Cities Index.
Agenda packet, regular meeting, fourth session

Citrus Heights City Council Meetings
July 8, 2026

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Agenda packet, regular meeting, fourth session
Meeting
July 8, 2026
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Citrus Heights City Council Meetings
Pages
9
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Text extracted from the city's file for reading and search. Open the original on www.citrusheights.net. That file is the official record.

Dechant, J. A., M. L. Sondreal, D. H. Johnson, L. D. Igl, C. M. Goldade, A. L. Zimmerman, and B. R. Euliss. 1999 (revised 2002). Effects of management practices on grassland birds: Ferruginous hawk.

Northern Prairie Wildlife Research Center, Jamestown, ND. 23 pages.

Gervais, J. A., Rosenberg, D. K., and Anthony, R. G. 2003. Space use and pesticide exposure risk of male Burrowing Owls in an agricultural landscape. J. Wildl. Mgmt. 67:156–165.

Nafis, G. 2025. California Herps - A Guide to the Amphibians and Reptiles of California.

Available at: http://www.californiaherps.com/.

National Marine Fisheries Service (NMFS). 2016. California Central Valley Steelhead Distinct Population Segment: 5-year Review. California Central Valley Area Office.

Nial K.R., Drizd, L. and Voorhies K.J. 2019. Butterflies Across the Globe: A Synthesis of the Current Status and Characteristics of Monarch (Danaus plexippus) Populations Worldwide. Front. Ecol. Evol. 7:362. doi: 10.3389/fevo.2019.00362
Richmond, O.W., Chen, S.K., Risk, B.B., Tecklin, J., and S. R. Beissinger. 2010. California Black Rails Depend on Irrigation-fed Wetlands in the Sierra Nevada Foothills. California Agriculture: Volume 2, Number 2.

Shuford, W.D., and T. Gardali, editors. 2008. California Bird Species of Special Concern: A ranked assessment of species, subspecies, and distinct populations of birds of immediate conservation concern in California. Studies of Western Birds 1. Western Field Ornithologists, Camarillo, California, and California Department of Fish and Game, Sacramento.

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Appendix D: Potential for Special-status Species in the Region to Occur in the Study Area for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 B-15
Spautz, Hildie; Nur, Nadav; Stralberg, Diana. 2005. California Black Rail (Laterallus jamaicensis coturniculus) Distribution and Abundance in Relation to Habitat and Landscape Features in the San Francisco Bay Estuary. In: Ralph, C. John; Rich, Terrell D., editors 2005. Bird Conservation Implementation and Integration in the Americas: Proceedings of the Third International Partners in Flight Conference. 2002 March 20-24; Asilomar, California, Volume 1 Gen. Tech. Rep. PSWGTR-191. Albany, CA: U.S. Dept. of Agriculture, Forest Service, Pacific Southwest Research Station: p. 465-468
U.S. Fish and Wildlife Service (USFWS). 2020. Monarch (Danaus plexippus) Species Status Assessment Report. V2.1 96 pp + appendices.
2014. Endangered and Threatened Wildlife and Plants; Designation of Critical Habitat for the Western Distinct Population Segment of the Yellow-Billed Cuckoo.

Zeiner, D.C., W.F. Laudenslayer, Jr., K.E. Mayer, and M. White, eds. 1988-1990. California's Wildlife. Vol.

I-III. California Department of Fish and Game, Sacramento, California.

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Appendix C
Plant and Wildlife Species Observed
in the Study Area
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Appendix C: Plant and Wildlife Species Observed in the Study Area | May 2026 C-1
Plant Species Observed
Family Scientific Name Common Name
Native
Alismataceae Sagittaria sanfordii Sanford’s arrowhead
Asteraceae Artemisia douglasiana California mugwort
Cyperaceae Cyperus eragrostis tall flatsedge
Fabaceae Acmispon americanus Spanish lotus
Fagaceae Quercuslobata valley oak
Quercus wislizeni interior live oak
Juncaceae Juncus mexicanus Mexican rush
Lauraceae Umbellularia californica California bay
Oleaceae Fraxinus latifolia Oregon ash
Onagraceae Epilobium brachycarpum annual fireweed
Salicaceae Populusfremontii Fremont cottonwood
Non-native
Alliaceae Allium neapolitanum white garlic
Apiaceae Torilis arvensis field hedge parsley
Apocynaceae Vinca minor common periwinkle
Araliaceae Hedera helix English ivy
Arecaceae Washingtonia robusta Mexican fan palm
Asteraceae Carduus pycnocephalus Italian thistle
Centaurea solstitialis yellow star-thistle
Cichorium intybus chicory
Dittrichia graveolens stinkwort
Lactuca serriola prickly lettuce
Taraxacum officinale common dandelion
Bignoniaceae Catalpa speciosa northern catalpa
Brassicaceae Brassica nigra black mustard
Capsella bursa-pastoris shepherd’s purse
Ericaceae Rhododendron sp. rhododendron
Fabaceae Albizia julibrissin silk tree
Vicia villosa hairy vetch
Trifolium hirtum rose clover
Geraniaceae Erodium botrys storksbill
Geranium dissectum cutleaf geranium
Juglandaceae Juglanssp. walnut
Lamiaceae Mentha pulegium pennyroyal
Malvaceae Malva parviflora cheeseweed mallow
Moraceae Ficus carica common fig
Myrsinaceae Lysimachia arvensis scarlet pimpernel
Oleaceae Ligustrum lucidum Chinese privet
Phytolaccaceae Phytolacca americana American pokeweed
Plantaginaceae Plantago lanceolata English plantain
Platanaceae Platanus × acerifolia London planetree
Poaceae Avena fatua wild oat
Bromus diandrus ripgut brome
Bromus hordeaceus soft brome
Cynodon dactylon Bermuda grass
Cynosurus echinatus dogtail grass
Elymus caput-medusae medusahead
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Appendix C: Plant and Wildlife Species Observed in the Study Area | May 2026 C-2
Family Scientific Name Common Name
Poaceae (cont.) Festuca perennis Italian ryegrass
Hordeum murinum barley
Paspalum dilatatum Dallis grass
Phalaris aquatica canary grass
Sorghum halepense johnsongrass
Polygonaceae Rumex crispus curly dock
Rosaceae Rubus armeniacus Himalayan blackberry
Simaroubaceae Ailanthus altissima tree of heaven
Ulmaceae Ulmussp. elm
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Appendix C: Plant and Wildlife Species Observed in the Study Area | May 2026 C-3
Wildlife Species Observed
Family Scientific Name Common Name
Birds
Anatidae Anas platyrhynchos Mallard
Ardeidae Ardea alba Great egret
Columbidae Columba livia Rock pigeon
Zenaida macroura Mourning dove
Corvidae Aphelocoma californica California scrub-jay
Corvus brachyrhynchos American crow
Fringillidae Haemorhous mexicanus House finch
Spinus psaltria Lesser goldfinch
Icteridae Agelaius phoeniceus Red-winged blackbird
Euphagus cyanocephalus Brewer’s blackbird
Paridae Baeolophus inornatus Oak titmouse
Parulidae Setophaga coronata Yellow-rumped warbler
Passerellidae Junco hyemalis Dark-eyed junco
Melozone crissalis California towhee
Pipilo maculatus Spotted towhee
Passeridae Passer domesticus House sparrow
Phasianidae Meleagris gallopavo Wild turkey
Picidae Colaptes auratus Northern flicker
Melanerpes formicivorus Acorn woodpecker
Sturnidae Sturnus vulgaris European starling
Trochilidae Calypte anna Anna’s hummingbird
Turdidae Catharus guttatus Hermit thrush
Sialia mexicana Western bluebird
Turdus migratorius American robin
Tyrannidae Sayornis nigricans Black phoebe
Mammals
Cervidae Odocoileus hemionus columbianus Black-tailed deer Procyonidae Procyon lotor Raccoon
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Appendix D
Representative Site Photographs
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Appendix D
Citrus Heights Creek Erosion and Bridge Scour Protection Project Photo 1. Representative view of the Study Area at the Indian River Drive crossing; facing northeast. Photo taken 7/10/2025.

Photo 2. View of the Indian River Drive crossing on the southern bank of Arcade Creek; facing east. Photo taken 7/10/2025.

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Appendix D
Citrus Heights Creek Erosion and Bridge Scour Protection Project Photo 3. View of the Indian River Drive crossing on the southern bank of Arcade Creek; facing northwest. Photo taken 7/10/2025.

Photo 4. Arcade Creek upstream of the Indian River Drive crossing; facing south.

Photo taken 7/10/2025.

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Appendix D
Citrus Heights Creek Erosion and Bridge Scour Protection Project Photo 5. Arcade Creek downstream of the Indian River Drive crossing; facing west. Photo taken 7/10/2025.

Photo 6. Bank of Arcade Creek at the Indian River Drive crossing with Tree #12 in the foreground; facing south. Photo taken 7/10/2025.

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Appendix D
Citrus Heights Creek Erosion and Bridge Scour Protection Project Photo 7. Valley oak woodland habitat at the Indian River Drive crossing; facing east. Photo taken 7/10/2025.

Photo 8. Ephemeral drainage at the Indian River Drive crossing; facing southwest. Photo taken 7/10/2025.

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Appendix D
Citrus Heights Creek Erosion and Bridge Scour Protection Project Photo 9. Confluence of Arcade Creek and Cripple Creek at the Indian River Drive crossing; facing northeast. Photo taken 7/10/2025.

Photo 10. Representative view of the Matheny Way crossing; facing east.

Photo taken 7/10/2025.

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Appendix D
Citrus Heights Creek Erosion and Bridge Scour Protection Project Photo 11. Representative view of the Matheny Way crossing with Tree #9 and Tree #10 on the left side of the photo; facing west. Photo taken 7/10/2025.

Photo 12. View of Arcade Creek with the Matheny Way crossing in the background; facing east. Photo taken 7/10/2025.

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Appendix D
Citrus Heights Creek Erosion and Bridge Scour Protection Project Photo 13. View of Arcade Creek west of the Matheny Way crossing; facing west. Photo taken 7/10/2025.

Photo 14. View of Arcade Creek east of the Matheny Way crossing; facing north.

Photo taken 7/10/2025.

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Appendix D
Citrus Heights Creek Erosion and Bridge Scour Protection Project Photo 15. View of the Matheny Way crossing from the bed of Arcade Creek with Tree #4; facing south. Photo taken 7/10/2025.

Photo 16. View of Arcade Creek and the surrounding valley oak woodland from the Matheny Way crossing; facing east. Photo taken 7/10/2025.

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Appendix D
Citrus Heights Creek Erosion and Bridge Scour Protection Project Photo 17. Representative view of the Arcade-Cripple Creek Trail crossing; facing east. Photo taken 7/10/2025.

Photo 18. View of the Arcade-Cripple Creek Trail crossing; facing west. Photo taken 7/10/2025.

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Appendix D
Citrus Heights Creek Erosion and Bridge Scour Protection Project Photo 19. Arcade Creek east of the Arcade-Cripple Creek Trail crossing; facing east. Photo taken 7/10/2025
Photo 20. Arcade Creek west of the Arcade-Cripple Creek Trail crossing with ruderal/disturbed habitat within the transmission line right-of-way on the opposite bank; facing west. Photo taken 7/10/2025.

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Appendix D
Citrus Heights Creek Erosion and Bridge Scour Protection Project Photo 21. Valley oak woodland within the Arcade-Cripple Creek Trail crossing Study Area; facing south. Photo taken 7/10/2025.

Photo 22. Ephemeral drainage within the Arcade-Cripple Creek Trail crossing Study Area; facing south. Photo taken 7/10/2025.

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Appendix D
Citrus Heights Creek Erosion and Bridge Scour Protection Project Photo 23. View of the Patton Avenue crossing; facing northeast. Photo taken 12/4/2025.

Photo 24. Disturbed habitat abutting Cripple Creek and Tree #18 at the Patton Avenue crossing; facing north. Photo taken 12/4/2025.

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Appendix D
Citrus Heights Creek Erosion and Bridge Scour Protection Project Photo 25. Sanford’s arrowhead observed in the bed of Cripple Creek near the crossing; facing southeast. Photo taken 12/4/2025.

Photo 26. Sanford’s arrowhead observed in the bed of Cripple Creek near the crossing; facing west. Photo taken 12/4/2025.

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Appendix D
Cultural Resources Assessment
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Citrus Heights Creek Erosion and
Bridge Scour Protection Project
Cultural Resources Assessment
May 2026 | 04339.00027.001
Prepared for:

City of Citrus Heights
6360 Fountain Square Drive
Citrus Heights, CA 95621
Prepared by:

HELIX Environmental Planning, Inc.
1108 Iron Point Road, Suite 130
Folsom, CA 95630
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TABLE OF CONTENTS
Section Page
EXECUTIVE SUMMARY ............................................................................................................................. ES-1

1.0 INTRODUCTION................................................................................................................................ 1

2.0 PROJECT LOCATION AND DESCRIPTION........................................................................................... 1

2.1 Project Location .................................................................................................................. 1

2.2 Project Description ............................................................................................................. 1

2.2.1 Indian River Bridge................................................................................................. 2

2.2.2 Matheny Bridge ..................................................................................................... 2

2.2.3 Sundance Bridge .................................................................................................... 2

2.2.4 Patton Bridge ......................................................................................................... 3

2.3 Area of Potential Effects..................................................................................................... 3

2.4 Personnel ............................................................................................................................ 3

3.0 CULTURAL SETTING.......................................................................................................................... 4

3.1 Precontact........................................................................................................................... 4

3.2 Ethnography........................................................................................................................ 6

3.3 History ................................................................................................................................. 7

4.0 REGULATORY FRAMEWORK............................................................................................................. 8

4.1 National Historic Preservation Act of 1966 (16 USC 470)................................................... 8

4.1.1 Section 106 ............................................................................................................ 8

4.1.2 National Register of Historic Places....................................................................... 9

4.2 California Environmental Quality Act ............................................................................... 10

4.2.1 California Register of Historical Resources.......................................................... 11

4.3 California Health and Safety Code §7050.5 ...................................................................... 12

4.4 California Public Resources Code §5097.98...................................................................... 12

4.5 City of Citrus Heights General Plan................................................................................... 12

5.0 BACKGROUND RESEARCH.............................................................................................................. 14

5.1 CHRIS RECORDS SEARCH................................................................................................... 14

5.1.1 Previous Studies................................................................................................... 14

5.1.2 Previously Recorded Resources........................................................................... 16

5.1.3 Caltrans Bridge Survey......................................................................................... 17

5.2 Native American Heritage Commission Sacred Lands File Search.................................... 17

6.0 PEDESTRIAN SURVEY...................................................................................................................... 17

6.1 Survey Methods................................................................................................................ 17

6.2 Survey Results................................................................................................................... 17

6.2.1 Indian River Bridge and Matheny Bridge Study Area .......................................... 17

6.2.2 Sundance Bridge Study Area................................................................................ 18

6.2.3 Patton Bridge Study Area..................................................................................... 18 ITEM 10
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TABLE OF CONTENTS (cont.)
Section Page

7.0 SUMMARY AND RECOMMENDATIONS.......................................................................................... 19

7.1 Summary ........................................................................................................................... 19

7.2 Recommendations............................................................................................................ 19

7.2.1 Accidental Discovery of Cultural Resources ........................................................ 19

7.2.2 Accidental Discovery of Human Remains............................................................ 20

8.0 REFERENCES................................................................................................................................... 21

LIST OF TABLES
No. Title Page
1 Previous Studies Conducted Within 0.5 Mile of the APE............................................................... 14 2 Previously Recorded Cultural Resources Within 0.5 Mile of the APE............................................16

LIST OF APPENDICES
A Figures
B Representative Survey Photographs
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ACRONYMS AND ABBREVIATIONS
ACHP Advisory Council on Historic Preservation
APE Area of Potential Effects
CCR California Code of Regulations
CEQA California Environmental Quality Act
CHL California Historical Landmark
CHRIS California Historical Resources Information System City City of Citrus Heights
CFR Code of Federal Regulations
County Sacramento County
CRA Cultural Resources Assessment
CRHR California Register of Historical Resources
CCTS Central California Taxonomic System
CSU California State University
HELIX HELIX Environmental Planning, Inc.

IS/MND Initial Study / Mitigated Negative Declaration
MLD Most Likely Descendant
NAHC Native American Heritage Commission
NCIC North Central Information Center
NHPA National Historic Preservation Act
NRHP National Register of Historic Places
NPS National Park Service
PG&E Pacific Gas and Electric
PRC Public Resources Code
project Citrus Heights Creek Erosion and Bridge Scour Protection Project RPA Registered Professional Archaeologist
sf square feet
SHPO State Historic Preservation Officer
USACE U.S. Army Corps of Engineers
USC United States Code
USGS U.S. Geological Survey
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Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 ES-1

EXECUTIVE SUMMARY
This report summarizes the findings of a Cultural Resources Assessment (CRA) completed by HELIX Environmental Planning, Inc. (HELIX) for the proposed Citrus Heights Creek Erosion and Bridge Scour Protection Project (project) located in the City of Citrus Heights (City) in Sacramento County, California.

The project would include the installation of scour and erosion protection measures, including creek channel and slope stabilization, underneath the Indian River Drive Bridge (Indian River Bridge), Matheny Way Bridge (Matheny Bridge), Arcade-Cripple Creek Trail Bridge (Sundance Bridge), and Patton Avenue Bridge (Patton Bridge). The project would also include the removal of an abandoned Consolidated Communications, Inc. and Comcast joint trench with exposed conduits in the creek bed near the Indian River Bridge, and would include the relocation of existing and exposed Pacific Gas and Electric (PG&E) inactive and active gas lines near the Matheny Bridge. The project work would occur where natural erosion is impacting existing public infrastructure and inhibiting City maintenance activities.

The project is proposed to extend the service life of the bridges, maintain public safety, protect critical infrastructure, and reduce long-term maintenance needs. The City is required to submit a cultural resources assessment to ensure compliance with State and local laws and regulations as they relate to cultural resources, including the California Environmental Quality Act (CEQA). The project may also qualify as an undertaking subject to the requirements of Section 106 of the National Historic Preservation Act (NHPA) for the anticipated Clean Water Act Section 404 permitting with the U.S. Army Corps of Engineers (USACE), and this CRA is also intended to fulfill the requirements of the NHPA.

A records search of the project’s Areas of Potential Effects (APE) and a 0.5-mile radius identified 28 previous cultural resource studies, including six that included or intersected the APE. The records search also identified six cultural resources within the search radius, although none of the resources are located within the APE itself. These are dominated by historic-era buildings and include one precontact lithic scatter.

HELIX archaeologists conducted pedestrian surveys of the entirety of the APE. Ground visibility was generally poor during the surveys (i.e., less than 15 percent of the ground surface was visible). No precontact or historic-era cultural resources were found during the surveys.

Based on the results of this CRA, HELIX recommends implementation of measures to address the accidental discovery of cultural resources and/or human remains during project activities (see Section

7.2, Recommendations). HELIX concludes that, with the implementation of these recommendations, the following findings are appropriate for the project:
• No Significant Impact on Historical or Unique Archaeological Resources under CEQA Guidelines Section 15064.5;
• No Significant Impact to Human Remains resulting from disturbance; and • No Adverse Effect to Historic Properties under Section 106 (36 Code of Federal Regulations [CFR] Part 800.5[a]).

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Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 ES-2
No additional study or documentation for cultural resources are recommended at this time. However, in the unlikely event that archaeological cultural resources, and/or human remains, or funerary objects are discovered during project construction, the provisions contained in Section 7.2 of this report should be implemented to avoid or substantially reduce the severity of impacts to such finds.

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Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 1 1.0 INTRODUCTION
This Cultural Resources Assessment (CRA) addresses the proposed Citrus Heights Creek Erosion and Bridge Scour Protection Project (herein referred to as the “proposed project” or “project”) located in the City of Citrus Heights (City) in Sacramento County (County), California. The project would include the installation of scour and erosion protection measures, including creek channel and slope stabilization, underneath the Indian River Drive Bridge (Indian River Bridge), the Matheny Way Bridge (Matheny Bridge), the Arcade-Cripple Creek Trail Bridge (Sundance Bridge), and the Patton Avenue Bridge (Patton Bridge).

An Initial Study/Mitigated Negative Declaration (IS/MND) is being prepared to satisfy the requirements of the California Environmental Quality Act (CEQA; PRC Section 21000 et seq.) and the CEQA Guidelines (14 California Code of Regulations [CCR] 15000 et seq.). CEQA requires that State and local government agencies consider the environmental consequences of projects over which they have discretionary authority before they approve or implement those projects. The project may also qualify as an undertaking subject to the requirements of Section 106 of the National Historic Preservation Act (NHPA) for the anticipated Clean Water Act Section 404 permitting with the U.S. Army Corps of Engineers (USACE). Therefore, this CRA, which has been prepared to identify cultural resources and/or human remains that may be subject to impact or disturbance as a result of project implementation, is intended to satisfy the requirements of both CEQA and NHPA.

2.0 PROJECT LOCATION AND DESCRIPTION

2.1 PROJECT LOCATION
The project site comprises three noncontiguous locations, or study areas, in the City of Citrus Heights:
the Indian River Bridge and Matheny Bridge cross Arcade Creek share a study area just north of Greenback Lane; the Sundance Bridge also crosses Arcade Creek, and its study area is located east of Fair Oaks Boulevard on the Arcade-Cripple Creek Trail in the Sundance Natural Area; and the Patton Bridge crosses Cripple Creek, and its study area is located just south of Twin Oaks Avenue. The Indian River Bridge and Matheny Bridge study area is located within Section 33, Township 10 North, Range 6 East; the Sundance Bridge study area is located within Section 30, Township 10 North, Range 7 East; and the Patton Bridge study area is located within Section 13, Township 10 North, Range 6 East. All three project site locations are depicted on the U.S. Geological Survey (USGS) Citrus Heights 7.5-minute quadrangle. See Figure 1, Site and Vicinity Map, for the project vicinity map and Figures 2a through 2c, Indian River Drive and Matheny Way Area of Potential Effects, Sundance Bridge Area of Potential Effects, and Patton Bridge Area of Potential Effects, respectively, for aerial maps (all figures are included as Appendix A, Figures).

2.2 PROJECT DESCRIPTION
The project would include the installation of scour and erosion protection measures, including creek channel and slope stabilization, underneath Indian River Bridge, Matheny Bridge, Sundance Bridge, and Patton Bridge. The project work would occur where natural erosion is impacting existing public infrastructure and inhibiting City maintenance activities. The project is proposed to extend the service life of the bridges, maintain public safety, protect critical infrastructure, and reduce long-term ITEM 10
Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 2 maintenance needs. A detailed description of proposed project activities at each project impact area is outlined below.

2.2.1 Indian River Bridge
Project activities at the Indian River Bridge project impact area would include the installation of rock slope protection in the creek bed. The project would place rock slope protection in the form of Class IV1 stones used as rip rap on top of filter fabric or on top of at least a 6-inch thick layer of sand and gravel.

Smooth foundation would be placed underneath the filter. Rip rap would be placed on the creek bed and on the embankments of Arcade Creek from the existing rip rap to the edge of the abutment walls.

The total project impact area at Indian River Bridge would be 0.27 acre.

The project would also include the removal of an abandoned Consolidated Communications and Comcast joint trench with exposed conduits in the creek bed. The proposed project would include slope restoration on the west, or downstream, side of the abandoned joint trench.

The Indian River Bridge study area would be accessed from Indian River Drive. Tree removal is anticipated for the proposed project activities at the Indian River Bridge.

2.2.2 Matheny Bridge
Project activities at the Matheny Bridge project impact area would include the installation of rock slope protection in the creek bed. The project would place rock slope protection in the form of Class I2 , II3, or
IV stones used as rip rap on top of filter fabric or on top of at least a 6-inch thick layer of sand and gravel. Smooth foundation would be placed underneath the filter. Rip rap would be placed on the creek bed and on the embankments of Arcade Creek from the existing rip rap to the edge of the abutment walls. The total project impact area at Matheny Bridge would be 0.14 acre.

The proposed project activities would require the coordination with Pacific Gas and Electric and the City to relocate existing exposed inactive and active gas lines.

The Matheny Bridge study area would be accessed from Matheny Way. Tree removal is anticipated for the proposed project activities at the Matheny Bridge.

2.2.3 Sundance Bridge
Project activities at the Sundance Bridge project impact area would include the installation of rock slope protection in the creek bed. The project would place rock slope protection in the form of Class I or II stones used as rip rap on top of filter fabric or on top of at least a 6-inch thick layer of sand and gravel. 1 Class IV stones refer to 300 pound weighted rocks, as designated by Caltrans Rock Slope Protection (RSP) Guidelines. Available at: https://dot.ca.gov/-/media/dot-media/programs/design/documents/f0002770-2016- 07-15-implementation-of-rsp-design-a11y.pdf. 2 Class I stones refer to 20 pound weighted rocks, as designated by Caltrans Rock Slope Protection (RSP) Guidelines. Available at: https://dot.ca.gov/-/media/dot-media/programs/design/documents/f0002770-2016- 07-15-implementation-of-rsp-design-a11y.pdf. 3 Class II stones refer to 60 pound weighted rocks, as designated by Caltrans Rock Slope Protection (RSP) Guidelines. Available at: https://dot.ca.gov/-/media/dot-media/programs/design/documents/f0002770-2016- 07-15-implementation-of-rsp-design-a11y.pdf.

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Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 3 Smooth foundation would be placed underneath the filter. Rip rap would be placed on the creek bed and on the embankments of Arcade Creek from the existing rip rap to the edge of the abutment walls.

The total project impact area at Sundance Bridge would be 0.04 acre. The Sundance Bridge project impact area would be accessed from the existing trail in Sundance Park. Tree removal is not anticipated for the proposed project activities at Sundance Bridge.

2.2.4 Patton Bridge
Project activities at the Patton Bridge project impact area would include the installation of rock slope protection in the creek bed. The project would grade the existing conditions to expose three encompassed existing piers adjacent to the right abutment and fill the existing erosion on the left abutment. The project would also grade the slope of the embankments and place Class I or II stones as rip rap along the embankments and channel bed. The soil would be replaced with Class IV stones used as rip rap and placed on top of filter fabric or on top of at least a 6-inch thick layer of sand and gravel.

The total project impact area at Patton Bridge would be 0.12 acre.

The Patton Bridge study area would be accessed from Patton Avenue. Tree removal is not anticipated for the proposed project activities at Patton Bridge.

2.3 AREA OF POTENTIAL EFFECTS
The Area of Potential Effects (APE) for the project is defined as the geographic area within which project activities may directly or indirectly cause changes in the character or use of historic properties, if any such properties exist.

For the purposes of this CRA, the APE corresponds to the three discrete study areas described in Chapter

2.0 above, although actual project impact areas would be limited to smaller areas within each study area. APE maps showing the study area and impact area boundaries are provided as Figures 2a through 2c:
• Indian River Bridge and Matheny Bridge: The study area that includes these two bridges measures 11.12 acres, including a 0.27-acre project impact area for the Indian River Drive Bridge and a 0.14-acre project impact area for the Matheny Way Bridge. • Sundance Bridge: The study area measures 4.45 acres, including a 0.04-acre project impact area. • Patton Bridge: The study area measures 1.19 acres, including a 0.12-acre project impact area.

All construction staging would be contained within the project impact areas, which, when combined, is approximately 0.43 acre. The vertical extent of the APE has not yet been determined but is expected to extend to no more than 26 inches below the current ground surface. The only exception is at the Indian River Bridge, where the plunge pool will extend to a maximum depth of 86 inches.

2.4 PERSONNEL
This CRA was conducted and written by HELIX Senior Cultural Resources Project Manager, Clarus Backes, M.A., RPA. Mr. Backes meets the Secretary of the Interior’s Professional Qualifications Standards for Archeology (36 Code of Federal Regulations [CFR] Part 61) and is a cultural resources project manager ITEM 10
Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 4 with 26 years of professional experience throughout California. He has overseen numerous projects for compliance with Section 106 of the NHPA and CEQA. Fieldwork for this CRA was conducted by Mr.

Backes and HELIX staff archaeologist Leah Wargo, M.A., RPA.

3.0 CULTURAL SETTING
The following is a brief overview of the prehistoric and historic background that provides context within which to understand the background and significance of sites found in the general vicinity of the project site. This section is not intended to be a comprehensive review of current research in the area but instead serves as a generalized overview. Descriptions that are more detailed can be found in ethnographic studies, mission records, and major published sources, including Kroeber (1925), Wallace (1955), Warren (1968), Wilson and Towne (1978), Moratto (1984), and Chartkoff and Chartkoff (1984).

3.1 PRECONTACT
Early archaeological investigations in central California were conducted at sites located in the Sacramento-San Joaquin Delta region. The first published account documents investigations in the Lodi and Stockton area (Schenck and Dawson 1929). The initial archaeological reports were typically limited to descriptive narratives, although more systematic approaches were sponsored by Sacramento Junior College in the 1930s. At the same time, the University of California at Berkeley excavated several sites in the lower Sacramento Valley and Delta region, which revealed archaeological site patterns based on variations of inter-site assemblages. Research during the 1930s identified temporal periods in central California prehistory and provided an initial chronological sequence (Lillard and Purves 1936; Lillard et al. 1939). In 1939, Lillard noted that each cultural period led directly to the next and that influences spread from the Delta region to other regions in central California (Lillard et al. 1939). In the late 1940s and early 1950s, Beardsley (1948, 1954) documented similarities in artifacts between sites in the San Francisco Bay region and the Delta and refined his findings into a cultural model that ultimately became known as the Central California Taxonomic System (CCTS). This system proposed a uniform, linear sequence of cultural succession. The CCTS system was challenged by Gerow (1954, 1974; Gerow with Force 1968), whose work looked at radiocarbon dating to show that Early and Middle Horizon sites were not subsequent developments but, at least partially, contemporaneous.

To address some of the flaws in the CCTS system, Fredrickson (1973) introduced a revision that incorporated a system of spatial and cultural integrative units. Fredrickson separated cultural, temporal, and spatial units from each other and assigned them to six chronological periods: Paleo-Indian (10000 to 6000 B.C.); Lower Middle and Upper Archaic (6000 B.C. to A.D. 500); and Emergent (Upper and Lower, A.D. 500 to 1800). The suggested temporal ranges are similar to earlier horizons, which are broad cultural units that can be arranged in a temporal sequence (Moratto 1984). In addition, Fredrickson defined several patterns, which are a general way of life shared within a specific geographical region.

These patterns include:
• Windmiller Pattern or Early Horizon (3000 to 1000 B.C.) • Berkeley Pattern or Middle Horizon (1000 B.C. to A.D. 500) • Augustine Pattern or Late Horizon (A.D. 500 to historic period) ITEM 10
Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 5 Brief descriptions of these temporal ranges and their unique characteristics follow.

Windmiller Pattern or Early Horizon (3000 to 1000 B.C.) Characterized by the Windmiller Pattern, the Early Horizon was centered in the Cosumnes district of the Delta and emphasized hunting rather than gathering, as evidenced by the abundance of projectile points in relation to plant processing tools. Additionally, atlatl, dart, and spear technologies typically included stemmed projectile points of slate and chert but minimal obsidian. The large variety of projectile point types and faunal remains suggests exploitation of a variety of terrestrial and aquatic species (Bennyhoff 1950; Ragir 1972). Burials occurred in cemeteries and intra-village graves. These burials typically were ventrally extended and contain a high number of grave goods, although some dorsal extensions with a westerly orientation are also known. Trade networks focused on the acquisition of ornamental and ceremonial objects in finished form rather than on raw material. The presence of artifacts made of exotic materials such as quartz, obsidian, and shell indicates an extensive trade network that may represent the arrival of Utian populations into central California. Also indicative of this period are rectangular Haliotis and Olivella shell beads and charmstones that were usually perforated.

Berkeley Pattern or Middle Horizon (1000 B.C. to A.D. 500) The Middle Horizon is characterized by the Berkeley Pattern, which displays considerable changes from the Early Horizon. This period exhibited a strong milling technology represented by minimally shaped cobble mortars and pestles, although metates and manos were still used. Dart and atlatl technologies during this period were characterized by non-stemmed projectile points made primarily of obsidian.

Fredrickson (1973) suggests that the Berkeley Pattern marked the eastward expansion of Miwok groups from the San Francisco Bay Area. Compared with the Early Horizon, there is a higher proportion of grinding implements at this time, implying an emphasis on plant resources rather than on hunting.

Typical burials were in flexed positions with variable cardinal orientation and included some cremations.

As noted by Lillard, the practice of spreading ground ochre over the burial was common at this time (Lillard et al. 1939). Grave goods during this period are generally sparse and typically include only utilitarian items and a few ornamental objects. However, objects such as charmstones, quartz crystals, and bone whistles occasionally were present, which suggests the economic or ceremonial significance of the individual (Hughes 1994). During this period, larger populations are indicated by the number and depth of sites compared with the Windmiller Pattern. According to Fredrickson (1973), the Berkeley Pattern reflects gradual expansion or assimilation of different populations, with a gradual shift in economic emphasis, rather than abrupt population replacement.

Augustine Pattern or Late Horizon (A.D. 500 to historic period) The Late Horizon is characterized by the Augustine Pattern, which represents a further shift in the general subsistence pattern. Changes include the introduction of bow and arrow technology, with acorns becoming the predominant food resource. Trade systems expanded to include raw resources as well as finished products. The Augustine Pattern is also marked by an increase in baked clay artifacts and extensive use of elaborately shaped Haliotis ornaments. Burial patterns retained the use of flexed burials with variable orientation, but there was a reduction in the use of ochre and widespread evidence of cremation (Moratto 1984). Judging from the number and types of grave goods associated with the two types of burials, cremation seems to have been reserved for individuals of higher status, whereas other individuals were buried in flexed positions. Johnson (1976) suggests that the Augustine Pattern represents the expansion of the Wintuan population from the north, which resulted in combining new traits with those established during the Berkeley Pattern.

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Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 6 Central California research has expanded from an emphasis on defining chronological and cultural units to a more comprehensive look at settlement and subsistence systems. This shift is illustrated by the early use of burials to identify mortuary assemblages and more recent research using osteological data to determine the health of prehistoric populations (Dickel et al. 1984). Although debate continues over a single model or sequence for central California, the general framework consisting of three temporal/cultural units is generally accepted, although the identification of regional and local variation is a major goal of current archaeological research.

3.2 ETHNOGRAPHY
At the time of European contact, the project vicinity was occupied by the Southern Maidu (alternatively known as Nisenan), who were identified by their language, which is a subgroup of the California Penutian linguistic family. The Maidu are divided, mainly on dialectic grounds, into the Southern Maidu (living within the American River drainage plus parts of the Bear, Cosumnes, and Yuba rivers), the Northeastern Maidu (on the upper reaches of the North and Middle Forks of Feather River), and the Northwestern Maidu (below the foothills of the Sierra Nevada where the south, middle, north, and west branches of Feather River converge and on upper Butte and Chico creeks as well as parts of the Sacramento Valley). The Southern Maidu villages ranged in population from 15 to 25 people, with the tribal centers averaging more than 500 people. Large settlements consisted of one major village with associated smaller, seasonal camps. Villages were typically located on ridges above major streams and rivers and were inhabited mainly in the winter months. During the hot summer months, the Southern Maidu moved to cooler temporary camps in higher elevations.

The local environment provided abundant food sources, with seasonal gathering conducted mainly by women and children. Hunting and fishing, primarily conducted by the men, were year-round pursuits but were most successful in the late summer and early fall. The Southern Maidu had few contacts outside their immediate tribal territory, and those contacts were limited to warfare, trade, and ceremonial gatherings. Villages were led by a headman or advisor, but each extended family had a leader who assisted the village headman. Some of the headsman’s duties included advising the people in general, preventing them from trespassing, directing ceremonies and festivities, arbitrating disputes, and leading the village in times of warfare. Typically, the dead were cremated along with their property, and their dwelling was either moved or destroyed.

The Maidu practiced a religion called Kuksu, which was widespread among California Native Americans and appeared in various forms. Ceremonies were typically conducted in the semi–subterranean dance houses that were centrally located within each village. A ceremony celebrated annually in the fall was the mourning ceremony that honored ancient ancestors as well as the individuals who had died during the year.

Early contact with the Spanish was limited to the southern edge of the Southern Maidu territory, with most early accounts resulting from early penetrations of the Spanish into the Plains Miwok territory.

During the late 18th century, systematic removal to the missions and resistance by the Miwok occurred along the southern border of Maidu territory. No records exist of the Maidu being removed to the missions. However, the Maidu did receive missionized Native Americans into their territory, as well as displaced Miwok villagers on their southern borders (Wilson and Towne 1978:387–97).

In 1833, a massive epidemic, believed to have been malaria, swept through the Sacramento Valley (Cook 1955). The exact number of casualties is unknown, but it is estimated that 75 percent of the Maidu ITEM 10
Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 7 population was killed, leaving only a fraction of the original number to face the intruding miners and settlers that arrived when gold was discovered in Coloma in 1848.

3.3 HISTORY
The first Europeans to visit the interior of California were Spanish expeditions launched to recapture Native Americans who had escaped from the rule of coastal missions (Heizer and Almquist 1971, Napton 1997:6). Catholic missions were the hallmark of the Spanish Period (1796-1822) in California, during which time 21 missions were established by the Franciscan Order along the coast between San Diego (among the earliest of missions) and San Francisco. Among the first Europeans to formally explore the Central Valley was Lieutenant Gabriel Moraga, who led excursions in the area between 1806 and 1808 to examine the area’s main waterways, including what we today call the American, Calaveras, Cosumnes, Feather, Merced, Mokelumne, Sacramento, San Joaquin, and Stanislaus rivers. In 1813, Moraga again ventured into the Central Valley, this time focusing on the south, and coined the name of the San Joaquin River (Hoover et al. 2002:369). Luis Arguello led the last of the Spanish expeditions into the Central Valley in 1817 when he traveled up the Sacramento River, past current-day Sacramento, and into the mouth of the Feather River before turning back to the coast (Beck and Haase 1974:18, 20; Grunsky 1989:3-4).

The most drastic and permanent change to the Native Americans’ way of life came with the establishment of the Spanish Mission system. By the early 1800s, the mission fathers began a process of cultural change that brought the majority of the local Native Americans into the missions, although the Maidu, especially the ones living in the mountain regions, were not as affected as the Native Americans living in the coastal regions near the missions. At the expense of traditional skills, the neophytes were taught the pastoral and horticultural skills of the Hispanic tradition. Spanish missionaries traveled into the Valley to recapture escaped neophytes and recruit inland Native Americans for the coastal missions.

In 1834, the Mission system was officially secularized, and the majority of the mission Native American population dispersed to local ranches, villages, or nearby pueblos (Kroeber 1925). Soon after the establishment of the mission system, a process of granting large parcels of land to prominent individuals began. Within a few years, ranchos occupied large tracts in the vicinity of the missions, and a pastoral economy involving the missions, the ranchos, and native inhabitants was established (Kyle et al. 1990).

With the declaration of Mexican independence in 1821, Spanish control of Alta California ended, although little change actually occurred. Political change did not take place until mission secularization in 1834, when Native Americans were released from missionary control, and the mission lands were granted to private individuals. Shoup and Milliken (1999) state that mission secularization removed the social protection and support on which Native Americans had come to rely. It exposed them to further exploitation by outside interests, often forcing them into a marginal existence as laborers for large ranchos. Following mission secularization, the Mexican population grew as the native population continued to decline. European–American settlers began to arrive in Alta California during this period and often married into Mexican families in order to become Mexican citizens who were eligible to receive land grants. In 1846, on the eve of the U.S.–Mexican War (1846 to 1848), the estimated population of Alta California was 8,000 non–natives and 10,000 natives. However, these estimates have been debated - Cook (1976) suggests the Native American population was 100,000 in 1850; the U.S.

Census of 1880 reported the Native American population as 20,385.

Settlement of the Sacramento area began in the late 1830s and early 1840s, when entrepreneurs such as John Sutter and Jared Sheldon obtained land grants from the Mexican government in exchange for an ITEM 10
Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 8 agreement to protect Mexican interests in these remote regions. In 1839, John Sutter built the earliest Euro-American settlement within Sacramento County. Named Sutter’s Fort, it was a well-known outpost that brought with it an increase in Euro-American trappers, hunters, and settlers to the Sacramento area. John Sutter also founded New Helvetia, a trading and agricultural outfit, which was based out of Sutter’s Fort, close to the location where the Sacramento and American rivers split, near today’s City of Sacramento (Hoover et al. 2002).

The Mexican period was also characterized by the exploration of the western Sierra Nevada mountain range by American fur trappers and later, miners. Jedediah Smith, an American trapper, is known to have explored the Sierra Nevada in 1826 and 1827, entering the Sacramento Valley and traveling along the American and Cosumnes rivers and through the San Joaquin Valley. Soon after, other trappers ventured into the area, including those involved with the Hudson’s Bay Company in 1832 (Hoover et al. 2002:370). Colonel J. Warner is also known to have traveled with the Ewing-Young trapping expedition, which passed through the Central Valley in 1832 and 1833 (Gilbert 1879:11).

The American period in California began in 1848 with the end of the Mexican-American War (1846 – 1848), and the ensuing Treaty of Guadalupe Hidalgo, which officially made California a territory of the United States. Soon after, gold was discovered at Sutter’s Mill, located along the American River in Coloma. By 1849, over 80,000 people had emigrated to try to stake their claims and strike it rich in the California Gold Rush. Due to this population boom, and the industries that popped up as a result, California was made the 31st state of the United States in 1850, and by 1854, the bustling town of Sacramento was made the state capital.

4.0 REGULATORY FRAMEWORK

4.1 NATIONAL HISTORIC PRESERVATION ACT OF 1966 (16 USC 470) The National Historic Preservation Act of 1966 (16 United States Code [USC] 470), enacted in 1966, declared a national policy of historic preservation and instituted a multifaceted program, administered by the Secretary of the Interior, to encourage the achievement of preservation goals at the federal, state, and local levels. The NHPA authorized the expansion and maintenance of the National Register of Historic Places (NRHP), established the position of State Historic Preservation Officer (SHPO) and provided for the designation of State Review Boards, set up a mechanism to certify local governments to carry out the purposes of the NHPA, assisted Native American tribes in preserving their cultural heritage, and created the Advisory Council on Historic Preservation (ACHP).

4.1.1 Section 106
Section 106 of the NHPA states that federal agencies with direct or indirect jurisdiction over federally funded, assisted, or licensed undertakings must take into account the effect of the undertaking on any historic property that is included in or eligible for inclusion in the NRHP, and that the ACHP must be afforded an opportunity to comment on such undertakings through a process outlined in 36 CFR Part 800. The Section 106 process involves the identification of historic properties within the APE, the determination of whether the undertaking will cause an adverse effect on historic properties, and the resolution of those adverse effects through consultation with parties to the Section 106 review process, most prominently including the California SHPO and Native American tribes.

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Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 9 4.1.2 National Register of Historic Places
The National Register was authorized by Section 101 of the NHPA as the nation’s official list of cultural resources worthy of preservation. Properties listed in the National Register consist of districts, sites, buildings, structures, and objects significant in American history, architecture, archaeology, engineering, and culture. Properties listed in or eligible for listing in the National Register are considered in planning and environmental review, and effects to such properties are primarily addressed under Section 106.

The criteria for determining a resource’s eligibility for National Register listing are defined at 36 CFR Part

60.4 and are as follows:
… the quality of significance in American history, architecture, archaeology, engineering, and culture is present in districts, sites, buildings, structures, and objects that possess integrity of location, design, setting, materials, workmanship, feeling, and association, and A) That are associated with events that have made a significant contribution to the broad patterns of our history; or
B) That are associated with the lives of persons significant in our past; or C) That embody the distinctive characteristics of a type, period, or method of construction, or that represent the work of a master, or that possess high artistic values, or that represent a significant and distinguishable entity whose components may lack individual distinction; or D) That have yielded, or may be likely to yield, information important in prehistory or history.

Under Criteria A, B, and C, the National Register places an emphasis on a resource appearing as it did during its period of significance to convey historical significance; under Criterion D, properties convey significance through the information they contain.

National Register Bulletin How to Apply the National Register Criteria for Evaluation states that in order for a property to qualify for listing in the National Register, it must meet at least one of the National Register criteria by (1) being associated with an important historic context, and (2) retaining historic integrity of those features necessary to convey its significance (National Park Service 1997). The historic context of a resource will define the theme(s), geographical limits, and period of significance by which to evaluate a resource’s significance (National Park Service 1997:7).

Generally, cultural properties must be 50 years of age or more to be eligible for listing in the National Register. According to the National Park Service (1997:2), “properties that have achieved significance within the past 50 years shall not be considered eligible” unless such properties are “of exceptional importance.”

4.1.2.1 Historic Integrity
In addition to meeting one or more of the significance criteria, a cultural resource must retain its historic integrity to be considered eligible for listing in the National Register. Historic integrity is defined as the ability of a resource to convey its significance. The evaluation of integrity must be grounded in an understanding of a resource’s physical features and its environment, and how these relate to its significance. “The retention of specific aspects of integrity is paramount for a property to convey its ITEM 10
Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 10 significance” (National Park Service 1997:44). There are seven aspects of integrity to consider when evaluating a cultural resource: location, design, setting, materials, workmanship, feeling, and association (National Park Service 1997:44-45).
• Location is the place where the historic property was constructed or the place where the historic event occurred. The actual location of a historic property, complemented by its setting, is particularly important in recapturing the sense of historic events and persons. • Design is the combination of elements that create the form, plan, space, structure, and style of a property. Design includes such elements as organization of space, proportion, scale, technology, ornamentation, and materials.
• Setting is the physical environment of a historic property. Setting refers to the character of the place in which the property played its historical role. Physical features that constitute the setting of a historic property can be either natural or manmade, including topographic features, vegetation, paths or fences, or relationships between buildings and other features or open space. • Materials are the physical elements that were combined or deposited during a particular period of time and in a particular pattern or configuration to form a historic property. • Workmanship is the physical evidence of the crafts of a particular culture or people during any given period in history or prehistory. It is the evidence of the artisan’s labor and skill in constructing or altering a building, structure, object, or site.
• Feeling is a property’s expression of the aesthetic or historic sense of a particular period of time. It results from the presence of physical features that, taken together, convey the property’s historic character.
• Association is the direct link between an important historic event or person and a historic property.

For archaeological resources, the term “integrity” is used to describe the level of preservation or quality of information contained within a district, site, or excavated assemblage. Integrity is relative to the specific significance that the resource conveys. Although it is possible to correlate the seven aspects of integrity with standard archaeological site characteristics, those aspects are often unclear for evaluating the ability of an archaeological resource to convey significance under Criterion D. Under Criterion D, the integrity of archaeological resources is judged according to the ability of the site to yield scientific and cultural information that can be used to address important research questions (Little et al. 2000:35-42).

4.1.2.2 Eligibility
Resources that have a significant association with an important historic context, meet the age guidelines, and possess integrity will generally be considered eligible for listing in the National Register.

4.2 CALIFORNIA ENVIRONMENTAL QUALITY ACT
Pursuant to CEQA, a historical resource is a resource listed in, or eligible for listing in, the California Register of Historical Resources (CRHR). In addition, resources included in a local register of historic resources, or identified as significant in a local survey conducted in accordance with state guidelines, are ITEM 10
Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 11 also considered historic resources under CEQA, unless a preponderance of the facts demonstrates otherwise. According to CEQA, the fact that a resource is not listed in, or determined eligible for listing in, the CRHR, or is not included in a local register or survey, shall not preclude a Lead Agency, as defined by CEQA, from determining that the resource may be a historic resource as defined in California Public Resources Code (PRC) Section 5024.1.7.

CEQA applies to archaeological resources when (1) the historic or precontact archaeological resource satisfies the definition of a historical resource, or (2) the historic or precontact archaeological resource satisfies the definition of a “unique archaeological resource.” A unique archaeological resource is an archaeological artifact, object, or site that has a high probability of meeting any of the following criteria (PRC § 21083.2[g]):

1. The archaeological resource contains information needed to answer important scientific research questions, and there is a demonstrable public interest in that information.

2. The archaeological resource has a special and particular quality, such as being the oldest of its type or the best available example of its type.

3. The archaeological resource is directly associated with a scientifically-recognized important prehistoric or historic event or person.

4.2.1 California Register of Historical Resources
Created in 1992 and implemented in 1998, the CRHR is “an authoritative guide in California to be used by state and local agencies, private groups, and citizens to identify the state’s historical resources and to indicate what properties are to be protected, to the extent prudent and feasible, from substantial adverse change” (PRC § 5024.1[a]). Certain properties, including those listed in or formally determined eligible for listing in the National Register of Historic Places (NRHP) and California Historical Landmarks (CHL), numbered 770 and higher, are automatically included in the CRHR. Other properties recognized under the California Points of Historical Interest program, identified as significant in historic resources surveys, or designated by local landmarks programs, may be nominated for inclusion in the CRHR.

A resource, either an individual property or a contributor to a historic district, may be listed in the CRHR if the State Historical Resources Commission determines that it meets one or more of the following criteria, which are modeled on NRHP criteria (PRC § 5024.1[c]):

Criterion 1: It is associated with events that have made a significant contribution to the broad patterns of California’s history and cultural heritage.

Criterion 2: It is associated with the lives of persons important in our past.

Criterion 3: It embodies the distinctive characteristics of a type, period, region, or method of construction; represents the work of an important creative individual; or possesses high artistic values.

Criterion 4: It has yielded, or may be likely to yield, information important in history or prehistory.

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Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 12 Resources nominated to the CRHR must retain enough of their historic character or appearance to be recognizable as historic resources and to convey the reasons for their significance. It is possible that a resource whose integrity does not satisfy NRHP criteria may still be eligible for listing in the CRHR. A resource that has lost its historic character or appearance may still have sufficient integrity for the CRHR if, under Criterion 4, it maintains the potential to yield significant scientific or historical information or specific data. Resources that have achieved significance within the past 50 years also may be eligible for inclusion in the CRHR, provided that enough time has lapsed to obtain a scholarly perspective on the events or individuals associated with the resource.

4.3 CALIFORNIA HEALTH AND SAFETY CODE §7050.5
Section 7050.5 of the California Health and Safety Code states that in the event of discovery or recognition of any human remains in any location other than a dedicated cemetery, there shall be no further excavation or disturbance of the site or any nearby area reasonably suspected to overlie adjacent remains until the coroner of the county in which the remains are discovered has determined if the remains are subject to the coroner’s authority. If the human remains are of Native American origin, the coroner must notify the Native American Heritage Commission (NAHC) within 24 hours of this identification.

4.4 CALIFORNIA PUBLIC RESOURCES CODE §5097.98
Section 5097.98 of the California Public Resources Code states that the NAHC, upon notification of the discovery of Native American human remains pursuant to Health and Safety Code Part 7050.5, shall immediately notify those persons (i.e., the Most Likely Descendant or “MLD”) it believes to be descended from the deceased. With permission of the landowner or a designated representative, the MLD may inspect the remains and any associated cultural materials and make recommendations for treatment or disposition of the remains and associated grave goods. The MLD shall provide recommendations or preferences for treatment of the remains and associated cultural materials within 48 hours of being granted access to the site.

4.5 CITY OF CITRUS HEIGHTS GENERAL PLAN
The City of Citrus Heights General Plan (Plan) contains goals, policies, and actions that embody the City's approach for achieving the community's vision for its future. Goals identify physical, economic, environmental, and/or social ends that the community desires. The policies are used directly to guide City decision-makers and staff to respond by developing proposals and community actions. Applicable sections of the Plan having to do with cultural resources conservation are outlined below (City of Citrus Heights 2011).

Resource Conservation: This element of the Plan addresses biological resources, open space, energy conservation, and cultural resources. Its focus is on the protection and enhancement of these limited resources.

GOAL 42: Preserve and protect the City’s Native American heritage. • Policy 42.1: Determine early in the planning process whether archaeological resources may potentially be located on a development site.

ITEM 10
Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 13 o Action A. In the event that any prehistoric, historic, or paleontological resources are discovered during construction-related earth-moving activities, all work within 50 feet of the resources shall be halted and the developer shall consult with a qualified archaeologist or paleontologist to assess the significance of the find. If any find is determined to be significant by the qualified archaeologist, then representatives from the City of Citrus Heights and the qualified archaeologist and/or paleontologist would meet to determine the appropriate course of action.
o Action B. In the event that human remains are discovered during the implementation of the proposed project, the local coroner must be contacted immediately. Both the Native American Heritage Commission (pursuant to NAGPRA) and any identified descendants should be notified, and recommendations received, if the remains are determined to be of Native American origin (CEQA Guidelines Section 15064.5, Health and Safety Code Section 7070.5, Public Resources Code Sections 5097.94 and 5097.98).

GOAL 43: Preserve and protect places that embody the City’s social, architectural and agricultural history.
• Policy 43.1: Encourage property owners to maintain and preserve historic properties in the best possible condition.
o Action A. Adopt a Historic Preservation Ordinance to identify and preserve important historic resources.
• Policy 43.2: Incorporate natural resources such as land and water into development when appropriate to understanding and appreciating the history of a site. o Action A. Review and revise the grading ordinance to require appropriate mitigation measures when historic or archaeological resources are discovered prior to or during development of property.
• Policy 43.3: Support preservation of historic resources, including providing for adaptive reuse where appropriate.
o Action A. Pursue grants for historic preservation.
o Action B. Implement the State Historical Building Code on eligible resources. o Action C. Establish thresholds by which future projects can be judged when considering historic impacts. These standards should include height and massing considerations for proposed projects that are located in close proximity to historic resources (individual structures or districts) and should define locations for potential prehistoric resources.

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Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 14 5.0 BACKGROUND RESEARCH

5.1 CHRIS RECORDS SEARCH
On July 10, 2025, and December 2, 2025, records searches were conducted at the North Central Information Center (NCIC) at California State University (CSU), Sacramento, a repository of the California Historical Resources Information System (CHRIS). The records searches addressed the entire APE and a

0.5-mile radius around the APE. The purposes of the records searches were to (1) identify precontact and historic-era resources within the search radius, (2) determine which portions of the APE have been previously studied, and (3) ascertain the potential for cultural resources and human remains to occur within the APE. The searches included reviews of USGS archaeological site location maps at the NCIC, built environment and archaeological resource records, and data from previous studies. Sacramento County listings in the NRHP, CRHR, California State Historic Resources Inventory, Built Environment Resource Directory for Sacramento County, and Caltrans Bridge Survey were also examined.

5.1.1 Previous Studies
The NCIC records search identified 28 studies that have previously been conducted within a 0.5-mile radius of the APE. Of these, six studies addressed areas that included or intersected the APE. The previous studies are summarized below in Table 1, Previous Studies Conducted Within 0.5 Mile of the APE, below.

Table 1
PREVIOUS STUDIES CONDUCTED WITHIN 0.5 MILE OF THE APE
Report
Number
NCICYear Title Author(s) Affiliation Within
APE?
00046 1976 An Archeological Reconnaissance of Two
Localities in Sunrise Recreation and Park District:

Sacramento County, California
Johnson, J. J. California State
University,
Sacramento
No
00123 1977 Cultural Resource Assessment of the Proposed Greenback Woods Subdivision, Sacramento
County
Peak, A. S. Peak and
Associates
Yes
00227 1978 Cultural Resource Assessment of the Proposed Hidden Creek Development, Sacramento County,
CA
Peak, A. S. Peak and
Associates
No
00312 1982 Cultural Resource Assessment of the Creekside Manor Development, Sacramento County, CA
Peak, A. S. Peak and
Associates
No
00417 1979 Cultural Resource Assessment of Sacramento
Municipal Utility District's Project B, Phase I,
230kV Transmission Line, the Orangevale Tap,
Placer County, to Orangevale Substation,
Sacramento County, California
Peak, A. S. Peak and
Associates
Yes
00430 1980 A Cultural Resource Study of the Arcade Creek Project, Sacramento County, California
Derr, E. H. Archaeological
Study Center
No
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Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 15 Report
Number
NCICYear Title Author(s) Affiliation Within
APE?
00590 1980 An Archaeological Survey of the Creekwood
Development, Sacramento County, California
Derr, E. H. Archaeological
Study Center
No
03023 1998 Negative Historic Property Survey Report for the Greenback Lane/Interstate 80 Interchange
Project, Sacramento County, California
Bakic, T. PAR
Environmental
Services, Inc.

No
03027 1992 Draft Environmental Impact Report for
Greenback Lane Widening, I-80 to Parkoaks
Drive, A Distance of 1.07 Miles
Barry, A. Unknown No
06250 2002 Historic Property Survey Report for the
Greenback Lane Widening Project
Nadolski, J. A. Pacific Legacy,
Inc.

No
06257 2001 Historical and Cultural Resource Assessment
Proposed Telecommunications Facility
Pastron, A. G. Brown & Mills,
Inc.

No
06264 2002 Cultural Resources Assessment: Oaks at Arcade Creek Development Parcel, Sacramento County,
California
Green, J. K. ECORP
Consulting, Inc.

No
06283 1989 An Archaeological Survey of the Proposed
Wendell Herron Rezone
Warner, L. E. Unknown No
06301 1989 An Archaeological Survey of the Proposed Jan Mojzis Land Division
Warner, L. E. Unknown No
06454 2004 Sacramento County Flood Hazard Mitigation,
Sacramento County Department of Water
Resources
US Department
of Homeland
Security, FEMA,
and A. Amaglio
US Department
of Homeland
Security, FEMA
No
06722 2005 Archaeological Inventory Survey Proposed Fair Oaks Drive-In Development Project, c. 21 acres
North of Greenback Lane, Fair Oaks, Sacramento
County, CA
Jensen, P. Jensen &
Associates
No
07130 2002 Roseville Energy Facility Cultural Resources Hatoff, B., and R. Egherman
URS Yes
08619 2006 Cultural Resources Final Report of Monitoring and Findings for the Qwest Network
Construction Project, State of
California
Arrington, C. SWCA
Environmental
Consultants
No
10345 2009 Cultural Resources Investigation for ClearWire Site CA-SAC0621-A "Greenback & Auburn" 6212
Auburn Boulevard, Citrus Heights, Sacramento
County, California 95621
Losee, C. Archaeological
Resources
Technology
No
10382 2006 City of Citrus Heights Historical Resources Survey Roland, C. Roland Nawi Associates
Yes
10582 2010 Toa Baptist Church - CA-SAC0630A Supernowicz, D.

E.

EarthTouch,
Inc.

No
12183 2016 Cultural Resources Inventory Report: Mitchell Farms, Sacramento County, California
Webb, M. ECORP
Consulting, Inc.

No
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Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 16 Report
Number
NCICYear Title Author(s) Affiliation Within
APE?
13083 2020 Cultural and Paleontological Resources Inventory and Effects Assessment for the Sacramento
Suburban Water District Arcade Creek Crossing
Project, City of Citrus Heights, Sacramento
County, California
Sikes, N. E., P.

Hanes, and C. J.

Arrington
Natural
Investigations
Company
Yes
13201 2021 Section 106 Review of Federally-Funded
Residential Rehabilitation Project at 5935 Auburn
Boulevard #152, City of Citrus Heights,
Sacramento County
Cotter, S. Citrus Heights
Housing &
Human Services
Program
No
13779 2021 Phase I Cultural Resources Survey of the SN010 Foothill Farms Collocation Monopole Site, Trileaf
Project #676041
Macko, M. Trileaf
Corporation
No
14294 2023 Section 106 Review of Federally Funded
Residential Rehabilitation Project at 5935 Auburn
Boulevard #7, City of Citrus Heights, Sacramento
County
Piva, N. City of Citrus
Heights
No
14295 2023 Section 106 Review of Federally Funded
Residential Rehabilitation Project at 5935 Auburn
Boulevard #31, City of
Citrus Heights, Sacramento County
Piva, N. City of Citrus
Heights
No
14406 2021 Cultural Resources Study, Sacramento Area
Sewer District Creek Crossing Project,
Sacramento County, CA
Gross, C. Analytical
Environmental
Services
Yes

5.1.2 Previously Recorded Resources
The NCIC records search also identified six previously documented cultural resources within 0.5 mile of the APE, although none of the resources are located within the APE itself. They are described briefly in Table 2, Previously Recorded Cultural Resources Within 0.5 Mile of the APE, below.

Table 2
PREVIOUSLY RECORDED CULTURAL RESOURCES WITHIN 0.5 MILE OF THE APE Primary
# P-34- Year Recorder(s) Resource Type Age Description Within APE?

NRHP/CRHR
Status
000015 1980 Carvey, A., E.

Derr
Site Precontact Lithic scatter, including
a core fragment and
fire-affected rock
No Not
evaluated
001322 2002 SaintClair,
M.

Building Historic Abandoned residence
(1934)
No Not eligible
001328 2002 Napoli, A. Building Historic Van Maren House (ca. 1849;
moved/remodeled
1919)
No Not eligible
004033 2006 Roland, C. Building Historic 12 Mile House
(roadhouse; 1930)
No CRHR
eligible
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Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 17 Primary
# P-34- Year Recorder(s) Resource Type Age Description Within APE?

NRHP/CRHR
Status
004263 2010 Supernowicz,
D. E.

Building Historic Twin Oaks Baptist
Church (1963)
No Not eligible
005171 2006 Roland, C. Building Historic DeKay/Sunrise Ranch (1868)
No Not eligible

5.1.3 Caltrans Bridge Survey
Reviews of the Caltrans Bridge Survey determined that none of the four bridges addressed in this report qualify for inclusion in the NRHP.

5.2 NATIVE AMERICAN HERITAGE COMMISSION SACRED LANDS

FILE SEARCH
On July 9, 2025, HELIX requested that the NAHC conduct a search of their Sacred Lands File (SLF) for the presence of Native American sacred sites or human remains in the vicinity of the Indian River Bridge/Matheny Bridge and Sundance Bridge study areas. A written response received from the NAHC on July 11, 2025, stated that the results of the SLF search were negative. On February 23, 2025, HELIX submitted a separate SLF search request for the Patton Bridge study area. NAHC responded on February 24, 2025, and stated that the results were also negative for that study area.

6.0 PEDESTRIAN SURVEY
This section describes the methods and results of the field surveys of the APE. Survey photographs are included as Appendix B, Representative Site Photographs.

6.1 SURVEY METHODS
The project’s APE was surveyed on July 17, 2025, and December 16, 2025. The pedestrian survey involved the systematic investigation of the ground surface of the entire APE, including all three study areas and their associated impact areas, by walking in 10-meter transects unless prohibited by vegetation or topography. During the pedestrian survey, the ground surface was examined for artifacts (e.g., flaked stone tools, tool-making debris, stone milling tools, fire-affected rock, precontact ceramics), soil discoloration that might indicate the presence of a precontact cultural midden, soil depressions, and features indicative of the former presence of structures or buildings (e.g., standing exterior walls, postholes, foundations, wells) or historic-era debris (e.g., metal, glass, ceramics). Ground disturbances such as landscape modifications and cut banks were also visually inspected.

6.2 SURVEY RESULTS

6.2.1 Indian River Bridge and Matheny Bridge Study Area During the survey, ground visibility in the Indian River Bridge and Matheny Bridge study area was less than 10 percent in most areas due to dense grass and brush cover (Photograph 1). Visibility was slightly better, but still poor, in areas with less tree cover where the ground surface was obscured by a thick ITEM 10
Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 18 carpet of matted dry grass (Photograph 2). Private property and development extend as far as Arcade Creek’s southern bank in some areas (Photograph 3).

The creek was dry at the time of the survey, which allowed a thorough examination of the creek bed.

Portions of the creek within the APE are deeply cut and appear to have actively eroded during the last rainy season (Photograph 4). Water-borne debris, including lumber, was seen on the creek banks in some areas (Photograph 5), and tabular concrete fragments were seen in the creek bed. No exposed bedrock was visible within the creek.

No precontact or historic-era cultural resources were found during the survey of the Indian River Bridge and Matheny Bridge study area.

6.2.2 Sundance Bridge Study Area
Ground visibility was poor during the survey of the Sundance Bridge study area, with less than 15 percent of the ground surface visible due to dense vegetation and oak duff (Photograph 6). The terrain in the area is gently undulating, with a gradual incline to the east. Arcade Creek was flowing slowly with muddy water at the time of the survey, making it impossible to see the creek bed (Photograph 7).

Nevertheless, no exposed bedrock was seen in the vicinity.

The area was littered with modern debris, including food wrappers, discarded clothing, plastic water bottles, modern food cans, and tarp fragments. Most of this debris seemed to originate from homeless encampments that are prevalent throughout the area.

No precontact or historic-era cultural resources were found during the survey of the Sundance Bridge study area.

6.2.3 Patton Bridge Study Area
Ground surface visibility throughout the Patton Bridge study area was poor (less than 15 percent) during the survey due to thick grass, blackberry bramble, and oak duff, as well as non-native vegetation such as cactus, St. John’s Wort, yucca, and bamboo (Photograph 8). The area appears to consist primarily of undulating floodplain, some of it developed and graded, and some of it seemingly shaped by seasonal water flow. Cripple Creek held standing water at the time of the survey (Photograph 9). No exposed bedrock was visible in the vicinity of the creek.

The area is surrounded by development, which also affected accessibility of the study area – some property fencelines extended into the study area and restricted access (Photograph 10). There was sparse modern trash within the study area, including plastic beverage containers, plastic wrappers, and materials likely leftover from residential activity, such as fence posts and sheets of plywood. There were also remnants of concrete debris near the creek, likely left from bridge construction/maintenance and other utilities work in the area.

In the far eastern portion of the Patton Bridge study area, an approximately 90-foot-long segment of a possible ditch was observed running north-south from a horse corral outside of the northeast quadrant of the project area to Cripple Creek (Photograph 11). The ditch is most visible at its southern end, where it is approximately 2.5 feet deep, and becomes less visible approximately 20 feet north of the creek.

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Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 19 7.0 SUMMARY AND RECOMMENDATIONS

7.1 SUMMARY
HELIX conducted this CRA to assist the City in addressing the requirements of CEQA and Section 106 of the NHPA. This CRA was prepared based on background research and a field survey of the entirety of the project’s APE.

This assessment determined that six previously documented resources are located within 0.5 mile of the APE, although none are located within the APE itself. During the field survey, no undocumented cultural resources were found within any of the three areas that comprise the APE. These findings suggest that the likelihood of precontact or historic-era cultural resources being encountered during project implementation is low.

Despite the low cultural sensitivity of the APE, HELIX recommends implementation of measures to address the accidental discovery of cultural resources and/or human remains during project activities.

These recommendations are summarized in Section 7.2, Recommendations.

HELIX concludes that, with the implementation of these recommendations, the following findings are appropriate for the project:
• No Significant Impact on Historical or Unique Archaeological Resources under CEQA Guidelines Section 15064.5;
• No Significant Impact to Human Remains resulting from disturbance; and • No Adverse Effect to Historic Properties under Section 106 (36 CFR Part 800.5[a]).

No additional study or documentation for cultural resources are recommended at this time. However, in the unlikely event that archaeological cultural resources, and/or human remains, or funerary objects are discovered during project construction, the provisions contained in Section 7.2 of this report should be implemented to avoid or substantially reduce the severity of impacts to such finds.

7.2 RECOMMENDATIONS

7.2.1 Accidental Discovery of Cultural Resources
In the event that cultural resources are exposed during ground-disturbing activities, construction activities should be halted within 100 feet of the discovery. Cultural resources could consist of but are not limited to stone, bone, wood, or shell artifacts, or features, including hearths, structural remains, or historic dumpsites. If the resources cannot be avoided during the remainder of construction, a qualified archaeologist who meets the Secretary of the Interior’s Professional Qualifications Standards should assess the resource and provide appropriate management recommendations. If the discovery proves to be CRHR- or NRHP-eligible, additional documentation and analysis, such as data recovery excavation, may be warranted.

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Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 20 7.2.2 Accidental Discovery of Human Remains
Although unlikely, there is always the possibility that ground-disturbing activities during construction may uncover previously undocumented human remains. In the event of an accidental discovery or recognition of any human remains during project construction, guidelines from both Public Resources Code (PRC) Section 5097.98 should be considered.

In accordance with PRC Section 5097.98, if there is a discovery or recognition of human remains, the following steps shall be taken:

1. There shall be no further excavation or disturbance of the specific location or any nearby area reasonably suspected to overlie adjacent human remains until the County Coroner is contacted to determine if the remains are Native American and if an investigation of the cause of death is required. If the coroner determines the remains are Native American, the coroner shall contact the NAHC within 24 hours, and the NAHC shall identify the person or persons it believes to be the “most likely descendant” of the deceased Native American. The most likely descendant may make recommendations to the landowner or the person responsible for the excavation work, for means of treating or disposing of, with appropriate dignity, the human remains, and any associated grave goods as provided in PRC Section 5097.98, or

2. Where the following conditions occur, the City shall rebury the Native American human remains and associated grave goods with appropriate dignity either in accordance with the recommendations of the most likely descendant or on the project impact area in a location not subject to further subsurface disturbance:
• The NAHC is unable to identify a most likely descendant, or the most likely descendant failed to make a recommendation within 48 hours after being notified by the commission;
• The descendant identified fails to make a recommendation; or • The City rejects the recommendation of the descendant, and the mediation by the NAHC fails to provide measures acceptable to the City.

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Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 21 8.0 REFERENCES
Beardsley, R.K
1948 Cultural Sequences in Central California Archaeology. American Antiquity 14:1–28. 1954 Temporal and Areal Relationships in Central California Archaeology. University of California Archaeological Survey Reports 25. Berkeley.

Beck, W. A., and Y. D. Haase
1974 Historical Atlas of California. University of California Press. Berkeley, California.

Bennyhoff, J.
1950 California Fish Spears and Harpoons. University of California Anthropological Records 9(4):295–338.

Chartkoff J.L. and K.K. Chartkoff.
1984 The Archaeology of California. Stanford University Press, Menlo Park.

City of Citrus Heights
2011 General Plan. Available at: https://www.citrusheights.net/202/General- Plan.

Cook, S.F.
1955 The Epidemic of 1830–1833 in California and Oregon. Archaeology and Ethnology 43(3). 1976 The Population of the California Indians 1769–1970. University of California Press.

Berkeley, California.

Dickel, D.N., P.D. Schulz, and H.M. McHenry
1984 Central California: Prehistoric Subsistence Changes and Health. In Paleopathology at the Origins of Agriculture, edited by Mark Nathan Cohen and George J. Armelagos, pp. 439– 462. Academic Press, Inc., Orlando, Florida.

Fredrickson, D.A.
1973 Early Cultures of the North Coast Ranges, California. Unpublished Ph.D. dissertation, Department of Anthropology, University of California, Davis.

Gerow, B.A.
1954 The Problem of Cultural Sequences in Central California Archaeology. Paper presented at the Annual Meeting of the American Association for the Advancement of Sciences. 1974 Comments on Fredrickson’s Cultural Diversity. Journal of California Anthropology 1(2):239–246.

Gerow, B.A., with R. Force
1968 An Analysis of the University Village Complex with a Reappraisal of Central California Archaeology. Stanford University Press. Stanford, California.

Gilbert, F. T.
1879 History of San Joaquin County, California. Thompson and West, Oakland.

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Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 22 Grunsky, F. R.
1989 Pathfinders of the Sacramento Region. Elk Grove Library, California.

Heizer, R. F., and A. J. Almquist
1971 The Other Californians: Prejudice and Discrimination Under Spain, Mexico and the United States to 1920. University of California Press, Berkeley.

Hoover, Mildred B., Hero E. Rensch, and Ethel G. Rensch 2002 Historic Spots in California. 5th edition, revised by Douglas E. Kyle, Stanford University Press, Stanford.

Hughes, R.E. (editor)
1994 Toward a New Taxonomic Framework for Central California. In: Archaeology: Essays by James A. Bennyhoff and David A. Fredrickson. Assembled and edited by Richard E.

Hughes. Contributions of the University of California No. 52, Archaeological Research Facility, Berkeley, CA.

Johnson, J.J.
1976 Archaeological Investigations at the Blodgett Site (CA–SAC–267), Sloughhouse Locality, California. Report to the U.S. National Parks Service, Western Regional Office, Tucson, AZ.

Kroeber, A. L.
1925 Handbook of the Indians of California. Bureau of American Ethnology Bulletin 78.

Washington, D.C.

Kyle, D.E., M.B. Hoover, H.E. Rensch, E.G. Rensch, and W. N. Abeloe 1990 Historical Spots in California. Stanford. Stanford University Press.

Lillard, J.B. and W.K. Purves
1936 The Archaeology of the Deer Creek–Cosumnes Area, Sacramento Co., California.

Sacramento Junior College Department of Anthropology, Bulletin 1.

Lillard, J.B., R.F. Heizer, and F. Fenenga
1939 An Introduction to the Archaeology of Central California. Sacramento Junior College Department of Anthropology, Bulletin 2.

Little, B., E.M. Seibert, J. Townsend, J.H. Sprinkle, and J. Knoerl 2000 Guidelines for Evaluating and Registering Archaeological Properties. National Register Bulletin 36. U.S. Department of the Interior, National Park Service.

Moratto, M.J.
1984 California Archaeology. San Diego. Academic Press.

Napton, Kyle L.
1997 Archaeological and Historical Cultural Resources Investigations of the proposed Alpine Natural Gas Operating Company, Calaveras County Natural Gas Distribution Project A. 96-08-015 (Phase I: La Contenta/Rancho Calaveras).

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Cultural Resources Assessment for the Citrus Heights Creek Erosion and Bridge Scour Protection Project | May 2026 23 National Park Service
1997 How to Apply National Register Criteria for Evaluation. National Register Bulletin. U.S.

Department of the Interior, National Park Service.

Ragir, S.R.
1972 The Early Horizon in Central California Prehistory. Contribution of the University of California Archaeological Research Facility 15. Berkeley. CA.

Schenck, W.E., and E.J. Dawson
1929 Archaeology of the Northern San Joaquin Valley. American Archaeology and Ethnology 25:286–413.

Shoup, L.H., and R.T. Milliken
1999 Inigo of Rancho Posolmi: the Life and Times of a Mission Indian. Ballena Press. Novato, California.

Wallace, W.J.
1955 A Suggested Chronology for Southern California Coastal Archaeology. Southwestern Journal of Anthropology 11(3):214–230.

Warren, C.N.
1968 Cultural Tradition and Ecological Adaptation on the Southern California Coast. Archaic Prehistory in the Western United States, C. Irwin–Will.

Wilson, Norman L. and Arlene Towne
1978 Nisenan. In: Handbook of North American Indians: California, Volume 8, edited by Robert F. Heizer. William G. Sturtevant, Editor, Smithsonian Institution, Washington, D.C.

ITEM 10
Appendix A
Figures
ITEM 10
Yolo
Source: Base Map Layers (Esri, USGS, NGA, NASA) 0.---..---r----r--,1 M i le s f E--3 E--3 r
HELIX Site and Vicinity Map Environmenta/Planning -------------------------~-~- Figure 1
ITEM 10
Legend
c:::J Indian River Drive and Matheny Way Area
of Potential Effects (APE) - 11.12 Acres
Indian River Drive Impact Area - 0.27 Acre
Matheny Way Impact Area - 0.14 Acre
Source: Aerial (DigitalGlobe, 4/26/2022) O..-----r--..-----r----,300 Feet f E--3 E--3 r
Indian River Drive and Matheny Way
HELIX Area of Potential Effects
Environmental Planning
Figure 2a
ITEM 10
Citrus Hei hts Creek Erosion and Brid e Scour Protection Pro·ect Legend
Sundance Bridge Area of Potential Effects
(APE) - 4.45 Acres
Sundance Bridge Impact Area - 0.04 Acre
O.----r--r---ir----. 200 Feet f
E--3 E--3 r
HELIX
Environmental Planning
Source: Ae ri al (DigitalGlobe, 4/ 26/2022)
Sundance Bridge Aerial Map
Area of Potential Effects
Figure 2b
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Citrus Heights Creek Erosion and Bridge Scour Protection Project Legend
Patton Avenue Area of Potential Effects
(APE) - 1.19 Acres
Patton Bridge Impact Area - 0.12 Acre
f Source: Ae ri al (DigitalGlobe, 4/ 26/2022)O.----r--r---ir----.100 Feet E--3 E--3 r
Patton Bridge Aerial Map
HELIX Area of Potential Effects
Environmental Planning
Figure 2c
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Appendix B
Representative Survey Photographs
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W:\PROJECTS\C\CWECorp_04339\00027_CWEMSA2025-2028\001_CitrusHeightsCrkErosionBridgeScour\Reports\CRA\Report\App B Photos Representative Survey Photographs
Appendix B
Citrus Heights Creek Erosion & Bridge Scour Protection Project Photograph 1. Dense vegetation in the Indian River Bridge and Matheny Bridge study area, looking east.

Photograph 2. Matted dry grass in the Indian River Bridge and Matheny Bridge study area, looking south.

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Appendix B
Citrus Heights Creek Erosion & Bridge Scour Protection Project Photograph 3. Private property extending into the Indian River Bridge and Matheny Bridge study area, looking northwest.

Photograph 4. Arcade Creek through the Indian River Bridge and Matheny Bridge study area, looking northwest.

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Appendix B
Citrus Heights Creek Erosion & Bridge Scour Protection Project Photograph 5. Water-borne debris in the Indian River Bridge and Matheny Bridge study area, looking south.

Photograph 6. Dense vegetation and duff in the Sundance Bridge study area, looking southeast.

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Appendix B
Citrus Heights Creek Erosion & Bridge Scour Protection Project Photograph 7. Arcade Creek under the Sundance Bridge, looking southwest.

Photograph 8. Dense vegetation in the Patton Bridge study area, looking west.

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Appendix B
Citrus Heights Creek Erosion & Bridge Scour Protection Project Photograph 9. Cripple Creek under the Patton Bridge, looking west.

Photograph 10. Private property extending into the Patton Bridge study area, looking south.

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Appendix B
Citrus Heights Creek Erosion & Bridge Scour Protection Project Photograph 11. Possible ditch at the point where it drains into Cripple Creek, Patton Bridge study area, looking southwest.

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Appendix E
Mitigation Monitoring and Reporting
Program
ITEM 10

MITIGATION MONITORING AND REPORTING PROGRAM
Citrus Heights Creek Erosion and Bridge Scour Protection Project Purpose of Mitigation Monitoring and Reporting Program: The California Environmental Quality Act (CEQA), Public Resources Code (PRC) Section 21081.6, requires that a Mitigation Monitoring and Reporting Program (MMRP) be established upon completing findings. CEQA stipulates that “the public agency shall adopt a reporting or monitoring program for the changes to the project which it has adopted or made a condition of project approval in order to mitigate or avoid significant effects on the environment. The reporting or monitoring program shall be designed to ensure compliance during project implementation.”
This MMRP has been prepared in compliance with Section 21081.6 of CEQA to ensure that all required mitigation measures are implemented and completed according to schedule and maintained in a satisfactory manner during the construction and operation of the project, as required. The City of Citrus Heights (City) is the Lead Agency for the Citrus Heights Creek Erosion and Bridge Scour Protection Project (project) under CEQA and shall administer and implement this MMRP. The City is responsible for reviewing all monitoring reports, enforcement actions, and document disposition. The City shall rely on information provided by the project site observers/monitors (e.g., construction manager, project manager, biologist, archaeologist, etc.) as accurate and up-to-date and shall provide personnel to field check mitigation measure status, as required.

A table (attached) has been prepared to assist the responsible parties in implementing the MMRP. The table identifies individual mitigation measures, monitoring/mitigation timing, the responsible person/agency for implementing the measure, and space to confirm implementation of the mitigation measures. The numbering of mitigation measures follows the numbering sequence found in the Initial Study/Mitigated Negative Declaration (IS/MND).

Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
1 ITEM 10

MITIGATION MONITORING AND REPORTING PROGRAM
Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Measure Monitoring/ Reporting/
Verification of
Compliance
Mitigation Timing Responsible Party Initials Date

AIR QUALITY
Mitigation Measure AQ-1: Basic Construction Emissions Control Practices The following Basic Construction Emissions Control Practices are considered feasible for controlling fugitive dust from a construction site. Control of fugitive dust is required by SMAQMD Rule 403 and enforced by SMAQMD staff. Prior to issuing construction permits, contracts, or orders the City shall verify the following measures specified on construction contracts and/or construction documentation.
• Water all exposed surfaces two times daily. Exposed surfaces include, but are not limited to soil piles, graded areas, unpaved parking areas, staging areas, and access roads.
• Cover or maintain at least two feet of free board space on haul trucks transporting soil, sand, or other loose material on the site. Any haul trucks that would be traveling along freeways or major roadways should be covered.
• Use wet power vacuum street sweepers to remove any visible trackout mud or dirt onto adjacent public roads at least once a day. Use of dry power sweeping is prohibited.
• Limit vehicle speeds on unpaved roads to 15 miles per hour (mph). • All roadways, driveways, sidewalks, parking lots to be paved should be completed as soon as possible. In addition, building pads should be Prior to issuing
permits.

City
Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
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Mitigation Measure Monitoring/ Reporting/
Verification of
Compliance
Mitigation Timing Responsible Party Initials Date
laid as soon as possible after grading unless seeding or soil binders are used.
• Minimize idling time by either shutting equipment off when not in use or reducing time of idling to 5 minutes. Provide clear signage that posts this requirement for workers at the entrances to the site; and • Maintain all construction equipment in proper working condition according to manufacturer’s specifications. The equipment must be checked by a certified mechanic and determined to be running in proper condition before it is operated.

BIOLOGICAL RESOURCES
Mitigation Measure BIO-1: Sanford’s Arrowhead Avoidance At Indian River Bridge, Matheny Bridge, and Sundance Bridge:
• A qualified botanist shall conduct a special-status plant survey within the appropriate identification (blooming) period (May - October) prior to the initiation of any ground-disturbing activities. The survey should be conducted within two years of the anticipated start date of construction and preferably the same year as the start of construction.

If no special-status plants are observed, then a letter report documenting the survey results should be prepared and no further measures are recommended.
• If special-status plants are observed within the study area, the location of the special-status plants shall be marked with pin flags or other highly visible markers and may also be marked by a sub-meter accurate GPS. The project proponent shall determine if the specialstatus plant(s) on-site can be avoided by project design or utilize Prior to the
initiation of
ground-disturbing
activities.

Qualified Botanist;
Project
Proponent; CDFW
Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
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Mitigation Measure Monitoring/ Reporting/
Verification of
Compliance
Mitigation Timing Responsible Party Initials Date
construction techniques to avoid impacts to the special-status plant species. All special-status plants to be avoided shall have exclusion fencing or other highly visible material marking the avoidance area (if necessary) and the avoidance area shall remain in place throughout the entire construction period. If special-status plants are observed in portions of the study area that are not located near the project footprint, exclusion fencing may not be needed. A qualified botanist shall determine if exclusion fencing will be needed based on the location of the plant(s) and the most current project design. • If special-status plants are found within the study area and cannot be avoided, the project proponent shall consult with the CDFW to determine appropriate measures to mitigate for the loss of specialstatus plant populations. These measures may include gathering seed/rhizomes from impacted populations for planting within nearby suitable habitat, preserving or enhancing existing offsite populations of the plant species affected by the project, or restoring suitable habitat for special-status plant species as directed by the regulatory agencies.

At Patton Bridge:
• A qualified botanist shall flag populations of Sanford’s arrowhead in the vicinity of the work area for avoidance prior to commencement of project construction. The vicinity of the work area for flagging will be determined by the final engineering plans at the discretion of the botanist. All flagged Sanford’s arrowhead shall be avoided by construction activities. A biological monitor may be warranted during construction if plants are in close proximity to the work area and have potential to be impacted by construction.

Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
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Mitigation Measure Monitoring/ Reporting/
Verification of
Compliance
Mitigation Timing Responsible Party Initials Date
• If Sanford’s arrowhead cannot be avoided, the project proponent shall consult with the CDFW to determine appropriate measures to mitigate for the loss of special-status plant populations. These measures may include gathering seed/rhizomes from impacted populations for planting within nearby suitable habitat, preserving or enhancing existing offsite populations of the plant species affected by the project, or restoring suitable habitat for special-status plant species as directed by the regulatory agencies.

Mitigation Measure BIO-2: Worker Environmental Awareness Training A qualified biologist shall conduct an environmental awareness training for all project-related personnel before the initiation of work. The training shall include the identification of Sanford’s arrowhead, northwestern pond turtle, Cooper’s hawk, Swainson’s hawk, white-tailed kite, other nesting and migratory birds, and pallid pat; required practices before the start of construction; general measures that are being implemented to protect the species as they relate to the project; penalties for non-compliance; and boundaries of the permitted disturbance zones. Upon completion of the training, all construction personnel shall sign a form stating they have attended the training and understand all the measures. Proof of this instruction shall be kept on file with the City and biologists on-site.

Prior to the
initiation of
ground-disturbing
activities.

Qualitied
Biologist;
Construction
Personnel
Mitigation Measure BIO-3: Pre-Construction Northwestern Pond Turtle Survey
Construction is recommended to commence during the active season for northwestern pond turtle (February – November) when this species is mobile.

These timeframes are dependent on local weather conditions and can fluctuate depending on seasonal conditions.

A qualified biologist shall conduct a pre-construction survey for northwestern pond turtle within seven days prior to the start of ground-disturbing activities Within seven days
of initiation of
ground-disturbing
activities.

Qualified
Biologist; City;
CDFW
Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
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at each bridge location. The pre-construction survey shall also include a survey of surrounding upland habitat for the presence of turtle nests if conducted during the nesting season. Eggs and hatchlings could be present in the nest site beyond the nesting season, and therefore, a pre-construction turtle nest survey is recommended to identify nest sites if construction occurs from April 1 – January 31. These timeframes will depend on local weather conditions, and the timing of the pre-construction turtle nest survey should be based on the weather conditions present at the time and at the discretion of the qualified biologist.

If nesting northwestern pond turtles are identified within the survey limits, then no work shall commence within 300 feet of the nest until the turtles have hatched. The 300-foot buffer should be indicated by temporary fencing if construction has or will begin before the nesting period has ended (the period from egg laying to emergence of hatchlings is normally April to November). If a non-nesting northwestern pond turtle is found in the project site during preconstruction surveys, construction activities should not start until the turtle has been relocated by a qualified biologist with appropriate approvals from CDFW to a suitable location outside of the construction zone. The qualified biologist should notify the City and CDFW within 24 hours if northwestern pond turtle is found and shall notify of any individuals that have been relocated. Any northwestern pond turtles observed in the survey limits will be reported to the CNDDB.

If construction does not commence within seven days of the pre-construction survey, or halts for more than seven days, then an additional survey is required prior to starting or resuming work.

Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
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Mitigation Measure BIO-4: Pre-Construction Nesting Special-Status and Migratory Birds Survey
Active nests and nesting birds are protected by the California FGC Sections 3503 and 3503.5, 3513 and the MBTA. Ground-disturbing and other construction activities including vegetation clearing, tree removal/trim, and construction could impact nesting birds if these activities occur during the nesting season (generally February 1 to August 31). To avoid impacts to nesting birds, all ground disturbing activity shall be completed between September 1 and January 31, if feasible. If construction cannot occur outside of the nesting season, the following measures shall be implemented:
• If construction activities occur during the nesting season, a qualified biologist shall conduct a nesting bird survey to determine the presence of any active nests within the study area. Additionally, the surrounding 500 feet of the study area shall be surveyed for active raptor nests, where accessible, and the surrounding 0.5 mile of the study area shall be surveyed for active Swainson’s hawk nests, where accessible. The nesting bird survey shall be conducted within seven days prior to commencement of ground-disturbing or other construction activities at each bridge location. If the nesting bird survey shows that there is no evidence of active nests, then a letter report shall be prepared to document the survey and be provided to the City, and no additional surveys are recommended.

If construction does not commence within seven days of the nesting bird survey, or halts for more than seven days, then an additional survey is required prior to starting or resuming work within the nesting season.

Within seven days
of initiation of
ground-disturbing
activities.

Qualified
Biologist; City
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o If active nests are found, then the qualified biologist shall establish a species-specific buffer to prohibit development activities near the nest to avoid and minimize nest disturbance until the young have successfully fledged or the biologist determines that the nest is no longer active. Buffer distances may range from 30 feet for some songbirds up to 0.5 mile for Swainson’s hawk. Nest monitoring may also be warranted during certain phases of construction to ensure nesting birds are not adversely impacted. The need for nest monitoring would be determined by the qualified biologist based upon the species nesting and the location of the nest in relation to the project disturbance area, proposed levels of project disturbance, and existing disturbance levels. If active nests are found under any of the bridges or within any trees slated for removal/trimming, then an appropriate buffer shall be established around the bridge/tree, and no construction shall occur until a qualified biologist determines that the nest has successfully fledged and/or is no longer active. Nest avoidance buffer distances may need to be expanded if the biologist determines that the initial avoidance buffer is still resulting in avoidance behavior from the adults.
• If construction occurs outside of the nesting bird season (September 1 to January 31), a nesting bird survey and environmental training for nesting birds would not be required.

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Mitigation Measure BIO-5: Pre-Construction Roosting Bat Survey A qualified biologist shall conduct a pre-construction survey within seven days of the commencement of ground-disturbing or other construction activities at each bridge location. This survey may be combined with the nesting bird survey, if possible. If no bats are observed, a letter report shall be prepared to document the survey, and no additional measures are recommended. If construction does not commence within seven days of the pre-construction survey, or halts for more than seven days, an additional survey is recommended before starting work.

If bats are present and roosting on or within 100 feet of the project footprint, then the biologist shall establish an appropriate no-disturbance buffer around the roost site. No construction activities should occur within the nodisturbance buffer until a qualified biologist has determined the roost is no longer active. Additional mitigation measures for bat species, such as the installation of bat boxes or alternate roost structures, would be recommended only if special-status bat species are found to be roosting within the project area.

Within seven days
of initiation of
ground-disturbing
activities.

Qualified
Biologist; City
Mitigation Measure BIO-6: Aquatic Resources and Permitting Requirements Prior to the initiation of any construction activities that could result in impacts to potentially regulated aquatic features, the extent of the Ordinary High Water Mark (OHWM) of aquatic features within the study area shall be mapped, and applicable permits shall be prepared and submitted to the appropriate regulatory agencies for any project-related impacts to these features. Any conditions included in the final permits, including prescribed mitigation measures, shall be required to be implemented before filling or impacting these features.

Section 404 authorization from the USACE and a Section 401 Water Quality Prior to the
initiation of
ground-disturbing
activities.

Project Proponent
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Certification from the RWQCB may be required before the start of construction that will impact any waters of the U.S. Any waters of the U.S. or jurisdictional wetlands that would be lost or disturbed shall be replaced or rehabilitated on a “no-net-loss” basis in accordance with the USACE mitigation guidelines and City requirements. Habitat restoration, rehabilitation, and/or replacement shall be at a location and by methods agreeable to the agencies.

If a 404 permit is required for the proposed project, then water quality concerns during construction would be addressed in the Section 401 water quality certification from the Regional Water Quality Control Board.

If the aquatic features are determined to not be subject to federal jurisdiction, then these features may still be subject to waste discharge requirements under the Porter-Cologne Water Quality Control Act. Section 13260(a) of the Porter-Cologne Water Quality Control Act (contained in the California Water Code) requires any person discharging waste or proposing to discharge waste, other than to a community sewer system, within any region that could affect the quality of the waters of the State (all surface and subsurface waters) to file a report of waste discharge. The discharge of dredge or fill material into the ditches may constitute a discharge of waste that could affect the quality of waters of the State. A report of waste discharge shall be filed for impacts to non-federal waters, if required.

The creek corridor is also likely regulated by CDFW under Section 1600 of the California Fish and Game Code. CDFW asserts jurisdiction over native riparian habitat adjacent to aquatic features, including native trees over four inches in DBH. If an existing fish or wildlife resource may be substantially adversely affected by the activity, CDFW may propose reasonable measures that shall allow the protection of those resources. If these measures are agreeable to the parties involved, they shall enter into an agreement with CDFW identifying the approved activities and associated mitigation measures.

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Mitigation Measure BIO-7: Tree Impact Assessment and Permit Application Prior to issuance of a Building or Grading Permit for the project, the City shall submit a final Tree Impact Assessment for impacts to trees from project construction activities located within the City of Citrus Heights (Indian River, Matheny, and Patton Bridges) and County of Sacramento (Sundance Bridge).

The Tree Impact Assessment report shall include all preservation measures, including details for modified construction methods that the City shall undertake during construction to ensure the long-term health and safety of the trees. The impact assessment report shall take into account improvement plans that show any encroachment into the driplines of any protected trees. If avoiding tree removal or construction within the dripline of protected trees is not feasible, other mitigation measures offered by a certified arborist and accepted by the Planning Division must be made. The proposed project shall abide by the Standard Policies and Procedures for Approved Work listed in Section 106.39.050 of the City’s Tree Preservation and Protection Ordinance, and the County’s required measures in Sections 19.12.130, 19.12.140,

19.12.150, and 19.12.160. If required by the City or County upon approval of the Tree Permits, replacement tree plantings or in-lieu mitigation fees will be completed or paid in accordance with City and County requirements. Prior to any project activities that could potentially impact protected trees, an International Society of Arborists (ISA) certified arborist shall conduct an arborist assessment of the inventoried trees and prepare an arborist survey report. The arborist survey report shall be used to determine tree protection measures and shall be submitted to the City of Citrus Heights along with a Tree Permit application. All measures and tree mitigation requirements in the Tree Permit shall be followed.

Prior to issuing
permits.

ISA Certified
Arborist; City
Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
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CULTURAL RESOURCES
Mitigation Measure CUL-1: Accidental Discovery of Cultural Resources In the event that cultural resources are exposed during ground-disturbing activities, construction activities shall be halted within 100 feet of the discovery. Cultural resources could consist of but are not limited to stone, bone, wood, or shell artifacts, or features, including hearths, structural remains, or historic dumpsites. If the resources cannot be avoided during the remainder of construction, a qualified archaeologist who meets the Secretary of the Interior’s Professional Qualifications Standards shall assess the resource and provide appropriate management recommendations. If the discovery proves to be CRHR- or NRHP-eligible, additional documentation and analysis, such as data recovery excavation, may be warranted.

Immediately upon
discovery.

Construction
Personnel;
Qualified
Archaeologist
Mitigation Measure CUL-2: Accidental Discovery of Human Remains Although unlikely, there is always the possibility that ground-disturbing activities during construction may uncover previously undocumented human remains. In the event of an accidental discovery or recognition of any human remains during project construction, guidelines from both Public Resources Code (PRC) Section 5097.98 shall be considered.

In accordance with PRC Section 5097.98, if there is a discovery or recognition of human remains, the following steps shall be taken:

1. There shall be no further excavation or disturbance of the specific location or any nearby area reasonably suspected to overlie adjacent human remains until the County Coroner is contacted to determine if the remains are Native American and if an investigation of the cause of death is required. If the coroner determines the remains are Native American, the coroner shall contact the NAHC within 24 hours, and the Immediately upon
discovery.

Construction
Personnel; County
Coroner; NAHC;
City
Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
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NAHC shall identify the person or persons it believes to be the “most likely descendant” of the deceased Native American. The most likely descendant may make recommendations to the landowner or the person responsible for the excavation work, for means of treating or disposing of, with appropriate dignity, the human remains, and any associated grave goods as provided in PRC Section 5097.98, or

2. Where the following conditions occur, the City shall rebury the Native American human remains and associated grave goods with
appropriate dignity either in accordance with the recommendations of the most likely descendant or on the project impact area in a location not subject to further subsurface disturbance:
• The NAHC is unable to identify a most likely descendant or the most likely descendant failed to make a recommendation
within 48 hours after being notified by the commission; • The descendant identified fails to make a recommendation; or The City rejects the recommendation of the descendant, and the mediation by the NAHC fails to provide measures acceptable to the City.

Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
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GEOLOGY AND SOILS
Mitigation Measure GEO-1: Avoid and Minimize Impacts to Paleontological Resources
In the event paleontological or other geologically sensitive resources (such as fossils or fossil formations) are identified during any phase of project construction, all excavations within 100 feet of the find shall be temporarily halted until the find is examined by a qualified paleontologist, in accordance with Society of Vertebrate Paleontology standards. The paleontologist shall notify the appropriate representative at the City who shall coordinate with the paleontologist as to any necessary investigation of the find. If the find is determined to be significant under CEQA, the City shall implement those measures which may include avoidance, preservation in place, or other appropriate measures, as outlined in Public Resources Code Section 21083.2.

Immediately upon
discovery.

Construction
Personnel;
Qualified
Paleontologist;
City

HAZARDS AND HAZARDOUS MATERIALS
Mitigation Measure HAZ-1: Avoid and Minimize Impact to Underground Utilities
At least seven (7) days prior to ground disturbing activities, the applicant shall call Underground Service Alert at 811 to provide notification of the planned activities, including the locations of excavation activities. No ground disturbing activities shall take place until the locations of the underground utilities are identified and marked at the site by the utility provider. The construction contractor shall conduct an on-site meeting pursuant to Gov. Code Section 4216, to determine actions required to verify the location of the underground utilities. If excavation is planned to occur within 15 feet of the locations of field marked underground utilities, hand tools shall be used to expose the exact location of all lines before using any power-driven excavation equipment in the area. Should construction activities result in any damage to underground utilities (including a slight gouge, scrape, or dent to a pipeline, its coating, or At least seven
days prior to
ground-disturbing
activities.

Project
Proponent;
Construction
Contractor
Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
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any component attached to or running alongside the pipe, such as a wire), the damage shall be immediately reported by calling the utility provider(s).

Mitigation Measure HAZ-2: Utility Coordination and Safe Removal Procedures
Prior to any ground-disturbing activities associated with the relocation or removal of utilities at the Indian River Bridge and Matheny Bridge locations, the City shall contact Consolidated Communications (CCI), Comcast, and Pacific Gas and Electric (PG&E) to provide notification of planned excavation that would impact the abandoned CCI and Comcast joint trench conduits at Indian River Bridge active and inactive PG&E gas lines at Matheny Bridge. No ground-disturbing activities shall occur until the abovementioned underground and exposed utilities have been identified and field-marked by the responsible utility provider(s).

In accordance with California Government Code Section 4216, the City, excavation contractor, and relevant pipeline or utility operators shall conduct an on-site coordination meeting prior to the start of work to review the planned excavation methods, discuss utility protection requirements, and determine appropriate verification procedures for locating and removing utilities in the creek bed.

If excavation or utility removal activities are planned to occur within 15 feet of any marked or exposed utility line, hand tools shall be used to expose and verify the exact location of all lines in the proposed excavation areas prior to the use of any power-driven excavation equipment in the area. Construction personnel shall implement all safety protocols required by each utility owner, including any required stand-by monitoring, pressure test requirements, or temporary shutoff procedures for the active PG&E gas line.

Prior to the
initiation of
ground-disturbing
activities.

Construction
Contractor; City
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If construction activities result in damage to a utility, including minor coating scrapes, wire disturbance, conduit breakage, or any visible gouge, dent, or abrasion to a pipeline or line component, work shall immediately stop in the affected area. The damage shall be immediately reported to the appropriate utility provider, and repairs shall be completed consistently with the utility owner’s specifications before work may resume.

HYDROLOGY AND WATER QUALITY
Mitigation Measure HYD-1: Preparation and Implementation of a Dewatering Plan
Prior to the start of any in-water construction activities, the City shall prepare a project-specific Dewatering Plan for review and approval by the City Engineer and applicable regulatory agencies. The plan shall describe the methods for isolating work areas and maintaining downstream flows. The plan shall also identify best management practices to prevent turbidity, sedimentation, or pollutant discharges downstream and outline procedures for gradually returning flows to the channel once construction is complete. The City shall implement all elements of the approved Dewatering Plan throughout construction.

Prior to the
initiation of
ground-disturbing
activities.

City
Mitigation Measure HYD-2: Standard Construction Best Management Practices
The City shall implement the following standard construction BMPs throughout construction to minimize potential water quality impacts. • The project impact area shall be delineated and/or fenced prior to the start of construction.
• Appropriate erosion control measures shall be used (e.g., hay bales, filter fences, vegetative buffer strips, or other accepted equivalents) to reduce siltation and contaminated runoff from leaving the proposed Throughout
construction
activities.

City; Construction
Personnel
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project impact area. The integrity and effectiveness of the BMPs shall be inspected daily by the resident engineer. Corrective actions and repairs shall be carried out immediately.
• Construction by-products and pollutants such as petroleum products, chemicals, or other deleterious materials shall not be used adjacent to or within the creeks.
• A plan for the emergency clean-up of any spills of fuel or other materials shall be available on-site when construction equipment is in use, and adequate materials shall be available for spill clean-up and during storm events.
• Construction vehicles and equipment shall be maintained to prevent contamination of soil or water from external grease and oil or from leaking hydraulic fluid, fuel, oil, and grease.
• Leaking vehicles and equipment shall be removed from the site. • Materials storage areas containing hazardous or potentially toxic materials such as petroleum products shall have an impermeable membrane between the ground and the hazardous material and shall be bermed to prevent the discharge of pollutants to ground water and runoff water.
• Equipment shall be re-fueled and serviced at designated construction staging areas, as far as possible from the creeks.

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• All construction material and fill shall be stored and contained in a designated area that is located as far away as possible from the creeks to prevent transport of materials into the creeks.
• No litter, debris, or side cast shall be dumped or permitted to enter creeks.
• During project activities, all trash that may attract predators shall be properly contained, removed from the work site, and disposed of regularly. Following construction, all trash and construction debris shall be removed from work areas.

TRIBAL CULTURAL RESOURCES
Mitigation Measure TCR-1: Accidental Discovery of Tribal Cultural Resources If any suspected TCRs or resources of cultural significance to UAIC, including but not limited to features, anthropogenic/cultural soils, cultural belongings or objects (artifacts), shell, bone, shaped stones or bone, or ash/charcoal deposits are discovered by any person during construction activities including ground disturbing activities, all work shall pause immediately within 100 feet of the find, or an agreed upon distance based on the project area and nature of the find. Work shall cease in and within the immediate vicinity of the find regardless of whether the construction is being actively monitored by a Tribal Monitor, cultural resources specialist, or professional archaeologist.

A Tribal Representative and the City shall be immediately notified, and the Tribal Representative in coordination with the City shall determine if the find is a TCR (PRC Section 21074) and the Tribal Representative shall make recommendations for further evaluation and treatment, as necessary.

Immediately upon
discovery.

UAIC Tribal
Monitor, Cultural
Resources
Specialist, or
Professional
Archaeologist;
Construction
Contractor; City
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Treatment and Documentation:
• The culturally affiliated Tribe shall consult with the City to (1) identify the boundaries of the new TCR and (2) if feasible, identify appropriate preservation in place and avoidance measures, including redesign or adjustments to the existing construction process, and long-term management, or 3) if avoidance is infeasible, a reburial location in proximity of the find where no future disturbance is anticipated.

Permanent curation of TCRs will not take place unless approved in writing by the culturally affiliated Tribe.
• The construction contractor(s) shall provide secure, on-site storage for culturally sensitive soils or objects that are components of TCRs that are found or recovered during construction. Only Tribal Representatives shall have access to the storage. Storage size shall be determined by the nature of the TCR and can range from a small lock box to a conex box (shipping container). A secure (locked), fenced area can also provide adequate on-site storage if larger amounts of material must be stored.
• The construction contractor(s) and City shall facilitate the respectful reburial of the culturally sensitive soils or objects. This includes providing a reburial location that is consistent with the Tribe’s preferences, excavation of the reburial location, and assisting with the reburial, upon request.
• Any discoveries shall be documented on a Department of Parks and Recreation (DPR) 523 form within two weeks of the discovery and submitted to the appropriate CHRIS center in a timely manner.

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• Work at the TCR discovery location shall not resume until authorization is granted by the City in coordination with the culturally affiliated Tribe. • If articulated or disarticulated human remains, or human remains in any state of decomposition or skeletal completeness are discovered during construction activities, the County Coroner and the culturally affiliated Tribe shall be contacted immediately. Upon determination by the County Coroner that the find is Native American in origin, the Native American Heritage Commission will assign the Most Likely Descendent who will work with the project proponent to define appropriate treatment and disposition of the burials.

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MITIGATION MONITORING AND REPORTING PROGRAM
Citrus Heights Creek Erosion and Bridge Scour Protection Project Purpose of Mitigation Monitoring and Reporting Program: The California Environmental Quality Act (CEQA), Public Resources Code (PRC) Section 21081.6, requires that a Mitigation Monitoring and Reporting Program (MMRP) be established upon completing findings. CEQA stipulates that “the public agency shall adopt a reporting or monitoring program for the changes to the project which it has adopted or made a condition of project approval in order to mitigate or avoid significant effects on the environment. The reporting or monitoring program shall be designed to ensure compliance during project implementation.”
This MMRP has been prepared in compliance with Section 21081.6 of CEQA to ensure that all required mitigation measures are implemented and completed according to schedule and maintained in a satisfactory manner during the construction and operation of the project, as required. The City of Citrus Heights (City) is the Lead Agency for the Citrus Heights Creek Erosion and Bridge Scour Protection Project (project) under CEQA and shall administer and implement this MMRP. The City is responsible for reviewing all monitoring reports, enforcement actions, and document disposition. The City shall rely on information provided by the project site observers/monitors (e.g., construction manager, project manager, biologist, archaeologist, etc.) as accurate and up-to-date and shall provide personnel to field check mitigation measure status, as required.

A table (attached) has been prepared to assist the responsible parties in implementing the MMRP. The table identifies individual mitigation measures, monitoring/mitigation timing, the responsible person/agency for implementing the measure, and space to confirm implementation of the mitigation measures. The numbering of mitigation measures follows the numbering sequence found in the Initial Study/Mitigated Negative Declaration (IS/MND).

Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
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MITIGATION MONITORING AND REPORTING PROGRAM
Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Measure Monitoring/ Reporting/
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Mitigation Timing Responsible Party Initials Date

AIR QUALITY
Mitigation Measure AQ-1: Basic Construction Emissions Control Practices The following Basic Construction Emissions Control Practices are considered feasible for controlling fugitive dust from a construction site. Control of fugitive dust is required by SMAQMD Rule 403 and enforced by SMAQMD staff. Prior to issuing construction permits, contracts, or orders the City shall verify the following measures specified on construction contracts and/or construction documentation.
• Water all exposed surfaces two times daily. Exposed surfaces include, but are not limited to soil piles, graded areas, unpaved parking areas, staging areas, and access roads.
• Cover or maintain at least two feet of free board space on haul trucks transporting soil, sand, or other loose material on the site. Any haul trucks that would be traveling along freeways or major roadways should be covered.
• Use wet power vacuum street sweepers to remove any visible trackout mud or dirt onto adjacent public roads at least once a day. Use of dry power sweeping is prohibited.
• Limit vehicle speeds on unpaved roads to 15 miles per hour (mph). • All roadways, driveways, sidewalks, parking lots to be paved should be completed as soon as possible. In addition, building pads should be Prior to issuing
permits.

City
Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
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laid as soon as possible after grading unless seeding or soil binders are used.
• Minimize idling time by either shutting equipment off when not in use or reducing time of idling to 5 minutes. Provide clear signage that posts this requirement for workers at the entrances to the site; and • Maintain all construction equipment in proper working condition according to manufacturer’s specifications. The equipment must be checked by a certified mechanic and determined to be running in proper condition before it is operated.

BIOLOGICAL RESOURCES
Mitigation Measure BIO-1: Sanford’s Arrowhead Avoidance At Indian River Bridge, Matheny Bridge, and Sundance Bridge:
• A qualified botanist shall conduct a special-status plant survey within the appropriate identification (blooming) period (May - October) prior to the initiation of any ground-disturbing activities. The survey should be conducted within two years of the anticipated start date of construction and preferably the same year as the start of construction.

If no special-status plants are observed, then a letter report documenting the survey results should be prepared and no further measures are recommended.
• If special-status plants are observed within the study area, the location of the special-status plants shall be marked with pin flags or other highly visible markers and may also be marked by a sub-meter accurate GPS. The project proponent shall determine if the specialstatus plant(s) on-site can be avoided by project design or utilize Prior to the
initiation of
ground-disturbing
activities.

Qualified Botanist;
Project
Proponent; CDFW
Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
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construction techniques to avoid impacts to the special-status plant species. All special-status plants to be avoided shall have exclusion fencing or other highly visible material marking the avoidance area (if necessary) and the avoidance area shall remain in place throughout the entire construction period. If special-status plants are observed in portions of the study area that are not located near the project footprint, exclusion fencing may not be needed. A qualified botanist shall determine if exclusion fencing will be needed based on the location of the plant(s) and the most current project design. • If special-status plants are found within the study area and cannot be avoided, the project proponent shall consult with the CDFW to determine appropriate measures to mitigate for the loss of specialstatus plant populations. These measures may include gathering seed/rhizomes from impacted populations for planting within nearby suitable habitat, preserving or enhancing existing offsite populations of the plant species affected by the project, or restoring suitable habitat for special-status plant species as directed by the regulatory agencies.

At Patton Bridge:
• A qualified botanist shall flag populations of Sanford’s arrowhead in the vicinity of the work area for avoidance prior to commencement of project construction. The vicinity of the work area for flagging will be determined by the final engineering plans at the discretion of the botanist. All flagged Sanford’s arrowhead shall be avoided by construction activities. A biological monitor may be warranted during construction if plants are in close proximity to the work area and have potential to be impacted by construction.

Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
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Mitigation Timing Responsible Party Initials Date
• If Sanford’s arrowhead cannot be avoided, the project proponent shall consult with the CDFW to determine appropriate measures to mitigate for the loss of special-status plant populations. These measures may include gathering seed/rhizomes from impacted populations for planting within nearby suitable habitat, preserving or enhancing existing offsite populations of the plant species affected by the project, or restoring suitable habitat for special-status plant species as directed by the regulatory agencies.

Mitigation Measure BIO-2: Worker Environmental Awareness Training A qualified biologist shall conduct an environmental awareness training for all project-related personnel before the initiation of work. The training shall include the identification of Sanford’s arrowhead, northwestern pond turtle, Cooper’s hawk, Swainson’s hawk, white-tailed kite, other nesting and migratory birds, and pallid pat; required practices before the start of construction; general measures that are being implemented to protect the species as they relate to the project; penalties for non-compliance; and boundaries of the permitted disturbance zones. Upon completion of the training, all construction personnel shall sign a form stating they have attended the training and understand all the measures. Proof of this instruction shall be kept on file with the City and biologists on-site.

Prior to the
initiation of
ground-disturbing
activities.

Qualitied
Biologist;
Construction
Personnel
Mitigation Measure BIO-3: Pre-Construction Northwestern Pond Turtle Survey
Construction is recommended to commence during the active season for northwestern pond turtle (February – November) when this species is mobile.

These timeframes are dependent on local weather conditions and can fluctuate depending on seasonal conditions.

A qualified biologist shall conduct a pre-construction survey for northwestern pond turtle within seven days prior to the start of ground-disturbing activities Within seven days
of initiation of
ground-disturbing
activities.

Qualified
Biologist; City;
CDFW
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at each bridge location. The pre-construction survey shall also include a survey of surrounding upland habitat for the presence of turtle nests if conducted during the nesting season. Eggs and hatchlings could be present in the nest site beyond the nesting season, and therefore, a pre-construction turtle nest survey is recommended to identify nest sites if construction occurs from April 1 – January 31. These timeframes will depend on local weather conditions, and the timing of the pre-construction turtle nest survey should be based on the weather conditions present at the time and at the discretion of the qualified biologist.

If nesting northwestern pond turtles are identified within the survey limits, then no work shall commence within 300 feet of the nest until the turtles have hatched. The 300-foot buffer should be indicated by temporary fencing if construction has or will begin before the nesting period has ended (the period from egg laying to emergence of hatchlings is normally April to November). If a non-nesting northwestern pond turtle is found in the project site during preconstruction surveys, construction activities should not start until the turtle has been relocated by a qualified biologist with appropriate approvals from CDFW to a suitable location outside of the construction zone. The qualified biologist should notify the City and CDFW within 24 hours if northwestern pond turtle is found and shall notify of any individuals that have been relocated. Any northwestern pond turtles observed in the survey limits will be reported to the CNDDB.

If construction does not commence within seven days of the pre-construction survey, or halts for more than seven days, then an additional survey is required prior to starting or resuming work.

Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
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Mitigation Measure Monitoring/ Reporting/
Verification of
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Mitigation Timing Responsible Party Initials Date
Mitigation Measure BIO-4: Pre-Construction Nesting Special-Status and Migratory Birds Survey
Active nests and nesting birds are protected by the California FGC Sections 3503 and 3503.5, 3513 and the MBTA. Ground-disturbing and other construction activities including vegetation clearing, tree removal/trim, and construction could impact nesting birds if these activities occur during the nesting season (generally February 1 to August 31). To avoid impacts to nesting birds, all ground disturbing activity shall be completed between September 1 and January 31, if feasible. If construction cannot occur outside of the nesting season, the following measures shall be implemented:
• If construction activities occur during the nesting season, a qualified biologist shall conduct a nesting bird survey to determine the presence of any active nests within the study area. Additionally, the surrounding 500 feet of the study area shall be surveyed for active raptor nests, where accessible, and the surrounding 0.5 mile of the study area shall be surveyed for active Swainson’s hawk nests, where accessible. The nesting bird survey shall be conducted within seven days prior to commencement of ground-disturbing or other construction activities at each bridge location. If the nesting bird survey shows that there is no evidence of active nests, then a letter report shall be prepared to document the survey and be provided to the City, and no additional surveys are recommended.

If construction does not commence within seven days of the nesting bird survey, or halts for more than seven days, then an additional survey is required prior to starting or resuming work within the nesting season.

Within seven days
of initiation of
ground-disturbing
activities.

Qualified
Biologist; City
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o If active nests are found, then the qualified biologist shall establish a species-specific buffer to prohibit development activities near the nest to avoid and minimize nest disturbance until the young have successfully fledged or the biologist determines that the nest is no longer active. Buffer distances may range from 30 feet for some songbirds up to 0.5 mile for Swainson’s hawk. Nest monitoring may also be warranted during certain phases of construction to ensure nesting birds are not adversely impacted. The need for nest monitoring would be determined by the qualified biologist based upon the species nesting and the location of the nest in relation to the project disturbance area, proposed levels of project disturbance, and existing disturbance levels. If active nests are found under any of the bridges or within any trees slated for removal/trimming, then an appropriate buffer shall be established around the bridge/tree, and no construction shall occur until a qualified biologist determines that the nest has successfully fledged and/or is no longer active. Nest avoidance buffer distances may need to be expanded if the biologist determines that the initial avoidance buffer is still resulting in avoidance behavior from the adults.
• If construction occurs outside of the nesting bird season (September 1 to January 31), a nesting bird survey and environmental training for nesting birds would not be required.

Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
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Mitigation Timing Responsible Party Initials Date
Mitigation Measure BIO-5: Pre-Construction Roosting Bat Survey A qualified biologist shall conduct a pre-construction survey within seven days of the commencement of ground-disturbing or other construction activities at each bridge location. This survey may be combined with the nesting bird survey, if possible. If no bats are observed, a letter report shall be prepared to document the survey, and no additional measures are recommended. If construction does not commence within seven days of the pre-construction survey, or halts for more than seven days, an additional survey is recommended before starting work.

If bats are present and roosting on or within 100 feet of the project footprint, then the biologist shall establish an appropriate no-disturbance buffer around the roost site. No construction activities should occur within the nodisturbance buffer until a qualified biologist has determined the roost is no longer active. Additional mitigation measures for bat species, such as the installation of bat boxes or alternate roost structures, would be recommended only if special-status bat species are found to be roosting within the project area.

Within seven days
of initiation of
ground-disturbing
activities.

Qualified
Biologist; City
Mitigation Measure BIO-6: Aquatic Resources and Permitting Requirements Prior to the initiation of any construction activities that could result in impacts to potentially regulated aquatic features, the extent of the Ordinary High Water Mark (OHWM) of aquatic features within the study area shall be mapped, and applicable permits shall be prepared and submitted to the appropriate regulatory agencies for any project-related impacts to these features. Any conditions included in the final permits, including prescribed mitigation measures, shall be required to be implemented before filling or impacting these features.

Section 404 authorization from the USACE and a Section 401 Water Quality Prior to the
initiation of
ground-disturbing
activities.

Project Proponent
Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
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Certification from the RWQCB may be required before the start of construction that will impact any waters of the U.S. Any waters of the U.S. or jurisdictional wetlands that would be lost or disturbed shall be replaced or rehabilitated on a “no-net-loss” basis in accordance with the USACE mitigation guidelines and City requirements. Habitat restoration, rehabilitation, and/or replacement shall be at a location and by methods agreeable to the agencies.

If a 404 permit is required for the proposed project, then water quality concerns during construction would be addressed in the Section 401 water quality certification from the Regional Water Quality Control Board.

If the aquatic features are determined to not be subject to federal jurisdiction, then these features may still be subject to waste discharge requirements under the Porter-Cologne Water Quality Control Act. Section 13260(a) of the Porter-Cologne Water Quality Control Act (contained in the California Water Code) requires any person discharging waste or proposing to discharge waste, other than to a community sewer system, within any region that could affect the quality of the waters of the State (all surface and subsurface waters) to file a report of waste discharge. The discharge of dredge or fill material into the ditches may constitute a discharge of waste that could affect the quality of waters of the State. A report of waste discharge shall be filed for impacts to non-federal waters, if required.

The creek corridor is also likely regulated by CDFW under Section 1600 of the California Fish and Game Code. CDFW asserts jurisdiction over native riparian habitat adjacent to aquatic features, including native trees over four inches in DBH. If an existing fish or wildlife resource may be substantially adversely affected by the activity, CDFW may propose reasonable measures that shall allow the protection of those resources. If these measures are agreeable to the parties involved, they shall enter into an agreement with CDFW identifying the approved activities and associated mitigation measures.

Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
10 ITEM 10

Mitigation Measure Monitoring/ Reporting/
Verification of
Compliance
Mitigation Timing Responsible Party Initials Date
Mitigation Measure BIO-7: Tree Impact Assessment and Permit Application Prior to issuance of a Building or Grading Permit for the project, the City shall submit a final Tree Impact Assessment for impacts to trees from project construction activities located within the City of Citrus Heights (Indian River, Matheny, and Patton Bridges) and County of Sacramento (Sundance Bridge).

The Tree Impact Assessment report shall include all preservation measures, including details for modified construction methods that the City shall undertake during construction to ensure the long-term health and safety of the trees. The impact assessment report shall take into account improvement plans that show any encroachment into the driplines of any protected trees. If avoiding tree removal or construction within the dripline of protected trees is not feasible, other mitigation measures offered by a certified arborist and accepted by the Planning Division must be made. The proposed project shall abide by the Standard Policies and Procedures for Approved Work listed in Section 106.39.050 of the City’s Tree Preservation and Protection Ordinance, and the County’s required measures in Sections 19.12.130, 19.12.140,

19.12.150, and 19.12.160. If required by the City or County upon approval of the Tree Permits, replacement tree plantings or in-lieu mitigation fees will be completed or paid in accordance with City and County requirements. Prior to any project activities that could potentially impact protected trees, an International Society of Arborists (ISA) certified arborist shall conduct an arborist assessment of the inventoried trees and prepare an arborist survey report. The arborist survey report shall be used to determine tree protection measures and shall be submitted to the City of Citrus Heights along with a Tree Permit application. All measures and tree mitigation requirements in the Tree Permit shall be followed.

Prior to issuing
permits.

ISA Certified
Arborist; City
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CULTURAL RESOURCES
Mitigation Measure CUL-1: Accidental Discovery of Cultural Resources In the event that cultural resources are exposed during ground-disturbing activities, construction activities shall be halted within 100 feet of the discovery. Cultural resources could consist of but are not limited to stone, bone, wood, or shell artifacts, or features, including hearths, structural remains, or historic dumpsites. If the resources cannot be avoided during the remainder of construction, a qualified archaeologist who meets the Secretary of the Interior’s Professional Qualifications Standards shall assess the resource and provide appropriate management recommendations. If the discovery proves to be CRHR- or NRHP-eligible, additional documentation and analysis, such as data recovery excavation, may be warranted.

Immediately upon
discovery.

Construction
Personnel;
Qualified
Archaeologist
Mitigation Measure CUL-2: Accidental Discovery of Human Remains Although unlikely, there is always the possibility that ground-disturbing activities during construction may uncover previously undocumented human remains. In the event of an accidental discovery or recognition of any human remains during project construction, guidelines from both Public Resources Code (PRC) Section 5097.98 shall be considered.

In accordance with PRC Section 5097.98, if there is a discovery or recognition of human remains, the following steps shall be taken:

1. There shall be no further excavation or disturbance of the specific location or any nearby area reasonably suspected to overlie adjacent human remains until the County Coroner is contacted to determine if the remains are Native American and if an investigation of the cause of death is required. If the coroner determines the remains are Native American, the coroner shall contact the NAHC within 24 hours, and the Immediately upon
discovery.

Construction
Personnel; County
Coroner; NAHC;
City
Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
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NAHC shall identify the person or persons it believes to be the “most likely descendant” of the deceased Native American. The most likely descendant may make recommendations to the landowner or the person responsible for the excavation work, for means of treating or disposing of, with appropriate dignity, the human remains, and any associated grave goods as provided in PRC Section 5097.98, or

2. Where the following conditions occur, the City shall rebury the Native American human remains and associated grave goods with
appropriate dignity either in accordance with the recommendations of the most likely descendant or on the project impact area in a location not subject to further subsurface disturbance:
• The NAHC is unable to identify a most likely descendant or the most likely descendant failed to make a recommendation
within 48 hours after being notified by the commission; • The descendant identified fails to make a recommendation; or The City rejects the recommendation of the descendant, and the mediation by the NAHC fails to provide measures acceptable to the City.

Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
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Mitigation Measure Monitoring/ Reporting/
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Mitigation Timing Responsible Party Initials Date

GEOLOGY AND SOILS
Mitigation Measure GEO-1: Avoid and Minimize Impacts to Paleontological Resources
In the event paleontological or other geologically sensitive resources (such as fossils or fossil formations) are identified during any phase of project construction, all excavations within 100 feet of the find shall be temporarily halted until the find is examined by a qualified paleontologist, in accordance with Society of Vertebrate Paleontology standards. The paleontologist shall notify the appropriate representative at the City who shall coordinate with the paleontologist as to any necessary investigation of the find. If the find is determined to be significant under CEQA, the City shall implement those measures which may include avoidance, preservation in place, or other appropriate measures, as outlined in Public Resources Code Section 21083.2.

Immediately upon
discovery.

Construction
Personnel;
Qualified
Paleontologist;
City

HAZARDS AND HAZARDOUS MATERIALS
Mitigation Measure HAZ-1: Avoid and Minimize Impact to Underground Utilities
At least seven (7) days prior to ground disturbing activities, the applicant shall call Underground Service Alert at 811 to provide notification of the planned activities, including the locations of excavation activities. No ground disturbing activities shall take place until the locations of the underground utilities are identified and marked at the site by the utility provider. The construction contractor shall conduct an on-site meeting pursuant to Gov. Code Section 4216, to determine actions required to verify the location of the underground utilities. If excavation is planned to occur within 15 feet of the locations of field marked underground utilities, hand tools shall be used to expose the exact location of all lines before using any power-driven excavation equipment in the area. Should construction activities result in any damage to underground utilities (including a slight gouge, scrape, or dent to a pipeline, its coating, or At least seven
days prior to
ground-disturbing
activities.

Project
Proponent;
Construction
Contractor
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any component attached to or running alongside the pipe, such as a wire), the damage shall be immediately reported by calling the utility provider(s).

Mitigation Measure HAZ-2: Utility Coordination and Safe Removal Procedures
Prior to any ground-disturbing activities associated with the relocation or removal of utilities at the Indian River Bridge and Matheny Bridge locations, the City shall contact Consolidated Communications (CCI), Comcast, and Pacific Gas and Electric (PG&E) to provide notification of planned excavation that would impact the abandoned CCI and Comcast joint trench conduits at Indian River Bridge active and inactive PG&E gas lines at Matheny Bridge. No ground-disturbing activities shall occur until the abovementioned underground and exposed utilities have been identified and field-marked by the responsible utility provider(s).

In accordance with California Government Code Section 4216, the City, excavation contractor, and relevant pipeline or utility operators shall conduct an on-site coordination meeting prior to the start of work to review the planned excavation methods, discuss utility protection requirements, and determine appropriate verification procedures for locating and removing utilities in the creek bed.

If excavation or utility removal activities are planned to occur within 15 feet of any marked or exposed utility line, hand tools shall be used to expose and verify the exact location of all lines in the proposed excavation areas prior to the use of any power-driven excavation equipment in the area. Construction personnel shall implement all safety protocols required by each utility owner, including any required stand-by monitoring, pressure test requirements, or temporary shutoff procedures for the active PG&E gas line.

Prior to the
initiation of
ground-disturbing
activities.

Construction
Contractor; City
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Mitigation Measure Monitoring/ Reporting/
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If construction activities result in damage to a utility, including minor coating scrapes, wire disturbance, conduit breakage, or any visible gouge, dent, or abrasion to a pipeline or line component, work shall immediately stop in the affected area. The damage shall be immediately reported to the appropriate utility provider, and repairs shall be completed consistently with the utility owner’s specifications before work may resume.

HYDROLOGY AND WATER QUALITY
Mitigation Measure HYD-1: Preparation and Implementation of a Dewatering Plan
Prior to the start of any in-water construction activities, the City shall prepare a project-specific Dewatering Plan for review and approval by the City Engineer and applicable regulatory agencies. The plan shall describe the methods for isolating work areas and maintaining downstream flows. The plan shall also identify best management practices to prevent turbidity, sedimentation, or pollutant discharges downstream and outline procedures for gradually returning flows to the channel once construction is complete. The City shall implement all elements of the approved Dewatering Plan throughout construction.

Prior to the
initiation of
ground-disturbing
activities.

City
Mitigation Measure HYD-2: Standard Construction Best Management Practices
The City shall implement the following standard construction BMPs throughout construction to minimize potential water quality impacts. • The project impact area shall be delineated and/or fenced prior to the start of construction.
• Appropriate erosion control measures shall be used (e.g., hay bales, filter fences, vegetative buffer strips, or other accepted equivalents) to reduce siltation and contaminated runoff from leaving the proposed Throughout
construction
activities.

City; Construction
Personnel
Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
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project impact area. The integrity and effectiveness of the BMPs shall be inspected daily by the resident engineer. Corrective actions and repairs shall be carried out immediately.
• Construction by-products and pollutants such as petroleum products, chemicals, or other deleterious materials shall not be used adjacent to or within the creeks.
• A plan for the emergency clean-up of any spills of fuel or other materials shall be available on-site when construction equipment is in use, and adequate materials shall be available for spill clean-up and during storm events.
• Construction vehicles and equipment shall be maintained to prevent contamination of soil or water from external grease and oil or from leaking hydraulic fluid, fuel, oil, and grease.
• Leaking vehicles and equipment shall be removed from the site. • Materials storage areas containing hazardous or potentially toxic materials such as petroleum products shall have an impermeable membrane between the ground and the hazardous material and shall be bermed to prevent the discharge of pollutants to ground water and runoff water.
• Equipment shall be re-fueled and serviced at designated construction staging areas, as far as possible from the creeks.

Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
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• All construction material and fill shall be stored and contained in a designated area that is located as far away as possible from the creeks to prevent transport of materials into the creeks.
• No litter, debris, or side cast shall be dumped or permitted to enter creeks.
• During project activities, all trash that may attract predators shall be properly contained, removed from the work site, and disposed of regularly. Following construction, all trash and construction debris shall be removed from work areas.

TRIBAL CULTURAL RESOURCES
Mitigation Measure TCR-1: Accidental Discovery of Tribal Cultural Resources If any suspected TCRs or resources of cultural significance to UAIC, including but not limited to features, anthropogenic/cultural soils, cultural belongings or objects (artifacts), shell, bone, shaped stones or bone, or ash/charcoal deposits are discovered by any person during construction activities including ground disturbing activities, all work shall pause immediately within 100 feet of the find, or an agreed upon distance based on the project area and nature of the find. Work shall cease in and within the immediate vicinity of the find regardless of whether the construction is being actively monitored by a Tribal Monitor, cultural resources specialist, or professional archaeologist.

A Tribal Representative and the City shall be immediately notified, and the Tribal Representative in coordination with the City shall determine if the find is a TCR (PRC Section 21074) and the Tribal Representative shall make recommendations for further evaluation and treatment, as necessary.

Immediately upon
discovery.

UAIC Tribal
Monitor, Cultural
Resources
Specialist, or
Professional
Archaeologist;
Construction
Contractor; City
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Treatment and Documentation:
• The culturally affiliated Tribe shall consult with the City to (1) identify the boundaries of the new TCR and (2) if feasible, identify appropriate preservation in place and avoidance measures, including redesign or adjustments to the existing construction process, and long-term management, or 3) if avoidance is infeasible, a reburial location in proximity of the find where no future disturbance is anticipated.

Permanent curation of TCRs will not take place unless approved in writing by the culturally affiliated Tribe.
• The construction contractor(s) shall provide secure, on-site storage for culturally sensitive soils or objects that are components of TCRs that are found or recovered during construction. Only Tribal Representatives shall have access to the storage. Storage size shall be determined by the nature of the TCR and can range from a small lock box to a conex box (shipping container). A secure (locked), fenced area can also provide adequate on-site storage if larger amounts of material must be stored.
• The construction contractor(s) and City shall facilitate the respectful reburial of the culturally sensitive soils or objects. This includes providing a reburial location that is consistent with the Tribe’s preferences, excavation of the reburial location, and assisting with the reburial, upon request.
• Any discoveries shall be documented on a Department of Parks and Recreation (DPR) 523 form within two weeks of the discovery and submitted to the appropriate CHRIS center in a timely manner.

Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
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• Work at the TCR discovery location shall not resume until authorization is granted by the City in coordination with the culturally affiliated Tribe. • If articulated or disarticulated human remains, or human remains in any state of decomposition or skeletal completeness are discovered during construction activities, the County Coroner and the culturally affiliated Tribe shall be contacted immediately. Upon determination by the County Coroner that the find is Native American in origin, the Native American Heritage Commission will assign the Most Likely Descendent who will work with the project proponent to define appropriate treatment and disposition of the burials.

Citrus Heights Creek Erosion and Bridge Scour Protection Project Mitigation Monitoring and Reporting Program May 2026
20 ITEM 10

CITY OF CITRUS HEIGHTS

CITY COUNCIL STAFF REPORT

MEMORANDUM
DATE: July 8, 2026
TO: Mayor and City Council Members
Ashley J. Feeney, City Manager
FROM: Regina Cave, Director, General Services Department Leslie Blomquist, City Engineer
Daniel Kehrer, Principal City Engineer
Mary Poole, Operations Manager
SUBJECT: Adoption of the 2026 Local Roadway Safety Plan (LRSP) Update Recommendation
In January 2020, Caltrans awarded the City of Citrus Heights a grant to prepare the City’s first Local Roadway Safety Plan (LRSP), which was adopted by the City Council in July 2021. The LRSP established data driven framework for improving roadway safety and is required for eligibility in some key state and federal safety funding programs, such as the Highway Safety Improvement Program (HSIP) and Safe Streets and Roads for All (SS4A).

The 2026 Local Roadway Safety Plan Update builds upon the 2021 LRSP by incorporating new collision data from January 1, 2020 through December 31, 2024, updating emphasis areas, and refreshing the systemic countermeasure toolbox. While citywide collision trends have changed to some extent over the past five years - including increases in impaired and distracted driving - the analysis indicates that the locations of fatal and severe injury (KSI) crashes remain generally consistent with the corridors identified in the 2021 LRSP. Adopting the updated LRSP ensures the City remains competitive for future safety grant opportunities and affirms the City’s commitment to improving roadway safety for all users.

Staff recommends that the City Council adopt Resolution No. 2026-___, a Resolution of the City Council of the City of Citrus Heights, California, Adopting the 2026 Citrus Heights Local Roadway Safety Plan (LRSP) Update.

Strategic Plan Alignment
This item is in alignment with the following City Council priority:

Goal: Maintain Public Infrastructure and Enhance All Modes of Transportation ITEM 11
Subject: 2026 Local Roadway Safety Plan (LRSP) Update
Date: July 08, 2026

Page 2 of 3 ends

Fiscal Impact
No fiscal impact to the current fiscal year budget. This project was completed using funds programmed in the current On Call Traffic Engineering Contract utilizing Measure A Traffic Safety funds.

Background and Analysis
The City’s original LRSP, adopted in 2021, provided a comprehensive evaluation of collision patterns from 2015-2019 and identified systemic and location specific opportunities to reduce fatal and severe injury crashes. LRSPs must be updated periodically to remain eligible for HSIP, SS4A, and related grant programs.

The LRSP framework identifies locations with higher than expected crash rates and severe levels of injury. Evaluating collision history throughout the City’s transportation network allows the City to:
• Identify factors that commonly contribute to crashes across the City • Improve safety at locations with disproportionately high numbers of fatal and severe injury crashes
• Develop safety measures that align with the California Strategic Highway Safety Plan (SHSP)
The 2026 LRSP Update incorporates five additional years of crash data (2020–2024), capturing conditions during and after the COVID19 pandemic. The consultant team worked closely with staff from the General Services Department, Police Department, and the Sacramento Metropolitan Fire District during preparation of the update. The LRSP is intended to be a living document, and minor updates may be incorporated prior to the next formally adopted update.

The 2026 update includes:
• Detailed network screening of intersections and roadway segments • Assessment of high crash and high risk locations
• Evaluation of crash patterns involving speeding, impaired driving, distracted driving, and vulnerable roadway users
• Updated engineering and non-engineering countermeasure toolboxes • Revised priority project lists based on current data and benefit-cost assessments While crash frequencies and contributing factors have changed to some extent from the prior study period, the geographic distribution of KSI crashes has not shifted significantly. As in the 2021 LRSP, the majority of fatal and severe injury crashes continue to occur along the City’s arterial network. This consistency supports sustained focus on these corridors and the implementation of systemic safety improvements Citywide.

ITEM 11
Subject: 2026 Local Roadway Safety Plan (LRSP) Update
Date: July 08, 2026

Page 3 of 3 ends

LRSPs provide a guide for local jurisdictions to systemically address the conditions that lead to fatal and severe injury crashes. They offer a locally developed and customized roadmap to directly address the most common safety challenges in the community.

Adopting the updated LRSP equips the City to pursue effective transportation safety initiatives and partnerships aimed at reducing fatalities and severe injuries, supports its ongoing commitment to safer streets for all users, and maintains eligibility for future safety grant opportunities.

Attachments
1) Resolution No. 2026-___ - A Resolution of the City Council of the City of Citrus Heights, California, Adopting the 2026 Citrus Heights Local Roadway Safety Plan (LRSP) Update
2) 2026 Local Roadway Safety Plan (LRSP) Update
ITEM 11
RESOLUTION NO. 2026-___

A RESOLUTION OF THE CITY COUNCIL OF THE

CITY OF CITRUS HEIGHTS, CALIFORNIA, ADOPTING THE
2026 CITRUS HEIGHTS LOCAL ROADWAY SAFTY PLAN (LRSP) UPDATE

WHEREAS, the City of Citrus Heights is committed to improving roadway safety for all users, including motorists, pedestrians, bicyclists, and transit riders; WHEREAS, in January 2020, Caltrans awarded the City funding to prepare its first Local Roadway Safety Plan (LRSP), which was adopted by City Council in July 2021; WHEREAS, the LRSP provides a data-driven framework for identifying safety issues, prioritizing safety projects, and improving eligibility for state and federal funding, including the Highway Safety Improvement Program (HSIP) and Safe Streets and Roads for All (SS4A); WHEREAS, Caltrans and federal guidance recommend periodic updates to Local Roadway Safety Plans to ensure current data, trends, and emphasis areas are reflected; WHEREAS, the 2026 LRSP Update incorporates five years of new collision data (January 1, 2020 through December 31, 2024), evaluates current crash trends, updates systemic and location specific safety recommendations, and maintains eligibility for competitive safety grant programs; WHEREAS, the LRSP is intended to be a living document, and minor updates may be incorporated prior to the next formally adopted update; WHEREAS, General Services Department staff worked collaboratively with Police Department, the Sacramento Metropolitan Fire District, the consultant team and other stakeholders to prepare the 2026 LRSP Update;
WHEREAS, the City Council desires to adopt the 2026 LRSP Update to guide future safety planning and strengthen the City’s competitiveness for state and federal safety funding opportunities.

NOW THEREFORE BE IT RESOLVED AND ORDERED that the City Council of the City of Citrus Heights does hereby adopt the 2026 Local Road Safety Plan (LRSP) Update.

The City Clerk shall certify the passage and adoption of this Resolution and enter it into the book of original resolutions.

PASSED AND ADOPTED by the City Council of the City of Citrus Heights, California, this 8th day of July 2026 by the following vote, to wit:

AYES: Council Members:

NOES: Council Members:

ABSTAIN: Council Members:

ABSENT: Council Members:

MariJane Lopez-Taff, Mayor
ATTEST:

Amy Van, City Clerk
ITEM 11
Copyright © 2026 Kimley-Horn and Associates, Inc.

CITY OF CITRUS HEIGHTS
2026 LOCAL ROADWAY

SAFETY PLAN (LRSP)UPDATE
ITEM 11
ii

CITY OF CITRUS HEIGHTS
2026 LOCAL ROADWAY SAFETY PLAN (LRSP)
UPDATE
Prepared for:

City of Citrus Heights
General Services Department
6360 Fountain Square Drive
Citrus Heights, CA 95621
(916) 727-4770
Prepared by:

Kimley-Horn and Associates, Inc.
555 Capitol Mall, Suite 300
Sacramento, California 95814
(916) 858-5800
This document, together with the concepts and designs presented herein, as an instrument of service, is intended only for the specific purpose and client for which it was prepared. Reuse of and improper reliance on this document without written authorization and adaptation by Kimley-Horn and Associates, Inc. shall be without liability to Kimley-Horn and Associates, Inc.

July 2026
ITEM 11
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ACKNOWLEDGEMENTS
The City of Citrus Heights employees and partners were instrumental in the development, review, and refinement of this Technical Memorandum. The City of Citrus Heights and Kimley-Horn would like to express their appreciation to the supporting staff and partners for their participation and contributions.

City of Citrus Heights
Mary Poole (Operations Manager/Project Manager)
Leslie Blomquist (City Engineer)
Daniel Kehrer (Principal Civil Engineer)
Tori Luchini (Administrative Assistant)
Matthew Ma (Engineering Technician II)
Officer Zachariah Erickson (Police Department)
Sergeant Kane Kissam (Police Department)
Lieutenant William Dunning (Police Department)
Sacramento Metropolitan Fire District
Roman Klets (Fire Inspector II)
Consultant Team (Kimley-Horn)
Zachary Ramalingam EIT (Project Manager)
Robert Paderna, PE, RSP1
Matt Weir, PE, TE, PTOE, RSP2I
Curtis Yee, PE, TE

STATUTORY NOTICE
23 U.S.C. § 409: US Code - Section 409: Discovery and admission as evidence of certain reports and surveys
Notwithstanding any other provision of law, reports, surveys, schedules, lists, or data compiled or collected for the purpose of identifying, evaluating, or planning the safety enhancement of potential accident sites, hazardous roadway conditions, or railway- highway crossings, pursuant to sections 130, 144, and 148 of this title or for the purpose of developing any highway safety construction improvement project which may be implemented utilizing Federal-aid highway funds shall not be subject to discovery or admitted into evidence in a Federal or State court proceeding or considered for other purposes in any action for damages arising from any occurrence at a location mentioned or addressed in such reports, surveys, schedules, lists, or data.

ITEM 11
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TABLE OF CONTENTS

1. INTRODUCTION ................................................................................................................ 1

2. VISION, GOAL, AND OBJECTIVES .......................................................................................... 3

3. PROCESS........................................................................................................................ 4

3.1. Guiding Manuals............................................................................................................ 4

3.1.1. Local Roadway Safety: A Manual for California’s Local Road Owners .................... 5

3.1.2. Highway Safety Manual ....................................................................................... 5

3.2. Analysis Techniques ...................................................................................................... 6

3.2.1. Crash and Network Screening Analysis ................................................................ 6

3.2.2. Critical Crash Rate (CCR) Analysis....................................................................... 7

3.2.3. Probability of Specific Crash Types Exceeding Threshold Proportion ..................... 8

3.2.4. Equivalent Property Damage Only (EPDO) ............................................................ 8

4. CITRUS HEIGHTS PLANS, POLICIES, AND PROGRAMS .............................................................. 11

4.1. Review of Policies and Plans ........................................................................................11

4.2. Multi Modal Transportation Safety Program (MMTSP) Program.......................................11

4.3. Existing Roadway Improvement and Safety Projects......................................................15

5. STAKEHOLDER ENGAGEMENT ............................................................................................ 17

6. DATA SOURCES.............................................................................................................. 18

6.1. Roadway Network........................................................................................................18

6.2. Intersections ...............................................................................................................18

6.3. Crashes.......................................................................................................................18

6.4. 2021 LRSP ...................................................................................................................18

7. SAFETY TRENDS ............................................................................................................. 19

7.1. Citrus Heights KSI Crashes Compared to Statewide KSI Crashes...................................19

7.2. California Office of Traffic Safety (OTS) Rankings for Citrus Heights ...............................21

7.3. Severity Level...............................................................................................................22

7.4. Annual Crashes ...........................................................................................................27

7.5. Crash Causes..............................................................................................................29

7.6. Crash Types.................................................................................................................30

7.7. Motorcycle Crashes.....................................................................................................32

7.8. Lane Departure Crashes ..............................................................................................32

7.9. Aggressive, Impaired, and Distracted Driving Crashes...................................................35

7.9.1. Aggressive Driving Crashes................................................................................35

7.9.2. Impaired Driving Crashes ..................................................................................36

7.9.1. Distracted Driving Crashes ................................................................................36

7.10. Non-Motorized Crashes............................................................................................40

7.10.1. Bicycle Crashes..............................................................................................40

7.10.2. Pedestrian Crashes ........................................................................................41

7.11. Roadway Factors ......................................................................................................44

8. RECOMMENDATIONS ....................................................................................................... 47 ITEM 11
v

8.1. Engineering Countermeasures .....................................................................................47

8.1.1. Crash Modification Factors................................................................................47

8.1.2. Engineering Countermeasures Toolbox ..............................................................48

8.1.3. 2021 LRSP Priority Projects................................................................................53

8.1.4. New Priority Projects .........................................................................................54

8.2. Non-Infrastructure Countermeasures ..........................................................................61

9. EVALUATION AND IMPLEMENTATION .................................................................................... 62

9.1. Evaluation ...................................................................................................................62

9.2. Implementation...........................................................................................................62

9.2.1. Near- and Mid-Term Focus Areas .......................................................................62

9.3. Funding .......................................................................................................................63

9.3.1. Highway Safety Improvement Program (HSIP).....................................................63

9.3.2. Safe Streets and Roads for All (SS4A) ................................................................. 63

9.3.3. Caltrans Active Transportation Program (ATP) ....................................................63

9.3.4. State Transportation Improvement Program (STIP) .............................................64

9.3.5. California SB 1 ..................................................................................................64

9.3.6. California OTS Grants........................................................................................64

9.3.7. SACOG Regional Funding Programs ...................................................................65

10. NEXT STEPS .................................................................................................................. 66 ITEM 11
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LIST OF APPENDICES
Appendix A Intersection Network Screening Results
Appendix B Segment Network Screening Results
Appendix C Summary of Programs, Policies, and Practices for the City of Citrus Heights Appendix D Project Sheets

LIST OF FIGURES
Figure 1 — Citywide EPDO Values (2020-2024)............................................................................10 Figure 2 — MMTSP Yard Sign.......................................................................................................12 Figure 3 — MMTSP Requests (7/1/2020-12/31/2025) ................................................................13 Figure 4 — Sample of Community-Based Safety Improvements ...............................................14 Figure 5 — Roadway Improvements and Safety Projects ..............................................................16 Figure 6 — Crash Severity by Facility Type (2020 – 2024) ..............................................................22 Figure 7 — Citywide KSI Crashes (2020-2024) .............................................................................24 Figure 8 — Citywide Crashes (2020-2024) ...................................................................................25 Figure 9 — Intersection and Segment Crashes (2020-2024) .........................................................26 Figure 10 — Annual Crashes (2015 – 2024)..................................................................................27 Figure 11 — Annual KSI Crashes (2015 – 2024) ............................................................................28 Figure 12 — Crashes by Cause (2020 – 2024) ..............................................................................29 Figure 13 — KSI Crashes by Cause (2020 – 2024).........................................................................30 Figure 14 — Crashes by Type (2020 – 2024) .................................................................................31 Figure 15 — KSI Crashes by Type (2020 – 2024) ...........................................................................31 Figure 16 — Motorcycle Crashes (and KSI Crashes) at Facility Types (2020-2024).........................32 Figure 17 — Motorcycle Crashes (2020-2024) .............................................................................33 Figure 18 — Lane Departure Crashes (2020-2024).......................................................................34 Figure 19 — Aggressive and Impaired Driving Crashes ................................................................. 35 Figure 20 — Aggressive Driving Crashes (2020-2024)...................................................................37 Figure 21 — Impaired Driving Crashes (2020-2024)......................................................................38 Figure 22 — Distracted Driving Crashes (2020-2024) ...................................................................39 Figure 23 — Bicycle and Pedestrian Crashes (2020-2024)............................................................40 ITEM 11
vii
Figure 24 — Bicycle Crashes (2020-2024) ...................................................................................42 Figure 25 — Pedestrian Crashes (2020-2024)..............................................................................43 Figure 26 — Dark and Wet Roadway Crashes (2020-2024) ...........................................................44 Figure 27 — Dark Roadway Condition Crashes (2020-2024).........................................................45 Figure 28 — Wet Roadway Condition Crashes (2020-2024)..........................................................46 Figure 29 — CMF Calculation .....................................................................................................47 Figure 30 — CRF Calculation ......................................................................................................47 Figure 31 — CMF Method Sample Calculation.............................................................................48 Figure 32 — Mast Arm Improvements..........................................................................................55 Figure 33 — Signage Improvements ............................................................................................56 Figure 34 — Old Auburn Road Safety Improvements....................................................................58 Figure 35 — Excerpt of Sunrise Tomorrow Frontage Improvements ..............................................59

LIST OF TABLES
Table 1 — Historical Trends: Citrus Heights KSI Crashes Compared to Statewide KSI Crashes......19 Table 2 — Change in Challenge Area Differentials .......................................................................20 Table 3 — Citrus Heights OTS Ranking (2023)..............................................................................21 Table 4 — KSI Crashes by Facility Type........................................................................................22 Table 5 — Crashes by Severity (2020 – 2024) ...............................................................................23 Table 6 — Intersections with Highest Quantity of Crashes ...........................................................23 Table 7 — Citrus Heights Engineering Countermeasures Toolbox.................................................49 Table 8 – Near-Term, Mid-Term, and Long-Term Improvements....................................................52 Table 9 — Priority Project Benefit-Cost Ratios .............................................................................54 Table 10 — Signage Improvement Benefit Cost Ratios ................................................................. 57 Table 11 — Non-Infrastructure Countermeasures Toolbox ..........................................................61 ITEM 11
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LIST OF ACRONYMS AND TERMINOLOGY
A Suspected Serious Injury Collision
AASHTO American Association of State Highway and Transportation Officials ATP Active Transportation Program
ARIDE Advance Roadside Impaired Enforcement
B Non-incapacitating Injury Collision
C Possible Injury Collision
CA MUTCD California Manual on Uniform Traffic Control Devices CalEPA California Environmental Protection Agency
Caltrans California Department of Transportation
CCR Critical Crash Rate
CEJST Climate and Economic Justice Screening Tool
CMAQ California Mitigation and Air Quality
CMF Crash Modification Factor
CRF Crash Reduction Factor
CTC California Transportation Commission
DAC Disadvantaged Communities
DEV Daily Entering Volume
DRE Drug Recognition Expert
EO Executive Order
EPDO Equivalent Property Damage Only
FAST Fixing America’s Surface Transportation
FHWA Federal Highway Administration
GIS Geographic Information System
HSIP Highway Safety Improvement Program
HFST High Friction Surface Treatment
HSM Highway Safety Manual
IIP Interregional Improvement Program
ITIP Interregional Transportation Improvement Program
ITEM 11
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K Fatal Collision
K+SI Fatal and Severe Injury Crashes
LRSP Local Roadway Safety Plan
LRSM Local Roadway Safety Manual
MEV Million Entering Vehicles
NEV Neighborhood Electric Vehicle
NHTSA National Highway Traffic Safety Administration
O No Injury Collision (Property Damage Only)
PD Police Department
PDO Property Damage Only
RRFB Rectangular Rapid Flashing Beacon
RIP Regional Improvement Program
RSTP Rural Surface Transportation Program
RTIP Regional Transportation Improvement Program
R/W Right-of-Way
SARC School Accountability Report Card
SB Senate Bill
SHSP Strategic Highway Safety Plan
SRTS Safe Routes to School
SACOG Sacramento Area Council of Government
SS4A Safe Streets and Roads for All
STIP State Transportation Improvement Program
SWITRS Statewide Integrated Traffic Records System
TCAS Traffic Collision Analysis System (Draft)
TDM Transportation Demand Model
TIMS Transportation Injury Mapping System
US ACS United States Census American Community Survey
VMT Vehicle Miles Traveled
ITEM 11
1 1. INTRODUCTION
The City of Citrus Heights (City) is an established community located 15 miles northeast of Sacramento. The City has a population of approximately 88,100 residents over a total area of 14.2 square miles. The City’s transportation network includes 214 centerline miles of City-maintained roads and 67 traffic signals, the majority of which are located on key arterial and collector roadways (some of which are located along the shared boundary with Sacramento County). The City also owns, operates, and maintains three traffic signals located at pedestrian crossings and two traffic signals for emergency vehicles at fire stations.

The City has taken steps to enhance multi-modal safety by adopting and implementing its 2021 LRSP. The City builds upon these safety efforts in this LRSP Update (herein referred to as the “LRSP”) by identifying areas of emphasis and systemic recommendations that can be implemented to enhance safety. This LRSP analyzes the next consecutive, five year period of recent crash data (January 1, 2020 – December 31, 2024), assessing crash trends observed during the COVID-19 Pandemic and in the years immediately following.

The LRSP analyzes crash data on an aggregate basis as well as at specific locations to identify citywide trends, high-crash locations, high-risk locations, and locations with unusual crash patterns or high-crash severities. The analysis of crash history throughout the City’s transportation network allows for opportunities to:
 Identify factors in the transportation network that inhibit safety for roadway users of all modes of travel
 Improve safety at high-crash locations and locations which experience a disproportionately high number of fatal and severe injury crashes
 Develop safety measures aligning with the California Strategic Highway Safety Plan (SHSP) Five Es of safety: Engineering, Enforcement, Education, Emergency Services, and Emerging Technologies, to encourage safer driver behavior and more favorable severity outcomes The process and analysis performed for the City’s LRSP includes a summary of vision and goals, crash history analysis, the establishment of emphasis areas, an equity assessment, a refreshed countermeasure toolbox, and a set of policy recommendations. The information compiled will provide a foundation for decision making and prioritization for safety countermeasures and projects that enhance safety equitably for all modes of travel within the City. The expanded implementation section will provide guidance to the City on applying for grant funding from various safety programs.

ITEM 11
2 The intent of the LRSP is to:
 Create a greater awareness of road safety and risks
 Reduce the number of fatal and severe-injury crashes
 Develop lasting partnerships
 Provide support for grant funding opportunities
 Aid in the prioritization of investments in traffic safety The City seeks to improve roadway safety by implementing the Safe System Approach. The Safe System Approach, as defined in the Caltrans SHSP, is built upon the following principles 1 :
• Death and serious injuries are unacceptable
• Humans make mistakes
• Humans are vulnerable
• Responsibility is shared
• Safety is proactive
• Redundancy is crucial
Consistent with the safe systems approach, this report takes a comprehensive approach to roadway safety by making policy recommendations and including education and enforcement as potential non-engineering countermeasures.
1 2020-2024 SHSP – Jan 2023 (PDF), Caltrans. January 2023. dot.ca.gov/-/media/dot-media/programs/safetyprograms/documents/shsp/2023-shsp-full-report-2020-2024-a11y.pdf Source: What Is a Safe System
Approach? USDOT 2022.

ITEM 11
3 2. VISION, GOAL, AND OBJECTIVES
The Citrus Heights LRSP evaluates the transportation network, as well as non-infrastructure programs and policies within the City. Mitigation measures are evaluated using criteria to analyze the safety of road users (drivers and passengers, bicyclists, and pedestrians), the interaction of modes, influences on the roadway network from adjacent municipalities, and the potential benefits of safety countermeasures. This effort is intended to use historical data to identify trends and develop a toolbox of countermeasures applicable to conditions in the City that can be used for proactive identification and implementation of systemic opportunities, without relying solely on a reaction and response to crashes as they occur.

The Federal Highway Administration (FHWA) maintains a list of Proven Safety Countermeasures 2 .

The list currently has 20 Proven Safety Countermeasures, and LRSPs are included on the list of 20 Proven Safety Countermeasures. Implementation of LRSPs has improved safety in local jurisdictions across the country by providing a guide for local jurisdictions to systemically address the conditions that lead to fatal and severe-injury crashes. They provide a locally developed and customized roadmap to directly address the most common safety challenges in the given jurisdiction. Following discussions with City staff and a review of existing plans and policies for the area, the following Vision, Goals, and Objectives have been established for this project.

Vision: Support the California vision of moving towards significantly reducing fatalities and severe injuries for all road users.

Goal: Identify transportation safety initiatives (projects and programs) and partnerships to continue reducing fatalities and severe injuries in Citrus Heights.

Objectives:  Identify major contributing factors to crashes and define priority locations for safety improvements
 Identify cost-effective countermeasures and safety investments that can be applied systemically (i.e., flashing yellow arrow, retroreflective backplates, leading pedestrian interval, etc.)
 Promote safe, equitable, and multimodal mobility opportunities  Document Citrus Height’s procedures for on-going crash data monitoring 2 Proven Safety Countermeasures, FHWA. Accessed January 2026. https://highways.dot.gov/safety/provensafety-countermeasures ITEM 11
4 3. PROCESS
Providing safe, sustainable, and efficient mobility choices for their residents and visitors is a primary goal for the City and their safety partners. The City collaborated with safety partners to develop the 2021 LRSP and has continued to do so in its implementation (see Section 4 and Section 5).

Guidance on the LRSP process is provided at both the national and state levels through the FHWA and California Department of Transportation (Caltrans), respectively. Both of these agencies have developed a general framework of data and recommendations to be included in an LRSP.

The FHWA encourages 3
:
 The establishment of a working group (Stakeholders) to participate in developing a LRSP  The review of crash, traffic, and roadway data to identify areas of concern  The establishment of goals, priorities, and countermeasures to recommend improvements at spot locations, systemically, and comprehensively
Caltrans’ guidance follows a similar outline with the following steps 4 :

1. Establish leadership

2. Analyze the safety data

3. Determine emphasis areas

4. Identify strategies

5. Prioritize and incorporate strategies

6. Evaluate and update the LRSP
This LRSP documents the results of data and information obtained, including the vision, goals, and objectives for the LRSP; existing safety efforts; crash analyses; emphasis areas; the City’s existing countermeasure toolbox; and potential countermeasures for select priority locations. The development of the LRSP recommendations considers the “Five Es” of traffic safety defined by the California SHSP throughout its process.

3.1. Guiding Manuals
The following section describes the analysis process undertaken to evaluate safety within the City at a systemic level. Using a network screening process, locations within the City that would most likely benefit from safety enhancements were identified. Using historic crash data, crash risk factors for the entire network were derived. The outcomes inform the identification and prioritization of engineering and non-infrastructure safety countermeasures that address certain roadway characteristics and related behaviors that contribute to motor vehicle crashes as well as active transportation users.

This process uses the latest national and state best practices for statistical roadway analysis described in the following sections.
3 Local Roadway Safety Plans, FHWA Office of Safety. Accessed January 2026. https://highways.dot.gov/sites/fhwa.dot.gov/files/Local%20Road%20Safety%20Plans_508.pdf 4 Local Roadway Safety Plan (LRSP) and Systemic Safety Analysis Report Program (SSARP), Caltrans.

Accessed January 2026. https://dot.ca.gov/programs/local-assistance/fed-and-state-programs/highwaysafety-improvement-program/local-roadway-safety-plans ITEM 11
5 3.1.1. Local Roadway Safety: A Manual for California’s Local Road Owners The purpose of the Local Roadway Safety: A Manual for California’s Local Road Owners (Version 1.7, April 2024) (LRSM) is to encourage local agencies to pursue a proactive approach to identifying and analyzing safety issues, while positioning themselves to be eligible for competitive federal, state, and local grant programs for project implementation funding opportunities. A proactive approach is defined as analyzing the safety of the entire roadway network through either a one-time, network wide analysis, or by routine analyses of the roadway network.

According to the LRSM, “The California Department of Transportation (Caltrans) – Division of Local Assistance is responsible for administering California’s federal safety funding intended for local safety improvements.”
To provide the most benefit and to be competitive for grant funding, the analysis leading to countermeasure selection should focus on both intersections and roadway segments and be considerate of roadway characteristics and traffic volumes. The result should be a list of locations that are most likely to benefit from implementation of cost-effective countermeasures, preferably prioritized by benefit/cost ratio. The LRSM suggests using a combination of quantitative and qualitative measures to identify and rank locations that considers both crash frequency and crash rates. These findings should then be screened for patterns such as crash types and severity to aid in the determination of issues causing higher numbers of crashes and the potential countermeasures that could be most effective. Qualitative analysis should include field visits and a review of existing roadway characteristics and devices. The specific roadway context can then be used to assess what conditions may increase safety risk at the site and systematic level.

Countermeasure selection should be supported using Crash Modification Factors (CMFs). These factors are the peer reviewed product of before and after research that quantifies the expected rate of crash reduction that can be expected from a given countermeasure. If more than one countermeasure is under consideration, the LRSM provides guidance on how to apply CMFs appropriately.

3.1.2. Highway Safety Manual
The American Association of State Highway and Transportation Officials (AASHTO) Highway Safety Manual (HSM), published in 2010, presents a variety of methods for quantitatively estimating crash frequency or severity at a variety of locations. This four-part manual is divided into Parts: A) Introduction, Human Factors, and Fundamentals, B) Roadway Safety Management Process, C) Predictive Method, and D) Crash Modification Factors.

Chapter 4 of Part B of the HSM discusses the network screening process. The network screening process is a tool for an agency to analyze their entire network as well as identify and rank locations that (based on the implementation of a countermeasure) are most to realize a reduction in the frequency of crashes. The HSM identifies five steps in this process:

1. Establish Focus: Identify the purpose or intended outcome of the network screening process. This decision will influence data needs, the selection of performance measures and the screening method that can be applied.

2. Identify Network and Establish Reference Populations: Specify the types of sites or facilities being screened (i.e. segments, intersections, or geometrics) and identify groupings of similar sites or facilities.

ITEM 11
6 3. Select Performance Measures: There are a variety of performance measures available to evaluate the potential to reduce crash frequency at a site. In this step, the performance measure is selected as a function of the screening focus and the data and analytical tools available.

4. Select Screening Method: There are three screening methods described in this chapter:
ranking, sliding window, and peak searching. Each method has advantages and disadvantages; the most appropriate method for a given situation should be selected.

5. Screen and Evaluate Results: The final step in the process is to conduct the screening and analysis and evaluate the results.

The HSM provides several statistical methods for screening roadway networks to identify high risk locations based on overall crash histories. In addition to identifying the total number of crashes, this LRSP uses a method referred to as Critical Crash Rate (CCR) to analyze the data.

3.2. Analysis Techniques

3.2.1. Crash and Network Screening Analysis
Intersections and roadways were analyzed using four crash metrics:
 Number of Crashes
 Local Critical Crash Rate Differential (HSM Ch. 4)
 Probability of Specific Crash Types Exceeding Threshold Proportion (HSM Ch. 4)  Equivalent Property Damage Only (HSM Ch. 4)
The initial steps of the crash analysis established sub-populations of roadway segments and intersections that have similar characteristics. For this LRSP, intersections were grouped by their control type (signalized and unsignalized) and segments by their roadway category (arterial, collector, minor collector, and local). Individual crash rates were calculated for each subpopulation. The sub-population level crash rates were then used to assess whether a specific location has more or fewer crashes than expected. These sub-populations were also used to determine typical crash patterns to help identify locations where unusual numbers of specific crash types are occurring.

The network screening process ranks intersections and roadway segments by the number of crashes that occurred at each one over the analysis period, and then identifies areas that had more of a given type of crash than would be expected for that type of location. The crash type factors were:
 Crash severity – fatal, severe injury, other visible injury, complaint of pain, and property damage only (PDO)
 Crash type – broadside, rear-end, sideswipe, head-on, hit object, overturned, bicycle, pedestrian, and other
 Environmental factors – lighting and wet roads
 Driver behavior – impaired, aggressive, and distracted driving From the results of the network screening analyses, a short-list of locations were chosen based on crash activity, crash severity, crash patterns, location type, and area within the City to provide the greatest variety of locations covering the widest range of safety opportunities for countermeasure toolbox development. The intent is to populate the safety countermeasure toolbox with mitigation measures that will be applicable to most of the crash activity in the City.

ITEM 11
7 3.2.2. Critical Crash Rate (CCR) Analysis
Reviewing the number of crashes at a location is a good way to understand the cost to society incurred at the local level but does not give a complete indication of the level of risk for those who use that intersection or roadway segment daily. The HSM describes the CCR method, which provides a statistical review of locations to determine where risk is higher than that experienced by similar locations. It is also the first step in analyzing patterns that may suggest systemic issues that can be addressed at that location and proactively at others to prevent new safety challenges from emerging.

The CCR compares the observed crash rate to the expected crash rate at a particular location based on facility type and volume using a locally calculated average crash rate for the specific type of intersection or roadway segment being analyzed. Based on traffic volumes and a weighted citywide crash rate for each facility type, a critical crash rate threshold is established at the 95% confidence level to determine locations with higher crash rates that are unlikely to be random. The threshold is calculated for each location individually based on its traffic volume and the crash profile of similar facilities. A roadway segment with a higher local CCR differential indicates that the segment’s crash rate is higher than expected for its functional classification.

Local Critical Crash Rate Differential Formula:

𝑀𝑀𝑀𝑀𝑀𝑀𝑖𝑖 = � 𝑇𝑇 𝑖𝑖
�1,000,000 × 𝑁𝑁𝑌𝑌𝑌𝑌𝑌𝑌𝑌𝑌𝑌𝑌 × 365 𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷
𝑌𝑌𝑌𝑌 𝑌𝑌�
�
𝐿𝐿𝐿𝐿𝐿𝐿𝑖𝑖 = �
𝑁𝑁𝑐𝑐 ℎ
(𝑀𝑀𝑀𝑀𝑀𝑀𝑖𝑖)
�
𝑐𝑐,𝑖𝑖 = + �𝑃𝑃 × �𝑀𝑀𝑀𝑀𝑀𝑀𝑖𝑖
� + � 1
�2 × (𝑀𝑀𝑀𝑀𝑀𝑀𝑖𝑖)�
�
𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐿𝐷𝐷 𝐷𝐷 = 𝐿𝐿𝐿𝐿𝐿𝐿𝑖𝑖 − 𝑐𝑐,𝑖𝑖
Where:

MEVi = Million entering vehicles for intersection i
TEVi = Total daily entering vehicles for intersection i NYears = Number of years in analysis
LCRi = Local Crash Rate for intersection i
Ncrashes = Number of crashes at intersection i
Rc,i = Critical crash rate for intersection i
Ra = Weighted average crash rate for reference population P = P-value for corresponding confidence level
LCCRDif = Local critical crash rate differential for intersection i Source: Highway Safety Manual, 1st Edition, Pg 4-38.

ITEM 11
8 Data Needs
CCR is calculated using:
 Daily Total Entering Volume (TEV) for intersections, or Vehicle Miles Traveled (VMT) for roadway segments
 Intersection control types to separate them into like populations  Roadway functional classification to separate them into like populations  Crash records in Geographic Information System (GIS) or tabular form including coordinates or linear measures
Strengths Weaknesses
 Reduces low volume exaggeration
 Considers variance
 Establishes comparison threshold
 Does not account for regression to the
mean bias

3.2.3. Probability of Specific Crash Types Exceeding Threshold Proportion When analyzing crash data systematically, it is important to identify areas where certain types of crashes are occurring with greater frequency. The HSM describes a method of identifying locations where the probability of a specific crash type exceeds the threshold population. This method prioritizes locations based on the probability that the true proportion (long-term predicted proportion) of a type of crash or injury level will exceed the threshold proportion. The threshold proportion is based on the proportion of a specific crash type/severity to all crashes within the dataset (HSM, Chapter 4). This analysis identifies locations where certain crash types are overrepresented to be isolated for further analysis.

3.2.4. Equivalent Property Damage Only (EPDO)
The EPDO method is described in the Highway Safety Manual. This method assigns weighting factors to crashes based on injury level to develop a property damage only score. In this analysis, the injury crash costs were calculated for each location based on the latest Caltrans injury costs. This value is then divided by the injury cost for a property damage only crash. The resulting number is the equivalent number of property damage only crashes at each site. This value allows all locations to be compared based on injury crash costs. (HSM, Chapter 4).

EPDO Formula:

𝐸𝐸 = (𝑁𝑁𝐹𝐹 + 𝑁𝑁𝑆𝑆) ∗ $2,162,000 + (𝑁𝑁𝑂𝑂 ∗ $193,000) + (𝑁𝑁𝐶𝐶 ∗ $110,000) + (𝑁𝑁𝑃𝑃 ∗ $18,000) $18,000
Where:

EPDO = Equivalent Property Damage Only (in units of crashes) NF = Number of fatal crashes
NS = Number of severe injury crashes
NO = Number of other visible injury crashes
NC = Number of complaint of pain crashes
NPDO = Number of PDO crashes
Source: Highway Safety Manual, 1st Edition, Pg 4-30
ITEM 11
9 The cost to society for each crash type along signalized intersections is as follows:
 Fatal: $2,162,000
 Severe: $2,162,000
 Other Visible Injury: $193,000
 Complaint of Pain: $110,000
 PDO: $18,000
Source: Caltrans LRSM V1.6 Pg 106
To give an example from Appendix A, the intersection of Old Auburn Road and Sylvan Road/Auburn Boulevard experienced 53 crashes from 2020-2024. The crashes are broken down by severity as follows: 0 fatal crashes, 2 crashes resulting in severe injuries, 8 crashes resulting in other visible injuries, 11 crashes resulting in complaint of pain, and 32 PDO crashes.

𝐸𝐸 = (0 + 2) ∗ $2,162,000 + (8 ∗ $193,000) + (11 ∗ $110,000) + (32 ∗ $18,000) $18,000
= 425 𝑃𝑃 ℎ
The 53 crashes of ranging severity that took place at the intersection of Old Auburn Road and Sylvan Road/Auburn Boulevard have the equivalent cost to society of approximately 425 PDO crashes. This intersection has a CCR Differential value of 0.15. Together the EPDO and CCR Differential values show that the intersection has historically had a relative crash rate that is higher than expected for similar facilities, and that that the crashes that have occurred there have generally resulted in severe levels of injury.

Locations with fatal and severe injury crashes will have a higher EPDO value compared to locations with less severe injury crashes. A number of locations with high EPDO values were identified for further study and are discussed in Section 7. Listed below are the roadway segment and intersection with the highest EPDO values:
 The roadway segment with the highest EPDO value was Greenback Lane between Sunrise Boulevard and Sunrise Vista Drive, with an EPDO value of 391 (1 fatal crash, 1 severe Injury crash, 17 crashes total)
 The intersection with the highest EPDO value was Greenback Lane and Auburn Boulevard, with an EPDO value of 663 (3 severe Injury crashes, 97 crashes total) The results of the network screening analysis for both intersections and roadway segments are presented in Appendix A and Appendix B, respectively. Figure 1 presents intersection and roadway segment EPDO.

ITEM 11
10 Figure 1 — Citywide EPDO Values (2020-2024)
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11 4. CITRUS HEIGHTS PLANS, POLICIES, AND PROGRAMS

4.1. Review of Policies and Plans
Existing City plans and policies were compiled at the start of the LRSP update to gain perspective on the existing efforts for transportation-related improvements within the City. High-level key points regarding transportation improvements and safety-related topics were identified to inform decision making in this LRSP.
 5-Year Capital Improvements
Program (CIP)
 General Plan
 Pedestrian Master Plan
 Bikeway Master Plan
 ADA Transition Plan
 Comprehensive Transit Plan
 Smart Region Technology
Implementation Plan (SACOG)
 Sunrise Tomorrow Specific Plan
 Multi-Modal Transportation Safety
Program (MMTSP)
 Pavement Maintenance Program
 Metropolitan Transportation Plan /
Sustainable Communities Strategy
(SACOG)
 Sacramento Regional Blueprint
(SACOG)
 Sacramento Region Trail Network
Action Plan (SACOG)
While engineering countermeasures are a critical part of preventing fatal and severe injury crashes, the City also recognizes that policy plays a key role in safety as well. The city performed a literature review of relevant policies and programs to identify other means by which the Safe System Approach and road safety could be further established. Appendix C presents a summary of local programs, policies, and practices as well as considerations of how they can be improved or enhanced to further support and prioritize road safety.

4.2. Multi Modal Transportation Safety Program (MMTSP) Program Citrus Heights adopted the Multi Modal Transportation Safety Program (MMTSP) in December 2020 5.

The MMTSP superseded the City’s existing neighborhood traffic management program, establishing a system for the City to assess and respond to community requests for traffic calming and safety improvements. As stated on the MMTSP homepage, the program includes:
 A clear and transparent process for addressing complaints, identifying the best way to fix the issue, and outlining when and how changes will be made  A catalog of safety measures to address specific types of problems including guidelines for how to best apply different safety measures
 A process to prioritize citizen requests to address speeding, cut-through traffic, and other safety issues in their neighborhoods
 An interactive process that allows the city to quickly respond to citizen requests and track the status of requests on a quarterly basis
 Provides Citrus Heights residents with tools to promote safety in their neighborhoods 5 Citrus Heights Multi Modal Transportation Safety Program. Accessed January 2026. https://www.citrusheights.net/945/MMTSP-Multimodal-Transportation-Safety ITEM 11
12 The City has also completed significant community engagement in connection with the MMTSP in support of the City’s goal to provide safe places to walk, drive, bike, and roll. Yard signs and other materials to raise awareness for the program have been made available to community members, as depicted in Figure 2.

Figure 2 — MMTSP Yard Sign
Since its inception in December 2020, the MMTSP has provided improvements at 160 locations throughout the City with additional studies and projects in development. Citrus Heights has dedicated over $500K to roadway safety improvements in response to community feedback through the MMTSP. Figure 3 presents a map of MMTSP requests the City has received since the founding of the program. Figure 4 presents a screenshot of the City’s online map where community members can report roadway safety concerns. Community members can report concerns by phone, email, in person, or by using SeeClickFix (SCF), a City online reporting tool to submit the service requests. For example, a report was submitted using SCF that vegetation was blocking a stop sign at the intersection of San Cosme Drive and Alma Mesa Way, and the City responded to ensure vegetation was trimmed back to promote clear sight triangles.

ITEM 11
13 Figure 3 — MMTSP Requests (7/1/2020-12/31/2025) 6
6 Citrus Heights MMTSP Results, Citrus Heights. Accessed May 2026. https://www.arcgis.com/apps/webappviewer/index.html?id=e6f999a6872e410389af1c559b96552b ITEM 11
14 Figure 4 — Sample of Community-Based Safety Improvements 7 7 Seeclickfix Web Portal, Citrus Heights. Accessed May 2026. https://seeclickfix.com/web_portal/Nt6vcimm5gS378kF9n8rv95U/issues/map/21583849?lat=38.70736866664575&lng=- 121.31540318485328&max_lat=38.7222362313256&max_lng=-121.28381749149396&min_lat=38.692498009704245&min_lng=- 121.34698887821263&zoom=14
ITEM 11
15 4.3. Existing Roadway Improvement and Safety Projects The City has identified numerous safety and roadway improvement projects. While some of these projects are fully funded or constructed, funding gaps still exist for other improvements. The list below presents a sample of City projects completed, underway, or currently programmed in the CIP:

1. Old Auburn Road Complete Streets Phase 1

2. Auburn Boulevard Complete Streets Phase 2

3. San Juan Avenue Complete Streets Phases 1 and 2

4. Arcade Cripple Creek Trail

5. Arcade Cripple Creek Trail Extensions (Mariposa, Sylvan to Stock Ranch)

6. Mariposa Avenue Safe Routes to School

7. Intelligent Transportation System Enhancements (ITS)

8. Dewey/Van Maren Resurfacing and Pedestrian Enhancements Project

9. Antelope Road and I-80 Safety Improvements

10. Roseville Road and Butternut Drive Safety Improvements (HSIP Cycle 11)

11. Gateway Activation Plan (GAP)

12. Madison Avenue Repaving – Joint Project with Sacramento County

13. Carriage Lauppe Safe Schools Corridor Plan

14. Sunrise Tomorrow Specific Plan Frontage Improvements

15. Various Signalized Intersection Improvements (HSIP Cycle 8)

16. Systemic Signalized Intersection Improvements (HSIP Cycle 11)

17. City Resurfacing Plans (2025, 2026 and 2027) and 2025 curb ramp improvements

18. Sunrise Boulevard Resurfacing Project
Figure 5 presents the approximate locations of many of these City safety projects. These projects provide valuable safety improvements across the City’s roadway network and, upon completion, are anticipated to reduce the quantity and severity of crashes within their respective sphere of influence.

ITEM 11
16 Figure 5 — Roadway Improvements and Safety Projects
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17 5. STAKEHOLDER ENGAGEMENT
As part of the LRSP development, project stakeholders were identified and included in the process to ensure the local perspective was kept at the forefront of this planning effort. The stakeholder group was comprised of staff from the City’s General Services Department, the Citrus Heights Police Department, and the Sacramento Metropolitan Fire District. Because many of these stakeholders served as stakeholders on the 2021 LRSP, they were able to provide insights and direction on the LRSP update. City staff responsible for the administration of the MMTSP were also in attendance and provided perspective on community input and crash trends. A complete list of Stakeholders is available in the acknowledgements on Page iii.

These stakeholders were gathered to offer insight on the safety challenges present in the City’s transportation network. The stakeholder group met on April 2, 2026, to review the results of the network screening and crash data analysis, provide comments, and ask questions. The stakeholder group provided valuable context about other roadway projects planned, underway, or recently completed in Citrus Heights (see list provided in Section 4.3). Following the review of the crash data, ITEM 11
18 6. DATA SOURCES
The following data was obtained from the City for use in crash data analysis.

6.1. Roadway Network
The crash analysis, which is described in detail in Section 3, requires each corridor within the City to be classified. The City’s roadway network obtained directly from the City was categorized using FHWA’s roadway classification system provided in the roadway network. The roadway network classification was assigned to each corridor roadway segment as either a major arterial, minor arterial, collector, or local road in order to compare the functional design and capacity to better stratify analysis results, only comparing roadway segment safety performance with similar peer roadways (e.g., only arterials are compared to arterials, etc.) within the City.

6.2. Intersections
The crash analysis also requires each intersection within the City to be classified by control type.

Intersections throughout the City were classified by control type as either signalized or unsignalized (including roundabouts). The safety analysis also only compares intersection safety performance with similar control types (e.g., signalized intersections are only compared to signalized intersections, etc.) within the City.

6.3. Crashes
Collision data for the most recent four-year period (January 1, 2020, through December 31, 2024) was used for the collision analysis. Using data from the past five-year period is sufficient to identify potential trends in crashes by location and types, while not being so long as to have data that would include long-term technology and cultural changes. The collision data was obtained from the City’s crash database which is maintained by the Police Department (PD). Collision records were allocated to intersection and the roadway network segments.

Knowing the impacts of the crash (the injuries or type of damage which occurred) is a key part of assessing the environment and safety factors around the site of the crash. The National Safety Council developed the “KABCO” injury scale, which is frequently used by law enforcement for classifying injuries:
 K – Fatal
 A –Severe injury
 B – Other Visible Injury
 C – Complaint of Pain
 O – No Injury/Property Damage Only (PDO)

6.4. 2021 LRSP
This report makes comparisons to the 2021 LRSP in an effort to understand how crash trends in the City have changed. The 2021 LRSP reviewed five years of crash data (January 1, 2015, through December 31, 2019) also using crash data from a Crossroads Database. The Crossroads database processed crash records from the Statewide Integrated Traffic Records System (SWITRS).

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19 7. SAFETY TRENDS
The following sections contain the results of the analysis process which included evaluation of Citrus Heights’ fatal and severe injury (KSI) crashes compared to statewide levels, among other evaluations including crash by severity level, cause, pedestrian, and bicycle crashes.

7.1. Citrus Heights KSI Crashes Compared to Statewide KSI Crashes The California SHSP focuses on 16 challenge areas identified by the SHSP Executive Leadership and Steering Committees after an in-depth analysis of California KA crash data as well as an extensive statewide outreach process that involved hundreds of diverse traffic safety partners around the state. Collisions in Citrus Heights can be attributed to 13 of the 16 challenge areas. Table 1 presents a summary of City’s historic challenge areas (2014-2023) by comparing local KSI crashes to the statewide KSI crashes. This extended study period allows for long-term trends to be better understood. The City of Citrus Heights was higher than the statewide average in the following six areas: Intersections, Pedestrians, Bicyclists, Motorcycles, Impaired Driving, and Distracted Driving.

Table 1 — Historical Trends: Citrus Heights KSI Crashes Compared to Statewide KSI Crashes Challenge Areas
Citrus Heights
Comparison to
Statewide
Percentages
Citrus
Heights
Percentages
Statewide
Percentages Differential
Intersections Higher 31.4% 24.7% +6.6%
Pedestrians Higher 25.4% 19.0% +6.4%
Bicyclists Higher 13.1% 7.2% +6.0%
Motorcyclists Higher 25.0% 20.7% +4.3%
Impaired Driving Higher 26.7% 23.6% +3.1%
Distracted Driving Higher 6.4% 4.2% +2.1%
Young Drivers Lower 11.9% 12.1% -0.3%
Aging Drivers Lower 12.7% 13.0% -0.3%
Occupant Protection Lower 12.3% 13.6% -1.3%
Work Zones Lower 0.0% 1.6% -1.6%
Commercial Vehicles Lower 4.2% 6.6% -2.4%
Aggressive Driving Lower 28.8% 33.5% -4.7%
Lane Departure Lower 30.5% 41.6% -11.1%
Source: Statewide Integrated Traffic Records System (2014 – 2023).

Note: Percentages will not add up to 100%, as a fatality or severe injury could have involved multiple Challenge Areas (i.e., a young driver that was impaired and unrestrained).

The 2021 LRSP reviewed SHSP crash data from 2009-2018, and the differential between the Citrus Heights and Statewide percentages was highest for crashes involving pedestrians. Many of the challenge areas in which the City was higher than the Statewide average are consistent between the 2021 and 2026 LRSPs such as intersections, bicyclists, and distracted driving. Compared to the 2021 LRSP, the City is no longer above the Statewide Average for crashes involving aging drivers, but is ITEM 11
20 higher for impaired driving. The City is now higher than the statewide average for crashes involving distracted driving. Table 2 presents the differentials for each challenge area from both datasets, identifying which areas the differential has grown; the table is sorted in decreasing order by change in challenge area differential. For example, the City of Citrus Heights was -0.5% lower than the Statewide average for crashes involving motorcycles in the 2021 LRSP. The City was 4.3% above the Statewide average in the most recent dataset, indicating that that the differential has grown by 4.8%.

Table 2 — Change in Challenge Area Differentials
Challenge Areas Comparison NEW
Differential
OLD
Differential
Change in
Differential
Motorcyclists Higher 4.3% -0.5% +4.8%
Lane Departure Lower -11.1% -15.4% +4.3%
Impaired Driving Higher 3.1% -0.6% +3.7%
Young Drivers Lower -0.3% -3.5% +3.2%
Intersections Higher 6.6% 3.5% +3.1%
Bicyclists Higher 6.0% 3.1% +2.9%
Occupant Protection Lower -1.3% -3.3% +2.0%
Distracted Driving Higher 2.1% 0.7% +1.4%
Commercial Vehicles Lower -2.4% -3.3% +0.9%
Work Zones Lower -1.6% -0.5% -1.1%
Pedestrians Higher 6.4% 7.9% -1.5%
Aggressive Driving Lower -4.7% -0.3% -4.4%
Aging Drivers Lower -0.3% 5.1% -5.4%
ITEM 11
21 7.2. California Office of Traffic Safety (OTS) Rankings for Citrus Heights The California Office of Traffic Safety (OTS) publishes annual reports ranking agencies of similar population by their crash profile. Table 3 presents the City’s 2023 OTS rankings (the most current rankings available, given OTS processing time). OTS notes that “Number 1 in the rankings is the highest, or ‘worst’” 8
. Compared to other cities of similar population, Citrus Heights ranks high in crashes involving motorcycles, unsafe speed, alcohol involved, bicyclists, and pedestrians. The City is also higher in hit and run crashes and nighttime crashes.

Table 3 — Citrus Heights OTS Ranking (2023)
Crash Category Victims Killed
and Injured OTS Ranking
Total Fatal and Injury 369 43/103
Alcohol Involved 52 23/103
Had Been Drinking Driver < 21 4 31/103
Had Been Drinking Driver 21 – 34 29 15/103
Motorcycles 29 10/103
Pedestrians 28 39/103
Pedestrians < 15 2 52/103
Pedestrians 65+ 4 41/103
Bicycle 24 43/103
Bicyclist < 15 5 26/103
Composite 242 13/103
Crash Category Fatal and
Injury Crashes OTS Ranking
Speed Related 74 15/103
Nighttime (9:00pm – 2:59am) 44 26/103
Hit and Run 39 23/103
Type of Arrests Arrests OTS Ranking
DUI Arrests 222 80/103
8 City of Citrus Heights OTS Crash Rankings Results, California Office of Traffic Safety. Accessed February 2026. OTS Crash Rankings Results | Office of Traffic Safety ITEM 11
22 7.3. Severity Level
Over the observed five-year study period, there were a total of 3,584 crashes, 14 of which were fatal and 114 of which resulted in severe injuries (Figure 6). Approximately 58-percent of all crashes (2,090 out of 3,585) resulted in property damage only (no injury).

Figure 6 — Crash Severity by Facility Type (2020 – 2024) Source: City of Citrus Heights Police Department Crash Database (2020 – 2024).

Eighty-five percent of crashes in the City occurred at intersections, split nearly evenly among signalized intersections and unsignalized intersections (1536 and 1538, respectively). Table 4 presents the distribution of all crashes, and especially KSI crashes across the City’s various facility types (signalized intersections, unsignalized intersections, and roadway segments). Fifty-two percent of all KSI crashes occurred at unsignalized intersections, followed by signalized intersections (33%) and roadway segments (15%). These proportions are similar to the trends reported in the 2021 LRSP.

Table 4 — KSI Crashes by Facility Type
Facility Type Total Crashes Percentage KSI
Crashes Percentage
Signalized Intersections 1536 43% 42 33%
Unsignalized Intersections 1538 43% 67 52%
Roadway Segments 510 14% 19 15%
Total 3584 100% 128 100%
Source: City of Citrus Heights Police Department Crash Database (2020 – 2024).

Total: 14
Total: 114
Total: 579
Total: 787
Total: 2090
0 200
400
600
800
1000
1200
1400
1600
1800
2000
2200
Fatal Severe Injury Other Visible Injury Complaint of Pain Property Damage Only
Signalized Intersections Unsignalized Intersections Roadway Segments ITEM 11
23 Table 5 presents the distribution of all crashes by severity across the City’s facility types. Signalized and unsignalized intersections experienced a nearly equal quantity of crashes, with unsignalized intersections experiencing the most KSI crashes. The proportion of KSI crashes at unsignalized intersections is consistent with the data reviewed in the 2021 LRSP, while the proportion of total crashes has increased by 1%.

Table 5 — Crashes by Severity (2020 – 2024)
Severity
Signalized
Intersection
Unsignalized
Intersection
Roadway
Segment Total
Crashes % Crashes % Crashes % Crashes %
Fatal 2 0.1% 9 0.3% 3 0.1% 14 0.4%
Severe Injury 40 1.1% 58 1.6% 16 0.4% 114 3.2%
Other Visible Injury 238 7% 259 7% 82 2% 579 16%
Complaint of Pain 401 11% 277 8% 109 3% 787 22%
Property Damage
Only 855 24% 935 26% 300 8% 2090 58%
Total 1536 43% 1538 43% 510 14% 3584 100%
Source: City of Citrus Heights Police Department Crash Database (2020 – 2024).

Figure 7 on the following page illustrates the locations of the KSI crashes which occurred during the study period, while Figure 8 presents the locations of all crashes. KSI crashes have primarily occurred at intersections along the City’s arterial network, consistent with the data reviewed in the 2021 LRSP. The following intersections experienced the highest number of severe injury crashes:
 Sunrise Blvd at Macy Plaza Dr (4)
 Greenback Ln at Auburn Blvd (3)
 Sunrise Blvd at Greenback Ln (3)
 San Juan Ave at Greenback Ln (3)
 San Juan Ave at Madison Ave (3)
 Madison Ave at Mariposa Ave (3)
 Sunrise Blvd at Sunrise Mall/Birdcage Ctr (3)
The roadway segment which experienced the highest number of KSI crashes was Greenback Lane between Birdcage Street and Sunrise Boulevard, with one fatal crash and one severe injury crash.

The intersections with the highest number of KSI crashes (3 or more) did not experience any fatal crashes during the study period.

Figure 9 presents a map of the network screening results, depicting intersections and segments by the total number of crashes. The intersections along Greenback Lane presented in Table 6 experienced the highest number of crashes in the City, consistent between both study periods.

Table 6 — Intersections with Highest Quantity of Crashes Intersection 2020-2024 2015-2019
Greenback Lane at Auburn Boulevard 97 107
Greenback Lane at Sunrise Boulevard 81 85
Greenback Lane at San Juan Avenue 75 81
The roadway segment with the highest number of crashes during the study period was Sunrise Boulevard from Old Auburn Road to Antelope Road (35).

ITEM 11
24 Figure 7 — Citywide KSI Crashes (2020-2024)
ITEM 11
25 Figure 8 — Citywide Crashes (2020-2024)
ITEM 11
26 Figure 9 — Intersection and Segment Crashes (2020-2024) .

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27 7.4. Annual Crashes
Figure 10 presents the number of annual crashes on roads in the City beginning from the previous LRSP study period in 2015. The highest number of crashes was experienced in 2016 (860 total), while the lowest number of crashes was experienced in 2020 (673). Annual crashes have trended upwards, back to pre-pandemic levels since 2020, but the 10-year trend shows a general decrease in annual crashes.

Figure 10 — Annual Crashes (2015 – 2024)
Source: City of Citrus Heights Police Department Crash Database (2015 – 2024).

It is likely that the COVID-19 pandemic influenced crash trends in 2020 and 2021. In 2020, the number of daily household trips decreased due to widespread shelter-in-place orders; fewer vehicles on the road could be connected to fewer vehicle conflicts and thus fewer crashes. However, reduced roadway volumes and congestion could also be connected to increased vehicle speeds, a phenomenon that numerous law enforcement agencies have reported. As volumes returned to “prepandemic” levels in 2021, law enforcement agencies in California anecdotally noted that vehicle speeds remained high; it is theorized that this pandemic-era aggressive driving behavior has persisted and is partially contributing to the increase in annual crashes than can be seen in 2021 (Figure 10).

The number of annual KSI crashes has overall trended downwards since 2015 but demonstrates significant variability (Figure 11). KSIs decreased from 2019 levels in consecutive years in 2020 and 2021 (possibly linked to reduced travel in the COVID-19 pandemic); however, the highest quantity of KSI crashes occurred in 2023 with 39 KSIs. Fewer KSI crashes were recorded in 2024 compared to 2023.
704
860
744 761 780
673
737 711 728 735
0 100
200
300
400
500
600
700
800
900
2015 2016 2017 2018 2019 2020 2021 2022 2023 2024
Annual Crashes
ITEM 11
28 Figure 11 — Annual KSI Crashes (2015 – 2024)
Source: City of Citrus Heights Police Department Crash Database (2015 – 2024). 37 26
30 22
27 22
15 21
39 31
0 10
20 30
40 50
2015 2016 2017 2018 2019 2020 2021 2022 2023 2024
Annual KSI Crashes
ITEM 11
29 7.5. Crash Causes
As shown in Figure 12, the most frequently identified crash causes were unsafe speed, traffic signals and signs violations, and unsafe lane changes. Crash causes that accounted for one percent are omitted from the figure. The leading crash causes were unsafe speed and improper turning, consistent with the 2021 LRSP. Driving under the influence accounted for 429 crashes (12%), an increase from the 9% of crashes from the previous study period.

Figure 12 — Crashes by Cause (2020 – 2024)
Source: City of Citrus Heights Police Department Crash Database (2020 – 2024).

Unsafe Speed,
1064
Improper Turning,
643 Driving Under Influence, 429
Auto R/W Violation, 327
Traffic Signals and Signs…
Other Improper Driving, 183
Unsafe Lane Change, 119
Unknown, 87
Wrong Side of Road, 75
Unsafe Starting or Backing, 66
Other Than Driver, 60
Other Hazardous Movement, 58
Pedestrian Violation, 43
Following Too Closely, 31
Ped R/W Violation, 23
ITEM 11
30 Figure 13 presents the causes of the KSI crashes which occurred during the study period. The most common causes for KSI crashes were DUIs, unsafe speed, and traffic signals and signs violations.

Figure 13 — KSI Crashes by Cause (2020 – 2024)
Source: City of Citrus Heights Police Department Crash Database (2020 – 2024).

7.6. Crash Types
According to reported data, 3,584 crashes occurred within the City during the five-year study period on city owned and maintained roadways. Figure 14 indicates that rear-end crashes were the most common crash type within the City, followed closely by rear-end crashes. Hit-object crashes and sideswipes were the next most common crash types, particularly at signalized intersections. The most common crash types along roadway segments were rear-ends (53) and sideswipes (41).

The 2021 LRSP identified rear-ends as the most common crash type, followed by broadsides, hitobject crashes and sideswipes. Similar to the 2021 LRSP, the most common crash type along roadway segments was rear-ends, though hit-object crashes were the second most common. Head -on crashes accounted for less than 5% of crashes in both datasets, and the proportion of overturned vehicle crashes remained less than 1%.

Driving Under
Influence, 32, 25%
Unsafe Speed,
21, 16%
Traffic Signals and Signs
Violations, 14, 11%
Auto R/W Violation, 12, 9%
Improper Turning, 12, 9%
Pedestrian Violation, 9, 7%
Wrong Side of Road, 6, 5%
Other Hazardous Movement, 5, 4%
Other Improper Driving, 5, 4%
Unknown, 4, 3%
Other Than Driver, 3, 2%
Unsafe Starting or Backing, 1, 1%
Unsafe Lane Change, 1, 1%
Ped R/W Violation, 1, 1%
Improper Passing, 1, 1%
Following Too Closely, 1, 1%
ITEM 11
31 Figure 14 — Crashes by Type (2020 – 2024)
Source: City of Citrus Heights Police Department Crash Database (2020 – 2024).

The most common crash types which resulted in fatal and severe injuries were broadsides, hitobject crashes, and crashes involving pedestrians (Figure 15). Though crashes involving vulnerable road users (bicycles and pedestrians) accounted for 7% of all crashes, they accounted for a disproportionately higher percentage (26%) of all KSI crashes.

Figure 15 — KSI Crashes by Type (2020 – 2024)
Source: City of Citrus Heights Police Department Crash Database (2020 – 2024).

Total: 1093
Total: 723
Total: 630 Total: 617
Total: 182 Total: 136 Total: 118
Total: 66 Total: 19
0 200
400
600
800
1000
1200
Rear-End Broadside Hit Object Sideswipe Head-On Bicycle Pedestrian Other Overturned Signalized Intersection Unsignalized Intersection Segment Total: 28
Total: 25
Total: 23
Total: 16 Total: 15
Total: 11
Total: 9
Total: 1
0 5
10 15
20 25
30 Broadside Hit Object Pedestrian Rear-End Head-On Bicycle Sideswipe Other Signalized Intersection Unsignalized Intersection Segment ITEM 11
32 7.7. Motorcycle Crashes
Approximately 4% of crashes from 2020-2024 involved motorcycles (128 total); however, motorcycle crashes accounted for 24% of all KSIs. Motorcycle crashes occurred most frequently in proximity to unsignalized intersections, as seen in Figure 16. A map of motorcycle crashes is presented in Figure

17. The intersection of Mariposa Avenue and Greenback Lane experienced the most motorcycle crashes during the study period (5), while the segment with the most motorcycle crashes was Sunrise Boulevard between Old Auburn Road and Antelope Road (three).

Figure 16 — Motorcycle Crashes (and KSI Crashes) at Facility Types (2020-2024) Source: City of Citrus Heights Police Department Crash Database (2020 – 2024).

7.8. Lane Departure Crashes
Caltrans defines crashes involving lane departure as those with crash types listed as ‘Head-On’, ‘HitObject’, or ‘Overturned’. This also includes instances where a vehicle runs off the road or crosses into the opposing lane prior to the crash. There were 831 lane departure crashes over the study period in the City, accounting for 23% of crashes (an increase from the 19% recorded from 2015- 2019). Lane departure crashes accounted for 31% of total KSIs from 2020-2024. A majority of the lane departure crashes were hit-object crashes (75%), occurring primarily at unsignalized intersections. Figure 18 presents a map of lane departure crashes. 42 67
19 0
20 40
60 80
100
120
140
Motorcycle
Total Crashes
Signalized Intersection Unsignalized Intersection
Segment
9 16
6 0
5 10
15 20
25 30
35 Motorcycle
KSI Crashes
Signalized Intersection Unsignalized Intersection
Segment
ITEM 11
33 Figure 17 — Motorcycle Crashes (2020-2024)

ITEM 11
34 Figure 18 — Lane Departure Crashes (2020-2024)
ITEM 11
35 7.9. Aggressive, Impaired, and Distracted Driving Crashes Figure 19 summarizes aggressive and impaired driving crashes by intersections and segments.

Additional information is included in the following sections.

Figure 19 — Aggressive and Impaired Driving Crashes
Source: City of Citrus Heights Police Department Crash Database (2020 – 2024).

7.9.1. Aggressive Driving Crashes
Aggressive driving includes primary collision factors such as unsafe speed, following too closely, and violations related to traffic signals and signs. There were 1,395 aggressive driving crashes between 2020-2024. Four of the crashes resulted in fatalities and thirty-two resulted in severe injuries. Figure 20 illustrates the aggressive driving crashes within the City. Aggressive driving crashes occurred most commonly at signalized intersections, notably along Sunrise Boulevard and Greenback Lane.

The 2021 LRSP reported 1,438 aggressive driving crashes between 2015 and 2019, resulting in one fatality and twenty-six counts of severe injuries. While the total number of aggressive driving crashes is lower in the more recent dataset, the total of KSIs related to aggressive driving has increased.

Total: 1395
Total: 109
Total: 431
0 200
400
600
800
1000
1200
1400
1600
Aggressive Distracted Impaired
Signalized Intersection Unsignalized Intersection Segment ITEM 11
36 7.9.2. Impaired Driving Crashes
Impaired driving crashes include all crashes where there was any evidence of drug or alcohol use by the driver. Drivers do not need to exceed the legally defined threshold of intoxication to be counted, as Caltrans considers any level of alcohol consumption to have the potential to impact driver responsiveness and decision making. There were 431impaired driving crashes between 2020-2024, six of which resulted in a fatality and twenty-six of which resulted in severe injuries. Impaired driving crashes occurred most commonly at unsignalized intersections, notably along Sunrise Boulevard and Antelope Road. Figure 21 depicts the impaired driving crashes within the City.

The 2021 LRSP reported a total of 569 impaired driving crashes, resulting in four fatal crashes and twenty-four severe injury crashes. The recent dataset indicates a reduction in the total number of impaired driving crashes but an increase in the number of KSI impaired driving crashes.

7.9.1. Distracted Driving Crashes
Distracted driving crashes include crashes where a cell phone was in use by the driver. Distracted driving is commonly understood to be underreported as it depends on the self-admission of the parties involved in the crash. A total of 109 crashes occurred in the study period which are attributed to distracted driving. Distracted driving crashes mainly occurred at intersections and resulted in one fatal crash and two severe injury crashes. Figure 22 depicts the distracted driving crashes within the City.

The 2021 LRSP reported a total of 243 distracted driving crashes, including two fatal crashes and five severe injury crashes. The recent dataset indicates a reduction in the total number of distracted driving crashes and KSI distracted driving crashes.

ITEM 11
37 Figure 20 — Aggressive Driving Crashes (2020-2024)
.

ITEM 11
38 Figure 21 — Impaired Driving Crashes (2020-2024)
ITEM 11
39 Figure 22 — Distracted Driving Crashes (2020-2024)
ITEM 11
40 7.10. Non-Motorized Crashes
There were a total of 136 crashes involving bicycles and 118 crashes involving pedestrians, as shown in Figure 23. Bicycle crashes were most common at intersections, with 45% occurring at unsignalized intersections. Pedestrian crashes occurred most frequently at unsignalized intersections as well, followed closely by signalized intersections.

Figure 23 — Bicycle and Pedestrian Crashes (2020-2024)
Source: City of Citrus Heights Police Department Crash Database (2020 – 2024).

7.10.1. Bicycle Crashes
There were 136 bicycle-vehicle crashes in the City over the study period. Of the bicycle-involved crashes, 3 resulted in fatalities, 8 were reported with severe injuries, 67 with other visible injuries, 36 with complaints of pain, and 22 with property damage only. The fatal bicycle crashes occurred at the following locations:
• 355-Feet north of the Sunrise Boulevard intersection with Antelope Road • San Juan Avenue intersection with Sylvan Road
• Van Maren Lane intersection with Mercedes Avenue
The most common primary collision factor for bicycle-vehicle crashes was riding on the wrong side of the road (34%), followed by vehicle violations such as auto right of way violations (15%) and improper turning (12%). The most common PCFs among KSI bicycle-vehicle crashes were the same:
riding on the wrong side of the road (45%), followed by vehicle violations such as auto right of way violations (18%) and improper turning (18%).

Fewer bicycle crashes and bicycle KSI crashes were reported between 2020 and 2024 than in the previous dataset; a total of 143 bicycle crashes occurred between 2015-2019, including 19 KSIs.

Figure 24 illustrates the locations of bicycle crashes within the City. 56 48
62 50
18 20
0 20
40 60
80 100
120
140
Bicycle Pedestrian
Signalized Intersection Unsignalized Intersection Segment ITEM 11
41 7.10.2. Pedestrian Crashes
There were 118 pedestrian-vehicle crashes in the City over the study period. Of the pedestrianinvolved crashes, 2 resulted in fatalities, 21 were reported with severe injuries, 53 with other visible injuries, 31 with complaints of pain, and 11 with property damage only. The fatal pedestrian crashes occurred at the following locations:
• Auburn Boulevard and Cobalt Way
• Auburn Boulevard and Antelope Road
A fatal pedestrian crash occurred along San Juan Avenue between Greenback Lane and Sylvan Road in May 2026 (outside of the project study period). The City recognizes the opportunity for a focused study of this area in the future.

Pedestrian violations accounted for 34% of pedestrian-vehicle crashes, followed by various driver violations such as right of way violations (15%) and other improper driving (11%). The most common PCFs among KSI pedestrian-vehicle crashes were pedestrian violations (39%), followed by traffic signals and signs violations (13%) or unknown cause (13%).

Fewer pedestrian crashes and pedestrian KSI crashes were reported between 2020 and 2024 than in the previous dataset; a total of 131 pedestrian crashes occurred between 2015-2019, including 42 KSIs.

Figure 25 presents the locations of pedestrian crashes in the City.

ITEM 11
42 Figure 24 — Bicycle Crashes (2020-2024)
ITEM 11
43 Figure 25 — Pedestrian Crashes (2020-2024)
ITEM 11
44 7.11. Roadway Factors
A total of 1,184 crashes occurred during dark conditions, inclusive of crashes in the presence of streetlights (working or not working). Four of these crashes resulted in fatalities and 48 crashes resulted in severe injuries. Of these KSI dark-crashes, 9 involved pedestrians and 2 involved bicycles, while the most common PCFs were DUIS (42%), unsafe speed (14%) and traffic signal and signs violations (14%). Crashes which occurred during dark roadway conditions most commonly took place at unsignalized intersections, as presented in Figure 26.

A total of 291 crashes occurred during wet roadway conditions, including 1 fatal crash and 10 severe injury crashes. The most common PCF among the KSI crashes which occurred under wet roadway conditions were DUIs (55%) and unsafe speed (36%). Crashes which occurred during wet roadway conditions most commonly occurred at signalized intersections, followed by unsignalized intersections.

Figure 26 — Dark and Wet Roadway Crashes (2020-2024)
Source: City of Citrus Heights Police Department Crash Database (2020 – 2024).

Figure 27 presents the locations of crashes which occurred during dark conditions in Citrus Heights, while Figure 28 presents the locations of crashes which occurred under wet roadway conditions. 476
129
560
124
148
38 0
200
400
600
800
1000
1200
1400
Dark Wet
Signalized Unsignalized Segment
ITEM 11
45 Figure 27 — Dark Roadway Condition Crashes (2020-2024) ITEM 11
46 Figure 28 — Wet Roadway Condition Crashes (2020-2024) ITEM 11
47 8. RECOMMENDATIONS
The following sections provide more information on potential engineering and non-infrastructure safety countermeasures that might address conditions that were observed to contribute to crash activity in the City. The following sections also outline the efficacy of those countermeasures employed by the City since the 2021 LRSP was adopted.

8.1. Engineering Countermeasures
The following sections contain a description of Crash Modification Factors (CMFs) and Crash Reduction Factors (CRFs) associated with the engineering countermeasures toolbox.

8.1.1. Crash Modification Factors
When identifying potential systemic safety improvements, it is important to look at CMFs for the proposed improvements. The CMF Method is found in Part D of the HSM. CMFs are defined as the ratio of effectiveness of one condition in comparison to another condition and represent the relative change in crash frequency due to a change in one specific condition. In other words, a CMF is a multiplicative factor used to compute the expected number of crashes after implementing a given countermeasure at a specific site. Countermeasures with CMFs less than one are expected to reduce crashes if applied, while those countermeasures with CMFs greater than one are expected to increase crashes. Figure 29 illustrates the definition of CMFs.

Figure 29 — CMF Calculation
A Crash Reduction Factor (CRF) is similar to a CMF but stated in different terms. A CRF is defined as a percentage of crash reduction that might be expected after the implementation of a given countermeasure at a specific site. In application, the higher a CRF value is, the more effective the countermeasure is at preventing crashes. Figure 30 shows how a CRF is calculated in relationship to a CMF.

Figure 30 — CRF Calculation
The CMF Method is used to calculate the expected number of crashes by taking the observed number of crashes and multiplying those crashes by the applicable CMF for the proposed countermeasure. It is recommended that CMFs be applied to a minimum of three years of crash ITEM 11
48 data for urban and suburban sites and five years of crash data for a rural site. Figure 31 is a sample calculation of the CMF method with one CMF being applied to a particular site for a single year.

Figure 31 — CMF Method Sample Calculation
Caution should be used in the selection of appropriate CMFs. The following guidance should be considered when selecting CMFs for predictive crash analysis:
CMFs should be selected from the HSM Part D, the LRSM, FHWA Proven Safety Countermeasures, or from the FHWA CMF Clearinghouse website (http://www.cmfclearinghouse.org).
 Read the countermeasure abstract to determine if the CMF is applicable to the proposed improvement.
 Only CMFs with a four-star rating or higher should be considered for use in analysis.  Be sure the selected CMF is applicable to the set of crash data being used for analysis. Some CMFs may only be applicable to a subset of the crash data.  The application of multiple CMFs can overestimate the expected crash reduction. Unless each CMF addresses independent crash types, multiple CMFs should not be used. It is suggested that no more than three independent CMFs be applied to a particular site.

The countermeasures proposed in this LRSP were chosen because of their effectiveness in reducing crashes, especially those most commonly occurring in the City.

8.1.2. Engineering Countermeasures Toolbox
The systemic improvements identified as most likely to be effective for Citrus Heights are listed in Table 7, and include a wide range of countermeasures that can be implemented in phases where appropriate. Many of these proposed countermeasures have already been implemented in the City, including, but not limited to, pedestrian countdown signal heads, conversion of stop-controlled intersections to roundabouts, and installation of retro-reflective backplates on traffic signal heads.

The CMF indicates how effective the countermeasure is at reducing crashes. CMFs and CRFs have been provided for reference to aid the City of Citrus Heights in understanding potential reductions from crashes by different countermeasures. Caltrans funding levels for each countermeasure are also provided to aid the City in determining what the local match would likely be if the City were to pursue grant funding. Most countermeasures are eligible for Caltrans funding up to 90%, though some are lower.

ITEM 11
49 Table 7 — Citrus Heights Engineering Countermeasures Toolbox Countermeasure Crash Modification
Factor (CMF)
Crash Reduction
Factor (CRF)
CRF Applies to
Caltrans Funding Cost to Implement
All Nighttime Pedestrian and
Bicycle
Signalized Intersections
Modify signal to provide a Leading Pedestrian Interval (LPI) 0.4 60% X 90% $ Install Left Turn Lane, Add Left Turn Phase 0.45 55% X 90% $$$ Install High Friction Surface Treatment (HFST) 0.45 55% X 90% $$$ Install intersection lighting 0.6 40% X 90% $$
Pedestrian scramble 0.6 40% X 90% $$
Curb extensions 0.63 37% X N/A $$
Install pedestrian median fencing on approaches 0.65 35% X 90% $$ Protected left turn phase 0.7 30% X 90% $$
Convert signal from pedestal-mounted to mast arm 0.7 30% X 90% $$$ Install signs with LED borders as advanced warning 0.7 30% X 90% $$ Install raised median on approaches 0.75 25% X 90% $$
Pedestrian countdown signal heads 0.75 25% X 90% $
Signal ahead warning signs 0.85 15% X N/A $
Retroreflective backplates 0.85 15% X 90% $
Improve signal timing (coordination) 0.85 15% X 50% $$
Advanced stop bar before crosswalk and bicycle box 0.85 15% X 90% $ Install raised pavement markers and striping 0.9 10% X 90% $ Flashing yellow arrow 0.94 6% X N/A $
Convert intersection to roundabout (from signal) Varies Varies X 90% $$$ Convert intersection to mini/compact roundabout (from signal) Varies Varies X 90% $$ Install protected intersection X N/A $$$
Install a raised intersection Not Available Not Available X N/A $$ Unsignalized Intersections
Install High Friction Surface Treatment (HFST) 0.55 55% X 90% $$$ Pedestrian Signal or Pedestrian High Intensity Activated Crosswalk (HAWK) 0.45 55% X 90% $$$ Install all-way STOP control 0.5 50% X 90% $
Directional median openings to restrict turning movements 0.5 50% X 90% $$ Reduced Left-Turn Conflict (R-CUT) intersections 0.5 50% X 90% $$$ $$$ Requires design and construction of extensive infrastructure improvements $$ Requires procurement and/or minor construction activities $ Requires limited staff resources and can be implemented in-house with current engineering and/or maintenance staff ITEM 11
50 Countermeasure Crash Modification
Factor (CMF)
Crash Reduction
Factor (CRF)
CRF Applies to
Caltrans Funding Cost to Implement
All Nighttime Pedestrian and
Bicycle
Pedestrian refuge island 0.55 45% X 90% $$
Install splitter-islands on minor road approaches 0.6 40% X 90% $$ Crosswalk lighting 0.6 40% X X 90% $$
Install splitter-islands on minor road approaches 0.6 40% X 90% $$ Add intersection lighting 0.6 40% X 90% $$
Colored bicycle lanes 0.61 39% X 90% $
Curb extensions 0.63 37% X N/A $$$
Install/upgrade pedestrian crossing with enhanced safety features 0.65 35% X 90% $$$ Rectangular Rapid Flashing Beacon (RRFB) 0.65 35% X 90% $$ Install left-turn lane 0.65 35% X 90% $$
Install flashing beacons as advanced warning 0.7 30% X 90% (if beacons are utilized)
$$
Upgrade pavement markings 0.75 25% X 90% $
Install raised median on approaches 0.75 25% X 90% $$
Clear sight triangles 0.8 20% X 90% $
Install right-turn lane 0.8 20% X 90% $$
Install/upgrade intersection warning/regulatory signs 0.85 15% X 90% $ Install flashing beacons at stop-controlled intersections 0.85 15% X 90% $$ Convert intersection to roundabout Varies Varies X 90% $$$ Retroreflective strips on sign posts Not Available Not Available X 90% $ Install a raised intersection Not Available Not Available X X N/A $$$ Partial street closure or diagonal diverter Not Available Not Available X X N/A $$ Install protected intersection X N/A $$$
Full street closure Not Available Not Available X X N/A $$ Roadway Segments
Improve pavement friction (High Friction Surface Treatment) 0.45 55% X 90% $$$ Install chevron signs on horizontal curves 0.60 40% X 90% $ Remove or relocate fixed object outside of Clear Recovery Zone 0.65 35% X 90% $$$ Install pedestrian median fencing 0.65 35% X 90% $$
Install bike lanes 0.65 35% X 90% $
Add segment lighting 0.65 35% X 90% $$
$$$ Requires design and construction of extensive infrastructure improvements $$ Requires procurement and/or minor construction activities $ Requires limited staff resources and can be implemented in-house with current engineering and/or maintenance staff ITEM 11
51 Countermeasure Crash Modification
Factor (CMF)
Crash Reduction
Factor (CRF)
CRF Applies to
Caltrans Funding Cost to Implement
All Nighttime Pedestrian and
Bicycle
Install/upgrade pedestrian crossing (with enhanced safety features) 0.65 35% X 90% $$ Install raised pedestrian crossing 0.65 35% X 90% $$
Install rectangular rapid flashing beacon 0.65 35% X 90% $$ Install curve advance warning signs (flashing beacon) 0.70 30% X 90% $$ Install dynamic/variable speed warning signs 0.70 30% X 90% $$ Install curve advance warning signs 0.75 25% X 90% $
Install impact attenuators 0.75 25% X 90% $$
Install centerline rumble strips/stripes 0.80 20% X 90% $$ Install edgeline rumble strips/stripes 0.85 15% X 90% $$ Install/Upgrade signs with new fluorescent sheeting (regulatory/warning) 0.85 15% X 90% $ Install delineators, reflectors and/or object markers 0.85 15% X 90% $ Speed feedback signs (mobile or fixed) Not Available Not Available X Opportunity for OTS funding
$$
Install lane narrowing treatments (extend curb inward/extend median) Not Available Not Available X N/A $$ Install a chicane, deviation, or angled slow point Not Available Not Available X N/A $$$ Install speed hump Not Available Not Available X N/A $$ Speed Reduction Markings Not Available Not Available X 90% $ Install motorcycle guardrail Not Available Not Available Motorcycles Not Available $$$ $$$ Requires design and construction of extensive infrastructure improvements $$ Requires procurement and/or minor construction activities $ Requires limited staff resources and can be implemented in-house with current engineering and/or maintenance staff ITEM 11
52 The countermeasures in the toolbox can be considered as near-term, mid-term and long-term improvements. Near-term improvements are lower cost and can be implemented most readily. Midterm improvements are higher cost improvements, while long-term improvements are the highest cost and may require engineering design and permitting to implement. Table 8 presents an estimated time range for various countermeasures.

Table 8 – Near-Term, Mid-Term, and Long-Term Improvements Near-Term Improvements
(0-3 Years)
Mid-Term Improvements
(3-5 Years)
Long-Term Improvements
(5+ Years)
• Install retroreflective
backplates and/or
additional signal heads
• Install retroreflective
strips
• Install raised pavement
markings and striping
• Install pedestrian
countdown signal heads
• Advanced stop bars
(bicycle box)
• Improve signal timing
• Implement Leading
Pedestrian Interval
• Implement All-Way-StopControl at intersection
• Install/Upgrade
intersection
warning/regulatory signs
• Clear sight
triangles/intersection
daylighting
• Install/upgrade
pedestrian crossing
• Colored bicycle lanes
• Install/upgrade signs with
new fluorescent sheeting
(regulatory or warning)
• Install delineators,
reflectors and/or object
markers
• Install dynamic speed
warning signs
• Signalize right-turn slip
lanes
• Install rumble strips
(edgeline and centerline)
• Install intersection
lighting
• Install emergency vehicle
preemption
• Install protected left turn
phase
• Complete a roadway
signage safety audit
• Install raised median
• Create directional
median openings
• Install flashing beacons
in advanced warning or
curve or intersection
• Install splitter islands on
minor road approaches
• Install RRFB
• Install bike lane
• Install motorcycle
guardrail
• ADA curb ramps
• Install left turn lane and
add left turn phase
• Replace Signal mastarms to support the
installation of additional
signal heads
• Realign intersection
approaches and
driveways
• Convert signal from
pedestal mounted to
mast arm
• Install high-friction
surface treatment
• Install signal
• Curb extensions and
bulb-outs
• Remove/relocate fixed
object out of clear
recovery zone
• Install separated bike
lanes
• Install
acceleration/deceleration
lanes
• Add two-way left turn
lane/Implement road diet
• Install pedestrian refuge
island or raised
pedestrian crossing
• Convert intersection to
roundabout
• Protected intersection
ITEM 11
53 8.1.3. 2021 LRSP Priority Projects
Four case study locations were selected for further analysis and recommendations in the 2021 LRSP.

Two citywide safety projects were also developed. For each of these projects, project sheets were developed to provide a case study to organize projects when applying for funding. These locations were identified through the analysis process based on their crash histories, the observed crash patterns, and their differing characteristics to provide the most insight into potential systemic safety countermeasures that the City can employ to achieve the most cost-effective safety benefits.

The status of each project is described below. For locations which have not yet entered into design or construction, the crash history in the updated dataset has been evaluated to determine the location’s recent performance:

1. Signalized Intersection Safety Improvements (Citywide)  This project included the installation of retroreflective Backplates at 33 signalized intersections across the City.
 The City secured HSIP Cycle 11 funding for this project and began construction in 2026.

2. Unsignalized intersection safety improvements (Citywide)  This project included upgrading signage and pavement markings at unsignalized intersections across the City, with improved intersection lighting as needed.  This project has not been implemented as of Spring 2026 and is re-evaluated in section 8.1.4 based on the new crash dataset.

3. Butternut Drive between Villaview Drive and Roseville Road  This project included a new left-turn lane on Roseville Road, refreshed bike lanes, signage, & striping, drainage improvements, bulbouts on Butternut Drive, and Street Lighting adjustments.
 Construction is expected to be completed in September 2026.

4. Van Maren Lane between Auburn Lane and Kittery Avenue/Campfire Way  The 2021 LRSP proposed a road diet and buffered bike lanes. These improvements have not yet been funded.
 According to the crash dataset (2020-2024), 3 crashes occurred along the corridor (1 broadside, 1 sideswipe, and 1rear-end).

5. Greenback Lane/San Juan Avenue and Greenback Lane/Mariposa Avenue  Retroreflective backplates will be installed at the intersection of Greenback Lane and San Juan Avenue per the HSIP Cycle 11 project. The intersection of Greenback Lane and Mariposa Avenue was included in the HSIP Cycle 8 signalized intersection improvements.  The LRSP identified the following improvements: implement a leading pedestrian interval, install green bike lane markings, improved striping through the intersection, and advanced stop bars, and replace J-arms to accommodate additional signal heads.  The crash history indicates that these intersections remain priorities:
o Greenback Lane/San Juan Avenue experienced 75 crashes and an EPDO value of 582 o Greenback Lane/Mariposa Avenue experienced 63 crashes and an EPDO value of 410 ITEM 11
54 8.1.4. New Priority Projects
Based on the crash data analysis, stakeholder input, and understanding of community requests received through the MMTSP, new priority projects were developed for Citrus Heights. These projects are estimated to provide significant safety improvement across the City, benefiting all eleven neighborhoods and road users of all ages and abilities. Table 9 presents three of the priority locations and the anticipated benefit-cost ratio of the improvements. The following section provides additional information about these improvements, while the project-specific calculations are found in Appendix D. Additional priority safety projects have been developed (beyond the three presented in Table 9) which the City will evaluate for implementation moving forward.

Table 9 — Priority Project Benefit-Cost Ratios
Priority Project Benefit Cost BCR
Supplemental traffic signal heads and mast arm
improvements $32,600,000 $7,000,000 4.6
Arterial and collector regulatory and warning sign
improvements $106,300,000 $5,200,000 20.4
Old Auburn Road Safety Improvements $5,700,000 $1,500,000 3.8 Combined $144,600,000 $13,700,000 10.6
ITEM 11
55 1. Traffic Signal Mast Arm Improvements
The City has taken an incremental approach to signal improvements in the past, improving signal timing, signal head visibility, and pedestrian crossings through systemic projects. Signalized intersections remain a safety priority for Citrus Heights, accounting for 43% of all crashes and 33% of all KSI crashes. This project recommends improvements at 42 intersections which include the installation of 100 supplemental signal heads and the replacement of 88 mast arms.

The City has several corridors with posted speed limits of 45 mph, such as Antelope Road, Madison Avenue, and Fair Oaks Boulevard. The California Manual of Traffic Control Devices (CAMUTCD) requires that signal heads be installed facing each through lane at signalized intersections with speed limits of 45 mph or higher. This project proposes that additional signal heads be installed on such corridors to meet this CAMUTCD standard. It is understood that the City will likely need to replace the existing mast arms with different poles which are rated to support the load of an additional signal head, indicating that foundation upgrades and civil costs will likely be required. The City also has older non-standard traffic signal equipment (such as J-Arms) installed at intersections along its arterial network at which the City would like to install additional signal heads facing through-lanes. This project includes the replacement of these J-arm poles to improve signal head visibility and intersection safety. Project locations are presented in Figure 32.

Figure 32 — Mast Arm Improvements
ITEM 11
56 2. Regulatory and Warning Sign Improvements at Unsignalized Intersections, Arterials and Collectors
Unsignalized intersections experienced more than half of all KSI crashes from 2020-2024. The City has therefore developed a project to improve road safety at unsignalized intersections and the roadway corridors connecting them. Figure 33 presents the approximate locations of the signs to be replaced.

Figure 33 — Signage Improvements
This project proposes that stop signs at unsignalized intersections be replaced with retroreflective and/or larger signs as applicable, and that retroreflective strips be installed on signposts. This improvement is anticipated to improve driver compliance at stop signs and address common crash types such as broadsides, rear-ends, and vehicle-pedestrian incidents.

This project also recommends that deficient regulatory and warning signs on arterial and collector corridors be replaced with signs which have fluorescent sheeting. It is recommended that the City consider evaluating and implementing improvements by neighborhood to best manage the scale of ITEM 11
57 the improvements. The California LRSM provides the following guidance 9 on roadway signage upgrades:
“This CM only applies to crashes occurring within the influence area of the new/upgraded signs. This CM is not intended for maintenance upgrades of street-name, parking, guide, or any other signs without a primary focus on roadway safety. This CM is not eligible unless it is done as part of a larger sign audit project, including the study of: 1) the existing signs' locations, sizes and information per MUTCD standards, 2) missing signs per MUTCD standards, and 3) sign retroreflectivity. The overall sign audit scope (or a special exception from the HSIP program manager) must be documented in the Narrative Questions in the application. Based on the scope of the project/audit, it may be appropriate to combine other CMs in the B/C calculation.” An estimate of the quantity of signs and project BCR is presented in Table 10.

Table 10 — Signage Improvement Benefit Cost Ratios
Facility Type
Quantity of Signs
Facility BCR Segments Unsignalized
Intersections
Signalized
Intersections
Arterials 711 1689 1613 41.2
Collectors 255 1899 27 15.7
Local Roads - 500 - 13
Total 966 4,088 1,640 20*
*Including contingency cost
9 Local Roadway Safety Manual Version 1.7, Page 83, Caltrans, April 2024 ITEM 11
58 3. Old Auburn Road Safety Improvements
Many intersections along Old Auburn Road experienced higher EPDO values during the study period.

The corridor also experienced aggressive driving trends and bicycle crashes at intersections. The City has identified complete streets safety improvements along Auburn Road to provide multimobility safety improvements along this priority corridor. Phase 1 of the project extends from Garry Oak Drive to Tiara Way while Phase 2 extends from Tiara Way to Sylvan Road/Auburn Boulevard. This project includes a suite of roadway and intersection improvements, many of which have been evaluated for their respective benefit-cost ratios.

The intersections of Old Auburn Road with Auburn Boulevard/Sylvan Road, Mariposa Avenue, Sunrise Boulevard, Antelope Road, and Fair Oaks Boulevard each have at least one right-turn slip lane. The City ultimately plans to construct protected intersections and is considering a project to signalize these right-turn movements as a first step. These signals are planned to be interconnected and coordinated to control traffic flow and reduce the occurrence of rear-end crashes and incidences of aggressive driving crashes. The City has also identified that a segment of Old Auburn Road between Antelope Road and Garry Oak Drive would benefit from a vertical curve correction, as the existing geometry presents sight distance challenges. The vertical curve correction is included in this project along with buffered bike lanes along Old Auburn Road between Sylvan Road and Garry Oak Drive. Lastly, this project includes the installation of an RRFB, pedestrian median island, and high-visibility crosswalk at the intersection of Old Auburn Road and Tiara Way. The project extents are depicted in Figure 34. Estimates of project benefit-cost ratios can be found in Appendix D.

Figure 34 — Old Auburn Road Safety Improvements
ITEM 11
59 While this report has focused on the improvements which are explicitly tied to countermeasures found in the 2024 LRSM, the Old Auburn Road Complete Streets Project includes many other features which are anticipated to provide significant safety benefits to all road users. Such improvements include installing protected intersections, the installation of landscaping to reduce the roadway width and provide traffic calming effects, relocating offset driveways and realigning intersection approaches, and others. This LRSP report recognizes the safety need along Old Auburn Road and confirms that these improvements would result in a safety benefit to the community.

4. Sunrise Tomorrow Specific Plan Frontage Improvements The City has plans to redevelop the Sunrise Mall as described in the Sunrise Tomorrow Specific Plan 10. Frontage improvements have been developed along Sunrise Boulevard and Greenback Lane along with plans for roadway reconfiguration, traffic signal modifications, and a new transit center.

The construction of a shared-use path for pedestrians and cyclists will provide enhanced safety and mobility for these vulnerable road users at this new community center. The implementation of a leading pedestrian interval at the intersection of Sunrise Boulevard and Greenback Lane will also improve pedestrian safety on the approach to the project site. Community engagement has played a critical role in the project and has shaped the project’s focus on connections to local trails and employment. The frontage improvements are anticipated to improve safety for all road users along these high-EPDO roadway segments and intersections along Greenback Lane and Sunrise Boulevard. An excerpt of the roadway plans is presented in Figure 35.

Figure 35 — Excerpt of Sunrise Tomorrow Frontage Improvements Sunrise Tomorrow Specific Plan, Page 163
10 Sunrise Tomorrow Specific Plan, City of Citrus Heights. Adopted 2021. https://www.citrusheights.net/DocumentCenter/View/17356/SunriseTomorrowSpecificPlan_11x17 ITEM 11
60 5. Miscellaneous Safety Improvements
As referenced in section 8.1.1, the City identified improvements at the intersections of Greenback Lane with San Juan Avenue and Mariposa Avenue. These improvements are still recommended given the high EPDO values and crash history observed between 2020-2024 (including crashes involving pedestrians and cyclists).

Intersection daylighting (restricting on-street parking within 20-feet of intersection approaches) can improve sight triangles for vehicles and pedestrians. The improvement can be implemented systemically across the City through the use of red curb, hatching out the pavement to restrict parking by corners, or vertical treatments (raised delineators, curb extensions, planters). This treatment can be applied systemically at unsignalized intersections to provide a 20% crash reduction benefit (Countermeasure NS13 in the LRSM9
).

ITEM 11
61 8.2. Non-Infrastructure Countermeasures
The National Highway Traffic Safety Administration (NHTSA) Countermeasures that Work, Ninth Edition, is a reference to assist safety stakeholders in selecting effective, science-based noninfrastructure traffic safety countermeasures for major highway safety problem areas. While many of the countermeasures are more appropriate to apply at the state-level or require legislative modifications to implement, Table 11 contains countermeasures that have demonstrated effectiveness and could be applied at the City level.

Table 11 — Non-Infrastructure Countermeasures Toolbox
Countermeasure Effectiveness Cost to
Implement Use Time to Implement
Aggressive Driving
Automated enforcement systems (red light
camera systems)
Effective $$$† Medium 3-12 Months
Impaired Driving
Publicized Sobriety Checkpoints Effective $$$ Medium Less than 3 months
High-Visibility Saturation Patrols (large
number of law enforcement officers
patrolling a specific area)
Situational $$ High Less than 3
months
Occupant Protection (Seat Belts, Helmets, Child Seats)
Short-term high visibility enforcement Effective $$$ Medium 3-12 Months Integrated nighttime seat belt enforcement
(night time seat belt enforcement in
conjunction with High-Visibility Saturation
Patrols for impaired driving)
Situational $$$ Unknown 3-12 Months
Distracted Driving
High visibility cellphone/text messaging
enforcement
Situational $$$ Low 3-12 Months
Cost to Implement:
$$$ Requires extensive new facilities, staff, equipment, or publicity, or makes heavy demands on current resources $$ Requires some additional staff time, equipment, facilities, and/or publicity $ Can be implemented with current staff, perhaps with training; limited costs for equipment, facilities, and publicity †
Can be covered by income from citations
Use:

High: More than two-thirds of states, or a substantial majority of communities Medium: Between one-third and two-thirds of states or communities Low: Less than one-third of states or communities
Note that while there are several other non-infrastructure countermeasures available, only those which have an effectiveness rating of four stars or higher are presented. Access to Drug Recognition Experts (DREs) and Advanced Roadside Impaired Driving Enforcement (ARIDE) training for law enforcement is not included in the document but are countermeasures that could also be considered for the City.

ITEM 11
62 9. EVALUATION AND IMPLEMENTATION

9.1. Evaluation
The success of the LRSP can be evaluated using the general process outlined below. This process can be useful to monitor progress towards implementation of safety improvement projects and strategies, and to determine when updates to the LRSP should be considered.  Law enforcement continues monitoring and recording of traffic incidents on local roadways.  Conduct frequent progress meetings (annually or quarterly) between City staff and a working group (i.e. traffic safety committee) to review the latest crash data, including assessing the effectiveness of safety countermeasures implemented, discussing ongoing traffic safety challenges, and tracking progress on plan implementation.  Maintain a list of focus/priority areas where there are transportation safety concerns based on review of crash data. The list of priority and/or top crash locations can be updated as an outcome of review of updated crash data and trends.
 Perform an update to the plan after no more than five years. It is recommended that updates to the LRSP be approved by City Council and made available to the public in accordance with Caltrans’ Local Roadway Safety Plan guidance.

9.2. Implementation
Implementation of the LRSP can be accomplished through development and implementation of safety improvement projects and strategies, the establishment of new/updated policies and programs, and development/strengthening of relationships with stakeholders.

Regarding projects, the following section identifies potential focus areas for the City in the near-tomid-term.

9.2.1. Near- and Mid-Term Focus Areas
The opportunities identified in this LRSP provide more of the systemic countermeasures that can be applied within the City. Over the next three to five years, it is recommended that the City concentrate its efforts on the following emphasis areas:

1. Intersections (Signalized and Unsignalized)

2. Aggressive and Impaired Driving

3. Pedestrians

4. Broadsides
Analysis conducted at the citywide level indicated that these factors were some of the most frequent influences contributing to crashes within the City. The countermeasure opportunities previously discussed in this report for both systemic and project-specific improvements can be used as a basis for developing projects at locations where addressing these focus areas would be of the most benefit. Projects that address these focused areas can be developed with a high benefit-to-cost ratio (by applying City-wide crash rates), allowing competitive projects to be developed even at sites with little to no direct crash history, but with conditions that might contribute to future crashes.

ITEM 11
63 9.3. Funding
Competitive funding resources are available to assist in the development and implementation of safety projects in Citrus Heights. The City should continue to seek available funding and grant opportunities from local, state, and federal resources to accelerate their ability to implement safety improvements throughout Citrus Heights. The following is a high-level introduction into some of the main funding programs and grants for which the City can apply.

9.3.1. Highway Safety Improvement Program (HSIP)
The HSIP is a Federal program housed under Fixing America’s Surface Transportation (FAST) Act. This program apportions funding as a lump sum for each state, which is then divided among apportioned programs. These flexible funds can be used for projects to preserve or improve safety conditions and performance on any Federal-aid highway, bridge projects on any public road, facilities for nonmotorized transportation, and other project types. Safety improvement projects eligible for this funding include:
 New or upgraded traffic signals
 Upgraded guard rails
 Pedestrian warning flashing beacons
 Marked crosswalks
California’s local HSIP focuses on infrastructure projects with national recognized crash reduction factors. HSIP’s call-for-projects is normally opened at intervals of one to two years. The applicant must be a city, a county, or a tribal government federally recognized within the State of California.

Additional information regarding this program at the Federal level can be found online at:
https://safety.fhwa.dot.gov/hsip/. California specific HSIP information–including dates for upcoming call for projects can be found at: http://www.dot.ca.gov/hq/LocalPrograms/hsip.html.

9.3.2. Safe Streets and Roads for All (SS4A)
The SS4A Grant Program is a federal program established by the Bipartisan Infrastructure Law. A total of $5 billion is available from 2022–2026 in the form of planning grants and implementation grants. Grant applications for projects that implement the Safe Systems Approach, such as those related to speed management, improvements in underserved communities, and vulnerable road users, are encouraged. Implementation grant projects must be identified in an applicant’s qualifying Safety Action Plan. The SS4A Self-Certification Eligibility Worksheet describes the required elements of an Action Plan and can be accessed at: https://www.transportation.gov/sites/dot.gov/files/2024- 02/SS4A-FY24-Self-Certification-Worksheet.pdf.

Additional information about implementation grants can be found at:
https://www.transportation.gov/grants/ss4a/implementation-grants.

9.3.3. Caltrans Active Transportation Program (ATP)
Caltrans Active Transportation Program (ATP) is a statewide funding program, created in 2013, consolidating several federal and state programs. The ATP funds projects that encourage increased mode share for walking and bicycling, improve mobility and safety for non-motorized users, enhance public health, and decrease greenhouse gas emissions. Projects eligible for this funding include:

ITEM 11
64  Bicycle and pedestrian infrastructure projects
 Bicycle and pedestrian planning projects (e.g. safe routes to school)  Non-infrastructure programs (education and enforcement) This program funding is provided annually. The ATP call for projects typically comes out in the spring.

Information on this program and cycles can be found online at:
http://www.dot.ca.gov/hq/LocalPrograms/atp/.

9.3.4. State Transportation Improvement Program (STIP)
The STIP provides state and federal gas tax money for improvements both on and off the state highway system. STIP programming occurs every two years. The programming cycle begins with the release of a proposed fund estimate, followed by California Transportation Commission (CTC) adoption of the fund estimate. The fund estimate serves to identify the amount of new funds available for the programming of transportation projects. Once the fund estimate is adopted, Caltrans and the regional planning agencies prepare transportation improvement plans for submittal. Caltrans prepares the Interregional Transportation Improvement Program (ITIP) using Interregional Improvement Program (IIP) funds, and regional agencies prepare Regional Transportation Improvement Programs (RTIPs) using Regional Improvement Program (RIP) funds.

The STIP is then adopted by the CTC.

9.3.5. California SB 1
SB 1 is a landmark transportation investment to rebuild California by fixing neighborhood streets, freeways, and bridges in communities across California and targeting funds toward transit and congested trade and commute corridor improvements.

California’s state-maintained transportation infrastructure will receive roughly half of SB 1 revenue:
$26 billion. The other half will go to local roads, transit agencies, and an expansion of the state’s growing network of pedestrian and cycle routes. Each year, this new funding will be used to tackle deferred maintenance needs both on the state highway system and the local road system, including:
 Bike and Pedestrian Projects: $100 million
o This funding will go to cities, counties and regional transportation agencies to build or convert more bike paths, crosswalks and sidewalks. It is a significant increase in funding for these projects through the ATP.
 Local Planning Grants: $25 million

9.3.6. California OTS Grants
This program has funding for projects related to traffic safety, including transportation safety education and encouragement activities. Grants applications must be supported by local crash data (such as the data analyzed in this LRSP) and must relate to the following priority program areas:
 Alcohol Impaired Driving
 Distracted Driving
 Drug-Impaired Emergency Medical Services
 Motorcycle Safety
 Occupant Protection
 Pedestrian and Bicycle Safety
ITEM 11
65  Police Traffic Services
 Public Relations, Advertising, and Marketing Program
 Roadway Safety and Traffic Records

9.3.7. SACOG Regional Funding Programs
SACOG provides funding allocation for various multi-modal transportation projects in the Sacramento region. Projects that are considered for this regional funding program must be eligible for Congestion Mitigation and Air Quality (CMAQ), Rural Surface Transportation Program (RSTP), or STIP funds.

Performance outcomes which are considered for selection include those which:
 Reduce regional VMT per capita
 Reduce regional congestion VMT per capita
 Increase multi-modal or alternative travel choices
 Provide long term benefits, sustaining both rural and urban economies  Improve movement of goods, in and through the region
 Improve safety and security
 Maintain and improve upon the existing transportation system ITEM 11
66 10. NEXT STEPS
The City has completed this LRSP to continue to guide the process of future transportation safety improvements for years to come. This report also serves as an update to the 2021 LRSP, providing the City with an opportunity to share how crash trends have changed during the COVID-19 Pandemic and in the years following. The data-driven analysis process identified crash types, related primary crash factors, and locations of crashes. Also as part of this process, emphasis areas were identified to inform and guide further safety evaluation of the City’s transportation network. These emphasis areas will guide corridor improvements, education programs, and capital improvements for the City.

Using the analyzed data and outputs from this LRSP, the City can:
 Apply for HSIP, SS4A, or other similar grant funding to implement infrastructure improvements throughout the City
 Actively seek other funding opportunities to improve safety for all modal users  Collaborate with established stakeholders, safety partners, and neighboring municipalities as improvements are made to create a cohesive transportation network  Review applicable LRSP data to guide the prioritization of MMTSP requests  Iteratively evaluate existing and proposed transportation safety programs and capital improvements to design a safer transportation network in the City Based on Caltrans and FHWA guidelines, the City will plan to update the LRSP within five years (by 2031 or earlier). The City intends that this plan will serve as a living document. City staff may make updates or changes as needed prior to the next major update in approximately five years.

ITEM 11

APPENDIX A

INTERSECTION NETWORK SCREENING RESULTS
ITEM 11
Intersection Crashes Local CCR Differential1 EPDO
2 Fatal Serious Injury Other Visible Injury Complaint of Pain PDO Broadside Sideswipe Rear End Head On Hit Object Overturned Other Pedestrian Bicycle Aggressive Distracted Impaired Dark Wet Motorcycle Signalized Intersections
GREENBACK LN & AUBURN BLVD 97 0.29 663 3 12 18 64 7 25 42 3 8 1 1 6 4 48 3 8 30 3 4 SUNRISE BLVD & GREENBACK LN 81 0.14 662 3 13 19 46 26 17 22 5 4 1 3 1 2 42 1 9 40 9 2 SAN JUAN AVE & GREENBACK LN 75 0.17 582 3 7 16 49 11 14 24 5 5 5 8 3 35 3 3 22 6 1 MARIPOSA AVE & GREENBACK LN 63 0.23 410 1 15 16 31 15 9 24 2 6 1 2 4 35 1 6 16 8 5 SUNRISE BLVD & ANTELOPE RD 59 0.12 174 5 13 41 13 12 24 2 5 3 29 9 29 5 2 SYLVAN RD & OLD AUBURN RD 53 0.15 425 2 8 11 32 4 11 25 1 5 1 6 23 2 4 12 4 2 SUNRISE BLVD & OLD AUBURN RD 53 0.11 315 1 11 7 34 7 6 27 3 3 1 4 2 35 2 3 15 2 1 SAN JUAN AVE & MADISON AVE 51 0.01 538 3 6 14 28 20 7 17 6 1 24 3 4 16 7 2 SUNRISE BLVD & MADISON AVE 51 -0.03 462 2 12 11 26 10 12 19 2 3 1 1 3 22 5 18 4 2 DEWEY DR & GREENBACK LN 49 -0.01 209 8 16 25 15 12 14 2 5 1 28 3 16 11 2 LICHEN DR & ANTELOPE RD 45 0.47 164 7 10 28 7 9 17 2 3 1 2 4 20 2 4 12 5 PARKOAKS DR & GREENBACK LN 39 0.01 194 6 19 14 8 3 24 1 2 1 31 2 1 11 4 BIRDCAGE ST & GREENBACK LN 37 -0.05 336 2 1 10 24 3 9 15 3 4 3 21 1 14 5 VAN MAREN LN & AUBURN BLVD 36 0.07 295 1 7 14 14 11 6 6 1 8 1 3 14 2 4 9 6 SUNRISE BLVD & MACY PLAZA DR 35 -0.02 591 4 4 8 19 9 7 15 1 1 1 1 19 1 2 7 3 1 AUBURN BLVD & ANTELOPE RD 35 -0.09 134 7 6 22 6 8 12 3 5 1 16 1 5 12 2 SUNRISE BLVD & ARCADIA DR 33 -0.01 143 4 14 15 8 2 16 1 3 1 2 23 3 2 7 2 GARDEN GATE DR & ANTELOPE RD 33 -0.08 133 5 10 18 5 4 21 1 1 1 26 2 13 2 ANTELOPE RD & I 80 EB RAMPS 31 -0.14 260 1 5 12 14 10 2 13 1 1 1 1 2 24 6 1 2 INDIAN RIVER DR & GREENBACK LN 30 -0.14 144 7 9 14 6 9 11 1 1 2 16 6 1 SUNRISE BLVD & ALTA SUNRISE DR 28 -0.08 79 1 8 19 8 6 7 1 4 2 12 2 1 8 TUPELO DR & ANTELOPE RD 27 -0.12 97 3 8 16 5 5 12 2 3 12 1 3 9 2 SUNRISE VISTA DR & GREENBACK LN 26 -0.10 363 2 7 6 11 6 5 6 1 1 1 1 3 2 7 2 10 1 2 PEORIA DR & GREENBACK LN 24 -0.17 208 1 4 5 14 3 6 7 2 2 1 2 1 10 1 2 3 2 1 SUNRISE BLVD & KINGSWOOD DR 21 -0.18 209 1 5 4 11 7 1 9 2 2 12 2 5 1 BURICH AVE & GREENBACK LN 21 -0.20 95 5 5 11 5 8 1 4 1 2 9 1 5 1 SUNRISE BLVD & SUNGARDEN DR 21 -0.16 116 5 9 7 9 10 1 1 15 1 3 9 1 MARIPOSA AVE & MADISON AVE 18 -0.25 400 3 1 3 11 3 6 4 1 4 7 2 7 3

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