American Canyon City Council
September 15, 2026

Grade-separated pedestrian crossings provide a low-stress crossing option, provided they are designed according to be accessible and safe, and can provide some operation improvements to intersections that are able to eliminate at-grade pedestrian traffic signal cycles. However, these improvements can be expensive and can result in more circuitous pedestrian circulation than direct at-grade crossings.

Figure 38: Grade-Separated Pedestrian Crossings
641
STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 81 Transit
A variety of proposed transit improvements are included in the SR 29 CMCP. These improvement categories are described below in more detail. Proposed improvement locations in the northern study area are presented in Figure 39. Figure 40 presents proposed transit improvement locations in the central study area. Proposed improvement locations in the southern study area are shown in Figure 41 Figure 39: Transit Improvements - Northern Study Area
Bus Stop Changes
Proposed bus stop changes and/or upgrades would include benches, new or improved bus shelters, realtime travel information, wayfinding, and transit route information. Some locations would include Wi-Fi, bicycle storage, lighting, and improved pedestrian facilities. 642
82 | CORRIDOR SOLUTIONS
Figure 40: Transit Improvements – Central Study Area
Queue Jump
Queue jump locations would provide dedicated lane space for buses to travel around queued vehicles at particular locations. Queue jumps reduce delay for buses caused by intersections and reduce travel time and variability. Proposed locations along SR 29 include Napa Junction Road, Donaldson Way, and American Canyon Road. The graphic below depicts an example of a queue jump intersection location.

Part Time Use of Shoulder
This improvement allows buses to use existing shoulder width to increase efficiency and improve transit service. Bus use of shoulder space is becoming a more common means to increase highway capacity and 643
STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 83 transit service reliability. Caltrans has the authority to redesignate shoulders as a part-time use lanes.

Caltrans is currently developing guidance for the implementation of part time lanes for shoulder use.

Part time bus use of the current shoulder space could present a potential conflict between bicyclists and buses. This conflict would be limited to the peak hours during which buses were allowed to operate in the shoulder. With current 30-minute bus headways, this potential conflict between users would be limited to twice in one hour. Proposed parallel Class I bikeways would remain a low-stress option.

Use of existing shoulders by buses would be implemented in conjunction with queue jump locations with between 1,000 and 1,500 feet depending on location constraints. Part time use of shoulder by buses would require upgrades to existing shoulders in order to ensure geometric design and pavement index requirements are met.

Figure 41: Transit Improvements - Southern Study Area
644
84 | CORRIDOR SOLUTIONS
Transit Signal Priority
Transit signal priority can reduce travel time and improve reliability by giving priority to buses at intersections. Installation of equipment is needed on buses to activate the signal priority.

Increased Service Frequency
The Route 11X and Route 29 would be served by two new, electric, 40-foot buses, and increased service frequency to 30 minute headways.

SMART Train Extensions
Extensions of SMART train service into the study area are currently in early planning stages and lack funding source(s). SMART feasibility studies estimate a roughly $1B to achieve the planned extensions.

American Canyon to Vallejo Ferry Terminal
This north-south extension of the Sonoma-Marin Area Rail Transit (SMART) train would extend from Napa Junction in American Canyon to the Vallejo Ferry Terminal.

Novato to Suisun City
This extension of the SMART train would extend from Novato to Suisun City, passing through Napa County and providing east-west rail connectivity as an alternative to the SR 12, SR 37, and SR 29 corridors.

The extension would include upgrades to existing tracks, several bridges, and at-grade crossings. Station improvements would include upgrades to existing facilities at Novato-Hamilton and Suisun-Fairfield, and construction of new stations between these existing facilities. A passenger rail communication system would also need to be implemented.

Integrated Corridor Management
The Integrated Corridor Management (ICM) improvements considered in this Plan include: traffic monitoring detectors, Trailblazer Signs, CCTV Cameras, Variable Message Signs, and a Transportation Management Center to facilitate the deployment of the communications systems needed to facilitate the various intelligent transportation systems (ITS) within the ICM package. It is assumed that all field devices deployed would use wireless communications and that data is transferred to the Traffic Management Center through an internet network over 4G cellular system.

All current and future signalized intersections would be upgraded with traffic sensors/traffic detection; traffic signal controllers; and fiber optic or wireless communication systems at key corridor intersections.

These communication devices would allow signalized intersections to be adaptive and allow them to react to changing traffic conditions; monitor traffic conditions in real time, and continuously distribute green time equitably for all traffic movements. Proposed locations of the ICM components discussed below are shown in Figure 42.
645
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F
ol sden Rd
Newell Dr
Kaiser Rd
Meadows
S Napa
Junction Rd Rio Del Mar
Imola Ave
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Mini
Green Island Rd
W American Canyon Rd
Airport Blvd
Devlin Rd
Eucalyptus Dr
Soscol Creek Rd
Watson Ln
FIGURE 42
0 0.15 0.3 0.45 0.6
Miles
Project No.

Revision No. -
11187559
Date 05/12/2020
Map Projection: Lambert Conformal Conic
Horizontal Datum: North American 1983
Grid: NAD 1983 StatePlane California II FIPS 0402 Feet
Paper Size ANSI D
o
Data source: Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID, IGN, and the GIS User Community.

Created by: pthornton
Legend
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Variable Message
Signage
"@ Trailblazer Sign
Roads
Rail Lines
Corridor
Boundary

NAPA VALLEY TRANSPORTATION AUTHORITY
SR 29 COMPREHENSIVE MULTIMODAL

CORRIDOR PLAN

INTEGRATED CORRIDOR

MANAGEMENT IMPROVEMENTS
646
86 | CORRIDOR SOLUTIONS
NVTA Maintenance Facility/ Transportation Management Center The new NVTA Vine Transit Maintenance facility is proposed to replace the existing facility at 720 Jackson Street. The new facility would be constructed on undeveloped land at the terminus of Sheehy Court, approximately 900 feet west of its intersection with Devlin Road in unincorporated Napa County.

The eight-acre site would provide for maintenance for six bays, an administrative building, parking for 74 transit vehicles up to 45 feet long, 75 visitor and employee parking spaces, and the opportunity to host a Transportation Management Center (TMC). The TMC would be a multiagency project to coordinate transportation communication within the corridor. Further discussion to coordinate logistics of the TMC are required with Caltrans District 4 to prevent regional traffic management friction.

Traffic Monitoring Detectors
Field deployment of traffic monitoring detectors include underground loop and radar detectors. The detectors would monitor traffic conditions and communicate with the TMC for incident management.

Proposed locations along SR 29 include:
 Near 231 Devlin Road
 0.37 miles north of Airport Boulevard
 850 feet south of Airport Boulevard
 350 feet north of Tower Road
 1,200 feet south of Kelly Road
 830 feet north of Donaldson Way
 200 feet north of Eucalyptus Drive
 Overpass near Paoli Loop Road
 1,000 feet north of Paoli Loop Road
 430 feet south of S Kelly Road
 1,100 feet north of Tower Road
 250 feet north of Airport Boulevard
 0.27 miles south of Kelly Road
Trailblazer Signs
Trailblazer signs provide wayfinding information on roadways, guiding road users to routes, connections, and destinations. Signs at the proposed locations below would provide detour and route information to manage circulation and direct traffic in the corridor. This could alleviate congestion on SR 29 by diverting some drivers to parallel routes. Proposed locations include:
 Soscol Ferry Road/Devlin Drive: 250 ft east
 Devlin Road/Airport Boulevard: 300 ft north
 Airport Boulevard/Devlin Road: 300 ft east
 Tower Road/Devlin Road: 300 ft east
 Devlin Road/S Kelly Road: 650 ft north
 S Kelly Road/Devlin Road: 300 ft east
 Devlin Road/Green Island Road: 300 ft north
647
STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 87  American Canyon Road/Newell Drive: 500 ft west
 Newell Drive/Donaldson Way: 300 ft south
 S Kelly Road/Rio Del Mar: 300 ft south
 Rio Del Mar/S Kelly Road: 300 ft east
 Paoli Loop Road/S Kelly Road: 300 ft south
 S Kelly Road Extension/S Kelly Road: 300 ft south
 S Kelly Road/S Kelly Road Extension: 300 ft west
 S Kelly Road/Lincoln Avenue: 300 ft south
 Lincoln Avenue/S Kelly Road: 500 ft west
CCTV Cameras
Closed-circuit television (CCTV) cameras would be used in conjunction with variable message signs and traffic monitoring detectors to monitor and manage traffic conditions throughout the corridor.

Proposed locations along the west side of SR 29 include:
 Soscol Ferry Road
 231 Devlin Road
 Airport Boulevard
 Tower Road
 South Kelly Road
Proposed locations along the east side of SR 29 include:
 American Canyon Road
 Donaldson Way
 Rio Del Mar
 Paoli loop Road
 South Kelly Road
 Lincoln Avenue
Variable Message Sign
Variable message signs are traffic control devices capable of displaying one or more alternative messages. As one component of the Integrated Corridor Management improvement package, variable message signs would be used for incident management and route diversion to divert and control traffic throughout the corridor. This may result in lowered congestion and delay on more commonly traversed routes. Proposed locations along SR 29 include one half-mile north of the following intersections:
 Soscol Ferry Road
 Airport Boulevard
 Tower Road
 Donaldson Way
Proposed locations also include one half-mile south of the following intersections:
648
88 | CORRIDOR SOLUTIONS
 American Canyon Road
 Paoli Loop Road
 Lincoln Avenue
Proposed locations off the SR 29 mainline:
 SR 221 east of SR 29 (Soscol Junction)
 SR 12 west of SR 29 (Carneros Junction)
 SR 121 (Imola Avenue) east of SR 29 and west of SR 221 649
STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 89 6-Performance
Assessment
The performance metrics selected for the SR 29 CMCP informed each of the six Smart Mobility Framework objectives to ensure that the resulting improvement recommendations provide a balanced, sustainable, and multimodal assessment of current and forecasted corridor conditions. Requisite rubrics include:
 Planning level cost opinions
 Mode shift and vehicle miles travelled
 Level of traffic stress scores
 Collision reduction benefit
 Health and air quality benefit
 Vehicular delay and buffer time
reductions
 Societal cost and benefit monetization
factors
 Return on investment (i.e. benefitcost)
Equal attention was given to document the beneficial outcomes of measures not directly reflected in the benefit-cost assessment. These include:
 Plan and Policy Consistency (with existing NVTA, City and County of Napa, City of American Canyon and Caltrans plans and policies)
 Environmental/Institutional Sensitivity
 Adaptation
 Economic Development
 Community Acceptance
Using these tools to measure effectiveness, the following benefit quantitative and qualitative analyses are summarized below and presented in the following sections:
 Induced Demand/Bicycle Mode Shift Benefits
 Multimodal Connectivity/Level of Traffic Stress
 Transit Ridership
 Vehicle Operations
 Safety
 Interconnected Streets and Integrated Corridor Management  Air Quality
 Environmental Justice and Social Equity
 Economic Development
 Adaptation Assessment
o Climate Change Vulnerability
 Plan and Policy Consistency
o Plan Consistency
o Policy Consistency
o Community Support
 Emerging Technologies Assessment
650
90 | PERFORMANCE ASSESSMENT
Induced Demand/Bicycle Mode Shift Benefits
To estimate the induced demand associated with the bicycle improvements proposed in the State Route 29 Comprehensive Multimodal Corridor Plan, the project team utilized the National Cooperative Highway Research Program (NCHRP) 552 methodology provided in the Guidelines for Analysis of Investment in Bicycle Facilities.

The facilities included in the benefit analysis presented herein include the Class I path gap closures along the Bay Trail and Vine Trail alignments and the provision of bike paths adjacent to SR 29 from SR 37 to Napa Junction Road, Napa Junction Road to Napa Valley Vine Trail, and South Kelly Road to Soscol Junction. The employed methodology, estimated benefits and associated benefit-cost ratio is described in the following sections.

Methodology
The analysis quantifies the induced demand mode shift (induced demand) associated with the proposed improvements, and monetizes the annualized mobility, health, recreation and decreased auto use benefits provided by the projected mode shift at high, moderate and low estimates. Bicyclists are more likely to use a facility if they live within a 1.5 mile buffer than if they live outside of this distance. Moreover, the highest likelihood of a member of the population to use the facility exists if they live within a 0.5 mile buffer around the facility. The NCHRP 552 methodology suggests that bicycle commute mode share can be utilized to estimate the number of existing and future bicycle ridership based on the population, and low, moderate, and high likelihood multipliers at 1.5 mile, 1 mile, and 0.5 mile buffers that surround a facility. Each buffer area—at 0.5, 1 and 1.5 mile buffers from the proposed improvements was created using a network-based analysis in a GIS environment. Benefit values are based on the following assumptions:
 Existing cyclists near a new facility will shift from a nearby facility to a new facility  The new facility will induce new cyclists as a function of the number of existing cyclists relative to the attractiveness of the proposed facilities
To estimate future bicycle ridership, the population near the improvements was calculated using block level population data from the 2010 Decennial U.S. Census, Solano-Napa Activity Based Model (SNABM), and distance buffers of 0.5 miles, 1 mile and 1.5 miles based on the NCHRP Report 552 methodology. 2010 population estimates were utilized as baseline population estimates. Population growth rates were calculated using the land use data by TAZ found in the 2015 and 2040 SNAB Models and applied to the baseline to estimate future population. The total population within each buffer distance range near the proposed improvements was estimated by multiplying the proportion of area of each buffer to the area of the whole block by the estimated block population.

Using the estimated population and the sketch planning method presented in Appendix A of NCHRP Report 552, existing bicycle rates and the mobility, health, recreation, and decreased auto use benefits at high, moderate and low levels were estimated.

Induced Demand
Induced demand takes into account percentage of child and adult population, bicycle commute mode share, percentage of children who bicycle, and the population within three buffer distances, 0.5 miles, 1.0 miles, and 1.5 miles, of the proposed facility. These variables are incorporated into the equations provided in the NCHRP methodology.
651
STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 91 The result of the estimated induced demand analysis is reported below. Appendix F provides a detailed explanation of the analysis procedures and results. Table 13 presents the new adult, children commuter and total bicyclists estimated to induce with implementation of the proposed improvements.

These results are used to calculate the measures of effectiveness associated with bicycle mode shift (reduction in trips and VMT), and the mobility, health, recreation, and decreased auto use benefits discussed in the following sections.

Table 13: Study Area Induced Demand Results
Study Area Induced Demand Results
Total New Commuters, 2400m 67
Total New Commuters, 1600m 186
Total New Commuters, 800m 142
Total New Adult Cyclists, High 2400m 205
Total New Adult Cyclists, High 1600m 571
Total New Adult Cyclists, High 800m 437
Total New Adult Cyclists, Moderate 2400m 95
Total New Adult Cyclists, Moderate 1600m 263
Total New Adult Cyclists, Moderate 800m 202
Total New Adult Cyclists, Low 2400m 53
Total New Adult Cyclists, Low 1600m 147
Total New Adult Cyclists, Low 800m 111
Total New Child Cyclists, 2400m 106
Total New Child Cyclists, 1600m 296
Total New Child Cyclists, 800m 232
Total New Cyclists, High 2243
Total New Cyclists, Moderate 1590
Total New Cyclists, Low 1340
Measures of Effectiveness
Induced demand/bicycle mode shift can be measured by the reduction in vehicle trips and vehicle miles traveled (VMT) associated with the proposed bicycle improvements using the methodology described above. The number of trips and VMT reduced was calculated using the number of new commuters estimated using the NCHRP methodology and the average person trip length (9.34 miles) reported by the 2017 National Household Transportation Survey (NHTS). Because the NCHRP 552 methodology uses new commuters to estimate decreased auto trips, trip reductions and VMT are annualized under the assumption that a working year is comprised of 47 weeks and 5 days per week to account for the typical work week and vacations. These measures are reported in Table 14. 652
92 | PERFORMANCE ASSESSMENT
Table 14: Reduction in Trips and VMT Associated with Induced Demand Induced Demand Measures of Effectiveness (MOE)
MOE Count
Daily New Commuters 396
Daily Reduction in Trips 792
Daily Reduction in VMT 7,397
Annualized Reduction in Trips 186,120
Annualized Reduction in VMT 1,738,361
Multimodal Connectivity/ Level of Traffic Stress
While the quantitative benefits associated with bicycle and pedestrian improvements are assessed using induced demand and bicycle mode shift, qualitative benefits of these improvements can be analyzed by examining improvements to multimodal connectivity throughout the corridor. Connectivity benefits associated with the improvements recommended in this plan are analyzed through the lens of Level of Traffic Stress (LTS). The LTS analysis presented herein incorporates Bicycle Level of Traffic Stress methodologies as a proxy for analyzing traffic stress for all active transportation network users. The recommended improvements provide low stress connectivity throughout the study area with off-street bicycle and pedestrian facilities and improved crossings along and adjacent to SR 29.

These improvements include the SR 29 Multimodal Improvements, the San Francisco Bay Trail and Napa Valley Vine Trail, a grade-separated pedestrian crossing at American Canyon Road/SR 29, and intersection improvements at Soscol Junction and Airport Boulevard/SR12/SR 29—both of which feature bicycle and pedestrian facilities planned to safely integrate with the proposed network improvements.

The LTS with the recommended improvements are displayed in Figure 43.

The active transportation improvements along SR 29 allow for low stress travel options for bicyclists and pedestrians through Vallejo, American Canyon and unincorporated Napa County, and provide connectivity to other low-stress facilities proposed within the corridor study area.

Segment One, between SR 37 and Napa Junction Road, includes Class I Paths, landscaping, and median improvements. Landscaping improvements and an eight foot shoulder serve as a barrier between the separated path and vehicular traffic, providing low stress connectivity through the entirety of this roadway segment. Additionally, the landscaping and median improvements could contribute to traffic 653
STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 93 calming and lowered traffic stress by transforming the look and feel of the corridor segment from both the driver and active user’s perspective. Vehicles tend to slow in areas that look like pedestrian and bikefriendly corridors, and active users are more likely to utilize the facility when the environment encourages them to travel there.

Segment Two improvements are proposed to extend the existing Class I facility between Napa Junction Road and the Paoli Loop Road segment of the proposed Napa Valley Vine Trail. Together, Segment One and Two improvements provide continuous low stress transportation options along SR 29 from the Southern ingress of the corridor study area. Additionally, the proposed improvements connect to the proposed Napa Valley Vine Trail alignment to provide comprehensive low stress connectivity across the study area.

Finally, Segment Three improvements include Buffered Class II facilities along SR 29 between South Kelly Road and Soscol Junction. While this facility is higher stress due to high speeds and volumes, the facility results in reduced traffic stress compared against the existing condition due to the 10 foot Class II bike lane with a 6 foot buffer. There are a variety of buffering materials that could further reduce traffic stress by increasing driver awareness. This includes but is not limited to rumble strips; high visibility, hatched pavement markings; and painted bike lanes.

While SR 29 remains a high stress barrier north of Napa Junction Road, the San Francisco Bay Trail and Napa Valley Vine Trail Class I Paths offer low stress travel options as an alternative to SR 29. These facilities connect to low stress, local streets and other low stress recommended facilities to enable multimodal connectivity across the study area.

Additionally, the intersection improvements at Soscol Junction and Airport/SR 12/SR 29 improve high stress bicycle and pedestrian crossing conditions at these locations by incorporating multi-stage crossings, bicycle ramps, and shared-use bicycle and pedestrian facilities connecting to existing and proposed facilities.

All of the Class I Path and intersection improvements discussed above provide low stress connectivity for both bicyclists and pedestrians. In addition, the proposed pedestrian overcrossing at American Canyon Road provides low stress crossing opportunity for pedestrians crossing at American Canyon Road and SR 29. Three pedestrian crossing locations were considered, as described previously. The American Canyon Road location was chosen based on the proximity to key origins and destinations, including schools, parks, commercial, and residential land uses.

Collectively, the proposed active transportation, transit and operational improvements coalesce to provide a comprehensively connected, safe and multimodal corridor. 654
·|}12
·|}29
221 ·|}
·|}29
·|}37
221 ·|}
·|}12
·|}29
Magnolia Dr
American Canyon Rd
Donaldson Way E
Newell Dr
Kaiser Rd
Dona
dl son
Way
S Kelly Rd
Soscol Ferry Rd
Napa Junction Rd
Imola Ave
Fairgrounds
Mini
Meadows
Green Island Rd
Airport Blvd
Stanly Ln
Devlin Rd
Watson Ln
Eucalyptus Dr
Golden Gate Dr
FIGURE 43
0 0.2 0.4 0.6 0.8
Miles
Project No.

Revision No. -
11187559
Date 05/12/2020
Map Projection: Lambert Conformal Conic
Horizontal Datum: North American 1983
Grid: NAD 1983 StatePlane California II FIPS 0402 Feet
Paper Size ANSI B
o N:\US\Roseville\Projects\561\11187559\GIS\Maps\Working\Report Figures\LTS\Improved Data source: Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID, IGN, and the GIS User Community. Created by: pthornton LTS\11187559_LTS_Improved_Combined_20200225.mxd
Print date: 12 May 2020 - 19:16
Legend
LTS 1 (low stress)
LTS 2 (low stress)
LTS 3 (high stress)
LTS 4 (high stress)
Roads
Corridor Boundary

NAPA VALLEY TRANSPORTATION AUTHORITY
SR 29 COMPREHENSIVE MULTIMODAL

CORRIDOR PLAN
Bicycle Level of Traffic Stress
with Proposed Improvements
655
STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 95 Transit Ridership
Overview
To assess the benefits associated with the transit improvements proposed in the SR 29 CMCP, the methodologies presented in Transit Cooperative Research Program (TCRP) Report 118: Bus Rapid Transit Practitioner’s Guide was employed to project transit ridership. Transit improvements include a 30 minute increase in service frequency for Route 11X and Route 29, as well as Transit Queue Jumps, Transit Signal Priority, and Part-Time Use of Shoulder at select intersection locations. Route 11X and Route 29 are both proposed to transition from 60 minute to 30 minute headways and add two 40’ electric busses to NVTA’s fleet. Although a dedicated BRT line is not proposed (i.e., dedicated travel lane and 15 minute headways), the above improvements all serve to prioritize transit vehicle operations and travel times to improve on-time performance and reliability in ways that emulate BRT operations. These improvements justify the conservative application of the BRT Practitioners Guide Elasticity Methodology for estimating the mode shift analysis for improving the service frequency of Routes 11X and 29.

Ridership Projections and VMT Reduction Benefit
Available ridership data from the Vine Transit System was analyzed in addition to ridership projections associated with proposed service expansions for Route 11X and Route 29. These routes will be servicing their existing routes so any change in ridership will be solely attributable to the increase in frequency (not capturing new markets via route diversions). Annualized projections of ridership changes, and average vehicle trip length reported by the 2017 National Household Transportation Survey (NHTS) were utilized to estimate a reduction in Vehicle Miles Traveled (VMT) associated with the proposed improvements. The annualized increase in ridership projected to occur as a result of the proposed service frequency improvements is presented in Table 15 and the annualized VMT reduction associated with these projected changes in ridership are summarized in Table 16.

Table 15: Annualized Transit Ridership Increases
Annualized Transit Ridership Increase
Route
Service Period
AM PM
29-N 43,732 58,058
29-S 66,352 26,390
11X-N 31,668 16,588
11X-S 8,294 12,818
Table 16: Annualized VMT Reduction Associated with Transit Ridership Annualized VMT Reduction
Route
Service Period
AM PM
29-N 408,457 542,262
29-S 246,483 619,728
11X-N 295,779 154,932
11X-S 77,466 119,720
656
96 | PERFORMANCE ASSESSMENT
Vehicle Operations
Unique 2040 Programmed (Baseline) and 2040 SR 29 CMCP (Planned) future year volume sets that reflect the traffic diversion and AM/PM peak hour circulation characteristics were developed to quantify the diversion of traffic onto parallel routes created by potential roadway capacity improvements and other operational improvements. These future-year volume sets served as inputs to the VISSIM microsimulation model.

Roadway Operations Performance Summary
Operational benefits associated with the planned roadway network were quantified by changes to delay and travel time reliability. Performance measures were generated from the VISSIM microsimulation for existing, future baseline, and future with project conditions. These performance measures included:
 Person throughput
 Person hours of delay (PHD)
 Travel time reliability – travel time index/buffer time index  Vehicle hours of delay (VHD)
 Vehicle miles traveled (VMT)
Performance measure results are provided in Table 17.

Table 17: Roadway Operations Measures of Effectiveness
Simulation
Scenario
Vehicle Miles
Traveled
(miles)
Total Delay
(Hrs)
Person
Delay (Hrs)
Vehicle
Throughput
Person
Throughput
Existing AM 249,031 1,297 1,686 20,824 27,071
Existing PM 297,697 1,296 1,685 23,083 30,008
Baseline 2040 AM 295,589 1,642 2,134 21,964 28,553
Baseline 2040 PM 328,934 2,778 3,612 26,006 33,808
Planned 2040 AM 283,004 1,087 1,414 22,328 29,026
Planned 2040 PM 399,604 2,147 2,791 26,924 35,001
Travel Time Reliability
Table 18 shows the travel time and buffer time as well as indices for each of these metrics for each scenario (passenger vehicle and trucks combined). INRIX Analytics data in conjunction with data produced by Vissim simulation network model was used to estimate future buffer time for the baseline and planned condition. Future buffer times are proportional to correlation between Travel Time Index (TTI) between existing condition and future conditions. Average travel time in calculation of TTI (which is a ratio of average travel time and free flow travel time) was generated by the VIssim Simulation model while the free flow travel time was calculated based on INRIX Analytics data. 657
STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 97 Table 18: Travel Time Results by Scenario – All Vehicle Types Travel Time (Minutes)
Travel Time Index
(TTI) Growth in TTI Buffer Time
Direction
AM Peak
Hour
PM Peak
Hour
AM Peak
Hour
PM Peak
Hour
AM
Peak
Hour
PM
Peak
Hour
AM
Peak
Hour
PM
Peak
Hour
Northbound
Existing 18:19 14:31 1.6 1.3 - - 17:56 06:13
Baseline 24:00 26:23 2.1 2.3 1.2 1.6 20:57 10:11
Planned 23:14 22:41 2.1 2.0 1.1 1.4 20:17 08:45
Southbound
Existing 12:25 21:01 1.0 1.7 - - 04:33 19:25
Baseline 20:38 27:34 1.7 2.3 1.4 1.3 06:20 24:35
Planned 17:24 21:52 1.4 1.8 1.2 1.0 05:21 19:29
Vehicular Level of Service
Table 19 shows the LOS of the study intersections for the Planned Network scenario within the AM peak hour, and Table 20 displays this for the PM peak hour. As shown – all intersections identified for improvements operate at LOS D or better except SR 29/Carneros Highway. One intersection that was not identified for capacity improvements, SR 29/American Canyon Road is shown to operate at LOS F in both peak hours. This intersection will be improved to include channelization for bus queue jumps and part-time use of shoulder for transit which will provide operational benefits (these infrastructure improvements are not reflected in the microsimulation model). Additionally, a grade separated pedestrian bridge is identified near the intersection of SR 29/American Canyon Road which will preclude the need for a pedestrian crossing cycle. This will allow more green time to the through movements on SR 29 which will also improve operations at this intersection.

Table 19: Level of Service – SR 29 CMCP (Planned) Improvements 2040 Network (AM Peak Hour) Intersection
Control
Type
Intersection
Delay (sec) LOS
Vehicle
Throughput
Veh
Hrs of
Delay
Person
Throughput
Person
Hrs of
Delay
SR 29 & Carneros Hwy Signal 81.1 F 5,014 113.0 6,518 146.9 SR 29 & SR 221/Soscol
Ferry Rd
Interchange 8.0 A 5,917 13.2 7,692 17.2
Airport Blvd/Devlin Rd Roundabout 10.7 B 1,352 4.0 1,758 5.2 SR 29 & Airport Blvd/SR
12 Interchange 8.9 A 5,460 13.5 7,098 17.6
SR 12 & Kelly Rd Roundabout 6.7 A 2,750 5.1 3,575 6.6
SR 29 & S. Kelly Rd Signal 22.7 C 3,805 24.0 4,947 31.2 SR 29 & Eucalyptus
Drive
Signal 18.3 B 3,581 18.2 4,655 23.6
SR 29 & Rio Del Mar Signal 34.5 C 3,611 34.6 4,694 45.0 SR 29 & S. Napa
Junction Rd
Signal 53.9 D 3,703 55.4 4,814 72.0
SR 29 & American
Canyon Rd
Signal 187.1 F 4,481 232.9 5,825 302.7
658
98 | PERFORMANCE ASSESSMENT
Table 20: Level of Service SR 29 CMCP (Planned) Improvements 2040 Network (PM Peak Hour) Intersection
Control
Type
Intersection
Delay (sec) LOS
Vehicle
Throughput
Veh
Hrs of
Delay
Person
Throughput
Person
Hrs of
Delay
SR 29 & Carneros Hwy Signal 57.0 E 5,714 90.5 7,428 117.7 SR 29 & SR 221/Soscol
Ferry Rd
Interchange 6.6 A 6,903 12.6 8,974 16.4
Airport Blvd/Devlin Rd Roundabout 5.3 A 1,368 2.0 1,778 2.6 SR 29 & Airport Blvd/SR
12 Interchange 30.4 C 7,034 59.5 9,144 77.3
SR 12 & Kelly Rd Roundabout 35.4 D 4,153 40.9 5,399 53.1 SR 29 & S. Kelly Rd Signal 22.9 C 3,573 22.8 4,645 29.6 SR 29 & Eucalyptus
Drive
Signal 22.0 C 4,039 24.6 5,251 32.0
SR 29 & Rio Del Mar Signal 32.9 C 3,756 34.3 4,883 44.6 SR 29 & S. Napa
Junction Rd
Signal 42.2 D 3,867 45.3 5,027 58.9
SR 29 & American
Canyon Rd
Signal 112.9 F 5,097 159.9 6,626 207.9
Safety
Overview
Based on contributing factors identified in the collision assessment, Part C of the Highway Safety Manual (HSM) was applied to estimate the potential safety performance of the CMCP improvement package.

Crash Modification Factors (CMF) were applied to estimate the reduction in collisions. These reduced collisions were then distributed by severity—property damage only (PDO), injury, severe injury, or fatality—based on historical data of bicycle and pedestrian collisions experienced in the study corridor.

Bicycle and pedestrian related collisions and associated reductions were isolated to assess safety for active transportation users. The estimated reduction in collisions was distributed by severity—property damage only (PDO), injury, severe injury, or fatality—based on historical data of bicycle and pedestrian collisions experienced in the study corridor.

Safety Crash Modification Results
Vehicular and bicycle/pedestrian related collisions and improvements identified to improve safety were summarized for input into the HSIP analyzer to compute anticipated crash reduction. The safety benefit calculation worksheets that informs this analysis are provided in Appendix H. The anticipated collision reductions are presented in Table 21 alongside existing crash totals at these locations. 659
STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 99 Table 21: Crash Reduction Summary
Countermeasure & Project Location
Total
Crashes
(2014 to
2018)
Collision
Reduction
Factor
(CRF)
Anticipated
Crash
Reduction
R37 - Install Shared-Use Path – SR 29: SR 37 to Napa
Junction Road
6 80% 5
R37 - Install Shared-Use Path – SR 29: Napa Junction
Road to Paoli Loop Vine Trail
0 80% 0
R36 - Install Bike Lanes – SR 29:South Kelly Road to SR 12/Airport
2 35% 1
IC - Convert Signalized Intersection at SR 29/SR 221
(Soscol Junction) to Grade-Separated Interchange with
Roundabouts
75 50% 38
S18 - Convert Signalized Intersection to Roundabout
Devlin Rd at Airport Blvd
8 50% 4
IC - Convert Signalized Intersection at SR 29/Airport Blvd to Grade-Separated Interchange with Roundabouts
75 50% 38
S18 - Convert Signalized Intersection to Roundabout at S Kelly Rd/SR 12
38 50% 19
Total Project Area Expected Benefit 204 49.5% 101
*No benefit reported because no pedestrian and bicycle collisions reported near countermeasure area.

Interconnected Streets and Integrated Corridor
Management
According to FHWA, over 60% of delay experienced on United States roadways is caused by traffic incidents. Integrated Corridor Management (ICM) improvements provide benefit by directing traffic through the network by utilizing a series of interconnected, intelligent transportation communication devices. The ICM improvements recommended in this Plan include:
 Traffic monitoring detectors, such as underground loop and radar detectors;  Trailblazer signage, providing wayfinding and route guidance to vehicles;  Variable message signage, providing information through changeable messages to vehicles;  CCTV cameras, used in conjunction with variable message signs and traffic monitoring detectors to monitor and manage traffic conditions; and
 Transportation Management Center, serving as the ICM hub to facilitate intelligent communications between the components listed above.

Additionally, these improvements are recommended to coincide with the parallel capacity improvements along Devlin Road and South Kelly/Newell Drive.

Some components can be useful during expected periods of congestion. However, the system can be particularly useful during unexpected incidences that cause high amounts of congestion such as special events or emergency incidences to manage and divert traffic quickly and safely through the corridor. 660
100 | PERFORMANCE ASSESSMENT
ICM Scenario Development
On June 14, 2019 in the city of American Canyon, commuters into Napa experienced a significant collision related incident as a utility pole was struck overnight between Green Island Rd and S. Kelly Road. This collision caused one northbound lane of SR 29 to be blocked during commute time while the utility pole was being replaced. Traffic was backed up for five miles during this incident and normal traffic operations were not seen until hours after all lanes were opened. This incident occurred and drivers were not alerted or aware as they attempted to travel northbound on SR 29.

With an Integrated Corridor Management (ICM) system, local agencies would be able to inform drivers of quick and easily accessible parallel routes along Devlin Road and S. Kelly Road. With these two parallel roadways providing much needed additional capacity, and with interconnected signals allocating significantly more green time to the through movements, the delay and backup from an incident similar to the one described above could drastically diminish queues, delays, and reduce GHG emissions.

An ITS benefit assessment was conducted to validate the operational impacts of implementing Integrated Corridor Management (ICM) throughout the study area through active freeway management, active Transportation Demand Management strategies, active transit management, active arterial management, and traveler information systems in the corridor. To assess the benefit associated with the proposed ICM improvements, corridor network operations were modeled using the VISSIM Planned networks with incidents and without incidents.

Scenario # 1 – Baseline
A VISSIM micro-simulation was completed to simulate the conditions if one lane of northbound traffic was closed during the AM and PM peak hour commutes. With no ICM system in place, drivers would not be immediately aware of the parallel capacity that Devlin Road and S. Kelly Road could provide to alleviate congestion along SR 29 during an event. Table 22 shows the potential travel time runs that may be experienced if only one northbound lane was open during the AM and PM peak hours.

Table 22: Scenario # 1 (No Diversion) Northbound Travel Time Travel Time (Minutes)
AM Peak Hour PM Peak Hour

46.7 48.4
Scenario # 2 – Planed Network with ICM Improvements
A second VISSIM micro-simulation model was built to simulate the conditions if one lane of northbound traffic was closed during the AM and PM peak hour commutes but with an ICM system operating. Under this scenarios, drivers would see signs indicating the travel time benefits of using parallel roadways such as Devlin Road and Kelly Road. ICM provides safety benefits to the corridor in terms of improving possible evacuation scenarios when throughput demand may be increased beyond capacity.

Table 23 shows the projected travel time with an ICM system in operation.

Table 23: Scenario # 2 (With Diversion) Northbound Travel Time Travel Time (Minutes)
AM Peak Hour PM Peak Hour

37.6 36.6
661
STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 101 Adjacent intersection will experience higher delays as a result of traffic diverting from SR 29. The travel time presented above accounts for the additional delays that drivers would experience at adjacent intersections. With the parallel roadways, drivers can expect to save approximately 9.1 minutes in the AM peak hour and 11.8 minutes in the PM peak hour if an incident were to occur and one lane northbound was required to be closed during the entire commute time.

Air Quality
Air quality benefits were estimated using the Emissions Calculator or Cal-B/C. All requisite on-road activity inputs (i.e. study corridor VMT and vehicle speeds) for this analysis were generated by the VISSIM microsimulation model, the NCHRP 552 bicycle mode shift analysis, and TCRP-118 transit mode shift analysis.

Health-based criteria pollutants and climate change greenhouse gases (CO2 and CO2 equivalents) were quantified. Based on the on-road vehicle activity changes quantified, the SB 1 Emissions Calculator tool developed by the California Transportation Commission (CTC) was used to calculate the change in these emissions as a result of the SR 29 CMCP improvements. The emissions analysis was informed by the VMT and average vehicle speed characteristics of each of the CMCP improvements.

Air Quality benefits associated with the operational, bike-related and Transit improvements, reflected in Table 24, Table 25, and Table 26, respectively.

Table 24: Air Quality Benefits - Operational Improvements Emissions Reduction
Reduction in Short Tons
Total Over
20 Years
Average
Annual
CO Emissions Saved 288.79632 14.43982
CO2 Emissions Saved 140,694.75042 7,034.73752
NOX Emissions Saved 64.51040 3.22552
PM10 + PM2.5 Emissions Saved 2.76002 0.13800
SOX Emissions Saved 1.45560 0.07278
VOC Emissions Saved 26.61383 1.33069
Table 25: Air Quality Benefits - Bike Related Improvements Emissions Reduction
Reduction in Short Tons
Total Over
20 Years
Average
Annual
CO Emissions Saved 10.84134 0.54207
CO2 Emissions Saved 3,468.84983 173.44249
NOX Emissions Saved 0.82878 0.04144
PM10 + PM2.5 Emissions Saved 0.03232 0.00162
SOX Emissions Saved 0.03424 0.00171
VOC Emissions Saved 0.41034 0.02052
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102 | PERFORMANCE ASSESSMENT
Table 26: Air Quality Benefits - Transit Improvements
Emissions Reduction
Reduction in Short Tons
Total Over
20 Years
Average
Annual
CO Emissions Saved 27.83587 1.39179
CO2 Emissions Saved 8,906.50632 445.32532
NOX Emissions Saved 2.12795 0.10640
PM10 + PM2.5 Emissions Saved 0.08298 0.00415
SOX Emissions Saved 0.08792 0.00440
VOC Emissions Saved 1.05358 0.05268
Environmental Justice and Social Equity
Impacts of construction and benefit of use should be shared across the community regardless of ethnicity, economic situation or physical ability because improvements developed with public funds are for everyone5. Projects that could potentially impact minority or low-income communities, or that will provide benefits that favor wealthier communities, need to be off-set by mitigating activities, or another less impactful solution should be pursued.

Figure 44 presents CalEnviroScreen 3.0 results within the direct SR 29 CMCP study area. As shown, none of the study area covers any census tracks with a CalEnviroScreen 3.0 result worse than 80%, which is typically used to designated disadvantaged communities.

Figure 45 presents low income communities (per AB 1550) and disadvantaged communities (per SB 535). As shown, the SR 29 corridor connects several disadvantaged and low-income communities.

Improvements identified in the SR 29 will benefit all users equally, including any disadvantaged and lowincome communities that commute along the corridor.

All the improvements identified in the SR 29 CMCP preferred package address regional corridor-wide needs. Given that the SR 29 corridor itself serves a significant number of low income and minority populations, particularly those who work in service and agriculture-based industries, all improvements promote a social equity perspective. NVTA and MTC definitions for disadvantaged communities were used to differentiate the degree of improved accessibility between advantaged and disadvantaged communities resulting from the SR 29 CMCP improvement package.

As described under the Active Transportation Accessibility and Mode Shift Analysis, LTS connectivity assessments were also conducted to identify the degree of access to active transportation and transit improvements by disadvantaged communities versus non-disadvantaged communities.

Disproportionately high adverse effects resulting from the implementation of the SR 29 CMCP improvements on minority and low-income populations were also examined and found not to exist.

5 The consideration of environmental justice is consistent with Title VI of the Civil Rights Act of 1964 and subsequent Executive Orders 12898 and 13166, that prohibit discriminatory based on a variety of factors. 663
STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 103 Figure 44: Study Area CalEnviroScreen 3.0 Results
Source: CalEnviroScreen 3.0 Results (June 2018 Update), California Office of Environmental Health Hazard Assessment 664
Cities
Study Corridor Boundary
California Primary Roads
SB 535 Disadvantaged Community
AB 1550 Low Income Community
Legend
p.qgs
Data Source:

Created By: Rosanna Southern
Document Path: \\ghdnet\ghd\US\Roseville\Projects\561\11187559\GIS\Maps\Deliverables \Fig 2 - Vicinity Map.qgs
Map Projection: Mercator Auxillary Sphere Horizontal Datum: WGS 1984 Grid: WGS 1984 Web Mercator Auxillary Sphere 1 0 1 2 3 4 mi FIGURE 45
03/26/2020
-
1187559
Date.

Revision No.

Paper Size ANSI NAPA VALLEY TRANSPORTATION AUTHORITY Project No.

SR 29 COMPREHENSIVE MULTIMODAL

CORRIDOR PLAN

REGIONAL DISADVANTAGED AND

LOW-INCOME COMMUNITIES
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STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 105 Economic Development
The economic analysis of the mobility improvements along the study corridor within the Corridor Plan consist of two parts:
 Benefit-cost analysis comparing the user benefits of the improvement plan with the costs of implementation
 Economic impact analysis showing the regional impacts/benefits of the Corridor Plan to help achieve the economic forecasts of increased jobs, housing and people Benefit-Cost Analysis - The quantification of the benefit-cost of the proposed improvements are contained in this Performance Assessment chapter of this SR 29 CMCP document. To receive Federal or State grant funding, clear benefit to cost need to be calculated for each of the corridor solutions, which are contained herein.

Freight Movement –Table 27 shows the travel time and buffer time as well as indices for each of these metrics for trucks only. NPMRDS was used to calculate existing truck delay and build correlation between existing truck delay and regular vehicle delay. Truck delay was then estimated under baseline and future year conditions both with and without the project.

Table 27: Travel Time Results by Scenario – Trucks Only

Truck Average Travel
Time (Minutes)
Truck
Travel Time Index
(TTI) Growth in TTI
Truck
Buffer Time
Direction
AM Peak
Hour
PM Peak
Hour
AM Peak
Hour
AM Peak
Hour
PM Peak
Hour
PM
Peak
Hour
PM
Peak
Hour
PM
Peak
Hour
Northbound
Existing 28:11 21:20 1.2 0.9 - - 1:03:22 34:23
Baseline 36:56 38:47 1.5 1.7 1.3 1.8 1:23:02 1:02:32
Planned 35:46 33:20 1.5 1.4 1.3 1.6 1:20:24 53:45
Southbound
Existing 20:08 36:56 0.8 1.3 - - 23:05 56:08
Baseline 33:28 48:26 1.3 1.8 1.7 1.3 38:22 1:13:37
Planned 28:13 38:25 1.1 1.4 1.4 1.0 32:20 58:23
Economic Development - The IMPLAN 2018 Multiplier for Gross Regional Product for Napa County is 1.29.

This indicates that every dollar expended in NICS Code 54, Highway Construction Streets and Roads, will generate a total (direct, indirect and induced) return of an additional 29 cents in GRP countywide. Of the $553 million funding necessary to implement the SR 29 CMCP, this equates to $160 million of additional GRP through 2040.

The IMPLAN 2018 Multiplier for Job Creation is 1.407. This indicates that for every job added to NICS Code 54, a total (direct, indirect and induced) of .407 full-time equivalent jobs should be generated. The direct job creation of the proposed SR 29 CMCP investment is projected to be 1,711 added FTEs that will generate the indirect effect of creating an additional 696 FTEs over the same time frame. 666
106 | PERFORMANCE ASSESSMENT
Economic Impact Analysis - The nine-county Bay Area region has continued growth and development plans, anticipating to have more than 4.5 million jobs and a population of upwards to 9.3 million people by 2040. To house this growing population, upwards of 450,000 to 500,000 more housing units will be needed by 2040. Within the study area, designated PDAs have the potential to absorb a significant share of this growth potential.

Currently as identified in this document, the existing SR 29 corridor is already impacted with congestion, limiting not only automobile travel for work commuting and recreation, but also limiting substantial truck travel for goods movement and agriculture. In addition, without a current connected multimodal system, multimodal corridor options are very limited, leaving only the state route and local roadways available to move people and goods.

The SR 29 CMCP is a comprehensive multimodal corridor plan that has identified high benefit-cost improvements and prioritized them to systematically meet the growing capacity and multimodal needs as they arise through 2040. Without the improvements contained in this Corridor Plan, travel, particularly during peak periods and peak seasons, would come to a standstill for extended periods of time. The balanced approach to not only provide additional street capacity, but also modal options for public transit and paths for both cycling and walking, greatly enhances the ability to move both people and goods in the future to at least, 2040. The implementation of the SR 29 CMCP will be essential to provide the increased capacity and modal options to support the planned economic growthe and development of the Napa Valley region.

Adaptation Assessment
A qualitative assessment of climate preparedness and infrastructure asset production/resilience was developed, taking full advantage of online mapping tools including the Caltrans Vulnerability Interactive Mapping Tool (District 4) and CalEnviroScreen 3.0, developed by the Office of Environmental Health Hazard Assessment. Flood and wildfire events were evaluated.

This assessment evaluated the enhanced risk associated with not implementing the SR 29 CMCP improvements as well as the corridor’s overall use and functionality on:
 Multimodal transportation infrastructure assessment
 Network connectivity assessment
 Goods movement assessment
 Emergency response assessment
 Evacuation response assessment
State Route 29 – Climate Change Vulnerability Assessment As a part of this comprehensive assessment for the SR 29 CMCP, a climate change vulnerability assessment has been prepared for each of the primary improvement categories. This assessment follows the guidance recently provided in the Caltrans Climate Change Vulnerability Assessment 2018 Summary Report, prepared by Caltrans District 4. In the 2018 Summary Report, Caltrans identifies in their assessment approach, three action items that must be considered in evaluating the potential climate change impacts on the assets of the State’s transportation infrastructure, both existing and planned.

Action items of the assessment included the following:
 Exposure – Will the asset be exposed to climate change? 667
STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 107  Consequence – If it is, how will the asset deteriorate or otherwise be impacted and how quickly will such impact occur?
 Prioritizations – Presuming the asset is impacted, how frequent, at what cost and what risk needs to be considered prior to making the investment for improving or replacing the asset? With acknowledgement that climate change is occurring and significant adverse events will continue to increase, the Caltrans report identifies the four primary climate change impacts for which the above action items need to be considered and the risks assessed. They are as follows:
 Temperature
 Precipitation
 Sea Level Rise
 Wildfires
For each of these above potential climate change impacts, an assessment has been conducted regarding the proposed mobility improvements recommended in the SR 29 CMCP as to their potential impact, benefit and risk. The following is a brief summary of each assessment for each proposed improvement category of the SR 29 CMCP improvement package. Additionally, Figure 46 shows 1 meter (3.28 feet), and 1.75 meter (5.75 feet) Sea-Level Rise vulnerability maps developed using Caltrans District 4 Climate Change Vulnerability web-based mapping tool.

Figure 46: Storm Surge (Sea-Level Rise) Vulnerability Map

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108 | PERFORMANCE ASSESSMENT
As shown in Figure 46, a short segment of SR 29 across the Napa River, as well as a short segment of SR 121 (Imola Avenue) across the Napa River, are vulnerable to 1 meter (3.28 feet) sea-level rise. Risks include increased lateral forces on the bridge structure and erosion due to increased sea levels. The mapping tool was also used to review flooding and wildfire vulnerability, but no results were found in the immediate SR 29 corridor study area. However, north of and south of the SR 29 corridor study area, wildfire and flooding risks, associated with climate change, demonstrate the importance of SR 29 as an evacuation route for a large geographic area. SR 29, between Napa and Vallejo, is a lifeline corridor providing direct connectivity between major east-west corridors like Interstate 80 and State Route 12.

This connection is significant especially considering the climate vulnerability or State Route 37. Figure 47 below shows these risk areas in relation to the study corridor.

Figure 47: Wildfire and Flood Risk Vulnerability Map

669
STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 109 Climate Change Assessment by Improvement Category Proposed in the Mobility Plan
Parallel Capacity Improvements
Temperature – In order to minimize potential increases in ambient temperatures, street trees should be planted as part of these alignments to provide shade, reduce heat island effect, and reduce rate of pavement deterioration caused by increased heat.

Precipitation – Bioswales and water-efficient plantings should be implemented along new streets in order to minimize irrigation needs and offset potential increase in runoff as a result of increased impervious surfaces.

Sea Level Rise – The construction of parallel facilities, particularly on the east side of SR 29, would provide local street connections in the event roadways closer to the Napa River were to become compromised during a flood event.

Wildfires –New parallel roadways should be considered for inclusion in local and regional emergency plans in case of a regional evacuation event and aid local and regional emergency response.

State Route 29 Multimodal Improvements
Temperature – With increases in temperatures, and due to the multimodal facilities’ proximity to urban elements like SR 29, parking lots, and buildings, shade trees, water fountains, and shaded rest areas should be considered along the proposed bikeways to minimize heat island effects.

Precipitation – Impervious materials, bioswales and water-efficient plantings should be implemented along new facilities in order to minimize irrigation needs and offset potential increase in runoff as a result of increased paved surfaces.

Sea-Level Rise - The construction of multimodal options along the SR 29 corridor would provide other modes of travel in the event roadways closer to the Napa River were to become compromised during a flood event.

Wildfires –The proposed on-street bikeways should be designed to remain useable as shoulders in case of a regional evacuation event and aid local and regional emergency response.

Intersection Improvements
Temperature –In order to minimize potential increases to ambient temperatures, street trees should be planted as part of these facilities to provide shade, reduce heat island effect, and reduce rate of pavement deterioration caused by increased heat.

Precipitation – Bioswales and water-efficient plantings should be implemented around new intersections in order to minimize irrigation needs and offset potential increase in runoff as a result of increased impervious surfaces.

Sea Level Rise – The intersection improvements, particularly the grade-separated intersections, will need to consider potential future flooding events from sea-level rise. However, these are not anticipated to be at risk themselves for flooding.

Wildfires –Roundabout intersection control should be considered the more resilient option in case of a power-loss event as roundabouts remain able to serve traffic at full capacity without power, aiding potential regional evacuation events and reducing local and regional emergency response times. 670
110 | PERFORMANCE ASSESSMENT
Shared Use Paths
Temperature – With increases in temperatures, and due to the multimodal facilities’ proximity to urban elements like SR 29, parking lots, and buildings, shade trees, water fountains, and shaded rest areas should be considered along the proposed bikeways to minimize heat island effects.

Precipitation – Impervious materials, bioswales and water-efficient plantings should be implemented along new facilities in order to minimize irrigation needs and offset potential increase in runoff as a result of increased paved surfaces.

Sea-Level Rise – Redundancy in the shared use path / trail network should be developed in case of flooding from the Napa River as a result of sea-level rise. Implementing parallel facilities will ensure continued connectivity in the case a portion of a route is compromised.

Wildfires – New trails should be constructed at sufficient width that they may be utilized by emergency personnel if needed to respond to a wildfire event.

Bus Improvements
Temperature – New bus stops should be designed to include shade whenever possible, and where feasible, include a bus shelter. In the vicinity of bus stops, shade trees should be considered to lower ambient temperatures exacerbated by urban heat island effects.

Precipitation – Impervious materials, bioswales and water-efficient plantings should be implemented as reasonable to minimize irrigation needs and rapture runoff.

Sea-Level Rise – Not applicable
Wildfires – Not applicable
Integrated Corridor Management
Temperature – ICM can be utilized to communicate heat wave events to travelers along the corridor and provide information directing vulnerable users to nearby cooling centers.

Precipitation – ICM can be utilized to issue public service announcements related to inclement weather, drought, or flood events.

Sea-Level Rise - ICM can be utilized to issue public service announcements related to any area roadway closures or other flood-related emergencies and redirect traffic to alternate routes.

Wildfires – ICM can be utilized to issue public service announcements related to any area roadway closures or other fire-related emergencies and redirect traffic to alternate routes.

Plan/Policy Consistency
In sorting and selecting a preferred corridor concept for the SR 29 CMCP, both a quantitative and qualitative measures were considered and used. The Benefit/Cost Analysis quantified and compared metrics associated with traffic operations, safety, emissions and cost characteristics to help narrow and focus the selection to the most beneficial improvements to corridor circulation and safety. In addition to these quantitative metrics, qualitative measures, although often less objective, can provide further insights into the desirability and functionality of proposed improvements. Per the Smart Mobility Framework process, the following qualitative factors were also considered when evaluating and selecting the preferred alternative. These factors included:
 Plan Consistency (namely, SR 29 Gateway Plan, Regional Transportation Plan and local agencies’ General Plan Circulation Elements)
671
STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 111  Policy Consistency (NVTA, Caltrans and local agencies)  Environmental/Institutional Sensitivity (per the environmental screen analysis)  Community Acceptance (based on the community engagement process)  Social Equity (consideration of low income and minority population concentrations relative to the location of anticipated improvement impacts and benefits) Plan Consistency
An assessment was performed as to the general consistency of the corridor alternatives relative to the following plan documents emanating from the involved agencies; Caltrans SR 29 Route Concept Report, NVTA Regional Transportation Plan and the Napa County, City of American Canyon and City of Napa General Plan Circulation Elements.

With the exception of one improvement concept, the proposed SR 29 CMCP was found consistent with the plan documents from the involved agencies. The City of American Canyon is supportive of SR 29 multimodal improvements of the SR 29 CMCP which maintains SR 29 as a four-lane arterial through the City of American Canyon. These multimodal improvements are consistent with the City’s General Plan Circulation Element. The City’s General Plan envisions SR 29 ultimately widened to six lanes.

Policy Consistency
Recognizing the importance of SR 29 to both regional and local circulation, the involved agencies have been and are aligned in establishing policies that further the improvement of the corridor to enhance traffic operations, capacity, safety and multimodal opportunities and reduce environmental impacts.

Similar to the assessment made regarding Plan Consistency, with the exception of the SR 29 Multimodal Improvements, the SR 29 CMCP was found consistent with all policies established by the involved agencies. In the case of the SR 29 Multimodal Improvements, the concept is not in opposition to adopted City of American Canyon policies. The trail improvements along SR 29 remain consistent with City of American Canyon policy.

Community Support
The process of involving and gaining community support began long before the initiation of this SR 29 CMCP. Through local planning efforts to address circulation in the cities’ and County’s General Plan Circulation Elements and through previous studies, like the SR 29 Gateway Plan, the communities have been invited and encouraged to participate in identifying corridor solutions for State Route 29. Based on feedback received, some in the community support vehicular capacity enhancements in addition to enhanced and expanded multimodal opportunities. Communities of the partner agencies are supportive of the proposed improvements and understand that additional improvement needs beyond those identified in the SR 29 CMCP will remain, subject to funding availability, prioritization, and successful competitive grant pursuits over the next 20 years and beyond.

Emerging Technologies Assessment
Innovation is a touchstone of our advancing lifestyles to live more efficient and connected lives. New technologies continue to emerge, narrowing the privacy line in the name of “big data”. As a part of this Corridor Plan, Integrated Corridor Management or ICM is proposed for implementation to achieve “interconnected streets” through:
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112 | PERFORMANCE ASSESSMENT
 Active freeway management
 Active Transportation Demand Management Strategies
 Active Transit Management
 Active Arterial Management
 Traveler information Systems in the Corridor
As technologies continue to advance for autonomous vehicles, the need to obtain a centralized Traffic Management Center (TMC), which is proposed in the Corridor Plan, becomes critical to actively manage in “real-time” all multimodal travel within the corridor. With a TMC planned in the future, as technologies advance, when a TMC is available, such a facility in this key regional travel corridor can actively manage in “real-time” the following:
 Facilitate Multimodal Operations, including:
o Real-time bus arrival information
o Improve bus on-time performance through signal pre-emption  Facilitate Real-time Incident Management
 Facilitate VTI (vehicle to infrastructure communications as autonomous vehicles advance) to actively manage corridor travel flow
 Collect travel data to create a historical database to actively manage hourly, daily, weekly and seasonal corridor travel fluctuations.

As new technologies continue to emerge at an astonishing pace, it is difficult to forecast the advanced mobility options and opportunities that will emerge for transportation users on the SR 29 corridor. The SR 29 CMCP acknowledges that such new technologies will come and anticipates, with a planned TMC, to evaluate their value, utility, application and timing for appropriate integration. With this forward thinking, travel demand/ridership can be better managed, congestion and air quality impacts minimized and economic benefits maximized.
673
STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 113 7-Benefit Monetization
Assessment
Benefits were monetized based on the societal cost information from a either the Caltrans 2018 Economic Parameters or the Caltrans 2016 Economic Parameters if updated 2018 values were not available. The latter information informs the Caltrans Cal-B/C analysis tool. All quantified benefits were annualized and projected to reflect a 20-year design year condition (i.e., life-cycle costs). These monetized benefits are then combined with currently available planning level improvement cost opinions (described below) to yield a holistic benefit-cost estimate for each project alternative.

The Caltrans 2018 Economic Parameters societal cost of time is provided below. The weighted average is based on the 7% truck percentage assumption used as part of this study. The weighted average of societal cost will be applied to both the reduction in delay and buffer time as follows:
 Automobile: $14.20 per hour /person
 Truck: $32.25 per hour /vehicle
 Weighted Average: $15.46 per hour / vehicle
The Caltrans 2016 Economic Parameters societal costs by collision severity is as follows:
 Fatal Accident: $10,800,000 per accident
 Injury Accident: $148,800 per accident
 PDO Accident: $9,700 per accident
Improvement Costs
Costs associated with service frequency improvement, shown in Table 28, include:
 40’ Electric Bus = $1.1 Million per bus
 Operational costs: $48 per service hour
o Peak Period Operation Only (6 hrs. during weekdays)
Table 28: Transit Service Frequency Improvements Costs
Improvement Cost
Operational Costs (Annual) $374,400
Additional Bus Fleet $2,200,000
Table 29 displays the planning-level cost estimates of improvements recommended in the plan. Cost estimates were sourced from previous planning documents, reviewed and adjusted to be consistent with existing costs, where possible. Where not possible, preliminary planning-level costs were estimated by project team planning and engineering staff.
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114 | BENEFIT MONETIZATION ASSESSMENT
Table 29: Total Rounded Improvement Costs
Improvement Total Cost Life-Cycle Cost
Parallel Capacity Improvements
South Kelly Road/Newell $68,680,000 $75,000,000
Devlin Road Programmed -
Intersection Improvements
Soscol Junction $60,000,000 $65,000,000
Carneros Junction $2,700,000 $3,000,000
SR 12/Airport/SR 29 $144,400,000 $152,000,000
American Canyon Road/SR 29 Pedestrian Crossing $22,500,000 $24,000,000 SR 29 Multimodal Improvements
Segment 1 $16,300,000 $17,600,000
Segment 2 $1,000,000 $1,100,000
Segment 3 $15,300,000 $15,300,000
Bus Improvements
Queue Jumps/Part-Time Use of Shoulder $3,200,000 $3,400,000 Transit Signal Priority $537,000 $565,000
Service Frequency Increase (Annual) $374,000 $7,500,000 Additional Bus Fleet $2,200,000 $2,400,000
Integrated Corridor Management Improvements
Transportation Management Center $25,000 $30,000
Variable Message Signage $840,000 $880,000
Traffic Monitoring Detectors $427,000 $450,000
Trailblazer Signage $663,000 $700,000
CCTVs $183,000 $190,000
Communications equipment $2,400,000 $2,500,000
Shared-Use Paths
San Francisco Bay Trail gap closure $18,700,000 $23,400,000 Napa Valley Vine Trail gap closure $7,400,000 $9,300,000 Total Rounded Improvement Costs $367,829,000 $404,515,000 Note: Life-cycle costs based on 5% maintenance estimate over 20 years for all projects except transit service increase and Class I trails. Class I trails assume $12,000 / miles maintenance cost. 675
STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 115 Comprehensive Benefit-Cost Assessment
Monetized Bicycle Mode Shift Benefits
The SR 29 study area encompasses portions of both Napa and Solano Counties. Because the NCHRP 552 methodology takes into account bicycle commute mode share and the percentage of adult versus children comprising the population, the analysis presented herein was completed separately for the two portions of the study area. Table 30 provides the total estimated benefit associated with the bicycle improvements proposed throughout the entire study area, which range from approximately $7 million at the low end and $10.4 million at the high end. Appendix F presents the induced bicycle demand benefit by Napa County and Solano County portions of the study area.

Table 30: Bicycle Mode Shift Benefits – Total Study Area Bicycle Facility Benefits
Annual Mobility Benefit
Class I Shared Use Path $3,364,579
Annual Health Benefit
High Estimate $286,976
Moderate Estimate $203,520
Low Estimate $171,520
Annual Recreation Benefit
High Estimate $6,741,550
Moderate Estimate $4,361,750
Low Estimate $3,449,250
Annual Decreased Auto Use Benefit $17,384
Total Annual Benefit
High Estimate $10,410,489
Moderate Estimate $7,947,233
Low Estimate $7,002,733
Annualized benefits were adjusted to account for a 20-year life cycle. Assuming a 20-year life span, and incorporating a four percent discount rate or P/A Factor to reflect the present worth of future dollars, the 20 year adjusted benefit for the study area is estimated to total $145.2 million, shown in Table 31.

Table 31: Bicycle Mode Shift Life-Cycle Benefits
Total
Annualized
Benefit
2020 Expected
Life (yr)
20 Year Adjusted
Benefit Benefit
Bicycle
Mode Shift $10,410,489 20 $145,225,683
Notes:
20 year life cycle cost estimated using planning-level cost estimates include 20 year operations and maintenance costs associated with Class I shared use paths
20 year benefit estimated by multiplying the annualized benefit by a factor of 20 and applying a 4% year over year discount rate to account for the present worth of future dollars
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116 | BENEFIT MONETIZATION ASSESSMENT
Air quality benefits associated with bicycle mode shift were also quantified, shown in Table 34 below, based on an annualized reduction in VMT. The estimated reduction in VMT associated with projected bicycle mode shift was utilized as an input in the air quality analysis, where the reduction in emissions and pollutants correlated with the reduction in VMT was monetized.

Table 32: Air Quality Benefits – Bicycle Mode Shift
Monetized Transit Ridership Benefits
The recommended service frequency improvements and increases in transit ridership are associated with an annualized reduction in VMT. The estimated reduction in VMT associated with projected transit ridership increases was utilized as an input in the air quality analysis, where the reduction in emissions and pollutants correlated with the reduction in VMT was monetized. The result of this analysis is presented in Table 33.

Table 33: Air Quality Benefits - Transit Improvements
Emissions Reduction
Short Tons Value (mil. $)
Total Over
20 Years
Average
Annual
Total Over
20 Years
Average
Annual
CO Emissions Saved 27.83587 1.39179 $1,299 $65
CO2 Emissions Saved 8,906.50632 445.32532 $252,059 $12,603 NOX Emissions Saved 2.12795 0.10640 $23,944 $1,197
PM10 + PM2.5 Emissions Saved 0.08298 0.00415 $3,723 $186 SOX Emissions Saved 0.08792 0.00440 $3,699 $185
VOC Emissions Saved 1.05358 0.05268 $806 $40
Total Monetized Reduction Benefit $285,530 $14,276
Monetized Vehicle Operations Benefits
Monetization expresses the amount of savings society directly and indirectly experiences. This monetization has been annualized and is based on 208 weekdays over one year. Table 34 shows the monetized delay per year and annualized for a 20-year life cycle.

Emissions Reduction
Short Tons Value (mil. $)
Total Over
20 Years
Average
Annual
Total Over
20 Years
Average
Annual
CO Emissions Saved 10.84134 0.54207 $506 $25
CO2 Emissions Saved 3,468.84983 173.44249 $98,170 $4,908 NOX Emissions Saved 0.82878 0.04144 $9,326 $466
PM10 + PM2.5 Emissions Saved 0.03232 0.00162 $1,450 $72 SOX Emissions Saved 0.03424 0.00171 $1,441 $72
VOC Emissions Saved 0.41034 0.02052 $314 $16
Total Monetized Reduction Benefit $111,207 $5,560
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STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 117 Table 34: Delay and Buffer Time Index Benefit
Scenario Monetized Annual
Delay Reduction
Monetized Life-Cycle
Delay Reduction
AM Peak Period $7,447,186 $103,887,803
PM Peak Period $18,688,562 $260,704,304
Combined $26,135,748 $364,592,107
The results presented above reflect delay reduction for a five-hour peak period (two hour AM peak period and three hour PM peak period). However, congestion on SR 29 often extends even beyond the peak periods monetized above. Therefore, this delay reduction benefit is conservative since it does not account for delay benefits that occur outside the single-hour peak commute times. Additionally, it does not account for delay benefits during weekends.

The recommended vehicle operations improvements are associated air quality benefits, where the reduction in emissions and pollutants was monetized. The result of this analysis is presented in Table 33.

Table 35: Air Quality Benefits – Vehicle Operations Improvements Emissions Reduction
Short Tons Value (mil. $)
Total Over
20 Years
Average
Annual
Total Over
20 Years
Average
Annual
CO Emissions Saved 288.79632 14.43982 $14,539 $727
CO2 Emissions Saved 140,694.75042 7,034.73752 $4,107,647 $205,382 NOX Emissions Saved 64.51040 3.22552 $590,092 $29,505
PM10 + PM2.5 Emissions Saved 2.76002 0.13800 $128,196 $6,410 SOX Emissions Saved 1.45560 0.07278 $66,396 $3,320
VOC Emissions Saved 26.61383 1.33069 $21,551 $1,078
Total Monetized Reduction Benefit $4,928,421 $246,422
Monetized Safety Benefits
Vehicular and bicycle/pedestrian related collisions and improvements identified to improve safety were summarized for input into the HSIP analyzer to compute monetized benefits. The safety benefit calculation worksheets that informs this analysis are provided in Appendix H. The basis for this analysis is the Caltrans 2016 Economic Parameters. Once monetized, the estimate was expanded to reflect the design life horizon year. As shown in Table 36, the expected benefit of the identified countermeasures is $109,422,454.
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118 | BENEFIT MONETIZATION ASSESSMENT
Table 36: Safety Benefit Summary
Countermeasure Benefit
R37 - Install Shared-Use Path – SR 29: SR 37 to Napa Junction Road $13,895,040 R37 - Install Shared-Use Path– SR 29: Napa Junction Road to Paoli Loop Vine Trail* N/A* R36 - Install Bike Lanes SR 29:South Kelly Road to SR 12/Airport $2,900,661 IC - Convert Signalized Intersection at SR 29/SR 221 (Soscol Junction) to GradeSeparated Interchange with Roundabouts $32,873,551 S18 - Convert Signalized Intersection to Roundabout Devlin Rd at Airport Blvd $4,519,821 IC - Convert Signalized Intersection at SR 29/Airport Blvd to Grade-Separated Interchange with Roundabouts $34,348,581
S18 - Convert Signalized Intersection to Roundabout at S Kelly Rd/SR 12 $20,884,800 Total Project Area Expected Benefit $109,422,454
*No benefit reported because no pedestrian and bicycle collisions reported near countermeasure area.

Monetized ICM Benefits
The ICM system provides information to drivers to change travel patterns providing additional parallel capacity to SR 29. This benefits the drivers by reducing the amount of queues, delay, and emissions. The decrease in delay is an attribute that can be monetized to show how drivers not only benefit from a time perspective but also monetarily. The monetary benefit comes from less time spent driving which reduces fuel consumption, greenhouse gas emissions, and loss time. The monetized benefits are presented in Table 37.

Table 37: ICM Benefits Summary
Scenario
Monetized Annual Delay
Reduction
Monetized Life-Cycle Delay
Reduction
AM Peak Period $1,228,894 $24,577,890
PM Peak Period $2,522,322 $50,446,422
Combined $3,751,216 $75,024,312
Notes: 1. Calculation based on two incidents per year.

As presented in Table 37, the total life cycle benefit if two incidents occurred during the two hour AM peak period is approximately $24.6 million and approximately $50.5 million during the three hour PM peak period over 20 years. Combined, over the five hour peak period, $75 million in life-cycle benefits are anticipated.

If the northbound direction of SR 29 experience a reduction in capacity from two lanes to one lane between Green Island Road and Airport Boulevard/SR twice a year, the ICM would reduce travel times in the AM peak hour by approximately 9.1 minutes per incident and save drivers approximately $12.3 million in delay costs. If the incident occurred in the PM peak hour, the travel time savings would be 11.8 minutes per incident and approximately $16.8 million in delay costs over 20 years. 679
STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 119 Monetized Air Quality Benefits
Table 38 displays the monetized air quality benefits related to operational, bicycle and transit improvements, as well as the total air quality benefit resulting from all emissions and pollutant reduction.

Table 38: Air Quality Benefits Summary
Emissions Reduction
Total Over
20 Years
Average
Annual
Total Monetized Emissions Reduction – Operational Benefits $4,928,421 $246,422 Total Monetized Emissions Reduction – Bike-Related Benefits $111,207 $5,560 Total Monetized Emissions Reduction Benefit – Transit Benefits $285,530 $14,276 Total Monetized Air Quality Benefits $5,325,158 $266,258 Overall Benefit-Cost Summary
Project Benefits
A summary of the quantitative benefits that could be monetized are presented in Table 39.

Table 39: Monetized Benefits Summary
Benefit Type Annual Benefit Life Cycle Benefit (20 Yrs.) Bicycle Mode Shift Benefit
(Except Air Quality) $10,410,489 $145,225,683
Transit Ridership Benefit Included in Air Quality Benefit Included in Air Quality Benefit Operational Delay Benefit
(Except Air Quality) $26,135,748 $364,592,107
Safety Benefit $5,471,123 $109,422,454
ICM Delay Benefit $3,751,216 $75,024,312
Air Quality/ Emissions Benefit $266,258 $5,325,158
Total Benefit $46,034,834 $699,589,714
Total Benefit-Cost
Table 40 displays the comprehensive benefit cost for all improvements proposed within the study corridor. When monetized to a 20-Year life cycle, the benefit-cost of the proposed SR 29 CMCP multimodal improvement package is 1.73.

Table 40: Comprehensive Benefit-Cost Summary
Total Project
Life-Cycle Cost
Life Cycle Benefit
(20 Yrs.)
$404,515,000 $699,589,714
Total B/C 1.73
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120 | PREFERRED CORRIDOR PLAN
8 - Preferred Corridor
Plan
The culmination of the process for the SR 29 CMCP is to identify a comprehensive and systemic Corridor Plan that achieves the corridor objective to:
“…….form a comprehensive multimodal package of prioritized improvements that will serve to systematically guide future SR 29 corridor programming decisions over a 20-year timeframe based on available funding.”
To achieve this objective, consistent with the chapters of this Plan:
 A performance-based analysis based on the Smart Mobility Framework was applied,  The Public was engaged for their input throughout the process,  Existing Conditions to establish a baseline were evaluated,  Corridor Solutions from prior planning efforts identified, and  Performance Assessments of those corridor solutions conducted.

Following the collation of the high performing corridor solutions, the next challenge was to systemically integrate these corridor solutions into a priority schedule based on anticipated need and funding through the plan year 2040.

The following Preferred Corridor Plan, which includes the implementation phasing of the prioritized multimodal improvement package and funding, is the outcome achieved from the input from the Public and output from the technical information that has been performed consistent with the Smart Mobility Framework and applicable State and Federal grant program guidelines.

The Preferred Plan
Based on the input from the extensive public outreach and the comprehensive performance assessments conducted, the proposed Corridor Solutions identified were reduced in number and prioritized to correspond with a phased implementation plan, so systemically, the most critical multimodal improvements are met over time and as likely funding becomes available. The overall Corridor Plan improvements and services are identified as follows with the physical corridor improvements shown in Figure 48, Figure 49, and Figure 50.
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STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 121 Figure 48: Preferred Plan: Imola Avenue to Soscol Junction N.T.S.
682
122 | PREFERRED CORRIDOR PLAN
Figure 49: Preferred Plan: Soscol Junction to Green Island Road N.T.S.
683
STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 123 Figure 50: Preferred Plan: Green Island Road to State Route 37

N.T.S.
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124 | PREFERRED CORRIDOR PLAN
Parallel Capacity Improvements
 Devlin Road
 South Kelly Road/Newell Drive
SR 29 Multimodal Improvements
 SR 37 to Napa Junction Road
 Napa Junction Road to Napa Valley
Vine Trail
 South Kelly Road to Soscol Junction
Intersection Improvements
 Carneros Junction
 Airport Boulevard/SR 12/SR 29
 Soscol Junction
 American Canyon Road GradeSeparated Pedestrian Crossing Shared Use Paths
 Napa Valley Vine Trail
 San Francisco Bay Trail
Bus Improvements
 Bus Stop Changes
 Part Time Use of Shoulder
 11X Bus Service
 New Route 29 Bus Service
 Queue Jump
 Transit Signal Priority
 NVTA Maintenance Facility/
Transportation Management Center
Integrated Corridor Management
 Variable Message Signs
 Traffic Monitoring Detectors
 Trailblazer Signs
 CCTV Cameras
Of these above Corridor Plan improvements, several improvements, including the final extension of Devlin Road to Paoli Loop and the NVTA Maintenance Facility have already received funding and are in the process of being designed and/or constructed. Although these projects are both part of the comprehensive and systematic Corridor Plan, no further programming is necessary for future funding and construction, which is the focus of the following section – Implementation Plan. 685
STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 125 Implementation Plan
In order to facilitate implementation of the SR 29 CMCP preferred package of multimodal improvements, an implementation opportunity matrix was developed based on the SCCP grant application primary, secondary, and deliverability criteria. The performance the SR 29 CMCP preferred plan has been quantified in the preceding sections of this report. In this section, the relative performance of the individual improvements within the preferred package are presented in order to differentiate the relative competitiveness of component projects.

The scoring was prepared on a scale of 0 to 2, where 0 presents the lowest opportunity to score well against a given criteria and 2 presents the highest opportunity. Projects scored with a 1 may require additional analysis, but demonstrate potential to score well against a given criteria.

Table 41 displays the results of the implementation prioritization assessment. As shown, the highest scoring project is the Soscol Junction improvement, due to strong performance against several criteria, and top performance against deliverability criteria. The next two top candidate projects are the bus transit improvements along SR 29 and the Airport Boulevard / SR 12 / SR 29 intersection. However, this prioritization matrix does not consider the compounding benefit of implementing several projects at once, such as the SR 29 multimodal improvements and integrated corridor management strategies.

Further detailed analysis into the combined benefits of combined projects should be prepared in order to maximize the possible score of an upcoming SCCP grant application by combining components of the preferred SR 29 CMCP package, as the deliverability criteria of component projects are increased through further planning and design phases.
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126 | IMPLEMENTATION PLAN
Table 41: SR 29 CMCP Implementation & Prioritization Matrix

Parallel Capacity Improvements Devlin Road South Kelly Road / Newell Drive SR 29 Multimodal Improvements SR 37 to Napa Junction Road Napa Junction Road to Paoli Loop Napa Junction Road to Soscol Junction Intersection Improvements Carneros Junction Airport Boulevard / SR 12 / SR 29 Soscol Junction American Canyon Pedestrian Bridge Shared Use Paths Napa Valley Vine Trail San Francisco Bay Trail Bus Transit Improvements Integrated Corridor Management Congestion Reduction 6 3 3 6 2 2 2 14 2 4 4 4 4 2 2 4 2 VMT Reduction 2 1 1 3 1 1 1 1 0 0 0 1 2 1 1 1 0
Travel Time Reduction 2 1 1 0 0 0 0 6 1 2 2 1 0 0 0 1 1 Delay Reduction 2 1 1 0 0 0 0 6 1 2 2 1 0 0 0 1 1
Reduced SOV Mode Share 0 0 0 3 1 1 1 1 0 0 0 1 2 1 1 1 0 Throughput 2 1 1 9 3 3 3 9 1 3 4 1 6 3 3 3 1
Throughput for Multiple Modes 2 1 1 3 1 1 1 5 1 2 2 0 2 1 1 1 1 Vehicle Occupancy 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0
Bicycle/Pedestrian Mode Share 0 0 0 6 2 2 2 4 0 1 2 1 4 2 2 1 0 System Reliability 4 2 2 0 0 0 0 9 2 3 3 1 0 0 0 3 3
Travel Time Reliability 2 1 1 0 0 0 0 5 1 2 2 0 0 0 0 1 2 Transit Service Performance 2 1 1 0 0 0 0 4 1 1 1 1 0 0 0 2 1 Safety 0 0 0 8 3 2 3 9 1 3 3 2 2 1 1 0 0
FSI Reduction 0 0 0 3 1 1 1 6 1 2 2 1 0 0 0 0 0
Non-Motorized Collision Reduction 0 0 0 5 2 1 2 3 0 1 1 1 2 1 1 0 0 Accessibility 4 2 2 12 4 4 4 4 0 0 2 2 4 2 2 3 0
Job Accessibility by Mode 2 1 1 6 2 2 2 2 0 0 1 1 2 1 1 1 0 Key Destination Accessibility by Mode 2 1 1 6 2 2 2 2 0 0 1 1 2 1 1 1 0 Disadvantaged Accessibility to Transit 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 Economic Development 4 2 2 6 2 2 2 12 2 4 4 2 4 2 2 2 2 Direct Jobs Created 2 1 1 3 1 1 1 6 1 2 2 1 2 1 1 1 1
Indirect Jobs Created 2 1 1 3 1 1 1 6 1 2 2 1 2 1 1 1 1 Air Quality & Greenhouse Gases 2 1 1 3 1 1 1 4 1 1 1 1 2 1 1 1 0 Criteria Pollutant Reduction 2 1 1 3 1 1 1 4 1 1 1 1 2 1 1 1 0 Efficient Land Use 3 1 2 7 3 3 1 2 0 0 0 2 3 2 1 2 0
Multimodal Mixed Use & Infill 2 1 1 5 2 2 1 1 0 0 0 1 2 1 1 1 0 Supports Efficient Land Development 1 0 1 2 1 1 0 1 0 0 0 1 1 1 0 1 0 Deliverability 9 5 4 9 3 3 3 19 6 4 8 1 6 3 3 5 3
Matching Funds 2 1 1 0 0 0 0 3 1 0 2 0 2 1 1 1 0
Deliverable Readiness 3 2 1 3 1 1 1 3 1 0 2 0 2 1 1 1 0 Potential for Collaboration 2 1 1 3 1 1 1 7 2 2 2 1 2 1 1 2 2 Cost Effectiveness 2 1 1 3 1 1 1 6 2 2 2 0 0 0 0 1 1
Community Impact 4 2 2 3 1 1 1 5 1 1 1 2 3 2 1 1 1
Community Support 4 2 2 3 1 1 1 5 1 1 1 2 3 2 1 1 1
Disadvantaged Community Impacts 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Overall Score 38 19 19 63 22 21 20 87 16 23 30 18 34 18 16 24 12 Overall Rank - 7 7 - 4 5 6 - 9 3 1 8 - 8 9 2 10
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STATE ROUTE 29 COMPREHENSIVE MULTIMODAL CORRIDOR PLAN | 127 688 CAPTI 2.0
Climate Action Plan for
Transportation Infrastructure
January 2025 • Final Draft
689
2 CAPTI 2.0 • California State Transportation Agency
“As California faces more extreme heat and severe wildfires, our way of life is under threat. We have the chance to reduce toxic emissions and improve public health — and we need to act fast and effectively.”
Gavin Newsom
Governor, State of California
“CalSTA’s Climate Action Plan for Transportation Infrastructure delivers on our ‘Core Four’ priorities of safety, climate action, equity, and economic prosperity. By integrating a wide and diverse array of perspectives, CAPTI is designed to be a holistic framework for aligning state transportation investments with the state’s climate, health, and social equity goals.

Over the past three years, CAPTI implementation has shown that with the appropriate action, we can make enormously significant strides in tackling transportation emissions from infrastructure investments. California must continue to invest in mobility options that are sustainable, convenient, seamless, and affordable while also connecting our communities throughout the state.

This update to CAPTI includes a commitment to ongoing initiatives as well as new ones. These actions confront longstanding inequities and focus on reducing harms and increasing benefits to all Californians, including the most vulnerable communities in our state. Over the remaining years of the Newsom administration, CalSTA and our eight departments, boards and commissions will work diligently to implement these new actions to deliver lasting results for all Californians, with the intention to ensure this work lives on into the future.”
Toks Omishakin
Secretary, California State Transportation Agency (CalSTA) 690
3 CAPTI 2.0 • California State Transportation Agency
Acknowledgments
The California State Transportation Agency (CalSTA) extends our sincere appreciation to the dedicated staff at lead agencies and supporting agencies for their work on the update to CAPTI.

CalSTA staff compiled this report with input from the lead agency staff and stakeholders. Additionally, we express deep gratitude to all our local and regional partners and stakeholders whose thoughtful comments, feedback, and expertise helped to shape and ultimately improve this Action Plan.

Although not an exhaustive list, key contributors include:

Darwin Moosavi
Deputy Secretary of Environmental Policy and Housing Coordination, California State Transportation Agency
Jimmy Tran
Senior Climate Change Coordinator, California State Transportation Agency Eric Sundquist
Deputy Director, Office of Sustainability, California Department of Transportation Ann Fox
Acting Deputy Director, Planning & Modal Programs, California Department of Transportation Nailah Pope-Harden
Deputy Director, Equity & Tribal Affairs, California Department of Transportation Marlon Flournoy
Deputy Director, Planning & Modal Programs, California Department of Transportation Matthew Yosgott
Deputy Director, SB 1 Programming, California Transportation Commission Laura Pennebaker
Deputy Director, Transportation Planning, California Transportation Commission 691
4 CAPTI 2.0 • California State Transportation Agency
Table of Contents
Acknowledgments 3
Introduction 5
Updating the Climate Action Plan for Transportation Infrastructure 7 CAPTI’s Investment Framework 12
Building on CAPTI’s Success 15
Strategies & Actions to Further Implement the Investment Framework 19 S1. Transforming the Future of the State Highway System 20 S2. Reducing GHG Impacts of Transportation Investments 21 S3. Delivering Equitable Outcomes 22
S4. Improving Transparency and Accountability 23
Implementation: A Two-Year Outlook 25
Appendix A. Additional Resources 26
Appendix B. Glossary of Terms and Acronyms 27
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5 CAPTI 2.0 • California State Transportation Agency
Introduction
As the largest contributor of California’s GHG
emissions — accounting for more than half of all
emissions — the transportation sector must do
more to tackle this issue head-on. The climate
crisis directly impacts the health and safety of
all Californians and disproportionately affects
the most vulnerable. With climate change
exacerbating the frequency and severity of
natural disasters — from extreme heat and
drought to unprecedented storms and wildfires —
we need to prepare and adapt our transportation
system to withstand, respond to, and recover
quickly from these extreme events.

As California works towards achieving 100% of
in-state sales of new passenger cars and light
duty trucks to be zero-emission by 2035, we know
that internal combustion engine (ICE) vehicles
sold prior to 2035 will remain on California roads
in high numbers for decades to come. Reducing
GHG emissions from the transportation sector
goes beyond phasing out combustion technology
and producing cleaner fuels. Reducing the miles
people need to drive will play a critical role
in reducing the overall transportation energy
demand. Moreover, overall increases in driving
and vehicle miles traveled (VMT) will continue to
cause impacts on the road network and state
highway system, which result in significant costs
to the state. Consequently, CAPTI responds to the
Governor’s call to action in Executive Order (EO)
N-19-19 by outlining strategies and actions that will
advance more sustainable and healthy modes
of transportation, such as walking, biking, transit,
and rail, as well as accelerate the transition to
zero-emission vehicle (ZEV) technology.

Over the past three years, CAPTI implementation
has shown that with the appropriate action, we
can make huge strides in tackling transportation
emissions from infrastructure investments.

A study conducted by the Mineta Transportation
Institute (MTI) at San Jose State University estimates
that discretionary transportation infrastructure
investments made by the State of California
now generate only 1/5th the amount of GHG
emissions across the portfolio of funding programs
as compared to investments made during prior
administrations. All four programs that previously
funded VMT increasing components saw a
decrease in the amount of VMT generated after
CAPTI adoption compared to the previous two
cycles. Notably, two of the four programs are
now VMT neutral or VMT decreasing.
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6 CAPTI 2.0 • California State Transportation Agency
Other key successes by CAPTI include:
● All $533 million dollars of Cycle 3 Solutions
for Congestion Corridors (SCCP) program
investments went to multi-modal projects
throughout the state.
● A significant increase in zero-emission
and active transportation components
of freight projects funded in the Trade
Corridor Enhancement Program (TCEP)
in Cycle 3.
● The launch of the interagency
Transportation Equity Advisory
Committee (EAC) will give communities
a platform to share their input as the
State works to improve transportation access,
environmental impact, and economic
opportunities.
● The establishment of the Reconnecting
Communities: Highways to Boulevard
Program (RC:H2B) to transform underutilized
transportation infrastructure in historically
underserved communities.
● The release of Caltrans Strategic Investment
Systems (CSIS) to guide the evaluation and
prioritization of transportation infrastructure
projects in alignment with CAPTI.

Although we have made great strides, we
know that there is still a long road ahead for
implementation to meet our state climate goals.

The 2022 California Air Resources Board’s (CARB)
Scoping Plan for Achieving Carbon Neutrality
calls for a 25% reduction in VMT by 2035
compared to 2019 levels. VMT reduction will play
a key role in reducing the overall transportation
energy demand and achieving the state’s
climate goals. Driving alone with no passengers
remains the primary mode of travel in California
amounting to 75% of the mode share for daily
commutes. This CAPTI update aims to build upon
our past successes, and further implement the
CAPTI framework.

Executive Order N-19-19 and N-79-20
CAPTI builds on executive orders signed by Governor Gavin Newsom in 2019 and 2020 targeted at reducing GHG emissions in transportation, which account for more than 40% of all polluting emissions, to reach the state's ambitious climate goals. ● EO N-19-19 directs CalSTA to leverage discretionary state transportation funds to reduce GHG emissions in the transportation sector and adapt to climate change. ● EO N-79-20 reaffirms the state's commitment to implementing EO N-19-19, and sets a date no later than July 15, 2021, for CalSTA to "identify near term actions, and investment strategies, to improve clean transportation, sustainable freight and transit options, while continuing a 'fix-it-first' approach to our transportation system." 694
7 CAPTI 2.0 • California State Transportation Agency
Updating the Climate Action Plan for
Transportation Infrastructure (CAPTI)
Process
Since the adoption of CAPTI in 2021, CalSTA
reported on its implementation progress with the
release of two annual reports and one study by MTI.

With the release of the first CAPTI Annual Progress
Report in January 2022, CalSTA reported over
88% of the original 34 actions were complete or
underway.

CalSTA finalized its CAPTI Second Annual Progress
Report in January 2024, after releasing a draft for
public feedback in November 2023. This report
detailed how, in only two years since the adoption
of CAPTI, California nearly completed all of the
actions outlined in the original plan to align the
state’s transportation funding programs with
its climate goals. As of July 2024, all 34 original
actions have been completed.

Throughout 2024, CalSTA conducted a public
engagement process to update CAPTI strategies
and actions in order to further implement the
existing CAPTI framework. This included hosting
three listening sessions in the spring, three public
workshops in the fall, and presenting draft actions
to the joint CARB-CTC-HCD board meeting in
November 2024.

The four new CAPTI strategies outlined in this
update were developed using feedback from
listening sessions held in the spring. CalSTA used
the feedback received from our stakeholders
to draft a short list of potential action ideas
for consideration with the support of partner
agencies. These actions were then refined with
stakeholder feedback from public workshops
held in the fall, which were then developed into
detailed draft actions and descriptions for the
joint meeting. In addition, CalSTA hosted a public
comment period in November to allow additional
time for stakeholders to share feedback on the
new draft actions. The feedback from this final
round of engagement informed the release of
the CAPTI update in 2025.
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8 CAPTI 2.0 • California State Transportation Agency
2021
• CalSTA adopted
the final CAPTI.
2022
• The Reconnecting Communities:

Highways to Boulevard (RC:H2B)
program is established.
• CalSTA published the first CAPTI
Annual Progress Report.
2023
• The Interagency Equity Advisory
Committee (EAC) is established.
• The CTC awarded $2.2 Billion for
projects in the third funding cycle
of the competitive grant program
established by Senate Bill 1.
• The CAPTI study with MTI is
completed in December.
• CalSTA published the second
CAPTI Annual Progress Report.
2024
• CalSTA held Spring Listening Sessions for ideas
on updating CAPTI strategies and actions.
• CalSTA completes the original 34 CAPTI actions in July. • Over 300 participants engaged at public workshops
held in the fall.
• CalSTA shared draft CAPTI actions at the joint
CARB-CTC-HCD meeting in November.
• CalSTA opened a public comment period in
November for stakeholders to share feedback
on the draft CAPTI actions.
2025
• CalSTA adopted the CAPTI
update with new strategies
and actions to further
implement CAPTI’s investment
framework.

CAPTI Vision & Scope
The vision for CAPTI is to outline a holistic
framework that aligns the state’s transportation
infrastructure investments with the state’s climate,
health, and social equity goals, while also
maintaining the commitment made in Senate
Bill (SB) 1 (Chapter 5, Statutes of 2015) to a fix-itfirst approach to transportation. This update to CAPTI will maintain the existing CAPTI framework
while committing to new strategies and actions
to further implement the existing CAPTI guiding
principles through initiatives that the CalSTA
and CalSTA departments can commit to and
implement by 2026. CAPTI continues to be a
key implementation component of CalSTA’s
commitment to its Core Four priorities of safety,
equity, climate, and economic prosperity.
2021 2022 2023 2024 2025
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9 CAPTI 2.0 • California State Transportation Agency
A continued commitment to a “fix-it-first”
approach to our transportation system is
fundamental to CAPTI. This ensures the continued
maintenance and repair of transportation
infrastructure necessary to serve communities
and support the goals of the Road Repair and
Accountability Act of 2017, also known as SB 1.

The state must be strategic and thoughtful when
expanding the existing system as we cannot
afford to invest in projects that ultimately run
up our long-term maintenance costs without
bringing an outsized benefit to climate, health,
and equity goals.

CalSTA will continue to implement CAPTI within
the existing framework and goals set forward in
the California Transportation Plan (CTP) 2050.

Another important contextual document for CAPTI
is the 2022 Scoping Plan for Achieving Carbon
Neutrality, which contains the state’s strategy
for achieving the 2045 GHG target and other
long-term climate goals. CARB is responsible for
developing and updating the Scoping Plan, in
coordination with the Governor’s Office, many
state agencies, and stakeholders that include the
public and the Environmental Justice Advisory
Committee.

To reduce emissions from transportation, the
Scoping Plan calls for significant reductions
in VMT. A report CARB completed in 2022,
pursuant to SB 150 (Chapter 646, Statutes of
2017), evaluated the state’s primary measure
to reduce VMT — the Sustainable Communities
and Climate Protection Program (also known as
SB 375 (Chapter 728, Statutes of 2008)) — and
revealed that VMT continued to increase since
the first report in 2018. The report recommends
better aligning transportation funding programs
to support implementation of projects consistent
with the Sustainable Communities Strategies
(SCS) adopted pursuant to SB 375. The strategies
identified in CAPTI are intended to align with the
objectives of the Scoping Plan, as directed within
EO N-19-19.

CAPTI is …
● A holistic framework and statement of intent for aligning state transportation infrastructure investments with state climate, health, and social equity goals, built on the foundation of the “fix-it-first” approach established in SB1.
● A suite of ongoing and needed changes to state transportation planning, project scoping, programming, and mitigation activities to align with the CAPTI Investment Framework. ● A living document that can adapt, pivot, and modify approaches and actions, as needed. ● A structure to monitor and evaluate progress of the transportation sector’s efforts to align with state climate, health, and equity goals.
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10 CAPTI 2.0 • California State Transportation Agency
As previously mentioned, EO N-19-19 specifically calls on CalSTA to leverage $5 billion in annual discretionary transportation infrastructure funding. The funding identified in EO N-19-19 includes the following programs:

Active Transportation Program (ATP)
Statutory Intent: To encourage increased use
of active modes of transportation through
investments in walking, biking, Safe Routes to
Schools, and trail infrastructure projects and noninfrastructure programs.

Interregional Transportation
Improvement Program (ITIP)
Statutory Intent: To improve interregional
movement for people and goods across
California on the state highway system and
develop Intercity Passenger Rail corridors of
strategic importance.

Local Partnership Program (LPP)
Statutory Intent: To provide funding to local and
regional agencies with voter approved fees/taxes
dedicated solely to transportation improvements
to improve aging infrastructure; road conditions;
active transportation; transit and rail; or health
and safety benefits.

Solutions for Congested Corridors
(SCCP)
Statutory Intent: To achieve a balanced set of
transportation, environmental, and community
access improvements within highly congested
travel corridors throughout the state.

State Highway Operations &
Protection Program (SHOPP)
Statutory Intent: To preserve and protect the state
highway system through improvements relative
to the maintenance, safety, operation, and
rehabilitation of state highways and bridges that
do not add a new traffic lane to the system.

Trade Corridor Enhancement
Program (TCEP)
Statutory Intent: To improve infrastructure on
federally designated Trade Corridors of National
and Regional Significance, on the Primary Freight
Network, and along other corridors that have a
high volume of freight movement.

Transit & Intercity Rail Capital
Program (TIRCP)
Statutory Intent: To fund transformative capital
improvements that will modernize California’s
intercity, commuter, and urban rail systems,
and bus and ferry transit systems, to significantly
reduce emissions of GHGs, VMT, and congestion.
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11 CAPTI 2.0 • California State Transportation Agency
While many of these programs already have
statutorily established parameters and goals that
align with CAPTI, and many of these programs
have made changes to further align with
CAPTI, opportunities still exist to further ensure
funding applicants consider climate change
through changes to planning, project scoping,
programming, and mitigation. This Action Plan
will work within the established funding programs
created under SB 1 to bolster the outcomes of
the projects funded under these programs and
their alignment with California’s climate goals.

It is important to note that while EO N-19-19, EO
N-79-20, and CAPTI focus on these existing funding
programs, these funds alone cannot fully meet
the investment needs to achieve our state’s
climate change goals.
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12 CAPTI 2.0 • California State Transportation Agency
CAPTI Investment Framework
Although California’s statewide transportation
funding programs have different statutory
directions and invest in various types of
infrastructure, collectively they can help us work
toward our transportation vision. Understanding
that there is not a one-size-fits-all approach
to achieving the needs of the state’s diverse
communities, realizing the outcomes outlined in the
CTP 2050 requires a range of investment strategies.

These guiding principles for investment will work
to reduce Californians’ dependence on driving,
increase multimodal options for all communities,
and fairly meet the state’s climate goals. These
programs should collectively focus on prioritizing
projects that align with the following guiding
principles, as applicable within their existing
structure.

Guiding Principles
Within the “fix-it-first” approach and through
existing funding frameworks, the state’s
transportation infrastructure investments should be
deployed to do the following, where feasible:

Per EO N-79-20, invest to create new clean
transportation options in urban, suburban, and
rural settings for all Californians as well as for
goods movement by:

Building toward an integrated, statewide
rail and transit network, centered around
the existing California State Rail Plan that
leverages the California Integrated Travel
Project to provide seamless, affordable,
multimodal travel options in all context,
including suburban and rural settings,
to all users.

Investing in networks of safe and
accessible bicycle and pedestrian
infrastructure, particularly by closing gaps
on portions of the state highway system
that intersect local active transportation
and transit networks or serve as small
town or rural main streets, with a focus
on investments in low-income and
disadvantaged communities throughout
the state.
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13 CAPTI 2.0 • California State Transportation Agency
Including investments in light, medium, and
heavy-duty zero-emission vehicle (ZEV)
infrastructure as part of larger transportation
projects. Support the innovation in and
development of the ZEV market and
help ensure ZEVs are accessible to all,
particularly to those in more rural or remote
communities.

Additionally, per EO N-19-19, invest in ways that
encourage further adoption and use of these clean
modes of transportation mentioned above by:

Strengthening our commitment to equity by
reducing public health and economic harms
and maximizing community benefits to
disproportionately impacted disadvantaged
communities, including low-income
communities, in urbanized and rural regions,
and involve these communities early in
decision-making.

Making safety improvements to reduce
fatalities and severe injuries of all users
towards zero on our roadways, railways
and transit systems by focusing on contextappropriate speeds, prioritizing vulnerable user safety to support mode shift, designing
roadways to accommodate for potential
human error and injury tolerances, and
ultimately implementing a safe systems
approach.

Assessing physical climate risk as standard
practice for transportation infrastructure
projects to enable informed decisionmaking, especially in communities that are most vulnerable to climate-related health
and safety risks.

Promoting projects that do not significantly
increase passenger vehicle travel,
particularly in congested urbanized settings
where other mobility options can be
provided and where projects are shown to
induce significant auto travel. These projects
should generally aim to reduce VMT and
not induce significant VMT growth. When
addressing congestion, consider alternatives
to highway capacity expansion, such as
providing multimodal options in the corridor,
employing pricing strategies, and using
technology to optimize operations.

Promoting compact infill development while
protecting residents and businesses from
displacement by funding transportation
projects that support housing for low-income
residents near job centers, provide walkable
communities, and address affordability
to reduce the housing-transportation cost
burden and auto trips.

Developing a zero-emission freight
transportation system that avoids and
mitigates environmental justice impacts,
reduces criteria and toxic air pollutants,
improves freight’s economic competitiveness
and efficiency, and integrates multimodal
design and planning into infrastructure
development on freight corridors.

Protecting natural and working lands from
conversion to more intensified uses and
enhance biodiversity by supporting local
and regional conservation planning that
focuses development where it already
exists and align transportation investments
with conservation priorities to reduce
transportation’s impact on the natural
environment.
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14 CAPTI 2.0 • California State Transportation Agency
Executive Order N-2-24
On July 31, 2024, Governor Newsom issued EO N-2-24 to support efforts to transform undeveloped and underutilized infill sites and buildings into housing. The EO sets the goal to create 2.5 million new homes by 2030 and directs several state agencies to work together to address barriers in the development of infill housing. The order’s action to align infill housing development with state climate policies directly advances a 2021 CAPTI action to explore mitigation banks and exchanges. A mitigation bank is a system in which VMT reduction is monetized and credits are exchanged for money and applied to local, regional, or state level VMT reduction projects to mitigate a project’s VMT impacts. A mitigation exchange is a system that would match VMT-generating projects with VMT-reducing projects, facilitated by a payment or other exchange.

The order states:
“The Governor's Office of Land Use and Climate Innovation (LCI) shall establish an interagency Task Force on Mitigation Banks, to include CalSTA, BCSH, Caltrans, HCD, and other state agencies as appropriate, for the purpose of developing a framework for a Statewide Mitigation Bank to provide flexibility in the use of infill housing as a mitigation strategy for transportation and housing projects with significant environmental impacts under CEQA.”
The update to CAPTI will further the efforts of the EO through the coordination between LCI and supporting agencies to explore the option of creating a statewide exchange or bank and to create guidance and technical assistance that will support local and regional agencies in creating mitigation exchanges and banks at a regional or local level. 702
15 CAPTI 2.0 • California State Transportation Agency
Building on CAPTI’s Successes
CAPTI’s implementation led to new investments, guidance, tools, and partnership structures that have advanced the state’s climate goals. The following are a few examples of outcomes that resulted from actions completed by the 2021 CAPTI.

MTI CAPTI Metrics Study: Lower
Emissions from CAPTI Investments
CalSTA, in partnership with Caltrans, contracted
with MTI at San Jose State University to develop
a set of quantitative and qualitative metrics
to track program level outcomes through the
implementation of CAPTI to determine how state
transportation investments are shifting. In order
to quantify the VMT and GHG outcomes of CAPTI
investments, the study created a VMT ratings scale
by assigning values representing VMT impact to
different project components (e.g., adding a
crosswalk, widening a lane, or adding bicycle
lanes). The higher the VMT rating, the more VMT
that is projected to be generated by the projects
being funded in that program while negative VMT
ratings represented VMT decreases. Overall, using
VMT as a proxy for GHG emissions, the MTI CAPTI
study found a reduction of approximately 1/5th
the amount of greenhouse gas (GHG) emissions
generated across the portfolio of programs in the
post-CAPTI adoption timeframe, as compared
to earlier (pre- and post-N-19-19) timeframes.

Inversely, the number of investments that do not
result in higher greenhouse gas emissions and
other pollutants increased post-CAPTI adoption,
and the number of investments that do not induce
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16 CAPTI 2.0 • California State Transportation Agency
vehicle miles traveled (VMT) also increased postCAPTI adoption. This is a significant shift and improvement in the climate related outcomes of
CAPTI investments.

VMT Rating per Total Program Dollar Cost
by Program Cycle by Time Period
The VMT ratings were created for the purposes of this study based on best available research regarding VMT outcomes of certain project types, and are not directly based on project level reported VMT numbers, and therefore may not reflect project specific estimates as reported by applicants.

Solutions for Congested Corridors
Program
In Cycle 3, for the first time in program history,
all 10 SCCP awarded projects were multimodal projects, totaling nearly $533 million in investments. The program saw an increase in
multi-modal projects that reduce VMT, and a
decrease in highway expansion investments
that induce VMT. Through the new workstreams
from CAPTI, there is an opportunity to move the
program closer to VMT neutrality.

Trade Corridor Enhancement
Program
In Cycle 3, TCEP program guidelines were
updated to include incentives to support zeroemission infrastructure projects. Of the 26 Cycle 3 projects that were awarded, 38% included zeroemission investments and over 40% had active transportation improvements bundled with freight
improvements. CalSTA sees future opportunities
through CAPTI to address and mitigate passenger
VMT impacts of freight projects while focusing
on freight benefits as a key criterion of project
selection. Additionally, CAPTI will explore how to
further reduce environmental justice burdens on
underserved communities from these important
freight investments.

Quantitative Tools
The use of data and quantitative tools are
important to implementing the direction of CAPTI
in our work. To further guide their investmentmaking in alignment with CAPTI, Caltrans created and refined two tools —the Transportation Equity
Index (EQI) and its Caltrans Strategic Investment
System (CSIS), both called for as actions in the
2021 CAPTI. In spring 2024, the Department
completed development of Version 1.0 of the EQI,
a tool to assist in the evaluation and prioritization
of Department projects through data-driven
assessment of transportation equity needs.

CSIS, an investment framework for evaluation of
transportation infrastructure projects in alignment
with CAPTI, was also piloted on SB1 Cycle 4
Caltrans project nominations. An engagement
process informed development of the tool, and
additional outreach and training continue to
be offered to Caltrans employees, interagency
partners, and other stakeholders.
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17 CAPTI 2.0 • California State Transportation Agency
Interagency Equity Advisory
Committee
The Interagency Transportation Equity Advisory
Committee (EAC) was established as a joint effort
by the CTC, CalSTA, and Caltrans. The EAC aims
to provide input on achieving effective outcomes
in transportation access, environmental impact,
and economic opportunities. Consisting of up
to 15 members serving two-year staggered
terms, the committee includes representatives
from California’s diverse communities, including
underserved and low-income areas. Members
bring expertise from tribal and indigenous
communities, community organizations, climate
and air quality groups, housing organizations,
accessibility and disability advocates, and diverse
geographic regions, including rural areas.

Reconnecting Communities:

Highways to Boulevard Pilot Grant
Program
Building on a CAPTI 2021 action to “Explore a
Highways to Boulevards Conversion Pilot Program,”
the Fiscal Year 2022-2023 State Budget established
the Reconnecting Communities Highways to
Boulevard Pilot Program (RC:H2B), with the primary
goal to reconnect communities harmed by
transportation infrastructure, through communitysupported planning activities and capital construction projects that are championed by
those communities. The RC:H2B pilot offers an
opportunity to form and grow best practices in
community reconnection, where transportation
investments increase community benefits without
exacerbating existing burdens, embracing the
Inaugural Equity Advisory Committee Members and Interagency Staff convened in Stockton on September 26, 2023.

Pictured left to right, back to front: Laura Pennebaker, Paul Golaszewski, Randy Torres Van Vleck, Kristine Williams, Ana Gonzalez, Marta Armas, William Walker, Cheryl Viegas Walker, Amber Novey, Abigail Jackson, Carolyn Abrams, Sequoia Erasmus, Alexis Lantz, Cherry Zamora.
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18 CAPTI 2.0 • California State Transportation Agency
guiding principles of the CAPTI framework. In
2024, the City of Arcata, South San Francisco,
and Southeast San Diego/National City were
selected for proposals to partner with local and
state agencies to develop solutions that would
reconnect neighborhoods impacted by the state
highway system.

Transit Priority on the State Highway System
The recovery from the COVID-19 Pandemic was challenging for many industries, including transportation. Public transit in particular faced slow recoveries in ridership. In a report on the effects of the pandemic on transit ridership, the Federal Transit Administration (FTA) reported that transit ridership decreased 81% between April 2019 and April 2020 (overlapping with the peak of the Pandemic). While some agencies attempted to ease the burden on essential workers and underserved communities, cuts in transit services most heavily impacted these groups who depend on transit. The sudden loss of fare-box revenue to support transit operations presented fiscal challenges to transit agencies nationwide. Additionally, changing commute patterns and the rise of telework have drastically changed how and when people use transit, further straining agencies throughout the nation.

Two important pieces of legislation were passed in 2023 and 2024 to help address short and long-term needs for transit operations and ridership in California.

First, Senate Bill 125 (Chapter 54, Statutes of 2023) guides the distribution of $4 billion in General Fund to the Transit and Intercity Rail Capital Program (TIRCIP) to fund transit operations or capital improvements while also convening a Transit Transformation Task Force to develop policy recommendations to grow transit ridership and improve transit experience for all transit riders. In 2024, CalSTA announced $1.3 billion in competitive awards for the TIRCIP program to improve transit and passenger rail service in California. This funding follows more than $2.2 billion distributed to agencies in the summer of 2024 on a formula basis pursuant to SB 125.

Senate Bill 960 (Chapter 630, Statues of 2024) requires; Caltrans to adopt a transit policy to guide the implementation of transit priority facilities and transit stops on the state highway system. CalSTA is committed to the expeditious implementation of SB 960 and sees its implementation as a key action to further implement the CAPTI framework.

Thinking about the future of transit networks, ridership and overall sustainability of the transit industry is complementary to new and existing CAPTI workstreams. 706
19 CAPTI 2.0 • California State Transportation Agency
Strategies & Actions to Further
Implement the Investment Framework
To ensure that state transportation investments are
aligned with the Investment Framework’s guiding
principles, further changes may be necessary to
current transportation planning, programming,
project delivery, maintenance, and operations
activities. Such changes will help advance a slate
of projects that meet climate goals, ensure that
these projects are prioritized for state funding,
and promote project construction and operations
that minimize emissions and impacts from climate
change.

Building off the successes of the original 34 CAPTI
actions, this Action Plan update identifies four new
strategies and 14 new key actions necessary for
further implementation of the CAPTI framework.

The MTI study showed encouraging trends towards
advancing more sustainable, equitable, and
healthy modes of transportations, as well as
acceleration in the transition to ZEV technology,
indicating the CAPTI Investment Framework’s
effectiveness in producing results that combat the
climate crisis. Dedicated efforts of transportation
partners and state agencies have been key in
implementing the plan and bringing this work
to fruition. Despite our progress, we know that
these efforts alone will not result in achieving the
Climate Change Scoping Plan VMT reduction
targets needed to meet our state climate goals.

Previous streams of work tied to the original
2021 CAPTI will continue as appropriate. New
actions will commit CalSTA to new work streams
to implement the framework beyond previous
commitments to make further progress towards
our goals. We anticipate the completion of these
new actions by the end of the current Newsom
Administration and will report on our progress by
the end of 2026. The new strategies and actions
are as follows:
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20 CAPTI 2.0 • California State Transportation Agency
S1. Transforming the Future of the State Highway System These actions help re-envision a state highway system where projects are developed to meet the state’s current and future transportation, climate health and equity needs. This includes exploring initiatives that more efficiently manage the existing system, prioritize the movement of transit, deliver zero emission freight infrastructure, and improve our systems resilience in the face of climate impacts.

Key Action Description Agencies*
S1.1 Create a Caltrans
Statewide Express
Mobility Action Plan
that defines the role
of roadway pricing
and includes equitybased best practices,
in consultation with
the Roadway Pricing
Working Group and
the Interagency EAC.

This action commits Caltrans to the development and release of the Statewide Express Mobility Plan, in consultation with the State Roadway Pricing Working Group (SRPWG), the Interagency EAC, and other key stakeholder and community partners, including the California Toll Operators Committee (CTOC). The Plan will outline the role of roadway pricing on planned and existing facilities, include a clear roadmap for expanding facilities-based pricing mechanisms across California. Stakeholder workshops will focus on understanding local and regional transportation needs, potential impacts of roadway pricing on underserved and low-income individuals and communities, and developing inclusive strategies for fair pricing models. The Plan will include actionable steps for the implementation of fair pricing, addressing applicability, or lack thereof, in both urban and rural contexts.

Lead:

Caltrans
Support:

CTC
S1.2 Implement a
climate adaptation
planning and
delivery framework
and corresponding
performance targets
at Caltrans.

This action commits Caltrans to develop a prioritization methodology for climate adaptation projects currently identified in Caltrans District plans. This effort will consider the diverse set of climate risks found throughout the state and work to reduce the vulnerability of the state highway system by exploring nature-based solutions and improving habitat and wildlife connectivity. Caltrans will work with LCI and their Integrated Climate Adaptation and Resiliency Program (ICARP), as well as regional partners and other stakeholders to develop the methodology. Caltrans will continue to support climate adaptation projects through state and federal funding opportunities where feasible.

Caltrans will also review existing processes to identify opportunities within the Project Approval and Environmental Document (PAED) phase to standardize project delivery practices related to climate adaptation. Caltrans will strive to meet its climate change adaptation performance objectives identified in the 2024-2028 Caltrans Strategic Management Plan. These objectives include decreasing closures on the state highway system associated with climate stressors and increasing the return on project investment for projects associated with climate risk.

Lead:

Caltrans
Support:

LCI
*The support agency is at the discretion of the lead agency to consult or include. 708
21 CAPTI 2.0 • California State Transportation Agency
Key Action Description Agencies*
S1.3 Establish a
Central Delivery
Team to support
planning and
investment in zeroemission freight, as
recommended by
the SB 671 (Chapter
769, Statutes of 2021)
Assessment.

This new action commits CalSTA and GO-Biz to establish a Central Delivery Team to support zero-emission (both battery-electric and hydrogen fuel cell electric) freight infrastructure planning and implementation, including carrying out the actions identified in the CTC’s Clean Freight Corridor Efficiency Assessment, where feasible. The Central Delivery Team will function as a cross-agency team including the California Energy Commission (CEC), Caltrans, CalSTA, the Governor’s Office of Business and Economic Development (Go-Biz), CARB, California Public Utilities Commission (CPUC), and the CTC. The Central Delivery Team will identify leads from Regional Transportation Planning Agencies, Metropolitan Planning Organizations, ports, utilities, trucking fleets, infrastructure developers, and other stakeholders that are necessary to deliver stations quickly. The Central Delivery Team will build off existing state equity efforts, in coordination with impacted communities, community-based organizations, tribal nations, and equity, public health, and environmental advocates, to develop a process for engaging stakeholders in infrastructure project planning, deployment, and implementation.

Lead:

CalSTA
GO-Biz
Support:

CTC
Caltrans
CEC
CPUC
CARB
*The support agency is at the discretion of the lead agency to consult or include.

S2. Reducing GHG Impacts of Transportation Investments
The MTI study on the impact of CAPTI investments on GHG and VMT showed encouraging trends that indicate the CAPTI Investment Framework’s effectiveness in producing results that combat the climate crisis. The study showed a five-fold reduction in projected VMT generation in the first cycle of funding since CAPTI adoption compared to pre-CAPTI adoption investments. Dedicated efforts of transportation partners and state agencies have been key in implementing the plan and bringing this work to fruition.

Despite our progress, we know there are additional opportunities to support agencies in further reducing VMT impacts from projects, as well as opportunities to evaluate and improve on the evolving state of practice of VMT analysis and mitigation.

Key Action Description Agencies*
S2.1 Create a
statewide VMT
mitigation bank
or exchange
program that
facilitates mitigation
directly and/
or assists regions
in creating their
own programs to
deliver infill housing
and other VMTreducing projects as
mitigation at scale.

Mitigation banks and exchanges would relieve project teams of having to identify mitigation measures individually and allows for implementation of mitigation in advance of the need. An exchange program would include mitigation measures for implementation and the associated VMT reduction that projects could employ when needed. A bank would monetize the VMT reduction allowing projects to purchase mitigation and could potentially generate revenue for specific uses such as affordable housing as VMT Mitigation. This new action commits LCI to explore the option of creating a statewide exchange or bank and to create guidance and technical assistance that will support local and regional agencies in creating mitigation exchanges and banks at a regional or local level. The guidance will consider how statewide and regional approaches can work concurrently and how to account for environmental justice and equity concerns when mitigating projects.

Lead:

LCI
(formerly
OPR)
Support:

CalSTA
Caltrans
CARB
*The support agency is at the discretion of the lead agency to consult or include. 709
22 CAPTI 2.0 • California State Transportation Agency
Key Action Description Agencies*
S2.2 Improve
VMT analysis and
mitigation guidance
for rural projects to
better account for the
low VMT impact of
many rural projects in
consultation with rural
stakeholders.

While California is making progress meeting the goals of VMT reduction from CAPTI investments, much of the significant reductions are tied to mitigation or avoidance of projects in urbanized areas. A one-size-fits all strategy may not be suitable for rural projects. The existing research on induced travel demand and VMT reduction is primarily from studies conducted in urban and metropolitan areas where highway capacity has been added with the goal to relieve congestion. Implementation of these strategies in rural areas require more nuanced guidance given the limited research. This action will commit Caltrans to conducting any necessary additional studies or identifying technical research that can inform guidance for rural projects to better account for projects that are unlikely to induce travel demand, in consultation with regional and local rural stakeholders.

Lead:

Caltrans
Support:

CARB
LCI
S2.3 Update the Trade
Corridor Enhancement
Program (TCEP)
guidelines to state
that goods movement
projects that mitigate
their passenger VMT
impacts are more
competitive for
funding.

The TCEP statute requires that projects be evaluated across several criteria, including the project’s ability to reduce particulate, and GHG emissions and community impacts, particularly in disadvantaged communities. Projects that mitigate passenger VMT help reduce emissions of diesel particulates, GHGs, other pollutants, and other negative community impacts. The implementation of this action will commit the CTC to update TCEP program guidelines to emphasize that projects which improve freight mobility and safety while mitigating passenger VMT impacts from their project are more likely to be competitive in the program. This action will be implemented while maintaining geographic equity in project selection and continuing to address key freight needs.

Lead:

CTC
S2.4 Update the
Solutions for
Congested Corridors
Program (SCCP)
guidelines to target
a VMT neutral suite of
investments, through
continuing existing
practice in guidelines
to prioritize projects
that reduce VMT.

This new action will commit the CTC to update SCCP guidelines to target a VMT neutral suite of investments. In Cycle 3 of SCCP, according to an MTI study of CAPTI, SCCP significantly reduced its VMT generation compared to cycle 2 but was not yet VMT neutral.

Under this action, future cycles of the program will target VMT neutrality using the existing practice in the guidelines to prioritize projects that reduce VMT.

Lead:

CTC
*The support agency is at the discretion of the lead agency to consult or include.

S3. Delivering Equitable Outcomes
Ensuring that transportation investments address the need of community stakeholders goes beyond engagement. Transportation investments may benefit or impact communities differently and require thoughtful consideration towards developing policies, programs, and projects that result in positive equity and economic outcomes while addressing climate goals. This strategy aims to create improved processes, practices, and technical assistance resources to deliver equitable outcomes for those most impacted by projects.
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23 CAPTI 2.0 • California State Transportation Agency
Key Action Description Agencies*
S3.1 Continue
strengthening
existing SB 1 program
guidelines to
better account for
environmental justice
impacts of projects.

In 2022, the CTC developed the SB 1 Programs Transportation Equity Supplement to promote more equitable outcomes for transportation projects submitted in the SB 1 competitive programs. Additionally, Community Engagement was added to the SB 1 Programs as an evaluated criterion, as a mechanism to directly integrate the content of the equity supplement into the evaluation process. This new action will commit the CTC to update SB 1 program guidelines, and the SB 1 Transportation Equity Supplement, to further promote project applicants to engage and partner with environmental justice groups and their local and regional agencies as a means of demonstrating that projects are accounting for particulate pollution, traffic safety risks, displacement, and noise pollution within these communities.

Lead:

CTC
S3.2 Improve
technical assistance
to Tribal governments
by reviewing
existing services
and programs,
consulting with Tribal
governments on
needs, and revising
or expanding existing
services or programs
through partnerships
to address needs.

In alignment with the State of California’s commitment to support tribal communities, this action will commit Caltrans to work with the Native American Advisory Committee (NAAC), to establish Tribal workgroups to make recommendations to improve existing processes with the goal of improving Tribal government access to infrastructure funding, services, and programs. The working groups will consist of NAAC members, tribal leaders from across the state, and appropriate subject matter experts. Through these workgroups, Caltrans will assist with evaluating existing processes related to tribal contracting and consultation, Tribal Employment Rights Ordinance (TERO), and advancing project delivery.

Lead:

Caltrans
CTC
S3.3 Create a
Caltrans Director’s
Policy focused on
displacement caused
by projects on the
state highway system
with the intent to
avoid future housing
takings, particularly
in disadvantaged
communities.

The anti-displacement memo developed by CalSTA, and the interagency Housing & Transportation Workgroup creates recommendations and best practices on how programs funded by CAPTI can incentivize anti-displacement strategies. Building upon this work, a Caltrans Director's policy on displacement would outline and update the process for property takings from Caltrans projects on the state highway system. The intent of this guidance would be to strengthen existing policy to avoid direct displacement caused by housing takings in disadvantaged communities where feasible. In rare circumstances where it might be infeasible for programs to avoid housing displacements in disadvantaged communities due to a project, the policy would outline what steps and actions should be taken by the project to disclose the need for the takings and direct project teams to work with vulnerable groups to minimize the impact.

Lead:

Caltrans
*The support agency is at the discretion of the lead agency to consult or include.

S4. Improving Transparency and Accountability
In the original CAPTI, CalSTA committed to strategies and actions that improved transparency with the implementation of the Action Plan. This strategy will continue that commitment and further increase accountability for the state to meet its climate and equity goals. CalSTA will continue to monitor CAPTI implementation and evaluate how the CAPTI actions are meeting the state’s climate goals while also increasing transparency in the way the state approaches project delivery. 711
24 CAPTI 2.0 • California State Transportation Agency
Key Action Description Agencies*
S4.1 Provide a public
database of projects
under development
on the state highway
system.

This action will commit Caltrans to provide publicly accessible and searchable database of projects under development to increase transparency and accountability for how CAPTI investments are meeting its transportation, climate, and equity goals. Providing a database of projects on the state highway system will foster a more informed and engaged public in local and regional planning and development discussions around project purpose, need, and approach to meeting project objectives. This database will serve as a resource for the public, stakeholders, and local communities to access information about ongoing transportation projects currently under development on the state highway system, such as projects with existing Project Initiation Documents (PIDs), and not yet approved for inclusion into a programming document (unfunded), throughout the state. The database will regularly be updated to reflect the latest information on project status, including milestones, changes, and completion dates, ensuring users have access to current data.

Lead:

Caltrans
S4.2 Explore
opportunities
to preserve the
implementation
of CAPTI Guiding
Principles in future
administrations.

CAPTI provides both a set of guiding principles that create a holistic vision for how to prioritize state discretionary transportation dollars, as well as a living action plan that is continually updated to implement the framework. To continue the vision and direction that CAPTI has set forth, CalSTA commits to working within the administration and with the legislature to explore opportunities to preserve CAPTI’s vision to ensure that the goals set forth through this plan continue to be a focus beyond the term of the Newsom Administration.

Lead:

CalSTA
S4.3 Launch another
CAPTI outcomes study
to continue evaluation
of climate, equity, and
economic outcomes
of CAPTI investments.

In 2023, CalSTA, in partnership with Caltrans, contracted with MTI at San Jose State University to develop a set of quantitative and qualitative metrics driven by CAPTI goals to determine how state transportation investments are shifting towards climate action (from pre-CAPTI adoption through the SB 1 Cycle 3 award timeframe). This new effort commits CalSTA to continue to study changes from transportation investments on VMT and GHG emissions, transportation equity (using the Caltrans Equity Index), and economy (i.e., quantity and quality of jobs) since the 2023 MTI study was completed. The study will include the evaluation of SB 1 Cycle 4 awards to help determine investment outcomes of the metrics tool, and how they may be increasing state multi-modal spending for climate action, equity, and economy.

Lead:

CalSTA
Support:

Caltrans
S4.4 Improve the
SHOPP public
engagement
process, particularly
for projects with
significant community
benefits or impacts.

The efforts to increase accountability for equitable public engagement for projects on the state highway system have led to best practices and the development of public engagement resources such as the Caltrans Engagement Portal. This new action commits Caltrans to improving the Department’s public engagement for SHOPP projects utilizing existing Caltrans best practices and in consultation with the Interagency EAC. SHOPP projects with significant community benefits or impacts should consider the development of a Public Engagement Plan and utilization of the Caltrans District Community Engagement Playbook and Caltrans Engagement Portal to ensure consistency in the engagement process. Engagement for these projects is not a one-size-fits all approach and will vary from individual Caltrans Districts Offices who may provide specific guidance in accordance with their District engagement policies.

Lead:

Caltrans
*The support agency is at the discretion of the lead agency to consult or include. 712
25 CAPTI 2.0 • California State Transportation Agency
Implementation: A Two-Year Outlook
To ensure that progress is made towards
implementation, CalSTA commits to publishing
an Implementation Progress Report before the
end of 2026 to report on the final status and
completion of each of the new CalSTA actions
before the end of the Newsom Administration.

Additionally, CalSTA will measure the progress
made since the last CAPTI MTI study by launching
another outcomes study to evaluate changes
from transportation investments on VMT and
GHG emissions, equity, and economic outcomes.

CalSTA and CalSTA departments look forward
to partnering with the many local, regional, and
statewide agencies and organizations necessary
to implement the new actions presented in this
update to CAPTI.
713
26 CAPTI 2.0 • California State Transportation Agency
Appendix A
Additional Resources
2022 Scoping Plan for Achieving Carbon Neutrality
Climate Action Plan for Transportation Infrastructure (CAPTI) CAPTI Webpage
Executive Order N-19-19
Executive Order N-79-20
Executive Order N-2-24
Mineta Transportation Institute Study on Evaluating CAPTI 714
27 CAPTI 2.0 • California State Transportation Agency
Appendix B:

List of Acronyms and Abbreviations
ATP Active Transportation Program
BCSH California Business, Consumer Services
and Housing Agency
Cal-ITP California Integrated Travel Project
CalSTA California State Transportation Agency
Caltrans California Department of Transportation
CARB California Air Resources Board
CEC California Energy Commission
CEQA California Environmental Quality Act
CPUC California Public Utilities Commission
CSIS Caltrans Strategic Investment Strategy
CTC California Transportation Commission
CTOC California Toll Operators Committee

CTP/CTP
2050 California Transportation Plan 2050
EAC Interagency Equity Advisory Committee
EO Executive Order
EQI Caltrans Transportation Equity Index
FTA Federal Transit Administration
GHG Greenhouse Gas
GO-Biz Governor’s Office of Business and
Economic Development
HCD California Department of Housing and
Community Development
ICARP Integrated Climate Adaptation and
Resiliency Program
ICE Internal Combustion Engine
ITIP Interregional Transportation
Improvement Program
LCI
Governor’s Office of Land Use and
Climate Innovation (formerly Governor’s
Office of Planning and Research)
LPP Local Partnership Program
NAAC Native American Advisory Committee
PAED Project Approval/Environmental
Document
PID Project Initiation Document
RC:H2B Reconnecting Communities: Highways
to Boulevard Pilot Grant Program
SB 1 Senate Bill 1
SB 125 Senate Bill 125
(Chapter 54, Statutes of 2023)
SB 150 Senate Bill 150
(Chapter 646, Statutes of 2017)
SB 671 Senate Bill 671
(Chapter 769, Statutes of 2021)
SB 960 Senate Bill 960
(Chapter 630, Statues of 2024)
SCCP Solutions for Congested Corridors
SCS Sustainable Communities Strategy
SGC California Strategic Growth Council
SHOPP State Highway Operations & Protection
Program
SRPWG State Roadway Pricing Working Group
TCEP Trade Corridor Enhancement Program
TERO Tribal Employment Rights Ordinance
TIRCP Transit & Intercity Rail Capital Program
VMT Vehicle Miles Travelled
ZEV Zero-Emission Vehicle
715
© Copyright 2025, California State Transportation Agency. All Rights Reserved. 716

CITY COUNCILMEMBER REPORT
Council
Meeting
Date:
09/15/2026 Submitted
by: *
Mayor Pierre Washington
Event
Date:
03/09/2026 Event Type Committee Report
Event Title: AC Finance Subcommittee
Event Report: Vice Mayor Mark Joseph and I attended the Finance Subcommittee meeting where we received presentations from Assistant City Manager Juan Gomez and Finance Director Jem Cruz.

The purpose of the meeting was to review the city's financial position, discuss current budget priorities, and examine upcoming fiscal considerations.  Staff provided an overview of the city's financial outlook and discussed factors that may impact revenue, expenditures, and long term financial planning. o Upload File or Picture (20 MB MAX)
Event
Date:
03/09/2026 Event Type Community Event
Event Title: Veterans Community Meeting
Event Report: Deputy City Manager Allie Ikeada and I had the opportunity to meet with longtime veteran advocate and community leader Maria McConnel to discuss American Canyons involvement and support of our local veterans community.

During our conversation, we explored ways the city can continue to recognize, engage and support veterans who have served our country.  Maria shared valuable insights regarding the needs of local veterans, opportunities for collaboration with veterans serving organizations and ways to strengthen connections between city and veteran community.

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Event
Date:
04/09/2026 Event Type Community Event
Event Title: Meeting with Chamber CEO and Chair
Event Report: I had the opportunity to me with the American Canyon Chamber CEO and Chair to discuss ways we could join forces and work collaboratively for the benefit for the city of American Canyon.   One solution was to organize a joint Chamber and Council meeting in Q1 of 2027.

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717
Future Agenda Items
September 24, 2026, Planning Comm. 6:30p.

Promontory TSM and WRSPA
RE Zoning District: Home Occupation Standards
October 6, 2026, City Council 6:30 p.m.

Proclamation: Domestic Violence Awareness
Proclamation: Filipino American Heritage
Water Professionals Appreciation Week
UWMP and Water Shortage Contingency Plan
Q1 CIP Update
October 7, 2026, Joint OSATS & PCS 6:30p
E-Bike Ordinance
October 8, 2026, PCS - CANCELLED
October 20, 2026, City Council 6:30 p.m.

Proclamation: Code Compliance Month
Proclamation: Veteran’s Day
PG&E Seasonal Outlook Winter 26-27
Promontory TSM and WRSPA
Rural Neighborhood Home Occupation
Ordinance: First Reading
October 22, 2026, Planning Comm. 6:30 p.m.

TBD
November 3, 2026, City Council - CANCELLED
November 4, 2026, OSATS. 6:30 p.m.

Residential Tree Program
Reusable Foodware Ordinance
E-bike Ordinance
November 12, 2026, PCS 6:30 p.m.

Community Grant Program Presentations
November 17, 2026, City Council 6:30 p.m.

Proclamation: Acknowledging Diwali
November 19, 2026, Planning Commission
TBD
December 1, 2026, City Council 6:30p
Certify Election Results
Swear-In New Council Member(s)
Select Vice-Mayor
Council Committee Appointments
2027 Council and Commission Calendar
December 2, 2026, TBID 11:00 a.m.

December 2, 2026, OSATS - CANCELLED
December 10, 2026, JOINT PCS & OSATS 6:30p
Presentation: Tree City USA
Evaluate Trail Way Finding & Park Connectivity
December 15, 2026, City Council 6:30p
FY 25/26 ACFR
Community Grant Funding Allocations
December 17, 2026, Planning Commission
TBD
Unscheduled Council Directed Items
Item Councilmember Date of Vote Notes
Purple Heart Designation Washington 10/15/2024 TBD
Add Quarterly Circulation Update Report Joseph 06/02/2026 TBD Economic Development in Industrial Park Joseph 08/04/2026 TBD 718