congestion: heavy local and regional (commuter)
and interregional (tourist) traffic
Direct access to driveways and City of Carmel local
road system
Access to State Parks/recreational facilities
California Coastal Zone
Peak LOS D or better/
widen 2-lane to 4-lane
and 4-lane to 6-lane and
consolidate access south
of SR 68 West where
possible; 6-lane freeway
with auxiliary lanes where
needed north of SR 68
West; install ITS elements
to aid operations (loops,
radar, CMS, HAR, ramp
meters).
15
State Route
156 West to
Monterey/
Santa Cruz
County Line
2-lane conventional highway with multiple at-
grade intersections
Multiple unpaved driveways and points of access
to agricultural operations
Elkhorn Slough/drainage area with environmental
resources of inestimable value
Most heavily traveled 2-lane conventional highway
in District 5
Controlled as safety corridor with daytime
headlights requirement
Increasing volumes related to area growth and
interactions with other state and local facilities
California Coastal Zone
Peak LOS D or better/ 4-
lane conventional and
expressway or equivalent
capacity, light rail, or
other mode; limit and
consolidate access
Conduct multi-agency
network study.
Transportation Concept Report State Route 1 03/23/06
viii
SEG-
MENT LIMITS MAJOR CONSIDERATIONS ROUTE CONCEPT
Santa Cruz
County
16
Monterey/
Santa Cruz
County Line
to San
Andreas Rd/
Larkin Valley
Rd
4-5-lane freeway
Access to Watsonville
Intersections with SRs 129 & 152
California Coastal Zone
Peak LOS D or better/ 4-
lane freeway to SR 129
and 6-lane freeway
remainder;
pursue parallel passenger
rail service.
17
San Andreas
Rd Larkin
Valley Rd to
State Route
17
4-lane freeway
Heavy congestion with large interregional
commuter component
Most heavily traveled 4-lane freeway in District 5
Sensitive environmental and community setting
Topography and existing development limiting
options for alternative roadway
alignments/geometrics
Peak LOS D or better/6-
lane freeway;
support intermodal
interconnectivity among
highway, transit, rail,
bicycle; install ITS
elements to aid
operations (loops, CCTV
cameras, CMS ramp
meters); support TDMs
and intermodal facilities;
pursue parallel passenger
rail service.
18
State Route
17 Junction
to Santa Cruz
City Limits
2-4-lane conventional highway
Heavily-traveled, congested urban corridor
Serves as main street through west Santa Cruz
Multiple signalized intersections
Topography and existing development limiting
options for alternative roadway
alignments/geometrics
Peak LOS D or better/ 6-
lane freeway to Mission/
Chestnut Streets; 4-lane
to 6-lane conventional,
Mission/Chestnut to
Swift; 2-lane conventional
to urban boundary;
consolidate access;
improve channelization at
intersections; improve
pedestrian access.
19
Santa Cruz
City Limits
to Santa
Cruz/San
Mateo
County Line
2-lane conventional highway
Aesthetics
California Coastal Zone
Peak LOS D or better/
minimize and consolidate
access; improve
channelization.
Transportation Concept Report State Route 1 03/23/06
INTRODUCTION
System planning is the California Department of Transportation’s (Caltrans’) long-range
planning process. It is performed pursuant to Government Code Section 65086(a) and
Department policy. System planning identifies, at the earliest stage, the capacity and
operational improvements, new technologies, and alternatives to driving that will optimize
performance of the facility. System planning thereby lays the groundwork for investments in
the transportation system to meet future needs for mobility, access, and safety. The system
planning process is recorded in three interrelated sets of planning documents: (1)
Transportation Concept Reports (TCRs), (2) District System Management Plan (DSMP), and (3)
Transportation System Development Program (TSDP).2
THE TRANSPORTATION CONCEPT REPORT
The Transportation Concept Report is Caltrans’ long-term planning document for an individual
state route corridor. The TCR (1) evaluates current and projected conditions for the route; (2)
establishes a twenty-year planning vision or concept; and (3) recommends long-term
improvements to achieve the concept. The TCR documents strategies from long-range plans
prepared by the Regional Transportation Planning Agencies (RTPAs) and Metropolitan Planning
Organizations (MPOs) that plan and program regional transportation projects. The TCR also
identifies major alternatives for accommodating demand within the state highway corridor.
The TCR addresses Caltrans’ responsibility to ensure that its highways provide reasonable
interregional traffic flow, safety, continuity, and efficient goods movement to sustain the
State’s economy. When State highway corridors pass through more than one county, the
District-level TCR addresses the role of the corridor in interregional travel and goods
movement. In doing so, the TCR may modify or augment regional strategies to create a single
comprehensive, corridor-specific document.
The improvements identified in a TCR are not necessarily tied to a funding source, nor does
the document project future funding scenarios. Collectively the TCRs provide the basis for
developing the TSDP and the State Transportation Improvement Program (STIP) which do
address funding availability and are project specific.
TCR IN THE PLANNING PROCESS
A TCR is the culmination of an integrated effort among various stakeholders. Figure 1
represents the interdisciplinary planning involved in preparing a concept report and the place
of the TCR in the project identification process. As the illustration shows, several documents
including the TCR and the Regional Transportation Plan (RTP) can identify and describe
transportation needs. As these plans are updated they should be consistent in addressing such
needs, reflecting community concerns and intergovernmental agency cooperation. The purpose
of the integrated process is to attain general agreement among stakeholders on the direction
of transportation improvements in a given area.
2 The purpose and scope of the DSMP and TSDP are described in Appendix A: Definitions, Acronyms, and
Abbreviations.
1
Transportation Concept Report State Route 1 03/23/06
The process of generating a TCR involves identification and evaluation of transportation needs
in collaboration with the following sources:
1. Caltrans specialists in areas such as safety and operations, forecasting,
programming, transit and non-motorized travel, context sensitivity, and
environmental issues for technical and programmatic information;
2. Local government agencies and members of the public for community values and
concerns; and
3. Regional and metropolitan transportation agencies for regional as well as local
perspectives and priorities.
The TCR does not function as a programming tool for transportation projects; rather, it serves
as a starting point for transportation infrastructure improvements. With a potential need
identified, a project study further evaluates the feasibility of alternatives to achieve the desired
transportation improvements. The Project Study Report (PSR) translates broad improvement
planning concepts into project level detail. Once a project has been established to address the
need identified during the TCR (or RTP) process, it proceeds to a more tangible process where
it competes for inclusion in a future funding program.
ORGANIZATION OF REPORT
The TCR comprises three major parts. Part One provides a broad overview of the functions,
current development and designations of Route 1. Part One also reviews the process followed
in developing an appropriate concept for the facility.
Part Two begins by identifying locations along the route where traffic levels, topography, or
other constraints give rise to concerns related to goods movement and/or the flow of
interregional traffic. This section is followed by an analysis of Route 1 in District 5. The
following information is presented for each of the four counties through which Route 1 passes:
area description and trends; present and future operating conditions of the highway; and
alternatives to single-occupant vehicle travel. Each county analysis concludes with an
appropriate 20-year transportation concept and the facilities or programs that will be required
to achieve the concept.
Part Three considers realization of the 2025 transportation concept for Route 1 through future
planning and programming. Environmental factors that will need to be considered are
identified. Finally, the ultimate Route 1 transportation corridor, looking beyond the 20-year
planning period, is presented.
Appendices provide background information, maps, and additional detail. Appendix A identifies
the acronyms and abbreviations used in the TCR. Maps, segment summaries and data sheets
for the 36 route sub-segments are presented in Appendix B. Comments heard and issues
identified by local and regional agencies, community groups, and individuals are listed in
Appendix C. Appendix D identifies the currently programmed or planned improvements to
Route 1 identified in the State Transportation Improvement Program (STIP) and project lists in
the four Regional Transportation Plans.
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Transportation Concept Report State Route 1 03/23/06
THE TCR IN THE TRANSPORTATION PLANNING PROCESS
KEY
DSMP District System Management Plan
ITSP Interregional Transportation Strategic Plan
MPO Metropolitan Planning Organization
MTP Metropolitan Transportation Plan
RTP Regional Transportation Plan
RTPA Regional Transportation Planning Agency
TCR Transportation Concept Report
TSDP Transportation System Development Program
Regular Process
Project
Study Project
CALTRANS
DOCUMENTS
CTP, DSMP,
ITSP, TSDP
PUBLIC
COUNTY
CITIES
CALTRANS
RTPA
MPO
RTP
MTP
Identify
Need
FIGURE 1
SPECIAL
STUDIES
Corridor
Study
System, Community,
Regional & Environmental
Planning; Modeling &
Forecasting; Traffic
Operations & Safety;
Maintenance; Adjacent
Districts
Special Circumstances
CTP California Transportation Plan
TCR
3
Transportation Concept Report State Route 1 03/23/06
PART ONE: BACKGROUND FOR TRANSPORTATION CONCEPT DEVELOPMENT
Part One of the TCR presents an overview of the purpose, use, and designations of Route 1,
the major coastal route through District 5. This is followed by a description of the process that
was followed in analyzing the route for the TCR and various considerations that were
referenced in developing transportation concepts for route segments.
STATE ROUTE 1 IN DISTRICT 5
State Route 1 is the major coastal route through District 5. The route extends some 270 miles
through four counties in the District: Santa Barbara, San Luis Obispo, Monterey, and Santa
Cruz. Traffic characteristics and settings vary greatly along the route. Sections of Route 1 are
distinctly rural and lightly traveled, with Average Daily Traffic (ADT) levels under 5,000. In
these areas, slow-moving agricultural equipment regularly share the road with conventional
vehicles. At the other extreme, ADT on the Route 1 freeway in the City of Santa Cruz is well
over 100,000, the highest traffic count for any four-lane highway in District 5. Here, a system
of advanced electronic and information technologies support operations, safety, and
productivity.
Traffic volume is only one of the dimensions that vary through the District. Others include
settlement patterns, suitability for agricultural production, topography, proximity to tourist
destinations, and proximity to major employment centers. In many locations, changes in these
factors are changing the mix of traffic and the use of the route.
Route/Corridor Purpose and Characteristics
Route 1 accommodates trips ranging from interregional to local. Coastal areas in District 5 are
replete with tourist and recreational resources including beaches, parks, historic sites, scenic
vistas, venues for cultural events, and hosting facilities. The role of Route 1 in interregional
tourism is incomparable in the state. In San Luis Obispo, Monterey, and Santa Cruz Counties,
the majority of tourist traffic on the route is interregional, destination oriented and markedly
seasonal. Along the Big Sur coast, the highway itself is an acclaimed tourist destination. In
northern Monterey and southern Santa Cruz Counties, Route 1 is the final link for trips from
the San Joaquin Valley and the Santa Clara Valley to tourist destinations along the Monterey
Bay.
Route 1 is important for goods movement – both interregional and regional. Trucking
predominates in moving goods through District 5. No seaports or non-military cargo airports
are located in District 5. Neither are major manufacturing centers located in the District. While
freight rail activity through District 5 is increasing, it does not approach the volumes carried on
north-south routes through the Central Valley.
In all four District 5 counties, the highway passes through rich agricultural land on which high
value crops are grown year round. Agricultural products begin the journey from field to
packinghouse and on to state, national, and international markets along segments of Route 1.
The highway is also vital for moving manufactured goods from other regions to meet the
needs of growing coastal population centers in the District – especially along the Monterey
Bay.
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Transportation Concept Report State Route 1 03/23/06
Along several stretches of Route 1, commuter traffic has become the major component of
traffic. Regional commute trips predominate along segments south and north of Lompoc in
Santa Barbara County and between San Luis Obispo and Morro Bay in San Luis Obispo County.
In northern Monterey and southern Santa Cruz Counties, Route 1 is heavily used for both
regional and interregional commuter trips with most of the latter trips to job sites in Santa
Clara County and the Bay Area.
Finally, in addition to linking major coastal communities at the regional level, Route 1 is critical
for local travel. Route 1 serves as the main street through the historic centers of two cities in
Santa Barbara County: Lompoc and Guadalupe, and directly serves several unincorporated
communities in the District: Oceano and San Simeon in San Luis Obispo County; Big Sur and
Moss Landing in Monterey County; and Davenport in Santa Cruz County. While the route does
not serve as “main street” in Grover Beach, Pismo Beach, San Luis Obispo and Santa Cruz, it
passes through these communities over city streets lined with mixed urban uses.
Throughout the District, Route 1 is intended to accommodate the array of corridor users with a
facility that operates in a safe, efficient, and (as much as practicable) environmentally benign
manner.
Route Designations
The location and environmental setting of Route 1 have resulted in numerous special
designations by federal and state agencies. These designations and classifications provide
information regarding the facility itself and its intended use. They may indicate the availability
of special purpose funding related to the designation.
In all four counties, where trip lengths and travel densities indicate substantial statewide and
interstate travel, Route 1 is classified as a Principal Arterial. In long stretches, principally a few
miles north and south of the Santa Barbara/ San Luis Obispo county line and between the
north San Luis Obispo city limits and the Carmel River Bridge, the route is a Minor Arterial.
The section of Route 1 that describes the crescent of the Monterey Bay (Monterey and Santa
Cruz Counties) is also part of the National Highway System (NHS) identified in the federal
Transportation Equity Act for the 21st Century (TEA-21). The NHS is comprised of the
Interstate System and other urban and rural principal arterials that are essential for interstate
and regional commerce and travel, national defense, intermodal transfer facilities, and trade.
Large sections of Route 1 in District 5 are included in the National Truck Network. This
Network was designated pursuant to the federal Surface Transportation Assistance Act (STAA)
of 1982. Sections excluded from the Network are located in three areas: (1) within the City of
Lompoc; (2) between the Orcutt expressway and US 101 in Pismo Beach; and (3) along the
Big Sur Coast from San Simeon in San Luis Obispo County to the Carmel River in Monterey
County. For various reasons related to geometric standards, truck advisories or restrictions
exist for many of these areas. The section between Orcutt and US 101 passes through
agricultural areas that are in production year-round. While this area is not on the National
Network, much of it is part of the California Legal Network, allowing trucks access to fields and
packinghouses from the National Network.
5
Transportation Concept Report State Route 1 03/23/06
The Strategic Highway Corridor Network (STRAHNET) is a network of linked highways deemed
essential to national defense for facilitating the movement of troops and equipment to airports,
ports, rail lines and military bases. The federal Department of Defense in cooperation with
Caltrans has identified the section of Route 1 from VAFB north to State Route 135 as a
STRAHNET connector route.
The State of California has granted important designations to various sections of Route 1.
First, major sections of the route are on the Freeway and Expressway System (F & E) whose
completion has been declared essential to the future development of the State. Generally,
inclusion on the F & E system entails provision for control of access to the extent necessary to
preserve the value and utility of the facility. Three sections of Route 1 in District 5 are
excluded: (1) Cienaga Road to the south junction with US 101 in San Luis Obispo County; (2)
San Simeon Road in San Luis Obispo County to the Carmel River Bridge; and (3) City of Santa
Cruz north limit to the Santa Cruz/San Mateo County line.
Route 1 is also one of 87 statutorily identified routes on the State’s Interregional Road System
IRRS). The section of Route 1 extending from the Carmel Bridge in Monterey County to
State Route 17 in Santa Cruz County is additionally one of 34 High Emphasis Routes identified
in Caltrans’ Interregional Transportation Strategic Plan (ITSP). In 1997, California Senate Bill
45 created an Interregional Improvement Program (IIP) for which Caltrans submits projects in
specified categories. The IIP funds project components that provide for interregional
movement of people and goods, including state highway projects on the IRRS.
Both the State of California and the federal government have recognized the majority of Route
1 in District 5 for outstanding scenic qualities. In Santa Barbara County the section from US
101 to Route 246 is a designated State Scenic Highway. In San Luis Obispo County, the section
beginning near Halcyon and continuing north to Route 101 in Pismo Beach is eligible for
designation as a State Scenic Highway. The long stretch from the Carmel River north through
the remainder of Monterey County and on through Santa Cruz County is also eligible. In order
to achieve the designation for an eligible section of a route, local governments must prepare
and adopt a scenic corridor protection program.
The highway from San Luis Obispo’s north city limit to the Carmel River in Monterey County
has been designated an All American Road as well as a State Scenic Highway. The latter is the
highest designation under the federal Scenic Byways Program. The All American Road passes
through several beach communities and units in the state parks system as well as the famed
Big Sur coast.
In addition to its various designations, Route 1 is subject to numerous local, regional, state,
and federal policies, laws, and regulations. Among these are California Coastal Act policies
which are applicable to Route 1 segments that are located in the Coastal Zone. (See
Development Centers maps in Appendix B.) Coastal Act policies limit Route 1 to two lanes in
rural areas.
SYSTEM PLANNING PROCESS AND CONSIDERATIONS
Transportation planners at every level of government are challenged by the multiple uses of
Route 1, the mixture of interregional, regional, and local traffic, and the beauty and
environmental sensitivity of the highway corridor, and the prospect of growth and increasing
6
Transportation Concept Report State Route 1 03/23/06
travel demand along the Route. This TCR presents an opportunity for District 5 to develop a concept
for this important facility in consultation with its regional partners.
The system planning process includes analyzing current and projected operating conditions for
individual route segments, consulting with local and regional agencies and the public, and
identifying the type of facility that will provide acceptable operations in the 20-year horizon.
Other factors such as alternatives that might reduce demand, goods movement requirements,
and route continuity are also considered.
Route Segmentation and Analysis
The District 5 portion of Route 1 has been divided into nineteen segments for purposes of
analysis. Segment ends are identified by features such jurisdictional boundaries or changes in
functional classification as well as by post mile measures.3 Several of the segments were
further divided into sub-segments, generally at intersections with other routes.4
The sub-segment is the basic unit for analysis of the travel volumes, forecasts and associated
levels of service, and collision rates upon which a transportation concept has been built. 5 For
each of the 36 sub-segments on Route 1, recent average traffic counts were compared with
traffic projections for the year 2025.6 For most Route 1 sub-segments, current levels of service
could be calculated and compared with expected service levels in the year 2025.
In several urban locations, intersection operations would provide a more meaningful and
accurate measure of service than sub-segment traffic flow. Current data (counts, turning
movements, delay) were not available for many of these intersections. In some cases,
Regional Transportation Plans or other sources identified intersection hot spots along Route 1.
The TCR identifies these intersections and others where intersection operations are known to
be critical.
Segment Summaries are included in the county level analyses and in Appendix B where maps
and individual data sheets with technical descriptions of each sub-segment are included as
well.
Present and Future Operating Conditions
The TCR references traffic data obtained in 2002. It also forecasts travel demand for the year
2025 based on local and regional land use designations. The traffic forecasts are used to
determine future levels of service (LOS) and estimate the measures required to maintain
acceptable service levels. The forecast data in this TCR were generated from traffic models
3 Caltrans assigns post-miles along all routes on the State highway system on a county-by-county basis. For a north-south route,
measurements are taken from the southern origin of the route within the county. In the case of Route 1 in District 5, a post-mile
0.00 is located at the southern origin of the route in each county.
4 Segments and sub-segments of odd-numbered routes are numbered from south to north through the District. Sub-segment 1 of
Route 1 begins at Las Cruces where Route 1 diverges from US 101 as a separate route. Segment 19 ends at the Santa Cruz
County/San Mateo County line, the north boundary of District 5.
5 Traffic volumes for 2025 were generated for each of the four counties according to methods used by the agencies charged with
forecasting transportation conditions for each county. The three agencies are Santa Barbara County Association of Governments,
San Luis Obispo Council of Governments, and Association of Monterey Bay Area Governments, the Metropolitan Planning
Organization for Monterey and Santa Cruz Counties.
6 The year 2025 levels of service presented in this TCR were calculated using capacities that will exist upon completion of currently
programmed STIP projects.
7
Transportation Concept Report State Route 1 03/23/06
and local growth trends using 2002 traffic volumes, 2000 Census data, and policies from
current General Plans. This document recommends improvements in both urbanized and non-
urbanized segments of the route, with the recognition that RTPAs and MPOs have primary
responsibility for addressing urban congestion.7
The TCR identifies a few areas where competing objectives or complex traffic flows demand
analysis that is beyond the scope of a TCR. For such locations, corridor studies or area
transportation studies are recommended.
Context Sensitive Solutions
The concept of Context Sensitive Solutions (CSS) embraces the integration of community and
environmental values in transportation project planning, design, construction, maintenance,
and operations. The concept began to emerge in the 1990s amid increasing public and
community resistance to traditional approaches for solving transportation needs. Caltrans
policy now encourages the pursuit of solutions that use innovative and inclusive approaches to
integrate and balance community, aesthetic, and environmental values with transportation
safety and performance goals.8
In the spring of 2003, meetings were held with planners in the four regional transportation
planning agencies, local government officials, and local residents in cities and communities
along the route. Extensive outreach was conducted in Spanish and English in two cities having
large populations of Spanish-speaking workers and families: Guadalupe in Santa Barbara
County and Watsonville in Santa Cruz County. The purpose of these meetings was to identify
local priorities and concerns relative to the Route 1 corridor that should be addressed in the
transportation concept and recommendations. Concerns identified in the public outreach
process are listed in Appendix C. This TCR reflects community and environmental values
identified in meetings with the public and agency representatives and in local and regional
plans. Projects arising from this TCR will also incorporate CSS processes and principles.
Alternatives to Reduce Motor Vehicle Trips
A new emphasis on interrelationships has developed within the discipline of transportation
planning and its institutional settings. With the Intermodal Surface Transportation Efficiency
Act of 1991 (ISTEA) and its 1998 successor Transportation Equity Act for the 21st Century
TEA21), the federal government set a new course for planning and funding transportation
facilities. These laws stress interconnectivity among transportation modes, enlarge the roles of
regional planning agencies, and require the preparation of regional and state transportation
plans that are comprehensive and linked. The Safe, Accountable, Flexible and Efficient
Transportation Equity Act of 2005: A Legacy for Users (SAFETEA-LU) continues this basic
framework. In 1997, California Senate Bill 45 directed Caltrans and regional planning agencies
to address common issues as partners.
A variety of alternatives can contribute to accommodating future mobility needs along the
Route 1 corridor. Opportunities for passenger rail, intercity and local public transit, and
7 For purposes of the TCR, urban sub-segments that fail to attain LOS D are characterized as congested. See data sheets in
Appendix B. Caltrans recognizes the existence of many definitions of urban congestion.
8 Caltrans Director’s Policy No. 22, November 2001
8
Transportation Concept Report State Route 1 03/23/06
transportation demand management strategies such as ridesharing and teleworking may be
exploited to reduce the impact of the new growth on the highway facility. Demand for travel
on Route 1 and use of the facility may be better managed through Intelligent Transportation
Systems (ITS) and construction of High Occupancy Vehicle (HOV) lanes. New development in
the four counties may be undertaken in a pattern that reduces the need for automobile travel.
This TCR identifies major alternatives in each of the four District 5 counties. It also speaks to
the potential of each to influence the travel patterns along the route.
Numerous sources provide information regarding bicycle facilities in the District.9 Although
bicycles are accommodated within or close to Caltrans’ right-of-way along much of Route 1,
the majority of bicycle use outside urban areas is recreational rather than a modal alternative
to conventional vehicular travel. In many areas, however, bicycling could be an alternative to
such travel on the highway. From this perspective, the greatest potential contribution of
bicycle use is likely to occur within urban areas where the mode can provide for travel to final
destinations or to park and ride lots, transit stops, or train stations where inter-modal facilities
for storage) have been provided.
As partnerships evolve and new incentives and commitments are developed to enhance the
attractiveness and effectiveness of rail and transit, TDM, and new land use patterns, these
changes will be reflected in future Transportation Concept Reports. District 5 will continue to
work with local agencies to develop comprehensive, all-inclusive approaches to ease
congestion and improve safety.
Performance Measures
In the past several years Caltrans has focused attention on measuring and improving the
performance of the transportation system. In 1998, a report entitled Transportation System
Performance Measures, presented concept-level “system performance outcomes” and
discussion regarding performance indicators by which the attainment of desired outcomes
might be measured. Subsequently in 1999, the California Transportation Commission
promulgated guidelines for the preparation of Regional Transportation Plans (RTPs) stating
that program level transportation system performance measures should be adopted and
applied in the evaluation and selection of plan alternatives.
In this Transportation Concept Report, performance of the State Route 1 is measured primarily
using level of service (LOS) and delay as indicators for mobility, reliability, and accessibility.
Collision rates along individual highway segments are compared with state averages as a
measure of safety. Additional Transportation System Performance Measures are addressed
qualitatively. Environmental resources known to exist along the transportation corridor are
identified in anticipation of the comprehensive evaluation of environmental quality that would
attend a major transportation project.
The outreach to local agencies and the public that has been part of the TCR preparation
process has provided a means to address coordinated transportation and land use and equity.
The TCR incorporates numerous recommendations gathered during the outreach process. For
some locations, the TCR recommends additional studies with local agencies to assure that the
9 For example, for District 5, Caltrans has published a booklet titled, “Bicycle Map for the State Highways of the Central Coast” and
most local agencies have adopted bicycle plans.
9
Transportation Concept Report State Route 1 03/23/06
future transportation facility provides adequate access while operating safely and efficiently for
the traveling public. Such studies will include additional opportunities for public participation.
Comments and suggestions from the public meetings conducted for this TCR are included in
Appendix C. These comments address the needs and wishes of system users including transit
riders, commuters, truckers, farmers, bicyclists and pedestrians.
Additional Considerations
Goods Movement - According to the 1998 California Statewide Goods Movement Strategy,
goods movement on the transportation system was projected to increase by some 46 percent
over the twenty-year period 1992-2012. The freight transportation system has already
become the lifeline of domestic and international trade.
The strategy document was prepared as part of the 1998 California Transportation Plan in
recognition of the critical role of transportation in sustaining economic vitality. It focuses on
improving existing system efficiency, through new technology and other means, to maximize
system capacity and reliability and minimize long-term transportation system costs.
Route 1 has an important role in District 5 in getting agricultural products to market.
Additionally, in the Monterey Bay area from Carmel to Santa Cruz especially, Route 1 is critical
for moving the goods needed to sustain the lives of local residents and the local businesses.
Specific concerns and potential actions to improve goods movement along Route 1 will be
identified in Part Two.
Non-Motorized Travel – While the central focus of this TCR is on Route 1 as a highway facility
adequate to accommodate motor vehicle demand, the Route 1 corridor is uniquely attractive
for and suited to non-motorized travel. Bicyclists share the highway with motorized vehicles
for the majority of the Route. The type of bicycle facility available in the highway right-of-way
for each route segment is indicated in the “Existing Roadbed Information” section of the data
sheets in Appendix B. Deficiencies such as non-standard shoulders that could impact bicyclists
are identified in Part Two in the “Operating Conditions” sections for each county. Among the
actions recommended for individual segments are many that will improve the facility for use by
bicyclists and pedestrians.
California’s Pacific Coast Bike Route coincides with Route 1 through Santa Barbara County and
sections of the highway in each of the other three District 5 counties on Route 1. The Bike
Route follows local roads in other areas.
The California Coastal Trail (CCT) is planned to be a continuous recreational trail extending
from the Mexican border to the Oregon state line. The CCT is envisioned to accommodate a
variety of users – walkers, bicyclists, equestrian and the mobility impaired – using beaches,
bluff tops, or roadway shoulders, through developed areas as well as open space. Along the
Big Sur Coast, it is likely that portions of the CCT will coincide with the Route 1 right-of-way.
Additionally, parallel recreational trails exist or are planned along the Route in San Luis Obispo,
Monterey, and Santa Cruz Counties.
Intelligent Transportation Systems (ITS) - Intelligent Transportation Systems apply advanced
technologies and management strategies to increase the safety and efficiency of the surface
transportation system. Over the next 20 years, the deployment of ITS in District 5 will bring
10
Transportation Concept Report State Route 1 03/23/06
significant improvements to Route 1 locations as diverse as agricultural operations in Santa
Barbara and South San Luis Obispo Counties, the remote Big Sur Coast, and the heavily
traveled corridor around the Monterey Bay. In rural areas ITS components such as smart call
boxes can help travelers overcome isolation. Changeable message signs can warn of closures
or delays ahead. In urban areas, ITS components constitute an integrated system that
gathers data on roadway conditions; conveys information to drivers; and optimizes traffic flow.
The Central Coast ITS Strategic Deployment Plan (SDP), completed in June, 2000, provided a
framework for developing a variety of ITS activities in District 5. A cornerstone of the Central
Coast SDP is the Traffic Management Center (TMC) operated from District 5 offices in San Luis
Obispo. Here Caltrans and CHP personnel staff monitor real time traffic conditions, provide pre-
trip and en route information to travelers, coordinate emergency response efforts, and manage
traffic flow. The TMC coordinates the following ITS components:
1. Closed circuit television (CCTV) and surveillance loops to monitor traffic flow and
roadway conditions
2. Ramp meters and synchronized signals to improve traffic flow
3. Changeable message signs (CMS), extinguishable message signs (EMS), highway
advisory radio (HAR), and web-based information services to provide real-time regional
multi-modal traveler information, including notice of incidents and road closures
4. “Smart call boxes” that provide motorists with direct connections to dispatch facilities
5. “Smart cards” to facilitate automatic payment of transit fares, parking fees and
roadway use tolls.
To date, ITS elements on Route 1 are concentrated in Santa Cruz County, a reflection of that
county’s past affiliation with District 4 and long-standing economic ties with Santa Clara
County. Additional ITS applications throughout Route 1 in District 5 are identified in Part Two.
The importance of ITS for California’s continued economic vitality is reflected in the Statewide
Goods Movement ITS Action Plan published by the Division of New Technology and Research.
The Plan proposes (1) research and development of standards and screening technologies; (2)
field testing of standards; and (3) integration of public and private investments in technology.
The Plan does not address deployment of specific applications in the field. However, because
82 percent of goods by tonnage travel via the highway system, the Plan focuses on trucking
and the state’s responsibility for the highway system and intermodal connections. In the
future, new standards and technologies for fleet management and transportation system
management will apply to state highways in District 5.
HOV Consideration - The California Transportation Commission requires Caltrans to evaluate
the efficacy of High Occupancy Vehicle (HOV) lanes when considering any project to widen a
freeway within an urban area.10 A minimum of 800 vehicles per hour per lane, or 1800
persons per hour per lane should be projected to use the High Occupancy Vehicle facility
during the peak hour in order to be effective. Components of successful HOV lanes include
support facilities such as park and ride lots, transit facilities and public awareness campaigns.
10 As a long-range planning document based upon a macro-analysis of travel demand and capacity, the TCR does not
evaluate the potential effectiveness of HOV lanes within particular segments of roadway. HOV analysis will be included
in the Project Study Report (PSR) that will be prepared as part of any proposed widening project along Route 1.
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Transportation Concept Report State Route 1 03/23/06
At least one segment of Route 1 in District 5, Segment 17 in Santa Cruz County, currently
meets the minimum requirements for HOV lanes, as will be noted in Part Two.
Route Continuity - Continuity of state routes may require coordination with adjacent districts.
District 5 seeks route continuity for functional classification and facility type from county to
county as warranted by traffic conditions. In District 5, Route 1 originates at US 101 in the
interior of Santa Barbara County, where route continuity is not an issue. The route leaves the
District and enters District 4 at the Santa Cruz/San Mateo County line. System planning staff
consulted District 4 staff regarding route concepts. The concept for Route 1 in Santa Cruz
County provides for continuity into San Mateo County. Specific features of the facility through
the border of the two districts are addressed further in Part Two, following the section on
Santa Cruz County.
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Transportation Concept Report State Route 1 03/23/06
PART TWO: SUB-CORRIDOR ANALYSIS AND DETAIL
Part Two provides a segment-by-segment analysis of Route 1 through District 5. The following
information is presented for each of the four counties through which Route 1 passes: area
description and trends; present and future operating conditions of the highway; and
alternatives to reduce single-occupant vehicle travel or improve highway operations. Each
county analysis concludes by identifying an appropriate 20-year transportation concept and the
facilities or programs that will be required to achieve the concept.
Part Two begins with a brief description of locations where Caltrans has particular concerns
related to its charge to provide reasonable interregional traffic flow, safety, continuity, and
efficient goods movement to sustain the State’s economy.
CORRIDOR AND INTERREGIONAL CONCERNS
The significance of Route 1 requires Caltrans to consider issues and needs from an
interregional perspective. Caltrans has identified concerns related to the flow of interregional
traffic, safety, continuity, and/or goods movement through certain stretches of Route 1. Three
of these stretches are particularly problematic. Beginning from the south, these are Santa Rosa
Street in San Luis Obispo County, the Big Sur Coast in San Luis Obispo and Monterey Counties,
and the stretch between the Carmel River Bridge in Monterey County and SR 17 in Santa Cruz
County, which is a designated High Emphasis Route.
In the City of San Luis Obispo, Route 1 diverges from US 101 via non-standard ramps and
proceeds northwest along the Santa Rosa Street alignment to the urban boundary. Santa Rosa
Street is burdened to accommodate tourist-related interregional traffic in addition to heavy
local and regional traffic. Local sentiment, existing development patterns, and topographic and
environmental constraints are major factors when considering alternatives to improve traffic
flow on this stretch of Route 1, which is analyzed below as Segment 7.
To the north along the scenic Big Sur Corridor in San Luis Obispo and Monterey Counties,
reliability is a transportation concern. Where Route 1 winds along the western face of the
Santa Lucia Mountains, the steep rock walls and erosive soils above the highway are slide
prone, especially during heavy seasonal storms. Caltrans’ challenge is to maintain the highway
in a manner that protects the fragile environment while minimizing closures and inconvenience
to out-of-area travelers as well as area residents and business owners for whom Route 1 is a
lifeline. The Big Sur corridor was recently the subject of a comprehensive planning effort by
Caltrans and numerous agency and citizen stakeholders. The Coast Highway Management Plan
fully addresses traffic and maintenance issues as well as a host of important contextual issues.
Mobility is a major concern in Monterey and Santa Cruz Counties between the Carmel River
Bridge and SR 17 in the City of Santa Cruz. The challenge here is to provide for acceptable
traffic flows through the urbanized areas. Increasing volumes of tourist and commuter trips,
combined with roadways and interchanges that are no longer adequate for current traffic
volumes, are lowering the level of service for all traffic: interregional, regional, and local. Truck
movement around the Monterey Bay is the most important goods movement issue on Route 1.
In transporting fresh produce, timing is critical. Trucks leave fields or packinghouses as soon
as they are loaded, regardless of conditions on roadways on which they travel. Truckers also
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Transportation Concept Report State Route 1 03/23/06
rely on Route 1 for delivering goods to retailers and final users in the cities and unincorporated
communities around the Monterey Bay.
Within this stretch of Route 1, a section of two-lane highway through an environmentally rich
area at the north end of Monterey County is particularly problematic with safety and continuity
issues in addition to mobility concerns.
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Transportation Concept Report State Route 1 03/23/06
SANTA BARBARA COUNTY
Area and Population: Description and Trends
Santa Barbara County includes five centers of economic activity and development distributed
over a varied topography. (See map of Santa Barbara County Development Centers in
Appendix B-1.) The two largest developed areas, the South Coast area and the Santa Maria
area lie along US 101. The South Coast includes the county seat, Santa Barbara, the cities of
Carpinteria and Goleta, and several unincorporated communities, including Isla Vista, near the
University of California at Santa Barbara campus.
The rapidly-growing Santa Maria area is located at the north end of the County. The City of
Santa Maria lies on both sides of US 101 just south of the San Luis Obispo County line. This
area also encompasses the community of Orcutt and the City of Guadalupe to the west of
Santa Maria on Route 1.
The Santa Ynez Valley area lies north of the South Coast area and the Santa Ynez Mountains.
The City of Buellton at the junction of US 101 and SR 246 is the gateway to other Santa Ynez
Valley communities to the east including the City of Solvang and several unincorporated
communities.
The Lompoc and Cuyama Valley centers of development are located away from the US 101
axis. Lompoc lies west of US 101 on Route 1. The Cuyama Valley is near the extreme
northeast of the County, on SR 166.
The Lompoc area on Route 1 includes the City of Lompoc and the communities of Vandenberg
Village and Mission Hills, all of which are affected by activity levels at Vandenberg Air Force
Base (VAFB) to their west. The City of Lompoc can be reached from US 101 by three different
routes. Route 1 leaves US 101 some 19 miles southeast of Lompoc. Although SR 246 provides
shorter and faster access to Lompoc from US 101 in the vicinity of Buellton, for commuters to
the South Coast, Route 1 is shorter and more direct. Finally, a combination of SR 135, one or
more local roads, and Route 1 provide access from the north.
The Santa Barbara County Association of Governments (SBCAG) projects that the population of
Santa Barbara County will increase from 399,000 in the year 2000 to 513,000 by 2025, an
increase of 28 percent. In 2025, 54 percent of the population is expected to reside in the
northern portion of the county (up from 50 percent in 2000). While the South Coast area is
job-rich with government, technology, tourism, retail employment, and the UC campus, it lacks
affordable housing. Significant and still-growing numbers of South Coast area workers reside
in Santa Maria, the Santa Ynez Valley, and Lompoc. Each of these areas is growing its own
employment base as well, in response to residential growth and local economic development
investments. Because the development centers to the north are less constrained by
topography, existing patterns of development, and traffic congestion, they can more easily
accommodate growth.
Lompoc, the major city on Route 1, will continue to be somewhat of a bedroom community for
the South County area. According to the US Census, some 10,000 residents, more than half
Lompoc’s work force, travel outside the city to work. More than 40 percent of those
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Transportation Concept Report State Route 1 03/23/06
commuters travel to South Coast job sites. Although Lompoc and nearby communities of Mesa
Oaks, Mission Hills, and Vandenberg Village grew in population between 1990 and 2000, the
population residing at VAFB declined by some 3,700 or 38 percent during this period. Lompoc’s
economy is still linked with the level of activity at VAFB. Growth in commercial launches at the
base, expansion of Allan Hancock College, and development of a private packaging facility are
expected to be major sources of job growth in the Lompoc area.
North of Lompoc and VAFB, Route 1 provides access to productive agricultural operations in
the Santa Maria Valley, extractive operations in the northwest portion of the county, and the
City of Guadalupe just south of the county line. Guadalupe is projected to grow by 14 percent
to a population of 6,500 in the year 2025, an increase of 14 percent from the year 2000.
According to Caltrans’ 2000-2001 California Statewide Household Travel Survey, weekday
vehicle trips per household were greater in Santa Barbara County than anywhere in the state.
The high number of trips is somewhat balanced by the fact that average trip duration (in
minutes) is the lowest in the State. The County’s relative ranking on these measures was
unchanged from results of the 1991 survey. This overall pattern of many shorter trips may be
more prevalent in the more densely populated South Coast area than along the Route 1
corridor.
Operating Conditions and Segment Summaries
Route 1 in Santa Barbara County consists of four major segments, three of which are further
divided into sub-segments. Traffic conditions for each segment are described below. Maps,
summaries and details for each of the segments and sub-segments can be found in Appendix
B-1.
Segment 1 (P.M. R0.00/19.25) – Route 1 originates in District 5 at US 101 near the small
settlement of Las Cruces between the Gaviota and Nojoqui passes (P.M. R48.85 on Route
101). The highway transitions from four to two lanes within three miles from US 101, and the
road continues northwest as a two-lane conventional highway through the Santa Ynez
Mountains to join SR 246 at a signalized intersection inside the east limits of the City of
Lompoc. Segment 1 is a State designated scenic highway. The majority of the segment is hilly
and winding; in some areas travel lanes and paved shoulder widths are as narrow as 11 and
four feet, respectively – below the standard 12 and eight feet. Passing lanes are provided in
both directions at two sections within the segment. Segment 1 is subject to closures due to
winter weather-related landslides.
Daily traffic on Segment 1 averaged 7,500 in 2002 operating at LOS D. Traffic is projected to
increase to 14,300 by the year 2025, but LOS will remain at “D”.
Segment 2 (P.M. 19.25/R23.30) - Segment 2 follows local streets through the City of Lompoc.
This segment serves as the “Main Street” for the City of Lompoc. It is the last leg of regional
trips between the South Coast and Lompoc and between Buellton and Lompoc. The segment
also carries regional traffic between the southeast corner of Lompoc and centers north of the
City (Allan Hancock College, Mission Hills, Vandenberg Village and VAFB).
Sub-segment 2A follows Ocean Avenue coinciding with SR 246 from the Route 1/SR 246
junction to the intersection of Ocean Avenue and H Street, in the historic city center. There are
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Transportation Concept Report State Route 1 03/23/06
four signalized intersections on this four-lane urban section. (See Segment 2 map in Appendix
B-1.) Sub-segment 2B extends north on Lompoc’s H Street from Ocean Avenue to the
intersection with Harris Grade and Purisima Roads. This sub-segment passes central city
development, strip commercial development, and shopping centers. Sub-segment 2B is a four-
lane facility with ten signalized intersections. (See map.)
Daily traffic on sub-segment 2A averaged 16,500 in 2002 and is projected to increase to
25,700 by the year 2025. On sub-segment 2B, average daily traffic will increase from 18,100 in
2002 to 26,100 in 2025.
Peak hour operations in sections of both sub-segments are controlled by intersection
operations. While intersection analyses are not available for sub-segment 2A, a traffic study
recently completed for a nearby residential development indicates existing peak hour levels of
service for locations on 2B (H Street).
2000 2008 2015
South of Purisima D D E
North of Central D F F
South of Central B C C
North of North Ave. C D D
South of North Ave. C D D
The study also provided service levels for selected intersections along H Street.
2000 2008 2015
SR 1/Purisima B D D
H Street/Central D E F
H Street/North Avenue B (n.a.) C
Segment 3 (P.M. R23.30/ R34.78) - Segment 3 is a four-lane conventional highway and
expressway that extends from the Route 1/ Harris Grade and Purisima Road intersection to the
Orcutt Expressway. VAFB land abuts the majority of this segment. Segment 3 has three sub-
segments. Sub-segment 3A ends at the main gate of the military base. Signalized
intersections are located at Hancock Road, Timber Lane, and the main gate, where the route
makes a 90-degree right turn. (See Segment 3 map in Appendix B-1.) Sub-segment 3A carries
17,800 ADT while operating at LOS A. Traffic volume is projected to increase to 26,200 and
operate at LOS A/B by 2025. Traffic is heaviest just north of the intersection with Harris Grade
Road where most of Lompoc’s growth is occurring. This imbalance may be accentuated as
additional residential development occurs and enrollment at Allan Hancock College increases.
A traffic study recently completed for a nearby residential development indicates existing peak
hour levels of service for locations on Lompoc-Casmalia Road (State Route 1)
2000 2008 2015
Southeast of Hancock Drive B C C
Northwest of Hancock Drive B C C
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Transportation Concept Report State Route 1 03/23/06
The study also provided peak-hour service levels for intersections along Lompoc-Casmalia
Road (State Route 1).
2000 2008 2015
SR 1/Hancock Drive A A B
Sub-segment 3B continues as a conventional highway through VAFB to the south junction of
State Routes 1 and 135. This sub-segment carries 13,900 ADT and operates at LOS A. Traffic
is projected to rise to 17,700 ADT by 2025 with service declining slightly to A/B. Although sub-
segments 3A and 3B are classified as conventional highway, only one major point of access
exists along the portion that passes through VAFB. This could change if options under
consideration for certain sections of the base property were realized. These include: (1) lease
of acreage to the California Space Authority and the Chumash Indians for a rest center with
areas for viewing launches, parking, a museum, and exhibits; (2) a national cemetery off sub-
segment 3B; and (3) lease of acreage off sub-segment 3A for development of a windmill farm.
Sub-segment 3C is an expressway that coincides with SR 135 to the Orcutt Expressway. Here
the sub-segment ends and the routes diverge; Route 1 courses northwest as SR 135 continues
north into Orcutt and Santa Maria. Sub-segment 3C carried 15,000 ADT in 2002 while
operating at LOS A. With 17,800 ADT in 2025, LOS will remain at A.
Segment 4 (P.M. R34.78/50.61) - Segment 4 extends from the Orcutt Expressway to the Santa
Barbara/San Luis Obispo County line at the north side of the Santa Maria River. Traffic volume
on sub-segment 4A is 77 percent less than on sub-segment 3C to the south. Sub-segment 4A
is a two-lane facility extending north through the rich agricultural fields of the Santa Maria
Valley to State Route 166 at south end of the City of Guadalupe. Travel lanes and shoulders
are less than standard width on long stretches of the sub-segment. Produce trucks and slow-
moving agricultural equipment are a regular component of traffic here. Sub-segment 4B is
Guadalupe Street, the city’s “main street.” It reenters the unincorporated area just south of the
Santa Maria River Bridge. Guadalupe Street is lined with commercial and industrial uses. Along
Route 1 through Guadalupe there are no traffic signals but an all-way stop sign exists at 11th
Street. An Amtrak station, the only passenger rail station along Route 1 in Santa Barbara
County, is located on the east side of Guadalupe Street along tracks that run parallel to Route
1. The Santa Maria River Bridge, which ends sub-segment 4B, lacks standard shoulders.
State Route 166 provides access to Santa Maria from Route 1 in Guadalupe. This access is
blocked periodically when trains are present on the railroad tracks just east of Route 1. No
financially feasible or practical alternatives for a grade-separated crossing have been identified
to date. Development on the southeast corner will require improvements to the SR 1/SR 166
intersection as well as channelization along SR 166 just east of the intersection.
Daily traffic on sub-segment 4A is 3,700, projected to rise to 4,000 by 2025. In the horizon
year the facility will continue to operate at its current LOS C. With 5,000 ADT, sub-segment 4B
operates at LOS A. Level of service on the sub-segment is not expected to change with ADT of
6,000 in 2025.
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Transportation Concept Report State Route 1 03/23/06
According to a traffic study prepared for proposed development on the southeast corner of
State Routes 1 and 166, the unsignalized intersection at the end of sub-segment 4A currently
operates at LOS B and would fall to C in 2023 (without the proposed project).
At a joint meeting of the Boards of SBCAG and the San Luis Obispo Council of Governments
SLOCOG) held in the fall of 2005, representatives of SBCAG voiced concerns that approved
new development in San Luis Obispo County would impact operations along Route 1 in the City
of Guadalupe. Traffic studies prepared for recent projects have not indicated such impacts
would occur.
Linkages – Route 1 intersects with US Route 101 and State Routes 246, 135, and 166 (south to
north) in Santa Barbara County.
Alternatives to Reduce Demand or Improve Operations
The Santa Barbara County Association of Governments Metropolitan Transportation Plan 2004-
2030 recognizes that dependence on the automobile is the number one issue affecting the
county’s transportation system. Urban sprawl and a jobs/housing imbalance follow
dependence on the automobile. Certain alternatives could lessen impacts to Route 1 from
future growth and development in the Lompoc and Santa Maria areas. These include various
modes of travel, transportation demand management, measures to control the flow of traffic,
and new land use and circulation policies. The potential for each of these to affect travel
demand on Route 1 is explored below.
Passenger Rail - Amtrak provides passenger rail service for interregional travel through District
5 with twice daily service by the Pacific Surfliner and daily service with Coast Starlight trains.
The Union Pacific tracks follow US 101 north through the South Coast area of the county and
on to Gaviota. At Gaviota, the tracks head west, more or less along the Route 1 corridor,
through the Lompoc area, then north to Guadalupe, and on into San Luis Obispo County. The
line continues to Oakland in the Bay Area.
The one staffed passenger station in the county is in the City of Santa Barbara. To the north,
unstaffed stations at Surf and Guadalupe serve the Lompoc-Vandenberg area and the Santa
Maria Valley, respectively. Surf is out of direction for travel from Lompoc to Santa Barbara.
Given the station location and limited service, passenger rail provides a reasonable alternative
for interregional trips but will have negligible effects on regional trips, e.g., commuter travel
between the Lompoc and South Coast areas. North county communities have access to
additional passenger trains southbound from Santa Barbara via dedicated Amtrak bus service
linking north county with the Santa Barbara station.
Freight Rail - Freight operations provided by the Union Pacific Railroad Company are
accommodated on the main rail line that diverges from the US 101 corridor at Gaviota, and
continues west along the coast. Freight rail activity is light (two trains daily in each direction
through the corridor) and there does not appear to be significant potential for more. The most
significant freight rail activity in the county is the movement of bulk commodities and
agricultural products between Guadalupe and Santa Maria. This service of the Santa Maria
Valley Railroad includes a major spur to the Santa Maria Airport industrial zone providing for
inter-modal transfers. This operation has minimal impact on the operational characteristics of
Route 1.
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Transportation Concept Report State Route 1 03/23/06
Urban Transit - The City of Lompoc Transit (COLT) provides both fixed route and demand-
responsive service within the city and out to the nearby unincorporated communities of Mission
Hills and Vandenberg Village. For the residents of these communities, which are north of
Lompoc and accessed via Route 1, this service reduces highway trips and also satisfies
demand that might otherwise be unmet. As Allan Hancock College grows and development
increases north of Lompoc, COLT transit service can be expected to relieve some of the
demand to travel on Segments 2 and 3 of Route 1.
The Santa Maria Organization of Transportation Helpers (SMOOTH) operates the Guadalupe
Shuttle providing deviated fixed route transit service within Guadalupe.
Inter-city Transit - Two types of travel needs – commuting and special needs – are
accommodated by inter-city transit along the Route 1 corridor. The Clean Air Express delivers
commuters from both Santa Maria and Lompoc to South Coast (Santa Barbara and Goleta)
employment centers. If residential growth continues to outstrip job-creation in the Lompoc
area, this service will become even more important for meeting future travel demand between
Lompoc and the South Coast. The service will have positive impacts not only for Route 1, but
also SR 246 and US 101. SMOOTH operates the Guadalupe Flyer, which provides fixed route
service with one-hour headways between Guadalupe and Santa Maria. This service, however,
responds to travel demand on SR 166 rather than Route 1. Regular use of inter-city transit for
commuting can be enhanced through provision of park and ride lots at trip origin sites and
coordination with intra-city services at both origin and destination sites.
A new service, The Breeze, runs between Santa Maria and Lompoc with stops in Orcutt, VAFB,
and Vandenberg Village. The majority of the 15 daily one-way trips on The Breeze buses are
timed to accommodate commuters. The Breeze was initiated in May 2005 as a three-year pilot
program. Ridership of 35,000 is expected the first year, rising to 66,000 in the third.
Both SMOOTH and the City of Lompoc Transit (COLT) provide services to special populations.
SMOOTH offers demand-responsive service from Guadalupe and Lompoc to Santa Barbara four
times daily on weekdays for health care purposes. COLT also offers round-trip service twice a
week between Lompoc and Santa Barbara. This service includes a door-to-door Dial-a-Ride
feature for persons traveling to Santa Barbara for medical appointments. Others may board the
COLT buses at the Mission Plaza shopping center. Advance reservations are required for the
COLT service to Santa Barbara. In addition, SMOOTH provides scheduled transit rides to
California Department of Social Services CalWorks recipients on weekdays between Lompoc
and Santa Maria. These services can reduce automobile trips on Route 1 while assisting special
needs or transit-dependent persons.
In spring of 2005, Greyhound Bus Lines discontinued inter-city and interregional bus service
linking Lompoc on Route 1 with major employment and trade centers in Santa Maria to the
north and South Coast communities (Goleta, Santa Barbara and Carpinteria) to the south.
However, because service had been limited to one daily trip in each direction, Greyhound
accommodated interregional travelers (e.g., trips to Los Angeles or the Bay Area) rather than
commuters to South Coast sites.
Non-motorized Transportation – The 2004 Metropolitan Transportation Plan (MTP) for Santa
Barbara County includes a system of bikeways providing access throughout major population
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Transportation Concept Report State Route 1 03/23/06
centers as well as linkages among such centers and recreational destinations in the region.
Bicycle travel has potential as an alternative to motorized travel – especially in the Lompoc-
Hancock College-Vandenberg corridor.
In the Lompoc area Class II bike lanes are proposed for Route 1 south of SR 246 and north of
the Santa Ynez River. The extensive Class II and III bikeway system proposed within the city
itself will avoid Route 1 along heavily traveled Ocean and H Streets. The proposed Regional
Bikeway System does not include bike routes through the City of Guadalupe.
Narrow travel lanes and shoulders are a concern for both bicyclists and motorists. These are
most problematic along the north end of Segment 2B and through the intersection with Harris
Grade and Purisima Roads and along sub-segment 4A between the Orcutt Expressway and SR
166. In other areas, standard shoulders are absent over bridges.
All of Route 1 in Santa Barbara County is on the Pacific Coast Bike Route.
Transportation Demand Management – Transportation demand management includes a range
of techniques to reduce traffic congestion including ridesharing, flexible work hours, and
targeted pricing of parking (by area, vehicle occupancy or time of day or duration of stay).
TDM will be successful to the extent that the individual behaviors of large numbers of drivers
change. Conditions and changes such as higher driving or parking costs, intolerable levels of
congestion, work schedule changes effected by multiple employers, and concerted public policy
actions can induce changes in transportation demand.
Intelligent Transportation Systems (ITS) – ITS projects promise to aid travelers and improve
roadway operations. ITS projects have been implemented in the County and additional projects
have a high priority. When the Central Coast ITS Strategic Plan is fully implemented, the
following elements will be available on Route 1:
System of call boxes
Changeable message signs (CMS) and/or highway advisory radio (HAR) on US 101 and SR
154 to warn of traffic incidents, slides, and road closures along Segment 1
Transit vehicle monitoring system and synchronization/coordination of traffic signals in
Lompoc
Traffic surveillance stations (Closed Circuit TV cameras) along Segment 3
Land Use Planning – Most of the development along Route 1 in Santa Barbara County has
occurred and continues to occur at low densities. Strict separation of land uses has encouraged
an automobile-dependent population. The resulting development pattern is difficult to serve
with efficient intra-urban transit is not conducive to walking to commercial centers.
Local governments in Santa Barbara County have recognized the interrelationships among land
use patterns, transportation, and quality of life concerns. The county and its cities are
attempting to achieve more positive outcomes through complementary policies.
The SBCAG MTP acknowledges the problems facing most communities as they attempt to
encourage modal shifts through land use: patterns of existing development are not conducive
to such shifts. The MTP identifies the development of regional jobs/housing strategies as a
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Transportation Concept Report State Route 1 03/23/06
promising approach to addressing congestion and air quality through land use planning.
Caltrans will work cooperatively with local governments to ensure that improvements in the
Route 1 corridor are consistent with local plans and coordinated with other transportation
modes.
Transportation Concept and Strategies
Caltrans strives to provide a consistently high level of service on its facilities as they pass
through urban and rural communities. Historically, District 5 has targeted a peak hour LOS C or
better for state highways. In Santa Barbara County, challenging traffic conditions put a realistic
target LOS at D in certain areas. This will require operational improvements and perhaps
changes to local circulation patterns. As part of the County’s Congestion Management Program,
SBCAG has also adopted a standard LOS D or better as the realistically achievable target LOS
for projects in its 2004 Metropolitan Transportation Plan.
Segment 1 - The transportation concept for Segment 1 is peak hour LOS D or better. A
number of actions can be taken to improve the performance of this rural highway where traffic
is growing rapidly.
The following improvements could improve operations along this segment:
Widen El Jaro Creek bridges to provide standard shoulders or construct parallel facilities of
non-motorized travel.
Consider additional passing lanes, turnouts, and channelization to ease turning
movements.
Install changeable message signs on US 101, SR 246, and/or Segment 2 of Route 1 to
advise drivers of blockages on Segment 1.
Attempt to reduce regional trips between the South Coast and the Lompoc area with
express bus service, car pools, and vanpools and promotion of an upgraded SR 246 as an
alternative.
Segment 2 - The transportation concept for Segment 2 is peak hour LOS C/D or better.
The following improvements could improve operations along this segment:
Evaluate the feasibility of extending Central Avenue east of Route 1.
Evaluate opportunities to improve local circulation with directional couplets of parallel
arterials.
Evaluate opportunities to improve conditions for bicyclists at the Santa Ynez River Bridge,
northbound, and through the intersection at Harris Grade and Purisima Roads.
Segment 3 - The transportation concept for Segment 3 is peak hour LOS C or better. Future
non-military activities proposed for VAFB land will require evaluation and mitigation of traffic
impacts. However, the four-lane conventional highway/expressway will continue to operate
well to the year 2025.
Segment 4 – The transportation concept for Segment 4 is peak hour LOS C or better.
The following improvements could improve operations along this segment:
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Transportation Concept Report State Route 1 03/23/06
Widen non-standard travel lanes and shoulders including bridge crossings to improve
motor vehicle and bicycle operations.
Provide passing lanes or turnouts to compensate for mix of automobiles, trucks, and farm
equipment on the highway. (Sub-segment 4A)
Provide operational improvements at unsignalized intersections such as channelization and
acceleration and deceleration lanes. (Sub-segment 4A)
Promote ridership on The Breeze as a commuter transit alternative between Lompoc,
Vandenberg, and Santa Maria.
Evaluate alternatives for providing continuous reliable service between Guadalupe and
Santa Maria in advance of significant new development in Guadalupe. Alternatives should
include an elevated railroad crossing on an east-west street alignment away from SR 166.
Improve circulation on the local street system in the City of Guadalupe to ensure adequate
pedestrian and vehicular access in advance of new development. (Sub-segment 4B)
Appendix B-1 includes maps, sub-segment data sheets, and summaries of the issues,
concepts, and recommended improvements described above for Route 1 in Santa Barbara
County.
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Transportation Concept Report State Route 1 03/23/06
SAN LUIS OBISPO COUNTY
Area and Population: Description and Trends
San Luis Obispo County includes seven incorporated cities and several unincorporated
communities. The coastal and near-inland areas of San Luis Obispo County enjoy a gentle
Mediterranean climate and ideal conditions for growing crops throughout the year. The county
lies midway between the Los Angeles Basin and the Bay Area and beyond daily commuting
distance from either. Its communities have remained relatively distinct; its landscape remains
distinctly rural.
State Route 1 runs along the coast through three of the four planning subregions identified by
the San Luis Obispo Council of Governments: South County, Central, and North Coast. (See
maps in Appendix B-2.) South County includes the cities of Arroyo Grande, Grover Beach, and
Pismo Beach as well as the communities of Nipomo, Oceano, and Shell Beach. Nipomo,
located near the county line on US 101, has grown rapidly over the past decade; its residents
have explored the possibility of incorporating as a city. To the north, the Five Cities area11
offers facilities and services for tourists: restaurants, campgrounds, motels, and beach-oriented
mobile home parks. The City of Pismo Beach in particular is a tourist and recreational
destination. Route 1 provides local access to agricultural and rural residential areas, the
beachfront, recreational facilities, and residential communities in Oceano, Grover Beach, and
Pismo Beach.
From Pismo Beach, Route 1 is contiguous with the US 101 alignment moving away from the
coast, across the San Luis Range and into the Central area and the City of San Luis Obispo. In
San Luis Obispo, Route 1 diverges from US 101, which continues north over the Cuesta Grade
into the North County Area.
Route 1 heads northwest into the North Coast area. Several points of interest lie along Route 1
north of San Luis Obispo: a series of ancient volcanic peaks known as the Morros, the City of
Morro Bay and the unincorporated communities of Cayucos and Cambria, beaches and
spectacular ocean vistas. Popular units of the California Park system are located between
Cambria and the county line: San Simeon State Park, W.R. Hearst Memorial State Beach, the
Hearst Castle, and the Piedras Blancas Light Station. The economy of the North Coast is based
on tourism with motels, restaurants, retailing, and recreational outfitters. The Route 1 corridor
from the north city limits of San Luis Obispo through the remainder of the County is a
designated All American Road.
The San Luis Obispo Council of Governments (SLOCOG) projects the population of San Luis
Obispo County will grow from 258,500 in 2004 to 335,000 in 2025, an increase of 30 percent.
Most of the growth is projected to occur in North County, South County, and the North Coast.
The County Planning Department projects that Nipomo will grow more than 68 percent over
the next 20 years. While no established community along Route 1 is projected to grow faster
than 22 percent, growth in the rural South County will slightly exceed the overall rate for the
County. The County’s fastest growing areas will be inland communities in the North County.
11 Collectively the cities of Arroyo Grande, Grover Beach, and Pismo Beach along with the
unincorporated community of Oceano and the community of Shell Beach within Pismo Beach have
long been known as the Five Cities.
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Transportation Concept Report State Route 1 03/23/06
The Central subregion is projected to grow 21 percent in the next 20 years. The City of San
Luis Obispo, the county seat, cultural center, and home to California State Polytechnic
University, is a major employment center and has a chronic shortage of affordable housing.
Residents of the South County, North County and North Coast areas commute to jobs in San
Luis Obispo jobs via US 101 and Route 1.
Operating Conditions and Segment Summaries
Route 1 in San Luis Obispo County consists of seven major segments, four of which have been
further divided into sub-segments. Traffic characteristics of each segment are presented
below. Segment maps and summaries and additional data for each of the segments and sub-
segments can be found in Appendix B-2.
Segment 5 (P.M. 0.00/10.90) - Segment 5 extends from the Santa Barbara/San Luis Obispo
County line to the north (second) intersection with Halcyon Road. The segment is a two-lane
conventional highway without medians except at intersection approaches where left turn lanes
have been constructed. While this segment of Route 1 provides a parallel route to US 101 for
northbound traffic, the facility serves low volumes of largely local and regional traffic including
farm vehicles and trucks carrying produce from fields to packing facilities in Guadalupe.
Segment 5 has been divided into two sub-segments at Willow Road. Both sub-segments 5A
and 5B include stretches with non-standard width travel lanes as well as multiple curves and
undulations, the steepest of which is a 10 percent grade south of the Nipomo Mesa. The Santa
Maria River Bridge at the south end of sub-segment 5A has non-standard width outside
shoulders. While little development currently exists along Segment 5A, a major mixed-use
residential, commercial, office and recreational uses) development has been approved for a
950-acre parcel at the southeast corner of Route 1 and Willow Road.
The density of rural homesites and small subdivisions increases north of Willow Road.
A study completed in the year 2000 considered improvements along Route 1 including
alternatives to align the route with Halcyon Road, a more direct parallel route to the west. The
realignment was rejected due to environmental issues and the cost of bringing the road to
acceptable state highway standards.
The south and north legs of Halcyon are offset at the northern intersection of Halcyon Road
and Route 1. A project to realign and signalize this intersection will improve operations.
In 2002, average daily traffic (ADT) was 5,500 along both Segments 5A and 5B, with trucks
accounting for approximately 11 percent of peak hour traffic. Both sub-segments operated at
peak hour LOS C. Traffic is projected to rise to 9,000 in sub-segment 5A by 2025 with
operations remaining at LOS C. In sub-segment 5B traffic will increase to 9,500 with operations
falling to LOS D by the horizon year.
Segment 6 (P.M. 10.90/16.77) - Route 1 continues toward the coast from the northern Halcyon
Road intersection. The intensity of development increases gradually from south to north
through this segment. Near the Oceano Airport, the highway turns north passing through
Oceano, Grover Beach, and Pismo Beach. North of Grover Beach the highway follows Dolliver
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Transportation Concept Report State Route 1 03/23/06
Street, the main thoroughfare of Pismo Beach, then Price Street, to US 101 where Segment 6
ends. Segment 6 is a two-lane conventional highway throughout.
Motor vehicles, bicyclists, pedestrians, and sometimes equestrians all contend for access to
Route 1 along this segment. Numerous driveways provide access to parks, beaches,
campgrounds, recreational vehicle parks, and residences while slowing through-traffic.
Pedestrian safety is a concern for area residents, especially south of Pismo Beach.
In 2002, ADT on Segment 6 ranged from 10,500 to 13,700 with an average of 12,200 ADT and
an average LOS E. Average daily traffic is projected to increase to 24,300 by the year 2025
and to operate at LOS F. Beginning at Pier Street, Segment 6 includes seven signalized
intersections, five of which are within Pismo Beach. Despite the numerous driveways and
heavy use by tourists unfamiliar with the area, collision and injury rates on Segment 6 are well
below statewide averages for the facility type. In general, the highest level of use by tourists
does not occur during weekday peak hours when commuter traffic is heaviest.
Although less developable land is available adjacent to Segment 6 than Segment 5, new
development to the south can be expected to add to congestion and heighten operational
concerns for motorists, bicyclists and pedestrians along Segment 6.
From Pismo Beach, Route 1 and US 101 course north together for 12 miles into the City of San
Luis Obispo where Route 1 resumes as an independent route.
Segment 7(P.M. 16.77/17.80) – Segment 7 is the one-mile stretch from US 101 to the city
limits at Highland Drive. Segment 7 begins with a complex access system through city
neighborhoods to Santa Rosa Street. The state route follows Santa Rosa Street through the
northwest corridor of the city. Santa Rosa Street is a busy four-lane local thoroughfare lined
with commercial, office, and residential uses with individual driveways. Through most of the
segment, center lanes provide for mid-block left turns. This segment accommodates a variety
of trip purposes. First, the road is used for local trips to Santa Rosa Street destinations and
Sierra Vista Hospital and trips between downtown San Luis Obispo and the city’s Foothill
Avenue axis. Second, the road handles heavy regional traffic to California State Polytechnic
University, Cuesta College, and employment sites located in downtown San Luis Obispo and
along Segment 8. Finally, the facility accommodates interregional traffic between US 101 and
major North Coast attractions such as Hearst Castle and the Big Sur coast. Although the
majority of parcels along this heavily traveled corridor are developed, a large faculty housing
project at the Southwest corner of Highland Drive and Route 1 will generate additional local
traffic.
Segment 7 carried an average of 41,000 vehicles per day in 2002 with 3,100 during the peak
hour. Santa Rosa Street traffic is projected to increase to 46,500 by the year 2025. Due to the
heavy traffic volume and signal spacing along this segment, intersection analyses rather than
traffic flow analysis would provide the appropriate measure of service level. The intersection at
Foothill Boulevard accommodates the highest volume and has the most complex signal
phasing. According to Vision 2025, the 2005 Regional Transportation Plan for San Luis Obispo
County, this segment operated at LOS E in 2004, with LOS F expected in 2025.
Segment 7 is classified as a Highway/Regional Route on the City of San Luis Obispo Circulation
Element. The Circulation Element expresses support for a study to evaluate widening Santa
Rosa Street to six lanes and for constructing an underpass or overpass at Foothill Boulevard.
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Transportation Concept Report State Route 1 03/23/06
There are also plans to study the reconstruction of the US 101/Route 1 interchange. Caltrans
has determined that major improvements to the US 101/SR 1 interchange would not resolve
segment congestion without also widening Santa Rosa Street. Through the years, alternative
alignments have been considered for Segments 7 and 8A. Such alternatives would route traffic
from US 101 via an alternate route south of Santa Rosa Street to rejoin the existing Route 1 in
the vicinity of Cuesta College. To date, concerns related to environmental impacts and growth-
inducement have hampered exploration of these alternatives.
Segment 8 (P.M. 17.80/27.88) – Segment 8 extends from the north end of San Luis Obispo to
the south end of Morro Bay. This segment is constructed as a four-lane expressway. The
entire segment accommodates North Coast commuters and students traveling south to San
Luis Obispo job sites and Cal Poly as well as interregional tourist traffic bound for North Coast
destinations. Sub-segment 8A ends at Education Drive, the northern entrance to Cuesta
College. Several public entities along this sub-segment are themselves employment
destinations: California Department of Forestry, California Conservation Corps, County Sheriff,
California Men’s Colony, Camp San Luis Obispo National Guard Base, Cuesta College, El Chorro
Regional Park, Dairy Creek Golf Course, and the San Luis Obispo County School District offices.
High-speed through traffic coupled with high turning volumes into these facilities contributes to
concerns for traffic safety and operations. A median barrier between northbound and
southbound travel lanes has reduced the potential for cross-median collisions. The barrier has
received favorable comments for its context sensitive design and appearance.
Most of the land along sub-segment 8B continuing to South Bay Boulevard is in agricultural use
with scattered homesteads and farm-related structures. The median barrier will be extended
through this sub-segment.
Segment 8 also marks the south limit of the San Luis Obispo North Coast (SLONC) All American
Road that continues north to the San Luis Obispo/Monterey County line (where it joins the Big
Sur Coast Highway All American Road). Segment 8 corresponds with “The Morros” section of
the SLONC byway. The SLONC Corridor Enhancement Plan (CEP) addresses the broad
purposes of protecting and enhancing the corridor, coordinating a coherent and appealing
marketing plan, and identifying potential locations for interpretive improvements. The CEP
proposes a number of specific improvements for the Morros section: gateway improvements, a
Cal Poly-Cuesta College bikeway connector, an interpretation facility, utilities undergrounding,
and billboard removal. Caltrans would be a partner in implementing all improvements within
the Route 1 right-of-way.
Traffic on sub-segment 8A is projected to increase from 23,800 in 2002 to 30,900 in 2025.
Operations here are controlled by breaks in traffic flow for the four signalized intersections.
Volumes on sub-segment 8B are lower: 20,000 ADT in 2002, with 24,500 projected in the
horizon year. This segment has no traffic signals and few unsignalized intersections.
Operations are expected to remain at LOS A/B to the year 2025.
Segment 9 (P.M. 27.88/45.99) – Segment 9 spans the 18-mile section of highway from the
south end of Morro Bay north to the junction with SR 46. Segment 9 includes sections of four-
lane freeway, four-lane expressway, and two-lane expressway. The segment accommodates
local and regional trips between North Coast communities as well as interregional tourist trips
to Central Coast destinations.
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Transportation Concept Report State Route 1 03/23/06
Like Segment 8, Segment 9 is part of the SLONC All American Road. For this stretch, the CEP
proposes highway ramp landscaping, bridge improvements, utilities undergrounding, billboard
removal, park and ride lots in Morro Bay and Cayucos, and an interpretation site/vista
overlook. The CEP also includes a number of bicycle and pedestrian improvements including
continuous Class II lanes along the highway and Class I and multi-use paths west of the
highway between Morro Bay and Cayucos.
Sub-segment 9A extends to the north end of Morro Bay. In 2002 this sub-segment
accommodated 18,900 ADT at LOS A. Traffic is projected to grow to 23,000 ADT in 2025 with
service remaining at LOS A. The grade-separated interchange with SR 41 operates poorly
when traffic backs up at the intersection of SR 41 and Morro Bay’s Main Street. Main Street
serves as a frontage road parallel and just east of Route 1. While the roundabout
programmed for the intersection of SR 41 and Main Street would clear both intersections more
efficiently, the project is opposed by some community stakeholders and is being reconsidered.
Sub-segment 9B is the 4.7-mile stretch of four-lane freeway and expressway from the north
end of Morro Bay to P.M. 36.80, north of Cayucos. At this point, the freeway ends and the
roadway narrows to two lanes. The 2002 ADT of 11,900 on sub-segment 9B will rise to 13,400
by the year 2025. The sub-segment will continue to operate at LOS A.
Sub-segment 9C completes the segment with a nine-mile stretch of two-lane expressway
through open space and rangeland. Traffic volumes are considerably lower than on the
previous sub-segment: 7,300 ADT in 2002 and projected to rise to 7,900 by 2025. This two-
lane stretch with limited passing opportunities currently operates at LOS D but is expected to
fall to LOS D/E by 2025. The settlement of Harmony is located east side of the highway just
north of the crest of a small hill. Harmony is accessed via an at-grade intersection with
Harmony Valley Road. (A private road intersects Route 1 opposite Harmony Valley Road)
Highway operations will be improved with construction of a southbound left turn lane at the
intersection. The Harmony Climbing Lane project study found that passing lanes in this area
would be technically feasible, but may not be cost-effective. Technically, passing lanes would
be an operational improvement rather than additional capacity. However, the Coastal
Commission may oppose such a project if it is seen as widening.
Segment 10 (P.M. 45.99/71.34) Segment 10 extends from SR 46 to San Carpoforo Creek,
three miles south of the San Luis Obispo/Monterey County line. While commuter traffic is
reflected in peak hour volumes, tourist-related traffic predominates in the segment.
Segment 10A is a two-lane expressway which ends at the signalized Main Street exit to the
coastal community of Cambria. Residents travel Route 1 for jobs and services in San Luis
Obispo and North County. Cambria has more than 6,000 residents. It is the last settlement
with services such as banking, supermarket, professional offices, hardware and drug stores
before the City of Carmel-by-the-Sea, some 100 miles north in Monterey County. Cambria
village is a popular tourist destination with shopping, dining, and lodging facilities.
Sub-segment 10B continues north as a two-lane expressway through and beyond Cambria,
providing access to San Simeon and the Hearst San Simeon State Historical Monument (Hearst
Castle). A previous alignment of Route 1 followed Main Street through Cambria. The bypass
was constructed in the early 1960s. Traffic signals are located at the intersections with Burton
Drive and Windsor Boulevard in Cambria. San Simeon, a small settlement approximately three
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Transportation Concept Report State Route 1 03/23/06
miles south of Hearst Castle, provides housing and limited services for employees of the
Monument as well as lodging and restaurants for tourists. Roads parallel to Route 1 provide
access to properties on the west and east sides of the settlement while limiting access to the
highway.
Sub-Segment 10C continues as a conventional highway from the Hearst Castle entrance at San
Simeon to San Carpoforo Creek. Lanes and shoulders of less than standard width are common
throughout this sub-segment.
The area west of sub-segments 10B and 10C is encumbered by a scenic easement acquired
from the Hearst Corporation in 2005. This acquisition also included the rights for Caltrans to
realign portions of the highway affected by coastal erosion. Concurrent conservation
agreements limit development on some 82,000 acres of Hearst Ranch property, including most
lands to the east ridgeline (viewshed) from north of San Simeon to the San Luis
Obispo/Monterey County line.
Segment 10 includes the north portion of the Harmony Valley/South San Simeon Coast section
and the entire Big Sur Gateway/North San Simeon Coast section identified in the SLONC
Corridor Enhancement Plan (CEP). Here the CEP proposes passing lanes, two interpretive
sites/overlooks, highway operational improvements, pedestrian access improvements, utilities
undergrounding, and billboard removal. The CEP also includes a number of bicycle and
pedestrian improvements, including Class II facilities along Route 1 as far north as the Hearst
Castle.
Segment 10A carried 9,000 ADT in 2002 while operating at LOS D. The service level is
expected to remain at LOS D in 2025 when ADT reaches 11,500.
In 2002, ADT on sub-segment 10B was 6,100. Traffic is projected to reach 8,500 ADT by the
year 2025. As with sub-segment 10A, LOS is expected to remain at LOS D on sub-segment 10B
to the planning horizon.
On sub-segment 10C, ADT was 3,200, in 2003 - just over half the traffic carried on sub-
segment 10B. The drop in volume reflects the high number of daily return trips to Hearst
Castle and San Simeon from locations to the south. Volume will increase to 5,200 by the year
2025 while LOS declines from C to D.
Segment 11 (P.M. 71.34/74.32) Segment 11 begins at San Carpoforo Creek and ends at the
San Luis Obispo/Monterey County line. San Carpoforo Creek marks the beginning of the unique
topography that characterizes the Big Sur coast. North of the Creek, the highway begins a
steep rise, winding along mountainsides above the Pacific coastline. The 75-mile long corridor
that is addressed in the Coast Highway Management Plan (CHMP) extends north from San
Carpoforo Creek in San Luis Obispo County to the Carmel River in Monterey County.
Lanes and shoulders are less than current standard width throughout this sub-segment. The
sheer rock walls and steep slopes along Segment 11 and the Monterey County segments that
lie within the CHMP area, make lane widening and accommodating the California Coastal Trail
CCT) more difficult than in other locations. It is likely that portions of the CCT will coincide
with the Route 1 right-of-way in Segment 11.
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Transportation Concept Report State Route 1 03/23/06
In the year 2002, the ADT on Segment 11 was 2,600. Traffic volume is projected to increase to
4,200 by the year 2025. This segment operates at LOS C, but is projected to operate at LOS D
by the year 2025.
Linkages – US 101, SR 41, and SR 46 connect with Route 1 (south to north) in San Luis Obispo
County.
Alternatives to Reduce Demand or Improve Operations
In San Luis Obispo County, tourism accounts for a large share of traffic on Route 1; the
geographic areas and demographic groups that provide the majority of visitors to the County’s
coastal areas are expanding rapidly. An Intermodal Systems Emphasis scenario guides the San
Luis Obispo County Regional Transportation Plan towards a balance among highways, streets
and roads; transit and rail; and non-motorized transportation. Patterns of highway use and
development along Route 1 limit the likelihood that alternatives will reduce demand
significantly. Nevertheless, it will be important to identify alternatives most likely to contribute
to demand reduction and management. Various alternatives are discussed below.
Passenger Rail – Amtrak provides passenger rail service for interregional travel along the
central coast between San Luis Obispo and the large metropolitan areas to the north and south
with a stop in Grover Beach). While passenger rail offers a viable alternative to travel on US
Route 101 which carries much higher volumes of interregional traffic through the County, this
mode has little potential to reduce demand on Route 1. Residential densities and travel
demand do not warrant consideration of short-haul passenger rail service between San Luis
Obispo and Grover Beach, Guadalupe, or Lompoc, the District 5 communities with rail stations
near Route 1. The Union Pacific tracks follow US 101 north of San Luis Obispo.
Freight Rail – In San Luis Obispo County, Route 1 is not a major goods movement corridor.
Therefore, freight rail is not an alternative to traveling Route 1.
Urban Transit – All the communities along Route 1 in San Luis Obispo County are served by
fixed route urban transit systems. The South County Area Transit (SCAT) system serves
Arroyo Grande, Grover Beach, Pismo Beach, and Oceano, while SLO Transit serves the City of
San Luis Obispo. Both these services offer fixed route transit service on weekdays, with
headways of one hour or less. Trolley service through downtown San Luis Obispo and Cambria
is provided by SLO Transit and the Cambria Trolley (the “Otter”), respectively. A beach area
shuttle could relieve seasonal traffic demand on Route 1 in Pismo Beach and the Five Cities
area.
Transit is an especially important component of weekday circulation within the relatively
compact City of San Luis Obispo. Free service for Cal Poly students, faculty and staff is
intended to reduce both traffic on local streets such as Santa Rosa Street (Route 1) and the
need for parking areas on campus.
A number of communities provide Dial-a-Ride and other demand service to special populations.
Regional (Inter-city) Transit – A significant amount of travel takes place among communities
along Route 1 in San Luis Obispo County especially trips into San Luis Obispo. In South
County, the SCAT system functions as a hybrid of urban and inter-city transit within and
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Transportation Concept Report State Route 1 03/23/06
between the closely spaced communities. This service provides transfers to the Central Coast
Area Transit (inter-city service) at the Grover Beach Multi-Modal Center. With this feature, the
SCAT system accommodates South County commuters to the San Luis Obispo area.
The Central Coast Area Transit (CCAT) system offers scheduled, fixed route, early morning-to-
early evening inter-city service centered on San Luis Obispo. CCAT brings riders into the City,
Cal Poly, and Cuesta College not only from South County communities and Santa Maria, but
also from cities along US 101 north of Cuesta Grade and from the coastal communities on
Route 1 as far north as San Simeon. The service between San Luis Obispo and Cuesta College
is one of the most productive in the County; frequently all seats are filled.
CCAT is an important service element for commuters and college students who might
otherwise travel on Route 1 by automobile. The CCAT service has been designed to facilitate
inter-modal travel, with stops at park and ride facilities, multi-modal centers shared with urban
transit stops, and bike racks affixed to each bus. The Regional Transit Authority (RTA) which
operates the SCAT and CCAT adjusts service frequency and vehicle size as needed to maintain
efficiency. The inter-city service, when supported by land use planning and investments in
inter-modal facilities, has the potential to accommodate an increasing share of trips on Route 1
in the future.
Commercial bus carriers, notably Greyhound Bus Lines, also serve the City of San Luis Obispo
County and destinations north and south. Greyhound recently revealed plans to discontinue
stops at smaller communities in the county. The company’s major role is accommodating
interregional rather than inter-city travel.
Non-motorized Transportation – The 1998 County Bikeways Plan and the 2005 Regional
Transportation Plan depict a system of bikeways providing access throughout major population
centers as well as linkages among such centers and regional recreational destinations. These
bikeways offer a viable alternative to intra-city and some inter-city automobile travel, especially
in the more densely settled communities such as San Luis Obispo and the tourist-oriented
South County area. Bicycle trips have minimal impacts on County commuter traffic except in
the City of San Luis Obispo, where nearly five per cent of commuter trips are by bicycle.
The bikeway system provides inter-modal access to park-and-ride facilities for inter-city transit
or rail users. In support of this, SLOCOG is developing a comprehensive inter-linked bicycle
system consisting of Class I and Class II bikeways within and between all communities. The
system will be supported with facilities such as bicycle lockers and security racks at all park
and ride lots, major bus stops and major distribution centers, and policies allowing bikes on
buses. All regional fixed-route transit vehicles have bike racks.
Route 1 is shown as a suggested route on the County’s Bike Map. The Pacific Coast Bike
Route follows much of the Route. The recent designation of San Luis Obispo County’s Route 1
from San Luis Obispo north as an All American Road could attract even more recreational
cyclists to this already popular stretch of the highway. Much of the Route has Class II bike
lanes.
Transportation Demand Management - Transportation demand management includes a range
of techniques to address traffic congestion by decreasing single occupant vehicle traffic during
peak hours. These methods include ridesharing promotion, ride matching, park and ride lots,
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Transportation Concept Report State Route 1 03/23/06
flexible work hours, alternative work location, targeted pricing of parking or parking
management (by area, vehicle occupancy, time of day or duration of stay).
Vanpools can be an effective travel option for the journey to work for major employers.
Several vanpools that serve South County commuters have the effect of reducing trips on both
US 101 and Route 1. Although demand and regional transportation policy support vanpools,
funding has become a difficult issue.
Intelligent Transportation Systems (ITS) – In San Luis Obispo County Route 1 carries
significant levels of urban and regional commuter traffic, and especially interregional tourist
traffic. Intelligent Transportation Systems projects promise to aid travelers and improve
roadway operations for all these users.
ITS projects have been implemented in the County and additional projects have a high priority.
When the Central Coast ITS Strategic Plan is fully implemented, the following elements will be
available on Route 1:
Smart call boxes from City of San Luis Obispo to San Luis Obispo/Monterey County line
CCTV camera and CMS installation in Segment 9
Traffic surveillance stations (loop detectors ) through Segments 7, 8, and 9
Changeable message signs (CMS) and/or highway advisory radio (HAR) on US 101 in
San Luis Obispo and Paso Robles to warn of traffic incidents, slides, and road closures
along Route 1
Transit Management including vehicle tracking, schedule management fare collection,
video surveillance and signal priority for transit
Land Use Planning - With the exceptions of the urban cores of the cities of Pismo Beach, San
Luis Obispo, and Morro Bay, much of the existing development along Route 1 in San Luis
Obispo County has occurred at low densities with separation of land uses for a largely
automobile-dependent population. The Nipomo Mesa area southwest of the intersection of
Route 1 and Willow Road provides an example of low-density development in the
unincorporated area. Large-lot scattered rural development is difficult to serve with urban
transit and it is not conducive to walking or cycling to retail, office, job site, or school
destinations. By contrast, unincorporated Cayucos and Cambria in the North Coast area were
established communities earlier in the 20th century. Later development has extended the
original patterns of these communities, albeit at lower densities.
Most communities in San Luis Obispo County have addressed the interrelationships among
various land uses and the transportation system to achieve more desirable outcomes. The
County and the cities along Route 1 have complementary policies aimed at preserving
agricultural land, minimizing environmental impacts, and ensuring that new urban-type
development takes place where urban services can be provided. The City of San Luis Obispo
General Plan includes goals specifically calling for the reduction in automobile use through land
use strategies and traffic demand management measures. The City of Pismo Beach General
Plan encourages clustered development and pedestrian scale commercial areas. This could be
particularly effective in the downtown area where Route 1 experiences traffic congestion. A
primary goal of the San Luis Obispo Council of Governments is to support livable community
concepts and efforts. A range of policies favoring less dependence on the automobile supports
this goal.
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Transportation Concept Report State Route 1 03/23/06
Areas lying within the California Coastal Zone are subject to additional policies that call for
defensible urban-rural boundaries, non-motorized transportation alternatives, increased coastal
access, and protection of the visual qualities of communities’ character and rural setting.
Morro Bay and Cambria are the largest urban areas within the county’s Coastal Zone, which
reaches farthest inland around Morro Bay and north of Cayucos to the San Luis
Obispo/Monterey County line.
Transportation Concept and Strategies
Historically, District 5 has targeted a peak hour LOS C or better on the state highways through
rural and urban communities and scenic corridors such as Route 1 in San Luis Obispo County.
Given today’s challenging traffic conditions, existing development and environmental and
financial constraints, LOS D or better will be a more realistic target for most segments.
Segment 5 - The transportation concept for Segment 5 is peak LOS D or better. A number of
actions can be taken to improve the operation of this rural highway where adjacent land use is
changing rapidly:
Improve vertical and horizontal alignments.
Provide standard width travel lanes and shoulders and turnouts for slow-moving vehicles
to accommodate agricultural vehicles and bicycles in addition to passenger vehicles.
Provide channelization for turns.
Minimize and consolidate driveways.
Extend Willow Road to US 101 to accommodate traffic from development projects east
and north of Route 1.
Provide Class II bicycle facilities throughout.
Support transit-oriented development.
Conduct long-range planning for better circulation between Route 1 and US 101.
Continue to support TDMs and intermodal facilities to reduce demand.
Development has been proposed for several parcels in the unincorporated area near Willow
Road. In order to avoid impacting Route 1 (and US 101) with project traffic that could be
accommodated on extended or realigned local roads, a long-range plan for circulation in this
area should be undertaken by local agencies and Caltrans and funded by project sponsors.
Segment 6 - The transportation concept for Segment 6 is peak LOS C/D or better. The facility
should be widened to four lanes where possible.
Class II bicycle facilities throughout Segment 6 would provide a valuable amenity for tourists
and local residents alike. Bicycling has potential as a substitute for driving on beach-oriented
Segment 6. Roadside motor vehicle parking would be an issue in providing dedicated bicycle
facilities along the pavement.
Additional actions that will improve highway operations and conditions for non-motorized users
include:
Provide standard width travel lanes and shoulders and turnouts for slow-moving vehicles
to accommodate use by agricultural vehicles and bicycles in addition to passenger
vehicles.
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Transportation Concept Report State Route 1 03/23/06
Provide channelization for turns.
Develop Class I multi-use trail in Oceano area for use by bicyclists, walkers, and
equestrians.
Minimize and consolidate driveways.
Address area flooding/drainage issues.
Consider locally sponsored CSS projects
Improve local circulation and parking in Pismo Beach to reduce congestion on Route 1.
Provide Class II bicycle facilities through segment.
Improve pedestrian access throughout the segment.
Plan for pedestrian-friendly/transit-friendly modifications including sidewalks, medians,
traffic calming, access to rail station and bus stops, and park and ride lots.
Enhance shuttle service for motels, restaurants, shopping, and beach area destinations.
Support planning for circulation in developing area along Segment 5 to minimize future
traffic impacts to Segment 6.
Continue to support TDMs and intermodal facilities to reduce demand.
Segment 7 - The transportation concept for Segment 7 is peak LOS C/D or better. Widening
the facility to six lanes should be evaluated and improving the interchange with US 101
pursued. Improved pedestrian access such as grade-separated crossings could contribute to
improved roadway operations. Other alignments, either a new Route 1 facility or a continuous
and reliable route from south San Luis Obispo to Cuesta College over the local road system,
have been considered in the past and should be revisited.
Recommended strategies for this segment include:
Consider CMS or HAR for NB US 101 to advise of road conditions on Route 1.
Improve local circulation (e.g., bus pullouts).
Improve conditions for bicyclists and pedestrians at intersection with Foothill Boulevard.
Synchronize signals (e.g., optimize and synchronize with ITS to maintain traffic flow).
Consider locally sponsored CSS projects (e.g., landscaped medians).
Increase transit services to meet demand.
Improve pedestrian access.
Evaluate grade separation at Foothill Boulevard intersection.
Evaluate alternatives to achieve acceptable traffic flow on Route 1 between US 101 and
Cuesta College: widen Santa Rosa Street to six lanes; adopt/construct alternate alignment
for regional and interregional traffic on Segments 7 and 8A; improve circulation for local
and regional traffic on city and county roads).
Continue to support TDMs and intermodal facilities to reduce demand.
Segment 8 - The transportation concept for Segment 8 is LOS C or better with at least a four-
lane expressway throughout.
Recommendations for this segment include:
Consolidate driveways where possible and minimize access points.
Convert conventional highway sections to expressway where possible.
Convert expressway to freeway where possible.
Evaluate potential for a grade-separated interchange at Education Drive.
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Transportation Concept Report State Route 1 03/23/06
Continue to search for opportunities to improve traffic flow on Route 1 between US 101
and Cuesta College (e.g., alternative alignment for regional and interregional traffic on
Segments 7 and 8A and/or improved circulation for local and regional traffic on the system
of city and county roads).
Widen non-standard width bridges.
Continue to support TDMs and intermodal facilities to reduce demand.
Segment 9 - The transportation concept for Segment 9 is peak LOS C/D or better. Operations
will be improved as access is consolidated extending the freeway sections of sub-segments 9A
and 9B. Acquisition of coastal land along sub-segment 9C for public access and enjoyment will
require additional planning for safe highway access with minimal impacts to highway
operations.
A number of actions can be taken to improve the operation of this segment:
Consolidate access to convert expressway sections to freeway as feasible through sub-
segments 9A and 9B.
Construct new interchange facilities to accommodate traffic at intersections SR 41 and
Main Street.
Continue to evaluate need for passing lanes in sub-segment 9C.
Install CMS to advise of delays ahead.
Support provision of Class I bicycle/pedestrian facilities from Morro Bay to Cayucos.
Provide pullouts, channelization, and/or passing lanes to improve traffic flow on sub-
segment 9C.
Support provision of safe non-motorized coastal access from east side of highway at south
end of Cayucos.
Consider actions in SLONC CEP.
Provide for safe access to coastal activities with signage, well marked highway exits, and a
system of frontage roads and connecting recreational trails where possible.
Widen non-standard width bridges.
Continue to support TDMs and intermodal facilities to reduce demand.
Segment 10 - The transportation concept for Segment 10 is peak LOS D or better. New
attractions along sub-segment 10B may require additional parking and new access points.
Advance planning for safe highway access will also minimize impacts to highway operations.
A number of actions can be taken to maintain acceptable highway operations:
Consolidate driveways where possible and minimize access points.
Improve opportunities for safe pedestrian access between west and east sides of the
highway in San Simeon and other points of interest.
Improve facility for use by bicyclists.
Widen non-standard shoulders.
Provide for safe access to coastal activities with signage, well marked highway exits, and a
system of frontage roads and connecting recreational trails where possible.
Improve vertical and horizontal alignments on sub-segment 10C.
Install CMS to advise of delays ahead.
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Transportation Concept Report State Route 1 03/23/06
Provide pullouts, channelization, and/or passing lanes to improve traffic flow.
Consider actions in SLONC CEP.
Support development of the California Coastal Trail.
Continue to support TDMs and intermodal facilities to reduce demand.
Segment 11 - The transportation concept for Segment 11 is peak LOS D or better. Although
topographic, geological, environmental, and other constraints exist along the Big Sur coast, the
following improvements should be made where feasible:
Widen travel lanes and shoulders to 12 and four feet, respectively. (Four-foot shoulders
are less than standard and would require a design exception.)
Consolidate driveways where possible and minimize access points.
Turn-outs and pull-outs should be located to facilitate operations and travelers’ use and
enjoyment of the corridor.
Support development of the California Coastal Trail (CCT) with a focused process for public
participation, planning, programming, design, construction, and maintenance; develop
criteria for integrating the trail into capital improvements; accommodate the trail in the
highway right-of-way as circumstances require.
Continue to support TDMs and intermodal facilities to reduce demand.
Additional actions identified in the Coast Highway Management Plan for Segment 11 are
incorporated by reference. These actions address topics including maintenance, slope
stabilization, access, and aesthetics. Caltrans will also cooperate with SLOCOG in matters
related to implementation of the SLONC CEP.
Appendix B-2 includes maps, sub-segment data sheets, and summaries of the issues,
concepts, and recommended improvements described above for Route 1 in San Luis Obispo
County.
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Transportation Concept Report State Route 1 03/23/06
MONTEREY COUNTY
Area and Population: Description and Trends
Monterey County is the only county in District 5 with major development centers along two
major north-south State highway corridors. (See maps in Appendix B-3.) In Monterey County,
as in Santa Barbara and San Luis Obispo Counties, the county seat and largest city, Salinas, is
located on US 101. Unlike Santa Barbara and San Luis Obispo Counties, the historic center
and County namesake, the City of Monterey lies to the west on Route 1.
Local features in Monterey County have created patterns of economic activity, land use, and
circulation that are recognized in county planning areas. Historically, population and economic
activity have been concentrated in two areas. The Monterey Peninsula along Route 1 includes
seven of the county’s twelve cities. Tourism, recreation, and the arts largely support the cities
of Monterey, Pacific Grove, and Carmel-by-the-Sea in the latter area. The City of Del Rey Oaks
is located on SR 218, less than a mile east of Route 1. Further growth in these cities is
constrained by jurisdictional boundaries, water supply, and other environmental factors. To
the north, the cities of Seaside, Marina, and Sand City have undergone significant growth and
development in response to the closure of the Fort Ord military facility and establishment of a
CSU Monterey Bay campus on the site. Route 1 is the primary highway serving the Monterey
Peninsula. Coastal agriculture is concentrated between the Salinas and Pajaro Rivers. The
unincorporated community of Castroville is located in this area.
Lying inland on US 101, Salinas is the hub of agricultural activity for the rich Salinas Valley.
South of Salinas, the cities of King City, Greenfield, Soledad, and Gonzales are all located along
US 101 in the central Salinas Valley. Historically, the economies of these cities were based in
agriculture. In recent years, however, the shortage of affordable housing in Santa Clara County
has resulted in significant residential development here and in the unincorporated community
of Prunedale to the north. With the new residential growth and expansion of prison facilities in
Soledad, communities along US 101 are being challenged in the areas of water quality, air
quality, urban services, and conversion of ag land, as well as transportation.
No cities are located in the remaining areas and their current populations are small. All have
potential for significant future growth, with the exception of the Coast area on Route 1 south
of the Monterey Peninsula. Rugged topography, limited access, large public holdings, and
coastal development policies limit growth along the Coast area south of the Carmel River. A
corridor management plan, the Big Sur Coast Highway Management Plan, focuses on
maintaining and preserving important qualities of the Route 1 corridor in the Coast area.
The Association of Monterey Bay Area Governments (AMBAG) projects that Monterey County
will grow from a population of 433,600 in the year 2005 to 564,900 in 2025, an increase of 30
percent. The cities along US 101 will see the highest rates of growth; collectively they will grow
some 48 percent over the 20-year period. The county’s unincorporated area will grow a
moderate 18 percent. On the coast, a major population shift has been underway the last two
decades and will continue into the future. The combined population of the four coastal cities
to the south (Carmel-by-the-Sea, Pacific Grove, Monterey, and Del Rey Oaks) is expected to
decline slightly (4 percent by 2025), while the cities to the north (Seaside, Sand City, and
Marina) together will grow by 21 percent. The conversion of Peninsula housing units from
primary residences to second homes has accelerated in recent years, most notably in Carmel-
by-the-Sea. Both Seaside and Marina will be larger than the City of Monterey within the next 5
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Transportation Concept Report State Route 1 03/23/06
years. New projects such as University Villages for more than 1,200 new residences will
accommodate growth on the former Ft. Ord base, in this case in Marina. This growth pattern
will have significant impacts on the central Monterey Bay sections of Route 1.
A high level of job commuting occurs between housing and employment centers of the
Monterey Peninsula and Salinas areas. Examples include service workers employed in tourist-
related jobs on the Monterey Peninsula (and South Coast as well), but residing in Salinas
where housing costs have historically been lower, and workers traveling from homes on the
Peninsula to jobs in Salinas. The county also houses increasing numbers of workers who
commute to job sites in Santa Clara County. While most of these commuters’ residences are in
Salinas or other communities along US 101, the Monterey Peninsula housing market has also
been affected by this demand.
Growth in Monterey County itself, the San Joaquin Valley, and Bay Area and the growing
population of leisure-seeking retirees will result in increased tourist-related traffic in Monterey
County over the next 20 years.
Goods movement is a vital industry in Monterey County where commercial trucking is
recognized as the most efficient way to move perishable agricultural commodities from field to
processor and on towards out-of-area markets. Route 1 provides important circulation between
growing fields and processing centers in Marina, Castroville, and Pajaro in Monterey County,
and Watsonville in Santa Cruz County. AMBAG’S 1995 Regional Freight Study identified three
critical problems shared by Monterey County’s agricultural community: (1) poor logistics,
communications, and shipping practices; (2) lack of alternative service options; and (3)
inadequate capacity on key segments of the truck transportation system. The 2005 Monterey
County Regional Transportation Plan identifies the stretch of Route 1 between SR 183 and
Salinas Road (the non-freeway portion of Segment 15), as one of those key stretches that are
impacted by the combination of a high percentage of truck traffic and poor levels of service.
Operating Conditions and Segment Summaries
Route 1 in Monterey County consists of four segments. Two of these, 12 and 13, comprise the
Big Sur Coast Highway All American Road. This portion of the highway and the northernmost
segment in San Luis Obispo County were the focus of the Coast Highway Management Plan
CHMP).
Segments 14 and 15 trace the arc of the Monterey Bay from the Carmel River Bridge to the
Monterey/Santa Cruz County line. Maps and details on each of the Monterey County segments
can be found in Appendix B-3.
Segment 12 (P.M. 0.00/67.90) and Segment 13 (P.M. 67.90/72.30) – Segments 12 and 13
follow the Big Sur coastline as a narrow two-lane highway winding and climbing along ledges
cut into rock walls and bridges spanning canyons. In some areas, the highway passes through
coastal terraces where small settlements with lodging facilities have been established.
Travelers bound for recreational destinations or simply out to enjoy the coastal scenery
account for the majority of traffic on Segments 12 and 13. The highway is the lifeline for
permanent residents and businesses along the corridor. No state highway or significant local
roads intersect this 72-mile long stretch of Route 1.
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Transportation Concept Report State Route 1 03/23/06
As with Segment 11 in San Luis Obispo County, these Big Sur coast segments are subject to
weather-related road damage and closure for landslides and rock falls. The tight curves and
steep grades that challenge drivers also challenge Caltrans as it strives to maintain the
highway in good repair. Conditions that result in traffic delays on the narrow highway include
slow-moving vehicles, disabled vehicles, congestion, fallen rocks or other obstructions on the
roadway, and maintenance work.
In many locations travel lanes and paved shoulders are narrower than the currrent standard.
The sheer rock walls and steep slopes along Segment 11 and the Monterey County segments
that lie within the CHMP area, make lane widening and accommodating the California Coastal
Trail (CCT) more difficult than in other locations. It is likely that portions of the CCT will
coincide with the Route 1 right-of-way in Segments 12 and 13.
Traffic volumes increase from south to north through sub-segments 12A, B, and C and
Segment 13. This reflects the greater numbers of round trips into the corridor from the
Monterey Peninsula (as compared with trips originating in San Luis Obispo County), in addition
to daily trips generated by permanent residences that are concentrated in the north portion of
the corridor, along Segment 13. The lower volumes in the southern sub-segments do not
translate into higher levels of service in these areas. While there are no passing lanes in either
Segment 12 or Segment 13, the extreme grades and curves in sub-segment 12A most severely
limit sight distance and passing opportunities. Sub-segment 12B additionally includes the
community of Big Sur with a concentration of residences and retail, hospitality, and community
services. Local traffic, visitors’ vehicles entering or leaving the traffic stream, and pedestrian
traffic all affect the flow of traffic on Route 1 through the area.
In 2002, ADT was 2,900 on sub-segment 12A, which ends at the Castro Canyon Bridge and
4,700 on sub-segment 12B, which continues to the entrance to Andrew Molera State Park at
P.M. 51.20. For the year 2025, ADT is projected to rise to 3,400 in 12A and 6,300 in 12B.
Both sub-segments operated at LOS C/E in 2002. Service on 12A would fall to LOS C/F, while
12B would fall to LOS D/E at the projected volumes. Steep grades and tight curves result in
poor levels of service with relatively low traffic volumes.
Sub-segment 12C extends from Andrew Molera State Park to the Malpaso Creek Bridge at P.M.
67.90. The 5,800 ADT in the year 2002 is projected to rise to 7,500 by 2025, with LOS falling
from C to D.
Segment 13 continues from the Malpaso Creek Bridge to the Carmel River Bridge, the end of
the designated All American Road. Here the effects of short trips to and from the Monterey
Peninsula are most evident. The 13,200 ADT in the year 2002 was four and one-half times the
value for sub-segment 12A to the south. Traffic is projected to rise to 16,400 in 2025 with LOS
falling from D/F to E/F over the period.
Segment 14 (P.M. 72.30/90.98) - This segment begins at the Carmel River and extends to SR
156. The Carmel River Bridge marks a break between the more leisurely traffic pace of
Segment 13 and the high-volume urban-type traffic flows beginning north of the River.
Eighteen-mile-long Segment 14 is the spine of a complex local network of area roadways. The
highway connects the Monterey Peninsula cities of Carmel, Pacific Grove, Monterey, Del Rey
Oaks, Sand City, Seaside, and Marina. Along its course, Segment 14 intersects with five state
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highways, more than any other route segment in District 5. Several major local roads also
connect with the segment.
The majority of Peninsula-bound tourists from Southern California, the Central Valley, and the
Bay Area take SR 68 or SR 156 from US 101 to Segment 14. Regional traffic bound for the
Community Hospital of the Monterey Peninsula, coastal golf courses, Monterey Peninsula
College, California State University at Monterey Bay, and major shopping centers at Carmel,
Seaside, and Sand City take access via Segment 14. Regional commuter traffic is also heaviest
on this segment. Peninsula residents travel to jobs in Salinas and north into Santa Cruz and
Santa Clara Counties. Tourist industry employees travel to the Peninsula from communities to
the north and from Salinas and other communities along US 101.
Segment 14 has been divided into three sub-segments for analysis. Sub-segment 14A is a 2.8-
mile long stretch of two-lane and four-lane conventional highway from the Carmel River to the
junction with SR 68 West. The sub-segment is lined with trees and heavy vegetation. Traffic is
controlled by signals at four busy intersections: Rio and Carmel Valley Roads, Ocean Avenue,
and Carpenter Street. Carmel residents take access to shopping centers east of the highway
via Route 1. In addition, development along Carmel Valley Road (G16 on the County road
system) including the unincorporated community of Carmel Valley and several golf courses,
generate significant traffic on Route 1. In 2002 sub-segment 14A carried 46,000 ADT; volume
could reach 63,000 by the year 2025. The facility currently operates at LOS F and would
remain at that level in 2025.
Planning for a freeway bypass of sub-segment 14A through Hatton Canyon was halted in 1999
and the reserved right-of-way subsequently transferred to the California Department of Parks
and Recreation. With this decision, attention was focused on improving the existing highway
with operational improvements including turn lanes and acceleration lanes. A northbound
climbing lane has been constructed between Carmel Valley Road and Morse Drive. An
extension of the lane from Rio Road to Carmel Valley Road is included in the 2005 Monterey
County Regional Transportation Plan (RTP). The SR 1/SR 68 West interchange at the north end
of the sub-segment currently operates poorly. Additional development in the unincorporated
area to the west of Route 1 will exacerbate congestion and delay conditions and impede access
to the Community Hospital of the Monterey Peninsula from the interchange. A project to
modify the interchange is included in the TAMC’s 2005 RTP.
Sub-segment 14B, continues from SR 68 West to SR 68 East as a freeway with four to six
lanes. This sub-segment carries local traffic generated in Monterey and Pacific Grove,
commuter traffic, tourist traffic, and other interregional traffic from US 101 and SR 156. Traffic
volume is higher here than in sub-segment 14A: 57,500 in 2002, projected to reach 72,500 by
2025. The poor level of service will remain at F in the horizon year. Sub-segment 14C
continues north from where SR 68 East joins Route 1. Traffic volume is higher still on sub-
segment 14C, a four- to six-lane freeway extending from SR 68 East to the interchange with
SR 156. This sub-segment passes fast-growing coastal centers: Seaside, Sand City, Marina,
and the former Fort Ord military base. The base is now partly redeveloped with California State
University Monterey Bay, facilities of the University of California at Santa Cruz, and other uses.
Daily traffic, which averaged 66,000 at LOS D in the year 2002, is projected to increase to
91,500 by 2025. The level of service would fall from E/F to F.
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Transportation Concept Report State Route 1 03/23/06
Traffic volumes and patterns on sub-segments 14B and 14C have changed significantly over
the past 20 years. In response to growing congestion and operational deficiencies during this
period, portions of these sub-segments have been the focus of special studies. Three such
studies, AMBAG’s 1990 State Route 1 Corridor Study through Monterey and Seaside, Sand
City’s 1998 Traffic Operation Study – Route 1 Corridor, and the 2004 Nexus Study for a
Regional Development Impact Fee prepared for the Transportation Agency of Monterey County
TAMC), all identified improvements to address needs. TAMC’s 2005 RTP includes projects to
widen the highway between Fremont Street and Del Monte Avenue, construct improvements at
the Fremont Street, Del Monte Avenue and Canyon Del Rey Boulevard interchanges, and
construct a Monterey Road interchange between Fremont Street and Light Fighter Drive. In
addition, the City of Marina proposes in conjunction with TAMC and Caltrans to study
modifications to the interchange at 12th Street to accommodate future demand.
Goods movement is an important consideration along the Monterey Bay. Route 1 from
Segment 14 through Segment 17 in Santa Cruz County is a designated High Emphasis Route
on the Interregional Road System. Congestion, outdated freeway ramps, and traveler
information are particular issues for truckers using this corridor. Based upon the studies
identified above and other analysis demonstrating need, TAMC has recommended locations for
selective widening, operational improvements, and interchange construction and modification
throughout Segment 14.
Segment 15 (P.M. 90.98/R102.03) – SR 156 originates at P.M. R90.98 on Route 1. More than
half the northbound traffic leaves the route to travel east on SR 156 towards US 101. Segment
15 of Route 1 continues north as a two-lane expressway and conventional highway, passing
Moss Landing and the mouth of Elkhorn Slough. The final 0.6 mile of Segment 15 is a four-lane
freeway extending to the Monterey County/Santa Cruz county line. A junction with SR 183 is
reached approximately one mile north of the SR 156 junction. Traffic from SR 183 replenishes
the traffic flow on Route 1 with traffic from Castroville and Salinas.
This segment carries a combination of local, agricultural, tourist/recreational, and regional
commuter traffic in both directions. As indicated above, the non-freeway portion of Segment
15 is recognized as a key stretch in the truck transportation system that is impacted by the
combination of high truck usage and poor levels of service. Commuter traffic is growing as
well. An increasing number of residents of the Watsonville area in south Santa Cruz County
travel the route to Monterey Peninsula job sites or classes at the CSU at Monterey Bay campus.
Likewise residents of the Peninsula travel Route 1 to employment sites in Santa Cruz and Santa
Clara Counties.
The two-lane section of Route 1 includes a number of at-grade intersections. Increasing
numbers of vehicles waiting for opportunities to enter or exit Route 1 contribute to significantly
degraded facility operations. Speed and unsafe passing and turning have contributed to
collision rates above the state average. Measures have been implemented to improve safety:
this stretch is a designated Safety Corridor with increased enforcement, daylight headlight
zone, signing, striping, and raised profile thermoplastic in the centerline. Potential changes to
the intersection of Route 1 with SR 183 are being studied as part of the redevelopment effort
for the community of Castroville.
Linkages - State Routes 68 West, 68 East, 218, 183, and 156 West all connect with Route 1
south to north) in Monterey County.
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Transportation Concept Report State Route 1 03/23/06
Alternatives to Reduce Demand or Improve Operations
While major improvements to the highway facility will be required to accommodate increased
travel demand, alternatives to travel by private automobile must also play a big part in
managing Route 1 in Monterey County. These include alternative modes of travel,
transportation demand management, measures to control the flow of traffic, and new land use
patterns. Operational improvements including Intelligent Transportation Systems elements can
improve operations and optimize the use of highway capacity.
Passenger Rail – Passenger rail in Monterey County operates on Union Pacific tracks that
parallel US 101 from the San Luis Obispo/Monterey County line to Salinas. North of Salinas the
tracks follow the SR 183 alignment to Pajaro Junction in Monterey County. The line then veers
east returning to the US 101 corridor near the San Benito/Santa Clara County line south of
Gilroy. Amtrak’s Coast Starlight passenger service provides Salinas with daily inter-city service
both northbound and southbound). The Starlight Service is accessible to residents of the
Monterey Peninsula area (Route 1 corridor) via Monterey-Salinas Transit (MST) which provides
scheduled and on-call service to the Salinas Amtrak station. This or additional intercity
passenger rail service out of Salinas such as the Coast Daylight would have minimal impact on
travel demand on Route 1. Should the Union Pacific tracks be upgraded for higher speed rail
service and with rail connections from the Peninsula to a mainline station in Pajaro or Gilroy,
this intercity service could be an attractive alternative to travel on both Route 1 and US 101.
Commuters and interregional travelers from the Peninsula area have limited access to rail
services at present. Amtrak provides bus service from the Monterey Peninsula and inland
areas to San Jose where connections to Oakland, Davis, and Sacramento are available via the
Capitols lines. Commuters from Monterey County’s Peninsula can also take a bus to Gilroy for
connections to Caltrain service to Santa Clara, San Mateo, and San Francisco Counties. TAMC
plans to extend the Caltrain rail service as far as Salinas. While the most direct benefits of this
extended Caltrain service would be as an alternative to travel on the US 101 corridor, planned
stations in Castroville and Watsonville could ease traffic on Route 1, especially if users can
approach these stations via the regional bus system.
TAMC is also pursuing ambitious plans to restore the intercity rail service between Monterey
and San Francisco that was discontinued in 1971. This will entail purchase and refurbishment
of rail facilities between Seaside and Castroville. The service is intended as an alternative for
business and tourist travel between the Peninsula and the Bay Area. The extended line could
additionally serve as a section of a rail line tracing the Monterey Bay crescent from the
Peninsula to Santa Cruz with stops at a new Seaside/Marina station, the former Fort Ord Base,
a new Castroville station, and other points of interest. Such service would have great potential
to entice drivers from reliance on Route 1 for regional trips.
Freight Rail - Union Pacific Railroad provides freight service through Monterey County over the
main line connecting Los Angeles and the Bay Area. Pajaro is a center for food processing in
Monterey County and the community has expressed interest in developing the Pajaro Station
as a rail center for freight in addition to passenger rail. Within the County a small amount of
local freight -- principally food products and construction materials -- is still moved between
Pajaro and Watsonville Junction. Packers that once moved fresh and frozen vegetables out of
the Salinas Valley by rail now use trucks almost exclusively. They do not foresee returning to
rail. Therefore, freight rail is unlikely to accommodate increasing demand for travel on Route 1.
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Urban and Inter-city Transit - Monterey-Salinas Transit (MST) provides the urban transit
service within and among the Cities of Monterey, Pacific Grove, and Carmel and other urban
communities on the Greater Monterey Peninsula. MST also provides the inter-city service for
travel from the Peninsula east to Salinas and north to Watsonville in Santa Cruz County. In
Watsonville, transit riders can transfer to Santa Cruz County’s Metropolitan Transit District for
access to destinations in north Santa Cruz County.
MST service has been coordinated with rail service as well. MST will play an important role in
the return of inter-city train service between the Monterey Peninsula and the Bay Area. Prior to
the extension of rail service to Monterey, MST will carry passengers to a new rail station in
Castroville.
MST also provides service on a seasonal basis between the Monterey Peninsula locations and
Big Sur Coast destinations: Pt. Lobos State Park, Point Sur Light Station, Andrew Molera State
Park, Big Sur River Inn, Pfeiffer Big Sur State Park and Nepenthe. While ridership on this line
has never represented a significant portion of trips to the Big Sur Coast, the service allows
travelers such as students, the elderly, foreign travelers, and others without access to
automobiles to experience the All American Road. With two mid-day departures from
Monterey and operation limited to the months of June, July and August, the service is not
targeted for tourist industry employees. Upon request, southbound buses will stop near Bixby
Creek Bridge for viewing/photographing the landmark.
As traffic has increased along Route 1, so has MST ridership. This service accommodates not
only the transit dependent, but also local and regional commuters for whom MST’s coverage
and schedules offer an attractive alternative to solo driving. Of choice and necessity, transit will
play an important role in accommodating future demand and complementing new passenger
rail services.
Greyhound Bus Lines offer scheduled inter-city service along the US 101 corridor, but not on
Route 1.
Non-motorized Transportation – The General Bikeways Plan for Monterey County includes
goals for enhancing the bicycle circulation system for both commuters and recreational riders.
The Plan identifies commuter routes for bicyclists in the Greater Monterey Peninsula area. The
Big Sur Coast and the Monterey Peninsula are well known for recreational riding opportunities
enjoyed by residents and tourists alike.
Bicycling to job sites in the Monterey Peninsula area or to educational centers on former Fort
Ord land will be an attractive alternative for some. A greater, but still small reduction in peak
hour demand along Route 1 may be realized with cycling as a component of inter-modal trips
with transit or train travel. Avid and occasional recreational cyclists, locals as well as tourists,
enjoy cycling on the scenic, relatively flat trails in the Monterey Bay area. To the extent that
cycling and walking are feasible for short trips and a continuous trail system is accessible
without an intervening automobile trip, highway travel can be reduced, but probably not
significantly.
Several recreational trails exist or are in the planning stage in the vicinity of Monterey Bay. The
Monterey Peninsula Regional Parks District is the lead agency for a transportation
enhancement project proposing to construct a bicycle/pedestrian trail through Hatton Canyon.
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Transportation Concept Report State Route 1 03/23/06
This facility would roughly parallel to the east of sub-segment 14A of Route 1. The Monterey
Bay Recreational trail is a Class I facility that extends from Pacific Grove to north of Marina.
Three other recreational trails of regional or greater significance are only partially complete in
Monterey County pending negotiation and adoption of precise alignments; acquisition of
easements; and construction and signing of the facilities. While the majority of the Pacific
Coast Bike Route follows Route 1, Caltrans has worked with local governments to locate
suitable alternatives for some stretches. The Pacific Coast Bike Route follows local roads in
three sections of Segment 15, including the section from Moss Landing to the Monterey/Santa
Cruz County line. Where feasible, highway projects should incorporate features to enhance
bicycle mobility and address future needs for bicycle and pedestrian access.
The Monterey Bay Sanctuary Scenic Trail, a portion of the CCT, is envisioned as a multi-use
recreational and interpretive pathway linking existing trail segments into a continuous coastal
trail around Monterey Bay. The existing segments run from Pt. Pinos in Pacific Grove to Marina
and from Aptos to Natural Bridges State Beach in Santa Cruz County, leaving a gap along part
of sub-segment 14C and Segment 15 in Monterey County as well as Segment 16 and sub-
segment 17A in Santa Cruz County. AMBAG is the lead agency in the completion of this trail.
Transportation Demand Management – In 1998, TAMC accepted the final report on its Trip
Reduction Program, an effort that included outreach to employers and employees throughout
the County. This outreach included information about alternative travel modes and TDM as
well as extensive data gathering regarding receptivity to various trip reduction alternatives.
While employees were most responsive to economic incentives such as priced parking, free or
subsidized passes for express transit, and employer-sponsored vanpools, these were least
attractive to employers. Teleworking is not practical for workers in the tourist, retail sales, and
agricultural industries that are large segments of the Peninsula economy. Some of these
workers, however, do travel during off-peak hours. Flexible hours and telecommuting are more
likely to be offered at the out-of-area high-tech job sites to which a growing number of
Monterey County residents commute. TDM has almost no potential to relieve non-commute-
related congestion arising from seasonal tourism or other interregional traffic.
TAMC and MST have proposed park and ride facilities in Segment 14 (Carmel and the Fort Ord
reuse area). These facilities will support the use of transit and rail as well as car pools and van
pools. Caltrans will support locally-initiated TDM efforts by assisting with facilities such as park
and ride facilities and HOV lanes. However, more immediate traffic improvements may be
realized through operational improvements, including traffic control measures (TCMs).
Intelligent Transportation Systems (ITS) – ITS will play a critical role in managing operations
on State Route 1 in Monterey County. ITS projects have been implemented in the County and
additional projects have a high priority. When the Central Coast ITS Strategic Plan is fully
implemented, the following elements will be available on Route 1 in Monterey County:
Smart call boxes from San Luis Obispo/Monterey County line to Monterey/Santa Cruz
County line
Traffic surveillance stations (loop detectors) through Segments 14 (freeway portion) and
15
CCTV camera installation and freeway control ramp metering between SR 68 West and
Reservation Road
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Transportation Concept Report State Route 1 03/23/06
Changeable message sign (CMS) and/or highway advisory radio (HAR) near junction with
SR 68 West
Road Weather Information System with environmental sensors and information
dissemination in Big Sur area
Transit Management including vehicle tracking, schedule management fare collection,
video surveillance and signal priority for transit for MST system
Land Use Planning - In recent years, significant development has occurred along Monterey
County’s Route 1 corridor, especially in the coastal cities north of Monterey and the former Fort
Ord site. The populations of these areas are projected to increase more than 80 percent
between the year 2000 and 2020. TAMC’s Regional Transportation Plan (RTP) recognizes that
the expansion of undefined city edges in the form of large-scale automobile dependent
subdivisions and shopping malls have worsened traffic in the county. The RTP identifies a
number of planning principles that would result in a more transit and pedestrian friendly land
use pattern to complement TAMC’s efforts to improve transit, rail, and bicycling facilities. Local
decision-makers should also support the design of new recreational and visitor-oriented
development that encourages visitor use of alternative modes of transportation.
Transportation Concept and Strategies
The current and ever-worsening levels of congestion along Route 1 from Carmel to central
Santa Cruz are fueled and sustained by regional and interregional economic growth and
changing demographics. Satisfactory resolution of these issues will require planning beyond
the scope of a single route TCR or subsequent corridor study. A comprehensive traffic analysis
of the stressed network of state and local transportation facilities that carries traffic between
US 101 and Route 1 and along the Route 1 corridor should be conducted as a preliminary step
towards planning for regional transportation improvements.
In Monterey County, all of Route 1 north of the Carmel River will require widening and/or
operational improvements and reliance on alternative modes of transportation to achieve LOS
D in the year 2025. Even with completion of the freeway system and addition of travel lanes in
northern Monterey County, future area growth will require bold supplemental measures to
maintain acceptable mobility. Only with investment in the multi-modal system in concert with
effective local land use planning is it likely that acceptable levels of service will be maintained
for Segments 14 and 15 through the year 2025.
Segments 12 and 13 - In Segments 12 and 13, geology, topography, and a desire to maintain
the rustic setting are major considerations. With the exception of the growing, but still
relatively small number of residents who commute travel north daily from Segment 13, much
of the traffic on these segments is recreational and somewhat discretionary. Traffic volumes
could be self-regulated to some extent if the quality of the travel experience declines. The
transportation concept for both segments is LOS D or better. The following improvements
should be made where feasible:
Widen travel lanes and shoulders to a uniform 12 and four feet, respectively. (Four-foot
shoulders are less than standard and would require a design exception.)
Consolidate driveways where possible and minimize access points.
Locate turn-outs and pull-outs to facilitate operations and enhance travelers’ experience of
the corridor.
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Transportation Concept Report State Route 1 03/23/06
Provide ITS elements such as CMS and HAR to alert motorists of weather and road
conditions along the highway.
Support development of the California Coastal Trail (CCT) with a focused process for public
participation, planning, programming, design, construction, and maintenance; develop
criteria for integrating the trail into capital improvements; accommodate the trail in the
highway right-of-way as circumstances require.
Encourage vanpools and transit extensions for Big Sur commuters.
Additional actions identified in the CHMP address maintenance, slope stabilization, aesthetics,
and other environmental concerns.
Segment 14 – According to the 2005 Monterey County Regional Transportation Plan, most of
Segment 14 currently operates at LOS E or F during peak hours. Level of service will decline in
each sub-segment by the year 2025 as both volume-to-capacity ratios and vehicle hours of
delay rise. In order to maintain or attain acceptable operations at LOS D for the significantly
greater demand projected for the year 2025, a combination of widening, operational
improvements, and enhanced alternatives to travel by single occupant vehicles will be
required. ITS elements such as loop detection and ramp metering will be a major component
of operational improvements.
Recommended strategies for this segment include:
Convert conventional highway sections to expressway where possible.
Convert expressway to freeway where possible.
Improve channelization for turning at intersections.
Add auxiliary lanes and improve freeway interchanges to improve operations.
Implement ITS components to improve operations.
Ensure that any interim improvements to the facility will accommodate the concept facility.
Support local land use decisions that will accommodate the concept and ultimate facility.
Develop continuous Class I multi-use trail system west of Route 1 to minimize conflicts and
need for highway travel to reach trailheads.
Enhance shuttle/transit service for motels, restaurants, shopping, and beach area
destinations.
Synchronize signals on sub-segment 14A to maintain traffic flow.
Install CMS to advise of delays ahead.
Provide for safe access to coastal activities with signage, well-marked highway exits, and a
system of frontage roads and connecting recreational trails where possible.
Reduce demand by implementing improvements to transit and passenger rail.
Minimize conflicts with highway operations in siting and developing public access to coastal
and recreational areas from Route 1.
Strive for advance agreements and early design of access and circulation for areas of
future coastal access.
Encourage local governments to provide frontage roads and parallel routes when
development occurs or other opportunities arise.
Continue to explore opportunities to develop passenger rail between the Monterey
Peninsula and Pajaro for commuter and intercity travel and, in a multi-agency, multi-
jurisdictional context, opportunities to develop light rail, personal rapid transit system
PRT), ferry service, and other alternatives for environmentally sensitive travel among
activity centers.
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Transportation Concept Report State Route 1 03/23/06
Segment 15 – The transportation concept for Segment 15 is peak hour LOS D, or better. In
order to achieve acceptable operations for the significantly greater demand projected for the
year 2025, a combination of widening to four lanes, operational improvements, and enhanced
alternatives to travel by single occupant vehicles will be required. ITS elements will be a major
component of operational improvements.
Recommended strategies for this segment in advance of widening include:
Convert conventional highway sections to expressway where possible.
Minimize and consolidate driveways.
Provide standard width shoulders.
Provide pullouts, channelization, and/or passing lanes as interim improvements to improve
traffic flow.
Implement ITS components to improve operations.
Ensure that any interim improvements to the facility will accommodate the concept facility.
Support local land use decisions that will accommodate the concept facility.
Provide for safe access to coastal activities with signage, well marked highway exits, and a
system of frontage roads and connecting recreational trails where possible.
Plan for opportunities to enhance safe public access to coastal and recreational areas while
minimizing conflicts with highway operations.
Strive for advance agreements and early design of access and circulation for areas of
future coastal access.
Support continuous Class I multi-use trail system west of Route 1, where feasible, to
minimize conflicts and need for highway travel to reach trailheads.
Support enhanced shuttle/transit service for motels, restaurants, shopping, and beach area
destinations.
Support improvements to transit and passenger rail that will reduce demand for highway
travel.
Encourage local governments to provide frontage roads and parallel routes when
development occurs or other opportunities arise.
Support intermodal freight facilities at Pajaro Station.
Conduct a comprehensive traffic analysis of the stressed network of state and local
transportation facilities that carry traffic between US 101 and Route 1 and along Route 1 as
a preliminary step towards planning for regional transportation improvements. (See
Additional considerations with respect to improving the Moss Landing corridor, below.)
Additional considerations with respect to widening Segment 15
The two-lane Moss Landing corridor Segment 15 has been the focus of concern for a
number of decades. While the Monterey County Local Coastal Program is the standard
of review for future widening, the California Coastal Commission has classified the Moss
Landing Corridor as a rural coastal facility. The California Coastal Act reflects legislative
intent that as a rural coastal facility this corridor will remain a scenic two-lane road. The
two-lane character is a classic part of the experience of travelling along the Big Sur
Coast (Segments 11, 12, and 13). However, the seven miles of two-lane conventional
highway in Segment 15 differs from the Big Sur segments in several respects:
1. The Moss Landing two-lane segment carries heavy regional and interregional traffic
between major urban centers: the Monterey Peninsula and the City of Santa Cruz.
2. The two-lane segment links four-lane freeway sections.
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Transportation Concept Report State Route 1 03/23/06
3. Traffic on the two-lane section is fed at nearby intersections with four state
highways: SR 156 and SR 183 at the south end and SR 129 and SR 152 to the
north.
4. Traffic from increasing development along several local roads enters the two-lane
Route 1 segment at at-grade intersections.
5. The facility operates a peak LOS F and has a collision history above the state
average for this type of facility.
6. The ever-increasing commuter traffic on the Moss Landing segment is steadily
diminishing the facility’s rural, scenic character.
Additional considerations with respect to improving the corridor without widening
Pursuit of alternatives that would remove a major component of the non-recreational
traffic from Segment 15 appear to be limited by cost, jurisdictional complexities,
existing and planned development patterns, and a context of sensitive environmental
resources and productive agricultural lands. However, given a high priority, such
alternatives could be explored in a comprehensive traffic analysis and transportation
improvement study. Alternatives for improving regional transportation could include
measures that would reduce urban-type and interregional traffic on Segment 15. Such
measures include a parallel highway facility to the east, realignment of east-west routes
away from the two-lane portion of Route 1, a light rail or personal rapid transit system
PRT) around the bay, and/or planned investment in the Caltrain system.
Potential alignments for any viable alternative to the current alignment through Moss
Landing are constrained by geography and the presence of environmental resources.
The facility would:
1. Lie east of the Elkhorn Slough to avoid environmental resources and minimize
impacts.
2. Lie west of US 101 to minimize out of direction travel for Route 1 traffic between
the Monterey Peninsula and Santa Cruz and to avoid interactions with the Prunedale
section of that route.
Appendix B-3 includes maps, sub-segment data sheets, and summaries of the issues,
concepts, and recommended improvements described above for Route 1 in Monterey County.
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Transportation Concept Report State Route 1 03/23/06
SANTA CRUZ COUNTY
Area and Population: Description and Trends
Santa Cruz County is the northernmost county in District 5. (See maps in Appendix B-4.) The
County is by far the smallest in land area in the District, and the second smallest in the State.
With a population of 259,000 in the year 2000, Santa Cruz County ranks third in the District
and 37th in the State.
The urban population of Santa Cruz County is concentrated in three areas, two of which are
accessed from Route 1 and the third from SR 17. The City of Watsonville located on Route 1
near the south end of the County, is the fastest-growing city. State Routes, 1, 152, and 129
converge in Watsonville, which lies in the heart of a fertile agricultural area. To the north
along Route 1, the coastal area includes the communities of Rio Del Mar, Aptos, Soquel, and
Live Oak and the Cities of Capitola and Santa Cruz. Santa Cruz is the county seat and home of
the University of California, Santa Cruz (UCSC). The corridor from Watsonville to SR 17
includes the most heavily traveled stretch of four-lane highway in all of District 5. Congestion
on Route 1 south of SR 17 has been a major topic for civic discussion. State Routes 17 and 9
both originate at Route 1 in Santa Cruz. SR 17 follows creek drainages and natural passes
through the Santa Cruz Mountains to the community of Pasatiempo, the City of Scotts Valley,
and on to Santa Clara County, site of the Silicon Valley phenomenon that has fueled much of
the county’s growth in recent decades.
The communities of Paradise Park, Mt. Herman, Glen Harbor and Ben Lomond are located
along Route 9, which follows the San Lorenzo River northwest from Route 1. Route 1 itself
continues north to the Santa Cruz/San Mateo County line where it leaves District 5, passing the
community of Davenport on the way.
All locations along the Route 1 coastal corridor in Santa Cruz County enjoy a gentle
Mediterranean climate. However, the shelter afforded by the Monterey Bay and the network of
access routes to inland areas has favored the Bay area for both habitation and intense farming.
The Spanish established a mission along the south-facing arc of the Bay in 1791 and the
settlements that later became the Cities of Santa Cruz and Capitola were founded soon after.
The City of Watsonville is a historic agricultural center located just inland, near the mid-point of
the coastal arc of the Bay. The city’s favorable location is attracting major development
projects. By contrast, the coastal lands north of Santa Cruz are more exposed to the elements
and more isolated. The small community of Davenport is the primary settlement along Route
1 between Santa Cruz and the Santa Cruz/San Mateo County line. The coastal terraces along
the northern portion of Santa Cruz Route 1 support agricultural crops. However, extensive
areas remain in chaparral.
Agriculture, tourism, education, and government are major sectors of the Santa Cruz County
economy. A number of world-class marine research facilities are located in the county – a
fortunate result of the bayside location and proximity to top-rank institutions of higher
learning. The County has demonstrated a long history of support for conservation and
environmental protection as evidenced by an early adoption of urban limit lines, public
acquisition of land for greenbelts, and high levels of transit and bicycle use. Some members of
the community have expressed opposition to widening Route 1, as well, citing environmental
and community values.
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Transportation Concept Report State Route 1 03/23/06
Santa Cruz County and its transportation system have been greatly affected by the economy of
Santa Clara County, where creation of technology-based jobs has long outstripped housing
production. The Santa Cruz County Regional Transportation Commission (SCCRTC) estimates
that more than 20,000 county residents commute to Silicon Valley job sites on a daily basis.
Most of these commuters use Route 1 and SR 17. Recent area growth, in particular growth in
the commuter population has increased roadway congestion to unacceptable levels. Greater
support now exists for widening Route 1 from Aptos to SR 17 in Santa Cruz.
According to census figures adjusted by the State’s Department of Finance (DOF), the
population of Santa Cruz County was 259,300 in mid-year 2000. The DOF projects a 10
percent increase in population to 286,000 in the year 2020. Over the past decade, while the
county’s population increased 11 percent overall, the cities of Watsonville and Scotts Valley
both grew more than 30 percent, together accounting for more than 60 percent of the county’s
growth.
Operating Conditions and Segment Summaries
Route 1 in Santa Cruz County consists of four segments. Two of these have been divided into
sub-segments. Traffic conditions of each of the segments are described below. Maps, segment
summaries, and additional data for the seven sub-segments can be found in Appendix B-4.
Segment 16 (P.M. R0.00/R7.66) – Segment 16 begins at the south end of the Pajaro River
Bridge and continues through the City of Watsonville to the interchange with Larkin Valley
Road. This segment is a four- and five-lane freeway.
Two state highways originate from Segment 16. SR 129 leaves Route 1 less than a mile north
of the Pajaro River (county line); SR 152 originates approximately two miles north of SR 129 in
the City of Watsonville. Both of these routes carry traffic between Route 1 and US 101. Larkin
Valley Road originates at Airport Boulevard in Watsonville and runs parallel and east of Route 1
before joining it at the end of the segment. Segment 16 accommodates commuters bound for
job sites in Monterey, Santa Cruz, and Santa Clara Counties and beyond. This stretch is also
used by tourists, area residents, and local and interregional goods movers.
In 2002 Segment 16 carried 46,000 ADT while operating at LOS C. Service level is expected to
fall to LOS D by 2025 when an ADT of 56,000 is projected.
Segment 17 (P.M. R7.66/16.82) – Segment 17 extends from the Larkin Valley Road
interchange to the SR1/17 interchange in the City of Santa Cruz. Traffic volumes rise steadily
from south to north through this heavily traveled segment. The components of traffic are
similar to Segment 16, with a higher proportion of trips generated in the City of Santa Cruz.
Sub-segment 17A is a four-lane freeway ending at State Park Drive. In 2002 this sub-segment
carried 77,000 operating at LOS E. Traffic is projected to rise to 83,000 and service to fall to
LOS F by the year 2025. Initial studies of congestion on Segment 17 were focused on sub-
segments 17B and C (State Park Drive to SR 17). After a Project Study Report initiated in the
year 2000 found that severe peak period congestion would result if lane widening terminated
at State Park Drive, sub-segment 17A was incorporated into the project area for a widening
project.
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Transportation Concept Report State Route 1 03/23/06
Sub-segment 17B extends from State Park Drive to Morrissey Boulevard. This four-lane
freeway carried 103,300 ADT at LOS F in 2002. Theoretically traffic could rise to 121,000 in
2025 causing the facility to operate at a lower level of LOS F.
The highest traffic volume on Segment 17 occurs on sub-segment 17C where 2002 volume
was 109,400. Volume could rise to 137,000 in 2025. Level of service was “F” in 2002 and
would perform even more poorly in the year 2025. At present this sub-segment is a four-lane
freeway. Segment 17 ends at a complex interchange with SR 17 and Segment 18 of Route 1.
One element of the interchange is a looped ramp called the “fishhook”, which carries
northbound traffic from Segment 17 on to Segment 18 at a lower grade. Topographic and
environmental concerns and the high cost of reconfiguring this interchange for safety,
improved operations, and additional capacity have challenged Caltrans and the community for
years.
Operational improvements including auxiliary lanes and ramp metering may be pursued as a
means to improve traffic flow on Segment 17 in advance of widening. Auxiliary lanes have
been constructed between the Bay/Porter and 41st Avenue interchanges. A project to construct
auxiliary lanes between the Soquel and Morrissey interchanges awaits full funding.
Segment 18 (P.M. 16.82/20.61) – Segment 18 extends from the SR 1/SR 17 interchange to the
north urban limit of the City of Santa Cruz near the UCSC Marine Lab. Beyond the fishhook
interchange, sub-segment 18A continues as a four-lane freeway to the San Lorenzo River
Bridge, where it becomes a conventional highway. A complex, frequently congested, at-grade
intersection with SR 9 (north) and River Street (south) lies less than one-tenth mile from the
end of the freeway; the Pacific Railway tracks cross the highway approximately one-tenth mile
beyond the intersection. Sub-segment 18A ends at the intersection of Chestnut and Mission
Streets, where Route 1 veers right along the Mission Street alignment. Sub-segment 18A
carries heavy traffic bound for the UC Santa Cruz campus, regional traffic, and local traffic
between downtown Santa Cruz and residential areas to the west.
Sub-segment 18A carried 55,000 ADT in 2002, with volume expected to rise to 60,000 by the
year 2025. Level of service on sub-segment 18A is controlled by traffic flow through two major
signalized intersections: SR 9 and Chestnut/Mission. A project study report (PSR) for a project
to reconstruct the SR 1/SR 9 intersection indicated the intersection operated below LOS C in
the late 1990s, with heavy congestion and back-ups on nearby streets already apparent. The
PSR stated that operations would deteriorate to LOS F under the do nothing alternative. More
recent analyses provided by the City Of Santa Cruz indicates the intersection currently operates
at LOS D and confirms that LOS F will be reached with buildout of approved development in
five to eight years.
Signalized Intersection 2004 2009-12
Mission/Chestnut D F
Sub-segment 18B continues as a four-lane conventional highway from the Chestnut/Mission
Streets intersection. The highway follows Mission Street to Swift Street near the western edge
of the City. At Swift Street, Mission Street leaves Route 1, which continues north as the Cabrillo
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Transportation Concept Report State Route 1 03/23/06
Highway, a two-lane expressway. Sub-segment 18B continues another mile to the Santa Cruz
urban limit at P.M. 20.61.
Sub-segment 18B is the main street through west Santa Cruz. It is lined with urban uses
including numerous retail operations with individual driveway access to the state highway.
Residential areas lie north and south of Route 1. Seven signalized intersections control flow
along the sub-segment. Three of the intersecting local roads, Highland/High Street, Bay
Street, and Western Drive provide access to the UC campus. Traffic volume averaged 18,800
operating at LOS E in 2002. Level of service will fall to F by 2025 when average volumes of
26,000 are anticipated.
The City of Santa Cruz also provided analyses of current and anticipated operations of the
signalized intersections on sub-segment 18B. Three of the seven will operate below LOS D
within five to eight years.
Signalized Intersection 2004 2009-12
Mission/King F E
Mission/Walnut B C
Mission/Laurel C E
Mission/Bay D F
Mission/Almar/Younglove B C
Mission/Swift B C
Route 1/Western B C
The City proposes to study the intersections of Mission Street (Route 1) with Chestnut Street in
sub-segment 18A and Bay Street in sub-segment 18B to evaluate potential improvements and
their costs. The City’s Circulation Element referenced LOS standards of “F” for the
Mission/Chestnut intersection and “D” for Mission/Bay, calling for deficiency plans when
operations reach LOS E or below. Such deficiency plans would prioritize alternative
transportation improvements and transportation system management measures, relying on
road widening/expansion as a last resort.
Segment 19 (P.M. 20.61/37.45) – This 17-mile long segment extends from the north limit of
the City of Santa Cruz to the Santa Cruz/San Mateo County line, which is also the District’s
boundary with District 4. Segment 19 is a two-lane facility with both expressway and
conventional stretches. Mile-long passing lanes have been provided in both directions in the
vicinity of P.M. 23 to 24. The Santa Cruz Branch rail line which runs parallel to Route 1 north
from Pajaro terminates at a cement plant just inland from the community of Davenport,
located at approximately P.M. 28 in Segment 19. While scattered agricultural fields and beach
access areas are found along this segment, uncultivated open space predominates.
In 2002 average traffic volume on Segment 19 was 8,000 and the facility operated at LOS D.
By the year 2025 ADT of 12,000 is anticipated, with LOS falling to E.
Linkages - State Routes 129, 152, 17 and 9 all connect with Route 1 (south to north) in Santa
Cruz County.
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Transportation Concept Report State Route 1 03/23/06
Alternatives to Reduce Demand or Improve Operations
Passenger Rail - Passenger rail is not currently available along the Route 1 corridor in Santa
Cruz County. However, the Santa Cruz Branch line between the Watsonville junction in Pajaro
and Davenport still accommodates freight service. Although specific plans to develop
passenger rail service have not been developed, the Santa Cruz County Regional
Transportation Plan includes policies to preserve this and other railroad rights-of way for future
rail or transit use.
Prior to reestablishment of passenger rail service to Santa Cruz on the Union Pacific tracks,
additional passenger services will be available at Pajaro Station, just inside Monterey County.
First, will be the proposed Coast Daylight service; second, Caltrain service linking Salinas with
Santa Clara County, and third, recreational service linking the Monterey Peninsula with San
Francisco. Each of these services could benefit residents of Santa Cruz County. However,
while Monterey County residents will be able to travel to Pajaro Station by train, Santa Cruz
County residents would travel out-of-direction by highway and surface streets for inter-modal
transfers at Pajaro. Anticipated reductions in highway trips would be greater on highways in
Monterey County than for Route 1 in Santa Cruz County.
Proposals to develop a tourist train or trolley service on the existing tracks between
Watsonville and Santa Cruz have not been fully evaluated.
Freight Rail – The Union Pacific Railroad hauls freight three times a week between Pajaro and
a sand and gravel operation/cement plant in Davenport. This service is a valuable alternative
to moving this material by truck on the highway. On occasion freight is also moved by rail on
the Santa Cruz/Felton Branch rail line.
Pajaro does not currently have container intermodal facilities. The feasibility of potential
investments in goods movement at Pajaro will be studied in the future.
Urban and Inter-city Transit – The Santa Cruz County Metropolitan Transit (Metro) provides
bus transit services throughout the County (north as far as Waddell Creek on Route 1) and
over the hill” on the Highway 17 Express Bus service into Santa Clara County.
The Highway 17 Express Bus is a critical element in accommodating and managing travel
demand on Route 1 as well as SR 17. Many trips that originate along the Route 1 corridor end
at destinations in the San Francisco Bay Area. The Highway 17 Express is an alternative for the
trip leg into San Jose, allowing the entire trip to be accomplished using transit or transit/rail.
The service is continually evaluated and enhanced with new services such as weekend service,
services to the reverse commuter, route extension, and improved intermodal facilities. The
recent combination of the Highway 17 Express Bus and the Amtrak Connector Bus function has
resulted in overall efficiencies and added utility for the service.
At the transit center in Watsonville, connections are available for trips into Monterey County via
Monterey-Salinas Transit. Metro also contracts with Community Bridge’s Lift Line Program for
para-transit services to persons with physical limitations and operates the Summer Beach
Shuttle. The latter addresses parking and congestion issues in beach areas and nearby local
streets.
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Transportation Concept Report State Route 1 03/23/06
Santa Cruz County residents have historically shown strong support for transit services. Santa
Cruz falls in the top quartile in a ranking of the nation's counties for local transit rides per
capita. The County collects a half-cent sales tax for the exclusive benefit of transit. Commuter
transit is supported by park and ride lots, some of which provide parking for bicycles as well as
motor vehicles. The widening of Route 1 in Santa Cruz presents an opportunity to consider
incorporating multimodal freeway bus stops with access to park and ride lots and bicycle
facilities.
Efficient transit service is essential for mobility along the Route 1 corridor. Even with additional
capacity on Route 1 in Santa Cruz County, expansion of Metro’s transit services must be
assumed in planning for acceptable future levels of operation for the facility.
Non-motorized Transportation – Santa Cruz County has an extensive network of bike lanes and
facilities for the benefit of commuting workers and students as well as recreational cyclists. In
Santa Cruz County, bicycling is a robust alternative to motorized travel. The entire Route 1
corridor from the Monterey County/Santa Cruz County line and Watsonville to downtown Santa
Cruz can be traversed by bicycle via a continuous route consisting of Freedom Boulevard,
Soquel Drive, Soquel Avenue, and Water Street. Both Bay Street and High Street provide
bicycle access from downtown to the University campus. At least one other longer and more
circuitous alternate route can be followed through the Watsonville-Santa Cruz corridor. A
network of bike paths and lanes provides opportunities for residents of Aptos, Capitola and the
City of Santa Cruz to negotiate this entire area by bicycle.
Bicycle routes cross Route 1 with most road crossings/interchanges along the Watsonville-
Santa Cruz corridor. All highway projects that alter or widen these crossings are designed to
accommodate safe and efficient use by bicyclists. Additionally, the SCCRTC has pursued
grants and subsidies to encourage installation of bicycle racks and lockers to facilitate inter-
modal travel.
Transportation Demand Management – The local community has long recognized that demand
management is a critical element in the overall management of the County’s transportation
system. Commute Solutions, under the direction of the Santa Cruz County Regional
Transportation Commission, Santa Cruz Area Transportation Management Association, and
Pajaro Valley Transportation Management Association, provides TDM programs and services in
Santa Cruz County. The most common TDM strategies are carpooling and vanpooling, which
match or “pool” persons who travel to a common employment site or area. These ridesharing
alternatives are cheaper than single-occupant vehicle (SOV) driving and faster and more direct
than transit, with departure and arrival times often tailored to the pool of participants.
Commute Solutions ridesharing signs are posted along Route 1 in Santa Cruz County.
Commute Solutions supports other alternatives to solo driving including transit, bicycling,
walking, and telecommuting.
Park and ride lots along Route 1 and SR 17 facilitate transit use and participation in carpools
and vanpools. The Monterey Bay Unified Air Pollution Control District funds an Emergency Ride
Home program that serves as an incentive/insurance policy for participants in TDM
alternatives.
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Transportation Concept Report State Route 1 03/23/06
In Santa Cruz County, TDM will be an important adjunct to facility improvements such as
widening and traffic control measures. Caltrans supports regional TDM efforts by assisting with
facilities such as park and ride lots and HOV lanes.
Intelligent Transportation Systems (ITS) – Santa Cruz County, formerly part of heavily
urbanized District 4, has the longest experience with Intelligent Transportation Systems and
more ITS elements than any other county in District 5. District 4 installed ITS elements on
Route 1 and SR 17 in the 1990s to help manage the inter-county traffic flow. District 4
continues to manage certain elements including closed circuit television cameras, changeable
and extinguishable message signs, and highway advisory radio from its Transportation
Management Center (TMC). Continued management by District 4 is warranted by the high
volume traffic flows between Santa Cruz and Santa Clara Counties and the “24/7” operations of
the District 4 TMC. District 5’s TMC currently operates 12 hours a day, weekdays only.
Additional ITS elements will be installed on Route 1 in Santa Cruz County and management will
transition to District 5 as comparable service can be provided and reliable and seamless
coordination between the two TMCs assured. When the Central Coast ITS Strategic Plan is fully
implemented, the following elements will be available on the route:
System of smart call boxes along route from Monterey/Santa Cruz County line to Santa
Cruz/San Mateo County line
Closed circuit television cameras at approximately one mile spacing from Freedom
Boulevard ramps to the SR 1/SR 17 interchange
Ramp metering with mainline loop detectors at ramps from Freedom Boulevard to the SR
1/SR 17 interchange
Surveillance station loops mid-way between ramp meter mainline loop detectors from
Freedom Boulevard to the SR 1/SR 17 interchange
Permanent Changeable Message Signs on route and nearby local roads
Permanent Highway Advisory Radio at the SR 1/SR 17 interchange
Road Weather Information System with environmental sensors and information
dissemination
Transit Management including vehicle tracking, schedule management, fare collection, and
video surveillance
Freeway Service Patrol – A collision or disabled vehicle on Route 1 can quickly bring traffic to a
crawl or a halt. While ITS can detect and convey information quickly, timely arrival of tow
trucks to assist the CHP in clearing collisions and debris is another key element in managing
traffic on the highway. The SCCRTC-sponsored Freeway Service Patrol (FSP) provides free
service to motorists on Route 1 between State Park Drive and SR 9 (Segments 17B, 17C, and
part of 18A) during morning and evening commute hours. The FSP has been found to be an
effective component in minimizing incident-related congestion and maintaining traffic flow on
the highway.
Land Use Planning – In Santa Cruz County unlike the three counties to the south, Route 1 is
the primary transportation facility and the only continuous north-south route. While mountains
and rivers make for difficult access to many parts of this small county, settlements linked by
Route 1 have flourished on the coastal shelf. The pattern of future development and infill that
occurs between the mountain ridges and the ocean in Santa Cruz County will impact the
operation of this lifeline route.
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The Santa Cruz County General Plan and the Local Coastal Plan (LCP) policies reflect the value
of co-planning for land use and transportation to avoid the need for automobile trips,
especially along the highway. Among the Transportation System Goals are the following:
Limit the increase in auto usage to minimize adverse impacts.
Increase transit ridership, carpooling, vanpooling, walking and bicycling.
Integrate planning for transportation, land use, and air quality goals.
Manage parking supply to provide reasonably convenient parking for groups such as
shoppers and visitors who are most sensitive to the parking supply levels, while
encouraging alternatives to solo commuting and limiting impacts on neighborhoods.
Coordinate transportation improvements in area plans with the General Plan, LCP, and
regional transportation plans.
The City of Santa Cruz has traditionally recognized the linkages between transportation, land
use and neighborhood quality. Santa Cruz has demonstrated high levels of support for transit
and bicycling. By contrast, the City of Watsonville is experiencing rapid growth. Traditionally an
agricultural center for some of the state’s most valuable specialized crops, its strategic location
has attracted significant new urban development in recent years. The convergence of three
state highways in Watsonville have made it a logical place to site housing for Silicon Valley
workers. Watsonville residents have recognized the need for coordinated land use and
transportation planning. Both Santa Cruz and Watsonville are in the process of updating their
General Plans.
Transportation Concept and Strategies
The current and ever-worsening levels of congestion along Route 1 from Carmel to central
Santa Cruz are fueled and sustained by regional and interregional economic growth and
changing demographics. Satisfactory resolution of these issues will require planning beyond
the scope of a single route TCR or subsequent corridor study. A comprehensive traffic
analysis of the stressed network of state and local transportation facilities that carries traffic
between US 101 and Route 1 and along Route 1 should be conducted as a preliminary step
towards planning for regional transportation improvements.
To achieve LOS D on Route 1 Segments 16, 17, and 18 in the year 2025, added capacity,
operational improvements, and investment in the multi-modal system in concert with effective
local land use planning will be required.
Segment 16 - The transportation concept for Segment 16 is LOS D. The facility should be
widened to six freeway lanes north of SR 129 in order to accommodate growth in the
Watsonville area. South of SR 129, the concept remains a four-lane freeway. This provides a
transition to the Moss Landing area in Monterey County (where Route 1 is currently developed
as a two-lane conventional highway).
Recommended strategies for this segment include:
Install selected additional ITS elements to improve operations.
Improve interchange with Harkins Slough Road
Ensure that any interim improvements to the facility will accommodate the concept facility.
Support local land use decisions that will accommodate the concept facility.
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Continue to pursue efforts to increase transit use to reduce demand along the Watsonville-
Santa Cruz corridor.
Continue to support TDMs and intermodal facilities to reduce demand.
Continue to explore opportunities to develop passenger rail between Santa Cruz and
Pajaro and, with Monterey County transportation planners, opportunities to develop light
rail, PRT, ferry service, and other alternatives for environmentally sensitive travel among
activity centers on the Monterey Bay.
Continue to explore opportunities to site and develop park and ride lots along corridor.
Investigate feasibility of multi-modal freeway bus stops in conjunction with freeway
widening.
Segment 17 – The transportation concept for Segment 17 is six-lane freeway. As currently
conceived, the future six-lane facility would include an HOV lane in each direction. Prior to
construction of additional freeway lanes, operational improvements will improve the flow of
traffic along the Segment.
Transit, car-pooling, bicycling, and other measures to reduce the need to operate single
occupant vehicles will continue to support the strategy for accommodating heavy traffic
volumes on Segment 17. Recommended strategies for this segment include:
Improve operations with auxiliary lanes and merge lanes at the SR 1/SR 17 Interchange.
Ensure that any interim improvements to the facility will accommodate the concept facility.
Support local land use decisions that will accommodate the concept facility.
Install additional ITS components to improve operations.
Enhance shuttle/transit service for motels, restaurants, shopping, and beach area
destinations.
Encourage development and use of parallel routes on the local roads system.
Reduce demand by implementing improvements to transit and passenger rail.
Continue to explore opportunities to site and develop park and ride lots along corridor.
Continue to support TDMs and intermodal facilities to reduce demand.
Minimize conflicts with highway operations in siting and developing public access to coastal
and recreational areas from Route 1.
Strive for advance agreements and early design of access and circulation for areas of
future coastal access.
Continue to explore opportunities to develop passenger rail between Santa Cruz and
Pajaro and, with Monterey County transportation planners, opportunities to develop light
rail, PRT, ferry service, and other alternatives for environmentally sensitive travel among
activity centers on the Monterey Bay.
Investigate feasibility of multi-modal freeway bus stops in conjunction with freeway
widening.
Support incident management program to increase safety, mobility, and reliability on
Route 1.
Segment 18 – The concept for Sub-segment 18A will remain 4-lane freeway and conventional
highway. Operational improvements and improvements to benefit pedestrians should be
implemented for the four-lane portion of sub-segment 18B, after which widening to six
conventional lanes may warrant evaluation.
Recommended strategies for this segment include:
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Transportation Concept Report State Route 1 03/23/06
Install additional ITS components to improve operations.
Improve intersection with SR 9 in sub-segment 18A.
Evaluate intersection operations.
Improve pedestrian access.
Employ Context Sensitive Solutions processes to seek balance between local values,
safety, and highway performance.
Minimize and consolidate driveways.
Continue to explore opportunities to site and develop park and ride lots along corridor
Ensure that any interim improvements to the facility will accommodate the concept facility.
Support local land use decisions that will accommodate the concept facility.
Enhance shuttle/transit service for motels, restaurants, shopping, and beach area
destinations.
Continue to support TDMs and intermodal facilities to reduce demand.
Synchronize signals on sub-segment 18B to maintain traffic flow.
Improve local circulation to reduce congestion on Route 1.
Evaluate adding capacity to the four-lane portion of sub-segment 18B.
Support incident management program to increase safety, mobility, and reliability on
Route 1.
Segment 19 – North of Santa Cruz, Route 1 will remain a two-lane conventional highway.
Standard lane and shoulder widths should be provided and operational improvements such as
turnouts and channelization for turns should be incorporated as needed. New access points
should be minimized.
Recommended strategies for this segment include:
Provide standard width travel lanes and shoulders.
Construct turnouts for slow-moving vehicles.
Provide channelization for turns.
Minimize and consolidate driveways.
Evaluate need for additional passing lanes for continuity with District 4.
ROUTE CONTINUITY
Beyond Segment 19, Route 1 continues as the coast highway into San Mateo County in District
4. The TCR for Route 1 in District 4 provides for continuity with the District 5 facility. Segment
A in San Mateo County extends from the Santa Cruz/San Mateo County line to SR 84 (P.M.
18.19) This segment will remain a two-lane conventional highway with passing lanes at six
locations.
Appendix B-4 includes maps, sub-segment data sheets, and summaries of the issues, concepts,
and recommended improvements described above for Route 1 in Santa Cruz County.
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Transportation Concept Report State Route 1 03/23/06
PART THREE: FUTURE CONSIDERATIONS
The appropriate concepts for each segment of Route 1 were identified in Part Two, along with
recommended actions for achieving the 2025 concepts. Part Three addresses additional and
future considerations including programming responsibilities, environmental factors, and
looking beyond the year 2025, concerns related to the Ultimate Transportation Corridor.
PROGRAMMING CONCEPT FACILITIES
Caltrans will take the lead in undertaking many of the actions to improve the highway including
context sensitive solutions, often in partnership with the RTPA. Under SB 45, the RTPAs
program highway improvements in the urbanized areas while Caltrans is responsible for the
non-urbanized areas. Caltrans is also charged to plan and provide for interregional travel and
goods movement. Caltrans programs and participates in funding projects according to state
and regional priorities, type of project (e.g., capacity increasing or safety and operations
improvements), location (e.g., metropolitan or rural area), and traffic characteristics (e.g.,
local, regional, interregional).
Although not site specific, this TCR supports efforts to implement Transportation Demand
Management (TDM), enhanced transit, and intermodal facilities and services. While regional
and local agencies would have primary responsibility for actions such as these, Caltrans
supports inclusion of related provisions in Regional Transportation Plans and other regional and
local planning and programming documents to maximize the utility and enjoyment of Route 1.
Appendix C identifies major programmed and planned projects along Route 1 that would be
funded through the State Transportation Improvement Program (STIP).
ENVIRONMENTAL FACTORS
The purpose of this section is to provide a broad overview of the major environmental issues
to be considered in planning for appropriate transportation facilities along the Route 1 corridor
in Department District 5.
Scenic and Aesthetic Resources – The Route 1 corridor presents vistas of great contrast and
beauty. These include spectacular ocean views, stretches of unpopulated open areas, and vast
lightly populated agricultural areas. Most of Route 1 in District 5 has been officially recognized
for scenic beauty under the State Scenic Highway Program; nearly 130 miles of the route in
San Luis Obispo and Monterey Counties has been designated as an All American Road under
the federal Scenic Byways Program. Most of Route 1 also lies within the Coastal Zone where
stringent design criteria and permit requirements apply.
Visual character was a key factor in achieving All American Road designations for two
contiguous stretches of Route 1 in District 5. The Highway 1 San Luis Obispo North Coast
Corridor Enhancement Plan includes an improvement plan identifying specific projects to
enhance the visual character of the Route 1 corridor from the north end of San Luis Obispo to
the county line. The Coast Highway Management Plan includes Guidelines for Corridor
Aesthetics that will apply along the Big Sur Coast All American Road.
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Transportation Concept Report State Route 1 03/23/06
Cultural Resources - The coastal areas through which Route 1 travels are considered very
sensitive for archaeological and historical resources. Potential project-related impacts to
archaeological, cultural and historical resources must be evaluated in compliance with the
California Environmental Quality Act (CEQA) and, if federal funds are involved, the National
Environmental Policy Act (NEPA) for a project proposing changes to Route 1. Environmental
compliance could require a complete assessment of cultural resources through a detailed
cultural resources study, further investigation of known cultural sites, as well as redesign of the
project or mitigation of impacts.
Biological Resources - Potential project-related impacts to biological resources must be
evaluated in accordance with CEQA and NEPA if a new project is to be undertaken in the Route
1 corridor.
The Route 1 corridor in all four counties passes through developed urbanized areas, cultivated
agricultural areas, and natural open space including riparian areas. In San Luis Obispo,
Monterey and Santa Cruz Counties, the corridor passes developed and undeveloped coastal
areas as well.
Numerous special status plant or animal species identified in the California Natural Diversity
Data Base (CNDDB) may be found within 5,000 meters of the centerline of the Route 1 right-
of-way in District 5. The CNDDB information does not represent all biological resource-related
constraints within a given corridor. For example, resources within flood plains and drainages
are protected by federal and state regulations. All drainages within the Coastal Zone are
protected as sensitive coastal resources by the California Coastal Act due to the presence of
wetlands and riparian habitat and associated species of concern.
A complete assessment of environmental constraints can only be determined through detailed
environmental studies, and depending on its precise location, a new project on Route 1 in any
of the four counties may require consultation and/or permits from the Army Corps of
Engineers, Fish and Wildlife Service, National Marine Fisheries Service, Monterey Bay National
Marine Sanctuary, Environmental Protection Agency, California Department of Fish and Game,
California Regional Water Quality Control Board, California Coastal Commission and/or the
County (or City) Planning Department.
Air Quality – Any new non-exempt project in the Route 1 corridor will be evaluated for air
quality impacts according to regional attainment of air quality standards. The four Route 1
counties in District 5 lie in two different air basins. Santa Barbara and San Luis Obispo Counties
are in the South Central Coast Air Basin (SCCAB). The Santa Barbara County Air Pollution
Control District and the San Luis Obispo County Air Pollution Control District regulate air quality
in these two counties. Monterey and Santa Cruz Counties lie in the North Central Coast Air
Basin (NCCAB) where the Monterey Bay Unified Air Pollution Control District has jurisdiction
over air quality.
Currently, under the California Clean Air Act (CCAA), the NCCAB is designated a Moderate Non-
Attainment area for ozone. Also under the CCAA, the NCCAB has been designated non-
attainment for inhalable particulates (also known as particulate matter smaller than 10 microns
in diameter, or PM10). The NCCAB has been designated either unclassified or in attainment of
all other state and federal ambient air quality standards for criteria pollutants
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Transportation Concept Report State Route 1 03/23/06
As of June 2005, under the federal CAA all of District 5 was reclassified to attainment of all
federal air quality standards.
Geological Constraints Slope stability is a major issue along several segments of Route 1,
especially Segment 1 south of Lompoc and Segments 11-13 along the Big Sur Coast. These
segments are in mountainous areas – the Santa Ynez Montains in Santa Barbara County and
the Coastal Range of the Santa Lucia Mountains in San Luis Obispo and Monterey Counties –
where rockslides are not uncommon.
Along Segment 1, the toes of numerous landslides are in the stream bank of El Jaro Creek,
which courses adjacent to the roadway. Winter rains provide an additional element of risk to
the roadway. When creek levels are high, the toes of landslides are eroded, freeing earth and
rocks to translate down slope and to encroach on the roadway.
Factors influencing slope stability along Segments 11-13 are described in detail in the Coast
Highway Management Plan: Guidelines for landslide Management and Storm Damage
Response.
Water Quality Route 1 in District 5 is located within the Central Coast Regional Water Quality
Control Board’s (RWQCB) jurisdiction. The design and construction of road projects must
adhere to the requirements found in Caltrans’ National Pollutant Discharge Elimination System
NPDES) permit (Order No. 99-06-DWQ, No. CAS000003), Storm Water Management Plan
SWMP), Project Planning and Design Guide, Construction Site Best Management Practices
Manual, and Standard Specifications.
Noise Any proposal that will change either the horizontal or vertical alignment or increase the
number of through traffic lanes on portions of Route 1 will require analysis of potential noise
impacts. If it is determined through the noise analysis that significant impacts may result,
mitigation measures may be required. Typical noise mitigation measures include earthen
berms and sound walls. Sensitive receptors such as residences, schools and hospitals must be
present for long-term, highway-related noise impacts to occur.
Hazardous Materials A hazardous material is any substance, including waste, which may
result in adverse effects to health, safety, and the environment. It is Caltrans policy to
manage a hazardous materials program to protect its activities, employees, the public, and the
environment from the injurious effects of hazardous materials and waste. The planning phase
of any proposed project on Route 1 will include an assessment of the potential to encounter
hazardous materials. If found, it is Caltrans policy to avoid or fully mitigate the impacts of
these materials prior to construction.
ULTIMATE TRANSPORTATION CORRIDOR
The ultimate transportation corridor (UTC) is viewed as the maximum development of a state
highway corridor, including parallel facilities, beyond 2025, the 20-year planning horizon. The
UTC is used to identify potential widenings, realignments, future facilities, and rights-of-way
required to complete the development of each corridor. This information is critical for working
with local and regional land use and transportation planning agencies to address right-of-way
preservation and dedication techniques. The determination of the UTC does not consider
funding as a constraint.
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Transportation Concept Report State Route 1 03/23/06
Neither the 1986 Route Concept Report (RCR) for Route 1 in Santa Barbara, San Luis Obispo,
and Monterey Counties, nor the 1987 RCR for Route 1 in Santa Cruz County (then in District
4), identified a UTC for the route. Today, an ultimate concept can be proposed for many
segments. However, as the analysis in Part Two indicates, for several segments additional
studies should be undertaken prior to specifying the ultimate facility type and alignment.
Long-standing local and California coastal policies specify that Route 1 will remain a rural two-
lane facility between Cayucos in San Luis Obispo County and Carmel in Monterey County
Segments 9C-13), in northern Monterey County (Segment 15), and north of the City of Santa
Cruz in Santa Cruz County (Segment 19). In some of these segments, passing lanes and
turnouts may be constructed to improve operations. In the following areas, additional studies
should be undertaken to reach agreement regarding the appropriate facility type in the context
of a larger network of roadways:
1. SB Segment 2 – City of Lompoc
2. SLO Segment 5 – Nipomo Mesa area
3. SLO Segments 7 and 8 (US 101 to South Bay Boulevard in Morro Bay)
4. MON Segments 14 and 15 (Carmel River to Monterey/Santa Cruz County line)
5. SCr Segments 16 and 17 (Monterey/Santa Cruz County line to SR1/SR 17
interchange)
6. SCr Sub-segment 18B (Mission Street in Santa Cruz)
Beyond the concept year, the rural coastal segments will remain two-lane facilities. Segments
in the City of San Luis Obispo, along the Monterey Bay, and in the City of Santa Cruz will likely
require urban-type facilities of at least six lanes. Right-of-way should be reserved to develop
the remaining segments of Route 1 as a four-lane facility. It is likely that between the
interchanges with SR 68 East and SR 156 (Sub-segment 14C), an eight-lane freeway will be
required beyond the 2025 concept year.
CONCLUSION
In preparing this report, Caltrans has used traffic forecasts to determine the future Levels of
Service on Route 1. Based on these forecasts and a qualitative analysis of alternatives,
Caltrans identified concept levels of service or recommended additional studies for each
highway segment. The TCR also recommends actions for attaining or maintaining those
acceptable levels. In several areas, corridor or area studies should be performed to determine
the appropriate level of development for the Route and adjacent routes as well as facilities for
alternative modes that will complement use of the facility. Land use patterns and development
adjacent to the state facility have a substantial impact on LOS. Most alternative transportation
modes and land use changes are in the hands of the local agencies to implement and monitor.
District 5 will continue to work with regional and local agencies in planning and programming
transportation projects to meet demand for safe and efficient travel along the Route 1 corridor.
Additionally, in the interest of preserving the safety and operational integrity of the State
Highway, the District’s Development Review/California Environmental Quality Act (CEQA)
program will continue to work with local agencies to identify and evaluate transportation issues
at an early stage of planning for new development.
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Transportation Concept Report State Route 1 03/23/06
SOURCES CONSULTED
General
Caltrans Director’s Policy No. 22, Context Sensitive Solutions, November 2001.
Interim County Population Projections,” Demographic Research Unit of the California
Department of Finance, June 2001.
1997 California State Highway Log, District 5, Caltrans, in cooperation with the US
Department of Transportation, Federal Highway Administration, 1997.
2000-2001 California Statewide Household Travel Survey Final Report, Caltrans, June 2002.
2002 Traffic Volumes on California State Highways, Caltrans Traffic Operations Program,
June 2003.
Mainstreets: Flexibility in Design and Operations, Caltrans, January 2005.
Planning the Future of Highway 1, Jones and Stokes, summary of May 29, 2003 Guadalupe
Community Meeting.
Post Mile Book, Caltrans District 5, June 2000.
Route Concept Report for Route 1, Caltrans District 4, Fall 1987.
Route Concept Report, Route 1 in Santa Barbara, San Luis Obispo, and Monterey Counties,
Caltrans District 5, 1986, rev. 1990.
Statewide Goods Movement ITS Action Plan, Caltrans, Division of New Technology and
Research, May 2002.
Status of Projects, Central Region, District 5, Caltrans, November 2004.
Santa Barbara County
2004 Metropolitan Transportation Plan, Santa Barbara County Association of Governments,
January 2005.
2020 travel forecasts for Santa Barbara County provided by Santa Barbara County
Association of Governments.
Draft Environmental Impact Report for Wye Specific Plan, Appendix H: Traffic Impact Study,
Endo Engineering for City of Lompoc, June 2003
Regional Growth Forecast: 2000-2030, Santa Barbara County Association of Governments,
March 2002.
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Transportation Concept Report State Route 1 03/23/06
Regional Transportation Plan 2000-2020, Santa Barbara County Association of Governments,
October 2001.
Greg Caresio, Vandenberg Air Force Base New Programs Office, telephone conversation.
Also see Appendix D for community meetings)
San Luis Obispo County
2001 Regional Transportation Plan, San Luis Obispo Council of Governments.
2020 travel forecasts for San Luis Obispo County projected by Department of Transportation
District 5 in cooperation with San Luis Obispo Council of Governments.
Coast Highway Management Plan, Department of Transportation District 5, March 2004.
Highway 1– San Luis Obispo North Coast Byway Enhancement Plan, San Luis Obispo Council
of Governments, February 2002.
Vision 2025: 2005 Regional Transportation Plan for San Luis Obispo County, San Luis Obispo
Council of Governments, February 2005.
Also see Appendix D for community meetings)
Monterey County
2005 Monterey County Regional Transportation Plan, Transportation Agency for Monterey
County, February 2002.
Coast Highway Management Plan, Department of Transportation District 5, March 2004.
Also see Appendix D for community meetings)
Santa Cruz County
1994 General Plan and Local Coastal Program, Santa Cruz County, 1994.
2005 Santa Cruz County Regional Transportation Plan (Draft), Santa Cruz County Regional
Transportation Commission, February 2005.
Chris Schneiter, City of Santa Cruz public Works Department, telephone conversation,
October 2005.
Also see Appendix D for community meetings)
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APPENDIX A: Definitions, Acronyms, and Abbreviations
Transportation Concept Report State Route 1 03/23/06
Access Control The condition where the right of owners or occupants of abutting land or other
persons to access a highway is fully or partially controlled by public authority.
ADA
Americans with Disabilities Act – Landmark 1990 civil rights legislation
barring discrimination against people with disabilities in all major areas of life. As
it relates to provision of transportation services, the ADA requires transportation
providers ensure nondiscriminatory, accessible service for disables individuals,
and that public transportation providers operating fixed route bus service
provide paratransit service comparable to the fixed routes.
ADT
Average Daily Traffic – The average number of vehicles passing a specific
point during a 24-hour period. Similarly, Average Annual Daily Traffic is AADT,
where the average is further normalized by averaging an entire year’s traffic
flows.
Air Basin An area or territory containing similar meteorological and geographic conditions.
In California, the Air Resources Board (ARB) has established nine air basins.
Arterial
Highway
A general term denoting a highway primarily used for through traffic usually on
a continuous route.
Auxiliary
Lane
The portion of the roadway for traffic weaving, truck climbing, speed change, or
other purposes supplementary to through traffic movement.
Average Travel
Speed (ATS)
One of the performance measures used to estimate level-of-service (LOS) on a
highway. The facility length divided by the average travel time of all vehicles
traversing the facility, including all stopped delay times.
CEQA
California Environmental Quality Act (1970) - A law requiring
governmental decision-makers be provided adequate information about the
potentially significant environmental impacts of proposed projects. CEQA also
mandates ways to avoid or significantly reduce damage to the environment.
Channelization
The separation or regulation of conflicting traffic movements into definite paths
of travel by the use of pavement markings, raised islands, or other suitable
means to facilitate the safe and orderly movement of both vehicles and
pedestrians.
Clear Recovery
Zone
An area clear of fixed objects adjacent to the roadway established to provide a
recovery zone for vehicles that have left the traveled roadway. Minimum
distances have been established. However, when an object (i.e., a tree) is
desired to be retained, guardrails or some other similar structure are used to
prevent head-on collisions with those fixed objects.
Climbing Lane A lane added on an uphill grade for use by trucks, recreational vehicles and
other heavy vehicles when their speeds are significantly reduced by the grade.
Concept
A strategy for future improvements that will reduce congestion, improve the
mobility of people and goods and/or maintain the existing level of service on a
specific route.
Conformity
Process to assess the compliance of any Federally funded or approved
transportation plan, program, or project with air quality implementation plans.
The conformity process is defined by the Clean Air Act.
Continuous
Left-turn lane
A lane that simultaneously serves left turning vehicles traveling in opposite
directions.
Transportation Concept Report State Route 1 03/23/06
Conventional
Highway
A highway without access control, which may or not be divided by a median.
Grade separations at intersections or access controls may be used when justified
at spot locations.
CMP
Congestion Management Program – A comprehensive program designed to
reduce auto-related congestion through roadway improvements, travel demand
management (TDM) and coordinated land-use planning among all local
jurisdictions. This program is voluntary, but had been required of every county
in the state prior to the implementation of the CMS.
CMS
Congestion Management System – A system required of all Transportation
Management Areas (TMA). Often adopted as a part of the CMP, the CMS is
primarily composed of the principal arterials in the region.
ALSO -
Changeable Message Signs – Electronic signs that can change the message it
displays and often used along highways to alert and redirect traffic when travel
conditions demand or provide “Amber Alert” notifications.
CTC
California Transportation Commission – A body appointed by the governor
responsible for the State Transportation Improvement Program (STIP), the
development of the Regional Transportation Plan Guidelines, and statewide
transportation policy.
Collector
Surface street providing access and traffic circulation within residential,
commercial, and industrial areas to adjacent parcels of land.
Couplet
A pair of parallel one-way roadways running in opposite directions. This offers
the potential for increasing capacity within tight city blocks where the existing
roadway cannot be widened, and a parallel roadway exists that either can
accommodate additional traffic or can be modified to do so.
Design
Exception
Written record documenting the engineering decision(s) leading to an exception
to a design standard. Exceptions are possible for both mandatory and advisory
design standards.
DSMP
District System Management Plan – A document prepared by each Caltrans
district. The DSMP identifies Caltrans priorities for highway system improvement
and is used by both Caltrans and external agencies.
Design Speed A speed selected to establish specific minimum geometric (horizontal, vertical,
site distance) design elements for a particular segment of road.
Easement A right to use or control the property of another for designated purposes.
EIR/EIS
Environmental Impact Report/Environmental Impact Statement – An
analysis of the environmental impacts of proposed land development and
transportation projects. An EIR is prepared in response to State requirements
found in CEQA. An EIS is conducted for federally funded or approved projects
per the National Environmental Policy Act (NEPA – 1969). The normal procedure
is to circulate a “draft” document to the public and involved agencies for
comments.
ERM
Emergency Response Management – A component of the ITS system, these
systems enable the rapid deployment of emergency vehicles and personnel to
the scene of a collision.
Expressway An arterial highway with at least partial control of access, which may or may not
be divided or have grade separations at intersections.
FHWA Federal Highway Administration - An agency under the U.S. Department of
Transportation (US DOT) responsible for all federal highway programs.
Transportation Concept Report State Route 1 03/23/06
Focus Routes
These routes are a subset of the 34 High Emphasis (HE) IRRS routes. They
represent the ten routes or corridors that should be the highest priority for
completion to minimum facility standards in order to serve higher volume
interregional trip movements.
Freeway
A divided arterial highway with full control of access and with grade separations
at intersections. A freeway, as defined by statue, is also a highway in respect to
which: (1) the owners of abutting lands have no right or easement of access to
or from their abutting lands; or (2) such owners have only limited or restricted
right or easement of access. This statutory definition also includes expressways.
F & E System
Freeway and Expressway System – The statewide system of highways
declared by the Legislature to be essential to the future development of
California. The F&E System has been constructed with a large investment of
funds for the ability of control access, in order to ensure the safety and
operational integrity of the highways.
Freeway
Capacity
The maximum sustained 15-minute flow rate, expressed in passenger cars per
hour per lane (pc/h/ln), that can be accommodated by a uniform freeway
segment under prevailing traffic and roadway conditions in one direction of flow.
Frontage Road
A local street or road auxiliary to and located on the side of an arterial highway
for service to abutting property and adjacent areas. These roads also allow for
control of access onto the highway system.
Functional
Classifications
A grouping of streets and highways sorted as to the character of service they
are intended to provide.
GIS
Geographic Information Systems – Computerized data management system
designed to capture, store, retrieve, analyze, and report on geographic and
demographic information in a visual format, usually in the form of a map.
Goods
Movement
The general term referring to the flow of commodities, modal good movement
systems, and goods movement institutions.
Grade
Separation
A crossing of two highways or a highway and a railroad at different levels with
one bridging the other.
Interchange
A system of interconnecting roadways in conjunction with one or more grade
separations providing for the interaction of traffic between two or more
roadways on different levels.
HE Routes
High Emphasis Routes – The most critical routes of the Interregional Road
System (IRRS), as well as the most critical for interregional travel and the state
as a whole.
HCM
Highway Capacity Manual – A manual describing the relationships between
roadway capacity and travel/flow characteristics, and containing procedures for
calculating the level-of-service (LOS) of a roadway or intersection.
HOV lanes
High Occupancy Vehicle lanes – A travel lane on a roadway segment whose
use is restricted to vehicles where a predetermined minimum number of
occupants are in the vehicle, usually more than one person.
Initial Study
A preliminary study prepared by the lead agency to determine whether an
environmental impact report (EIR) or negative declaration (ND) must be
prepared pursuant to CEQA.
Transportation Concept Report State Route 1 03/23/06
IRRS
Interregional Road System – A series of interregional state highway routes,
outside the urbanized areas, which provides access to, and links between, the
State’s economic centers, major recreational centers, and urban and rural areas.
ISTEA
Intermodal Surface Transportation and Efficiency Act – Federal
transportation legislation signed into law in 1991 that substantially changed the
way transportation funding decisions are made. The Act emphasized diversity,
balance of modes, and the preservation of the existing system. It was
superseded by TEA 21 in 1998 and SAFETEA–LU in 2005.
Intermodal
Transportation
The process of applying a system approach to transportation in which goods and
people are transported in a continuous and efficient manner between origin and
destination, using two or modes in the most efficient manner.
ITIP
Interregional Transportation Improvement Program – A program
prepared biennially by Caltrans that includes interregional highway and intercity
rail projects proposed for funding through the STIP. This program represents
25% of the total STIP budget, with the other 75% in the RTIP. Sixty percent of
the ITIP funds are programmed and expended for improvements to state
highways outside the boundaries of urbanized areas (populations greater than
50,000) and for intercity rail projects. RTPAs/MPOs may propose projects for
consideration by Caltrans for inclusion in the ITIP.
ITS
Intelligent Transportation System – This is a general term to describe a
range of advanced electronic and information technologies that can be used to
improve the safety, operational efficiency, and productivity of the transportation
system.
ITSP
Interregional Transportation Strategic Plan – A plan identifying six key
objectives for implementing the Interregional Improvement Program (IIP) and
strategies and actions to focus improvements and investments. This document
also addresses development of the IRRS and intercity rail in California, and
defines a strategy that extends beyond the current STIP.
Interstate
Highway System
The system of highways that connects the principal metropolitan areas, cities,
and industrial centers of the United States. The Interstate System also connects
the US to internationally significant routes in Mexico and Canada.
LCP
Local Coastal Plan – A guide for the development of land within the coastal
areas of California. The zoning ordinances of the jurisdictions within the region
implement provision of the LCP.
LOS
Level of Service - Term used to describe the quality of operation of a highway
facility. It is a qualitative measure of the effect of such factors as speed and
travel time, traffic interruptions, freedom to maneuver, driving comfort,
convenience, safety and operation cost. In this report, LOS is based on peak
traffic hours. On urban street systems, the quality of flow is most frequently
controlled by traffic conditions at signalized intersections. The flow
characteristics are defined in six levels of service.
LOS A
Describes a condition of free flow, with low volumes and high speeds. Traffic
density is low, with speeds controlled by driver desires, speed limits, and
physical roadway conditions.
LOS B
This zone allows stable flow, with operating speeds beginning to be restricted
somewhat by traffic conditions. Drivers still have reasonable freedom to select
their speed and lane of operation.
LOS C
This zone still allows stable flow, but the higher volumes more closely control
speeds and maneuverability. Most of the drivers are somewhat restricted in
their freedom to select their own speed, change lanes, or pass.
Transportation Concept Report State Route 1 03/23/06
LOS D
This level approaches unstable flow, with tolerable operating speeds being
maintained though considerably affected by changes in operating conditions.
Fluctuations in volumes and temporary restrictions to flow may cause substantial
drops in operating speeds.
LOS E
This level cannot be described by speed alone, but represents operations at
even lower operating speeds than in level D, with volumes at or near the
capacity of the highway. Flow is unstable, and there may be stoppages for brief
periods of time.
LOS F
Describes forced flow operation at low speeds, where volumes are below
capacity. These conditions usually result from vehicles backing up from a
restriction downstream. Speeds are reduced substantially and stoppages may
occur for short or long periods of time because of the downstream congestion.
In the extreme, both speed and volume can drop to zero.
Median The portion of a divided highway separating the traveled ways for traffic in
opposite directions.
MPO
Metropolitan Planning Organization – The organization designated by the
governor as responsible for transportation planning and programming activities,
as required under federal law, in an urbanized area. The MPO serves as the
forum for cooperative decision making by a regional board made up of local
elected officials and city and county staff. The MPO is responsible for
development of the federal long-range transportation plan and multi-year
funding programs, and the selection and approval of transportation projects
using federal funds.
NAAQS
National Ambient Air Quality Standards – Standards set by the federal EPA
for the maximum levels of air pollutants that can exist in the outdoor air without
unacceptable effects on human health or the public welfare.
NEPA
National Environmental Policy Act (1969) – Federal legislation establishing
the requirements and procedures for documenting the environmental impacts of
federally funded projects, including transportation improvements.
NHS
National Highway System – Required under Section 1006 for ISTEA, the NHS
is a 155,000-mile system comprised of major highways serving interstate and
interregional travel, connecting major population centers, ports, airports, public
transportation facilities, major travel destinations, international border crossings,
and major military installations.
NTN
National Truck Network – This network is comprised of the National System
of Interstate and Defense Highways. Sometimes referred to as just National
Network (NN). This network is part of the larger Surface Transportation
Assistance Act (STAA) network that also includes Terminal Access (TA) and
Service Access (SA) routes.
Park and Ride
Lots
Parking lots along highway corridors that allow for drivers to park their car/truck
and ride with another individual or use a transit system, reducing the number of
vehicles on the road. Some lots may also offer bicycle lockers.
Platoon
A group of vehicles traveling together as a group, either voluntarily or
involuntarily because of signal control, geometrics, lack of passing opportunities
or other factors.
Programming The process of scheduling high-priority projects for development and
implementation.
Transportation Concept Report State Route 1 03/23/06
PID
Project Initiation Document – A document required for all projects before it
can be considered for funding or programming into the STIP or the SHOPP. The
PID may be any of a number of documents including a Project Study Report
PSR), Project Study Report/Project Development Support (PSR/PDS), Project
Scope and Summary Report (PSSR), or a Noise Barrier Scope and Summary
NBSSR).
PTSF
Percent time spent following – A performance measure used to estimate
level of service on a two-lane highway. It is the average percentage of the travel
time that vehicles must travel in platoons behind slower vehicles due to the
inability to pass.
Public
Participation
The active and meaningful involvement of the public in the development of
transportation plans and programs.
Ramp metering
A traffic management strategy that utilizes a system of traffic signals on freeway
entrance and connector ramps to regulate the volume of traffic entering a
freeway corridor. This is to maximize the efficiency of the freeway and thereby
minimize the total delay in the transportation corridor.
Relinquishment A transfer of the State’s rights, title and interest in and to a highway, or portion
thereof, to a city or county.
RTP
Regional Transportation Plan – the RTP is a long-range plan (20-year
horizon) to improve a region’s state highways; local streets, roads and bikeways;
airport and marine facilities; transit, paratransit, and passenger rail services. As
a guide for the development of these facilities, the RTP describes the priorities
for making investments in a region’s transportation system.
RTPA
Regional Transportation Planning Agency – The county level, or multi-
county level, agency responsible under state law for the preparation of RTPs and
allocation of funds. RTPAs can be local transportation commissions, Councils of
Governments, MPOs, or statutorily created agencies.
Right-of-Way
Real estate acquired for transportation purposes, which includes the facility itself
highway, fixed guideway, etc.) as well as associated uses (maintenance
structures, drainage systems, roadside landscaping, etc.).
Roadbed Those portions of the roadway extending from curb line to curb line or shoulder
line to shoulder line. Divided highways are considered to have two roadbeds.
Roadway
Characteristics
The geometric characteristics of the roadway segment under study, including
the number and width of lanes, right-shoulder lateral clearance,
interchange/intersection spacing, vertical alignment, and lane configurations.
RWIS
Road Weather Information System – This ITS system collects pavement
temperature, visibility, wind speed and direction, and precipitation data and
presents the data in a usable format to transportation system operators, for the
public.
Rural An area with a population under 5000.
Rural Local
Roadways that provide access to adjacent lands and provide service to travel
over relatively short distances as compared to collectors or other highway
systems.
Rural Other
Principal Arterial
All non-Interstate Principal Arterials which will serve corridor movements having
trip length and travel density characteristics indicative of substantial statewide or
interstate travel. These roadways will also serve all urban areas of 50,000 and
over population and a large majority of those with population of 25,000 and
over. They should also provide an integrated network without stub connections
except where unusual geographic or traffic flow conditions dictate otherwise.
Transportation Concept Report State Route 1 03/23/06
SAFE
Service Authority for Freeway Emergencies – State legislation (SB-1199),
enacted in 1985, authorized the establishment of local SAFEs for the purposes of
installing, maintaining, and operating a network of motorist-aid call boxes. The
program is funded by a $1 per year fee on all registered motor vehicles within
the county.
SAFETEA-LU
The Safe, Accountable, Flexible, Efficient Transportation Equity Act – A
Legacy for Users – Federal legislation enacted in 2005. SAFETEA-LU authorizes
the Federal Surface Transportation Programs (FSTP) for highways, highway
safety, and transit for the 5-year period from 2005-2009. This legislation
superseded TEA-21, but maintains its basic structure and builds on its key
initiatives.
Scenic Corridor
A band of land that is visible from and generally adjacent to, but outside of, the
highway right-of-way having scenic, historical, or other aesthetics
characteristics.
Scenic Highway
An officially designated portion of the State Highway System traversing areas of
outstanding scenic beauty and/or historic character. Designations include: All
American Road, National Scenic Byway, U.S. Forest Service Byway, Historic
Highway and State Scenic Highway.
Scoping
An activity of the lead agency in the environmental process ensuring the
inclusion of all significant issues and maximum participation for the development
of the EIR/EIS.
Segment A portion of the highway identified for analysis that is homogenous in nature.
SB-45 (1997)
Senate Bill 45 of the 1997 California State Legislature – State legislation
enacted in 1997 that substantially changed the process for allocating state and
federal transportation funds through the STIP. The major changes include
consolidation of several prior STIP funding programs into two broad programs,
increased programming flexibility, authority, and accountability for regional
agencies and full accounting of all project costs in the STIP. SB-45 initially
shortened the STIP period from 7 to 4 years. However, a five-year program was
established with the 2002 STIP under Assembly Bill (AB) 2928.
Shoulder
The portion of the roadway contiguous with the traveled way for accommodating
stopped vehicles, for emergency use, and for lateral support of the roadbed base
and surface courses.
SHOPP
State Highway Operation and Protection Plan – A program of projects
adopted by Caltrans to preserve and protect the state highway system and
provides for its safe operation. SHOPP projects include traffic safety, pavement
and bridge rehabilitation, seismic retrofit, earthquake and storm damage repair
and traffic operational improvements. These projects are maintained on a four-
year list that is updated every two years.
SIP
State Implementation Plan – A document prepared by each State, with input
from local Air Pollution Control Districts (APCDs) describing the existing air
quality conditions and measures that will be taken to attain and maintain
national ambient air quality standards (NAAQS). In California, the California Air
Resources Board (CARB or ARB) prepares the SIP.
SR
State Route – State highways within the State, other than Interstate and US
routes, which serve interstate and intrastate travel. These highways can be
freeways, expressways or conventional highways depending on their access
control.
Transportation Concept Report State Route 1 03/23/06
STAA Network
Surface Transportation Assistance Act Network – This network was
created by federal legislation in 1982 and is made up of the National Network
NN), Terminal Access (TA) and Service Access (SA) routes. This legislation
requires states to allow large trucks on these specific routes.
STIP
State Transportation Improvement Program – A statewide program of
transportation projects adopted biennially by the CTC that governs the
expenditure of state revenues for transportation. The STIP consists of
transportation projects proposed in the RTIPs and ITIP, and approved by the
CTC.
STRAHNET
Strategic Highway Network - a federal designation for the system of
highways providing access to major U.S. military installations.
TA Route
Terminal Access Route – Portions of State routes and local roads that can
accommodate STAA trucks. TA routes allow STAA trucks to (1) travel between
NTN routes, (2) reach a truck’s operating facility, or (3) reach a facility where
freight originates, terminates, or is handled in the transportation process.
TASAS
Traffic Accident Surveillance and Analysis System – A system providing a
detailed list or summary of collisions occurring on highways, ramps, or
intersections in the State Highway System. Collision histories can be accessed by
location, highway characteristics, collision data codes or any combination of
these by State safety engineers for evaluation and recommendations.
TCM
Transportation Control Measure – Any strategy to reduce vehicle trips,
vehicle use, vehicle miles traveled, vehicle idling, or traffic congestion for the
purpose of reducing motor vehicle emissions.
TDM
Transportation Demand Management – The implementation of measures
that encourage people to change their mode of travel, travel during off-peak
periods, or not make the trip alone at all, e.g., ridesharing, telecommuting,
pricing incentives and parking management.
TE
Transportation Enhancements – A program under ISTEA, TEA-21, and
SAFETEA-LU, which sets aside a portion of Surface Transportation Program
STP) funds for several categories of projects whose purpose is to enhance the
transportation system. Enhancement funds can be used for bicycle and
pedestrian facilities, landscaping and scenic highway programs, restoration of
historic rail stations, and various other purposes.
TEA-21
Transportation Equity Act for the 21st Century – Federal legislation
enacted in 1998. TEA-21 authorizes the Federal Surface Transportation
Programs (FSTP) for highways, highway safety, and transit for the 6-year period
from 1998-2003. This legislation superseded ISTEA, but maintained its basic
structure and built on its key initiatives. TEA-21 has bee superceded by
SAFETEA-LU.
TMC
Traffic Management Center – A building, or portion of a building, that serves
as a focal point to monitor traffic and road conditions, as well as train and transit
schedules, and airport and shipping advisories. From this point, information
about collisions, road closures and emergency notifications is relayed to the
public.
Transportation
Stakeholders
In transportation, stakeholders include FHWA, CTC, RTPA/MPO(s),
transportation departments and commissions, cities and counties, Native
American Tribal Governments, economic development and business interests,
resource agencies, interest groups, the public, the Legislature, and the
Governor.
Transportation Concept Report State Route 1 03/23/06
TSDP
Transportation System Development System – A TSDP identifies a
reasonable, comprehensive and effective range of transportation improvements
on State highways. It is Caltrans statement of priorities for improvements after
negotiating and joint planning efforts with regional agencies.
TSM
Transportation System Management – TSM is (1) a process orientated
approach to solving transportation problems considering both long and short-
range implications, and (2) a services and operations process, in which low
capital, environmentally-responsive, efficiency-maximizing improvements are
implemented on existing facilities.
TTAC
Technical Transportation Advisory Committee - A regional advisory
committee that serves as a communication link between a RTPA/MPO and all
other transportation agencies within a county or specified area. TTACs review
and make policy recommendations on fiscal matters, fund allocations, special
studies, and planning documents for submittal to the appropriate board(s). The
committee will usually consist of representatives from the cities, county, transit
agencies, APCD, RTPA/MPO, and Caltrans.
Urbanized Area
One or more places and the adjacent densely settled surrounding area that
together include at least 50,000 people. "Densely settled" means having a
population density of 1000 persons per square mile (generally) based on census
blocks. Some small portions of an area not reaching the density threshold are
included for spatial continuity
Urban Collector
The collector street system provides land access service and traffic circulation
within residential neighborhoods, commercial and industrial areas. It differs
from the arterial system in that facilities on the collector system may penetrate
residential neighborhoods, distributing trips from the arterials through the area
to the ultimate destination. Conversely, the collector street also collects traffic
from local streets in residential neighborhoods and channels it into the arterial
system. In the central business district, and in other areas of like development
and traffic density, the collector system may include the street grid, which forms
a logical entity for traffic circulation.
Urban Local
Comprised of all facilities not on one of the higher systems. It serves primarily
to provide direct access to abutting land and access to the higher order systems.
It offers the lowest level of mobility and usually contains no bus routes. Service
to through traffic movement usually is deliberately discouraged.
Urban Minor
Arterial
Interconnects with and augments the urban principal arterial system and
provides service to trips of moderate length at a somewhat lower level of travel
mobility than principal arterials. This system also distributes travel to
geographic areas smaller than those identified with the higher system. The
minor arterial street system includes all arterials not classified as a principal and
contains facilities that place more emphasis on land access than the higher
system, and offers a lower level of traffic mobility. Such facilities may carry local
bus routes and provide intra-community continuity, but ideally should not
penetrate identifiable neighborhoods. This system should include urban
connections to rural collector roads where such connections have not been
classified as urban principal arterials.
Urban Other
Principal Arterial This system consists of all non-Interstate principal arterials.
Urban Principal
Arterial – Other
Fwys/Expwys
Connecting links of non-Interstate rural principal arterials. Connecting links of
rural minor arterials.
US Route A network of highways of statewide and national importance. These highways
can be freeways, expressways, or conventional highways.
Transportation Concept Report State Route 1 03/23/06
APPENDIX B: Maps and Segment Data
Transportation Concept Report State Route 1 03/23/06
APPENDIX B-1: Maps and Segment Data
Santa Barbara County
ÆmÆmÆmÆmÆmÆm%,%,%,%,%,%,#Santa
BarbaraSantaMariaLompocGuadalupe#·
ROUTE 1 – SANTA BARBARA COUNTY - SEGMENT 1
S EGMENT S PECIFICATIONS
Segment Begin End Description
1 R0.00 19.25 U.S. Route 101 to
SR 246
Segment Concept : LOS D/ 2-lane
Conventional Highway with Operational
Improvements
S EGMENT F EATURES
Environmental
Constraints:
Scenic and historic resources
Special status species/habitat
Geologic and seismic
Archaeological and cultural resources
Topography
Aesthetics
Multimodal Facilities:Clean Air Express Class III Bike Lanes
Pacific Coast Bike Route
Land Uses along
Corridor :
Agriculture
Open space
Major Traffic
Generators:
Lompoc
Vandenberg Air Force Base
Jalama Beach County Park
I DENTIFIED L EVELS OF S ERVICE – EXISTING AND F UTURE:
Segment 1 is presently operating at peak LOS D and is projected to remain at LOS D to the year 2025.
R ECOMMENDED A CTIONS:
Construct system-wide operational improvements: passing lanes, turn-outs and channelization for turning
movements, as appropriate.
Provide standard width shoulders for improved bicycling conditions.
Stabilize cut slopes along roadway.
Install CMS on US 101 and/or SR 246 to warn of lanes blockages on Segment 1.
Encourage use of SR 246 as alternative route.
Encourage car-pooling or vanpooling for journey to work on South Coast.
Route 1 1
PM start PM end Length
R0.00 19.25 19.25
2 to 4 11 to 14 ft.
Rolling 100 to 200 ft.
1 4 to 8 ft
Class III 0 to 60 ft.
2002 2025 2002 2025 2002 2025
7,500 14,300 0.37 0.48 D D
2.85% 60%
900 7%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 0.58 0.85
Fatality Collision Rate 0.014 0.030
0.28 0.41
Proposed Transportation Concept
Description
Number of Lanes
Terrain
Functional Classification:
Lane Width
Shoulder Width
Caltrans District 5 - Segment Data Sheet
Segment/(Sub-segment)Santa Barbara
County
Segment/sub-segment Location
V/C Ratio
Directional Split
Signalized
Intersection
Analysis
US 101 to SR 246
Facility Type:
Existing Roadbed Information
Signalized Intersections
Rural Principal Arterial & Urban Principal
Arterial
ROW Width
Route Designations
Interregional Road System
Terminal Access Route
No
Yes
MedianWidthBicycleFacilities
Expressway & Conventional Highway
Trucking Designations
Through-traffic
flow Analysis
National Highway System
Peak Hour Volume (2002)
Operating Characteristics
ADT Ann. Growth (2002-2025)
NoFocusRoute
Peak Hour Truck
LOS
Comments: Provide passing lanes, turn-outs, and channelization as appropriate; standard
width shoulders throughout; use of CMS (on US 101, Segment 2, and/or SR 246) to warn of
lane blockages on Segment 1.
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Fatality & Injury Collision Rate
LOS D / 2-lane conventional highway and
expressway
Proposed Concept
Average collision rates statewide for this type facility
Location
LOS D in 1997
Accident Data
State Route 246
ADT
LOSDelayTime (seconds)
ROUTE 1 – SANTA BARBARA COUNTY - SEGMENT 2
S EGMENT S PECIFICATIONS
Segment Begin End Description
2A 19.25 20.57 SR 246 to
H St (Lompoc)
2B 20.57 R23.30 H St (Lompoc) to
Harris Grade and
Purisima Roads
Segment Concept : LOS C/D: Four-lane
Conventional Highway
S EGMENT F EATURES
Environmental
Constraints:
Historic resources
Geologic and seismic
Multimodal Facilities:City of Lompoc Transit (COLT), Clean Air
Express, The Breeze
Lompoc Airport
Park and ride facilities
Pacific Coast Bike Route
Land Uses along
Corridor :Urban commercial, office, industrial
Major Traffic
Generators:
Downtown Lompoc
Mission Plaza shopping center
Regional destinations to the north and south
I DENTIFIED L EVELS OF S ERVICE – EXISTING AND F UTURE:
Segment 2 is presently operating at peak LOS B/D, according to location. Sections of Segment 2B would operate at
LOS C/F by the year 2015 according to a traffic study for a recently approved development at the intersection with
Harris Grade and Purisima Roads. This intersection currently operates at LOS B, and would decline to LOS D
according to that study.
R ECOMMENDED A CTIONS:
Evaluate effects of Central Avenue Extension on segment traffic.
Consider improving local circulation with parallel arterial couplets or other patterns to relieve traffic on Ocean and
H streets.
Widen east bridge over Santa Ynez River for northbound operations for bicyclists.
Improve circulation for bicycle travel through intersection with Harris Grade and Purisima Roads at north end of
segment.
Context Sensitive Solutions for State Highway as “Main Street” in Lompoc.
Route 1 2A
PM start PM end Length
19.25 20.57 1.32
4 11 to 12 ft.
Flat 100 ft.
4 6 to 16 ft.
Class III 0 to 14 ft.
2002 2025 2002 2025 2002 2025
16,500 25,700
1.95% 55%
1,600 4%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 4.22 2.83
Fatality Collision Rate 0.042 0.018
1.39 1.24
Proposed Transportation Concept
No Data ~
No Data; nearing capacity ~
Comments: Evaluate effects of Central Avenue extension; consider designation of parallel
arterials as directional couplets
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
LOS C / 4-lane conventional highway
Average collision rates statewide for this type facility
Segment/sub-segment Location
Operating Characteristics
Route Designations
Existing Roadbed Information
No
Lane Width
7th, A, G
H
Fatality & Injury Collision Rate
Signalized
Intersection
Analysis
Location
LOSDelayTime (seconds)
Proposed Concept
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Bicycle Facilities
State Route 246 to H Street Lompoc
ADT Ann. Growth (2002-2025)
Yes
ROW Width
Shoulder Width
Median Width
V/C Ratio
Urban Principal ArterialFunctionalClassification
LOS
Trucking Designations
Conventional Highway
Advisory: KPRA over 36 feet not advised
No
Directional Split
Peak Hour Truck
Not Applicable
Santa Barbara
County
ADT
National Highway System
Focus Route
Interregional Road System
Facility Type:
Through-traffic
flow Analysis
Peak Hour Volume (2002)
Route 1 2B
PM start PM end Length
20.57 R23.30 2.73
4 10 to 12 ft.
Flat 100 ft.
10 2 to 8 ft.
Class III 0 to 14 ft.
2002 2025 2002 2025 2002 2025
18,100 26,100 B-D C-F
ADT Ann. Growth (2002-2025) 1.60% Directional Split 55%
Peak Hour Volume (2002) 1,500 Peak Hour Truck 4%
2002 2025 2002 2025
BC
DF
BD
Segment Statewide*
Total Collision Rate 6.10 2.02
Fatality Collision Rate 0.000 0.018
1.59 0.89
Proposed Transportation Concept
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
LOS C/D/ 4-lane conventional highway
Average collision rates statewide for this type facility
Proposed Concept
Comments: Evaluate effects of Central Avenue extension; consider designation of directional
couplets using parallel arterials; widen east bridge over Santa Ynez River and improve
operations through intersection with Harris Grade and Purisima Roads for bicycle traffic.
Fatality & Injury Collision Rate
Segment/sub-segment Location
Route Designations
Existing Roadbed Information
No
Signalized Intersections
Lane Width
Urban Principal Arterial
Accident Data
LOSDelayTime (seconds)
Central
Mission Plaza Center
Purisima/Harris Grade
no data ~
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
North H Street Lompoc to Harris Grade and
Purisima Roads
Functional Classification
Santa Barbara
County
ROW Width
Shoulder Width
Median Width
Conventional Highway
Bicycle Facilities
Facility Type:
LOS
Walnut, Chestnut, College, Pine,
Barton, Lompoc ShoppingCenterSignalizedIntersection
Analysis
Location
North Ave.
no data ~
V/C Ratio
Focus Route
Through-traffic
flow Analysis
ADT
National Highway System
Operating Characteristics
Trucking Designations
No
Yes
Advisory: KPRA over 36 feet not advised. No
trucks over 3 tons.
Interregional Road System
ROUTE 1 – SANTA BARBARA COUNTY - SEGMENT 3
S EGMENT S PECIFICATIONS
Segment Begin End Description
3A R23.30 M29.89
Harris
Grade/Purisima
Roads to
Vandenberg Road
3B M29.89 M36.19 Vandenberg Road
to SR 135
3C M36.19 R34.78 SR 135 to Orcutt
Expressway
Segment Concept : LOS C: Four-lane
Conventional Highway
S EGMENT F EATURES
Environmental
Constraints:
Scenic and historic resources
Special status species/habitat
Geologic and seismic
Archaeological and cultural resources
Multimodal Facilities:City of Lompoc Transit (COLT), SMOOTH,
Clean Air Express, The Breeze Pacific Coast Bike Route
Land Uses along
Corridor :
Educational Facility
Limited residential in Sub-segment 3A
Rural, open space,
Public lands (Military base)
Major Traffic
Generators:
La Purisima Mission State Historic Park
Allan Hancock College
Vandenberg Village
Mission Hills
Vandenberg Air Force Base
I DENTIFIED L EVELS OF S ERVICE – EXISTING AND F UTURE:
Segment 3 is presently operating at peak LOS A and is projected to remain at peak LOS A/B through year 2025.
R ECOMMENDED A CTIONS:
Enhance COLT, Breeze, and Clean Air Express Service as needed.
Limit access to highway.
Route 1 3A
PM start PM end Length
R23.30 M29.89 6.59
4 12 ft.
Rolling 60 to 150 ft.
3 4 to 8 ft.
Class III 22 to 36 ft.
2002 2025 2002 2025 2002 2025
17,800 26,200 A A/B
ADT Ann. Growth (2002-2025) 1.69% Directional Split 58%
Peak Hour Volume (2002) 1,500 Peak Hour Truck 4%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 0.81 1.70
Fatality Collision Rate 0.008 0.031
0.29 0.72
Proposed Transportation Concept
Yes
Route Designations
Santa Barbara
County
ADT
National Highway System
Focus Route
Interregional Road System
Facility Type:
ROW Width
Bicycle Facilities
Harris Grade and Purisima Roads to Vandenberg
AFB Main Entry
LOS
Functional Classification
Through-traffic
flow Analysis
V/C Ratio
Trucking Designations Terminal Access Route
Operating Characteristics
Segment/sub-segment Location
No
Lane Width
Urban Principal Arterial
Conventional Highway
Shoulder Width
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Existing Roadbed Information
Median Width
No
Comments: Limit points of access to highway
Vandenberg Road
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
LOS C/ 4-lane conventional highway
Proposed Concept
Hancock, Timber Lane
Signalized
Intersection
Analysis
Location
LOSDelayTime (seconds)
Average collision rates statewide for this type facility
Fatality & Injury Collision Rate
no data ~
no data. known peak hour delays ~
Route 1 3B
PM start PM end Length
M29.89 M36.19 6.30
4 12 ft.
Rolling 150 ft.
None 8 ft.
Class III 22 to 46 ft.
2002 2025 2002 2025 2002 2025
13,900 17,700 A A/B
ADT Ann. Growth (2002-2025) 1.05% Directional Split 55%
Peak Hour Volume (2002) 1,500 Peak Hour Truck 3%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 0.93 1.67
Fatality Collision Rate 0.000 0.022
0.42 0.65
Proposed Transportation Concept
Lane Width
Comments: Limit access to highway
none)
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
Proposed Concept
No
ROW Width
Shoulder Width
MedianWidthBicycleFacilities
Urban Principal Arterial & Rural Principal
Arterial
Segment/sub-segment Location
LOS C/ 4-lane conventional highway
Fatality & Injury Collision Rate
Signalized
Intersection
Analysis
Location
LOS
Route Designations
Existing Roadbed Information
Delay Time (seconds)
Average collision rates statewide for this type facility
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Vandenberg AFB Main Entry to SR 135
Functional Classification
LOS
Trucking Designations
Conventional Highway
Terminal Access Route
Yes
V/C Ratio
Yes
Operating Characteristics
Santa Barbara
County
ADT
National Highway System
Focus Route
Interregional Road System
Facility Type:
Through-traffic
flow Analysis
Route 1 3C
PM start PM end Length
M36.19 R34.78 3.34
4 12 ft.
Rolling 150 ft.
None 8 ft.
Class III 46-99 ft.
2002 2025 2002 2025 2002 2025
15,000 17,800 A A
ADT Ann. Growth (2002-2025) 74.00% Directional Split 55%
Peak Hour Volume (2002) 1,500 Peak Hour Truck 2%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 0.66 0.61
Fatality Collision Rate 0.000 0.016
0.32 0.28
Proposed Transportation Concept
Through-traffic
flow Analysis
Rural PrincipalArterialFunctionalClassification
LOS
Bicycle Facilities
Route Designations
Expressway
Santa Barbara
County
ADT
National Highway System
Focus Route
Interregional Road System
Facility Type:
Operating Characteristics
Trucking Designations
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Median Width
Segment/sub-segment Location
LOS C/ 4-lane expressway
SR 135 to Orcutt Expressway
LOSDelayTime (seconds)
Terminal Access Route
Yes
Yes
V/C Ratio
Average collision rates statewide for this type facility
Location
Existing Roadbed Information
No
Lane Width
ROW Width
Shoulder Width
Proposed Concept
Comments: Minimize access to highway
none)
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
Fatality & Injury Collision Rate
Signalized
Intersection
Analysis
ROUTE 1 – SANTA BARBARA COUNTY - SEGMENT 4
S EGMENT S PECIFICATIONS
Segment Begin End Description
4A R 34.78 49.20 Orcutt Expressway to
SR 166
4B 49.20 50.61 SR 166 to
Santa Barbara/San
Luis Obispo County
Line
Segment Concept : LOS C: Two- and
Four-Lane Conventional Highway
S EGMENT F EATURES
Environmental
Constraints:Scenic and historic resources
Special status species/habitat
Geologic and seismic
Archaeological and cultural resources
Topography
Aesthetics
Multimodal Facilities:SMOOTH, Clean Air Express, Guadalupe
Flyer/Shuttle
Pacific Coast Bike Route
Rail Station in Guadalupe
Land Uses along
Corridor :
Rural, open space, agriculture
Urban (City of Guadalupe)
Major Traffic
Generators:
Community of Orcutt
Agricultural operations
City of Guadalupe
I DENTIFIED L EVELS OF S ERVICE – EXISTING AND F UTURE:
Segment 4 is presently operating at peak LOS D and is projected to remain at peak LOS D through year 2025.
R ECOMMENDED A CTIONS:
Widen lanes and shoulders to meet standards.
Add passing lanes or turnouts to improve operations.
Provide channelization for turns.
Improve local circulation in Guadalupe.
Provide elevated railroad crossing on SR 166 or a parallel alignment in Guadalupe for reliable access between Route
1 and Santa Maria
Widen Santa Maria River Bridge north of Guadalupe.
Route 1 4A
PM start PM end Length
R34.78 49.20 14.42
2 to 4 11 to 12 ft.
Flat 60 to 100 ft.
None 1 to 8 ft.
Class III 0 to 99 ft.
2002 2025 2002 2025 2002 2025
3,200 3,800 C C
ADT Ann. Growth (2002-2025) 0.75% Directional Split 55%
Peak Hour Volume (2002) 400 Peak Hour Truck 5%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 1.19 1.11
Fatality Collision Rate 0.094 0.041
0.56 0.53
Proposed Transportation Concept
Santa Barbara
County
ADT
National Highway System
Focus Route
Interregional Road System
Facility Type:
ROW Width
Segment/sub-segment Location
V/C Ratio
Trucking Designations CA Legal 40' KPRA
No
Yes
Operating Characteristics
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Bicycle Facilities
Orcutt Expressway to SR 166
Existing Roadbed Information
No
Fatality & Injury Collision Rate
Signalized
Intersection
Analysis
Location
Shoulder Width
Median Width
Urban Minor Arterial & Rural Minor Arterial
Expressway and Conventional Highway
Accident Data
Route Designations
LOSDelayTime (seconds)
Through-traffic
flow Analysis
LOS
Functional Classification
LOS C / 4-lane conventional highway
Average collision rates statewide for this type facility
Lane Width
Proposed Concept
Comments: Widen non-standard travel lanes and shoulders; provide passing lanes or turn-outs;
provide acceleration and deceleration lanes at intersecting roads
none)
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Route 1 4B
PM start PM end Length
49.20 50.61 1.41
2 to 4 12 ft.
Flat 100 ft.
None 2 to 9 ft.
Class II/III 0 ft.
2002 2025 2002 2025 2002 2025
5,000 6,000 A A
ADT Ann. Growth (2002-2025) 0.80% Directional Split 55%
Peak Hour Volume (2002) 500 Peak Hour Truck 4%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 1.52 2.87
Fatality Collision Rate 0.000 0.032
0.13 1.27
Proposed Transportation Concept
Rural Minor Arterial and Urban Principal Arterial
Conventional Highway
ROW Width
Shoulder Width
Functional Classification
Route Designations
Facility Type:
Interregional Road System
No
Proposed Concept
none)
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
Average collision rates statewide for this type facility
V/C Ratio
Through-traffic
flow Analysis
CA Legal 40' KPRA
No
Yes
LOS
Trucking Designations
Operating Characteristics
National Highway System
Focus Route
LOS C /2 and 4-lane conventional highway
Fatality & Injury Collision Rate
Signalized
Intersection
Analysis
Location
Comments: Improve local circulation; provide standard width shoulders; widen Santa Maria
River bridge at Guadalupe.
LOSDelayTime (seconds)
Signalized Intersections
Bicycle Facilities
Segment/sub-segment Location
Existing Roadbed Information
SR 166 to Santa Barbara/San Luis Obispo
County Line
Lane Width
Median Width
ADT
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Santa Barbara
County
Transportation Concept Report State Route 1 03/23/06
APPENDIX B-2: Maps and Segment Data
San Luis Obispo County
ROUTE 1 – SAN LUIS OBISPO COUNTY - SEGMENT 5
S EGMENT S PECIFICATIONS
Segment Begin End Description
5A 0.00 5.07
Santa Barbara/San Luis
Obispo County Line to
Willow Road
5B 5.07 10.90 Willow Road to Halcyon
Road
Segment Concept : LOS C/D: Two-lane
Conventional Highway
S EGMENT F EATURES
Environmental
Constraints:
Coastal Zone requirements
Scenic and historic resources
Special status species/habitat
Geologic and seismic
Archaeological and cultural resources
Topography
Aesthetics
Multimodal Facilities:Central Coast Area Transit
Amtrak Stations in Guadalupe and Grover
Beach
Pacific Coast Bike Route
Land Uses along
Corridor :
Agriculture
Eucalyptus groves
Scattered home sites
Major Traffic
Generators:
Guadalupe Oil Field
Agricultural operations
Urban-type development
Union Oil
I DENTIFIED L EVELS OF S ERVICE – EXISTING AND F UTURE:
Segment 5 is presently operating at peak LOS C, but is projected to reach peak LOS D by year 2025.
R ECOMMENDED A CTIONS:
Improve vertical and horizontal alignments.
Provide standard width travel lanes and shoulders
Consolidate driveways to limit access points.
Provide channelization for turns
Support extension of area county road(s) to US 101.
Widen Santa Maria River Bridge north of Guadalupe.
Æm
Willow Rd.
Division St.
Oso Flaco LakeRd.
Valley
Rd.
Los
Ber
r
os
Rd.
HalcyonRd.
1
tu101
1 5B 5A GUADALUPE S
L O C O .
S
B
C
O .
NIPOMO
SANTA
MARIA OCEANO
Pacific Ocean
Æm")")!(!(!(GUADALUPESLO
CO.
Route 1 5A
PM start PM end Length
0.00 5.07 5.07
2 10 to 14 ft.
Flat/Rolling 60 ft.
None 0 to 9 ft.
Class III 0 ft.
2002 2025 2002 2025 2002 2025
5,500 9,000 0.20 0.33 C C
ADT Ann. Growth (2002-2025) 1.02% Directional Split 60%
Peak Hour Volume (2002) 500 Peak Hour Truck 11%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 1.29 1.37
Fatality Collision Rate 0.068 0.030
0.48 0.66
Proposed Transportation Concept
Facility Type:
Trucking Designations
Through-traffic
flow Analysis
National Highway System
Focus Route
Interregional Road System
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Bicycle Facilities
San Luis
Obispo County
LOS C/ 2-lane conventional highway
LOSDelayTime (seconds)
No
Yes
Proposed Concept
V/C RatioLOSADT
Segment/sub-segment Location
Operating Characteristics
Route Designations
Roadbed Information
No
Lane Width
Comments: Improve vertical and horizontal alignments; provide standard width travel lanes
and shoulders; provide channelization for turns; minimize points of access to highway.
none)
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
Average collision rates statewide for this type facility
Fatality & Injury Collision Rate
Signalized
Intersection
Analysis
Location
Rural Minor ArterialFunctionalClassification
Santa Barbara/San Luis Obispo County Line to
Willow Road
ROW Width
Shoulder Width
Median Width
Conventional Highway
Advisory KPRA under 30' & CA Legal 40' KPRA
Route 1 5B
PM start PM end Length
5.07 10.90 5.83
2 10 to 14 ft.
Flat/Rolling 60 ft.
1 0 to 8 ft.
Class III 0 to 12 ft.
2002 2025 2002 2025 2002 2025
5,500 9,500 0.27 0.44 C D
ADT Ann. Growth (2002-2025) 1.02% Directional Split 60%
Peak Hour Volume (2002) 600 Peak Hour Truck 11%
2002 2025 2002 2025
E (1999)*
South County Circulation Study, 2000
Segment Statewide*
Total Collision Rate 2.16 1.37
Fatality Collision Rate 0.030 0.030
0.87 0.66
Proposed Transportation Concept
Advisory KPRA under 30' & CA Legal 40' KPRA
Delay Time (seconds)
No
Yes
Facility Type:
V/C Ratio
Willow Road to Halcyon Road
ROW Width
Shoulder Width
Median Width
SR 1/Halcyon Road (East)
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
Average collision rates statewide for this type facility
Fatality & Injury Collision Rate
Signalized
Intersection
Analysis
Location
Route Designations
Roadbed Information
No
Lane Width
Rural MinorArterialFunctionalClassification
Bicycle Facilities
Conventional Highway
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Segment/sub-segment Location
San Luis
Obispo County
Comments: Improve vertical and horizontal alignments; consolidate driveways to limit access
points; provide Class II bicycle facilities throughout; support transit-oriented development.
Trucking Designations
Through-traffic
flow Analysis
National Highway System
Focus Route
Interregional Road System
LOS C/D/ conventional highway
LOS
LOS
Proposed Concept
ADT
Operating Characteristics
ROUTE 1 – SAN LUIS OBISPO COUNTY – SEGMENT 6
S EGMENT S PECIFICATIONS
Segment Begin End Description
6 10.90 16.77 Halcyon Rd to
US Route 101 in Pismo
Beach
Segment Concept : LOS C/D: Two- to
four-lane Conventional Highway
S EGMENT F EATURES
Environmental
Constraints:
Coastal Zone requirements
Scenic and historic resources
Special status species/habitat
Geologic and seismic
Archaeological and cultural resources
Topography
Aesthetics
Multimodal Facilities:Central Coast Area Transit AMTRAK at Grover Beach
Pacific Coast Bike Route
Land Uses along
Corridor :
Agricultural
Urban transitional
Recreational
Urban Commercial
Major Traffic
Generators:
Agricultural Operations
Oceano Dunes State Vehicular Recreation Area
Pismo Beach State Beach
Urban Activities in Oceano, Grover Beach, and Pismo Beach
I DENTIFIED L EVELS OF S ERVICE – EXISTING AND F UTURE:
Segment 6 is presently operating at peak LOS E and is projected to reach LOS F by year 2025.
R ECOMMENDED A CTIONS:
Widen to four lanes where feasible.
Improve local circulation and parking.
Minimize and consolidate access points.
Provide Class II bike lanes throughout.
Improve pedestrian access.
Provide standard width travel lanes and shoulders.
Route 1 6
PM start PM end Length
10.90 16.77 5.87
2 10 to 13 ft.
Flat/Rolling 60 ft.
6 4 to 15 ft.
Class II/III 0 to 14 ft.
2002 2025 2002 2025 2002 2025
12,200 24,300 0.52 >1.00 E F
ADT Ann. Growth (2002-2025) 3.04% Directional Split 60%
Peak Hour Volume (2002) 1,400 Peak Hour Truck 8%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 2.01 2.99
Fatality Collision Rate 0.000 0.013
0.87 1.20
Average collision rates statewide for this type facility
Proposed Transportation Concept
Accident Data
Fatality & Injury Collision Rate
Signalized
Intersection
Analysis Pier, Grand, Coast Village, Hinds,
Pomeroy, Mattie ~
No data. No significant issues. ~
Comments: Widen to four lanes where feasible; improve local circulation to reduce congestion
on SR 1; provide Class II bicycle facilities along entire segment; improve pedestrian access;
enhance shuttle service for motels, restaurants, shopping, and beach area destinations.
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Roadbed Information
No
Urban Principal Arterial & Urban Minor Arterial
Route Designations
Median Width
Yes
ConventionalHighwayFacilityType:
Signalized Intersections
Proposed Concept
Lane Width
ROW Width
Shoulder Width
Trucking Designations
Bicycle Facilities
Location
National Highway System
Halcyon Road to South Junction with US Route
101(Pismo Beach)
LOS C/D 2 to 4-lane conventional highway
LOSDelayTime (seconds)
CA Legal 40' KPRA
No
Functional Classification
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
San Luis
Obispo County
Segment/sub-segment Location
Focus Route
Interregional Road System
Through-traffic
flow Analysis
Operating Characteristics
LOSV/CRatioADT
ROUTE 1 – SAN LUIS OBISPO COUNTY - SEGMENT 7
S EGMENT S PECIFICATIONS
Segment Begin End Description
7 16.77 17.80
U.S. Route 101 Ramps at
Santa Rosa Street in San
Luis Obispo to City
Limits at Highland Drive
Segment Concept : LOS D: (See
Recommended Actions, below)
S EGMENT F EATURES
Environmental
Constraints:
Coastal Zone requirements
Scenic and historic resources
Special status species/habitat
Geologic and seismic
Archaeological and cultural resources
Topography
Aesthetics
Multimodal Facilities:Central Coast Area Transit SLO Transit
Pacific Coast Bike Route
Land Uses along
Corridor :
Urban Commercial and Office
Hospital
Major Traffic
Generators:
California State Polytechnic University
Restaurants, Professional Offices, and other Urban Facilities
Sierra Vista Hospital
Route 101 Ramps
I DENTIFIED L EVELS OF S ERVICE – EXISTING AND F UTURE:
Segment 7 is presently operating at peak LOS E and is projected to operate at peak LOS F by the year 2025.
R ECOMMENDED A CTIONS:
Evaluate potential for widening to six lanes
Evaluate potential for grade separation at Foothill Boulevard intersection
Improve US 101 interchange
Evaluate bypass/relinquishment of Segments 7 and 8A (alternate route from Route 101 to Cuesta College)
Improve pedestrian access
Reduce demand by encouraging and improving alternative modes of transportation.
Improve local circulation.
Synchronize traffic signals.
Consider local CSS proposals.
Consider CMS and HAR on US 101 re: SR 1 road conditions.
Implement Intelligent Transportation System components from Central Coast Deployment Plan
State Route
1San Luis
Obispo
Route 1 7
PM start PM end Length
16.77 17.80 1.03
4 11 to 17.5 ft.
Flat/Rolling 100 ft.
Five 7 to 8 ft.
Class II/III 4 to 25 ft.
2002 2025 2002 2025 2002 2025
41,000 46,500
ADT Ann. Growth (2002-2025) 2.69% Directional Split 60%
Peak Hour Volume (2002) 3,100 Peak Hour Truck 3%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 6.56 2.11
Fatality Collision Rate 0.000 0.015
2.25 0.94
Average collision rates statewide for this type facility
Proposed Transportation Concept
Not applicable. Intersections
control LOS.*
Through-traffic
flow Analysis
Operating Characteristics
no data ~
SLOCOG's Vision 2025 indicates segment LOS "E" in 2004, with LOS "F" forecast for 2025.
Location
Facility Type:
LOSV/CRatioADT
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
San Luis
Obispo County
Segment/sub-segment Location
Santa Rosa Street from US Route 101 North
San Luis Obispo) to Highland Drive
LOS D
LOSDelayTime (seconds)
Terminal Access Route
No
Roadbed Information
No
Signalized Intersections
Proposed Concept
Lane Width
Walnut, Olive, Murray, Highland
ROW Width
Shoulder Width
Trucking Designations
Bicycle Facilities
Conventional Highway
Signalized
Intersection
Analysis
Urban Minor Arterial & Urban Principal Arterial
Route Designations
Median Width
Yes
Functional Classification
Focus Route
Interregional Road System
National Highway System
Comments: Evaluate potential for widening to 6 lanes with grade separation at Foothill
Boulevard intersection; improve interchange with US 101; evaluate by-pass/relinquishment;
improve pedestrian access; improve local circulation; synchronize signals; consider CMS or HAR
for NB US 101 to advise of road conditions; consider locally-sponsored CSS projects.
Foothill
3-year period evaluated
Rates are incidents per million vehicle miles
for 3-year period from:
Accident Data
Fatality & Injury Collision Rate
LOS E - known peak hour delay ~
ROUTE 1 – SAN LUIS OBISPO COUNTY - SEGMENT 8
S EGMENT S PECIFICATIONS
Segment Begin End Description
8A 17.8 22.65 San Luis Obispo City
Limits to Cuesta College
at Education Drive
8B 22.65 27.88 Cuesta College at
Education Drive to South
Bay Boulevard in Morro
Bay
Segment Concept : LOS C: Four-lane
Expressway and Four-lane Freeway
S EGMENT F EATURES
Environmental
Constraints:
Coastal Zone requirements
Scenic and historic resources
Special status species/habitat
Geologic and seismic
Archaeological and cultural resources
Topography
Aesthetics
Multimodal Facilities:Central Coast Area Transit Pacific Coast Bike Route
Land Uses along
Corridor :
Educational Facilities
Public Facilities
Military Base
Recreation
Agriculture
Major Traffic
Generators:
Cuesta College
Camp San Luis
Regional Park and Golf Course
School District Offices
City of Morro Bay
I DENTIFIED L EVELS OF S ERVICE – EXISTING AND F UTURE:
Segment 8 is presently operating at peak LOS A/B and is projected to decline slightly to LOS A/B to B by the year
2025.
R ECOMMENDED A CTIONS:
Minimize and consolidate access points.
Convert conventional to expressway and expressway to freeway where feasible.
Enhance intermodal facilities and services (Central Coast Area Transit).
Reduce demand by encouraging and improving alternative modes of transportation.
Cooperate in implementation of San Luis Obispo North Coast Byway Enhancement Plan where feasible.
Evaluate relinquishment of Segments 7 and 8A and adoption of alternative route from Route 101 to Cuesta College.
Route 1 8A
PM start PM end Length
17.80 22.65 4.85
4 11 to 16 ft.
Flat/Rolling 150 ft.
4 8 ft.
Class III 6 to 25 ft.
2002 2025 2002 2025 2002 2025
23,800 30,900 A/B B
ADT Ann. Growth (2002-2025) 1.14% Directional Split 60%
Peak Hour Volume (2002) 2,200 Peak Hour Truck 3%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 0.94 1.65
Fatality Collision Rate 0.032 0.017
0.34 0.61
Average collision rates statewide for this type facility
Proposed Transportation Concept
no data ~
no data ~
no data ~
no data ~
Proposed Concept
Comments: Minimize and consolidate access points; convert conventional to expressway and
expressway to freeway where feasible.
Education Drive
3-year period evaluated
Rates are incidents per million vehicle miles
for 3-year period from:
Accident Data
LOS C/ 4-lane expressway
O'Connor Way
Kansas Avenue
Fatality & Injury Collision Rate
Signalized
Intersection
Analysis
Location
California Men's Colony
LOSDelayTime (seconds)
ADT
Through-traffic
flow Analysis
V/C Ratio LOS
Focus Route
Interregional Road System
Terminal Access Route
Rural Minor ArterialFunctionalClassification
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Highland Drive to Education Drive (Cuesta
College)
San Luis
Obispo County
Signalized Intersections
Segment/sub-segment Location
Route Designations
Roadbed Information
Lane Width
ROW Width
Shoulder Width
Median Width
Yes
Operating Characteristics
Bicycle Facilities
Facility Type:
Trucking Designations
Conventional Highway & Expressway
National Highway System No
No
Route 1 8B
PM start PM end Length
22.65 27.88 5.23
4 11 to 16 ft.
Flat/Rolling 150 ft.
None 7 to 8 ft.
Class III 6 to 25 ft.
2002 2025 2002 2025 2002 2025
18,000 22,900 A/B A/B
ADT Ann. Growth (2002-2025) 0.65% Directional Split 60%
Peak Hour Volume (2002) 1,700 Peak Hour Truck 3%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 0.50 0.62
Fatality Collision Rate 0.000 0.016
0.19 0.28
Average collision rates statewide for this type facility
Proposed Transportation Concept
National Highway System
San Luis
Obispo County
Segment/sub-segment Location
Lane Width
Route Designations
Roadbed Information
ADT
Through-traffic
flow Analysis
Functional Classification
Conventional Highway & Expressway
Trucking Designations
Facility Type:
Operating Characteristics
Comments: Upgrade to 4-lane freeway as needed
3-year period evaluated
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Bicycle Facilities
LOS C/4-lane freeway
LOSDelayTime (seconds)
No
Yes
V/C Ratio
Proposed Concept
Interregional Road System
No
Education Drive (Cuesta College) to South Bay
Boulevard (Morro Bay)
ROW Width
Shoulder Width
Median Width
Terminal Access Route
Rates are incidents per million vehicle miles
for 3-year period from:
Accident Data
Rural Minor Arterial
Fatality & Injury Collision Rate
Signalized
Intersection
Analysis
Location
none)
LOS
Focus Route
ROUTE 1 – SAN LUIS OBISPO COUNTY - SEGMENT 9
S EGMENT S PECIFICATIONS
Segment Begin End Description
9A 27.88 32.10 South Bay Boulevard to
N/O Yerba Buena
Street in Morro Bay
9B 32.10 R36.80 N/O Yerba Buena
Street in Morro Bay to
N/O Cayucos Creek
Road
9C R36.80 45.99 N/O Cayucos Creek
Road to SR 46
Segment Concept : LOS C/D: Four-lane
freeway/expressway and two-lane
expressway
S EGMENT F EATURES
Environmental
Constraints:
Coastal Zone requirements
Scenic and historic resources
Special status species/habitat
Geologic and Seismic
Archaeological and cultural resources
Aesthetics
Multimodal Facilities:Central Coast Area Transit Pacific Coast Bike Route
Land Uses along
Corridor :
Residential
Commercial
Agricultural
Open Space
Major Traffic
Generators:
Morro Bay
Beaches
Cayucos
Residential
Recreational
I DENTIFIED L EVELS OF S ERVICE – EXISTING AND F UTURE:
Segment 9 is presently operating at peak LOS A/D and is projected to remain at peak LOS A/D through year 2025.
R ECOMMENDED A CTIONS:
Sub-segments 9A and 9B: consolidate access to convert 4-lane expressway sections to freeway.
Improve interchange with SR 41 (and Main Street) in Morro Bay
Sub-segment 9C: minimize new access and consolidate existing access where feasible.
Sub-segment 9C: continue to evaluate need for passing lanes
Reduce demand by encouraging and improving alternative modes of transportation.
Cooperate in implementation of San Luis Obispo North Coast Byway Enhancement Plan where feasible.
Provide CMS south of SR 46 to advise of SR 1 conditions between Cambria and Carmel.
Route 1 9A
PM start PM end Length
27.88 32.10 4.22
4 12 ft.
Flat 150 ft.
2 5 to 8 ft.
Class III 22 ft.
2002 2025 2002 2025 2002 2025
18,900 23,000 A A
ADT Ann. Growth (2002-2025) 0.86% Directional Split 60%
Peak Hour Volume (2002) 1,800 Peak Hour Truck 2%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 0.68 0.92
Fatality Collision Rate 0.023 0.011
0.27 0.37
Proposed Transportation Concept
Terminal Access Route
No
Freeway & Expressway
Urban Minor Arterial
Signalized Intersections
Bicycle Facilities Median Width
Trucking Designations
San Luis
Obispo County
ADT
National Highway System
Focus Route
Interregional Road System
Facility Type:
South Bay Boulevard (Morro Bay) to Morro Bay
North Urban Limits
Functional Classification
Segment/sub-segment Location
LOS
Route Designations
Roadbed Information
Operating Characteristics
No
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Lane Width
ROW Width
Shoulder Width
Yes
V/C Ratio
Fatality & Injury Collision Rate
Signalized
Intersection
Analysis
Location
LOS
San Jacinto/Indigo, Yerba Buena
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
No Data ~
Comments: Consolidate access to convert expressway sections to freeway
Delay Time (seconds)
Through-traffic
flow Analysis
LOS C, 4-lane freeway/expressway
Accident Data
Proposed Concept
Average collision rates statewide for this type facility
Route 1 9B
PM start PM end Length
32.10 R36.80 4.70
4 12 ft.
Rolling 150 ft.
1 5 to 8 ft.
Class III 22 ft.
2002 2025 2002 2025 2002 2025
11,900 13,400 A A
ADT Ann. Growth (2002-2025) 0.52% Directional Split 55%
Peak Hour Volume (2002) 1,300 Peak Hour Truck 2%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 0.56 0.65
Fatality Collision Rate 0.035 0.020
0.28 0.30
Proposed Transportation Concept
No Data ~
Comments: Consolidate access to convert expressway sections to freeway.
Delay Time (seconds)
Through-traffic
flow Analysis
LOS C/ 4-lane freeway/expressway
Accident Data
Proposed Concept
Average collision rates statewide for this type facility
Yes
V/C Ratio
Fatality & Injury Collision Rate
Signalized
Intersection
Analysis
Location
LOS
Old Creek/Studio
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Lane Width
ROW Width
Shoulder Width
Segment/sub-segment Location
LOS
Route Designations
Roadbed Information
Operating Characteristics
No
San Luis
Obispo County
ADT
National Highway System
Focus Route
Interregional Road System
Facility Type:
Morro Bay North Urban Limits to Freeway End
N/O Cayucos
Functional Classification
Terminal Access Route
No
Expressway & Freeway
Rural Minor Arterial
Signalized Intersections
Bicycle Facilities Median Width
Trucking Designations
Route 1 9C
PM start PM end Length
R36.80 45.99 9.19
2 12 ft.
Flat/Rolling 100 ft.
None 8 ft.
Class III 0 ft.
2002 2025 2002 2025 2002 2025
7,300 7,900 D D/E
ADT Ann. Growth (2002-2025) 0.35% Directional Split 65%
Peak Hour Volume (2002) 1,000 Peak Hour Truck 5%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 0.49 0.60
Fatality Collision Rate 0.053 0.023
0.22 0.28
Proposed Transportation Concept
none)
Average collision rates statewide for this type facility
Accident Data
Fatality & Injury Collision Rate
Signalized
Intersection
Analysis
Location
LOSDelayTime (seconds)
Functional Classification Rural Minor Arterial
Comments: Continue to evaluate need for passing lanes; consolidate access points; improve
vertical and horizontal alignments; install CMS to advise of delays ahead; consider actions in
SLONC Enhancement Plan
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
LOS C/D/ 2-lane expressway
Proposed Concept
ROW Width
Shoulder Width
Median Width
Expressway
V/C Ratio LOS
Operating Characteristics
Through-traffic
flow Analysis
Freeway End N/O Cayucos to SR 46
Terminal Access Route
No
Yes
Route Designations
Roadbed Information
No
Lane Width
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Bicycle Facilities
Segment/sub-segment Location
San Luis
Obispo County
ADT
National Highway System
Focus Route
Interregional Road System
Facility Type:
Trucking Designations
ROUTE 1 – SAN LUIS OBISPO COUNTY - SEGMENT 10
S EGMENT S PECIFICATIONS
Segment Begin End Description
10A 45.99 48.24 SR 46 to Main Street Exit
in Cambria
10B 48.24 58.24 Main Street Exit in
Cambria to Entrance to
Hearst Monument
10C 58.24 71.34 Entrance to Hearst
Monument to San
Carpoforo Creek
Segment Concept : LOS D: Two-lane
Expressway and Two-lane Conventional
Highway
S EGMENT F EATURES
Environmental
Constraints:
Coastal Zone requirements
Scenic and historic resources
Special status species/habitat
Geologic and seismic
Archaeological and cultural resources
Topography
Aesthetics
Multimodal Facilities:Central Coast Area Transit Pacific Coast Bike Route
California Coastal Trail
Land Uses along
Corridor :
Agricultural
Urban residential and commercial
Open space
Recreational
Major Traffic
Generators:
Cambria
San Simeon State Park
William R. Hearst Memorial State Beach
Hearst San Simeon State Historic
Monument
I DENTIFIED L EVELS OF S ERVICE – EXISTING AND F UTURE:
Segment 10 is presently operating at peak LOS C/D and is projected to operate at peak LOS D through year 2025.
R ECOMMENDED A CTIONS:
Construct system-wide operational improvements.
Realign highway where threatened by coastal erosion.
Reduce demand by encouraging and improving alternative modes of transportation.
Cooperate in implementation of San Luis Obispo North Coast Byway Enhancement Plan where feasible.
Route 1 10A
PM start PM end Length
45.99 48.26 2.25
2 12 ft.
Flat/Rolling 100 ft.
1 8 ft.
Class III 0 ft.
2002 2025 2002 2025 2002 2025
9,000 11,500 0.52 0.59 D D
ADT Ann. Growth (2002-2025) 1.07% Directional Split 65%
Peak Hour Volume (2002) 1,400 Peak Hour Truck 5%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 0.71 0.60
Fatality Collision Rate 0.045 0.023
0.40 0.28
Average collision rates statewide for this type facility
Proposed Transportation Concept
Proposed Concept
Functional Classification
National Highway System
No Data ~
Fatality & Injury Collision Rate
Through-traffic
flow Analysis
Focus Route
Location
Facility Type: Expressway
Comments: Consider actions in SLONC Enhancement Plan
Ardath/Main
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
LOS D / 2-lane expressway
Signalized
Intersection
Analysis
Rural Minor Arterial
SR 46 to Main Street in Cambria
ROW Width
Shoulder Width
Median Width
LOSDelayTime (seconds)
Terminal Access Route
No
Yes
V/C Ratio LOS
Operating Characteristics
Interregional Road System
ADT
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Bicycle Facilities
San Luis
Obispo County
Segment/sub-segment Location
Trucking Designations
Route Designations
Roadbed Information
No
Lane Width
Route 1 10B
PM start PM end Length
48.26 58.24 9.98
2 12 ft.
Rolling 100 ft.
2 8 ft.
Class III 0 ft.
2002 2025 2002 2025 2002 2025
6,100 8,500 0.35 0.43 D D
ADT Ann. Growth (2002-2025) 1.45% Directional Split 55%
Peak Hour Volume (2002) 900 Peak Hour Truck 1%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 0.61 0.70
Fatality Collision Rate 0.014 0.031
0.23 0.33
Average collision rates statewide for this type facility
Proposed Transportation Concept
San Luis
Obispo County
Median Width
Interregional Road System
Trucking Designations
Bicycle Facilities
Facility Type:
Urban Minor Arterial & Rural Minor Arterial
Roadbed Information
Lane Width
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Segment/sub-segment Location
LOS D / 2-lane expressway
Main Street Exit Cambria to San Simeon
LOSDelayTime (seconds)
Terminal Access Route
No
Yes
V/C Ratio
Proposed Concept
Expressway
ROW Width
Shoulder Width
Route Designations
Focus Route
Functional Classification
National Highway System
No
Comments: Realign where threatened by coastal erosion.
Burton, Windsor
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
Signalized
Intersection
Analysis
Fatality & Injury Collision Rate
Location
Through-traffic
flow Analysis
No Data ~
LOS
Operating Characteristics
ADT
Route 1 10C
PM start PM end Length
58.24 71.34 13.10
2 9 to 12
Rolling 60 to 100 ft.
None 4 to 8 ft.
Class III 0 ft
2002 2025 2002 2025 2002 2025
3,200 5,200 0.22 0.35 C D
ADT Ann. Growth (2002-2025) 1.30% Directional Split 60%
Peak Hour Volume (2002) 500 Peak Hour Truck 7%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 0.51 1.42
Fatality Collision Rate 0.048 0.031
0.26 0.68
Average collision rates statewide for this type facility
Proposed Transportation Concept
Through-traffic
flow Analysis
LOS
Operating Characteristics
ADT
Conventional Highway
Comments: Minimize and consolidate access; provide standard width travel lanes and
shoulders; improve vertical and horizontal alignment where feasible; realign where threatened
by coastal erosion.
none)
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
Fatality & Injury Collision Rate
Signalized
Intersection
Analysis
Proposed Concept
Location
Interregional Road System
Lane Width
ROW Width
Shoulder Width
Median Width
National Highway System
Focus Route
LOS D / 2-lane conventional highway
San Simeon to San Carpoforo Creek
LOSDelayTime (seconds)
No
Yes
V/C Ratio
Route Designations
Facility Type:
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Bicycle Facilities
San Luis
Obispo County
Segment/sub-segment Location
Trucking Designations
Functional Classification Rural Minor Arterial
Terminal Access Route & Advisory KPRA < 30'
Roadbed Information
No
ROUTE 1 – SAN LUIS OBISPO COUNTY - SEGMENT 11
S EGMENT S PECIFICATIONS
Segment Begin End Description
11 71.34 74.32 San Carpoforo Creek to
San Luis Obispo/
Monterey County line
Segment Concept : LOS D: Two-lane
Conventional Highway
S EGMENT F EATURES
Environmental
Constraints:
Coastal Zone requirements
Scenic and historic resources
Special status species/habitat
Geologic and seismic
Archaeological and cultural resources
Topography
Aesthetics
Multimodal Facilities:Pacific Coast Bike Route California Coastal Trail
Land Uses along
Corridor :
Open space
Recreation Commercial
Major Traffic
Generators:
Big Sur Coast All American Road
Ragged Point
I DENTIFIED L EVELS OF S ERVICE – EXISTING AND F UTURE:
Segment 11 is presently operating at peak LOS C and is projected to operate at peak LOS D by year 2025.
R ECOMMENDED A CTIONS:
Provide standard width travel lanes and 4-foot shoulders where possible.
Minimize and consolidate access.
Evaluate need and provide operational improvements including turn-outs and channelization for turning.
Implement recommendations of the Coast Highway Management Plan where feasible.
Cooperate in implementation of San Luis Obispo North Coast Byway Enhancement Plan where feasible.
Accommodate California Coastal Trail in right-of-way as circumstances require.
Route 1 11
PM start PM end Length
71.34 74.32 2.98
2 10 ft.
Mountainous 60 ft.
None 1-2 ft.
Class III 0 ft.
2002 2025 2002 2025 2002 2025
2,600 4,200 0.15 0.24 C D
ADT Ann. Growth (2002-2025) 2.09% Directional Split 60%
Peak Hour Volume (2002) 400 Peak Hour Truck 1%
2002 2025 2002 2025
Segment Statewide
Total Collision Rate 1.65 1.80
Fatality Collision Rate 0.118 0.038
1.18 0.91
Average collision rates statewide for this type facility
Proposed Transportation Concept
Comments: Standard width travel lanes and 4-foot shoulders where possible; minimize and
consolidate access; implement CHMP actions
Proposed Concept
Fatality & Injury Collision Rate
Accident Data
LOS
Operating Characteristics
ADT
Through-traffic
flow Analysis
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Signalized
Intersection
Analysis
Location
none) - -
No
Lane Width
ROW Width
Shoulder Width
Median Width
Conventional Highway
Functional Classification
National Highway System
Focus Route
LOS D / 2-lane conventional highway
San Carpoforo Creek to San Luis
Obispo/Monterey County Line
LOSDelayTime (seconds)
Advisory KPRA <30
No
Yes
V/C Ratio
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Bicycle Facilities
San Luis
Obispo County
Segment/sub-segment Location
Trucking Designations
Rural Minor Arterial
Route Designations
Roadbed Information
Facility Type:
Interregional Road System
Transportation Concept Report State Route 1 03/23/06
APPENDIX B-3: Maps and Segment Data
Monterey County
ROUTE 1 – MONTEREY COUNTY - SEGMENT 12
S EGMENT S PECIFICATIONS
Segment Begin End Description
12A 0.00 43.10
San Luis
Obispo/Monterey
County Line to Castro
Canyon Bridge
12B 43.10 51.20
Castro Canyon Bridge
to Andrew Molera
State Park
12C 51.20 67.90
Andrew Molera State
Park to Malpaso Creek
Bridge
Segment Concept : LOS D: Two-lane
Conventional Highway
S EGMENT F EATURES
Environmental
Constraints:
Coastal Zone requirements
Scenic and historic resources
Special status species/habitat
Geologic and seismic
Archaeological and cultural resources
Topography
Aesthetics
Multimodal Facilities:Monterey–Salinas Transit (south to Big
Sur)
Pacific Coast Bike Route
California Coastal Trail
Land Uses along
Corridor :
Rural, open space, recreation
Major Traffic
Generators:
Julia Pfeiffer Burns State Park
Big Sur
Andrew Molera State Park
Garrapata State Park
I DENTIFIED L EVELS OF S ERVICE – EXISTING AND F UTURE:
Segment 12 is presently operating at peak LOS C/E and is projected to LOS C/F by year 2025.
R ECOMMENDED A CTIONS:
Provide standard width travel lanes and 4-foot shoulders where possible.
Minimize and consolidate access.
Evaluate need and provide operational improvements including turn-outs and channelization for turning.
Implement CHMP actions.
Accommodate California Coastal Trail in right-of-way, as circumstances require.
Route 1 12A
PM start PM end Length
0.00 43.10 43.10
2 10-14 ft.
Rolling/
Mountainous 100 ft.
None 0-10 ft.
Class III 0 ft.
2002 2025 2002 2025 2002 2025
2,900 3,400 0.24 0.25 C/E C/F
ADT Ann. Growth (2002-2025) 0.66% Directional Split 62%
Peak Hour Volume (2002) 500 Peak Hour Truck 1%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 0.95 1.80
Fatality Collision Rate 0.031 0.038
0.48 0.90
Average collision rate statewide for this type facility
Proposed Transportation Concept
Accident Data
Fatality & Injury Collision Rate
Signalized
Intersection
Analysis (none)
Delay Time (seconds)
Proposed Concept
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Lane Width
ROW Width
Shoulder Width
Median Width
Through-traffic
flow Analysis
National Highway System
Conventional Highway
Advisory KPRA <30
No
LOS D/ 2-lane conventional highway
Facility Type:
LOS
Operating Characteristics
ADT
Comments: Standard width travel lanes and 4-foot shoulders where possible; minimize and
consolidate access; implement CHMP actions
Yes
No
LOSLocation
Interregional Road System
V/C Ratio
Focus Route
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Bicycle Facilities
Monterey
County
Segment/sub-segment Location
Trucking Designations
Route Designations
Existing Roadbed Information
San Luis Obispo/Monterey County Line to Castro
Canyon Bridge
Rural MinorArterialFunctionalClassification
Route 1 12B
PM start PM end Length
43.10 51.20 8.10
Two 10-14 ft.
Rolling 100 ft.
None 2-6 ft.
Class III 0 ft.
2002 2025 2002 2025 2002 2025
4,700 6,300 0.24 0.32 C/E D/E
ADT Ann. Growth (2002-2025) 1.25% Directional Split 60%
Peak Hour Volume (2002) 600 Peak Hour Truck 1%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 1.76 1.48
Fatality Collision Rate 0.054 0.035
0.92 0.73
Average collision rate statewide for this type facility
Proposed Transportation Concept
Focus Route
Interregional Road System
Segment/sub-segment Location
Trucking Designations
Conventional Highway
Advisory KPRA <30
Existing Roadbed Information
No
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Bicycke Facilities
Monterey
County
Castro Canyon Bridge to Andrew Molera State
Park Entrance Drive
LOSDelayTime (seconds)
No
Yes
V/C Ratio
Route Designations
Lane Width
ROW Width
Rural Minor Arterial
Comments: Standard width travel lanes and 4-foot shoulders where possible; minimize and
consolidate access; implement CHMP actions
none)
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
Fatality & Injury Collision Rate
LOS D/ 2-lane conventional highway
Signalized
Intersection
Analysis
Location
Proposed Concept
Shoulder Width
Median Width
Facility Type:
Functional Classification
National Highway System
Through-traffic
flow Analysis
LOS
Operating Characteristics
ADT
Route 1 12C
PM start PM end Length
51.20 67.90 16.70
Two 10-12 ft.
Rolling 100 ft.
None 1-8 ft.
Class III 0 ft.
2002 2025 2002 2025 2002 2025
5,800 7,500 0.29 0.35 C/ D/
ADT Ann. Growth (2002-2025) 1.13% Directional Split 60%
Peak Hour Volume (2002) 750 Peak Hour Truck 7%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 1.03 1.37
Fatality Collision Rate 0.022 0.037
0.46 0.67
Average collision rate statewide for this type facility
Proposed Transportation Concept
Segment/sub-segment Location
Trucking Designations
Existing Roadbed Information
Andrew Molera State Park Entrance Drive to
Malpaso Creek Bridge
Route Designations
Lane Width
Monterey
County
Conventional Highway
Advisory KPRA <30
No
National Highway System
Focus Route
Interregional Road System
No
Yes
V/C Ratio
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain ROW Width
Rural Minor Arterial
Comments: Standard width travel lanes and 4-foot shoulders where possible; minimize and
consolidate access; implement CHMP actions
none)
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
Fatality & Injury Collision Rate
LOS D/ 2-lane conventional highway
Signalized
Intersection
Analysis
Location
Proposed Concept
LOSDelayTime (seconds)
Shoulder Width
Median Width
Facility Type:
Functional Classification
Signalized Intersections
Bicycle Facilities
Through-traffic
flow Analysis
LOS
Operating Characteristics
ADT
ROUTE 1 – MONTEREY COUNTY – SEGMENT 13
S EGMENT S PECIFICATIONS
Segment Begin End Description
13 67.90 72.30 Malpaso Creek Bridge
to Carmel River Bridge
Segment Concept : LOS D: Two-lane
Conventional Highway
S EGMENT F EATURES
Environmental
Constraints:
Coastal Zone requirements
Scenic and historic resources
Special status species/habitat
Geologic and seismic
Archaeological and cultural resources
Topography
Aesthetics
Multimodal Facilities:Monterey–Salinas Transit Pacific Coast Bike Route
California Coastal Trail
Land Uses along
Corridor :
Rural, open space, recreation
Major Traffic
Generators:
Garrapata State Park
Point Lobos State Reserve
Carmel River State Beach
Monterey Peninsula
I DENTIFIED L EVELS OF S ERVICE – EXISTING AND F UTURE:
Segment 13 is presently operating at peak LOS D/F and is projected to decline to LOS E/F by the year 2025.
R ECOMMENDED A CTIONS:
Provide standard width travel lanes and 4-foot shoulders where possible.
Minimize and consolidate access.
Evaluate need and provide operational improvements including turn-outs and channelization for turning.
Implement CHMP actions.
Accommodate California Coastal Trail in right-of-way, as circumstances require.
Route 1 13
PM start PM end Length
67.90 72.30 4.40
Two 12-13 ft.
Rollling 100 ft.
None 4-8 ft.
Class III 0-11 ft.
2002 2025 2002 2025 2002 2025
13,200 16,400 0.51 0.63 D/F E/F
ADT Ann. Growth (2002-2025) 0.95% Directional Split 60%
Peak Hour Volume (2002) 1,400 Peak Hour Truck 2%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 1.10 1.41
Fatality Collision Rate 0.019 0.030
0.40 0.67
Average collision rates statewide for this type facility
Proposed Transportation Concept
Through-traffic
flow Analysis
LOS
Operating Characteristics
ADT
Shoulder Width
Median Width
Facility Type:
Functional Classification
LOS D/ 2-lane conventional highway
Signalized
Intersection
Analysis
Location
Accident Data
ROW Width
Rural Minor Arterial
Comments: Standard width travel lanes and 4-foot shoulders where possible; minimize and
consolidate access; implement CHMP actions
none)
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
Fatality & Injury Collision Rate
LOSDelayTime (seconds)
No
Yes
V/C Ratio
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Bicycle Facilities
Monterey
County
Conventional Highway
Advisory KPRA <30
No
National Highway System
Focus Route
Interregional Road System
Segment/sub-segment Location
Trucking Designations
Existing Roadbed Information
Malpaso Creek Bridge to Carmel River Bridge
Route Designations
Lane Width
ROUTE 1 – MONTEREY COUNTY – SEGMENT 14
S EGMENT S PECIFICATIONS
Segment Begin End Description
14A 72.30 75.14
Carmel River
Bridge to SR 68
West
14B 75.14 R78.12
SR 68 West to SR
68 East
14C R78.12 R90.98
SR 68 East to SR
156 West
Segment Concept : LOS D: Four- and Six-
lane Conventional Highway and Six-lane
Freeway
S EGMENT F EATURES
Environmental
Constraints:
Coastal Zone requirements
Scenic and historic resources
Special status species/habitat
Geologic and seismic
Archaeological and cultural resources
Topography
Aesthetics
Multimodal Facilities:Monterey–Salinas Transit Pacific Coast Bike Route
Land Uses along
Corridor :
Open Space
Urban Commercial and Industrial and Residential
Educational
Agricultural
Major Traffic
Generators:
Carmel by-the-Sea, Pacific Grove, Monterey, Seaside, Sand City, and Marina: Tourist
Destinations, Urban Activities, and Employment Centers
Employment and Government Centers in Monterey and in Salinas via SR 68
California State University Monterey Bay
Marina State Beach
I DENTIFIED L EVELS OF S ERVICE – EXISTING AND F UTURE:
Segment 14 is presently operating at peak LOS E/F and is projected to operate at LOS F by the year 2025.
R ECOMMENDED A CTIONS:
Widen 2-lane to 4-lane and 4-lane to 6-lane
Consolidate access points where feasible south of SR 68 West (Sub-segment 14A.
Install operational improvements
Widen to 6-lanes north of SR 68 West.
Install ITS elements to improve operations.
Pursue commuter and inter-city rail extension to Monterey Peninsula for commuter and interregional travel.
Pursue non-highway mobility measures (rail, transit, and bicycling) for regional travel among Monterey Bay
destinations.
Route 1 14A
PM start PM end Length
72.30 75.14 2.84
2 to 4 10-15 ft.
Rolling 100-200 ft.
Four 3-16 ft.
Class III 0-46 ft.
2002 2025 2002 2025 2002 2025
46,000 63,000 F F
ADT Ann. Growth (2002-2025) 1.38% Directional Split 60%
Peak Hour Volume (2002) 4,500 Peak Hour Truck 3%
Segment Statewide*
Total Collision Rate 1.99 1.96
Fatality Collision Rate 0.000 0.020
0.57 0.81
Average collision rates statewide for this type facility
Proposed Transportation Concept
2002Signalized
Intersection
Analysis
Through-traffic
flow Analysis
2025
Comments: Limit and consolidate access; widen 2-lane to 4-lane and 4-lane to 6-lane; add
turn lanes to improve turning operations; install ITS elements to aid operations.
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Fatality & Injury Collision Rate
Terminal Access Route
Proposed Concept
Rio Road, Carmel Valley Road,
Ocean Avenue, and Carpenter
Street
no data; observed to be LOS F ~
Accident Data
Operating Characteristics
ADT
Street
2002 2025
Monterey
County
LOS D/ 4 and 6-lane conventional highway
Carmel River Bridge to SR 68 West
LOSDelayTime (seconds)
Yes
Yes
V/C Ratio
Route Designations
Segment/sub-segment Location
Signalized Intersections
Bicycle Facilities
LOS
Functional Classification
National Highway System
No
Urban Minor Arterial
Shoulder Width
Median Width
Conventional Highway
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Focus Route
Interregional Road System
Trucking Designations
Existing Roadbed Information
Facility Type:
Lane Width
ROW Width
Route 1 14B
PM start PM end Length
75.14 R78.12 2.98
4 to 6 11-12 ft.
Flat/Rolling 200 ft.
None 5-8 ft.
Prohibited 22-46 ft.
2002 2025 2002 2025 2002 2025
57,500 72,500 F F
ADT Ann. Growth (2002-2025) 0.99% Directional Split 70%
Peak Hour Volume (2002) 5,300 Peak Hour Truck 2%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 1.31 0.86
Fatality Collision Rate 0.005 0.009
0.37 0.31
Average collision rates statewide for this type of facility
Proposed Transportation Concept
Urban Principal Arterial
Facility Type
Functional Classification
National Highway System
Focus Route
Terminal Access Route
Interregional Road System
Segment/sub-segment Location
Trucking Designations
Freeway
Existing Roadbed Information
No
Lane Width
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Bicycle Facilities
Monterey
County
LOS D / 6-lane freeway
SR 68 West to SR 68 East
LOSDelayTime (seconds)
Yes
Yes
V/C Ratio
Route Designations
ROW Width
Shoulder Width
Median Width
Comments: Install ITS elements to aid operations: (loops, radar, CMS, HAR, ramp meters);
pursue commuter and intercity rail extension to Monterey Peninsula for commuter and
interregional travel; pursue non-highway mobility measures (rail, transit, and bicycling) for
regional travel among Monterey Bay destinations.
none)
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
Through-traffic
flow Analysis
LOS
Operating Characteristics
ADT
Proposed Concept
Fatality & Injury Collision Rate
Signalized
Intersection
Analysis
Location
Route 1 14C
PM start PM end Length
R78.12 R90.98 12.86
4-6 12 ft.
Flat 200-250 ft.
None 8-13 ft.
Class I 46-99 ft.
2002 2025 2002 2025 2002 2025
66,000 91,500 E/F F
ADT Ann. Growth (2002-2025) 1.39% Directional Split 70%
Peak Hour Volume (2002) 6,500 Peak Hour Truck 3%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 0.47 0.71
Fatality Collision Rate 0.001 0.013
0.18 0.27
Average collision rates statewide for this type facility
Proposed Transportation Concept
Principal Arterial
Facility Type:
Functional Classification
National Highway System
Focus Route
Interregional Road System
Segment/sub-segment Location
Trucking Designations
Freeway
Terminal Access Route
Existing Roadbed Information
No - (High Emphasis Route)
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Bicycle Facilities
Monterey
County
LOS D / 6-lane freeway
SR 68 East to SR 156 West
LOSDelayTime (seconds)
Yes
Yes
V/C Ratio
Route Designations
Lane Width
ROW Width
Shoulder Width
Median Width
Comments: Provide operational improvements including auxiliary lanes, cameras and loop
detectors, ramp meters, CMS, and HAR; pursue commuter and intercity rail extension to
Monterey Peninsula for commuter and interregional travel; pursue non-highway mobility
measures (rail, transit, and bicycling) for regional travel among Monterey Bay destinations.
none)
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
Fatality & Injury Collision Rate
Proposed Concept
Through-traffic
flow Analysis
LOS
Operating Characteristics
ADT
Signalized
Intersection
Analysis
Location
ROUTE 1 – MONTEREY COUNTY - SEGMENT 15
S EGMENT S PECIFICATIONS
Segment Begin End Description
15 R90.98 R102.03 SR 156 West to
Monterey/Santa
Cruz County
Segment Concept : LOS D: Four-lane
Conventional, Expressway, and Freeway
S EGMENT F EATURES
Environmental
Constraints:
Coastal Zone requirements
Scenic and historic resources
Special status species/habitat
Geologic and seismic
Archaeological and cultural resources
Topography
Aesthetics
Multimodal Facilities:Monterey–Salinas Transit
Rail Station at Pajaro Pacific Coast Bike Route
Land Uses along
Corridor :
Agricultural operations
Scattered Convenience Commercial, Industrial
Open Space/Wildlife Preserve/Recreational
Major Traffic
Generators:
Access to SR 156
Salinas River State Beach
Duke Energy Power Facility
Moss Landing State Beach/Elkhorn Slough
Zmudowski State Beach
Rail Access at Pajaro
I DENTIFIED L EVELS OF S ERVICE – EXISTING AND F UTURE:
Segment 15 is presently operating at peak LOS F and is projected to remain at peak LOS F through year 2025.
R ECOMMENDED A CTIONS:
Construct 4-lane expressway or equivalent capacity in bypass, light rail, and/or other modes.
Consolidate access points where feasible.
Pursue commuter and inter-city rail extension to Monterey Peninsula for commuter and interregional travel.
Pursue non-highway mobility measures (rail, transit, and bicycling) for regional travel among Monterey Bay
destinations.
Provide standard width shoulders.
Route 1 15
PM start PM end Length
R90.98 R102.03 12.46
2 to 4 12-15 ft.
Flat/Rolling 100-250 ft.
None 6-13 ft.
Class III 0-99 ft.
2002 2025 2002 2025 2002 2025
34,800 38,000 F F
ADT Ann. Growth (2002-2025) 0.36% Directional Split 65%
Peak Hour Volume (2002) 3,900 Peak Hour Truck 6%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 1.01 0.85
Fatality Collision Rate 0.014 0.031
0.35 0.41
Average collision rates statewide for this type facility
Proposed Transportation Concept
Proposed Concept
Fatality & Injury Collision Rate
Signalized
Intersection
Analysis
Location
Focus Route
Through-traffic
flow Analysis
LOS
Operating Characteristics
No - (High Emphasis Route)
ADT
Functional Classification Principal Arterial
National Highway System
Comments: Add capacity; limit and consolidate access; pursue commuter and intercity rail
extension to Monterey Peninsula for commuter and interregional travel; pursue non-highway
mobility measures (rail, transit, and bicycling) for regional travel among Monterey Bay
destinations.
none)
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
Lane Width
ROW Width
Shoulder Width
Median Width
Freeway/Expressway/Conventional
LOS D / 4-lane conventional/expressway/
freeway
SR 156 West to Monterey/Santa Cruz County
Line
LOSDelayTime (seconds)
Terminal Access Route
Yes
Yes
V/C Ratio
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Bicycle Facilities
Monterey
County
Segment/sub-segment Location
Trucking Designations
Route Designations
Existing Roadbed Information
Facility Type
Interregional Road System
Transportation Concept Report State Route 1 03/23/06
APPENDIX B-4: Maps and Segment Data
Santa Cruz County
ROUTE 1 – SANTA CRUZ COUNTY - SEGMENT 16
S EGMENT S PECIFICATIONS
Segment Begin End Description
16 R0.00 R7.66 Monterey/Santa Cruz
County Line to Larkin
Valley Road Exit
Segment Concept : LOS C/D: Four- and
Six-lane Freeway
S EGMENT F EATURES
Environmental
Constraints:
Coastal Zone requirements
Scenic and historic resources
Special status species/habitat
Geologic and seismic
Archaeological and cultural resources
Topography
Aesthetics
Multimodal Facilities:
Monterey–Salinas Transit (to Watsonville)
Santa Cruz County Metropolitan Transit
Metro)
Watsonville Municipal Airport
Pacific Coast Bike Route
Land Uses along
Corridor :
Agriculture
Urban Uses in City of Watsonville
Open Space
Major Traffic
Generators:
Sunset State Beach
City of Watsonville Commercial and
Industrial Centers
Watsonville Municipal Airport
Manresa State Beach
La Selva Beach
I DENTIFIED L EVELS OF S ERVICE – EXISTING AND F UTURE:
Segment 16 is presently operating at peak LOS C, but is projected to operate at LOS D by 2025.
R ECOMMENDED A CTIONS:
Construct 6-lane freeway north of SR 129.
Improve interchange with Harkins Slough Road
Continue to explore opportunities to site and develop park and ride lots along corridor
Consider ITS elements and other operational improvements
Pursue parallel passenger rail service.
Route 1 16
PM start PM end Length
R0.00 R7.66 7.66
4 to 5 12 ft.
Flat/Rolling 200-220 ft.
None 5-10 ft.
Prohibited 36-99 ft.
2002 2025 2002 2025 2002 2025
46,000 56,000 C D
ADT Ann. Growth (2002-2025) 0.84% Directional Split 60%
Peak Hour Volume (2002) 4,500 Peak Hour Truck 4%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 0.43 0.62
Fatality Collision Rate 0.010 0.010
0.15 0.24
Proposed Transportation Concept
Santa Cruz
County
Facility Type:
Segment/sub-segment Location
Monterey/Santa Cruz County Line to Larkin
Valley Road Exit
Existing Roadbed Information
ADT
National Highway System
Focus Route
Interregional Road System
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Bicycle Facilities
Route Designations
LOSDelayTime (seconds)
Terminal Access Route
Yes
Yes
V/C Ratio
No
Trucking Designations
Lane Width
ROW Width
Shoulder Width
Median Width
Freeway
Principal Arterial
Comments: Install ITS elements to improve operations (pavement detectors, CCTV cameras,
CMSs, ramp meters); support TDMs and intermodal facilities to reduce/manage demand;
improve I/C with Harkins Slough Road.
none)
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
Fatality & Injury Collision Rate
Signalized
Intersection
Analysis
LOS C/D / 4-lane Freeway to SR 129; 6-lane
Freeway north of SR 129
Location
Proposed Concept
Average collision rates statewide for this type facility
Functional Classification
Through-traffic
flow Analysis
LOS
Operating Characteristics
ROUTE 1 – SANTA CRUZ COUNTY - SEGMENT 17
S EGMENT S PECIFICATIONS
Segment Begin End Description
17A R7.66 10.54
San Andreas
Rd/Larkin Valley Rd to
State Park Road
17B 10.54 15.82 State Park Road to
Morrissey Boulevard
17C 15.82 16.82 Morrissey Boulevard
to SR1/SR 17 Junction
Segment Concept : LOS D / 6-lane freeway
S EGMENT F EATURES
Environmental
Constraints:
Coastal Zone requirements
Scenic and historic resources
Special status species/habitat
Geologic and seismic
Archaeological and cultural resources
Topography
Aesthetics
Multimodal Facilities:
Santa Cruz County Metropolitan Transit
Metro)
Park and Ride Lots
Pacific Coast Bike Route
Land Uses along
Corridor :
Public Lands: Screening Landscaping
Urban Residential and Commercial
Major Traffic
Generators:
La Selva Beach, Rio Del Mar, Aptos, Soquel, Capitola, and Santa Cruz: Tourist Destinations
Urban Activities, and Employment Centers
Campuses of Cabrillo College and UCSC
Access to SR 17
State Beaches: Seacliff, New Brighton, and Twin Lakes
Forest of Nisene Marks State Park
I DENTIFIED L EVELS OF S ERVICE – EXISTING AND F UTURE:
Segment 17 is presently operating at peak LOS E/F and is projected to remain at peak LOS F through year 2025.
R ECOMMENDED A CTIONS:
Widen to six lanes.
Support intermodal connectivity among highway, rail, bicycle.
Continue to explore opportunities to site and develop park and ride lots along corridor
Implement Intelligent Transportation System components to aid operations: loops, CCTV cameras, CMS, ramp
meters.
Support TDMs and intermodal facilities to reduce/manage demand.
Pursue parallel passenger rail service.
Support incident management program to increase safety, mobility, and reliability.
Route 1 17A
PM start PM end Length
R7.66 10.54 2.68
4 12 ft.
Rolling 200 ft.
None 6-10 ft.
Prohibited 12-70 ft.
2002 2025 2002 2025 2002 2025
77,000 83,000 E E
ADT Ann. Growth (2002-2025) 0.32% Directional Split 55%
Peak Hour Volume (2002) 6,900 Peak Hour Truck 2%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 0.89 1.02
Fatality Collision Rate 0.008 0.013
0.28 0.38
Proposed Transportation Concept
Segment/sub-segment Location
Trucking Designations
Route Designations
Existing Roadbed Information
No
Lane Width
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Bicycle Facilities
Santa Cruz
County
Larkin Valley Road to State Park Drive
LOSDelayTime (seconds)
Terminal Access Route
Yes
Yes
V/C Ratio
ROW Width
Shoulder Width
Median Width
Freeway
Urban Principal Arterial
Comments: Install ITS elements to improve operations (pavement detectors, CCTV cameras,
CMSs and/or HAR, ramp meters); pursue commuter and intercity rail extension to Santa Cruz
for commuter and interregional travel; support TDMs and intermodal facilities to
reduce/manage demand; pursue non-highway mobility measures (rail, transit, and bicycling)
for regional travel among Monterey Bay destinations.
none)
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
LOS D / 6-lane freeway
Signalized
Intersection
Analysis
Location
Focus Route
Through-traffic
flow Analysis
Fatality & Injury Collision Rate
Proposed Concept
Average collision rates statewide for this type facility
LOS
Operating Characteristics
ADT
Functional Classification
National Highway System
Facility Type:
Interregional Road System
Route 1 17B
PM start PM end Length
10.54 15.82 5.28
4 12 ft.
Flat/Rolling 200 ft.
None 8 ft.
Prohibited 6-36 ft.
2002 2025 2002 2025 2002 2025
103,300 121,000 F F
ADT Ann. Growth (2002-2025) 0.66% Directional Split 55%
Peak Hour Volume (2002) 8,900 Peak Hour Truck 2%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 0.93 1.32
Fatality Collision Rate 0.002 0.015
0.27 0.49
Proposed Transportation Concept
Segment/sub-segment Location
Trucking Designations
Route Designations
Existing Roadbed Information
No
Lane Width
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Bicycle Facilities
Santa Cruz
County
State Park Drive to Morrissey Boulevard
LOSDelayTime (seconds)
Terminal Access Route
Yes
Yes
V/C Ratio LOS
Operating Characteristics
ROW Width
Shoulder Width
Median Width
Freeway
Urban Principal Arterial
Comments: Also, add auxiliary lanes, as needed; install ITS elements to improve operations
pavement detectors, CCTV cameras, CMSs and/or HAR, ramp meters); pursue commuter and
intercity rail extension to Santa Cruz for commuter and interregional travel; support TDMs and
intermodal facilities to reduce/manage demand; pursue non-highway mobility measures (rail,
transit, and bicycling) for regional travel among Monterey Bay destinations.
none)
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
LOS D / 6-lane freeway
Average collision rates statewide for this type facility
Signalized
Intersection
Analysis
Functional Classification
National Highway System
Facility Type:
Interregional Road System
Proposed Concept
Fatality & Injury Collision Rate
Location
Focus Route
Through-traffic
flow Analysis
ADT
Route 1 17C
PM start PM end Length
15.82 16.82 1.00
4 12 ft.
Flat/Rolling 200 ft.
None 8 ft.
Prohibited 22 ft.
2002 2025 2002 2025 2002 2025
109,400 137,000 F F
ADT Ann. Growth (2002-2025) 0.98% Directional Split 55%
Peak Hour Volume (2002) 9,400 Peak Hour Truck 2%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 1.83 1.48
Fatality Collision Rate 0.000 0.016
0.49 0.54
Proposed Transportation Concept
Segment/sub-segment Location
Trucking Designations
Route Designations
Existing Roadbed Information
No
Lane Width
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Bicycle Facilities
Santa Cruz
County
LOS D / 6-lane freeway
Morrissey Boulevard to SR 17
LOSDelayTime (seconds)
Terminal Access Route
Yes
Yes
V/C Ratio
ROW Width
Shoulder Width
Signalized
Intersection
Analysis
Location
Median Width
Freeway
Functional Classification
National Highway System
Facility Type:
Operating Characteristics
ADT
Comments: Also, add auxiliary lanes, as needed; install ITS elements to improve operations
pavement detectors, CCTV cameras, CMSs and/or HAR, ramp meters); pursue commuter and
intercity rail extension to Santa Cruz for commuter and interregional travel; support TDMs and
intermodal facilities to reduce/manage demand; pursue non-highway mobility measures (rail,
transit, and bicycling) for regional travel among Monterey Bay destinations.
none)
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
Fatality & Injury Collision Rate
Interregional Road System
Urban Principal Arterial
Proposed Concept
Through-traffic
flow Analysis
Average collision rates statewide for this type facility
Focus Route
LOS
ROUTE 1 – SANTA CRUZ COUNTY - SEGMENT 18
S EGMENT S PECIFICATIONS
Segment Begin End Description
18A 16.82 18.14 SR1/SR17 Junction to
Chestnut St
18B 18.14 20.61 Chestnut Avenue to
Santa Cruz City Limits
Segment Concept : LOS D /Sub-segment
18A: Four-lane freeway/conventional;
Sub-segment 18B: See below
S EGMENT F EATURES
Environmental
Constraints:
Coastal Zone requirements
Scenic and historic resources
Special status species/habitat
Geologic and seismic
Archaeological and cultural resources
Topography
Aesthetics
Multimodal Facilities:Santa Cruz County Metropolitan Transit
Metro)Pacific Coast Bike Route
Land Uses along
Corridor :
Landscaped Open Space
Urban Commercial, Residential, Educational, Offices
Major Traffic
Generators:
UC Santa Cruz Main Campus
Santa Cruz Recreational Activities: Beach and Boardwalk
State Beaches: Lighthouse Field and Natural Bridges
Urban Activities and Employment Centers
UC Santa Cruz Marine Lab
I DENTIFIED L EVELS OF S ERVICE – EXISTING AND F UTURE:
Segment 18 is presently operating at peak LOS D/E and is projected to fall to LOS E/F by the year 2025.
R ECOMMENDED A CTIONS:
Improve channelization where possible.
Evaluate intersections at Mission/Chestnut and Mission/Bay for improvements
Minimize new access and consolidate existing points of access to highway
Improve pedestrian access
Continue to explore opportunities to site and develop park and ride lots along corridor
Synchronize signals
Evaluate potential for widening 4-lane sections to 6 lanes
Support incident management program to increase safety, mobility, and reliability.
18B!18A16.8220.61Pacific OceanCAPITOLASANTA CRUZ|}1|}9|}17|}
1W e st e r n
D r .S w i f t S t .Y o u
Route 1 18A
PM start PM end Length
16.82 18.14 1.32
4 12 ft.
Flat/Rolling 165 ft.
2 8 ft.
Prohibited /
Class III 10-99 ft.
2002 2025 2002 2025 2002 2025
55,000 60,000 D E
ADT Ann. Growth (2002-2025) 1.00% Directional Split 70%
Peak Hour Volume (2002) 4,400 Peak Hour Truck 3%
2002 2025 2002 2025
DF
2004 2009-12 2004 2009-12
54.3 D 114.2 F
Data provided by City of Santa Cruz Public Works Department
Segment Statewide*
Total Collision Rate 2.51 1.60
Fatality Collision Rate 0.024 0.014
0.80 0.65
Proposed Transportation Concept
Proposed Concept
SR 9
Comments: Improve intersection with SR 9; evaluate intersection at Mission/Chestnut for
improvements; improve pedestrian access.
Mission/Chestnut *
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
Fatality & Injury Collision Rate
No
Lane Width
ROW Width
Shoulder Width
Freeway to Conventional Highway
Focus Route
LOS D /4-lane freeway/conventional
SR 17 to Mission Street
LOSDelayTime (seconds)
Terminal Access Route
No
Yes
V/C Ratio
Signalized
Intersection
Analysis
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Functional Classification
Bicycle Facilities
Santa Cruz
County
Segment/sub-segment Location
Existing Roadbed Information
Median Width
Trucking Designations
Urban Minor Arterial
Route Designations
Facility Type:
Interregional Road System
National Highway System
Operating Characteristics
ADT
Average collision rates statewide for this type facility
Through-traffic
flow Analysis
LOS
Location
Route 1 18B
PM start PM end Length
18.14 20.61 2.47
4-2 12-16.5 ft.
Flat 65-165 ft.
7 0-8 ft.
Class III 0-11 ft.
2002 2025 2002 2025 2002 2025
18,800 26,000 E F
ADT Ann. Growth (2002-2025) 2.09% Directional Split 60%
Peak Hour Volume (2002) 2,000 Peak Hour Truck 5%
2004 2009-12 2004 2008-12
91 F 70.5 E
16.2 B 24.3 C
28.2 C 79.5 E
45.3 D 203.4 F
16.9 B 31.3 C
15.2 B 32.9 C
14.5 B 20.7 C
Data provided by City of Santa Cruz Public Works Department
Segment Statewide*
Total Collision Rate 3.27 2.38
Fatality Collision Rate 0.027 0.021
1.12 1.02
Proposed Transportation Concept
Bicycle Facilities
Route Designations
Existing Roadbed Information
Conventional Highway/Expressway
Terminal AccessRouteTruckingDesignations
National Highway System
Focus Route
Interregional Road System
No
No
Yes
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Santa Cruz
County
Urban MinorArterialFunctionalClassification
Segment/sub-segment Location
Facility Type:
Mission Street to Santa Cruz North Urban Limit at
UCSC Marine Lab
Signalized Intersections
Lane Width
ROW Width
Shoulder Width
Median Width
LOS D (See comments)
Location
Proposed Concept
Average collision rates statewide for this type facility
LOS*Delay Time (seconds)*
Comments: Provide left turn pockets at signalized intersections; evaluate intersection at Bay
Street for further improvements; improve pedestrian access; synchronize signals; evaluate
potential for widening 4-lane sections to 6 lanes.
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
Fatality & Injury Collision Rate
Signalized
Intersection
Analysis
Laurel
Bay
Almar/Younglove
Western
King
Walnut
Swift
ADT
Through-traffic
flow Analysis
LOS
Operating Characteristics
V/C Ratio
ROUTE 1 – SANTA CRUZ COUNTY - SEGMENT 19
S EGMENT S PECIFICATIONS
Segment Begin End Description
19 20.61 37.45 Santa Cruz City Limits
to Santa Cruz/San
Mateo County Line
Segment Concept : LOS D: Two-lane
Conventional
S EGMENT F EATURES
Environmental
Constraints:
Coastal Zone requirements
Scenic and historic resources
Special status species/habitat
Geologic and seismic
Archaeological and cultural resources
Topography
Aesthetics
Multimodal Facilities:Santa Cruz County Metropolitan Transit
Metro)
Pacific Coast Bike Route
California Coastal Trail
Land Uses along
Corridor :
Agricultural
Open space
Commercial (Davenport)
Major Traffic
Generators:
Wilder Ranch State Park
Henry Cowell Redwoods State Park
Davenport
Big Basin Redwoods State Park
I DENTIFIED L EVELS OF S ERVICE – EXISTING AND F UTURE:
Segment 19 is presently operating at peak LOS D and is projected to decline to peak LOS E by the year 2025.
R ECOMMENDED A CTIONS:
Minimize and consolidate access.
Improve channelization.
Route 1 19
PM start PM end Length
20.61 37.45 16.84
2 11-12 ft.
Flat/Rolling 165-180 ft.
None 4-28 ft.
Class III 0-11 ft.
2002 2025 2002 2025 2002 2025
8,000 12,000 D E
ADT Ann. Growth (2002-2025) 1.86% Directional Split 65%
Peak Hour Volume (2002) 1,300 Peak Hour Truck 3%
2002 2025 2002 2025
Segment Statewide*
Total Collision Rate 0.62 1.18
Fatality Collision Rate 0.043 0.030
0.35 0.57
Proposed Transportation Concept
Operating Characteristics
ADT
Through-traffic
flow Analysis
Average collision rates statewide for this type facility
LOS
Signalized
Intersection
Analysis
Minor Arterial
Route Designations
Facility Type:
Interregional Road System
Focus Route No
Functional Classification
Santa Cruz
County
Segment/sub-segment Location
Trucking Designations
Existing Roadbed Information
Lane Width
ROW Width
Shoulder Width
Median Width
Expressway to Conventional Highway
Caltrans District 5 - Segment Data Sheet
Description
Number of lanes
Segment/(Sub-segment)
Terrain
Signalized Intersections
Bicycle Facilities
LOS D / 2-lane Conventional Highway
Santa Cruz North Urban Limit at UCSC Marine
Lab to Santa Cruz/San Mateo County Line
LOSDelayTime (seconds)
Terminal Access Route
No
Yes
V/C Ratio
Location
National Highway System
Proposed Concept
Comments: Consolidate access and provide channelization improvements; provide standard
width travel lanes and shoulders.
none)
3-year period evaluated
Rates are incidents per million vehicle miles
from 10/01/00 to 9/30/03
Accident Data
Fatality & Injury Collision Rate
Transportation Concept Report State Route 1 03/23/06
APPENDIX C: Comments and Issues Identified in Community Meetings
Transportation Concept Report State Route 1 03/23/06
Comments and Issues Identified in Community Meetings
SANTA BARBARA COUNTY
Segment 1: US 101 to SR 246
Local transportation planners, community representatives, residents, and members of the Bike
Coalition and Lompoc Valley Cycling Club identified the following concerns:
1. Increasing use by commuters
2. Capacity of NB 101 off-ramp to Route 1(vehicle stacking on US 101))
3. High speed traffic
4. Unstable cut slopes along route: erosion and potential for slides and rock falls
5. Wash outs/ponding/road closures north of Ytias Creek following heavy rains
6. Traffic impacts when SR 246 (alternative route) closed for repairs
7. Need for pull-offs for slow-moving farm equipment
8. Need for improved/extended passing lanes on grades near Santa Rosa Road
9. Need for additional passing lanes along segment
10. Non-standard shoulders on two bridges across El Jaro Creek impact bicyclists
11. Need for southbound deceleration and acceleration lanes at Jalama Road (roadway
curves near intersection)
12. Need for four-lanes from Santa Rosa Road (P.M. 17.78) to SR 246.
13. Desire for inexpensive commuter rail system linking North County centers with
South Coast centers
Segment 2 – SR 246 to Harris Grade and Purisima Roads
Local transportation planners, community representatives, residents, and members of the Bike
Coalition and Lompoc Valley Cycling Club identified the following concerns:
1. Impacts of Home Depot/other new/planned commercial development on sub-
segment 2A
2. Need for continuous sidewalks
3. Sub-segment 2A not bicycle friendly
4. Main Street vs. State Highway conflicts
5. Sub-segment 2B having highest volume of vehicular traffic in Lompoc area
6. Heavy commercial traffic
7. Need for wider turn lanes to accommodate truck turning movements at Ocean
Avenue/H Street intersection
8. Maintenance
9. Evacuation route
10. Need SB high-speed approach ramp to Santa Ynez River Bridge and Class I path
realignment south of bridge
11. Need for additional bike lanes in/through Lompoc
12. Need motion-sensitive vehicle sensors at traffic signals to detect bicycles
13. Need for bus turn-outs on H Street
14. Provide 13’ right turn lanes from I Street to 7th Avenue
15. Traffic reduction for downtown Lompoc with extension of Central Avenue
16. Impacts of future development approvals
Transportation Concept Report State Route 1 03/23/06
17. Aesthetics: trash and absence of median planting near north city limits
18. Traffic operations at Harris Grade Road intersection (consider traffic circle and/or
reconfigured bicycle lanes)
Segment 3 – Harris Grade and Purisima Roads to Orcutt Expressway
Local transportation planners, community representatives, residents, and members of the Bike
Coalition and Lompoc Valley Cycling Club identified the following concerns:
1. Impacts of new development on roadway and intersection operations at and north
of intersection with Harris Grade and Purisima Roads
2. Safety of access to Allan Hancock College
3. Aesthetics: trash and absence of median planting near north city limits
4. Need for improvements at Santa Lucia for access to federal prison
Segment 4: Orcutt Expressway to Santa Barbara/San Luis Obispo County Line
A public meeting held April 29, 2003 at the Guadalupe City Council Chambers in the City of
Guadalupe generated comments regarding a wide range of regional transportation issues on
State Route 1 and nearby facilities in Santa Barbara and San Luis Obispo Counties.
City of Guadalupe officials and residents identified the following concerns:
1. Non-standard travel lanes (11-12’), shoulders (0-2’) and bridges in sub-segment 4A
2. Need for passing lanes and tractor pull-outs along sub-segment 4A
3. Improvements for turns at Black Road and Brown Road junctions
4. Difficult SB transition from Route 1 onto SR 135
5. Flooding
6. Impacts of potential development at SW corner SR 1/SR 166
7. Main Street vs. State Highway conflicts in Guadalupe
8. Safety for children and adult pedestrians: Need for traffic lights at intersections
with W. Main Street (SR 166) and 11th Street
9. Need for crosswalks in downtown Guadalupe
10. Proximity of SR 1/SR 166 at-grade intersection to SR 166/RR at-grade crossing
11. At SR1/166: need for larger stop signs and flashing light, caution light south of
intersection, turn lanes to prevent vehicles backing up on through lanes
12. Overloaded produce trucks that shake historic brick buildings along Route 1
Reroute trucks to San Simas and 11th Streets)
13. Desire for better signage on Route 1 in San Luis Obispo County directing traffic to
Guadalupe as a tourist destination
14. Need for improved bicycle accommodations possibly including a cantilever bicycle
bridge for bicycles and pedestrians across Santa Maria River north of Guadalupe
15. Consideration for developing Guadalupe train station into multi-modal
transportation center
16. In Guadalupe along Route 1, improper placement of manhole covers, natural gas
boxes, water boxes, asphalt patching, concrete blocking around tree, and fire
hydrants; absent lift caps in water boxes; improper dimensions for steps and
driveway lips, and drain inlet; and improper material (asphalt) for gutters.
17. Need for improved road maintenance in Guadalupe
Transportation Concept Report State Route 1 03/23/06
SAN LUIS OBISPO COUNTY
General
1. Possibilities for bus rapid transit on Route 1
2. Need for pedestrian grade separation where highway crossing is difficult and
conflicts with vehicular traffic
Segment 5: Santa Barbara/San Luis Obispo County Line to Halcyon Road
Regional transportation planners and area residents identified the following concerns:
1. Poor visibility over vertical undulations in roadway
2. Poor visibility around school bus stop near Nipomo Mesa mobile home park
3. Non-standard shoulder widths impact bicyclists
4. Slow-moving agricultural vehicles
5. Impacts of Woodlands project and other development near Mesa: need for
developer fees to fund related traffic improvements
6. Pedestrian crossings
7. Provision of multi-use trails separated from highway
8. Channelization at intersection as needed to maintain/improve operations as
development occurs
9. Consider additional traffic signals
10. Improvements at Willow Road: curve realignment, signalization, extension to US
101
11. Bridge replacement at Halcyon Road
12. Possibilities for realignments to Halcyon and/or Valley Roads with
swaps/relinquishments
13. Drainage and flooding
Segment 6: Halcyon Road to US 101 in Pismo Beach
Regional transportation planners identified the following concerns:
1. Need for improved pedestrian access to Grover Beach rail station
2. Routing of truck traffic off Halcyon Road
3. Multiple access points including non-standard intersection with 4th Street at south
end of railroad crossing in Oceano
4. Consider park and ride lot for Pismo Beach
5. Need standard shoulder widths for bicycling
6. Slow-moving agricultural vehicles
7. Consider bicycle-sensitive loops at traffic signals for through and left turn
movements (e.g., Grand Avenue)
8. Consider additional signs for Pacific Coast Bicycle Route (PCBR) to remind motorists
to share the road
9. Consider signing Mattie Road as PCBR
10. Options for congestion relief in Pismo Beach
11. Potential ITS applications in high traffic areas: CMS, HAR
12. CSS amenities including medians and sidewalks
13. Alignment for bike trail
14. DeAnza Trail designation
Transportation Concept Report State Route 1 03/23/06
Segment 7: US 101 in San Luis Obispo to Highland Drive
Regional transportation planners identified the following concerns:
1. Operations at SR 1/US 101 intersection
2. Desirability of medians at pedestrian crossings for stopping mid-way across Santa
Rosa Street
3. Stopped buses impede traffic flow and block bike lanes
4. Opportunities to acquire additional right-of-way for widening limited by existing
urban development
5. Potential for bypass route from south end of San Luis Obispo (Los Osos Valley
Road) to Cuesta College
6. Discontinuity of northbound bicycle lanes at Murray Street and Foothill Boulevard
7. Bicycle and pedestrian access to Cal Poly
8. Foothill intersection: need for landscaping and overpasses or underpasses for
pedestrians and bicycles
9. CSS roadway treatments
Segment 8: Highland Drive to South Bay Boulevard
Regional transportation planners identified the following concerns:
1. Potential for conversion of sub-segment 8A to freeway to eliminate at-grade access
2. Conflicts between through and turning traffic at Education Drive: potential for
interchange
3. Potential to develop an alternative alignment
4. Potential for consolidating access to reduce number of at-grade intersections
5. Narrow shoulders on Chorro Creek Bridge
6. CSS applications
7. Plans for interpretive centers adjacent to North Coast All American Road/pull-offs
for viewing natural attractions along route
Segment 9: South Bay Boulevard to SR 46
Regional transportation planners identified the following concerns:
1. Traffic for off-ramps at SR 41 interchange backing up on Route 1
2. Proposed roundabout at SR 1/41/Main Street intersection
3. Aesthetics issues with utility lines, billboards, fences
4. CSS amenities including medians and sidewalks
5. Evaluate transition to limited-access freeway
6. Consider bicycle-sensitive loops at traffic signals for through and left turn
movements (e.g., San Jacinto and Yerba Buena Streets)
7. Narrow shoulders on Toro Creek Bridge
8. Consider highway access and parking for new coastal access areas at Estero Bluffs
State Park and in Harmony area
9. Improved facilities for bicycles to avoid/maneuver through weave areas between
Main Street and SR 41 ramps in Morro Bay.
Transportation Concept Report State Route 1 03/23/06
10. Exiting traffic back-ups at SR 41 related to slow clearing I/C at SR 41, Main Street
and Route 1 ramps
11. Plans for Class I bikeway parallel to sub-segment 9B
12. Possible need for longer NB left-turn pocket at 24th Street exit in Cayucos
Segment 10: SR 46 to San Carpoforo Creek
Regional transportation planners identified the following concerns:
1. Parallel cross-town bike and pedestrian trail in Cambria Flood control project
2. Consider bicycle-sensitive loops at traffic signals for through and left turn
movements (e.g., Windsor Boulevard)
3. Bike/pedestrian trail in San Simeon
4. CSS amenities including medians and sidewalks
5. San Simeon Acres: Main Street America/ Access under bridge/improved
landscaping
6. Transit use
7. Potential development of Hearst Ranch lands
8. Address highway access and parking for coastal areas along Hearst Ranch coastline
9. Need standard shoulder widths for bicycling
10. Need paved shoulders free of weeds, sand, and gravel for bicycling
11. Safe access to off-road attractions: elephant seal colony and Piedras Blancas
Lighthouse
12. Realignment of road to east away from surf
13. Additional pedestrian and bicycle paths where roadway abandoned for new
alignment
Segment 11: San Carpoforo Creek to San Luis Obispo/ Monterey County Line
Stakeholders in the Coast Highway Management Plan process identified the following concerns
regarding Segments 12 and 13:
1. Safety, related to landslides; highway repair and maintenance activities; pedestrian
and bicycle access; and access to turnouts, vista points, pullouts and roadside
parking opportunities
2. Unstable cut slopes along route: erosion and potential for slides and rock falls
3. Importance of keeping the highway open: clearing slide materials and repairing
storm damage as quickly and efficiently as possible
4. Effects of slow-moving visitor-driven vehicles, bicyclists, and pedestrians on traffic
flow
5. Narrow travel lanes and narrow or absent paved shoulders
6. Spread of invasive exotic plant species
7. Aesthetics: minimizing introduction of new man-made elements in the viewshed,
including Caltrans’ construction work and equipment as well as structures visible
from the highway
8. Facilities for use, comfort, and safety of travelers: turnouts, vista points, pullouts,
paved shoulders of adequate width for use by bicyclists
9. Provide adequate measures for bicyclists during maintenance and reconstruction
work. Incident related by stakeholder: The signal controlling access to one-way
Transportation Concept Report State Route 1 03/23/06
traffic lane did not provide adequate time for southbound cyclist to ride through
before northbound traffic entered the lane.
10. Highway access and parking for coastal access at mouth of San Carpoforo Creek.
MONTEREY COUNTY
Segment 12: San Luis Obispo/Monterey County Line to Malpaso Creek Bridge, and
Segment 13: Malpaso Creek Bridge to Carmel River Bridge
Stakeholders in the Coast Highway Management Plan process identified the following concerns
regarding Segments 12 and 13:
1. Safety, related to landslides; highway repair and maintenance activities; pedestrian
and bicycle access; and access to turnouts, vista points, pullouts and roadside
parking opportunities
2. Unstable cut slopes along route: erosion and potential for slides and rock falls
3. Importance of keeping the highway open: clearing slide materials and repairing
storm damage as quickly and efficiently as possible
4. Effects of slow-moving visitor-driven vehicles, bicyclists, and pedestrians on traffic
flow
5. Narrow travel lanes and narrow or absent paved shoulders
6. Spread of invasive exotic plant species
7. Aesthetics: minimizing introduction of new man-made elements in the viewshed,
including Caltrans’ construction work and equipment as well as structures visible
from the highway
8. Facilities for use, comfort, and safety of travelers: turnouts, vista points, pullouts,
paved shoulders of adequate width for use by bicyclists
9. Additional roadside parking near Salmon Creek, Soda Spring, Cruickshank, North
Prewitt, and Kirk Creek trailheads and Nathaniel Owings Memorial Redwood Grove
Segment 14: Carmel River Bridge to SR 156
1. Intense local and regional traffic in addition to through traffic bound for Big Sur
Coast and recreational attractions
2. Long waits for turns at intersections with Rio and Carmel Valley Roads
3. Stretches where visual character dominated by large trees and ornamental
plantings
4. High rate of rear-end collisions along northbound uphill stretch north of Rio Road
5. High level of controversy between Carmel residents who oppose widening in
existing alignment and preferred now-abandoned plans for Hatton Canyon Bypass
and environmental community that opposed Bypass
Segment 15: SR 156 to Monterey/Santa Cruz County Line
1. Coastal Act policies supporting widening or realignment only as last resort
2. Environmentally sensitive habitat areas
3. Evaluate proposed improved intersections with Route 1 to avoid growth
inducement/traffic inducement
4. Preference for addressing congestion with alternative modes of transportation
Transportation Concept Report State Route 1 03/23/06
5. Effects of widening on endangered Santa Cruz long-toed salamander: habitat
fragmentation, infringement on breeding sites and increased road kill
6. Provision of recreational support facilities such as parking and access roads from
highway
7. Areas to accommodate bicycle users/completion of trail system
8. Rural character of highway: minimizing urban-type improvements
9. Congestion/turning movements at Salinas Road
10. Option to reroute Route 1 to railroad alignment
11. Option to improve G-12 as an alternate route for some trips
12. Caltrain access at Pajaro
13. Upgrade other routes to carry traffic from US 101 to Santa Cruz while avoiding
Segment 15
14. Evaluate entire system of state and local roads between Route 1 and US 101 in
Castroville/Pajaro/Watsonville area to avoid impacts to rural character of coastal
area
15. Heavy congestion during major events/festivals in Monterey or Santa Cruz Counties
16. Segment congestion: a two-county issue
SANTA CRUZ COUNTY
Note: A public meeting held October 22, 2003 at Watsonville High School in the City of
Watsonville generated comments regarding a wide range of regional transportation
issues on State Route 1 and nearby facilities in Santa Cruz and Monterey Counties.
Segment 16: Monterey/Santa Cruz County Line to Larkin Valley Road
1. Segment congestion: a two-county issue
2. Heavy traffic at Riverside Road (SR 129) interchange since opening of school west
of Route 1
3. Environmental sensitivity
4. Noise and air quality impacts to humans and wildlife if highway widened
5. Need for highway access at Green Valley Road
6. Freeway ramp congestion spilling over to local road system
7. Purchase of parallel branch rail line for modal alternative to highway travel
8. Caltrain access at Pajaro
Segment 17: Larkin Valley Road to SR 17
1. Widening to 6 lanes needed
2. Need for forward signing to indicate incident/congestion in vicinity of Freedom
Boulevard interchange
3. Freeway ramp congestion spilling over to local road system
4. Access to Cabrillo College
5. Purchase of parallel branch rail line for modal alternative to highway travel
6. Plan for intermodal facilities for access to future parallel passenger rail by bicycle,
bus, automobile
7. Heavy congestion from SR 1/SR 17 interchange and south for several miles
8. Large trucks on the highway between 6-9:00 a.m. and between 5-7:00 p.m.
Reroute trucks or provide separate truck lane
Transportation Concept Report State Route 1 03/23/06
9. Consider a handicapped-accessible PRT system for cost, efficiency, and congestion
relief
10. Increased noise levels and emissions if highway widened
11. Potential impacts to Santa Cruz long-toed salamander if highway widened
Segment 18: SR 17 to Santa Cruz North Urban Limit
1. UCSC-related traffic
2. Mix of local, regional and interregional (tourist) traffic
3. Non-standard intersections and sharp turns on route
4. Uncontrolled access: multiple residential driveways and parking lot entries to strip
commercial and office uses
Segment 19: Santa Cruz North Urban Limit to Santa Cruz/San Mateo County Line
1. Non-standard lane and shoulder widths
2. Improve and manage public access to coastal areas for recreational use (adequate
parking)
3. Need for channelization for turns
4. Inadequate shoulder widths for bicycles
Transportation Concept Report State Route 1 03/23/06
APPENDIX D: Programmed and Planned Projects