Sacramento City Council
February 27, 2024

Since 2005, the State of California has adopted the following pieces of legislation with major implications for transportation planning, in addition to an executive order issued by the Office of the Governor:

Executive Order S-03-05 (2005): Establishes state agency climate action team, and directs GHG emission reductions as priority
AB 32 (2006): Required California Air Resources Board (CARB) to identify sector-specific measures to reduce GHG emissions.

SB 97 (2007): Required Office of Planning & Research (OPR) to adopt CEQA greenhouse gas (GHG)/climate change guidelines.

SB 375 (2008): Required MPOs to develop sustainable community strategies to achieve AB 32 GHG reduction targets established through the regional targets advisory committee and provides potential CEQA relief for select development projects. SACOG adopted their most recent Sustainable Communities Strategy (SCS) in 2016.

AB 1358 (2008): Required the legislative body of a city or county, upon revision of the circulation element of their general plan (after January 1, 2011), to identify how the jurisdiction will provide for the routine accommodation of all users of the roadway (i.e., complete streets) including motorists, pedestrians, bicyclists, individuals with disabilities, seniors, and users of public transportation.

SB 226 (2011): Required OPR to modify the CEQA Guidelines to set forth a streamlined review process for infill projects.

SB 743 (2013): Required changes to the guidelines implementing CEQA regarding the analysis of transportation impacts. The California Natural Resources Agency certified and adopted changes to the CEQA Guidelines that identify vehicle miles traveled (VMT) as the most appropriate metric to evaluate a project’s transportation impact. With the certification and adoption of the changes to the CEQA Guidelines, automobile delay, as measured by “level of service” and other similar metrics, generally no longer constitutes as a significant environmental effect under CEQA.

Regional
SACOG is responsible for the preparation of, and updates to, the Metropolitan Transportation Plan (MTP)/SCS and the corresponding Metropolitan Transportation Improvement Program (MTIP).

The MTP/SCS provides a 25-year transportation vision and corresponding list of projects. The MTIP identifies short-term projects (seven-year horizon) in more detail. The 2016 MTP/SCS that covers the planning period from 2012 to 2036 was adopted by the SACOG board in 2016.

SACOG is also responsible for the oversight and distribution of most Federal and State transportation funding, and develops the air quality plans and compliance measures, which incorporate mobile (vehicular) pollution sources.

TECHNICAL BACKGROUND REPORT

The Sacramento Transportation Authority is responsible for administering the original Measure A half-cent sales tax and its recent extension.

Local
The Mobility Element of the City of Sacramento’s 2035 General Plan contains goals and policies related to the City’s roadway network.

The Sacramento Climate Action Plan (2011) sets forth locally-based strategies, measures, and actions to reduce GHG emissions within the City. The plan includes transportation-focused strategies related to mobility and connectivity within the City, as well as to the relationship between transportation infrastructure and sustainable land use practices.

Many of the arterials and collectors within the city continue into adjacent jurisdictions (West Sacramento, Sutter County, Sacramento County, etc.). These agencies control the size and function of the roadway within their boundaries, and land uses within these bordering jurisdictions generate traffic on the city’s roadways.

3.3 Transit Services

INTRODUCTION
A wide range of transit services are provided in the city. Transit services include public bus service, light rail transit, commercial bus service, and interregional and interstate passenger train service.

Park-and-ride facilities are also provided throughout the city to facilitate ridesharing and automobile access to the regional transit system, and carpooling. According to the US Census Bureau’s 2018 ACS Data Profiles, 3.7 percent of commuters take transit to work in the City of Sacramento, which is less than the state average of 5.2 percent.

Figure 3-4 shows the percentage of commuters who take transit to work by neighborhood.

EXISTING CONDITIONS
Local, regional and interregional transit services within the City are described below.

Local Service
The Sacramento Regional Transit District (RT) provides local bus and light rail service within the City of Sacramento and the greater Sacramento Region, covering nearly 400 square-mile of service area. The agency aims to “promote and improve access in the Sacramento region by providing safe, reliable, and fiscally responsible transit service that links people to resources and opportunities” within the region (RT 2015). The eleven-member RT Board of Directors, made up of local and county elected officials – is charged with implementing this mission and oversees the agency’s $169 million FY 2019 operating budget and its $527.6 million FY 2019 budget for capital improvements.

Del Paso Blvd
Ra el y B vl d
Land Park Dr
Grand Ave
Northborough Dr
J St
Sheldon Rd
N 16Th St
K St
Northgate Blvd
39Th St
43Rd Ave
N St
Sutterville Rd
Arden Way
Stockton Blvd
Rush River Dr
Cosumnes River Blvd
Q St
Richards Blvd
Marconi Ave
Natomas Cen tral Dr
Riverside Blvd
Bruceville Rd
Elder Creek Rd
Franklin Blvd
Club Center Dr
Auburn Blvd
Rio Linda Blvd
Windbridge Dr
Jackson Rd
Valley Hi Dr
24T h St
El Camino Ave
59Th St
Havenside Dr
La Riviera Dr
Fair Oaks Blvd
XSt
American River Dr
Mckinley Blvd
Elvas Ave
21St St
Fulton Ave
Power Inn Rd
No wr ood Ave
Eastern Ave
Grove Ave
I Street Brg
Center Pkwy
Freeport Blvd
Danbrook Dr
Broadway
19Th St
45Th St
Watt Ave
65ThSt
16Th St
29Th St
12Th St
9Th St
10Th St
30Th St
15Th St
Alhambra Blvd
GreenhavenDr
Florin Rd
H St
Hovnanian Dr
Truxel Rd
Marysville Blvd
Main Ave
Ethan Way
W El CaminoAve
College Town Dr
Brookfield Dr
Regency Park Cir
Engle Rd
1 3Th St
Gloria Dr
47Th Ave
Seamas Ave
Cottage Way
Harvard St
Pocket Rd
Roseville Rd
Walnut Ave
E Stockton Blvd
L St
Tower Brg
Westlak e Pk wy
Capitol Mall
Arena Blvd
Edison Ave
Kiefer Blvd
Mission Ave
French Rd
W St
Television Cir
C St
I St
P St
5ThSt
3Rd St
Bridgecross Dr
65Th Street Expy
San Juan Rd
Azevedo Dr
Alta Arden Expy
S WattAve
Northrop Ave
Howe Ave
Meadowview Rd
Silver Eagle Rd
Exposition Blvd
Del Paso Rd
Curtis Dr
E kl Grove F ol r ni Rd
Elsie Ave
Fruitridge Rd
Munroe St
N Bend Dr
N 12Th St
Gateway Park Blvd
Natomas Blvd
Bell Ave
Calvine Rd
Mack Rd
46Th St
W Elkhorn Blvd
N Market Blvd
Elkhorn Blvd
Gerber Rd
S Land Park Dr
14Th St
Florin Perkins Rd
American River
E Commerce Way
Folsom Blvd
Big Horn Blvd
Levee Rd
Hurley Way
35Th Ave
Arden Garden
N Park Dr
E Levee Rd
Laguna Blvd
Lone Tree Rd
Metro Air Pkwy
Power L ni e Rd
El Centro Rd
Hedge Ave
Garden Hwy
Percent Commuters Taking Public Transit
< 1%
1% - 3%
3% - 5%
5% - 10%
> 10%
Sacramento City Limit
Sphere of Influence
Policy Area
Water
Figure 3-4
Commuters Taking Public Transit
Source: US Census Bureau, 2013-2017 American Community Survey 5-Year Estimates N:\2018 Projects\3726_Sacramento_General_Plan_Update\Graphics\GIS\MXD\UpdatedVersion\F3-4_TransitCommuters.mxd 0 ½ 1 2 Mile
J ST
3RD ST
10TH ST
9TH ST
5TH ST
N ST
L ST

TECHNICAL BACKGROUND REPORT

Bus and Shuttle Service
The RT transit vehicle fleet currently (2019) includes 197 compressed natural gas-powered buses, 27 shuttle vans, and 12 zero emission electric buses. The RT Board of Directors has committed to electrifying the bus fleet faster than required by the State of California. RT operates 65 bus routes, including 30 regular all-day routes, 34 peak-period-only routes, 1 neighborhood ride route3, and community bus services including North Natomas Jibe Express, Rancho CordoVan. Fixed-route bus routes reach 3,100 bus stops throughout Sacramento County. Eight bus-only transfer centers accommodate transfers between routes, while 32 transit centers facilitate transfers between bus routes and intermodal transfers to and from RT Light Rail lines.

In 2019, RT launched the SmaRT on-demand micro-transit pilot in South Sacramento and has continued to expand service to neighborhoods in the City and Sacramento County. SmaRT microtransit is the first of its kind in City of Sacramento, and it serves many lower income and disadvantaged neighborhoods.

Light Rail Service
To provide high-frequency, high-capacity transit service, RT operates a 43-mile light rail transit system. RT operates 97 light rail vehicles on three light rail lines with 52 stops. Figure 3-5 shows the alignment for RT’s Blue, Gold, and Green Light Rail Lines, the location of RT-operated Park and Ride lots, and the roadways in the General Plan Policy Area that are served by RT bus routes. Riders can travel along the Blue Line to the north-east through the Arden/Del Paso area to the I-80/Watt Avenue light rail station, and to the south through South Sacramento to Cosumnes River College station. Riders can travel along the Gold Line from the Sacramento Valley Station in Downtown Sacramento to the east through East Sacramento and past California State University at Sacramento (CSUS) to the City of Folsom. The Green Line runs through north downtown to Township 9, Natomas, and is planned eventually to reach Sacramento International Airport.

Span and Frequency of Bus and Light Rail Services
RT provides transit service 365 days a year. Buses operate daily from 5 a.m. to 11 p.m. every 12 to 60 minutes, depending on the route, and time of day. Light rail trains begin operation at 4 a.m. with service every 15 minutes during the day and every 30 minutes in the evening and during early morning service on weekends. Blue Line and Gold Line trains operate until 12:30 a.m. Green Line trains operate every 30 minutes, Monday through Friday, from approximately 6 a.m. to 8:30 p.m.

The SmaRT micro-transit service buses operate daily from 6 a.m. to 10 p.m., with some variation in each service area (RT 2019).
3 The Neighborhood Ride buses have regular "fixed" routes and schedules like the rest of SacRT's service, but also offer special curb-to-curb service (not to be confused with ADA/paratransit door-to-door service) on routes 33 and 47.

Cosumnes
RiverCollege
Florin
TowneCentre
Pocket
CSUS
ArdenFair
American
RiverCollege
Del Paso Blvd
Ra el y B vl d
Land Park Dr
Grand Ave
Northborough Dr
J St
Sheldon Rd
N 16Th St
K St
Northgate Blvd
39Th St
43Rd Ave
N St
Sutterville Rd
Arden Way
Stockton Blvd
Rush River Dr
Cosumnes River Blvd
Q St
Richards Blvd
Marconi Ave
Natomas Cen tral Dr
Riverside Blvd
Bruceville Rd
Elder Creek Rd
Franklin Blvd
Club Center Dr
Auburn Blvd
Rio Linda Blvd
Windbridge Dr
Jackson Rd
Valley Hi Dr
24T h St
El Camino Ave
59Th St
Havenside D r
La Riviera Dr
Fair Oaks Blvd
XSt
American River Dr
Mckinley Blvd
Elvas Ave
21St St
Fulton Ave
Power Inn Rd
No wr ood Ave
Eastern Ave
Grove Ave
I Street Brg
Center Pkwy
Freeport Blvd
Danbrook Dr
Broadway
19Th St
45Th St
Watt Ave
65ThSt
16Th St
29Th St
12Th St
9Th St
10Th St
30Th St
15Th St
Alhambra Blvd
Greenhaven Dr
Florin Rd
H St
Hovnanian Dr
Truxel Rd
Marysville Blvd
Main Ave
Ethan Way
W El CaminoAve
College Town Dr
Brookfield Dr
Regency Park Cir
Engle Rd
1 3Th St
Gloria Dr
47Th Ave
Seamas Ave
Cottage Way
Harvard St
Pocket Rd
Roseville Rd
Walnut Ave
E Stockton Blvd
L St
Tower Brg
Westlak e Pk wy
Capitol Mall
Arena Blvd
Edison Ave
Kiefer Blvd
Mission Ave
French Rd
W St
Television Cir
C St
I St
P St
5ThSt
3Rd St
Bridgecross Dr
65Th Street Expy
San Juan Rd
Azevedo Dr
Alta Arden Expy
S WattAve
Northrop Ave
Howe Ave
Meadowview Rd
Silver Eagle Rd
Exposition Blvd
Del Paso Rd
Curtis Dr
E kl Grove F ol r ni Rd
Elsie Ave
Fruitridge Rd
Munroe St
N Bend Dr
N 12Th St
Gateway Park Blvd
Natomas Blvd
Bell Ave
Calvine Rd
Mack Rd
46Th St
W Elkhorn Blvd
N Market Blvd
Elkhorn Blvd
Gerber Rd
S Land Park Dr
14Th St
Florin Perkins Rd
American River
E Commerce Way
Folsom Blvd
Big Horn Blvd
Levee Rd
Hurley Way
35Th Ave
Arden Garden
N Park Dr
E Levee Rd
Laguna Blvd
Lone Tree Rd
Metro Air Pkwy
Power L ni e Rd
El Centro Rd
Hedge Ave
Garden Hwy
Transit Center
Amtrak Station
Stations (No Parking)
Stations (Park-and-Ride)
Lightrail
Amtrak
SacRT Bus Routes
<= 15 min Headway
20-30 min Headway
45-60 min Headway
Peak Only Route
Supplemental Route
Sacramento City Limit
Sphere of Influence
Policy Area
SmarRT Zone
Water
Figure 3-5
Transit Network
Source: Sacramento Regional Transit, 2020
N:\2018 Projects\3726_Sacramento_General_Plan_Update\Graphics\GIS\MXD\UpdatedVersion\F3-5_TransitNetwork.mxd 0 ½ 1 2 Mile
J ST
3RD ST
10TH ST
9TH ST
5TH ST
N ST
L ST
Blue
Line
Gold Line
Blue Line
California Zephyr
CoastStarlight
CapitolCorridor
San Joaquin

TECHNICAL BACKGROUND REPORT

Service for Patrons with Limited Mobility
Although RT bus and light rail services are accessible to the disabled community, the agency also provides door-to-door service for patrons unable to travel on fixed-route bus and light rail lines, as required by the Americans with Disabilities Act (ADA). RT has contracted with Paratransit, Inc. to provide this essential service for over 30 years. Within the RT service area, approximately 290,000 ADA paratransit trips are provided annually (RT, 2018).

Ridership
In FY 2018, Annual ridership was approximately 21 million passengers. Weekday light rail ridership averages about 37,000, while weekday bus ridership averages approximately 36,000 passengers per day (RT 2019). This represents a 5.3% decrease from FY 2017, with 9.3% decrease in light rail ridership and 9.3% decrease in bus ridership.

Planned Improvements
In February 2019, the RT Board of Directors approved the SacRT Forward New Network plan and directed staff to begin preparations for major changes to the Sacramento bus network, including changes in service routes and frequency. In addition, RT plans the following improvements to its light rail system:
• Design and Construct Dos Rios light rail station located on North 12th Street • Replace aging light rail vehicle fleet with new, low-floor light rail vehicles. • Complete double tracking of the Gold Line between the Sunrise and Historic Folsom stations. This project will enable 15-minute service between historic Folsom and downtown Sacramento.
• Double tracking of Green Line from Sacramento Valley Station to North B Street, with a new infill station located on 7th Street.
• The planned Green Line to the Airport Project would extend service from Downtown Sacramento through Natomas to the Sacramento International Airport. The project is approximately 13 miles in length and would have a total of 13 stations. • Develop Zero Emission Vehicle (ZEV) Conversion Plan with the goal to convert the entire fleet to zero-emission vehicles.

The Downtown Riverfront Streetcar project, a partnership between the cities of West Sacramento and Sacramento, as well as RT and SACOG, Yolo County Transportation District, and Caltrans, is in the final design phase. The planned 4.4-mile fixed-rail streetcar line will extend from the West Sacramento Civic Center to the Midtown entertainment and retail district in the City of Sacramento, and connect major destinations including Raley Field, the River District, Downtown

Commons, the California State Capitol, the Railyards Specific Plan Area, and adjacent neighborhoods.

Regional Service
Greyhound provides commercial bus service, with connections to over 3,800 service destinations in North America. In July 2011, a new Greyhound bus terminal opened on Richards Boulevard north of Downtown Sacramento. The terminal is open 24-hours a day and houses an on-site restaurant, passenger waiting areas, and ticketing facilities.

Megabus provides commercial city-to-city express bus service from Sacramento to San Francisco.

The Megabus stop is located at the University/65th Street light rail station on 65th Street.

Many regional commute buses provide daily bus service to Sacramento, most of them designed to serve workers who travel to and from downtown Sacramento during peak commute hours. A recent tabulation counted 13 regional commuter bus agencies providing weekday service with over 90 combined routes. Regional bus services contracted to Amtrak connect to a wide network in Northern California with 32 bus routes feeding into Sacramento Valley Station. Recently passed SB742 eliminates the requirement for these Amtrak bus routes to use the train as part of their journey to facilitate more passengers using the bus service.

Amtrak provides regional commercial rail service. As shown in Table 3-7, Amtrak provides interstate passenger train service and is contracted to operates state-funded intercity service to the Sacramento Valley Station in Downtown Sacramento at 401 I Street. The station is open seven days a week from 4:00 AM until 11:59 PM for ticket sales and baggage service. The station is the 7th busiest in the nationwide Amtrak network. Interregional and interstate service operate via the following lines and service levels:

Table 3-7: AMTRAK Interregional Service
Route Service
California Zephyr (San Francisco, Sacramento, Denver,
Chicago)
2 trips/day
Coast Starlight (Seattle, Portland, Sacramento, San
Francisco, Los Angeles)
2 trips/day
San Joaquins (San Francisco, Sacramento, Bakersfield) 4 trips/day Capitol Corridor (Sacramento, Bay Area) 15 roundtrips/weekday 11 roundtrips/weekend & holidays
Source: Amtrak. 2017. California Zephyr Schedule, Effective July 20, 2017; Amtrak. 2019. Coast Starlight Schedule, Effective February 14, 2019; Amtrak. 2018a. Capitol Corridor Schedule, May 7, 2018; Amtrak. 2018b San Joaquins Schedule, Effective December 17, 2018.

The Capitol Corridor is the busiest line serving Sacramento, and 3rd busiest Amtrak route in the nation, with 15 roundtrips to destinations in the San Francisco Bay Area each weekday and 11 roundtrips on Saturday and Sunday. The state-funded Capitol Corridor intercity passenger train

TECHNICAL BACKGROUND REPORT

service operated by Amtrak, provides service along a 170-miles rail corridor between San Jose, Oakland, Richmond, Sacramento and Placer County. The Capitol Corridor Joint Powers Authority (CCJPA) is a partnership of six local transit agencies in the eight-county service area that shares the administration and management of the Capitol Corridor. The San Francisco Bay Area Rapid Transit District (BART) provides day-to-day management support to the CCJPA along with the partners who help deliver the Capitol Corridor service. Capitol Corridor trains carried approximately 1.7 million passengers in FY 2018, a 21 percent increase from FY 2013 (CCJPA 2018). It’s 90 percent on-time performance makes this corridor one of the best performing service in the Amtrak system. Since 1998, service levels have increased by 275 percent from 8 to 30 daily trains on weekdays. During the same period, ridership has increased from 463,000 to 1.7 million and corridor revenue has increased by 480 percent to $36.22 million (CCJPA 2018). Service expansion to Roseville and Auburn is forthcoming to increase the number of trains between Sacramento and Roseville.

The San Joaquins provides two daily roundtrips between Sacramento and its southern terminus at Bakersfield and Stockton. The San Joaquin Joint Powers Authority (SJJPA) is a partnership of ten local transit agencies in its service area that shares the administration and management of the San Joaquin Rail Service. The SJJPA and the San Joaquin Regional Rail Commission (SJRRC) have developed plans for the Valley Rail Sacramento Extension Project, which would provide additional passenger rail services between Sacramento and the San Joaquin Valley. The planned expansion includes track improvements along the UPRR Sacramento Subdivision and the construction of five new stations in the Sacramento region. The proposed stations would include North Elk Grove along Cosumnes River Boulevard in South Sacramento; City College; Midtown Sacramento; Old North Sacramento; and Natomas/Sacramento Airport). Increased passenger rail service would include one additional round trip of Amtrak San Joaquins service between the existing Fresno Amtrak Station and the proposed Natomas/Sacramento Airport Station, and one additional round trip of Amtrak San Joaquins service between the existing Bakersfield Amtrak Station and the proposed Natomas/Sacramento Airport Station. The proposed project would also include additional round trips of the Altamont Corridor Express (ACE) service between the proposed Natomas/Sacramento Airport Station and the existing San Jose Diridon Station, the existing Stockton Downtown/ACE Station, and the proposed Ceres ACE Station.

Phased Improvements
Sacramento’s downtown historic Sacramento Valley Station (SVS) and city-owned parcel are being transformed into a Northern California regional transportation hub to serve all modes of travel to and from the station: passenger train, light rail, bus, micro-shuttle, taxi, rental car and bicycle. The site was once the western terminus for the transcontinental railroad and has been part of major railroad holdings in downtown Sacramento since the mid-19th century. The project has progressed in three stages:
• Phase 1 (Completed February 2013) - Resulted in passenger and freight railroad tracks being moved 500 feet north to accommodate longer passenger trains, more efficient rail travel, a safer means of crossing the railroad tracks and connections to the downtown within the Railyards property. New facilities included passenger platforms and canopied

walkways, electronic information systems, landscaping and other amenities. The phase also included construction of three tunnels under the realigned tracks - the Central Passenger Tunnel, the Service Tunnel, and the West Tunnel, which will connect cyclists and pedestrians to the State-owned buildings designated for expansion in the State Railroad Museum complex. The depot also received basic structural upgrades and code improvements, including seismic retrofit work, installation of fire sprinklers and detection systems and accessibility improvements.
• Phase 2 (Completed March 2017) – Completed renovation of the historic Southern Pacific Station which relocated Amtrak facilities to the west wing of the station to achieve greater operational efficiency to the relocated platforms, via the new Service Tunnel. The relocation of Amtrak also provided for new tenant lease space on the ground and upper levels on the east wing, accessible by 5th Street and the connections to the Central Business District. The building was fully restored throughout under the Secretary of the Interior Standards for Historic renovation, and the energy and water system improvements were made at a high level of efficiency and sustainable use of materials to target a LEED Platinum level certification (certification expected in 2020). The work was funded by a $15 million Transportation Investment Generating Economic Recovery (TIGER) grant and Measure A Sales Tax for county transportation improvements. The renovation funding also included improvements for bicycle facilities and passenger amenities and provided shell improvements for tenant areas. Currently the station is more than 75% leased, with active interest in the remaining space.
• Phase 3 – Is a series of projects planned to be implemented in the next 5 to 20 years to expand the station transportation facilities and create a destination of activity for travelers and locals, centered conveniently to downtown, the Railyards, and the Old Sacramento Waterfront. The master plan for the site prioritizes the ultimate needs of the Sacramento Valley Station as the local and Northern California transportation center that will eventually support high intensity land uses aligned with value of the site with future connections to and arrival of high-speed rail. The plan identifies the realignment of the existing light rail terminal station to a through station alignment from H Street, to a new platform parallel to 5th Street and connecting to 7th Street at the intersection with F Street.

The plan also includes a Bus and Mobility Hub located parallel and just south of the passenger and freight tracks and physically connects with the existing Steve Cohn Passageway pedestrian passenger tunnel. This hub will include 18 bus bays for regional and intercity buses on an upper level, and below, provision for on-demand micro-shuttles and 116 car share parking spaces, and will provide bike storage and service facilities, public restrooms and facilities for bus driver break areas. The 2018 State Rail Plan anticipates passenger volumes that would exceed the capacity of the existing passenger tunnel, and the master plan, therefore, anticipates an overhead concourse bridging the tracks with vertical access to the platforms that is accessed from both the SVS site and the public plaza in the Railyards Historic Shops District.

TECHNICAL BACKGROUND REPORT

• The site design follows the certification requirements of the Living Community Challenge (LCC) framework under the International Living Futures Institute (ILFI) and the Bus and Mobility Hub is to follow the Living Building Challenge (LBC) requirements that include net positive water and energy use.

Park-and-Ride Lots
Park-and-ride lots enable commuters to access the regional public transit system by automobile, or to form carpools with other drivers. RT operates 22 park-and-ride lots with a total of 10,114 parking stalls (RT 2019). In March 2019, RT eliminated parking charges at all park-and-ride lots. Caltrans operates additional park-and-ride lots at locations across the Sacramento Region, including along SR 99 at Twin Cities Road, Sheldon Road, Calvine Road, Elkhorn Boulevard, and at the Caltrans maintenance yard in Elk Grove.

REGULATORY CONTEXT
Federal and State
• The Federal Transit Act, approved in 1976, provides policy and guidance for Federal involvement in public transit.
• The State’s California Transportation Plan (CTP) 2040 (Caltrans 2016) provides guidance on long-range transportation planning issues. Under the umbrella of CTP, modal-specific plans including the California State Rail Plan (Caltrans 2018) and the Statewide Transit Strategic Plan (forthcoming) provide policy direction for an integrated transit and passenger rail network.
• The California Sustainable Communities and Climate Protection Act of 2008 (SB 375) requires each Metropolitan Planning Organization in the state, including the Sacramento Council of Governments (SACOG), to develop a Sustainable Communities Strategy (SCS) that integrates planning for transportation – including public transit – with land use and housing policies to ensure achievement of transportation-related greenhouse gas emissions reduction targets established by the California Air Resources Board (CARB).

Local
The development of local and regional transit facilities, provision of transit services, and related policies are guided by the vision, goals, and strategies articulated in the following plans:
• Sacramento Regional Transit District Strategic Plan 2015 – 2020 (RT 2015). This plan identifies goals, strategies, and performance indicators to guide RT from its current to its desired state toward realizing its vision.

• Sacramento Regional Transit District Short Range Transit Plan FY 2012-2022 (RT 2012).

This plan identifies immediate actions to meet near-term needs in a fiscally constrained environment.
• TransitAction: Sacramento Regional Transit Master Plan (RT 2009). This Plan identifies the vision, goals, and strategies necessary to meet the region’s long-term transit needs. • 2016 Metropolitan Transportation Plan/Sustainable Communities Strategy (SACOG 2016).

The City of Sacramento Climate Action Plan (City of Sacramento 2011) establishes City targets for the reduction of greenhouse gas (GHG) emissions in the City of Sacramento to 38% below 2005 levels by 2030. The CAP details strategies, and specific actions the City can take to reduce emissions and avoid or mitigate the effects of climate change, including the following transportation-related measures (Strategy 2 – Mobility and Connectivity), which are projected to contribute to 8% of the total reduction in GHG emissions necessary for the City to meet its interim targets by 2020:
• Multi-modal travel options: Includes expanded public transit facilities and services, and improves access to existing transit increasing overall transit ridership. • Improved pedestrian environment: Improves access to transit. • Increased transit mode share.
• Low-emission vehicles: May include upgrading public transit fleet to reduce emissions. • Connected transportation system: Includes improving connections to and within the regional transit system and between transit and other modes of transportation. • Transportation Demand Management (TDM): Includes incentives, policies and other programs that encourage utilization of public transit.

3.4 Bikeways

INTRODUCTION
City of Sacramento’s flat topography and temperate year-round climate provide ideal conditions for bicycling as a primary mode of transportation. Over the years, the City has facilitated bicycle travel through the provision of a variety of bicycle facilities, ranging from on-street neighborhood bicycle routes to the renowned American River Bike Trail. In 2018, City approved the operation of JUMP Bikes, a private business that provides shared electric bicycles and e-scooters in the core areas of Sacramento, West Sacramento, and Davis. According to the US Census Bureau’s 2013-2017 American Community Survey, 1.9 percent of commuters bike to work in the City of Sacramento, which is greater than the state average of 0.6 percent. Figure 3-6 shows the percentage of commuters who bike to work by neighborhood.

In 2016, the City adopted the City of Sacramento Bicycle Master Plan (City of Sacramento amend. 2018). The primary purpose of the bikeway master plan is to set forth bicycle related investments, policies, programs and strategies to establish a complete bicycle system.

Del Paso Blvd
Ra el y B vl d
Land Park Dr
Grand Ave
Northborough Dr
J St
Sheldon Rd
N 16Th St
K St
Northgate Blvd
39Th St
43Rd Ave
N St
Sutterville Rd
Arden Way
Stockton Blvd
Rush River Dr
Cosumnes River Blvd
Q St
Richards Blvd
Marconi Ave
Natomas Cen tral Dr
Riverside Blvd
Bruceville Rd
Elder Creek Rd
Franklin Blvd
Club Center Dr
Auburn Blvd
Rio Linda Blvd
Windbridge Dr
Jackson Rd
Valley Hi Dr
24T h St
El Camino Ave
59Th St
Havenside Dr
La Riviera Dr
Fair Oaks Blvd
XSt
American River Dr
Mckinley Blvd
Elvas Ave
21St St
Fulton Ave
Power Inn Rd
No wr ood Ave
Eastern Ave
Grove Ave
I Street Brg
Center Pkwy
Freeport Blvd
Danbrook Dr
Broadway
19Th St
45Th St
Watt Ave
65ThSt
16Th St
29Th St
12Th St
9Th St
10Th St
30Th St
15Th St
Alhambra Blvd
GreenhavenDr
Florin Rd
H St
Hovnanian Dr
Truxel Rd
Marysville Blvd
Main Ave
Ethan Way
W El CaminoAve
College Town Dr
Brookfield Dr
Regency Park Cir
Engle Rd
1 3Th St
Gloria Dr
47Th Ave
Seamas Ave
Cottage Way
Harvard St
Pocket Rd
Roseville Rd
Walnut Ave
E Stockton Blvd
L St
Tower Brg
Westlak e Pk wy
Capitol Mall
Arena Blvd
Edison Ave
Kiefer Blvd
Mission Ave
French Rd
W St
Television Cir
C St
I St
P St
5ThSt
3Rd St
Bridgecross Dr
65Th Street Expy
San Juan Rd
Azevedo Dr
Alta Arden Expy
S WattAve
Northrop Ave
Howe Ave
Meadowview Rd
Silver Eagle Rd
Exposition Blvd
Del Paso Rd
Curtis Dr
E kl Grove F ol r ni Rd
Elsie Ave
Fruitridge Rd
Munroe St
N Bend Dr
N 12Th St
Gateway Park Blvd
Natomas Blvd
Bell Ave
Calvine Rd
Mack Rd
46Th St
W Elkhorn Blvd
N Market Blvd
Elkhorn Blvd
Gerber Rd
S Land Park Dr
14Th St
Florin Perkins Rd
American River
E Commerce Way
Folsom Blvd
Big Horn Blvd
Levee Rd
Hurley Way
35Th Ave
Arden Garden
N Park Dr
E Levee Rd
Laguna Blvd
Lone Tree Rd
Metro Air Pkwy
Power L ni e Rd
El Centro Rd
Hedge Ave
Garden Hwy
Percent Commuters Biking to Work
< 1%
1% - 3%
3% - 5%
5% - 10%
> 10%
Sacramento City Limit
Sphere of Influence
Policy Area
Water
Figure 3-6
Commuters Biking to Work
Source: US Census Bureau, 2013-2017 American Community Survey 5-Year Estimates N:\2018 Projects\3726_Sacramento_General_Plan_Update\Graphics\GIS\MXD\UpdatedVersion\F3-6_BikeCommuters.mxd 0 ½ 1 2 Mile
J ST
3RD ST
10TH ST
9TH ST
5TH ST
N ST
L ST

The plan identifies existing and planned bicycle routes, lanes, separated bikeways, and shared-use paths within the city, presents appropriate design features of bikeways, such as signs and markings, and promotes bicycle safety and education programs. The 2016 update to the plan focuses on equity by engaging underrepresented neighborhoods and designing low-stress bikeway network for all ages and abilities.

The primary goal of the bikeway improvements proposed in the City’s Bikeway Master Plan is to encourage more bicycling by the citizens of Sacramento for both transportation and recreation, and thereby allowing the City of Sacramento to meet General Plan emission targets.

In an effort to identify key projects and investment priorities that will support multi-modal transportation in Central City, the City has completed a downtown transportation study, Sacramento Grid 3.0 (City of Sacramento 2016). Bicycle network improvements identified in this study include new separated bikeways, bike lanes, and shared-use paths that will fill gaps in the existing bicycle network.

EXISTING CONDITIONS
Bikeways are classified according to the following five types:
• Class I – off-street shared-use paths with exclusive right of way for bicyclists and pedestrians
• Class II – on-street bike lanes marked by pavement striping and signage • Class II Enhanced – on-street bike lanes that include a striped buffer between the bike lane and travel lanes
• Class III – on-street bike routes that share the road with motorized vehicles • Class IV – separated bikeway located within or directly adjacent to the roadway for the exclusive use of bicycles and e-scooters, which includes a vertical element to provide further separation from motor vehicle traffic.

Existing and proposed bicycle facilities within the city are displayed in Figure 3-7. As shown, onstreet bike lanes or buffered bike lanes (Class II and Class IV) are present on many roadways within the City, and many city streets are designated as Class III bicycle route.

Recognizing the importance of providing safe and inviting bicycle facilities, the City continuous to implement active transportation and complete streets projects. Innovative solutions such as buffered bike lanes, parking-protected bikeways, and hybrid beacon crossing with crosswalk have been implemented or planned along many corridors within the City.

Several Class I shared-use paths throughout the city provide exclusive right-of-way to bicyclists and pedestrians. The following Class I shared-use facilities serve a regional population who use the facilities for commute and recreation:

Legend
Class I Bike Path
Class 11 Bike Lane
Class Ill Bike Route
L
----··1 City Limits
- Waterways
0 2 Miles
Figure 3-7
Existing Bicycle Facilities

The American River Parkway Trail is a Class I shared-use facility between Discovery Park in Sacramento and the City of Folsom. The paved path is approximately 30 miles long and follows the American River. The path serves bicyclists commuting to work and recreational users.

The Sacramento River Parkway Trail is a Class I shared-use facility along the eastern bank of the Sacramento River between I-80 in South Natomas to the southern border of the City. The trail is approximately 16 miles long, with over half of the miles paved and plans for the rest to be paved.

The Ueda Parkway is a is a Class I shared-use facility along Steelhead Creek between Del Paso Road and Arden Way. The trail links Downtown Sacramento, Natomas, and established neighborhoods in the region north of the American River. In addition to bicyclist and pedestrians, equestrian use is allowed on parts of the trail.

The Sacramento Northern Trail is a is a Class I shared-use facility that runs north-south between the Sacramento/Sutter County line and the American River, roughly parallel to Rio Linda Road.

This 10-mile trail links Downtown Sacramento and established neighborhoods in the region north of the American River, and is planned to eventually connect to the Ueda Parkway trail to form a Sacramento/Sutter County loop trail around the Natomas basin.

REGULATORY CONTEXT
Federal and State
There are no Federal regulations relevant development of the General Plan policy relating to bikeways.

The State’s California Transportation Plan (CTP) 2040 (Caltrans 2016) provides guidance on longrange transportation planning issues. Under the umbrella of CTP, the Towards an Active California State Bicycle and Pedestrian Plan (Caltrans 2017) provides statewide policy direction to support travel by bicyclists, pedestrians, and other active transportation modes.

Local
The City of Sacramento’s 2035 General Plan contains goals and policies related to bikeways.

The City of Sacramento Bicycle Master Plan (amend. 2018) contains goals and policies related to the planning, operation, and design of bicycle facilities.

TECHNICAL BACKGROUND REPORT

3.5 Pedestrian Facilities

INTRODUCTION
Travel by walking is something that nearly every Sacramentan does on a daily basis and is the foundation for the City’s mobility. Residents of the City walk to work, parks, schools, neighborhood retail, and transit facilities. In California, 2.7 percent of commuters walk to work (U.S. Census Bureau, 2013-2017 American Community Survey). In Sacramento, 2.8 percent of commuters walk to work, which is slightly greater than the state average.

Walking travel in Sacramento varies greatly by neighborhood. As shown in Figure 3-8, neighborhoods with the highest percentages of commuters who walk to work are located in Central City and Campus Commons, and neighborhoods with the lowest percentages of residents who walk to work are generally within the northern-most and southern-most portions of the city.

The walk commute map provides an indirect measure of the varying degree of walkability among different areas of the City. Factors such as the presence of dense gridded streets with pedestrian facilities, pedestrian-scale streetscape, and a mix of residential and retail and employment land uses help create a highly walkable urban environment.

To enhance and improve the walking environment, the City implements crosswalks, pedestrian countdown signals, traffic calming measures, street trees, and similar measures. In 2006, the City adopted a Pedestrian Master Plan. This document complements prior City documents and programs such as the Pedestrian Safety Guidelines and the Neighborhood Traffic Management Program. In an effort to identify key projects and investment priorities that will support multimodal transportation in Central City, the City has completed a downtown transportation study, Sacramento Grid 3.0 (City of Sacramento 2016). Pedestrian accessibility improvements include a complete pedestrian network, pedestrian-priority treatments, and streetscape improvements.

EXISTING CONDITIONS
The City has implemented community programs and adopted guidelines over the past several years to enhance the pedestrian environment within Sacramento as described below. • The City of Sacramento Pedestrian Crossing Guidelines (City of Sacramento 2014) provides design guidelines on the current best practices for pedestrian facilities, to promote the enhancement of existing facilities, and to help provide safe and frequent pedestrian crossing facilities that support a walkable urban environment. The Guidelines are currently being updated and are expected to be adopted in 2020.
• The Speed Lump Program strives to improve neighborhood livability by slowing vehicles on residential streets. Requests for speed lumps are evaluated according to the Speed Hump Guidelines. Typically, the program budget allows for speed lumps construction on 10 to 16 streets each year.

• The Public Right-of-Way Accessibility Program allows citizens to request improvements in the public right-of-way (curbs, sidewalks, public parking) that will improve access for the community and meet ADA standards.
• The Complete Streets Policy provides a framework for the creation of Complete Streets that provide complete, connected multimodal transportation network that contributes directly to the safety, health, economic vitality, and quality of life of all residents, especially the most vulnerable, those walking and rolling.

REGULATORY CONTEXT
Federal and State
The Americans with Disabilities Act (ADA) establishes requirements to accommodate disabled persons in all settings, including transportation facilities. These requirements include maximum sidewalk grades, minimum sidewalk widths, curb cut locations, and number/location of accessible parking facilities.

The State’s California Transportation Plan (CTP) 2040 (Caltrans 2016) provides guidance on longrange transportation planning issues. Under the umbrella of CTP, the Towards an Active California State Bicycle and Pedestrian Plan (Caltrans 2017) provides statewide policy direction to support travel by bicyclists, pedestrians, and other active transportation modes.

Local
The City of Sacramento’s 2035 General Plan contains goals and policies related to pedestrian facilities.

The City of Sacramento has adopted several local policies to enhance pedestrian safety and comfort.

These documents are identified earlier in this chapter and include the Pedestrian Master Plan, Pedestrian Crossing Guidelines, Speed Hump Guidelines, and the Complete Street Policy.

Del Paso Blvd
Ra el y B vl d
Land Park Dr
Grand Ave
Northborough Dr
J St
Sheldon Rd
N 16Th St
K St
Northgate Blvd
39Th St
43Rd Ave
N St
Sutterville Rd
Arden Way
Stockton Blvd
Rush River Dr
Cosumnes River Blvd
Q St
Richards Blvd
Marconi Ave
Natomas Cen tral Dr
Riverside Blvd
Bruceville Rd
Elder Creek Rd
Franklin Blvd
Club Center Dr
Auburn Blvd
Rio Linda Blvd
Windbridge Dr
Jackson Rd
Valley Hi Dr
24T h St
El Camino Ave
59Th St
Havenside Dr
La Riviera Dr
Fair Oaks Blvd
XSt
American River Dr
Mckinley Blvd
Elvas Ave
21St St
Fulton Ave
Power Inn Rd
No wr ood Ave
Eastern Ave
Grove Ave
I Street Brg
Center Pkwy
Freeport Blvd
Danbrook Dr
Broadway
19Th St
45Th St
Watt Ave
65ThSt
16Th St
29Th St
12Th St
9Th St
10Th St
30Th St
15Th St
Alhambra Blvd
GreenhavenDr
Florin Rd
H St
Hovnanian Dr
Truxel Rd
Marysville Blvd
Main Ave
Ethan Way
W El CaminoAve
College Town Dr
Brookfield Dr
Regency Park Cir
Engle Rd
1 3Th St
Gloria Dr
47Th Ave
Seamas Ave
Cottage Way
Harvard St
Pocket Rd
Roseville Rd
Walnut Ave
E Stockton Blvd
L St
Tower Brg
Westlak e Pk wy
Capitol Mall
Arena Blvd
Edison Ave
Kiefer Blvd
Mission Ave
French Rd
W St
Television Cir
C St
I St
P St
5ThSt
3Rd St
Bridgecross Dr
65Th Street Expy
San Juan Rd
Azevedo Dr
Alta Arden Expy
S WattAve
Northrop Ave
Howe Ave
Meadowview Rd
Silver Eagle Rd
Exposition Blvd
Del Paso Rd
Curtis Dr
E kl Grove F ol r ni Rd
Elsie Ave
Fruitridge Rd
Munroe St
N Bend Dr
N 12Th St
Gateway Park Blvd
Natomas Blvd
Bell Ave
Calvine Rd
Mack Rd
46Th St
W Elkhorn Blvd
N Market Blvd
Elkhorn Blvd
Gerber Rd
S Land Park Dr
14Th St
Florin Perkins Rd
American River
E Commerce Way
Folsom Blvd
Big Horn Blvd
Levee Rd
Hurley Way
35Th Ave
Arden Garden
N Park Dr
E Levee Rd
Laguna Blvd
Lone Tree Rd
Metro Air Pkwy
Power L ni e Rd
El Centro Rd
Hedge Ave
Garden Hwy
Percent Commuters Walking
< 1 %
1% -3%
3%-5%
5%-10%
>10%
Sacramento City Limit
Sphere of Influence
Policy Area
Water
Figure 3-8
Commuters Walking to Work
Source: US Census Bureau, 2013-2017 American Community Survey 5-Year Estimates N:\2018 Projects\3726_Sacramento_General_Plan_Update\Graphics\GIS\MXD\UpdatedVersion\F3-8_WalkCommuters.mxd 0 ½ 1 2 Mile
J ST
3RD ST
10TH ST
9TH ST
5TH ST
N ST
L ST

3.6 Aviation Facilities

INTRODUCTION
Six airports that serve both military and civilian operations are located in or close to the city of Sacramento. Executive Airport in south Sacramento is the only facility located within the city limits.

EXISTING CONDITIONS
The Sacramento County Airport System oversees four airports: Executive Airport, Sacramento International, Mather Airport, and Franklin Field. Rio Linda Airport is not part of the Sacramento County Airport System; McClellan Airfield, although managed by the County Airport System, is under the County’s Department of Economic Development and Intergovernmental Affairs. A brief summary of physical and operational conditions at each airport is provided below. Figure 3-9 identifies airport locations.

Executive Airport is owned by the City and located on Freeport Boulevard in South Sacramento. It has three runways; the largest runway is 5,503 feet long and 150 feet wide. About 261 aircraft are based at the field: 216 single-engine, 35 multi-engine, 4 jet-engine airplanes, and 6 helicopters. Executive Airport serves transient general aviation, local general aviation, air taxi, and limited military purposes.

Sacramento International, located 10 miles northwest of Downtown Sacramento, is owned by Sacramento County and has two runways. The longest runway is 8,601 feet long and 150 feet wide.

Del Paso Blvd
Ra el y B vl d
Land Park Dr
Grand Ave
Northborough Dr
J St
Sheldon Rd
N 16Th St
K St
Northgate Blvd
39Th St
43Rd Ave
N St
Sutterville Rd
Arden Way
Stockton Blvd
Rush River Dr
Cosumnes River Blvd
Q St
Richards Blvd
Marconi Ave
Natomas Cent ral Dr
Riverside Blvd
Bruceville Rd
Elder Creek Rd
Franklin Blvd
Club Center Dr
Auburn Blvd
Rio Linda Blvd
Windbridge Dr
Jackson Rd
Valley Hi Dr
24Th St
El Camino Ave
59ThSt
Ha venside Dr
La Riviera Dr
Fair Oaks Blvd
XSt
American River Dr
Mckinley Blvd
Elvas Ave
21St St
Fulton Ave
Power Inn Rd
No wr ood Ave
Eastern Ave
Grove Ave
I Street Brg
Center Pkwy
Freeport Blvd
Danbrook Dr
Broadway
19Th St
45Th St
Watt Ave
65ThSt
16Th St
29Th St
12Th St
9Th St 10Th St
30Th St
15Th St
Alhambra Blvd
Greenhaven Dr
Florin Rd
H St
Hovnanian Dr
Truxel Rd
Marysville Blvd
Main Ave
Ethan Way
W El Camino Ave
College Town Dr
Brookfield Dr
RegencyPark Cir
Engle Rd
13Th St
Gloria Dr
47Th Ave
Seamas Ave
Cottage Way
Har vard St
Pocket Rd
Roseville Rd
Walnut Ave
E Stockton Blvd
L St Tower Brg
Westlak e P k wy
Capitol Mall
Arena Blvd
Edison Ave
Kiefer Blvd
Mission Ave
French Rd
W St
Television Cir
C St
I St
P St
5Th St
3Rd St
Bridgecross Dr
65Th Street Expy
San Juan Rd
AzevedoDr
Alta Arden Expy
S Watt Ave
Northrop Ave
HoweAve
Meadowview Rd
Silver Eagle Rd
Exposition Blvd
Del Paso Rd
Curtis Dr
E kl Grove F ol r ni Rd
Elsie Ave
Fruitridge Rd
Munroe St
N Bend Dr
N 12Th St
Gateway Park Blvd
Natomas B vl d
Bell Ave
Calvine Rd
Mack Rd
46Th St
W Elkhorn Blvd
N Market Blvd
Elkhorn Blvd
Gerber Rd
S Land Park Dr 14Th St
Florin Perkins Rd
American River
E Commerce Way Folsom Blvd
Big Horn Blvd
Levee Rd
Hurley Way
35Th Ave
Arden Garden
N Park Dr
E Levee Rd
Laguna Blvd
El Centro Rd
Hedge Ave
Garden Hwy
Power L ni e Rd
Lone Tree Rd
Metro Air Pkwy
W Elverta Rd
Helipad
Aviation
Sacramento City Limit
Sphere of Influence
Policy Area
Water
Figure 3-9
Aviation Facilities
Source: City of Sacramento, 2020; Sacramento County, 2020 N:\2018 Projects\3726_Sacramento_General_Plan_Update\Graphics\GIS\MXD\UpdatedVersion\F3-9_Aviation.mxd J ST
3RD ST
10TH ST
9TH ST
5TH ST
N ST
L ST
McClellan
Airport
Sacramento
Executive
Airport
Mather Airport
Sacramento
International Airport
0 ½ 1 2 Mile

Sacramento International serves commercial, local general aviation, air taxi, and limited military purposes.

Sacramento County completed a 20-year Master Plan Update for Sacramento International in 2017.

Between 1990 and 2012, passenger activity at the airport grew at an average rate of 4.1 percent per year, and air cargo (in metric tons) grew at an average rate of 3.7 percent per year. From 2012 to 2035, passenger and air cargo traffic are expected to grow by 2.9 percent and 1.9 percent per year, respectively.

Mather Airport is located 10 miles east of Sacramento and has two runways. The longest runway is 11,301 feet long and 150 feet wide. About 62 aircraft are based at the airport: 19 single-engine, 2 multi-engine, and 41 military aircraft. Mather Airport serves local general aviation, air taxi, transient general aviation, commercial, and military purposes.

Rio Linda Airport is privately owned and is located one mile south of Rio Linda. It has one runway approximately 2,625 feet long and 42 feet wide. A total of 139 aircraft are based at the airport, with 139 single-engine and 3 multi-engine airplanes. Rio Linda Airport serves local general aviation and transient general aviation purposes.

Franklin Field is currently a public use airport owned and operated by Sacramento County. The facility is considered an uncontrolled airport since it does not have an air traffic control tower or personnel. A total of 12 single-engine airplanes are based at the airport. There are approximately 32,000 operations each year at Franklin Field, including flight training. The airport was acquired by the County of Sacramento in 1947 from the federal government under the Surplus Property Act of 1944 and was the former site of bomber training during World War II.

REGULATORY CONTEXT
Federal and State
There are no Federal regulations relevant to the development General Plan policy relating to airports.

The State’s California Transportation Plan (CTP) 2040 (Caltrans 2016) provides guidance on longrange transportation planning issues. Under the umbrella of CTP, the California Aviation System Plan Policy Element (Caltrans 2016) provide policy direction for aviation and airport land use planning.

Local
The City of Sacramento’s 2035 General Plan contains goals and policies related to airports.

TECHNICAL BACKGROUND REPORT

3.7 Waterway Facilities

INTRODUCTION
Waterways within the city serve as recreational facilities and as a means to transport goods. The Sacramento River and American River are used by city residents and tourists for recreation and are vital parts of the community. The Port of West Sacramento, located just west of the City Limits, imports and exports goods into the city and region.

EXISTING CONDITIONS
The Port of West Sacramento is located in West Sacramento in the southeast part of Yolo County and across the river from Downtown Sacramento. The facility is managed by the city of West Sacramento and governed by the Sacramento-Yolo Port Commission, which consists of four appointees by the Mayor of West Sacramento and one by the county board of supervisors. Facilities and terminals located at the port include five docking bays (each 600 feet long), a Union Pacific rail yard that services the port, and commodity handling facilities, including bulk rice and bulk grain elevators, bulk commodities bagging facility, and dry bulk cargo warehousing.

Within the City of Sacramento, the Sacramento Marina located in Miller Park on the Sacramento River provides berths for 475 vessels. This marina is owned and operated by the City.

REGULATORY CONTEXT
Federal and State
The Sacramento and American Rivers are designated as navigable waterways according to the U.S.

Army Corps of Engineers as follows (USACE 2019):
• American River – mouth to Bradshaw Road
• Sacramento River – full length through the City of Sacramento These designations influence the construction of new crossings of the rivers such that new crossings must be at least as high as existing downstream bridges.

Local
The City of Sacramento’s 2035 General Plan contains goals and policies related to waterways.

3.8 Railways

EXISTING CONDITIONS
The city is served by the Union Pacific Railroad (UPRR) freight trains. The UPRR serves 23 states in the western portion of the United States and is the largest North American railroad company.

Transported commodities include chemicals, coal, food and food products, truck trailers and containers, forest products, grain and grain products, metals and minerals, and automobiles and parts. UPRR operates a railroad line that provides services within the Port of West Sacramento.

UPRR also operates three railroad subdivisions within the city, two that traverse through the central city north-south and the third that runs east-west directions and is the principle route for passenger service. Through Downtown Sacramento the railroad operates at-grade and impedes vehicle traffic flows through the area. Over 20 at-grade crossings are located throughout the city. Long freight trains can impact traffic operations on city streets, especially during peak commute hours.

Railway passenger services are discussed under Section 3.2, Transit Services. Figure 3-10 displays freight and passenger railways located within the City.

CALIFORNIA HIGH-SPEED RAIL
The California High-Speed Rail Authority has proposed an 880-mile rail system that ultimately will provide passenger service between northern California (San Francisco and Sacramento) and San Diego. A 115-mile long Sacramento to Merced segment was identified as Phase 2 of project implementation and planning for this segment awaits the completion of Phase 1 (San Francisco to Anaheim segment). The Sacramento Valley Station in Downtown Sacramento would serve as the system’s northern terminus, and as the only station located within the City.

REGULATORY CONTEXT
Federal and State
There are no Federal regulations relevant to the development General Plan policy relating to railways.

The State’s California Transportation Plan (CTP) 2040 (Caltrans 2016) provides guidance on longrange transportation planning issues. Under the umbrella of CTP, the California State Rail Plan (Caltrans 2018) and the California Freight Mobility Plan (Caltrans 2014) provide policy direction for the passenger and freight rail network.

Local
The City of Sacramento’s 2035 General Plan contains goals and policies related to railways.

Del Paso Blvd
Ra el y B vl d
Land Park Dr
Grand Ave
Northborough Dr
J St
Sheldon Rd
N 16Th St
K St
Northgate Blvd
39Th St
43Rd Ave
N St
Sutterville Rd
Arden Way
Stockton Blvd
Rush River Dr
Cosumnes River Blvd
Q St
Richards Blvd
Marconi Ave
Natomas Cen tral Dr
Riverside Blvd
Bruceville Rd
Elder Creek Rd
Franklin Blvd
Club Center Dr
Auburn Blvd
Rio Linda Blvd
Windbridge Dr
Jackson Rd
Valley Hi Dr
24T h St
El Camino Ave
59Th St
Havenside Dr
La Riviera Dr
Fair Oaks Blvd
XSt
American River Dr
Mckinley Blvd
Elvas Ave
21St St
Fulton Ave
Power Inn Rd
No wr ood Ave
Eastern Ave
Grove Ave
I Street Brg
Center Pkwy
Freeport Blvd
Danbrook Dr
Broadway
19Th St
45Th St
Watt Ave
65ThSt
16Th St
29Th St
12Th St
9Th St
10Th St
30Th St
15Th St
Alhambra Blvd
GreenhavenDr
Florin Rd
H St
Hovnanian Dr
Truxel Rd
Marysville Blvd
Main Ave
Ethan Way
W El CaminoAve
College Town Dr
Brookfield Dr
Regency Park Cir
Engle Rd
1 3Th St
Gloria Dr
47Th Ave
Seamas Ave
Cottage Way
Harvard St
Pocket Rd
Roseville Rd
Walnut Ave
E Stockton Blvd
L St
Tower Brg
Westlak e Pk wy
Capitol Mall
Arena Blvd
Edison Ave
Kiefer Blvd
Mission Ave
French Rd
W St
Television Cir
C St
I St
P St
5ThSt
3Rd St
Bridgecross Dr
65Th Street Expy
San Juan Rd
Azevedo Dr
Alta Arden Expy
S WattAve
Northrop Ave
Howe Ave
Meadowview Rd
Silver Eagle Rd
Exposition Blvd
Del Paso Rd
Curtis Dr
E kl Grove F ol r ni Rd
Elsie Ave
Fruitridge Rd
Munroe St
N Bend Dr
N 12Th St
Gateway Park Blvd
Natomas Blvd
Bell Ave
Calvine Rd
Mack Rd
46Th St
W Elkhorn Blvd
N Market Blvd
Elkhorn Blvd
Gerber Rd
S Land Park Dr
14Th St
Florin Perkins Rd
American River
E Commerce Way
Folsom Blvd
Big Horn Blvd
Levee Rd
Hurley Way
35Th Ave
Arden Garden
N Park Dr
E Levee Rd
Laguna Blvd
Lone Tree Rd
Metro Air Pkwy
Power L ni e Rd
El Centro Rd
Hedge Ave
Garden Hwy
Light Rail Transit
Passenger Rail
Freight Rail
Sacramento City Limit
Sphere of Influence
Policy Area
Water
Figure 3-10
Railway Facilities
Source: City of Sacramento, 2020
N:\2018 Projects\3726_Sacramento_General_Plan_Update\Graphics\GIS\MXD\UpdatedVersion\F3-10_Rail.mxd 0 ½ 1 2 Mile
J ST
3RD ST
10TH ST
9TH ST
5TH ST
N ST
L ST
To Stockton
To Stockton
To Stockton
To Folsom
To Reno
To Yuba City
To Bay Area

3.9 Local Transportation Development Funding
Programs
The City of Sacramento has adopted developer-funded traffic impact fee programs to pay a portion of the cost of constructing future transportation improvements.

The Citywide Transportation Development Impact Fee (TDIF) is established and imposed pursuant to City Code section 18.65.3 to finance the design, construction, installation, improvement, and acquisition of the infrastructure. As a development impact fee, the TDIF can be charged only to new development and must be based on the impact of the new development on transportation facilities infrastructure, as identified in the TDIF nexus study. The TDIF is paid by developers prior to issuance of building permits.

Fee districts, also known as development impact fees, collect fees at time of development in specific geographic development areas for the purpose of constructing or reimbursing developers for constructing public improvements such as streets, water and sewer facilities, streetlights, etc. The City has finance plans that provide funding for transportation projects in the following fee districts:
• 65th Street
• Central City
• Delta Shores
• Downtown
• North Natomas
• Railyards
• River District
• South Natomas
• Willowcreek
The City also has a Major Street Construction Tax, a surcharge on all new construction and reconstruction of buildings (excluding disaster reconstruction) that is currently (2019) set at 0.8 percent of building permit valuation. These funds can only be used for construction, replacement or alteration of major roadways, traffic control, and lighting.

3.10 Transportation Funding
The City of Sacramento owns and maintains over 3,000 lane-miles of streets, 150 bridges, 3,200 miles of sidewalks, 83 miles of off-street bikeways, and over 850 signalized intersections (City of Sacramento 2019). The City has a Capital Improvement Program (CIP) to fund transportation projects, such as roadway widening, signalization of intersections, signing and striping. Four subprograms are part of the CIP: 1) Street Maintenance, 2) Street Improvements, 3) Signal/Lights/Traffic Control, and, 4) Parking Facilities.

Funding for capital improvement projects is provided by a range of federal, state, regional, and local programs. Major transportation projects are often funded with a mix of sources. A brief description of current funding sources is provided below.

TECHNICAL BACKGROUND REPORT

• Transportation Sales Tax – Measure A: A local one-half cent transportation sales tax approved by Sacramento County voters in November 1988 and extended through a second vote in November 2004 to supplement local transportation revenues. This sales tax provides funding for certain projects listed in the ballot measures, including street maintenance, transportation projects, transit projects and operations, bicycle improvements, and pedestrian improvements. The Sacramento Transportation Authority (STA) is the administering agency for the sales tax program. • Gas Tax: In 2010, Governor Schwarzenegger signed Assembly Bill 105, which influenced how the state taxes gasoline and spends those revenues. The bill, known as the “fuel tax swap”, eliminated the state sales tax on gasoline and replaced it with a 17.3 cent excise tax, with inflation adjustment. The proceeds of this excise tax are allocated:
- 44% to local streets and roads
- 44% to the State Transportation Improvement Program (STIP), which funds new construction projects that add capacity to the transportation system - 12% to the State Highway Operation and Protection Program (SHOPP), which provides funding for pavement maintenance, rehabilitation, and safety projects on the state’s highways and bridges
This “tax swap” resulted in dramatic reductions in the total amount of revenue available to local jurisdictions for roadway maintenance.
• Road Maintenance and Rehabilitation Account: In 2017, Governor Brown signed Senate Bill 1 (SB 1), which create the Road Maintenance and Rehabilitation Program to address deferred maintenance on the state highway system and the local street and road system.

Funded by increased gas tax and vehicle fees, SB 1 provides over $5 billion annually for road and bridge repairs statewide. In City of Sacramento, SB 1 invests more than $8 million annually for maintenance, repair and safety improvements on local streets and roads, bridges, tunnels and overpasses. Each year, all arterial and one-third of the residential city streets are examined to update the Pavement Management Application (PMA). The City uses this information to update the five-year resurfacing plan to keep the existing road infrastructure operating at a satisfactory level of service. In addition to efficiency of operations and maintenance, the City is focused on innovative road rehabilitation, active transportation, safety and accessibility improvements. As of FY 2018/19, the City’s Road Maintenance and Rehabilitation Fund budget totals $8.8 million. Due to significant decrease in overall transportation funding over recent years, many roads in need of maintenance have been deferred, resulting in a backlog. • Major Street Construction Tax: A local City-imposed surcharge on all new construction or reconstruction of buildings. These funds can only be used for construction, replacement or alteration of major roadways, traffic control, and lighting.

• Highway Safety Improvement Program (HSIP) Grants: Revenues provided through federal legislation. These funds are dedicated to transportation improvements that reduce traffic fatalities and serious injuries on all public roads. • Federal Capital Grants: Revenues provided through a range of federal funding programs identified in the multi-year reauthorization legislation. These funds are dedicated to the specific capital improvement projects for which the grant is provided. • State Capital Grants: Revenues provided through the State Transportation Improvement Program (STIP), adopted by the California Transportation Commission every two years.

These funds are dedicated to the specific capital improvement projects for which the grant is provided.
• Parking Fund: Revenues generated from parking fees charged to users of public parking garages and surface lots. These funds can only be used for the operation, maintenance, and capital improvements of City-owned off-street parking facilities.

Prior to the passage of SB 1, the statewide transportation funding had not been increased since 1993. As a result, the City faced funding shortfalls for roadway maintenance and transportation projects. With additional funding provided by SB1, the City will prioritize maintenance, repair, and safety improvements. However, as the oldest city in California, Sacramento has a large inventory of transportation infrastructure. At the current levels of funding, the City may still face funding deficiencies.

3.11 Parking

INTRODUCTION
Parking is a crucial component of the city’s transportation system. Parking affects the operation of the overall transportation network and impacts individual choices regarding where people live and how they travel. With consideration of multimodal mobility and climate goals, the City strives to provide a well-managed parking supply that supplements the wide range of mobility options in the City.

With increased TNC ride-hailing, bicycle, e-scooter, and urban delivery activities in recent years, the City’s curb space provides opportunities beyond vehicle parking. The City has the opportunity to re-envision curb space design as well as explore strategies to appropriately manage curb space that will provide benefits to all users of the transportation system.

EXISTING CONDITIONS
In an effort to promote sustainable and multimodal transportation system while adequately addressing the rapidly evolving challenges of new development and economic growth, the City updated its off-street parking ordinance in 2012. The parking ordinance updates were accompanied by investments in technology and forward-thinking programs, as described below.

TECHNICAL BACKGROUND REPORT

Parking Ordinance and Current Initiatives
The City updated its off-street parking ordinance in 2012 to address many of the challenges related to on-street parking shortage combined with underutilization of off-street parking, parking spillover to neighborhood streets, and onerous parking requirement for in-fill development projects. The revised Zoning Code makes parking requirements more context-sensitive and allows for greater creativity on the part of developers and building managers in reducing the number of automobile trips generated. The following changes were adopted:
• Projects on small lots, and retail, restaurant, and service uses within residential mixed-use developments, are exempt from parking requirements.
• Shared parking is permitted, and both minimum and maximum requirements adjusted to be context-sensitive.
• Greater flexibility was introduced to meet future demand. • Parking requirements were simplified across categories and the process made more predictable.
• The Central Business District, many areas within Midtown, and several commercial corridors have a substantial available supply of parking. The updated Zoning Code includes measures to maximize the use of these facilities before additional commercial parking is built.
• Revisions to parking stall dimensions.
• Enhanced bicycle parking requirements.
• Development relief from minimum parking requirements by allowing alternatives to onsite parking.

The Zoning Code parking requirement update is also designed to support and reinforce other City parking reform efforts, such as the updated Residential Permit Parking Program (RPP), and to create a flexible regulatory environment in which developers are encouraged to explore creative parking plans and utilize proven tools to manage parking.

In 2012, Sacramento City Council adopted the term “Parking Modernization” to focus on parking system expansion, technology and rates enhancement, and parking policy reform. Since then, the City continues to make parking modernization efforts. In 2014, the City deployed over 4,000 singlespace, smart meters compatible with coin and credit card payments. In 2016, the City implemented the SacPark program that provides a number of technology improvements in Central City, including smartphone application-based parking reservation system, parking garage access upgrades, demand-responsive pricing, and tier-based pricing for on-street parking. Technology upgrades such as interactive parking map, parking smartphone application, online temporary parking permits, and online merchant validation program have been developed or implemented.

In 2018, the City adopted a program to facilitate car share and Electric Vehicle (EV) charging through parking authorities. The car share program grants on-street parking privileges to qualified

car share operators, and the permit fee is structured to incentivize car share programs with zeroemission vehicles. The City also adopted policy permitting curbside high-speed EV charging. First phase of the curbside charging program launched at Southside Park. In addition, several City garages provide EV chargers for public use and offer discounted EV parking fees.

On-Street Parking
In most of Sacramento, on-street parking shortages are uncommon. In some residential neighborhoods, however, demand for parking near major destinations may result in limited onstreet parking availability. The City’s parking division deploys many different strategies to manage public parking. Innovative strategies, such as tier-based pricing metered parking incentivizes parking turnover, while garage pricing incentivizes longer stays. The range of parking options allow motorists the flexibility to choose parking most suitable to their needs.

There are two types of metered on-street parking in the city: short-term and long-term. Short-term SacPark metered parking is designed to facilitate shorter visits Downtown, such as shopping or other errands. Depending on the location, motorists may park at the Tier 1 price for one to four hours before parking rate increases. All short-term metered parking currently operates at a tiered rate structure to help increase vehicle turnover, with the exception of special event meter rates within a three-block radius of the downtown entertainment and sports center (Golden 1 Center), The City also has special long-term meter rates in some locations, such as near light rail stations, to facilitate longer-term parking while still maintaining some availability at all times.

The Residential Permit Parking program was established in 1979 to address on-street parking shortages in residential neighborhoods that result from long-term parking by commuters. Over 25,000 on-street parking spaces are regulated by residential permit parking rules that restrict the length of stay for people who do not live in the area. New RPP areas are initiated by residents opting into the program through a majority consensus of the neighborhood.

REGULATORY CONTEXT
Federal and State
There are no Federal or State regulations relevant to the development General Plan policy relating to parking.

Local
The Sacramento Zoning Code regulates both on-street parking (chapter 10.36 and 10.40) and the provision and operation of off-street parking (chapters 10.44 and 17.608), including parking requirement by land use type and parking district (also 17.608). The Zoning Code also regulates how parking fees from public on- and off-street parking may be used (chapter 10.40). The Zoning Code is being updated to include parking code for EV enforcement and is expected to be adopted in 2021.

TECHNICAL BACKGROUND REPORT

3.12 Transportation Demand Management

INTRODUCTION
Transportation Demand Management (TDM) is a term that broadly covers programs designed to reduce traffic congestion and improve air quality by offering a combination of incentives and market-based measures to increase alternative mode use among employees and residents.

EXISTING CONDITIONS
Transportation Systems Management Program
Sacramento's Transportation Systems Management (TSM) program establishes requirements for employers and developers within the city to meet the City's 35 percent trip reduction goal. These requirements are designed to promote alternative commute modes in order to reduce traffic congestion, optimize use of the transportation system, and improve air quality (City of Sacramento 1988).

The TSM program requires minor development projects (those that will have 25 to 99 employees) to post information about alternative commute modes, such as public transportation and ridesharing, and to coordinate with relevant transportation agencies to maintain current commute information.

Major projects (those that will have 100 employees or more) are required to follow the same requirements as minor projects, and must also have a transportation coordinator, provide an annual status report to the City, and develop a Transportation Management Plan (TMP) approved by the City. The status report must include commute mode data for employees at the project, an update on progress toward attainment of the alternative commute mode goal of the City, and, if the alternative commute mode goal has not been attained, a plan for additional TSM measures.

The TMP must set out how the project will attain its designated alternative commute mode goal.

The TMP may include joining a Transportation Management Association (TMA) for the area, providing carpool/vanpool spaces; parking fees; transit facilities or subsidies; a shuttle bus program; a vanpool program; showers and lockers for bicyclists; or other means of promoting alternative modes, as agreed upon by the City.

As a result, major projects such as expansions of Sacramento State University and the Park Place Shopping Center (HDR 2008; UC Sacramento 2012) have adopted TMPs that include a variety of transportation demand management measures:
• Sacramento State University has implemented free shuttle buses, discounted transit passes, on campus-carsharing, bike rentals, secure bike parking, priority parking for carpools, a guaranteed ride home program through the local TMA, and marketing of alternative commute mode options.
• Park Place Shopping Center has implemented priority parking for carpool/vanpool and alternative fuel vehicles; bus shuttle service and a guaranteed ride home program through

the local TMA; transit pass subsidies for employees (50 percent of the pass cost); nine secure bicycle parking spaces; showers and lockers for employees who commute by bicycle; a vanpool program for employees; and a transportation information kiosk where the transportation coordinator posts information about alternative commute mode options.

Other Programs Impacting Trip Generation and Mode Choice Many of the City's transportation programs are designed to reduce the number of trips taken by automobile. Over time, the revised Zoning Code parking requirements, which reduce minimum parking requirements, will also reduce the overall parking supply relative to the number of workers and residents in the city. Many cities have found that constraining parking supply is a very effective automobile trip reduction measure. The revised parking regulations also allow companies to build fewer parking spaces in return for implementing transportation demand management programs.

The City also actively encourages active modes of transportation such as walking, bicycling, and public transportation, which can reduce the demand for automobile trips. Adopted local policies, including the Pedestrian Master Plan, Bicycle Master Plan, and Vision Zero Action Plan, provide direction for infrastructure improvements and education programs that will enhance safety and comfort for pedestrian and bicyclists.

REGULATORY CONTEXT
Federal and State
California Parking Cash-Out Program (Assembly Bill 2109) requires that employers meeting certain criteria (over 50 employees, in an air basin with nonattainment status) that also provide their employees with subsidized parking, must offer the cash value of the parking subsidy to employees who do not drive to work.

California Sustainable Communities and Climate Protection Act (Senate Bill 375) requires each MPO to prepare a Sustainable Communities Strategy (SCS) laying out how they will meet the emissions reduction targets set by the Air Resources Board. The SCS is part of the regional transportation plan, which is federally enforceable. While the implementation is the responsibility of SACOG, the City of Sacramento will have an important role to play in meeting the region’s emissions reduction goals.

Local
The TSM ordinance contains goals and policies related to transportation demand management.

TECHNICAL BACKGROUND REPORT

3.13 Transportation Safety

INTRODUCTION
While transportation planning efforts in the City have traditionally focused on motor vehicles, transportation safety has risen to be one of the more important issues for the City. Between 2009 and 2015, 151 people lost their lives on Sacramento’s streets, and nearly half of those people were killed while biking or walking. The City of Sacramento works continuously to address safety and provide comfortable multi-modal choices for all residents, helping meet its goals to reduce carbon emissions, improve public health through increased physical activity, and improve quality of life for everyone.

EXISTING CONDITIONS
Roadway Design Standards
For General Plan purposes, the City addresses transportation safety by using roadway design standards. These standards minimize safety problems by ensuring a consistent drive experience when it comes to using the City’s roadways. The City’s standards consider national and state design standards including the American Associate of State Highway Officials A Policy on Geometric Design of Highways and Streets, the Caltrans Highway Design Manual, and the California Manual on Uniform Traffic Control Devices.

The City ensures that all new roadways are built according to current design standards. As the City’s standards have evolved over time, many city roadways were built prior to the adoption of the existing standards. In addition, many roadways were constructed by other agencies prior to annexation to the City. Therefore, some streets do not meet current design standards. During scheduled maintenance of City roadways, targeted improvements are made to non-standard roadway segments as funding allows. As development occurs in these areas, roadways are also improved to meet current standards. This practice is expected to continue into the future.

Vision Zero
Vision Zero is a traffic safety philosophy that rejects the notion that traffic crashes are simply “accidents,” but instead preventable incidents that can and must be systematically addressed. In 2018, City Council adopted the Vision Zero Action Plan with the following goal of eliminating traffic fatalities and serious injuries by 2027. The plan identifies a High Injury Network (HIN), which consists of corridors with the highest levels of fatal and serious crashes where future safety improvements will focus on. Through this data-driven effort, the City has implemented city-wide school zone speed reduction, completed Vision Zero school safety study at 20 schools, and initiated the Vision Zero top 5 high injury corridor study.

Through Vision Zero, the City of Sacramento and its partners are committed to working together to create safer streets for pedestrians, bicyclists, and motorists.

Emergency Service Routes
The City Public Works Department works closely with the Fire Department to determine emergency response routes for projects that may impact emergency response travel times. Traffic calming is the most common type of project on which the Public Works Department works with the Fire Department. The City coordinates with the Fire Department regarding the placement of speed lumps (humps with cut-outs for wheelbase of larger vehicles, otherwise known as speed cushions). Speeds lumps have been approved by the Fire Department on a case-by-case basis along response routes.

REGULATORY CONTEXT
Federal and State
The National Traffic and Motor Vehicle Safety Act established safety standards for motor vehicles and road traffic safety.

Local
Section 15 of the City’s Design and Procedures Manual (2009) contains street design standards for City roadways. The purpose of this section is to provide design engineers with the City's standards that are to be used in the preparation of plans, specifications and estimates for projects within the City right of way. The primary objective of these standards is to ensure the safe and efficient movement of motor vehicles, bicycles, and pedestrians; and to be considerate of future maintenance costs to sustain desired levels of service."
The Vision Zero Sacramento Action Plan (2018) identifies proven safety countermeasures to address factors contributing to traffic deaths and serious injuries through education, engineering, enforcement, and evaluation.

3.14 Vehicle Fleet Electrification

INTRODUCTION
Improvements in EV technology coupled with increasing interest in private EV infrastructure investments offer a significant opportunity for the City to plan and implement advanced EV infrastructure and EV integration. The electrification of transportation is a core strategy to achieve air quality and climate goals, both locally and statewide.

EXISTING CONDITIONS
The City of Sacramento is a participating agency in the Sacramento Area plug-in EV (PEV) collaborative. In 2017, the City adopted Electric Vehicle Strategy, which identifies goals, targets, and actions required to advance the adoption of zero-emission vehicles (ZEVs). Recognizing the environmental and community benefits of EVs, the City has been working actively to provide

TECHNICAL BACKGROUND REPORT

public EV charging at City facilities, aggressively incorporating low-emission vehicles and ZEVs into fleet operations, and support EVs in the community. Current EV initiatives in the City include:
• The EV Parking Program (EVPP): provides discounted monthly parking rates for EV drivers at designated City parking garages. As of January 2019, Sacramento operates 120 chargers at City-owned facilities. While 48 chargers serve the City fleet, 72 are available for public or employee charging. The City is proposing updating and modernizing the EVPP to continue the City’s vision for EV adoption.
• Curbside High-Speed EV Charging: Program allows selected charging station operator to own and operate on-street curbside EV chargers in the public right-of-way. This program supports a more diverse array of EV drivers, including employees, visitors, and residents without a garage or dedicated off-street parking. The first phase of the curbside charging program launched at Southside Park.
• The Sac-to-Zero program: utilizes the $44 million Electrify America investment to install charging infrastructure, conducting outreach and education, and implementing programs designed to increase access to and use of ZEVs. The program includes two new car sharing services, new ZEV bus and shuttle routes and state-of-the-art electric vehicle charging systems throughout the region. The City supports the program by granting on-street parking privileges to the car-share vehicle fleet, and the permit fee is structured to incentivize car share programs with ZEVs.
• Our Community CarShare: is the first low-income ZEV car share program in the State.

Launched in 2017, Our Community CarShare provides ZEV for residents of three affordable housing developments in Sacramento. The City supported the program with construction of two EV chargers dedicated for the program at the Sacramento Valley Station.

Regionally and within City limits, the I-5, I-80, and US 50 corridors have been designated as National Alternative Fuel Corridors by the U.S. Department of Transportation (USDOT).

Designated corridors need to be equipped with alternative fueling and charging infrastructure that are easy to access from the corridor. Nationwide, this network of corridors facilitates alternative fuel vehicle travel.

REGULATORY CONTEXT
Federal and State
The Fixing America’s Surface Transportation Act (FAST Act) Section 1413 provides direction to establish a national electric vehicle charging and hydrogen, propane, and natural gas fueling corridors.

The California Alternative and Renewable Fuel, Vehicle Technology, Clean Air, and Carbon Reduction Act of 2007 (AB 118) establishes CARB’s Air quality Improvement Program (AQIP), a

voluntary incentive program to fund clean vehicle and equipment projects, research on biofuels production and the air quality impacts of alternative fuels, and workforce training.

AB 118, subsequently amended by AB 109 and AB 8, also created the California Energy Commission’s Clean Transportation Program, which authorizes the Energy Commission to develop and deploy alternative and renewable fuels and advanced transportation technologies to help attain the state's climate change policies.

Regional and Local
The Electric Vehicle Readiness and Infrastructure Plan (2017) identifies policies and actions for jurisdictions in the Sacramento region to achieve EV readiness through infrastructure planning.

Beyond the plan, the City of Sacramento is at the confluence of nationally designated electric vehicle corridors, designated by the United States Department of Transportation.

The Electric Vehicle Strategy (2017) identifies goals, targets, and actions required to advance the adoption of zero-emission vehicles (ZEVs).

3.15 Mobility Findings
Key findings for the mobility section are presented below:
• The City’s current LOS policy allows for flexible LOS standards, which accept LOS F operations during peak hours within the Core Area and on specified roadway segments, and LOS E operations within multi-modal districts. The base level of service standard for all areas is LOS D.
• The roadway segment analysis conducted in 2019 for the General Plan Update evaluated daily operations on 232 roadway segments. Of the 232 segments, 188 operate at LOS D or better, 16 operate at LOS E, and 28 operate at LOS F. Of the 28 study segments reported to operate at LOS F, 19 would be categorized as “unacceptable” under the 2035 General Plan LOS thresholds.
• RT is the primary transit service provider in the city with fixed route bus and light rail transit service and demand responsive paratransit services. In FY 2018, RT bus lines and light rail trains served approximately 21 million passenger trips. In FY 2018, ridership decreased by 5.3 percent and 9.3 percent from FY 2017 on the Light Rail and bus services, respectively.
• RT transit service improvement plans include (1) SacRT Forward New Network improvements to bus services, (2) Design and construct Dos Rios light rail station, (3) complete double tracking of the Gold Line between the Sunrise and Historic Folsom stations, (4) extending the planned Green Line approximately 13 miles from Downtown

TECHNICAL BACKGROUND REPORT

Sacramento through Natomas to the Sacramento International Airport, with a total of 13 stations.
• Proposed bicycle facility improvements are contained in the City Bicycle Master Plan. The City is continually expanding its network of bicycle facilities. • The City has implemented several programs and adopted policies to improve the pedestrian environment, including the following: Pedestrian Master Plan, Pedestrian Crossing Guidelines, and Speed Hump Guidelines.
• The City has identified traffic safety as one of the more important issues in the City. In 2018 the City adopted the Vision Zero Sacramento Action Plan (2018) with the goal of eliminating traffic fatalities and serious injuries on City streets by 2027. The Plan identifies proven safety countermeasures to address factors contributing to traffic deaths and serious injuries through education, engineering, enforcement, and evaluation. • In 2012 the City updated its off-street parking ordinance and has since made substantial investments in parking modernization, including parking system expansion, technology and rates enhancement, and parking policy reform.
• The City is actively planning for EV readiness and has implemented a number of programs to facilitate the adoption of EV by providing charging infrastructure, parking fee incentives, and ZEV car share.
• Sacramento’s Transportation Systems Management (TSM) program requires developers and employers within the City to achieve a 35 percent trip reduction. Larger projects must produce a Transportation Management Plan (TMP), which is monitored by the City.

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4 Utilities
This Chapter addresses utilities within the Policy Area including: sewer and storm drain systems, wastewater treatment, domestic water and water supply, reclaimed water, solid waste, electricity, natural gas, telecommunications, and disadvantaged unincorporated communities (DUCs).

4.1 Sewer/Storm Drainage

INTRODUCTION
Portions of the City of Sacramento (City) are currently served by a combined sewer and storm water system, while other parts of the city have separated sewer and storm drainage systems. The area served by the combined system generally extends from the Sacramento River on the west, to the vicinity of Sutterville Road and 14th Avenue on the south, to about 65th Street on the east, and to North B Street and the American River on the north (see Figure 4-1). The remainder of the city is served by separated sewer and storm drainage systems, shown in Figure 4-2.

The following sections describe the existing sewer and storm drainage systems which serve the city.

SEWER AGENCIES SERVING THE CITY
Three separate entities are involved in the collection, conveyance, treatment, and disposal of wastewater in the city. The City of Sacramento Department of Utilities (DOU) provides collection through its separated system and its combined system to about 65 percent of the population of Sacramento. The Sacramento Area Sewer District (formerly County Services District CSD-1) provides collection through its separated system to the remaining 35 percent of the population, primarily in the northwest and southeast sections of the city (see Figure 4-3). The city’s separated system and Sacramento Area Sewer District’s system, as well as the dry-weather flow from the city’s combined system, and a majority of the wet weather flow from the city’s combined sewer system drain into interceptors owned and operated by the Sacramento Regional County Sanitation District (Regional San) which in turn convey all flows to the Sacramento Regional Wastewater Treatment Plant (Sacramento Regional WWTP) also owned by Regional San.

Figure 4-1
City of Sacramento Combined
Sewer Systems
Watt/I-80
Watt/I-80 West
Roseville Road
Marconi/Arcade
Royal
Oaks
Arden/Del Paso
Globe Avenue
16th Street
23rd
Street 29th
Street
39th
Street
48th
Street 59th
Street
University/
65th Street
Power Inn
College
Greens
Watt/Manlove
Starfire
Tiber
Butterfield
Broadway (& 19th)
4th Ave./
Wayne Hultgren
City College
Fruitridge
47th Avenue
Florin
Meadowview
Swanston
Airport
Station
Club Center Dr/
N. Village Center
North Natomas
Town Center
East Town Center
Arco Arena
Arena
Blvd.

Gateway Park/
Market Place
San Juan Rd.

Pebblestone Way
W. El Camino Ave.

Richards
Blvd.

Franklin
Blvd.

Cosumnes River
Center Parkway
Morrison Creek
Railyards
Twin
Rivers
N 16Th St
K St
39Th St
12Th St Arden G a rden
Del Paso Blvd
Raley Blvd
Land Park Dr
Grand Ave
Northborough D r
J St
Sheldon Rd
Northg ate B vl d
43Rd Ave
N St
Sutterville Rd
Arden Way
Stockton Blvd
Rush Ri ver Dr
Cosumnes River Blvd
Q St
Richards Blvd
Marconi Ave
Natomas Cen tra l Dr
Riverside Blvd
Bruceville Rd
Elder Creek Rd Franklin Blvd
Club Center Dr
Auburn Blvd
Rio Linda Blvd
Windbridge Dr
Jackson Rd
Valley Hi Dr
2 4Th St
El Camino Ave
59Th St
Ha ve n side Dr
La Riviera Dr
Fair Oaks Blvd
X St
American River Dr
Mcki nley Blvd
Elvas Ave
21St St
Fulton Ave
Power Inn Rd
Norwood Ave
Eastern Ave
Grove Ave
I Street Brg
Center Pkwy
Freeport Blvd
Danbrook D r
Br oadway
19Th St
45Th St
Watt Ave
65Th St
16Th St
29Th St
9Th St
10Th St
30Th St
15Th St
Alhambra Blvd
Green haven Dr
Florin Rd
H St
Hov nanian Dr
Truxel Rd
Ma rysville Blvd
Main Ave
Ethan Way
W El Camino Ave
CollegeTown Dr
Brookfield Dr
Regency ParkCri
Engle Rd
13Th St
Gloria Dr
47Th Ave
Seamas Ave
Cottage Way
Ha rv a rd St
Pocket Rd
Roseville Rd
Walnut Ave
E Stockton Blvd
L St
Tower Brg
Westlake P kw y
Capitol Mall
Arena Blvd
Edison Ave
Kiefer Blvd
Mission A ve
French Rd
W St
Television Cir
C St
I St
P St
5Th St
3Rd St
Bridgecross Dr
65Th Street Expy
San Juan Rd
Azeved o Dr
Alta Arden Expy
S Watt Ave
Northrop Ave
Howe Ave
Meadowview Rd
Silver Eagle Rd
Exposition Blvd
Del Paso Rd
Curtis Dr
Elk Grove Florin Rd
Elsie Ave
Fruitridge Rd
Munroe St
N Bend Dr
N 12Th St
Gateway Park Blvd
Natomas Blv d
Bell Ave
Calvine Rd
Mack Rd
46Th St
W Elkhorn Blvd
N Market Blvd
Elkhorn Blvd
Gerber Rd
S Land Park Dr 14Th St
F ol rin Perk ni s Rd
American River
E CommerceWay
Folsom Blvd
Big Horn Blvd
Levee Rd
Hurley Way
35Th Ave
N Park Dr
E Levee Rd
Laguna Blvd
Lone Tree Rd
Metro Air Pkwy
Power Line Rd
El Centro Rd
Hedge Ave
Garden Hwy
Sacramento City Limit
Sphere of Influence
Policy Area
Water
Light Rail
Station
Blue Line
Blue/Gold Line
Gold Line
Green Line
Proposed Green Line Extension
Figure 2-1
Planning Boundaries
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Alkali Flat/
La Valentina
12th & I
Cathedral
Square
St. Rose of
Lima Park
- 9th & K St. Rose of Lima Park
- 7th & K
7th & Capitol
8th & Capitol
Archives Plaza
(Eastbound)
Archives Plaza
(Northbound) 8th & O
(Eastbound)
8th & O
(Northbound)
13th Street
16th Street
Sacramento
Valley
7th & I St/
County Center
8th & K St
Cathedral
Square
8th & H St/
County Center
N ST
J ST
3RD ST
10TH ST
9TH ST
5TH ST
L ST
City of Sacramento Department of Utilities, 2018; Sacramento Area Sewer District, 2011 Figure 4-2
City of Sacramento Seperated
Sewer System
Watt/I-80
Watt/I-80 West
Roseville Road
Marconi/Arcade
Royal
Oaks
Arden/Del Paso
Globe Avenue
16th Street
23rd
Street 29th
Street
39th
Street
48th
Street 59th
Street
University/
65th Street
Power Inn
College
Greens
Watt/Manlove
Starfire
Tiber
Butterfield
Broadway (& 19th)
4th Ave./
Wayne Hultgren
City College
Fruitridge
47th Avenue
Florin
Meadowview
Swanston
Airport
Station
Club Center Dr/
N. Village Center
North Natomas
Town Center
East Town Center
Arco Arena
Arena
Blvd.

Gateway Park/
Market Place
San Juan Rd.

Pebblestone Way
W. El Camino Ave.

Richards
Blvd.

Franklin
Blvd.

Cosumnes River
Center Parkway
Morrison Creek
Railyards
Twin
Rivers
N 16Th St
K St
39Th St
12Th St Arden G a rden
Del Paso Blvd
Raley Blvd
Land Park Dr
Grand Ave
Northborough D r
J St
Sheldon Rd
Northg ate B vl d
43Rd Ave
N St
Sutterville Rd
Arden Way
Stockton Blvd
Rush Ri ver Dr
Cosumnes River Blvd
Q St
Richards Blvd
Marconi Ave
Natomas Cen tra l Dr
Riverside Blvd
Bruceville Rd
Elder Creek Rd Franklin Blvd
Club Center Dr
Auburn Blvd
Rio Linda Blvd
Windbridge Dr
Jackson Rd
Valley Hi Dr
2 4Th St
El Camino Ave
59Th St
Ha ve n side Dr
La Riviera Dr
Fair Oaks Blvd
X St
American River Dr
Mcki nley Blvd
Elvas Ave
21St St
Fulton Ave
Power Inn Rd
Norwood Ave
Eastern Ave
Grove Ave
I Street Brg
Center Pkwy
Freeport Blvd
Danbrook D r
Br oadway
19Th St
45Th St
Watt Ave
65Th St
16Th St
29Th St
9Th St
10Th St
30Th St
15Th St
Alhambra Blvd
Green haven Dr
Florin Rd
H St
Hov nanian Dr
Truxel Rd
Ma rysville Blvd
Main Ave
Ethan Way
W El Camino Ave
CollegeTown Dr
Brookfield Dr
Regency ParkCri
Engle Rd
13Th St
Gloria Dr
47Th Ave
Seamas Ave
Cottage Way
Ha rv a rd St
Pocket Rd
Roseville Rd
Walnut Ave
E Stockton Blvd
L St
Tower Brg
Westlake P kw y
Capitol Mall
Arena Blvd
Edison Ave
Kiefer Blvd
Mission A ve
French Rd
W St
Television Cir
C St
I St
P St
5Th St
3Rd St
Bridgecross Dr
65Th Street Expy
San Juan Rd
Azeved o Dr
Alta Arden Expy
S Watt Ave
Northrop Ave
Howe Ave
Meadowview Rd
Silver Eagle Rd
Exposition Blvd
Del Paso Rd
Curtis Dr
Elk Grove Florin Rd
Elsie Ave
Fruitridge Rd
Munroe St
N Bend Dr
N 12Th St
Gateway Park Blvd
Natomas Blv d
Bell Ave
Calvine Rd
Mack Rd
46Th St
W Elkhorn Blvd
N Market Blvd
Elkhorn Blvd
Gerber Rd
S Land Park Dr 14Th St
F ol rin Perk ni s Rd
American River
E CommerceWay
Folsom Blvd
Big Horn Blvd
Levee Rd
Hurley Way
35Th Ave
N Park Dr
E Levee Rd
Laguna Blvd
Lone Tree Rd
Metro Air Pkwy
Power Line Rd
El Centro Rd
Hedge Ave
Garden Hwy
Sacramento City Limit
Sphere of Influence
Policy Area
Water
Light Rail
Station
Blue Line
Blue/Gold Line
Gold Line
Green Line
Proposed Green Line Extension
Figure 2-1
Planning Boundaries
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Ad
Source: City of Sacramento, 2019; Dyett and Bhatia, 2019 A½
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!"c$
AÎ
A½
0 ½ 1 2 Mile
I½
/0¦2
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!"c$
Alkali Flat/
La Valentina
12th & I
Cathedral
Square
St. Rose of
Lima Park
- 9th & K St. Rose of Lima Park
- 7th & K
7th & Capitol
8th & Capitol
Archives Plaza
(Eastbound)
Archives Plaza
(Northbound) 8th & O
(Eastbound)
8th & O
(Northbound)
13th Street
16th Street
Sacramento
Valley
7th & I St/
County Center
8th & K St
Cathedral
Square
8th & H St/
County Center
N ST
J ST
3RD ST
10TH ST
9TH ST
5TH ST
L ST
City of Sacramento Department of Utilities, 2018; Sacramento Area Sewer District, 2011 Figure 4-3
SASD Collection System
Watt/I-80
Watt/I-80 West
Roseville Road
Marconi/Arcade
Royal
Oaks
Arden/Del Paso
Globe Avenue
16th Street
23rd
Street 29th
Street
39th
Street
48th
Street 59th
Street
University/
65th Street
Power Inn
College
Greens
Watt/Manlove
Starfire
Tiber
Butterfield
Broadway (& 19th)
4th Ave./
Wayne Hultgren
City College
Fruitridge
47th Avenue
Florin
Meadowview
Swanston
Airport
Station
Club Center Dr/
N. Village Center
North Natomas
Town Center
East Town Center
Arco Arena
Arena
Blvd.

Gateway Park/
Market Place
San Juan Rd.

Pebblestone Way
W. El Camino Ave.

Richards
Blvd.

Franklin
Blvd.

Cosumnes River
Center Parkway
Morrison Creek
Railyards
Twin
Rivers
N 16Th St
K St
39Th St
12Th St Arden G a rden
Del Paso Blvd
Raley Blvd
Land Park Dr
Grand Ave
Northborough D r
J St
Sheldon Rd
Northg ate B vl d
43Rd Ave
N St
Sutterville Rd
Arden Way
Stockton Blvd
Rush Ri ver Dr
Cosumnes River Blvd
Q St
Richards Blvd
Marconi Ave
Natomas Cen tra l Dr
Riverside Blvd
Bruceville Rd
Elder Creek Rd Franklin Blvd
Club Center Dr
Auburn Blvd
Rio Linda Blvd
Windbridge Dr
Jackson Rd
Valley Hi Dr
2 4Th St
El Camino Ave
59Th St
Ha ve n side Dr
La Riviera Dr
Fair Oaks Blvd
X St
American River Dr
Mcki nley Blvd
Elvas Ave
21St St
Fulton Ave
Power Inn Rd
Norwood Ave
Eastern Ave
Grove Ave
I Street Brg
Center Pkwy
Freeport Blvd
Danbrook D r
Br oadway
19Th St
45Th St
Watt Ave
65Th St
16Th St
29Th St
9Th St
10Th St
30Th St
15Th St
Alhambra Blvd
Green haven Dr
Florin Rd
H St
Hov nanian Dr
Truxel Rd
Ma rysville Blvd
Main Ave
Ethan Way
W El Camino Ave
CollegeTown Dr
Brookfield Dr
Regency ParkCri
Engle Rd
13Th St
Gloria Dr
47Th Ave
Seamas Ave
Cottage Way
Ha rv ard St
Pocket Rd
Roseville Rd
Walnut Ave
E Stockton Blvd
L St
Tower Brg
Westlake P kw y
Capitol Mall
Arena Blvd
Edison Ave
Kiefer Blvd
Mission A ve
French Rd
W St
Television Cir
C St
I St
P St
5Th St
3Rd St
Bridgecross Dr
65Th Street Expy
San Juan Rd
Azeved o Dr
Alta Arden Expy
S Watt Ave
Northrop Ave
Howe Ave
Meadowview Rd
Silver Eagle Rd
Exposition Blvd
Del Paso Rd
Curtis Dr
Elk Grove Florin Rd
Elsie Ave
Fruitridge Rd
Munroe St
N Bend Dr
N 12Th St
Gateway Park Blvd
Natomas Blv d
Bell Ave
Calvine Rd
Mack Rd
46Th St
W Elkhorn Blvd
N Market Blvd
Elkhorn Blvd
Gerber Rd
S Land Park Dr 14Th St
F ol rin Perk ni s Rd
American River
E CommerceWay
Folsom Blvd
Big Horn Blvd
Levee Rd
Hurley Way
35Th Ave
N Park Dr
E Levee Rd
Laguna Blvd
Lone Tree Rd
Metro Air Pkwy
Power Line Rd
El Centro Rd
Hedge Ave
Garden Hwy
Sacramento City Limit
Sphere of Influence
Policy Area
Water
Light Rail
Station
Blue Line
Blue/Gold Line
Gold Line
Green Line
Proposed Green Line Extension
Figure 2-1
Planning Boundaries
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Ad
A½
!"^$
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AÎ
A½
0 ½ 1 2 Mile
I½
/0¦2
!"^$
!"c$
Alkali Flat/
La Valentina
12th & I
Cathedral
Square
St. Rose of
Lima Park
- 9th & K St. Rose of Lima Park
- 7th & K
7th & Capitol
8th & Capitol
Archives Plaza
(Eastbound)
Archives Plaza
(Northbound) 8th & O
(Eastbound)
8th & O
(Northbound)
13th Street
16th Street
Sacramento
Valley
7th & I St/
County Center
8th & K St
Cathedral
Square
8th & H St/
County Center
N ST
J ST
3RD ST
10TH ST
9TH ST
5TH ST
L ST
City of Sacramento Department of Utilities, 2018; Sacramento Area Sewer District, 2011

TECHNICAL BACKGROUND REPORT

EXISTING CONDITIONS
Separated Sewer Area
The City collects fees for 54 sewer basins that serve the community plan areas of North Sacramento, and portions of Arden-Arcade, most of South Sacramento (e.g., Pocket, Airport, Meadowview, South Land Park), and most of East Sacramento. Fourteen of those basins are part of the combined sewer system. Four out of the other forty separated basins flow directly into the downtown area’s combined system, where the flow joins the combined flow before being conveyed to the Sacramento Regional WWTP. The other 50 separated basins flow into the Regional San interceptors which convey flows to the Sacramento Regional WWTP. Out of these 50 basins, 40 are pumped through their own individual pump stations, while the other 10 basins flow by gravity. A typical pump station that serves to connect a separated basin to the regional trunk system, Sump 48, is shown in Photograph A.

Photograph A. Sump 48 is typical of the pump stations that serve individual separated basins in the city’s wastewater collection system. As shown in the photograph, Sump 48 is a separate dry pit/wet well configuration (one entrance for each), which is common for these pump stations.

The city manages the capacity of the separated system through the development of individual Collection System Master Plans for each basin. Approximately 2/3 of the separated basins have Collection System Master Plans that are completed or in progress. Each Collection System Master Plan includes the following elements:

• Flow monitoring for dry and wet weather flows
• Hydraulic model development and calibration
• Capacity analysis
• Condition assessment/risk evaluation
• Prioritized Capital Improvement Plan that integrates capacity and condition improvements
The Collection System Master Plans indicate that the separated basins are in generally good shape with sufficient capacity. There are isolated areas with insufficient capacity, but none of these areas are experiencing sanitary sewer overflows. Flow monitoring has indicated that groundwater infiltration is significant in some areas near the river, and precipitation-driven infiltration is significant in limited areas.

In terms of condition, grease deposits and root intrusion pose the biggest challenges to the separated basin collection systems. The City is targeting maintenance activities to areas impacted by grease and roots. The Collection System Master Plans have recommended between $150 million and $200 million in Capital Improvement Plan projects, and approximately $3 million per year on average is being implemented, mostly for condition-related improvements to the separated basin collection systems.

Combined Sewer/Storm Drain Area
The older Central City area is served by a system in which both sanitary sewage and storm drainage are collected and conveyed in the same system of pipelines, referred to as the Combined Sewer System (CSS). There are 14 combined sewer basins. The area served by the CSS generally extends from the Sacramento River on the west, to the vicinity of Sutterville Road and 14th Avenue on the south, to about 65th Street on the east, and to North B Street and the American River on the north and constitutes approximately 7,545 acres or 12 percent of the total area within the current city limits (see Figure 4-1). There are some local areas within this larger area that have separate sewer and storm drainage systems, but the bulk of the area is served by the combined system.

Additionally, there are some peripheral areas that have separate sewer and storm drainage that contribute sewage to the CSS, including the four separated sewer basins described above.

There are four major components of infrastructure that are critical to the function of the CSS: Sump 1, Sump 2, Pioneer Reservoir, and the Combined Wastewater Treatment Plant . All flows into the CSS are conveyed westerly to Sump 2/2A and 1/1A located near the Sacramento River. For primary and secondary treatment, and disinfection of the flow, the City has entered into an agreement with the Sacramento Regional WWTP to treat up to 60 million gallons per day (mgd). This treatment capacity is sufficient for the current dry weather sewer flows being pumped to the Sacramento Regional WWTP of approximately 12 mgd. The remaining capacity is reserved for stormwater.

During heavy storms where the flows exceed 60 mgd, oversized collection system pipes and dedicated storage is utilized to retain the excess flows until the storm event passes. In the event that storm volume exceeds the available storage and conveyance capacity to Sacramento Regional WWTP, the City has two primary treatment and disinfection facilities; the Combined Wastewater Treatment Plant and Pioneer Reservoir permitted to discharge to the Sacramento River under

TECHNICAL BACKGROUND REPORT

Permit specified conditions. These treatment facilities provide storage, primary treatment, removal of floatables, and sodium hypochlorite disinfection and dichlorination. When all three treatment facilities (Sacramento Regional WWTP, Combined Wastewater Treatment Plant, and Pioneer) have reached capacity, excess flows are directly discharged into the Sacramento River from Sump 1 or Sump 2 without treatment. These are called untreated combined sewer overflows (CSOs). There have been 3 untreated CSOs over the last ten years (2008/2009 -2018/2019).

In the Central City, when the pipeline system capacities are surpassed, the excess flows flood local streets through maintenance holes and catch basins. On June 22, 1990, the California Regional Water Quality Control Board, Central Valley Region adopted Cease and Desist Order No. 85-342.

The Cease and Desist Order (and Amendments 91-199 and 92-217) requires that the City control combined sewer system impacts from outflows to the streets and overflows to the river.

The City produced a Long Term Control Plan update in 2018 to ensure protection of the CSS and achieve the interim and final Long Term Control Plan goals, as well as ensure that CSS discharges do not cause exceedance of applicable water quality objectives. The Long Term Control Plan update covers the efforts and activities related to continued control of CSS discharges to the Sacramento River and meeting objectives for controlling in-system outflows from the CSS to city streets that do not reach waters of the United States To address impacts to the system from development, on March 15, 2005, the City approved an ordinance amending Chapter 13.08 of the City Code and established a Combined System Development Fee to provide funds to construct projects to mitigate downstream impacts. The city performs development impact studies when specific development or re-development projects are anticipated to exceed the predicted flows in the Long Term Control Plan. In general, these plans do an adequate job of ensuring that the CSS has capacity for these developments. City staff is focused on making sure that development and infrastructure improvements proceed according to these plans. The city typically invests $6.5M per year for implementing improvements to the CSS.

Sacramento Area Sewer District
The Sacramento Area Sewer District provides wastewater collection for the community plan areas of South Natomas, North Natomas, and portions of Arcade-Arden, portions of East Sacramento (e.g., College/Glen), portions of South Sacramento (e.g., Valley Hi Parkway, Woodbine, Brentwood), and Southeast Sacramento (e.g., Glen Elder, Depot Park, Avondale). The service area is divided into ten trunk sheds (see Figure 4-3), which are based on the collection systems of the individual sewer districts from which CSD-1 was originally formed. For the most part, each trunk shed consists of several hydraulically independent systems, each discharging into the Regional San interceptor system.

Capacity of all existing sewer sheds in the Sacramento Area Sewer District service area are managed by the Sewer System Capacity Plan, which was last updated in 2010 and projects capacity needs of the entire service area at existing, mid-range, and built-out conditions. The Sacramento Area Sewer District Sewer System Capacity Plan also projects capacity requirements of possible “expansion areas”. According to the Sewer System Capacity Plan 2010 Update, no capacity deficiencies are projected for existing infrastructure within the Sacramento city limits for the existing and midrange scenario.

Wastewater Treatment
Wastewater treatment within the Policy Area is provided by Regional San. Regional San operates all regional interceptors and wastewater treatment plants serving the city except for the combined sewer and storm drain treatment facilities discussed above, which are operated by the City. Local and trunk wastewater collection in the Policy Area is provided by the Sacramento Area Sewer District and the City. Improvements have been made to the Regional San interceptor system in anticipation of future growth and to help relieve the existing interceptor system. The Lower Northwest Interceptor, completed in 2007, and Upper Northwest Interceptor, completed in 2010, convey flows from the Northeast, Gibson Ranch, Rio Linda, McClellan, Natomas, and a portion of the North Highlands sewer basins. These projects provide relief for the existing interceptor system as well as provide capacity for future growth.

The Sacramento Regional WWTP, which is located approximately five miles south of the City in Elk Grove, is owned and operated by Regional San and provides sewage treatment for the entire Policy Area. Sewage is routed to the Sacramento Regional WWTP by collections systems owned by the Sacramento Area Sewer District and the cities of Sacramento, Citrus Heights, Elk Grove, Rancho Cordova, West Sacramento and Folsom. The Sacramento Regional WWTP is a secondary treatment facility that includes raw influent and effluent pumping, primary clarification, secondary treatment with the high-purity oxygen activated sludge process, disinfection, solids thickening, and anaerobic solids digestion. It has an existing wastewater treatment capacity of approximately 400 mgd of wet weather flow during peak wet weather conditions. The Sacramento Regional WWTP currently receives an average 165 mgd during dry weather conditions and 220 mgd during wet weather conditions. After secondary treatment and disinfection, a portion of the effluent from the Sacramento Regional WWTP is further treated in at the Regional San Water Reclamation Facility and then used for landscape irrigation within the city of Elk Grove. The majority of the treated wastewater is dechlorinated and discharged into the Sacramento River.

REGIONAL SAN BUILDOUT WASTEWATER TREATMENT AND

CONVEYANCE ASSUMPTIONS
The identification of appropriate type, capacity, and scheduling of wastewater conveyance and treatment facilities required over a long-term planning period necessitates an integrated, master planning process for both the treatment and conveyance systems. The SWRTP 2020 Master Plan, Interceptor Master Plan 2000, and the Sacramento Area Sewer District Sewer System Capacity Plan 2010 Update have designated planning horizons of 2020 and buildout. These planning horizons, in conjunction with the proposed land uses for areas within the Sacramento Regional County Sanitation District service area, are used to determine the projected wastewater flows and timing of flow increases over the planning horizon.

Existing and proposed treatment facilities were designed to be expanded gradually in incremental units as future wastewater flows and loads increase. Consequently, some existing facilities have available capacity for future flows and loads, while other facilities (capacity limiting facilities) are at their existing capacity and would need to be expanded to accommodate any increase in flows or loads. Master plan facilities would be constructed in phases as flow and load demands require.

Generally, facility expansion would be phased in five- to ten-year increments over the planning period. These increments are large enough to provide reasonable economy of scale and small

TECHNICAL BACKGROUND REPORT

enough to minimize the size of potentially idle facilities. By constructing the Master Plan facilities in phases, Regional San can control the rate of facility expansion if actual growth rates are slower or faster than projected.

The Sacramento Regional WWTP Master Plan notes “flows can be expected to continue to increase above the projected 218 mgd ADWF for year 2020. The treatment plant has been master planned for a “mirror image” buildout of the existing facilities of 350 mgd ADWF of conventional and advanced treatment capacity.” (SRCSD 2004c). The Sacramento Regional WWTP site is approximately 900 acres surrounded by 2,600 acres of bufferlands owned by Regional San. The bufferlands provide a buffer between the Sacramento Regional WWTP process facilities and adjacent areas. The “mirror image” refers to the secondary process facilities. Potential future advanced treatment facilities would occur to the west of the existing secondary treatment facilities within the current 900-acre Sacramento Regional WWTP site.

In December 2010, the Central Valley Regional Water Quality Control Board issued a new Discharge Permit for Regional San to address possible effects on public health and the Delta ecosystem from pathogens and ammonia contained in the discharge from the Sacramento Regional WWTP. This Discharge Permit contains strict requirements resulting in the need for the Sacramento Regional WWTP to move to a ‘tertiary’ treatment process. Regional San is conducting efforts to remain in compliance with its Discharge Permit and Time Schedule Order, but is also considering legal options due to the expense of implementing the required treatment process. These improvements to the Sacramento Regional WWTP would be in addition to the improvements already planned in the Sacramento Regional WWTP Master Plan.

Design and construction of wastewater treatment and collection facilities require substantial capital investment that must be planned and approved by the Regional San Board of Directors. Wastewater facilities are generally designed and constructed in phases over the planning horizon. The phased improvements usually coincide with the timing of projected flow increases, which are based on increases in population and buildout of proposed land uses. Typically, the phased improvements would accommodate flow increases for a specified time period (e.g., 5 years, 10 years).

In some cases, it is more practical to design facilities for flows projected for the entire planning horizon because construction activities and overall costs would be reduced. This is particularly true for an interceptor system, which requires substantial construction activities. When the system is initially constructed, it must be designed to accommodate projected wastewater flows for the lifetime of the system. If interceptors were constructed and expanded on an as-needed basis (e.g., like the modular expansions of the SWRTP), existing facilities would need to be paralleled with new facilities constructed in the same area. It is standard engineering practice to design interceptor facilities to accommodate flows for the entire planning horizon (in this case, full buildout of local general plans) to avoid unnecessary construction and capital costs.

Table 4-1 shows the planning assumptions that were used by the Regional San in the master planning documents summarized above.

Table 4-1: Summary of Regional San and Sacramento Area Sewer District Plan/Design Planning Condition
Type of Facility and Planning
Area
Flow Condition for Sizing Base
Flow/ADWF
Year 2020
Base ADWF
Buildout
Sacramento
Regional
WWTP
2020 Master
Plan
Wastewater treatment
plant handling flows
that come to it. Not
focused on specific
geographic areas
Population-based flow
projections over a 20-year
planning period. Sized
primarily for average
pollutant loads that will
come into the plant 20
years from now (because
plant can be expanded
incrementally).
218 mgd 350 mgd
Sacramento
Regional
County
Sanitation
District
Interceptor
System
Master Plan
Interceptor pipelines
serving the entire
Sacramento Regional
County Sanitation
District planning area.

Sized for highest flows in
wet weather at buildout to
keep flow inside pipes.
214 mgd 517 mgd
Sacramento
Area Sewer
District
Sewer
System
Capacity
Plan 2010
Update
Smaller “trunk” sewers
serving unincorporated
Sacramento County,
the cities of Citrus
Heights and Elk Grove,
and portions of the
cities of Sacramento
and Folsom.

Sized for highest flows in
wet weather at buildout to
keep flow within the pipes.
-- --
Source: Sacramento Regional County Sanitation District. May 2018. 2020 Master Plan. Revised Final Draft Executive Summary.

Final Technical Memorandum: Relationship Between Sacramento Regional WWTP 2020 Master Plan, Interceptor Master Plan 2000, and Sacramento Area Sewer District Sewer System Capacity Plan 2010 Update.

Storm Drainage
As discussed above, portions of the older area of the city are currently served by a combined storm water and sewer system. The area served by this system extends from the Sacramento River on the west, to the vicinity of Sutterville Road and 14th Avenue on the south, to about 65th Street on the east, and to North B Street and the American River on the north. Information on the combined system was discussed previously in Section 4.1 of this report. The remainder of the city is served by a separated drainage system.

As discussed further in Chapter 6, Environmental Resources, the City is situated just east of the Sacramento River. The American River flows through the city from the east to the west and joins the Sacramento River just north of Downtown Sacramento. Dry Creek flows from the north (from

TECHNICAL BACKGROUND REPORT

Roseville, Antelope, and Rio Linda) into Steelhead Creek (previously called the Natomas East Main Drainage Canal). Magpie and Arcade Creeks also flow from the east to the west and into Steelhead Creek. Steelhead Creek flows from the north to the south though the city, through the American River floodplain, and into the Sacramento River. Morison Creek, Elder Creek, and Laguna Creek flow from the east to the west through the southern portion of the city and into the Sacramento River, the North Delta, and ultimately to the San Francisco Bay. Throughout much of the city, the rivers and major creeks are bounded by levees, which protect the adjacent areas from flooding. The levees result in the need for many detention basins and pump stations in the city’s storm drainage system. The City’s storm drainage system and facilities (shown on Figure 4-4) consist of:
• Street, curbs, gutters, and storm drain inlets, which collect and convey the rainfall runoff to storm drain pipe systems (storm drains).
• Storm drains are underground pipes that convey the runoff to the creeks and rivers, detention basins, or pump stations. There are about approximately 846 miles of storm drain pipes in the city’s storm drain systems.
• Creeks, drainage ditches, and channels also convey runoff. There are about 429 miles of creeks, ditches, and channels that feed into the city’s drainage system. • Detention basins are areas that are excavated to store the stormwater runoff when storm flows exceed conveyance or pumping capacity. Photographs B (a wet basin) and C (a dry basin) shows the City’s Basin 14. Photograph D shows the City’s Basin 11 (a wet basin).

Wet basins, have a permanent pool of water even between storms. Dry basins fill up during a storm and are drained completely between storms, allowing for the basin bottom to be used between storms for public access, sports fields, etc. The city has designed many of its detention basins to provide stormwater storage, stormwater quality treatment and to provide open space areas (for public access) and/or wetland and riparian habitat. • Pump stations lift water from the storm drains and detention basins through or over the levees and into the city’s creeks and rivers. Photograph E shows the city’s Pump Station 152. Photograph F shows the Pump Station for Basin 11.
• Most of the city’s drainage pump stations include screens that keep trash and debris damaging the pumps. The City owns and operates 105 storm drainage pumping stations located throughout the city.

Figure 4-4
Existing Stormwater Facilities
Watt/I-80
Watt/I-80 West
Roseville Road
Marconi/Arcade
Royal
Oaks
Arden/Del Paso
Globe Avenue
16th Street
23rd
Street 29th
Street
39th
Street
48th
Street 59th
Street
University/
65th Street
Power Inn
College
Greens
Watt/Manlove
Starfire
Tiber
Butterfield
Broadway (& 19th)
4th Ave./
Wayne Hultgren
City College
Fruitridge
47th Avenue
Florin
Meadowview
Swanston
Airport
Station
Club Center Dr/
N. Village Center
North Natomas
Town Center
East Town Center
Arco Arena
Arena
Blvd.

Gateway Park/
Market Place
San Juan Rd.

Pebblestone Way
W. El Camino Ave.

Richards
Blvd.

Franklin
Blvd.

Cosumnes River
Center Parkway
Morrison Creek
Railyards
Twin
Rivers
N 16Th St
K St
39Th St
12Th St Arden G a rden
Del Paso Blvd
Raley Blvd
Land Park Dr
Grand Ave
Northborough D r
J St
Sheldon Rd
Northg ate B vl d
43Rd Ave
N St
Sutterville Rd
Arden Way
Stockton Blvd
Rush Ri ver Dr
Cosumnes River Blvd
Q St
Richards Blvd
Marconi Ave
Natomas Cen tra l Dr
Riverside Blvd
Bruceville Rd
Elder Creek Rd Franklin Blvd
Club Center Dr
Auburn Blvd
Rio Linda Blvd
Windbridge Dr
Jackson Rd
Valley Hi Dr
2 4Th St
El Camino Ave
59Th St
Ha ve n side Dr
La Riviera Dr
Fair Oaks Blvd
X St
American River Dr
Mcki nley Blvd
Elvas Ave
21St St
Fulton Ave
Power Inn Rd
Norwood Ave
Eastern Ave
Grove Ave
I Street Brg
Center Pkwy
Freeport Blvd
Danbrook D r
Br oadway
19Th St
45Th St
Watt Ave
65Th St
16Th St
29Th St
9Th St
10Th St
30Th St
15Th St
Alhambra Blvd
Green haven Dr
Florin Rd
H St
Hov nanian Dr
Truxel Rd
Ma rysville Blvd
Main Ave
Ethan Way
W El Camino Ave
CollegeTown Dr
Brookfield Dr
Regency ParkCri
Engle Rd
13Th St
Gloria Dr
47Th Ave
Seamas Ave
Cottage Way
Ha rv ard St
Pocket Rd
Roseville Rd
Walnut Ave
E Stockton Blvd
L St
Tower Brg
Westlake P kw y
Capitol Mall
Arena Blvd
Edison Ave
Kiefer Blvd
Mission A ve
French Rd
W St
Television Cir
C St
I St
P St
5Th St
3Rd St
Bridgecross Dr
65Th Street Expy
San Juan Rd
Azeved o Dr
Alta Arden Expy
S Watt Ave
Northrop Ave
Howe Ave
Meadowview Rd
Silver Eagle Rd
Exposition Blvd
Del Paso Rd
Curtis Dr
Elk Grove Florin Rd
Elsie Ave
Fruitridge Rd
Munroe St
N Bend Dr
N 12Th St
Gateway Park Blvd
Natomas Blv d
Bell Ave
Calvine Rd
Mack Rd
46Th St
W Elkhorn Blvd
N Market Blvd
Elkhorn Blvd
Gerber Rd
S Land Park Dr 14Th St
F ol rin Perk ni s Rd
American River
E CommerceWay
Folsom Blvd
Big Horn Blvd
Levee Rd
Hurley Way
35Th Ave
N Park Dr
E Levee Rd
Laguna Blvd
Lone Tree Rd
Metro Air Pkwy
Power Line Rd
El Centro Rd
Hedge Ave
Garden Hwy
Sacramento City Limit
Sphere of Influence
Policy Area
Water
Light Rail
Station
Blue Line
Blue/Gold Line
Gold Line
Green Line
Proposed Green Line Extension
Figure 2-1
Planning Boundaries
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Ad
A½
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!"c$
AÎ
A½
0 ½ 1 2 Mile
I½
/0¦2
!"^$
!"c$
Alkali Flat/
La Valentina
12th & I
Cathedral
Square
St. Rose of
Lima Park
- 9th & K St. Rose of Lima Park
- 7th & K
7th & Capitol
8th & Capitol
Archives Plaza
(Eastbound)
Archives Plaza
(Northbound) 8th & O
(Eastbound)
8th & O
(Northbound)
13th Street
16th Street
Sacramento
Valley
7th & I St/
County Center
8th & K St
Cathedral
Square
8th & H St/
County Center
N ST
J ST
3RD ST
10TH ST
9TH ST
5TH ST
L ST
City of Sacramento Department of Utilities, 2018

TECHNICAL BACKGROUND REPORT

Photograph B. Basin 14 is located along Crest Drive. The wet portion of Basin 14 has a permanent water pool that provides stormwater quality treatment and wildlife habitat and includes a public path and benches in the bottom of the pool. When large storms occur, the paths and benches are inundated.

Photograph C. Basin 14 is located along Crest Drive. The dry portion of Basin 14 drains completely between storms, allowing use of the basin bottom for public access, sports fields, and other uses.

Photograph D. Basin 11 is located along Natomas Boulevard. Basin 11 has a permanent water pool. This basin provides flood control and stormwater quality treatment as well as wildlife habitat and a public path around the edges of the basin.

Photograph E. Pump Station 152 is located along the American River. It has five large pumps with a combined capacity of 548 cubic feet per second (cfs). The screen protects the pumps from damage from trash and debris.

TECHNICAL BACKGROUND REPORT

Photograph F. The pump station for Basin 11 has five pumps and a trash screen with a combined capacity of 281 cfs.

The City is divided into 141 watersheds (typically called basins in Sacramento). Figure 4-5 shows these basins. The basins with names starting with a “G” drain by gravity into the creeks and rivers (meaning there is no pump station). There are 36 basins that drain by gravity into the creeks and rivers. There are 101 basins that are pumped into the creeks and rivers (basins without a “G” in the name). There are additional basins with County or State-owned storm drain systems (like the California State University, Sacramento Campus).

To help manage the City’s stormwater systems, the City prepares storm drain master plans. Storm drain master plans are engineering studies that:
• Calculate the runoff rates and runoff volumes.
• Document the storm drain, ditch/channel, detention basin, and pump station capacities. • Compare the flow rates and volumes with the documented capacities to identify system deficiencies.
• Plan system improvements to address the identified deficiencies and additional stormwater quality improvements. System improvements are typically new storm drain pipes, excavating new or expanding existing detention basins, or constructing new pump stations or adding new pumps to existing pump stations.
• Estimate the costs of the required improvements so the City can budget for the construction of the improvements.

Figure 4-5
Drainage Basins
Watt/I-80
Watt/I-80 West
Roseville Road
Marconi/Arcade
Royal
Oaks
Arden/Del Paso
Globe Avenue
16th Street
23rd
Street 29th
Street
39th
Street
48th
Street 59th
Street
University/
65th Street
Power Inn
College
Greens
Watt/Manlove
Starfire
Tiber
Butterfield
Broadway (& 19th)
4th Ave./
Wayne Hultgren
City College
Fruitridge
47th Avenue
Florin
Meadowview
Swanston
Airport
Station
Club Center Dr/
N. Village Center
North Natomas
Town Center
East Town Center
Arco Arena
Arena
Blvd.

Gateway Park/
Market Place
San Juan Rd.

Pebblestone Way
W. El Camino Ave.

Richards
Blvd.

Franklin
Blvd.

Cosumnes River
Center Parkway
Morrison Creek
Railyards
Twin
Rivers
N 16Th St
K St
39Th St
12Th St Arden G a rden
Del Paso Blvd
Raley Blvd
Land Park Dr
Grand Ave
Northborough D r
J St
Sheldon Rd
Northg ate B vl d
43Rd Ave
N St
Sutterville Rd
Arden Way
Stockton Blvd
Rush Ri ver Dr
Cosumnes River Blvd
Q St
Richards Blvd
Marconi Ave
Natomas Cen tra l Dr
Riverside Blvd
Bruceville Rd
Elder Creek Rd Franklin Blvd
Club Center Dr
Auburn Blvd
Rio Linda Blvd
Windbridge Dr
Jackson Rd
Valley Hi Dr
2 4Th St
El Camino Ave
59Th St
Ha ve n side Dr
La Riviera Dr
Fair Oaks Blvd
X St
American River Dr
Mcki nley Blvd
Elvas Ave
21St St
Fulton Ave
Power Inn Rd
Norwood Ave
Eastern Ave
Grove Ave
I Street Brg
Center Pkwy
Freeport Blvd
Danbrook D r
Br oadway
19Th St
45Th St
Watt Ave
65Th St
16Th St
29Th St
9Th St
10Th St
30Th St
15Th St
Alhambra Blvd
Green haven Dr
Florin Rd
H St
Hov nanian Dr
Truxel Rd
Ma rysville Blvd
Main Ave
Ethan Way
W El Camino Ave
CollegeTown Dr
Brookfield Dr
Regency ParkCri
Engle Rd
13Th St
Gloria Dr
47Th Ave
Seamas Ave
Cottage Way
Ha rv ard St
Pocket Rd
Roseville Rd
Walnut Ave
E Stockton Blvd
L St
Tower Brg
Westlake P kw y
Capitol Mall
Arena Blvd
Edison Ave
Kiefer Blvd
Mission A ve
French Rd
W St
Television Cir
C St
I St
P St
5Th St
3Rd St
Bridgecross Dr
65Th Street Expy
San Juan Rd
Azeved o Dr
Alta Arden Expy
S Watt Ave
Northrop Ave
Howe Ave
Meadowview Rd
Silver Eagle Rd
Exposition Blvd
Del Paso Rd
Curtis Dr
Elk Grove Florin Rd
Elsie Ave
Fruitridge Rd
Munroe St
N Bend Dr
N 12Th St
Gateway Park Blvd
Natomas Blv d
Bell Ave
Calvine Rd
Mack Rd
46Th St
W Elkhorn Blvd
N Market Blvd
Elkhorn Blvd
Gerber Rd
S Land Park Dr 14Th St
F ol rin Perk ni s Rd
American River
E CommerceWay
Folsom Blvd
Big Horn Blvd
Levee Rd
Hurley Way
35Th Ave
N Park Dr
E Levee Rd
Laguna Blvd
Lone Tree Rd
Metro Air Pkwy
Power Line Rd
El Centro Rd
Hedge Ave
Garden Hwy
Sacramento City Limit
Sphere of Influence
Policy Area
Water
Light Rail
Station
Blue Line
Blue/Gold Line
Gold Line
Green Line
Proposed Green Line Extension
Figure 2-1
Planning Boundaries
/0¦2
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Ad
A½
!"^$
!"c$
AÎ
A½
0 ½ 1 2 Mile
I½
/0¦2
!"^$
!"c$
Alkali Flat/
La Valentina
12th & I
Cathedral
Square
St. Rose of
Lima Park
- 9th & K St. Rose of Lima Park
- 7th & K
7th & Capitol
8th & Capitol
Archives Plaza
(Eastbound)
Archives Plaza
(Northbound) 8th & O
(Eastbound)
8th & O
(Northbound)
13th Street
16th Street
Sacramento
Valley
7th & I St/
County Center
8th & K St
Cathedral
Square
8th & H St/
County Center
N ST
J ST
3RD ST
10TH ST
9TH ST
5TH ST
L ST
City of Sacramento Department of Utilties, 2019

TECHNICAL BACKGROUND REPORT

Storm Drain Master Plans are prepared for existing drainage systems to determine if the existing storm drainage facilities are adequate. Storm Drain Master Plans are also prepared for future development areas to identify and size the needed storm drain facilities. Over the past few decades, the City has prepared Storm Drain Master Plans for about 40 percent of the basins shown on Figure 4-5 and is committed to preparing Storm Drain Master Plans for the remaining basins.

Based on the City’s current Storm Drain Master Plans, in certain portions of the city, existing drainage facilities are inadequate (according to current design standards) for the areas they serve.

Current City design standards state that drainage systems should prevent street flooding in a 10- year storm. A 10-year storm means that a storm of this size or larger is expected to occur on average once every 10 years. Or phrased another way, there is a 10 percent probability of a storm of this size or larger occurring in any year. Property damage should be prevented in a 100-year storm (1 percent probability of occurring in any year). Some conclusions from existing Storm Drain Master Plans are summarized below:
• Drainage issues in the Airport-Meadowview area range from street flooding to issues identified as public safety hazards. Facility improvements that have been suggested to improve these problems include upgrading existing pump stations and pipelines and constructing new detention basins and relief pipelines. • The South Land Park area suffers from street flooding and property flooding. Facility improvements that have been suggested to improve these problems include upgrading existing pump stations and pipelines and constructing new detention basins and relief pipelines.
• East Sacramento drainage issues vary from public safety hazards to street flooding. New and upgraded pumping stations, new and upgraded detention basins and new pipelines have all been identified as ways to solve the area’s drainage issues. • The East Broadway area suffers from street flooding and property flooding. Facility improvements that have been suggested to improve these problems include upgrading existing pump stations and pipelines, and constructing new detention basins and pipelines. • The North Sacramento area has drainage issues ranging from street and property flooding to possible future flood hazards and public safety hazards. This area has a history of flooding issues due to the inadequate capacity of Magpie, Arcade and Hagginwood Creeks. • North Sacramento existing systems are inadequate (according to current City design standards) to convey runoff from the area to the creeks and canals. Another issue is that some areas within North Sacramento are served by a rural “style” drainage system utilizing roadside ditches and culverts and are not adequate according to the City’s design standards.

Master Plans have been developed for many basins in North Sacramento identifying these issues and proposing appropriate mitigations to address these issues. Facility improvements that have been suggested to improve these problems include flood proofing, upsizing mains, new pipelines, pump station improvements, and new detention basins.

In basins without Storm Drain Master Plans, the storm drainage systems have not been evaluated, and there could be inadequate drainage facilities. Also, because development within the basins does not necessarily progress as anticipated in the past Storm Drain Master Plans, there could be inadequate drainage facilities in basins with old Storm Drain Master Plans. Preparing new Storm

Drain Master Plans and updating old Storm Drain Master Plans is needed to fully assess the flood risks and identify the needed facilities within the city.

The City is complying with the Trash Provisions of the Water Quality Control Plan for Inland Surface Waters, Enclosed Bays, and Estuaries of California (Trash Provisions, see regulatory context below) by requiring full capture trash facilities be installed in new development and redevelopment projects. The Trash Provisions are targeted at the land uses with the highest trash generation rates, including high-density residential (at least ten developed dwelling units per acre), industrial, commercial, mixed urban (land uses where high-density residential, industrial, and/or commercial land uses predominate collectively), and public transportation stations (e.g., bus and train stations and stops).

In addition to removing trash from its stormwater, the city protects stormwater quality. The City developed, along with neighboring cities, the Stormwater Quality Design Manual (July 2018). This manual identifies design tools and requirements to reduce urban runoff pollution to the maximum extent practicable (including trash) from new development and redevelopment projects. The primary goal of the manual is to protect the quality of local creeks and rivers. The manual provides guidance on managing stormwater quality, source control measures, hydromodification control measures, low impact development measures, and treatment control measures.

REGULATORY CONTEXT
Federal and State
With regard to wastewater, the Federal Clean Water Act (CWA) and regulations set forth by the California Department of Health Services (DHS) and State Water Resources Control Board are aimed primarily at discharges of effluent to surface waters. Title 40 of the Code of Federal Regulations (CFR) Part 503, Title 23 California Code of Regulations, and standards established by the Central Valley Regional Water Quality Control Board regulate the disposal of biosolids generated by wastewater treatment plants.

Under the CWA, the Regional Water Quality Control Board issues both general and individual permits for discharges to surface waters, including for both point-source and non-point-source discharges. The CWA mandates permits for municipal stormwater discharges. The City of Sacramento has coverage under the new General Permit for discharges from Municipal Separate Storm Sewer Systems (MS4): National Pollutant Discharge Elimination System No. CAS0085324, Order No. R5-2016-0040-010. This General MS4 Permit replaces the area-wide MS4 Permit. This permit requires that controls be implemented to reduce the discharge of pollutants in stormwater discharges to the maximum extent practicable, including management practices, control techniques and system, design and engineering methods, and other measures as appropriate. As part of permit compliance, the City has prepared a Stormwater Quality Improvement Plan, which outlines the requirements for municipal operations, industrial and commercial businesses, illegal discharges, construction sites, planning and land development, public education and outreach, and watershed stewardship. These requirements include multiple measures to control pollutants in stormwater discharge. New development under the proposed project would be required to follow the development standards contained in the Stormwater Quality Improvement Plan and the

TECHNICAL BACKGROUND REPORT

Sacramento Stormwater Quality Design Manual (July 2018). See section 6.3, Water Resources and Quality for additional information.

Clean Water Act (CWA) / National Pollutant Discharge Elimination System Permits The CWA is the cornerstone of water quality protection in the United States. The statute employs a variety of regulatory and nonregulatory tools to sharply reduce direct pollutants discharges into waterways, finance municipal wastewater treatment facilities, and manage polluted runoff. These tools are employed to achieve the broader goal of restoring and maintaining the chemical, physical, and biological integrity of the nation’s waters so that they can support “the protection and propagation of fish, shellfish, and wildlife and recreation in and on the water.” The CWA regulates discharges from “non-point source” and traditional “point source” facilities, such as municipal sewage plants and industrial facilities. The CWA makes it illegal to discharge pollutants from a point source to the waters of the United States. Section 402 of the Act creates the National Pollutant Discharge Elimination System regulatory program. Point sources must obtain a discharge permit from the proper authority (usually a state, sometimes EPA, a tribe, or a territory).

National Pollutant Discharge Elimination System permits cover industrial and municipal discharges, discharges from storm sewer systems in larger cities, stormwater associated with numerous kinds of industrial activity, runoff from construction sites disturbing more than one acre, mining operations, and animal feedlots and aquaculture facilities above certain thresholds.

Trash Provisions of the Water Quality Control Plan for Inland Surface Waters, Enclosed Bays, and Estuaries of California (Trash Provisions)
In April of 2015, the State Water Resources Control Board adopted the Trash Provisions of the Water Quality Control Plan for Inland Surface Waters, Enclosed Bays, and Estuaries of California (Trash Provisions) to address the impacts of trash to the beneficial uses of surface waters. The Trash Provisions include a Prohibition of Discharge which states: The discharge of trash to surface waters of the State or the deposition of trash where it may be discharged into surface waters of the state is prohibited. The Trash Provisions define trash as:

All improperly discarded solid material from any production, manufacturing, or processing operation including, but not limited to, products, product packaging, or containers constructed of plastic, steel, aluminum, glass, paper, or other synthetic or natural materials.

Compliance with this discharge prohibition is achieved with successful implementation of trash control requirements of the Trash Provisions. The Trash Provisions are applicable to all dischargers permitted pursuant to Section 402(p) of the Federal Clean Water Act, including municipal separate storm sewer system (MS4) permittees with regulatory authority over land use.

Local
City of Sacramento General Plan
The City’s 2035 General Plan Update contains policies and implementation measures relevant to the provision of wastewater and storm drainage service. For wastewater and storm drainage services, some of the policies relevant to this issue include providing adequately sized sewer and drainage facilities where they are needed, developing plans for sewer line extensions to developed areas where service is lacking, and developing and implementing appropriate funding mechanisms.

Sacramento City Code, Chapter 13.08
Sacramento City Code, Chapter 13.08 outlines the requirements for permitted discharges to the sewer service system. Article V of the chapter establishes charges and fees for customers receiving sewer service and storm service from the City.

Sacramento City Code, Chapter 13.16
Sacramento City Code, Chapter 13.16 outlines provisions designed to protect and promote the health, safety and general welfare of the citizens of the city by controlling non-storm water discharges to the storm water conveyance system, by eliminating discharges to the storm water conveyance system from- spills, dumping, or disposal of materials other than storm water, and by reducing pollutants in urban storm water discharges to the maximum extent practicable. This chapter is intended to assist in the protection and enhancement of the water quality of watercourses, water bodies, and wetlands in a manner pursuant to and consistent with the Federal Water Pollution Control Act (Clean Water Act, 33 U.S.C. Section 1251 et seq.), Porter-Cologne Water Quality Control Act (California Water Code Section 13000 et seq.) and National Pollutant Discharge Elimination System Permit No. CAS082597, as such permit is amended and/or renewed. (Ord. 2004-042 § 1; Ord. 98-007 § 1; prior code § 87.01.102).

Combined Sewer System (CSS) Development Fee
The City of Sacramento adopted a sewer ordinance for the CSS in 2005, which requires payment of a development fee for projects that add sewer flows within the CSS service boundary. Key aspects of the CSS development fee include: a fee per equivalent single-family dwelling unit that will be subject to periodic adjustments; CSS development fees may be fully or partially offset by constructing or cost sharing in the construction of a mitigation project approved by the City Department of Utilities; the fee approximates the cost to construct local storage to mitigate downstream impacts; and fees will be collected and deposited in a fund for the City to construct larger projects to mitigate multiple developments.

Sacramento Regional County Sanitation District and Sacramento Area Sewer District The Sacramento Regional County Sanitation District and the Sacramento Area Sewer District are both separate political subdivisions of the State of California formed under the State of California

TECHNICAL BACKGROUND REPORT

Health and Safety Code. As such, the districts’ policies must conform to the statutes of the State Health and Safety Code. Additionally, the Districts are separately-funded entities that do not depend upon Sacramento County for funding capital improvements, maintenance, or operations.

User fees provide for the systems’ operation and maintenance, while hookup fees provide most of the funding for new trunks and interceptors.

The Sacramento Regional County Sanitation District requires a regional connection fee be paid to the District for any users connecting to or expanding sewer collection systems (Sacramento Regional County Sanitation District Ordinance No. SRCSD-0043).

Stormwater Quality/Urban Runoff Management
The City of Sacramento and Sacramento Stormwater Quality Partnership’s (Partnership) individual agencies applied for coverage under the new General Permit for Discharges from Municipal Separate Storm Sewer Systems (MS4): National Pollutant Discharge Elimination System No.

CAS0085324, Order No. R5-2016-0040 when the Limited Term Stormwater Permit expired in November 2016. The City’s MS4 General Permit (R5-2016-0040-010) was effective on November 30, 2016. The MS4 General Permit requires the continued implementation of the Partnership’s 2009 Stormwater Quality Improvement Plan approved on January 29, 2010 (Resolution No. R5- 2010-0017) and the associated annual work plans. The permit is intended to implement the Basin Plan through the effective implementation of BMPs to reduce pollutants in stormwater discharges to the maximum extent practicable. Additional discussion of stormwater quality is included in section 6.3 Water Resources and Water Quality in Chapter 6, Environmental Resources.

City of Sacramento Design and Procedures Manual – Stormwater Collection Systems On July 24, 2018, the City updated their Design and Procedures Manual – Stormwater Collection Systems (Section 11). This document updated the City’s requirements for sizing and design of stormwater facilities, including requirements for the preparation of drainage studies and design of storm drain pipelines, open channels, and detention basins. Section 12 covers sizing and design of stormwater pump stations.

Stormwater Quality Design Manual (July 2018)
The City developed (along with neighboring jurisdictions comprised of Sacramento County and the cities of Sacramento, Citrus Heights, Elk Grove, Folsom, Galt and Rancho Cordova) the Stormwater Quality Design Manual (July 2018). This manual identifies planning tools and design requirements to reduce urban runoff pollution to the maximum extent practicable from new development and redevelopment projects. The goals of the manual are to protect the quality of local creeks and rivers. The manual provides guidance on managing stormwater quality, source control measures, hydromodification control measures, low impact development measures, and treatment control measures including trash controls.

4.2 Domestic Water

INTRODUCTION
The water supply section discusses the existing condition of the City’s water supply and treatment and distribution systems.

Domestic water services within the Policy Area are provided by the City of Sacramento and other water purveyors. The City provides domestic water service to the area within the city limits, as these limits change from time to time, and to several small areas within the County of Sacramento. A small area in the northeastern portion of the city (Swanston Estates) is served by the Sacramento Suburban Water District, although City and District staff have held discussions relative to the City taking this service area over at some point in the future. Areas adjacent to the city limits are served by the Natomas Central Mutual Water Company, Rio Linda Elverta Community Water District, Sacramento County Water Agency, Sacramento Suburban Water District, California-American Water Company, Tokay Park Water District, Fruitridge Vista Water Company, Elk Grove Water Service, and the Florin County Water District.

The City supplies domestic water from a combination of surface water and groundwater sources.

Two water treatment plants supply domestic water by diverting water from the American River and Sacramento River. In addition to the surface water diverted from the two rivers, the City operates groundwater supply wells. Along with supplying domestic water to retail customers, the City also has agreements in place to supply water on a wholesale and wheeling basis to other districts and water purveyors including Sacramento Suburban Water District, California-American Water Company, Fruitridge Vista Water Company1, Natomas Unified School District, and the Sacramento County Water Agency. To comply with the State’s Urban Water Planning Management Act, the City of Sacramento has developed an Urban Water Management Plan to pursue the conservation and efficient use of available water supplies and to ensure an appropriate level of reliability in its water service sufficient to meet the needs of its customers (City of Sacramento 2015).

The City's water facilities also include water storage tanks, pumping facilities, and a system of transmission and distribution mains. These facilities are depicted on Figure 4-6.

EXISTING CONDITIONS
As previously mentioned, the City owns and operates the potable water distribution system that supplies potable water to over 140,000 connections (per the 2018 State Water Resources Control Board’s annual report), which is spread across an area of about 99 square miles, and supplies potable water to its four wholesale and wheeling customers. The City’s two major sources of potable water supply are surface water and local groundwater.
1 Note: California-American Water Company is in the process of purchasing Fruitridge Vista Water Company.

Figure 4-6
Existing Water Facilities
Watt/I-80
Watt/I-80 West
Roseville Road
Marconi/Arcade
Royal
Oaks
Arden/Del Paso
Globe Avenue
16th Street
23rd
Street 29th
Street
39th
Street
48th
Street 59th
Street
University/
65th Street
Power Inn
College
Greens
Watt/Manlove
Starfire
Tiber
Butterfield
Broadway (& 19th)
4th Ave./
Wayne Hultgren
City College
Fruitridge
47th Avenue
Florin
Meadowview
Swanston
Airport
Station
Club Center Dr/
N. Village Center
North Natomas
Town Center
East Town Center
Arco Arena
Arena
Blvd.

Gateway Park/
Market Place
San Juan Rd.

Pebblestone Way
W. El Camino Ave.

Richards
Blvd.

Franklin
Blvd.

Cosumnes River
Center Parkway
Morrison Creek
Railyards
Twin
Rivers
N 16Th St
K St
39Th St
12Th St Arden G a rden
Del Paso Blvd
Raley Blvd
Land Park Dr
Grand Ave
Northborough D r
J St
Sheldon Rd
Northg ate B vl d
43Rd Ave
N St
Sutterville Rd
Arden Way
Stockton Blvd
Rush Ri ver Dr
Cosumnes River Blvd
Q St
Richards Blvd
Marconi Ave
Natomas Cen tra l Dr
Riverside Blvd
Bruceville Rd
Elder Creek Rd Franklin Blvd
Club Center Dr
Auburn Blvd
Rio Linda Blvd
Windbridge Dr
Jackson Rd
Valley Hi Dr
2 4Th St
El Camino Ave
59Th St
Ha ve n side Dr
La Riviera Dr
Fair Oaks Blvd
X St
American River Dr
Mcki nley Blvd
Elvas Ave
21St St
Fulton Ave
Power Inn Rd
Norwood Ave
Eastern Ave
Grove Ave
I Street Brg
Center Pkwy
Freeport Blvd
Danbrook D r
Br oadway
19Th St
45Th St
Watt Ave
65Th St
16Th St
29Th St
9Th St
10Th St
30Th St
15Th St
Alhambra Blvd
Green haven Dr
Florin Rd
H St
Hov nanian Dr
Truxel Rd
Ma rysville Blvd
Main Ave
Ethan Way
W El Camino Ave
CollegeTown Dr
Brookfield Dr
Regency ParkCri
Engle Rd
13Th St
Gloria Dr
47Th Ave
Seamas Ave
Cottage Way
Ha rv a rd St
Pocket Rd
Roseville Rd
Walnut Ave
E Stockton Blvd
L St
Tower Brg
Westlake P kw y
Capitol Mall
Arena Blvd
Edison Ave
Kiefer Blvd
Mission A ve
French Rd
W St
Television Cir
C St
I St
P St
5Th St
3Rd St
Bridgecross Dr
65Th Street Expy
San Juan Rd
Azeved o Dr
Alta Arden Expy
S Watt Ave
Northrop Ave
Howe Ave
Meadowview Rd
Silver Eagle Rd
Exposition Blvd
Del Paso Rd
Curtis Dr
Elk Grove Florin Rd
Elsie Ave
Fruitridge Rd
Munroe St
N Bend Dr
N 12Th St
Gateway Park Blvd
Natomas Blv d
Bell Ave
Calvine Rd
Mack Rd
46Th St
W Elkhorn Blvd
N Market Blvd
Elkhorn Blvd
Gerber Rd
S Land Park Dr 14Th St
F ol rin Perk ni s Rd
American River
E CommerceWay
Folsom Blvd
Big Horn Blvd
Levee Rd
Hurley Way
35Th Ave
N Park Dr
E Levee Rd
Laguna Blvd
Lone Tree Rd
Metro Air Pkwy
Power Line Rd
El Centro Rd
Hedge Ave
Garden Hwy
Sacramento City Limit
Sphere of Influence
Policy Area
Water
Light Rail
Station
Blue Line
Blue/Gold Line
Gold Line
Green Line
Proposed Green Line Extension
Figure 2-1
Planning Boundaries
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Ad
A½
!"^$
!"c$
AÎ
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0 ½ 1 2 Mile
I½
/0¦2
!"^$
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Alkali Flat/
La Valentina
12th & I
Cathedral
Square
St. Rose of
Lima Park
- 9th & K St. Rose of Lima Park
- 7th & K
7th & Capitol
8th & Capitol
Archives Plaza
(Eastbound)
Archives Plaza
(Northbound) 8th & O
(Eastbound)
8th & O
(Northbound)
13th Street
16th Street
Sacramento
Valley
7th & I St/
County Center
8th & K St
Cathedral
Square
8th & H St/
County Center
N ST
J ST
3RD ST
10TH ST
9TH ST
5TH ST
L ST
City of Sacramento Department of Utilities, 2018

The City owns and operates two surface water treatment plants, the Sacramento River Water Treatment Plant (Sacramento River WTP) and the E.A. Fairbairn Water Treatment Plant (Fairbairn WTP). The Fairbairn WTP and the Sacramento River WTP divert water from the American and Sacramento rivers, respectively. In 2003, the City completed an expansion of the Sacramento River WTP increasing its maximum capacity from 110 million gallons per day (mgd) to 160 mgd, with a reliable capacity of 135 mgd. In 2016, the City completed a rehabilitation project that increased the reliable capacity to 160 mgd. However, if the Sacrament River water levels drop, it can adversely impact the diversion pumping capacity of the Sacramento River WTP. The 2003 expansion also included the construction of a new intake structure on the Sacramento River to comply with current fish screen requirements. Expansion of the Fairbairn WTP, completed in 2005, increased the maximum diversion capacity from 90 mgd to 200 mgd. However, the Fairbairn WTP has a permitted capacity of 160 mgd, and a reliable capacity of 100 mgd during peak demand conditions due to Hodge constraints (see Regulatory Context), thus the City is unable to take advantage of the full treatment capacity of the Fairbairn WTP. Between the Sacramento River WTP and Fairbairn WTP, there are a combined 18 high lift service pumps, which supply potable water into the City’s distribution system. In 2017, the Fairbairn WTP treated an average of 32 mgd of water, while the Sacramento River WTP treated an average of approximately 35 mgd. Photograph F shows a finished pump station.

Photograph F. Sacramento River Water Treatment Plant finished water pump station.

The City owns and operates 33 potable groundwater wells (31 of which are in the northeastern portion of the City), however only 26 wells are active and operational depending on the daily operating needs. These groundwater wells deliver potable water to the distribution system. The current City groundwater wells have a total reliable capacity of about 20 mgd. In 2017, the groundwater supply wells pumped approximately 24 mgd. The City also operates 22 non-potable groundwater wells for the irrigation of parks. Although the City relies predominantly on surface water as its primary source of water supply, the groundwater well system provides flexibility in providing domestic water to the City, especially in years when there are low river flows, as well as providing water that can be delivered on a retail or wholesale basis outside the area authorized to

TECHNICAL BACKGROUND REPORT

receive delivery of the City’s surface water supply. The City is in the process of completing two new groundwater wells, both of which are in the southern part of the City at the Shasta Tank site.

In addition, the City of Sacramento, along with Placer County Water Agency, California American Water, and the Sacramento County Water Agency, have joined together to address the need for future water supply facilities to serve the region. The RiverArc Project is a proposed regional water supply reliability project which would use an existing water diversion facility to move surplus Sacramento River water inland. A new water treatment plant would be constructed, receiving this water via a new pipeline. A mix of new and existing pipelines would distribute this water to most of Sacramento and the West Placer region, and would integrate groundwater and American River water supplies for agencies to share across the region (PCWA 2019). The U.S. Bureau of Reclamation is the Federal lead agency and Placer County Water Agency is the local lead agency for the project.

In addition to the 18 high lift service pumps at Sacramento River WTP and Fairbairn WTP and the various groundwater pumping facilities, the City also maintains various booster pumping facilities and storage tanks throughout the distribution system. The City operates 10 storage tanks, each with a capacity of 3 million gallons (MG) except for the Florin Reservoir, which has a capacity of 15 MG.

In addition to the tanks throughout the distribution system, the treatment plants together maintain an on-site storage capacity of over 44 million gallons. Water in these storage tanks is used to meet the water demand for fire flows, emergencies, and peak hour demands. The current storage capacity in the City is adequate to serve emergency situations, but projected 2030 build out conditions will require an additional 3 MG of storage capacity. The City is nearing completion of a new 4 MG storage tank (Shasta Tank) and is also evaluating impacts as part of the latest Water Master Plan to be completed in 2020. Pumping facilities throughout the distribution system have various capacities. A pump facility is shown in Photograph G.

Photograph G. Pumps at the Elkhorn Tank and Pump Station Facility.

The City owns over 1,600 miles of water mains which are categorized as either distribution mains or transmission mains. Water distribution mains are less than 18 inches in diameter and convey water for local domestic and commercial use, fire suppression, and for fire hydrants. As a policy,

the City requires new commercial areas to install 12-inch diameter mains to maintain fire flow capacity. Transmission mains are 18 inches in diameter and larger and are used to convey large volumes of water from the various supply sources (e.g., treatment plants) throughout the distribution system. They are also used to convey water to and from the storage tanks to meet fluctuating daily and seasonal demands while maintaining required system pressures. The City determines the needs for new water distribution facilities as development plans are formulated.

There are areas of the City where both distribution and transmission mains have been identified with specific deficiencies and proposed improvements outlined in the City’s Water Supply Master Plan (West Yost 2013). Portions of the Central City system are deficient due to the poor condition of the aging water mains. The City is systematically replacing these old sections of pipe to alleviate the problem. In the North Sacramento area, distribution and transmission mains are largely undersized and are aging (more than 60 years old). The City has stated that new transmission mains will need to be constructed to improve this area. In South Sacramento, low pressure areas are a result of the lack of supply and storage tanks in the southern area of the City. To alleviate this issue, the City is currently constructing the new Shasta Park storage tank and two new wells in the southern area of the City.

REGULATORY CONTEXT
Federal
Safe Drinking Water Act
The Safe Drinking Water Act of 1974 gave the United States Environmental Protection Agency (EPA) the authority to set standards for contaminants in drinking water supplies. The USEPA was required to establish primary regulations for the control of contaminants that affect public health and secondary regulations for compounds that affect the taste, odor, or aesthetics of drinking water.

Under the provisions or the SDWA, the State Water Resources Control Board (State Water Resources Control Board) has the primary enforcement responsibility in California. Title 22 of the California Administrative Code establishes State Water Resources Control Board authority and stipulates State drinking water quality and monitoring standards.

America’s Water Infrastructure Act of 2018
The U.S. Congress passed, and the President signed S. 3021 in October 2018. S. 3021 requires water systems to prepare or revise their emergency response plans through a risk and resiliency assessment. This includes detecting malevolent acts and natural hazards; physical security and system cybersecurity; critical equipment; and actions, procedures, and equipment that significantly can reduce emergency impacts. Plans will incorporate findings of the assessments and include strategies to improve system resilience. Based on the population served by the City of Sacramento, the risk and resilience assessment is required to be completed by March 31, 2020 and an updated emergency response plan will be required by September 30, 2020.The City has retained the services of a consultant to update the plans.

TECHNICAL BACKGROUND REPORT

State
Urban Water Management Planning Act
In 1983, the California Legislature enacted the Urban Water Management Planning Act (Water Code Sections 10610 – 10656). The Act requires that every urban water supplier that provides water to 3,000 or more customers, or that provides over 3,000 acre-feet of water annually shall prepare and adopt an urban water management plan (UWMP). Under the Act, water supplies are required to prepare an UWMP within one year of being designated an urban water supplier, and are further required to update the plan every five years. The Act also specifies the content that is to be included in an UWMP.

It is the intention of the Legislature to mandate levels of water management planning commensurate with the number of customers served and the volume of water supplied. The Act states that urban water suppliers should make every effort to ensure the appropriate level of reliability in its water service sufficient to meet the needs of its various categories of customers during normal, dry, and multiple dry years. The Act also states that the management of urban water demands, and the efficient use of water shall be actively pursued to protect both the people of the State and their water resources.

The State Department of Water Resources has designed its urban planning assistance program to assist urban water suppliers to meet the requirements of the Act. Program staff assists urban water suppliers with preparing comprehensive and useful water management plans, implementing water conservation programs, and understanding the requirements of the Act.

Department of Water Resources staff reviews UWMPs submitted to the department in accordance with the Act. Results are provided to local and regional water suppliers through review letters and are compiled into a Legislative Report provided to the California Legislature one year after plans are due tothe Department of Water Resources. See Section 6.3, Water Resources and Quality for Drinking Water Quality Regulations.

The City’s most recent UWMP was prepared in 2015 and was adopted by the Sacramento City Council in June 2016. The City’s 2020 UWMP is due to the Department of Water Resources by July 1, 2021.

Senate Bill X7-7
The Water Conservation Act of 2009 (Senate Bill X7-7) was enacted in November 2009 and requires that all water suppliers increase their water use efficiency. Refer to the Regulatory portion of Section

4.4 below for more details.

Assembly Bill 1465
In 2009, the State Legislature passed Assembly Bill 1465 requiring urban water suppliers to include their water demand management measures in their UWMPs. Refer to the Regulatory portion of Section 4.4 below for more details.

Sustainable Groundwater Management Act
In September 2014, the Sustainable Groundwater Management Act was passed as a three-bill legislative package composed of AB 1739 (Dickinson), SB 1168 (Pavley), and SB 1319 (Pavley). The legislation provides a framework for sustainable management of groundwater supplies by local authorities, with a limited role for State intervention when necessary to protect the resource. The legislation lays out a process and a timeline for local authorities to achieve sustainable management of groundwater basins. Refer to the Regulatory portion of Section 4.4 below for more details.

Local
The City’s surface water diversions from the American River at the Fairbairn WTP are subject to limitations specified in the City’s Water Forum Purveyor Specific Agreement and the City’s current water rights. In extremely dry years, the City must limit its diversions at the Fairbairn WTP to not greater than 155 cubic feet per second (cfs) and not greater than 50,000 AFA. In all other years, the City may divert city water at the Fairbairn WTP up to the full capacity of the expanded Fairbairn WTP (310 cfs or 100,000 AFA) so long as the flow bypassing the diversion at the Fairbairn WTP is greater than the Hodge Flow Criteria2 . When flow bypassing the diversion at the Fairbairn WTP is less than the Hodge Flow Criteria, City diversions may not be greater than 120 cfs January through May, 155 cfs June through August, 120 cfs in September, and 100 cfs October through December. The City’s Purveyor Specific Agreement also includes provisions regarding potential future revision of these limitations if it can be determined that doing so would not adversely impact instream resources.
2 The Hodge Flow Criteria is based on flow levels established by Judge Richard Hodge in a lawsuit filed by Sacramento County, the Environmental Defense Fund, and the Save the American River Association over concern about how increased diversions by East Bay Municipal Utility District (EBMUD) could impact the Lower American River fishery.

The Hodge decision applies only to diversions of water by EBMUD, but criteria based on the Hodge flow levels were utilized as a surrogate for flow levels that would not adversely impact instream resources in the City’s Water Forum Purveyor Specific Agreement. Refer to the Regulatory portion of Section 4.3 below for more details

TECHNICAL BACKGROUND REPORT

4.3 Water Supply

INTRODUCTION
As mentioned in the previous sections, the City’s water supply is surface water from the American and Sacramento rivers and local groundwater pumped by the City’s groundwater wells. On average, groundwater typically provides 20 to 40 percent of the City’s water supply with the remaining 60 to 80 percent provided by surface water.

Figure 4-7 shows graphically the retail and wholesale demands. As indicated by the figure, water demands declined between 2006 and 2011 due to the economic downturn and drought. The City experienced a slight rebound in 2012 and 2013 due to improved economic conditions, but in 2014 and 2015 reached a low point as a result of extreme drought and strict mandatory conservation measures. Demands since 2015 have rebounded slightly. Moving forward, the per capita demands are not anticipated to increase significantly. This is due to the recently passed AB 1668 and SB 606 (refer to the Regulatory portion of Section 4.4) and due to the City’s on-going two-day-a-week irrigation measure.

The City has sufficient water rights to meet future projected demands. However, diversion restrictions (Hodge Flow conditions, discussed in subsequent sections) on the American River limit the capacity of the Fairbairn WTP. The Sacramento River WTP does not have sufficient intake and treatment capacity to make up for diversion restrictions at Fairbairn WTP. The City is planning on expanding the Sacramento River WTP intake and treatment facilities, but also has the option to participate in the River Arc project. Photograph H shows the water intake facility on the Sacramento River.

Photograph H. Sacramento River Water Treatment Plant Intake Facility

Figure 4-7: Summary of Retail and Wholesale Water Demand

EXISTING CONDITIONS
Surface Water
The City possesses surface water rights to divert both Sacramento and American river water. The City claims a pre-1914 appropriate right to divert 75 cfs from the Sacramento River. The City also entered into a water rights settlement contract with the Bureau of Reclamation in 1957. Under the City/Bureau of Reclamation settlement contract, the City agreed to (1) limit its combined rate of diversion under its American River water rights permits to a maximum of 675 cfs, up to a maximum amount of 245,000 AFA in the year 2030, and (2) limit its rate of diversion under its Sacramento River water rights permit to a maximum of 225 cubic cfs and a maximum amount of 81,800 AFA.

The settlement limits the City’s total diversions of Sacramento and American river water under its water right permits to 326,800 AFA in the year 2030, as shown in Table 4-2.

TECHNICAL BACKGROUND REPORT

Table 4-2: Settlement Contract Maximum Diversion Schedule (acre-feet/year), Sacramento/U.S. Bureau of Reclamation Contract, 2007
Source 2010 2015 2020 2025 2030 2035
American
River
170,500 189,000 208,500 228,000 245,000 245,000
Sacramento
River
81,800 81,800 81,800 81,800 81,800 81,800
TOTAL 227,500 252,000 278,000 304,000 326,800 326,800
Source: Adapted from City of Sacramento 2010 Urban Water Management Plan, Carollo Engineers.

In return, the contract requires the Bureau of Reclamation to always make enough water available in the rivers to enable the agreed-upon diversions by the City. The City agreed to make an annual payment to the Bureau of Reclamation for Folsom Reservoir storage capacity used to meet the Bureau’s obligations under the contract, beginning with payment for 8,000 acre-feet of storage capacity in 1963 and building up to payment for the use of 90,000 acre-feet of storage capacity in 2035. The settlement contract is permanent and generally not subject to deficiencies. The City’s water rights, in conjunction with the Bureau of Reclamation contract, provide the City with a very reliable and secure water supply.

WATER FORUM AGREEMENT
The City’s diversions at the Fairbairn WTP are subject to voluntary limitations specified in the Water Forum Agreement (WFA). The Water Forum was started in 1993 by a group of water managers, local governments, business leaders, agricultural leaders, environmentalists, and citizen groups with two “co-equal” goals: to provide a reliable and safe water supply through the year 2030, and to preserve the wildlife, fishery, recreational, and aesthetic values of the Lower American River.

After six years of interest-based negotiations, the Water Forum participants approved the 2000 WFA.

As part of the WFA, each water purveyor signed a purveyor specific agreement that specified that purveyor’s Water Forum commitments. The City’s purveyor specific agreement limits the quantity and rate of water diverted from the American River at the Fairbairn WTP during two hydrologic conditions: extremely dry years (i.e., “Conference Years”) and periods when river flows are below the so-called “Hodge Flow Criteria” issued by Judge Richard Hodge in the Environmental Defense Fund v. East Bay Municipal Utility District litigation. Hodge flow conditions exist when the American River flows are below 2,000 cfs from October 15 through February; 3,000 cfs from March through June; and, 1,750 cfs from July through October 14.

At the time that the City’s purveyor specific agreement was developed, there was a common understanding among the Water Forum participants that the existing flow standard applicable to the operation of the Bureau of Reclamation’s water storage facilities above the Lower American River was outdated, and the parties agreed to use the Hodge Flow Criteria as a surrogate for the minimum flows necessary to preserve and protect instream resources. At that time, the Hodge flows provided the most fully developed instream flow criteria available for the Lower American River, even though these criteria were developed in connection with another entity’s proposed diversions

upstream at the Folsom South Canal, did not apply to Sacramento or the Fairbairn WTP, and, in view of the updated instream flow management plan currently being developed by the Water Forum and the Bureau of Reclamation, are now outdated. Implementation of the flow management plan currently being developed may render these limitations at the Fairbairn WTP unnecessary and may provide a basis for removing or modifying these limitations. The City’s purveyor specific agreement includes provisions recognizing that the City may seek modification to the Fairbairn WTP limitations if justified by analysis showing that increased diversions will not have significant adverse effects on the American River below the Fairbairn WTP, such as might be the case if an updated flow management plan is adopted. This would be subject to separate environmental review and is not part of this project.

Without these limitations, the City would require a lesser increment of additional capacity at the Sacramento River WTP to meet future demands. However, the City is currently proceeding with the assumption that the existing Hodge limitations at Fairbairn WTP will remain in place, thus requiring intake and treatment capacity expansion at the Sacramento River WTP or the City’s participation in the River Arc Project.

A “Conference Year” exists when the California Department of Water Resources projects an annual unimpaired flow into Folsom Reservoir of 550,000 AFA or less, or the projected March through November unimpaired flow into Folsom Reservoir is less than 400,000 AFA. During Conference Years, the City’s purveyor specific agreement limits diversions of water treated at the Fairbairn WTP to 155 cfs and 50,000 AFA. Conference Years have occurred on the American River only three times during the period of record historical hydrology. These years were water years 1924, 1977, and 2015.

Hodge Flow and Conference Year conditions are collectively referred to as the City’s “purveyor specific agreement limitations.” The City’s purveyor specific agreement limits the diversion rate at the Fairbairn WTP when American River flows bypassing the Fairbairn WTP are less than the Hodge Flow Criteria. Based on the CALSIM II model analysis of the 1922 to 1994 climate data, 59 percent of years will experience flows that are less than Hodge flow conditions at some time during the peak months of June through August. In comparison, when flow passing the Fairbairn WTP is greater than the Hodge Flow Criteria and Conference Year conditions do not exist, the purveyor specific agreement allows diversions of American River water up to the Fairbairn WTP’s current maximum rate of 310 cfs (or 200 mgd). The Hodge Flow limitations result in peak day limitations but, unlike the Conference Year limitation, do not directly limit the City’s annual diversion amount.

When the City’s use of the Fairbairn WTP is limited by the City’s purveyor specific agreement limitations (as well as when these limitations are not in effect), the city can use available capacity in the Sacramento River WTP to divert water under its American River entitlements. During a Conference Year (drought) condition, assuming a maximum diversion and treatment of 50,000 AFA at the Fairbairn WTP and a maximum diversion and treatment capacity of 134,000 AFA at the Sacramento River WTP, the current drought limiting scenario (Conference Year) using existing facilities allows a surface water production of 229,400 AFA.

TECHNICAL BACKGROUND REPORT

Groundwater
The City currently operates 26 permitted municipal groundwater supply wells within the city limits that pump from the North American and South American Groundwater Sub Basins, as shown in Figure 4-8. The City wells supply the city with about 20 mgd of reliable municipal water. The actual total capacity is larger, but varies due to maintenance activities, water quality of produced groundwater and other factors. The city’s average groundwater deliveries from 2006 to 2017 was approximately 17,932 AFA or 16 mgd. The City also operates 22 non-potable wells that are largely used for the irrigation of parks.

Groundwater Basin
The wells pump primarily from the Department of Water Resources North American Sub Basin (5-21.64), with two active drinking water wells pumping from the South American Sub Basin (5-

21.65).

The North and South American Sub Basins are described in the 2003 update to the Department of Water Resources Bulletin 118-3. The underlying geology or hydrostratigraphy of both basins consists of a variety of geologic formations that make up the water bearing units. There are two aquifer systems: an upper unconfined system consisting of the Victor, Fair Oaks, Laguna, Modesto Formations, and a lower, semi-confined system in the Mehrten Formation. These geologic formations are composed of lenses and layers of inter-bedded sand, silt, and clay with coarsegrained stream channel deposits. The groundwater contained in the upper aquifer system of the Victor, Fair Oaks, Laguna, Modesto, Riverbank, and Turlock Lake Formations along with Arroyo Seco and South Fork Gravels is of superior quality compared to that in the lower semi-confined system, mainly because the water in the Mehrten Formation is higher in iron and manganese and requires treatment. The upper unconfined system only requires disinfection (chlorination) for potable use (DWR 2003).

In the South American Subbasin, the Department of Water Resources Bulletin 118-3 estimated that groundwater withdrawals are in balance with recharge for the Sub Basin. The conclusion is supported by groundwater levels which have stabilized after recorded declines since the 1960s. As a result of the Water Forum Successor Effort, the Sacramento Central Groundwater Authority has developed the 2016 Groundwater Management Plan.

The North American Sub Basin includes the Policy Area; Department of Water Resources Bulletin 118-3 references a 1990 land-use based water balance for the sub basin which estimated groundwater withdrawals in excess of 285,000 AFA above annual recharge. The Sacramento Groundwater Authority prepared an updated groundwater management plan in 2008 for that portion of the sub basin north of the American River and up to the Sacramento County line. The Placer County Water Agency prepared a groundwater storage study for the northern half of the North American Sub Basin. The groundwater reports prepared by Placer County Water Agency and Sacramento Groundwater Authority document declining groundwater levels prior to 1992.

However, since 1992, a reduction of groundwater pumping has resulted in stabilized groundwater levels (PCWA 2005; SGA 2008).

Figure 4-8
Groundwater Basins
Watt/I-80
Watt/I-80 West
Roseville Road
Marconi/Arcade
Royal
Oaks
Arden/Del Paso
Globe Avenue
16th Street
23rd
Street 29th
Street
39th
Street
48th
Street 59th
Street
University/
65th Street
Power Inn
College
Greens
Watt/Manlove
Starfire
Tiber
Butterfield
Broadway (& 19th)
4th Ave./
Wayne Hultgren
City College
Fruitridge
47th Avenue
Florin
Meadowview
Swanston
Airport
Station
Club Center Dr/
N. Village Center
North Natomas
Town Center
East Town Center
Arco Arena
Arena
Blvd.

Gateway Park/
Market Place
San Juan Rd.

Pebblestone Way
W. El Camino Ave.

Richards
Blvd.

Franklin
Blvd.

Cosumnes River
Center Parkway
Morrison Creek
Railyards
Twin
Rivers
N 16Th St
K St
39Th St
12Th St Arden G a rden
Del Paso Blvd
Raley Blvd
Land Park Dr
Grand Ave
Northborough D r
J St
Sheldon Rd
Northg ate B vl d
43Rd Ave
N St
Sutterville Rd
Arden Way
Stockton Blvd
Rush Ri ver Dr
Cosumnes River Blvd
Q St
Richards Blvd
Marconi Ave
Natomas Cen tra l Dr
Riverside Blvd
Bruceville Rd
Elder Creek Rd Franklin Blvd
Club Center Dr
Auburn Blvd
Rio Linda Blvd
Windbridge Dr
Jackson Rd
Valley Hi Dr
2 4Th St
El Camino Ave
59Th St
Ha ve n side Dr
La Riviera Dr
Fair Oaks Blvd
X St
American River Dr
Mcki nley Blvd
Elvas Ave
21St St
Fulton Ave
Power Inn Rd
Norwood Ave
Eastern Ave
Grove Ave
I Street Brg
Center Pkwy
Freeport Blvd
Danbrook D r
Br oadway
19Th St
45Th St
Watt Ave
65Th St
16Th St
29Th St
9Th St
10Th St
30Th St
15Th St
Alhambra Blvd
Green haven Dr
Florin Rd
H St
Hov nanian Dr
Truxel Rd
Ma rysville Blvd
Main Ave
Ethan Way
W El Camino Ave
CollegeTown Dr
Brookfield Dr
Regency ParkCri
Engle Rd
13Th St
Gloria Dr
47Th Ave
Seamas Ave
Cottage Way
Ha rv ard St
Pocket Rd
Roseville Rd
Walnut Ave
E Stockton Blvd
L St
Tower Brg
Westlake P kw y
Capitol Mall
Arena Blvd
Edison Ave
Kiefer Blvd
Mission A ve
French Rd
W St
Television Cir
C St
I St
P St
5Th St
3Rd St
Bridgecross Dr
65Th Street Expy
San Juan Rd
Azeved o Dr
Alta Arden Expy
S Watt Ave
Northrop Ave
Howe Ave
Meadowview Rd
Silver Eagle Rd
Exposition Blvd
Del Paso Rd
Curtis Dr
Elk Grove Florin Rd
Elsie Ave
Fruitridge Rd
Munroe St
N Bend Dr
N 12Th St
Gateway Park Blvd
Natomas Blv d
Bell Ave
Calvine Rd
Mack Rd
46Th St
W Elkhorn Blvd
N Market Blvd
Elkhorn Blvd
Gerber Rd
S Land Park Dr 14Th St
F ol rin Perk ni s Rd
American River
E CommerceWay
Folsom Blvd
Big Horn Blvd
Levee Rd
Hurley Way
35Th Ave
N Park Dr
E Levee Rd
Laguna Blvd
Lone Tree Rd
Metro Air Pkwy
Power Line Rd
El Centro Rd
Hedge Ave
Garden Hwy
Sacramento City Limit
Sphere of Influence
Policy Area
Water
Light Rail
Station
Blue Line
Blue/Gold Line
Gold Line
Green Line
Proposed Green Line Extension
Figure 2-1
Planning Boundaries
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Ad
Source: City of Sacramento, 2019; Dyett and Bhatia, 2019 J\GISDt\563St\GIS\Pjt\ECR\PlBdid
A½
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AÎ
A½
0 ½ 1 2 Mile
I½
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Alkali Flat/
La Valentina
12th & I
Cathedral
Square
St. Rose of
Lima Park
- 9th & K St. Rose of Lima Park
- 7th & K
7th & Capitol
8th & Capitol
Archives Plaza
(Eastbound)
Archives Plaza
(Northbound) 8th & O
(Eastbound)
8th & O
(Northbound)
13th Street
16th Street
Sacramento
Valley
7th & I St/
County Center
8th & K St
Cathedral
Square
8th & H St/
County Center
N ST
J ST
3RD ST
10TH ST
9TH ST
5TH ST
L ST
City of Sacramento Department of Utilities, 2018; California Department of Water Resources Bulletin 118, 2016

TECHNICAL BACKGROUND REPORT

The Sacramento Central Groundwater Authority and the Sacramento Groundwater Authority were developed in a consensus-based process, and these included stakeholders throughout both basins.

GMPs are adaptive management tools and represent a critical step in establishing a framework for maintaining a sustainable groundwater resource for the various users overlying the basins. The groundwater management plans are consistent with the provisions of California Water Code sections 10750 et seq. Within these programs the Sacramento Groundwater Authority and the Sacramento Central Groundwater Authority will continually assess the status of the groundwater basin and make appropriate management decisions.

The City is a member of both the Sacramento Groundwater Authority and Sacramento Central Groundwater Authority. The Sacramento Groundwater Authority and Sacramento Central Groundwater Authority share a common goal of the responsible management of the groundwater basin through a commitment to not exceed the long-term sustainable yield of the sub basins. The Sacramento Groundwater Authority sustainable yield is estimated to be approximately 131,000 AFA and the Sacramento Central Groundwater Authority sustainable yield is estimated to be approximately 273,000 AFA according to the Water Forum Agreement and Groundwater Management Plans. The sustainable yields determined through the Water Forum Agreement provide for sufficient groundwater pumping to meet the projected level of groundwater demand through 2030. However, the preparation of Groundwater Sustainability Plans may revise these estimates once completed. The process to determine the sustainable yield took into account future pumping by the various groundwater users within the applicable sub basin, water quality, dewatering of wells, groundwater pumping costs, and ground subsidence.

Sacramento Groundwater Authority and the Sacramento Central Groundwater Authority members, in accordance with the Water Forum Agreement, are proceeding with a long-term conjunctive use program to responsibly manage and use the groundwater systems. A conjunctive use program accounts for the annual climatic variability of the region, whereby in normal or wet years of precipitation the water providers will divert more surface water and reduce or eliminate groundwater use, allowing the groundwater systems to recharge. This requires facilities for diversion and treatment of surface water with capacity that is sufficient to meet peak day demands with surface water during normal and wet years. In dry years when surface water diversions are reduced to maintain in-stream flows, groundwater pumping would be increased as needed to supplement the reduced diversions from the river systems. The City’s 2013 Water Master Plan envisioned a significant increase in maximum groundwater pumping capacity. Due to the flexible nature of a conjunctive use plan, the citywide long-term yield is not anticipated to change significantly, however yield in the central basin is expected to increase (Grant 2013).

As part of this groundwater management strategy, the Sacramento Groundwater Authority released a Basin Management Report (BMR) for 2011 that updates the current Sacramento Groundwater Authority uses of the North American Sub Basin. The BMR calculated groundwater pumping by Sacramento Groundwater Authority signatories at 65,649 AFA in 2010; this is below the agreed-upon sustainable yield of 131,000 AFA. This is also the lowest reported purveyor pumping in the SGA area since 1983. Notably, the BMR shows that between 1997 and 2004 a cone of depression near the central part of the Sacramento Groundwater Authority area has rebounded by approximately five feet as a result of less groundwater pumping and utilizing more surface water by the members of the Sacramento Groundwater Authority.

In addition, and as discussed in more detail in the Regulatory section below, the City is currently working on developing a Groundwater Sustainability Plan for both the North and South American basins. Refer to the Regulatory portion of Section 4.4 below for more details.

Recycled Water
The City recently collaborated with Regional San and the Sacramento Power Authority, a significant City water customer, on recycled water planning for the Recycled Water Feasibility Study (RWFS). In April 2016, following completion of this study, the City and Regional San executed a Principles of Agreement for a Water Recycling Program which serves as an interim document that describes the proposed institutional structure for Regional San and the City Water Recycling Program. Regional San and the Sacramento Power Authority, in coordination with the City, cooperated in the development of a Phase 1 water recycling project that will initially deliver recycled water via a new transmission pipeline from the Sacramento Regional Wastewater Treatment Plant to the Cogen Facility. This transmission pipeline was upsized to provide additional capacity to serve potential future recycled water users within the City.

For additional details refer to the City’s 2015 UWMP or the RWFS3.

Water Conservation
An important aspect to the City achieving water supply reliability is to reduce the demand for potable water through conservation and water efficiency. This is done through the implementation of water conservation measures, participation in the Regional Water Authority’s (RWA) Water Efficiency Program, installation of Advanced Metering Infrastructure water meters that provide the City and the customer with hourly water use data, and leak notifications. Much of the following information is provided in the City’s 2015 UWMP, which detailed the City’s successful efforts in meeting the gallons per capita per day goals based on requirements in Senate Bill X7-7 for 2015 and updated the conservation goal for 2020. In 2023, the City will be subject to permanent water conservation targets, as mandated by SB 606 and AB 1668. The long-term water conservation legislation will require the City to implement water conservation programs in order to stay within its target. This target will involve a residential indoor water use calculation, a standard for outdoor residential water usage, a calculation of the annual water demand for commercial, industrial and institutional account dedicated irrigation accounts, and a system water loss calculation. This legislation will be in effect through 2027.

In late 2013, the Sacramento City Council approved its first Water Conservation Master Plan, which was designed to guide the City’s water conservation efforts through 2020. Shortly after the approval of this plan and as a result of the 2014 statewide water shortage declaration, the City’s water conservation rebate offerings expanded to include both indoor and outdoor water conservation incentives for all customer types. The City also regularly conducts outreach campaigns related to water conservation and school education, but also supports RWA efforts. 3 http://www.regionalsan.com/sites/main/files/file-attachments/20150109_srcsd-spa-saccity_rwfs_complete.pdf

TECHNICAL BACKGROUND REPORT

The City is a member of the RWA, which is a joint powers authority that serves and represents the interests of 26 water providers (21 agencies and 5 associate members) and associated agencies in the greater Sacramento area. The RWA maintains a Water Efficiency Program, which is a largescale regional effort designed to help participating agencies further implement their water conservation programs through regional outreach, marketing of services to customers and leveraging resources. RWA often pursues grants on behalf of its member agencies and facilitates and administers cost sharing arrangements with other organizations such as the Sacramento Regional Sanitation District and the Sacramento Municipal Utilities District.

Additionally, the City adopted a Sustainability Plan in 2017 as a roadmap to become a Carbon Neutral Water Utility. The Sustainability Plan includes focused development of protocols on reducing greenhouse gases, reducing waste generation, complying with the City’s Climate Action Plan, and implementing an Energy Management Plan (City of Sacramento 2018).

Chapter 9 of the City’s 2015 UWMP summarizes the City’s historical and existing water conservation program, status of Demand Management Measures, and projected future conservation implementation. Previous UWMP efforts required detailed description of implementing the fourteen specific Demand management Measures. However, starting with the 2015 UWMP, focus has turned away from these specific Demand management Measures, and instead focused on programs that are targeted to achieve SB X7-7 water use targets. The UWMP also provides a description of the City’s Water Conservation Plan (adopted in 2013) which communicates the City’s implementation of the various programs to meet its water use reduction targets. The City’s Demand Management Measures are generally categorized as Retail, Wholesale, or other/additional and are summarized below:
• Retail Demand Management Measures
- Water waste prevention ordinances
- Metering
- Conservation pricing
- Public education and outreach
- Programs to assess and manage distribution system real loss - Water conservation program and staffing support
• Other Demand Management Measures
- Retail High Efficiency Toilet Rebate
- Residential High Efficiency Washing Machine Rebate
- Residential River-Friendly Landscape Rebate
- Residential Water Wise House Calls
- Commercial Water Wise Business Calls
- Commercial Rebates
• Wholesale Demand Management Measures
- Metering

- Public Outreach
- Water Conservation Program Coordination and Staffing support.

REGULATORY CONTEXT
Federal
U.S. Environmental Protection Agency (USEPA)
The USEPA established primary drinking water standards in the Clean Water Act Section 304 and states are required to ensure that potable water for the public meets these standards. Standards for 81 individual constituents have been established under the Safe Drinking Water Act, as amended in 1986. The U.S. EPA may add additional constituents in the future. In California, the State Water Resources Control Board is responsible for implementing the Safe Drinking Water Act, as well as California statutes and regulations related to drinking water.

State
Urban Water Management Planning Act
California Water Code Section 10610 (et seq.) requires that all public water systems providing water for municipal purposes to more than 3,000 customers, or supplying more than 3,000 AFA, must prepare an UWMP. The Department of Water Resources provides guidance to urban water suppliers in the preparation and implementation of UWMPs. UWMPs must be updated at least every five years on or before December 31, in years ending in five and zero. The submittal date for the 2015 UWMP was revised to be require plans be submitted by July 1, 2016 due to the regulation changes and desire to include status of the 2015 conservation goals. The City adopted its most recent UWMP on June 21, 2016. The 2020 UWMPs are due to the Department of Water Resources by July 1, 2021.

Senate Bill 610 - Water Supply Assessments
Senate Bill 610 was adopted in 2001 and reflects the growing awareness of the need to incorporate water supply and demand analysis at the earliest possible stage in the land use planning process.

Senate Bill 610 amended the statutes of the Urban Water Management Planning Act, as well as the California Water Code section 10910 et seq.

A water supply assessment (WSA) is required for projects of a certain size and must include a discussion with regard to whether the total projected water supplies are available during normal, single dry and multiple dry water years during a 20-year projection.

The foundation document for compliance with SB 610 is the UWMP, which provides an important source of information for cities and counties as they update their general plans. Likewise, planning documents such as general plans and specific plans form the basis for the demand information contained in an UWMP, as well the water supply assessment.

TECHNICAL BACKGROUND REPORT

Senate Bill 221- Written Verification of Water Supply
Government Code Section 66473.7(a)(1) requires an affirmative written verification of sufficient water supply prior to approval of a tentative map for projects meeting a certain size threshold. This verification, like the SB 610 water supply assessment, must include documentation of historical water deliveries for the previous 20 years, as well as a description of reasonably foreseeable impacts of the proposed subdivision on the availability of water resources of the region.

Drinking Water Quality
In California, the State Water Resources Control Board is responsible for implementing the Federal Safe Drinking Water Act of 1974 and its updates, as well as California statutes and regulations related to drinking water. As part of their efforts, the SWRCB Division of Drinking Water inspects and provides regulatory oversight for public water systems within California. In addition, in the Sacramento area, the Central Valley Regional Water Quality Control Board has the responsibility for protecting the beneficial uses of the state’s waters, including groundwater and for various other uses.

Public water system operators are required to regularly monitor their drinking water sources for microbiological, chemical, and radiological contaminants to show that drinking water supplies meet the regulatory requirements for primary maximum contaminant levels (MCLs) listed in Title 22 of the California Code of Regulations. Primary standards are developed to protect public health and are legally enforceable. Among these contaminants are approximately 80 specific inorganic and organic contaminants and six radiological contaminants that reflect the natural environment, as well as human activities. Examples of potential primary inorganic contaminants are aluminum and arsenic; examples of organic contaminants are benzene and the polychlorinated biphenyls (PCBs), while radiological contaminants can include uranium and radium.

Public water system operators are also required to monitor for other contaminants and characteristics related to the aesthetic properties of drinking water. These are known as secondary MCLs and are associated with qualities such as taste, odor, and appearance, In California secondary standards are legally enforceable for all new drinking water systems and new sources developed by existing public water suppliers. Public water system operators are also required to analyze samples for unregulated contaminants, and to report other contaminants that may be detected during sampling.

Senate Bill X7-7
In February 2010, the 20x2020 Water Conservation Plan was released as part of an effort to reduce stress on the environment of the Sacramento-San Joaquin Delta. The plan sets forth a statewide road map to maximize the state’s urban water efficiency and conservation opportunities. The draft of this plan served as the basis for Senate Bill X7-7, also known as the Water Conservation Act of 2009, which set a goal to achieve a 20 percent reduction in urban per capita water use in California by the year 2020. The law requires urban water suppliers to establish water conservation targets for the years 2015 and 2020.

The plan recommends nine categories of action to contribute to a statewide strategic approach of achieving the goals of the plan. These categories are (1) to establish a foundation for a statewide conservation strategy, (2) reduce landscape irrigation demand, (3) reduce water waste, (4) reinforce efficiency codes and related BMP’s, (5) provide financial incentives, (6) implement a statewide conservation public information and outreach campaign, (7) provide new or exercise existing enforcement mechanisms to facilitate water conservation, (8) investigate potential flexible implementation measures, and (9) increase the use of recycled water and non-traditional sources of water.

The 20x2020 Plan was developed through a collaborative effort consisting of State and Federal agencies including the Department of Water Resources, State Water Resources Control Board, California Energy Commission, Department of Public Health, California Public Utilities Commission, Air Resources Board, California Bay-Delta Authority, and the U.S. Bureau of Reclamation.

Assembly Bill 1465
In 2009, the state legislature passed AB 1465 requiring urban water suppliers to include their water demand management measures in their UWMP. Suppliers are required to describe opportunities to offset potable water use by utilizing water that is already available through stormwater recapture or recycled water use.

Sustainable Groundwater Management Act
In September 2014, the Sustainable Groundwater Management Act (SGMA) was passed as a threebill legislative package composed of AB 1739 (Dickinson), SB 1168 (Pavley), and SB 1319 (Pavley).

The legislation provides a framework for sustainable management of groundwater supplies by local authorities, with a limited role for state intervention when necessary to protect the resource. The legislation lays out a process and a timeline for local authorities to achieve sustainable management of groundwater basins. It also provides tools, authorities and deadlines to take necessary steps to achieve the goal. In general, to comply and implement SGMA, agencies must:

1. Form local Groundwater Sustainability Agencies (GSA) (deadline by 6/30/2017);

2. GSAs must adopt Groundwater Sustainability Plans (GSPs) within five to seven years, depending on whether a basin is in critical overdraft (deadline 1/31/2020 for critically over drafted basins or 1/31/2022 for high and medium priority basins not currently in overdraft); and,

3. Once GSPs are in place, local agencies have 20 years to fully implement and achieve the sustainability goal.

The City overlies two groundwater sub basins: the North American Subbasin, located north of the American River, and the South American Subbasin, located South of the American Subbasin.

Management and use differs between the North and South American Subbasins. The North American Subbasin consists mainly of cities, water districts and water agencies, whereas the South American Subbasin users consists of about 6,000 private groundwater users in addition to cities,

TECHNICAL BACKGROUND REPORT

water districts and water agencies. The stark differences in uses and stakeholders is why two separate GSAs were formed. The Sacramento Groundwater Authority (SGA) was formed to manage the North American Subbasin and the Sacramento Central Groundwater Authority (SCGA) was formed to manage the South American Subbasin. Both the North and South American basins were designated as high priority basins, but neither has been designated as a critically over drafted basin.

In December of 2014, the SGA adopted the SGA Groundwater Management Plan (GWMP) to establish a framework for maintaining a sustainable groundwater resource. The SGA will prepare a GSP, to be submitted by 2022, using the 2014 SGA GWMP as a basis. The SCGA completed a GWMP for the South American Subbasin in 2006. Currently, SCGA has filed an alternative to a GSP, which is currently under review by the Department of Water Resources. If the alternative plan is not accepted, SCGA will also complete a corresponding GSP and submit to the Department of Water Resources by 2022.

Assembly Bill 1668 and Senate Bill 606
In 2018, the State legislature passed AB 1668 and SB 606 which builds on the existing Senate Bill X7-7, which set a goal to achieve a 20 percent reduction in urban per capita water use in California by the year 2020. Key elements of the new laws include requirements to establish water use objectives and long-term standards for efficient water use that apply to urban retail water suppliers.

The objectives and standards are based on indoor residential water use, outdoor residential water use, commercial, industrial and institutional irrigation with dedicated meters, water loss due to leaks in water system pipes, and other unique local uses. AB 1668 provides specific standards for indoor residential water use, establishing a 55 gallons per capita per day (gpcd) standard until 2025, a 52.5 gpcd standard after 2025; and a 50 gpcd standard after 2030. Standards for other water uses are to be set in the coming years. SB 606 would require urban water suppliers to annually calculate actual urban water use and report to the Department of Water Resources, with the first report due by November 1, 2023.

Local
City of Sacramento 2035 General Plan
The City’s 2035 General Plan Update contains policies and implementation measures relevant to the provision of water service. For water resources, some of the policies relevant to this issue include adopting a water policy for the city consistent with a long range adopted plan, developing and implementing financing strategies and arrangements, prioritizing funding infrastructure in depressed or infill areas, and providing water service that meets or exceeds State and Federal standards.

City of Sacramento Design Standards
Section 13 of the City’s Design Standards sets forth requirements regarding the design and operation of water distribution facilities. Those requirements include standards for pipe design, fire hydrants, and specific requirements for residential, commercial and industrial water service.

4.4 Solid Waste

INTRODUCTION
This section discusses the solid waste service providers operating within the Policy Area, local solid waste facilities (as shown in Figure 4-9), and Sacramento’s solid waste generation rates.

The City collects all single-family residential solid waste for customers within the city. Refuse from the south region of the city is transported to the Sacramento Recycling and Transfer Station (SRTS) at 8491 Fruitridge Road and refuse collected in the north region is transported to the Sacramento County North Area Recovery Station. Refuse is then hauled from both locations to the Sacramento County Kiefer Landfill (City of Sacramento 2015). Commercial and multi-family residential solid waste collection and recycling is administered by the Sacramento Regional Solid Waste Authority and collection is provided by 15 different private franchised haulers. Commercial solid waste is disposed of at various facilities including the SRTS, the Sacramento County Kiefer Landfill, the Yolo County Landfill, L and D Landfill, Florin Perkins Landfill, Elder Creek Transfer Station, and the Sacramento County North Area Recovery Station. General contractors and industrial solid waste generators often haul solid waste directly to disposal facilities (Febbo pers. comm. 2019). In addition to collecting municipal refuse every week, the City collects garden refuse on a weekly basis, which is delivered to the SRTS and the Elder Creek Transfer Station; collects curbside recycling every other week (as of July 1, 2013), which is brought to the SRTS; and offers a neighborhood cleanup collection and one dump coupon a year to each household (City of Sacramento 2015).

EXISTING CONDITIONS
The waste stream generated in the city of Sacramento is approximately 590,000 tons per year and includes everything from recycling to construction demolition material to garden refuse (RSW 2018).

The City collects approximately half of this waste (250,000 tons) and the remainder is collected by private parties including franchised haulers and individual residents (City of Sacramento 2018a).

Fifty-three percent of waste in the city is diverted from landfills (Febbo pers. comm. 2019).

In 2018, the City collected approximately 137,549 tons of refuse from residential sources (Febbo pers. comm. 2019). Almost 58,634 tons of refuse from commercial and multi-family residential sources were collected in the City for disposal at Kiefer Landfill in 2015, the most recent year of available data (Febbo pers. comm. 2019)). Residential sources include all residences of one to four attached units (e.g., single family homes, duplexes, triplexes and fourplexes) and all condominiums, regardless of number of units. Multi-family residences with five units or more are considered commercial, and thus served by private haulers franchised by the Sacramento Regional Solid Waste Authority.

Meadowview
Service
Center
L&D Landfill
North Area
Corp Yard
K&M Recycling
Sacramento County
North Area
Recovery Station
Elder Creek
Transfer
Station
Sacramento
Recyling Center and
Transfer Station
Sierra Waste
Recycling and
Transfer Station
Florin Perkins
Public
Disposal Site
Solid Waste Facilities
Sacramento City Limit
Sphere of Influence
Policy Area
Water
Figure 4-9
Solid Waste
Source: City of Sacramento Community Development Department, 2018/2019 Z:\Projects\j1149901\MAPDOC\TBR\Section 4 Utilities\Figure4-9_SolidWaste.mxd 0 0.5 1 2 Mile

Approximately 58 percent of the residential waste was transported to landfills in 2018 (Febbo pers. comm. 2019). The remainder of the waste was diverted to alternative uses. The City also collects approximately 35,000 tons of residential curbside recycling, 31,489 tons of commercial recycling and 80,000 tons of garden refuse per year (CalRecycle 2019, City of Sacramento 2018a). Other sources of solid waste include scheduled pickups, neighborhood cleanup, and street sweeping. The City has met or exceeded the State’s annual per capita disposal rate per resident (6.9 pounds per person per day) and per employee (10.8 pounds per person per day) since 2007 when the State established the targets (set at 50 percent of the 2006 disposal rate; CalRecycle 2018a). In 2018, the annual per capita disposal rate was 6.5 pounds per resident per day and 10.4 pounds per employee per day (RSW 2018). In the Sacramento Climate Action Plan adopted in 2012, the City committed to the goal of achieving 75 percent waste diversion by 2020 and zero waste to landfills by 2040 (City of Sacramento 2015). To help reach this goal, the City committed to using 100 percent recycled paper, reducing paper use by printing and copying double-sided and using electronic documents where feasible, and reducing toner use by printing in draft mode. The City also adopted policies to recycle as many waste materials as possible and to restrict the purchase of bottled water.

On June 26, 2012, the City of Sacramento Recycling and Solid Waste Division presented the 2012 Business Plan to the City Council (City of Sacramento 2015). Staff recommended that the Recycling and Solid Waste Division discontinue commercial waste collection and recycling services in order to focus on residential services and to avoid a 37 percent rate increase. The City discontinued commercial waste services on August 3, 2012. The Business Plan recommended reducing curbside recycling from weekly to biweekly collection, implementing year-round containerized yard waste collection (Measure T passed on November 6, 2012), providing loose-in-the-street yard waste collection service during leaf season, increasing staffing and equipment for the illegal dumping cleanup program, and adding a pilot “dump coupon” program allowing residents to deliver up to five cubic yards of waste to the Sacramento Recycling and Transfer Station at no charge. The Business Plan also recommended restoring the Appointment Based Neighborhood Cleanup Program which allows residents to schedule one appointment per year between February and October for the collection of large refuse items. The City adopted the changes as part of the City Code in mid-2013, with service changes that went into effect July 1, 2013. The proposed changes were anticipated to reduce carbon emissions generated by the City’s solid waste fleet by an estimated five percent, reduce fuel consumption by 83,000 gallons, and reduce truck miles traveled on City streets by 87,000 miles annually.

Businesses and other commercial establishments requiring service from front-end loaders can choose between any one of the permitted private waste haulers operating under a franchise system regulated by the Sacramento Regional County Solid Waste Authority (SWA 2020). The Sacramento Regional County Solid Waste Authority has been regulated the commercial franchise system since 1992 and has implemented over 25 Ordinances, and related codes, all regulating the collection of commercial solid waste. In addition to establishing fundamental environmental health standards on refuse collection, the Sacramento Regional County Solid Waste Authority has a detailed reporting and compliance program that ensures the commercial sector implements and maintains programs so that Sacramento County and the City meet State mandates and regulatory requirements enforced.

In April 2019, the Sacramento County Board of Supervisors voted to declare its intent to withdraw from the Sacramento Regional County Solid Waste Authority effective July 1, 2021. If completed,

TECHNICAL BACKGROUND REPORT

this action will affectively dissolve the regional Solid Waste Authority as of this date and require the County and City to implement their own individual regulatory programs for commercial solid waste. The Sacramento Regional County Solid Waste Authority has hired a Consultant to assist with this transition and the City Recycling Solid Waste Division will add full-time staff to develop and administer the program. In its current form, the SWA generates approximately $6 million per year in revenue to run the program. Since the SWA commercial account base is approximately half County and half City, the City should receive approximately $3 million per year to pay for staff and administer the program. It should be noted that the SWA revenue also includes “quality of life” programs, which have typically focused on litter abatement, illegal dumping enforcement, mitigation, and the actual clean-up of illegally dumped refuse on public owned lands and right of ways.

The City also operates a street sweeping service which sweeps more than 150,000 miles of public right-of-way every year, provides information and resources for residents interested in backyard composting, and offers household hazardous waste drop-off at the Sacramento Recycling and Transfer Station at no charge for most materials (City of Sacramento 2018c). The City provides public outreach for recycling through presentations at schools, clubs, church groups, and community groups.

The Sacramento County Kiefer Landfill is the primary location for the disposal of the city’s solid waste. The landfill accepts municipal waste and industrial waste and is permitted to accept up to 10,815 tons per day, averaging 2,423 tons per day (CalRecycle, Solid Waste Facility Permit 34-AA0001). This is further limited, however, by Section 17, Condition 26 and Table 2 of Kiefer’s Solid Waste Permit, which allows for the permitted daily average tonnage to increase each year until the year 2035 when it reaches the maximum permitted daily average tonnage of 6,362 tons per day. The landfill received over 884,000 tons in 2017 (CalRecycle 2018c). It is the only landfill facility in Sacramento County permitted to accept household waste from the public. Current peak and average daily disposal is much, much lower than the current permitted amounts. As of May 1, 2018, the landfill has a remaining refuse capacity of approximately 78.5 million cubic yards (CalRecycle 2018). As a result, the Kiefer Landfill should be able to serve the area between the years 2052 to 2085. The landfill facility sits on 1,084 acres (CalRecycle 2018).

REGULATORY CONTEXT
Federal and State
Title 40 of the Code of Federal Regulations
Title 40 of the Code of Federal Regulations (CFR), Part 258 (Resource Conservation and Recovery Act RCRA, Subtitle D) contains regulations for municipal solid waste landfills and requires states to implement their own permitting programs incorporating the Federal landfill criteria. The Federal regulations address the location, operation, design, groundwater monitoring, and closure of landfills.

California Department of Resources Recycling and Recovery The California Department of Resources Recycling and Recovery (CalRecycle), which replaced the California Integrated Waste Management Board on January 1, 2010, oversees, manages, and tracks waste generated in California. CalRecycle provides limited grants and loans to help California cities, counties, businesses, and organizations meet the State's waste reduction, reuse, and recycling goals.

It also provides funds to clean up solid waste disposal sites and co-disposal sites (those accepting both hazardous waste substances and non-hazardous waste).

CalRecycle also develops, manages, and enforces waste disposal and recycling regulations.

CalRecycle requires that the 50 percent diversion requirement established by AB 939 be measured in terms of per-capita disposal and goal measurement to comply with SB 1016.

Assembly Bill 939
AB 939 (1989, Public Resources Code 41780) requires cities and counties to prepare integrated waste management plans (IWMPs) and to divert approximately 50 percent of solid waste from landfills. AB 939 also requires cities and counties to prepare Source Reduction and Recycling Elements as part of the IWMP. These elements outline programs to achieve diversion goals, stimulate local recycling in manufacturing, and stimulate the purchase of recycled products.

Senate Bill 1016
SB 1016 (2008) requires that the 50 percent solid waste diversion requirement established by AB 939 be measured by pounds per person per day. SB 1016 changed the former California Integrated Waste Management Board review process for the Source Reduction and Recycling Elements. After establishing diversion rates for the calendar year, the Board reviews a jurisdiction’s diversion rate compliance in accordance with a specified schedule. Starting from January 1, 2018, CalRecycle is required to review a jurisdiction’s source reduction and recycling element and hazardous waste element once every two years.

Assembly Bill 341
AB 341, adopted in October 2011, amended the California Integrated Waste Management Act and established a statewide policy goal to divert 75 percent of solid waste from landfills by 2020. AB 341 focused on mandatory commercial recycling, and requires California commercial enterprises and public entities that generate 4 or more cubic yards per week of waste, as well as multi-family housing complexes with 5 or more units, to arrange for recycling services.

Senate Bill 1383
Adopted September 2016, SB 1383 established methane emissions reduction targets in a statewide effort to reduce emissions of short-lived climate pollutants. This includes a reduction in methane by 40 percent, hydrofluorocarbon gases by 40 percent, and anthropogenic black carbon by 50 percent below 2013 levels by 2030.

TECHNICAL BACKGROUND REPORT

SB 1383 also established specified targets for reducing organic waste in landfills. SB 1383 establishes targets to achieve a 50 percent reduction in the statewide disposal of organic waste from 2014 levels by 2020, and a 75 percent reduction by 2025. AB 1826, the Mandatory Commercial Organics Recycling Act (Public Resources Code Section 42649.8), adopted in 2014, requires businesses, including public entities, to recycle their organic waste on and after April 1, 2016, depending on the amount of waste they generate on a weekly basis. Additionally, AB 1826 requires that, after January 1, 2016, all local jurisdictions implement an organic waste recycling program to divert organic waste generated by businesses, including multi-family residential dwellings with five or more units. Organic waste includes food waste, green waste, landscape and pruning waste, nonhazardous wood waste, and food-soiled paper waste that is mixed in with food waste. This law phases in the mandatory recycling of commercial organics over time.

Local
City of Sacramento Planning and Development Code
Section 34 of the Title 17 of the City’s Planning and Development Code requires multifamily and other nonresidential development projects to incorporate mitigation measures that address the recycling and reduction of solid waste for new land development. Such measures may also require retrofitting of existing development within two years of notification by the City to do so.

City of Sacramento Construction and Demolition Debris Recycling Ordinance On March 1, 2009, the City adopted a Construction and Demolition Debris Recycling Ordinance.

The ordinance applies to all building permits over $250,000 in value, as well as all down-to-theground demolition permits. As of January 1, 2011, the ordinance was updated to include all new construction per the State’s CALGreen building code update. Applicable projects must divert (i.e., recycle or reuse) 50 percent of all generated debris, then provide a waste log showing the 50 percent diversion requirement was met. The Ordinance also instates a fee for filing the Waste Management Plan required for the City to issue a building permit.

Sacramento Climate Action Plan
The Sacramento Climate Action Plan, adopted in 2012, includes the goal of achieving 75 percent waste diversion by 2020 and zero waste to landfills by 2040.

4.5 Electricity

INTRODUCTION
The Sacramento Municipal Utility District (SMUD) is responsible for the acquisition, generation, transmission and distribution of electrical service to customers for the City of Sacramento. SMUD’s 900 square mile service territory also includes most of Sacramento County and a portion of Placer

County. SMUD serves a population of approximately 1.5 million with a total annual retail load of approximately 12.565 million megawatt-hours (Cutlip pers. comm. 2019, SMUD 2018).

In 1923, citizens voted to create SMUD as a community-owned electric service. SMUD began service in 1947, once the California Supreme Court denied PG&E’s final petition to halt the sale of the electrical company in March 1946.

SMUD generates 1,771 megawatts (MW) of power and buys 1,483 MW of power to meet the region’s power demands. SMUD supplies power through a distribution grid that is a looped system, which provides for more reliable power (Cutlip pers. comm. 2019).

EXISTING CONDITIONS
Power Supply Resources
Table 4-3 shows information concerning SMUD’s power supply resources as of January 2019.

Capacity availability reflects rated or nameplate capacities at SMUD’s load center, as well as entitlement, firm allocations and contract amounts.

Power Resources
SMUD produces power through hydroelectric, thermal (natural gas), wind and solar resources.

SMUD prepares an Integrated Resource Plan that includes targets for system demand, system energy sales, renewable energy, and greenhouse gasses. The Integrated Resource Plan evaluates various methods and options to meet SMUD’s long-term needs and evaluates the impacts of various resource portfolios on SMUD’s strategic policies
Hydroelectric
SMUD’s Upper American River Project, a hydroelectric facility on the western slope of the Sierra Nevada, produces the majority of SMUD’s generated power. This project is comprised of three relatively large storage reservoirs (Union Valley, Loon Lake and Ice House) and eight powerhouses containing eleven turbines. The Upper American River Project was granted a 50-year license under the Federal Energy Regulatory Commission (FERC) in 1957. As of July 1, 2014, SMUD received a new 50-year license from FERC for the project.

Renewables
SMUD operates the Solano Wind Project, two photovoltaic generating facilities, and two geothermal units. The power sources account for a small but important portion of the electricity generated by SMUD, since it is part of an effort to expand SMUD’s renewable energy supplies.

TECHNICAL BACKGROUND REPORT

Source: Cutlip pers. comm. 2019.

Table 4-3: Power Supply Resources
Source Capacity Available (MW)1
Generating Facilities
Upper American River Project (hydroelectric) 673
SMUD-Solano Wind Projects2 86
Sub-total: 759
Local Gas-Fired Plants:

SFA (Cosumnes) 495
SPA (Campbell Soup) 160
SPA (McClellan) 72
SCA (Procter & Gamble) 182
CVFA (Carson-Ice) 103
Sub-total 1,012
Purchased Power
Western Area Power Administration3,4 340
Photovoltaic Feed-in Tariff - Solar 83
Recurrent – Solar 55
Patua (Gradient/Vulcan) - Geothermal 12
CalGeo - Geothermal 9
Iberdrola (PPM) Wind 24
Rock Tenn (Simpson) Biomass 42
Other Long-Term Contracts 37
Committed Short-term Purchases5 865
Firm Contract Reserves 17
Sub-total6 1,483
TOTAL6 3,253
Notes:

1. Available capacity is the net capacity available to serve SMUD’s system during the peak month of July.

2. Wind supply resources are intermittent and are shown at the average historical capacity over the past 3 years between 12:00 p.m. and 6:00 p.m.

3. Total includes SMUD’s Base Resource share and WAPA Customer allocations.

4. Assumes firm reserves of 5% are included.

5. Committed Short-Term Purchases are primarily purchased on a year-ahead to seasonahead basis from various sources.

6. Totals may not add due to rounding.

Source: SMUD 2018a
Solano Wind Project
In 2012 SMUD completed the third phase of the Solano Wind Project, which more than doubled the project’s capacity for energy generation.

Solar Photovoltaic
SMUD has installed approximately 3 MW of solar photovoltaic generating facilities in Placer County and other parts of the service territory, which accounts for 2 percent of SMUD’s energy resources. SMUD contracts for 98.5 MW of solar resources through its Feed-in Tariff program.

Local Gas-Fired Plants
SMUD currently has five local natural gas-fired plants in its service territory including the CVFA Carson Cogeneration Plant, the SCA Procter & Gamble Cogeneration Plant, the CPA Campbell South Cogeneration Plant, the SPA McClellan Gas Turbine Plant, and the Cosumnes Power Plant.

The local gas-fired plants provide SMUD with needed voltage support and the reliability inherent in having power resources located close to demand loads. The cogeneration plants provide for efficient power and utilize waste heat from adjoining business uses. The McClellan Power Plant operates as a peaker power plant, which generally runs only when there is high demand, known as peak demand, for electricity. SMUD has a number of agreements to purchase and transport natural Table 4-4: 2018 Power Content Label
Energy Resources Percent
Eligible Renewable 20%
Biomass & Biowaste 8%
Geothermal 2%
Eligible Hydroelectric 1%
Solar 2%
Wind 7%
Coal 0%
Large Hydroelectric 26%
Natural Gas 54%
Nuclear 0%
Other 0%
Unspecific sources of power1 <1%
TOTAL 100%
Notes:

1. “Unspecific sources of power” means electricity from transaction not traceable to specific generation sources.

TECHNICAL BACKGROUND REPORT

gas to these power plants. Some of the gas supply is from renewable sources such as landfill gas and digester gas, which is converted into usable natural gas and transported to SMUD facilities.

To deliver the natural gas to power plants, SMUD has constructed a natural gas pipeline, purchased an equity interest in two PG&E backbone gas transmission lines, and contracted for capacity on a number of existing interstate natural gas transmission lines.

SMUD has a number of power purchase agreements to help meet its power requirements. These agreements include biomass, small hydro, and wind energy from Pacific Northwest, and small hydro and biogas resources in the service territory and other parts of northern California. SMUD also has a contract to procure geothermal energy from Nevada.

Demand Side Management
SMUD has sufficient resources to provide capacity and energy in the short term. In the long run, SMUD will need new resources to provide both capacity and energy, but energy efficiency and demand response will help meet those needs.

SMUD has recently directed focus on improving system reliability after damage to infrastructure during storms in January and February 2017. Measures included replacing over 1,200 power poles, trimming over 90,000 trees, installing 38 remote-operated 69-kilovolt switches that assist distribution system operators with restoring power more quickly, producing an Outage Intelligence Tool to improve reliability analysis efficiency, and used LiDAR technology to identify diseased trees that could cause power outages. Additionally, SMUD has adopted a target of 9 MW of energy storage to be obtained within its service territory by December 31, 2020. Roughly 80 percent of energy storage needs are expected to be met with battery energy storage systems and 20 percent with thermal energy storage systems. SMUD has also set a longer-term goal to install 75 MW of storage by 2026 (SMUD 2018b).

In 2016, SMUD’s SolarShares program, a program started in 2007 that allows customers the opportunity to purchase solar power from SMUD, was expanded to include commercial customers.

SMUD built an 11-megawatt solar farm at Rancho Seco to support these efforts. After initiation of the commercial program, SolarShares for large commercial customers increased from 10 MW in January 2017 to 113 MW at the end of the year (SMUD 2018b). The City currently participates in SolarShares to procure approximately 13 MW of solar capacity, or 35 percent of the City’s municipal electricity demand. In July 2008, SMUD created a residential SolarShares program, expanding access to residential customers (SMUD 2016). However, the residential SolarShares program was no longer available as of 2019 (SMUD 2019a).

Declining average energy usage within SMUD’s service area prompted SMUD to consider other options to develop new sources of revenue in 2017. SMUD entered the Community Choice Aggregation (CCA) market by signing agreements with the Valley Clean Energy, a Joint Powers Authority in Yolo County, and East Bay Community Energy. In addition to the CCA agreements, SMUD signed a multiyear partnership with The NEC Group and SpaceTime Insight to provide smart energy solutions to Japanese power companies and retail energy providers (SMUD 2018b).

Beginning January 1, 2019, SMUD became the first large California utility to make time-of-day rates standard for all residential customers. This shift was made to allow rates to reflect the cost of service, give customers the opportunity to shift energy usage to lower cost, off-peak hours and manage energy costs, and to lessen SMUD’s need to build new power plants and purchase power at peak market prices from plants that generally emit more greenhouse gases. Along with this transition to time-of-day rates, SMUD restructured its Energy Assistance Program Rate that makes electricity more affordable for qualified customers (SMUD 2018b).

City Energy Efforts and Initiatives
In 2012, the City adopted its Sacramento Climate Action Plan (CAP) which establishes the goals to achieve zero net energy in all new construction by 2030 and achieve an overall 15 percent reduction in energy usage in all existing residential and commercial buildings by 2020. On June 14, 2016, the Sacramento City Council adopted the 2016 update to the CAP, containing strategies to attain a 33 percent reduction in municipal GHG emissions by 2020 (City of Sacramento 2016a). In addition, the 2035 General Plan includes the goal of reducing energy demand 25 percent by 2030 compared to 2005 levels (City of Sacramento 2015). In 2008, the U.S. Department of Energy designated Sacramento as a Solar America City and in 2011 the City entered the Cool California Challenge to reduce the Sacramento’s carbon footprint. The City has completed several energy efficiency and renewable energy improvements, installing solar panels on four of its existing facilities and completing energy retrofits at all eight City-owned parking garages, the Central Library, and the Pannell Meadowview Community Center (City of Sacramento 2016). The City is continuing lighting retrofits at community centers and libraries for energy efficiency improvements, including Martin Luther King Jr. Library, North Natomas Library, George Sim Community Center, and Johnston Community Center (City of Sacramento 2018a). The City has also established a flat fee for residential and commercial solar projects and has continued to waive permit fees for solar photovoltaic systems and solar water heaters on existing residential developments. In total, the City has over 4 MW of solar installed on City facilities, as well as enrollment in SolarShares to procure approximately 13 MW of solar capacity.

The Sustainability Master Plan outlines the ways that the City of Sacramento will conserve energy (City of Sacramento 2007). The City has instituted policies to turn on lights and computers only when in use, to use only compact fluorescent bulbs, and to regulate the temperature of City facilities.

The City also requires that its facilities are designed and operated to achieve the highest level of energy efficiency, with a minimum goal of a LEED silver rating.

In June 2018, Electrify America and the City of Sacramento initiated the Green City Initiative, a project that aims to increase access to zero-emissions vehicles (ZEV) within the Sacramento region, expand ZEV technology use, and prepare the City for future electric vehicle adoption. Under this initiative, Electrify America will invest $44 million in Sacramento by 2020 to catalyze a transformational shift in mobility to zero-emission technologies. The projects would initially be focused on construction and operation of a network of state-of-the-art electric vehicle charging systems throughout the region, launch of a new ZEV care share program, study opportunities for zero-emission delivery fleets and e-taxis, and increasing access to ZEV technologies for disadvantaged and low-income communities. Programs are expected to begin launching in late 2018 to early 2019. The City will act as a partner to deliver ZEV initiatives that benefit the

TECHNICAL BACKGROUND REPORT

community, engaging key partners and the community for development and implementation (City of Sacramento 2018b).

The City has also adopted its own ZEV initiatives to accelerate ZEV adoption and building of infrastructure, and to spread awareness about their environmental benefits. The City has established a goal of reaching 75,000 ZEVs on the road by 2025. The Sacramento City Council first adopted the City’s Electric Vehicle Parking Program in 1994, which provides discounted parking to electric vehicle drivers in City-owned parking garages (City of Sacramento 2020a). As of January 2019, the City operated 120 electric vehicle chargers at City-owned facilities, 72 of which were available for the public to use (City of Sacramento 2020b). The City continues to work on electric vehicle initiatives such as curbside charging and increasing the proportion of ZEVs used as City fleet (City of Sacramento 2020a). In total, the City has over 600 public and workplace chargers within City limits (City of Sacramento 2020c).

REGULATORY CONTEXT
Federal
SMUD is not a public utility as defined by the Federal Power Act. Accordingly, FERC does not regulate SMUD’s rates orterms and conditions of service. Instead, SMUD’s rates are set by its Board of Directors. Although SMUD’s rates, terms, and conditions of service are not regulated by FERC, SMUD’s Board has adopted an open access transmission tariff that is substantially similar to the pro forma tariff adopted by FERC jurisdictional utilities.

Federal Energy Regulatory Commission (FERC)
FERC is an independent agency that regulates the interstate transmission of electricity, natural gas, and oil. FERC reviews proposals to build liquefied natural gas terminals and interstate natural gas pipelines, and licenses hydropower projects. The Energy Policy Act of 2005 gave FERC additional responsibilities, including: promoting the development of a strong energy infrastructure; open access transmission tariff reform; and preventing market manipulation.

Clean Power Plan and New Source Performance Standards for Electric Generating Units On October 23, 2015, EPA published a final rule (effective December 22, 2015) establishing Carbon Pollution Emission Guidelines for Existing Stationary Sources: Electric Utility Generating Units (80 FR 64510–64660), also known as the Clean Power Plan. These guidelines prescribe how states must develop plans to reduce GHG emissions from existing fossil-fuel-fired electric generating units. The guidelines establish carbon dioxide (CO2) emission performance rates representing the best system of emission reduction for two subcategories of existing fossil-fuel-fired electric generating units: (1) fossil-fuel-fired electric utility steam-generating units and (2) stationary combustion turbines. The rule includes state-specific CO2 goals reflecting the CO2 emission performance rates and guidelines for the development, submittal, and implementation of state plans that establish emission standards or other measures to implement the CO2 emission performance rates. Initial plan compliance with state emission goals begins in 2022 with full

compliance with final goals required in 2030. The goals are established by state in units of pounds of CO2 per net megawatt-hour (MWh) or total short tons of CO2. For California, the goals for 2030 are 828 pounds of CO2 per net megawatt-hour or 96.8 million short tons of CO2. CARB anticipates that the state’s plan will rely heavily on existing programs such as the cap-and-trade program, Renewable Portfolio Standard, energy efficiency standards, and Mandatory GHG Reporting Regulation (for compliance determinations) (CARB 2015).

Concurrently, EPA published a final rule (effective October 23, 2015) establishing Standards of Performance for Greenhouse Gas Emissions from New, Modified, and Reconstructed Stationary Sources: Electric Utility Generating Units (80 FR 64661–65120). The rule prescribes CO2 emission standards for newly constructed, modified, and reconstructed affected fossil fuel-fired electric utility generating units. Separate standards of performance were set for fossil fuel-fired electric utility steam-generating units and fossil fuel-fired stationary combustion turbines. The standards apply to new units commencing construction after January 8, 2014, or existing units commencing modification or reconstruction after June 18, 2014. The rule applies only to units with a base load rating greater than 250 million Btu of fossil fuel per hour and serving a generator or generators capable of selling greater than 25 MW of electricity to a utility power distribution system.

Implementation of the Clean Power Plan has been stayed by the U.S. Supreme Court pending resolution of several lawsuits.

State
California Public Utilities Commission (CPUC)
The CPUC is a State agency created by constitutional amendment to regulate privately-owned telecommunications, electric, natural gas, water, railroad, rail transit, passenger transportation, and in-state moving companies. The CPUC is responsible for assuring California utility customers have safe, reliable utility services at reasonable rates. As a local publicly owned electric utility, SMUD does not fall within the jurisdiction of CPUC. Instead, SMUD is regulated by the Municipal Utility District Act (Public Utilities Code of the State of California, Division 6). SMUD’s Board of Director establishes it policies and rate through a public process.

SMUD is also subject to the regulatory authority from the California Energy Commission (CEC).

The CEC, created in 1974, is California’s primary energy, policy and planning agency responsible for developing energy forecasts, developing and recommending state energy policies and managing certain energy research and renewable support mechanisms. The CEC has regulatory authority over SMUD with respect to baseload power plant emission performance standards, provision of energy data necessary for forecasting and planning, establishment of energy efficiency targets, enforcement of the renewable portfolio standard, and solar incentive program protocols. In addition, the CEC has siting authority over thermal power plants 50 MW or above in the state, and SMUD’s existing thermal power plants need CEC approval for changes in their license conditions.

Renewable Energy Sources
Established in 2002 under SB 1078, and accelerated by SB 107 (2006) and SB 2 (2011), California’s Renewables Portfolio Standard (RPS) obligates investor-owned utilities, energy service providers,

TECHNICAL BACKGROUND REPORT

and community choice aggregators to procure 33 percent of their electricity from renewable energy sources by 2020. Eligible renewable resources are defined in the 2013 RPS to include biodiesel; biomass; hydroelectric and small hydro (30 MW or less); Los Angeles Aqueduct hydro power plants; digester gas; fuel cells; geothermal, landfill gas; municipal solid waste; ocean thermal, ocean wave, and tidal current technologies; renewable derived biogas; multi-fuel facilities using renewable fuels; solar photovoltaic; solar thermal electric; wind; and other renewables that may be defined later.

Governor Jerry Brown signed SB 350 on October 7, 2015, which expands the RPS by establishing a goal of 50 percent of the total electricity sold to retail customers in California per year by December 31, 2030. In addition, SB 350 includes the goal to double the energy efficiency savings in electricity and natural gas final end uses (such as heating, cooling, lighting, or class of energy uses upon which an energy efficiency program is focused) of retail customers through energy conservation and efficiency. The bill also requires the CPUC, in consultation with the CEC, to establish efficiency targets for electrical and gas corporations consistent with this goal. SB 350 also provides for the transformation of the California Independent System Operator into a regional organization to promote the development of regional electricity transmission markets in the western states and to improve the access of consumers served by the California Independent System Operator to those markets, pursuant to a specified process. In 2018, SB 100 increased the standards set forth in SB 350 establishing that 44 percent of the total electricity sold to retail customers in California per year by December 31, 2024, 52 percent by December 31, 2027, and 60 percent by December 31, 2030 be secured from qualifying renewable energy sources. SB 100 states that it is the policy of the State that eligible renewable energy resources and zero-carbon resources supply 100 percent of the retail sales of electricity to California. This bill requires that the achievement of 100 percent zero-carbon electricity resources do not increase the carbon emissions elsewhere in the western grid and that the achievement not be achieved through resource shuffling. SMUD was the first large California utility to have 20 percent of its power supply come from resources classified as renewable and is on track to reach the 33-percent mark by 2020. At the end of 2017, roughly 19 percent of SMUD’s power mix came from renewable sources including renewable generation serving SMUD’s customers from the voluntary Greenergy® program. Greenergy® provides customers the option to offset all or part of their energy usage with energy generated from renewable, natural sources such as the sun, wind, water, and biological methane gas. This program enables customer-owners to take an active role in making a choice for a cleaner, healthier environment, contribute to energy independence, and to reduce their carbon footprint. Factoring in the non-carbon emitting electricity generated in the Upper American River Project and SMUD’s share of Western Area Power Administration’s hydro, roughly 54 percent of SMUD’s power comes from resources that do not emit carbon and increase greenhouse gases. As SB 100 applies to SMUD, SMUD’s renewable energy goal was most recently revised on October 18, 2018 to reflect the 60 percent renewable energy resources requirement (SMUD 2019b).

SMUD’s Integrated Resource Plan was first adopted on October 18, 2018, and was filed for review by the CEC on April 29, 2019. The Integrated Resource Plan outlines a road map for lowering GHG emissions in the Sacramento area, while also maintaining reasonable rates and reliable service to customers. The Plan establishes a goal of achieving net zero greenhouse gas emissions by 2040 through decarbonization, electrification of buildings and transportation, and improvements in energy efficiency. This involves significant investments in local electrification and distributed resources. From 2020 to 2040, investments would total over $1.5 billion in electrification and energy

efficiency to achieve established goals (SMUD 2019c). The CEC determined that the Integrated Resource Plan was consistent with all applicable requirements, including targets to meet GHG emission reduction requirements (CEC 2019).

Senate Bill 1368
On September 29, 2006, Governor Arnold Schwarzenegger signed into law SB 1368 (Perata, Chapter 598, Statutes of 2006). The law limits long-term investments in baseload generation by the state’s utilities to those power plants that meet an emissions performance standard jointly established by the CEC and the CPUC.

The CEC has designed regulations that:
• Establish a standard for baseload generation owned by, or under long-term contract to publicly owned utilities, of 1,100 pounds CO2 per megawatt-hour. This would encourage the development of power plants that meet California’s growing energy needs while minimizing their emissions of GHGs;
• Require posting of notices of public deliberations by publicly owned utilities on long-term investments on the CEC website. This would facilitate public awareness of utility efforts to meet customer needs for energy over the long-term while meeting the state’s standards for environmental impact; and
• Establish a public process for determining the compliance of proposed investments with the emissions performance standard (Perata, Chapter 598, Statutes of 2006).

Senate Bill 1
California SB 1, enacted in 2006, required a target of 3,000 MW of customer-sited solar energy systems to be installed within 10 years, and established goals to have solar energy systems installed on 50 percent of new residential developments and require funds to be collected and used for incentives for those distributed solar systems. SMUD has a program in place to offer of the required incentives over a 10-year period to achieve 125 MW of these installations, based on SMUD’s proportionate share of statewide load. SMUD continues to work with the City of Sacramento and other jurisdictions within its service territory to site additional solar and other beneficial renewable resource projects.

Assembly Bill 32
In 2006, the Global Warming Solutions Act (AB 32) was signed into law, which required the California Air Resources Board (CARB) to adopt enforceable greenhouse gas emission limits and emission reduction measures in order to reduce greenhouse gas emissions to 1990 levels by 2020.

As a part of this measure, CARB adopted cap-and-trade regulations in 2011. The cap-and trade program covers sources accounting for 85 percent of California’s greenhouse gas emissions. Offset credits, obtained from ARB certified projects that reduce GHG emissions outside of the cap-andtrade program, will be allowed for up to 8 percent of entities’ obligations. The new cap-and-trade system provides market incentives for emissions reductions that complement other AB 32

TECHNICAL BACKGROUND REPORT

programs, such as the Renewable Portfolio Standard for electric utilities. SMUD was the first electric utility to support AB 32. As of January 2013, utilities and most of the state’s industrial sector must hold “compliance instruments” for every ton of GHG emissions they produce. The state will issue a set- or capped-volume of carbon allowances which will shrink every year. Publicly owned utilities such as SMUD have been allocated allowances intended to cover emissions for serving their retail load and have the option of offering their carbon allowances for sale in quarterly state auctions. SMUD participated in the first and second held auctions held on November 14, 2012 and February 19, 2013.

CARB also adopted a Low Carbon Fuel Standard in 2009. The Low Carbon Fuel Standard seeks to achieve a 10 percent reduction in transportation fuels average carbon intensity by 2020. To address this measure, SMUD is working with SACOG and other local jurisdictions to support increased adoption and usage of plug-in electric vehicles (PEV) and to provide for PEV readiness within the region. This regional collaborative council provides for strategic planning of PEV facilities and public infrastructure, works with the local jurisdiction to streamlines processes to enhance PEV infrastructure within the region and educates workforce professionals on rebates, products, and codes/regulations.

Sacramento-San Joaquin River Delta Reform Act
In 2009, the Legislature enacted the Sacramento-San Joaquin River Delta Reform Act. The Delta Reform Act required the development of a comprehensive long-term management plan to provide a more reliable water supply for California and to protect, restore and enhance the Delta ecosystem.

The Delta Reform Act also created the Delta Stewardship Council to develop a Delta Plan and directed the California State Water Resources Control Board (Water Board) to develop new flow criteria.

The Water Board released its proposed flow requirements in 2010, which proposed Delta outflow requirements of 75 percent unimpaired flow from January through June and unimpaired flow for Sacramento River inflow to the Delta of 75 percent from November to June. The report did not consider any balancing of public trust resources, e.g., effects on upstream fish, water or power interests. SMUD joined with a coalition of water and power users to study the impacts of the flow criteria. The study concluded that the flow criteria would have significant impact on the amount and timing of hydroelectric production for the State Water Project and the Central Valley Project.

The study concluded that hydroelectric production from the Central Valley Project would decrease between 50 and 53 percent depending on annual water conditions. In addition, hydroelectric production generation would be increased by 50 percent in the spring months and correspondingly decreased product in the summer and fall months when it has greater value. SMUD’s purchase power agreements would also be affected, as there would be a reduction in available power. The Water Board later conducted an informational proceeding to receive input regarding the flow objective report as well as other possible solutions for restoration of the ecosystem. At that proceeding, the Water Board indicated it would not implement the 75 percent solution.

On January 24, 2012, the Water Board noticed a proceeding to update the 2006 Water Quality Control Plan for the San Francisco/Sacramento-San Joaquin Delta Estuary (Bay-Delta Plan), which sets forth applicable water quality standards for Bay-Delta water sources. The Bay-Delta Plan is

being updated in two separate phases. Phase I addresses flow requirements in the San Joaquin River watershed for the protection of fish and wildlife and salinity requirements in the southern Delta for the protection of agriculture. Phase II addresses the reasonable protection of fish and wildlife beneficial uses in the Sacramento River and its tributaries, the Delta, and the Mokelumne, Calaveras, and Cosumnes rivers (Delta eastside tributaries). As part of this process, the Water Board held three workshops to receive input on particular topics, including hydropower impacts. At this writing, the Water Board is in the process of considering public comments on the Bay-Delta Plan update. No water standards have yet been proposed (SWRCB 2018). The Water Board also has been conducting a separate proceeding on the San Joaquin River to update San Joaquin River flow and southern Delta water quality requirements included in the Bay-Delta Plan. On December 31, 2012, the Water Board released Draft Substitute Environmental Document in Support of Potential Changes to the Water Quality Control Plan for the Bay Delta: San Joaquin River Flows and Southern Delta Water Quality for public review and comment.

Because the Water Board will institute water rights proceedings to implement its water quality standards on the Sacramento River and its tributaries once those standards are set, upstream water and power interests will remain involved to ensure impacts on water and power are considered and their interests are protected
California Code of Regulations, Title 24
Energy consumption of new buildings in California is regulated by State Building Energy Efficiency Standards, Title 24 contained in the California Code of Regulations, Title 24, Part 2, Chapter 2-53.

Title 24 applies to all new construction of both residential and nonresidential buildings, and regulates energy consumed for heating, cooling, ventilation, water heating, and lighting. Title 24 is the minimum requirement for energy efficiency. The building efficiency standards are enforced through the local building permit process. Local government agencies may adopt and enforce energy standards for new buildings, provided these standards meet or exceed those provided in Title 24 guidelines. The standards are updated periodically to allow consideration and possible incorporation of new energy-efficiency technologies and methods. The premise for the standards is that energy-efficient buildings require less electricity, natural gas, and other fuels. The Title 24, Part 6, standards are updated every three years. The most recent amendments to Title 24, Part 6, referred to as the2019 California Energy Code, became effective on January 1, 2020. Title 24 also includes Part 11, known as California’s Green Building Standards (CALGreen). The latest update to the CALGreen standards took effect in January 2020, and instituted mandatory minimum environmental performance standards for all ground-up, new construction of commercial, low-rise residential, and state-owned buildings, as well as schools and hospitals. The mandatory standards require:
• 20 percent mandatory reduction in indoor water use 50 percent of construction and demolition waste must be diverted from landfills.
• Mandatory inspections of energy systems to ensure optimal working efficiency. • Low-pollutant emitting exterior and interior finish materials, such as paints, carpets, vinyl flooring, and particle boards.

TECHNICAL BACKGROUND REPORT

The CALGreen standards also include voluntary efficiency measures that are provided at two separate tiers and implemented per the discretion of local agencies and applicants. CALGreen’s Tier 1 standards call for a 15 percent improvement in energy requirements through more strict water conservation, 65 percent diversion of construction and demolition waste, 10 percent recycled content in building materials, 20 percent permeable paving, 20 percent cement reduction, and cool/solar reflective roofs. CALGreen’s more rigorous Tier 2 standards call for a 30 percent improvement in energy requirements through even more strict water conservation, 80 percent diversion of construction and demolition waste, 15 percent recycled content in building materials, 30 percent permeable paving, 25 percent cement reduction, and cool/solar reflective roofs.

Local
Sacramento Climate Action Plan
In 2012, the Sacramento City Council adopted the Sacramento Climate Action Plan, which includes the goals to achieve zero net energy in all new construction by 2030 and achieve an overall 15 percent reduction in energy use in all existing residential and commercial buildings by 2020. In addition, the 2035 General Plan includes the goal of reducing energy demand 25 percent by 2030 compared to 2005 levels.

SMUD Transmission Guidelines
In 2012, the SMUD Board of Directors adopted new Transmission Guidelines. The guidelines are designed to assist developers and engineers through the process of developing property within or adjacent to SMUD’s existing electric transmission easements, assists in planning of new transmission lines, minimized potential negative impacts to SMUD’s facilities, and increases public safety around transmission lines. The guidelines are an aid to streamline SMUD’s plan review process.

4.6 Natural Gas

INTRODUCTION
Pacific Gas & Electric Company (PG&E) provides natural gas service to residents and businesses within the Policy Area. This section describes the sources and transmission methods used to provide Sacramento with natural gas.

EXISTING CONDITIONS
PG&E supplies natural gas to the Sacramento area. During the winter, most natural gas resources are imported from Canada on a supply and demand basis, and the balance is supplied from California production wells. During the summer, this ratio is reversed. During the summer, when gas prices are lower, gas is stored in underground holders for use during winter peak use periods.

In 2017, PG&E purchased approximately 291,000 million cubic feet (Mcf) of natural gas, the majority of which was purchased under contracts with a term of one year or less. PG&E owns and operates an integrated natural gas transmission, storage, and distribution system that covers most of northern and central California. As of December 31, 2017, PG&E’s natural gas system consisted of approximately 42,800 miles of distribution pipelines, over 6,400 miles of backbone and local transmission pipelines, and various storage facilities. Eight natural gas compressor stations move gas through PG&E’s backbone transmission system, which is used to transport gas from PG&E’s interconnection with interstate pipelines, other local distribution companies, and California gas fields to the Utility’s local transmission and distribution systems (PG&E 2017). In September 2015, the “Butte fire” spread through Amador and Calaveras counties in Northern California. The fire burned 70,868 acres, resulted in two fatalities, destroyed 549 homes, and damaged 44 structures.

CAL FIRE concluded that the wildfire was caused by a tree that came in contact with a PG&E electric line and ignited. It was determined that failure on the part of PG&E and/or its vegetation management contractors ultimately led to the fire. PG&E’s financial condition has been impacted substantially by the Butte fire along with a series of wildfires that spread through Northern California, including Napa, Sonoma, Butte, Humboldt, Mendocino, Del Norte, Lake, Nevada, and Yuba counties, as well as in the area surrounding Yuba City, beginning on October 8, 2017 (the “Northern California wildfires”). PG&E incurred $219 million in costs for service restoration and repair alone through December 31, 2017, in connection with the Northern California wildfires and at least $1.1 billion in costs in connection with the Butte fire. In addition to claims for property damage, interest and attorneys’ fees, PG&E could be liable for fire suppression costs, evacuation costs, medical expenses, personal injury damages, and other damages under other theories of liability (PG&E 2017). As of January 21, 2019, PG&E is preparing to file for Chapter 11 bankruptcy protection due to liabilities resulting from the fires (Reuters 2019).

In 2009, PG&E replaced Line 108, an 11 mile long natural gas transmission line, with a 24 inch diameter line, and installed a pressure limiting station at Elk Grove (City of Sacramento 2015).

PG&E subsequently provided additional improvements to this line in the Sacramento area. PG&E also installed approximately 25,000 feet of 12 inch transmission main through the former Mather Air Force base to a new Distribution Regulator Station located in Rancho Cordova that supplies power to East Sacramento.

PG&E installed 12 miles of 30 inch pipe from the Placer Vineyard Development to Baseline Road in Roseville and 14.3 miles of 30 inch pipe in Yolo in 2012 (City of Sacramento 2015). PG&E also replaced 6,000 feet of 24 inch pipe from Meadowview to Morrison Creek. These improvements reduced the overall cost of meeting customer load growth over the next 15 years, helped avoid stranded assets, and has ensured reliable service to customers in Sacramento, El Dorado, South Sutter, and Placer counties. PG&E created a comprehensive roadmap of natural gas safety actions to comply with the requirements of SB 705 (1998). The safety roadmap includes creating a “safety first” culture within the company; building a new advanced training facility; ensuring the company workforce is highly skilled; hiring additional workers to focus on safety; and increasing system awareness by combining the gas transmission control center, distribution control center, and dispatch center into one facility for a tightly coordinated front line (City of Sacramento 2015).

PG&E has also completed critical gas safety work to validate maximum allowable operating pressure, to automate pipeline valves, to conduct strength testing, and to establish real-time operating data as a trigger for 911 notification. The utility has not identified any major service

TECHNICAL BACKGROUND REPORT

problems within the city. Additional improvements are generally made as the need arises to meet customer demand.

REGULATORY CONTEXT
Federal
Federal Energy Regulatory Commission (FERC)
FERC is an independent agency that regulates the interstate transmission of electricity, natural gas, and oil. FERC reviews proposals to build liquefied natural gas (LNG) terminals and interstate natural gas pipelines, and licenses hydropower projects. The Energy Policy Act of 2005 gave FERC additional responsibilities, including: promoting the development of a strong energy infrastructure; open access transmission tariff reform; and preventing market manipulation.

State
California Public Utilities Commission (CPUC)
The CPUC is a State agency created by constitutional amendment to regulate privately-owned telecommunications, electric, natural gas, water, railroad, rail transit, passenger transportation, and in-state moving companies. CPUC is responsible for assuring California utility customers have safe, reliable utility services at reasonable rates while also protecting utility customers from fraud. CPUC regulates the physical construction of electric generation, transmission, or distribution facilities, and the local distribution pipelines for natural gas (CPUC Decision 95-08-038). CPUC also regulates rates and charges for basic telecommunication services.

California Energy Commission (CEC)
The CEC is California’s primary energy policy and planning agency. Created in 1974, it is charged with six major responsibilities:
• Energy forecasting;
• Promoting energy efficiency and conservation through appliance and building efficiency standards;
• Financially supporting public interest energy research; • Developing green energy resources and technologies for buildings, industry, and transportation;
• Licensing large thermal power plants; and
• Planning for state response to energy emergencies.

California Energy Action Plan
To ensure that adequate, reliable, and reasonably-priced electrical power and natural gas supplies are provided, CPUC and CEC prepared an Energy Action Plan in 2005. The goal of the Energy Action Plan is to secure California’s electricity and natural gas supply through policies, strategies, and actions that are cost-effective and environmentally sound. CPUC and CEC intend to achieve the following goals:
• Meet California's energy growth needs while optimizing energy conservation and resource efficiency and reducing per capita electricity demand.
• Ensure reliable, affordable, and high-quality power supply for all regions of the state by building sufficient new generation.
• Upgrade and expand electricity transmission and distribution infrastructure and reduce the time to bring needed facilities on line (it usually takes at least seven years to develop a new transmission facility).
• Promote customer and utility-owned distributed generation. • Ensure a reliable supply of reasonably priced natural gas.

Senate Bill 705
SB 705 (2011) requires California’s gas corporations to provide periodic updates on gas system safety actions to CPUC. The plan must describe how the gas corporation will implement the policies and achieve the specific objectives outlined in the document.

Local
There are no local regulations directly applicable to natural gas.

TECHNICAL BACKGROUND REPORT

4.7 Telecommunications

INTRODUCTION
Telecommunication service to the city is provided by AT&T, Inc., Central Valley Broadband, LLC, Comcast, Consolidated Communications, Inc., Digital Path, Inc., Encore Business Systems, Inc., Frontier Communications Corporation, Integra Telecom Holdings, Inc., Internet Free Planet, Level 3 Communications, LLC, MetroPCS Wireless, New Edge Holding Company, Platinum Equity, LLC, Ruralnet Wireless, LLC, Sonic Telecom, LLC, Sprint, Succeed.Net, T-Mobile, and Verizon Communications, Inc.

EXISTING CONDITIONS
AT&T
In 2005 SBC acquired AT&T and kept the AT&T company name and branding for the merged entity. AT&T Local Services supplies data communications, 911 service, high-speed local and long distance telephone service and mobile service to most of the Sacramento Area. AT&T provides broadband technology, fiber optic cable, cable modem, and DSL services (NBM 2018a).

AT&T has already installed the majority of telecommunications facilities needed for service in Sacramento and generally completes additional improvements or relocations as the need arises to meet customer demand. AT&T began a mobile 5G program and launched LTE-LAA in Sacramento in 2018 to provide faster wireless speeds (AT&T 2018).

Central Valley Broadband, LLC
Central Valley Broadband, LLC provides high-speed internet services and broadband technologies to the Sacramento area (NBM 2018b). Central Valley Broadband, LLC generally completes additional improvements or relocations as the need arises to meet customer demand.

Comcast
Comcast provides local and long distance phone, high-speed internet, and cable television service to the Sacramento Area. Comcast serves the Sacramento area with a combination of underground and overhead fiber optic cable and copper coaxial cable (NBM 2018c). The signal is generated at a Digital Access Carrier system in Denver and distributed to seven main hub sites throughout the service area, from which local service is distributed (City of Sacramento 2015). Comcast generally completes additional improvements or relocations as the need arises to meet customer demand.

Digital Path, Inc.

Digital Path, Inc. provides high-speed phone and internet services to the entire Sacramento Area (NBM 2018d). DPI provides residential and commercial services through a network of microwave

towers and relays running from Fresno to the northern edge of California (DPI 2018). Digital Path, Inc generally completes additional improvements or relocations as the need arises to meet customer demand.

Earthlink/New Hedge Holding Company
Earthlink Business (Earthlink) provides high speed internet services to select businesses throughout the Sacramento area. In 2006, Earthlink acquired New Edge Holding Company to provide virtual private network (VPN) services to commercial customers using various broadband access technologies including all types of DSL, Frame Relay, ATM, cable modems, and satellite (City of Sacramento 2015). Earthlink generally completes additional improvements or relocations as the need arises to meet customer demand.

Encore Business Systems, Inc.

Encore Business Systems, Inc. provides high-speed internet services and broadband technologies to the Sacramento area (NBM 2018e). Encore Business Systems, Inc. generally completes additional improvements or relocations as the need arises to meet customer demand.

Frontier Communications Corporation
Frontier Communications Corporation (FC) provides high-speed phone and internet, and Dish TV services to certain areas in South Sacramento near Meadowview and Elk Grove (NBM 2018f).

FC provides residential and commercial services through fiber optic cable and Asymmetric xDSL (NBM 2018f). FC generally completes additional improvements or relocations as the need arises to meet customer demand.

Integra Telecom Holdings, Inc.

Integra Telecom Holdings, Inc. (ITH) provides data communications, internet feed, and local and long distance voice communication services to the Sacramento area for non-residential customers.

ITH serves the Sacramento area with a combination of underground and overhead fiber optic cable, Asymmetric xDSL, and copper cable (NBM 2018g). The company has fiber optic connections to most AT&T switching sites. Some customer sites may be connected to ITH facilities using AT&T’s T-1 connections. ITH generally completes additional improvements or relocations as the need arises to meet customer demand.

Internet Free Planet
Internet Free Planet provides high-speed internet services and broadband technologies to the Sacramento area (NBM 2018h). Internet Free Planet generally completes additional improvements or relocations as the need arises to meet customer demand.

TECHNICAL BACKGROUND REPORT

Level 3 Communications, LLC
Level 3 Communications, LLC (L3C) provides high speed phone and internet services to only a few areas in Natomas and Arden (NBM 2018i). L3C provides commercial broadband technology fiber optic cable, cable modem, and DSL services (NBM 2018i). L3C generally completes additional improvements or relocations as the need arises to meet customer demand.

Metro PCS
MetroPCS Wireless, Inc. (MetroPCS) provides high-speed phone service to the Sacramento area (NBM 2018j). MetroPCS provides residential and commercial 4G LTE wireless services. MetroPCS generally completes additional improvements or relocations as the need arises to meet customer demand.

Ruralnet Wireless, LLC
Ruralnet Wireless, LLC provides high-speed internet services to the Sacramento area. Ruralnet Wireless, LLC generally completes additional improvements or relocations as the need arises to meet customer demand.

Sonic Telecom, LLC
Sonic Telecom, LLC provides high-speed internet and phone services to the Sacramento area. Sonic Telecom, LLC generally completes additional improvements or relocations as the need arises to meet customer demand.

Sprint
Sprint supplies wireless and long distance telephone service to most of the Sacramento Area (NBM 2018k). Sprint serves the Sacramento area with a combination of underground facilities and above ground cellular towers. Sprint generally completes additional improvements or relocations as the need arises to meet customer demand.

Succeed.Net
Internet Free Planet provides high-speed internet services and broadband technologies to the Sacramento area. Internet Free Planet generally completes additional improvements or relocations as the need arises to meet customer demand.

T-Mobile
T-Mobile provides high-speed phone and internet services to the Sacramento area. T-Mobile generally completes additional improvements or relocations as the need arises to meet customer demand.

Verizon Communications, Inc.

Verizon Communications, Inc. (Verizon) provides high speed phone and internet, and cable TV services to the Sacramento area (NBM 2018l). Verizon provides residential and commercial 4G LTE wireless and FiOS broadband internet services. In 2017, it was announced that the City would create a public-private partnership, investing more than $100 million for telecommunications infrastructure and services. Elements of the public-private partnership include providing free WiFi access in 27 of the City’s public parks and expanding 5G infrastructure within the City (City of Sacramento 2017). In mid-2017, Verizon launched a pilot 5G program in Sacramento to provide higher internet speeds (City of Sacramento 2018). Verizon generally completes additional improvements or relocations as the need arises to meet customer demand.

REGULATORY CONTEXT
Federal
Federal Communications Commission (FCC)
The FCC regulates interstate and international communications by radio, television, wire, satellite, and cable in the United States. It was founded through the Communications Act of 1934 and operates as an independent agency overseen by the United States Congress. The Federal Advisory Committee Act of 1972 put in place a process for establishing, operating, overseeing, and terminating FCC advisory committees for specific aspects of communications. FCC is made up of six separate bureaus: Consumer & Governmental Affairs, Enforcement, Media, Public Safety & Homeland Security, Wireless Telecommunications, and Wireline Competition. Together, these bureaus are responsible for adopting and modifying rules/regulations that govern business practices, including interpretive rules, policy statements, substantive legislative rules, and organizational/procedural rules.

State
California Public Utilities Commission (CPUC)
The CPUC is a State agency created by constitutional amendment to regulate privately owned telecommunications, electric, natural gas, water, railroad, rail transit, passenger transportation, and in-state moving companies. CPUC is responsible for assuring California utility customers have safe, reliable utility services at reasonable rates while also protecting utility customers from fraud. CPUC regulates the planning and approval for the physical construction of electric generation, transmission, or distribution facilities; and local distribution pipelines of natural gas (CPUC Decision 95-08-038). CPUC also regulates rates and charges for basic telecommunication services.

California Government Code 4216 4216.9
The responsibilities of persons excavating in the vicinity of underground utilities are detailed in Section 1, Chapter 3.1 “Protection of Underground Infrastructure,” Article 2 of California

TECHNICAL BACKGROUND REPORT

Government Code 4216 4216.9. This law requires that an excavator must contact a regional notification center at least two days prior to excavation of any subsurface installation. Underground Service Alert will notify the utilities that may have buried lines within 1,000 feet of the project.

Representatives of the utilities are required to mark the specific location of their facilities within the work area prior to the start of project.

Local
Sacramento City Code
As outlined in Section 3.76.050 of the City Code, the City issues revocable permits to Telecommunications Wireless Carriers to install and operate wireless telecommunications facilities on properties owned by the City. To obtain this permit, carriers file an application with the City and pay application fees, inspection fees, and an annual rent.

4.8 Disadvantaged Unincorporated Communities

INTRODUCTION
SB 244 (Wolk), passed in 2011, established a requirement for cities to identify each unincorporated island or fringe community within its SOI and provide an analysis of water, wastewater, stormwater drainage, and structural fire protection needs or deficiencies for any such community in order to address the legal, financial, and political barriers that contribute to regional inequity and infrastructure deficits within disadvantaged unincorporated communities (DUCs). This section identifies DUCs within the City of Sacramento’s SOI, the status of infrastructure provision to those communities, and provides further details on the requirements of SB 244.

Definitions
The basis for the identification of DUCs is the State definition provided in the California Government Code. DUCs are defined by State law (Government Code Section 65302.10(a)(2) as a fringe, island, or legacy community in which the median household income is 80 percent or less than the statewide median household income (Please note that “disadvantaged communities” are sometimes referred to in the context of CalEnviroscreen data, whereas, in this section, the term is used as defined under Government Code Section 65302.10(a)(2)). “Community” means an inhabited area within a city or county that is comprised of no less than 10 dwellings adjacent or in close proximity to one another. “Unincorporated island community” means any inhabited and unincorporated territory that is surrounded or substantially surrounded by one or more cities or by one or more cities and a county boundary or the Pacific Ocean. “Fringe community” means any inhabited and unincorporated territory that is within a city’s sphere of influence. “Unincorporated legacy community” means a geographically isolated community that is inhabited and has existed for at least 50 years (Government Code Section 65302.10).

Methodology
DUCs in the City of Sacramento’s SOI were identified with geospatial analysis based on a methodology developed by the Community Equity Initiative (CEI), a partnership of California Rural Legal Assistance Foundation, California Rural Legal Assistance, Inc., and Policy Link in 2013 to assess the condition of DUCs in the San Joaquin Valley, titled California Unincorporated:

Mapping Disadvantaged Communities in the San Joaquin Valley (PolicyLink 2013a, 2013b). (Due to different methodologies, these areas are not necessarily the same as the disadvantaged communities identified by Sacramento County.)
Unincorporated Communities
Unincorporated areas within the Planning Area were defined as those outside of City Limits but within the SOI, Policy Area, or a Community Plan Area. There is one unincorporated island within City Limits, a primarily manufacturing-oriented area known as “The Pan,” and there are fringe communities in the north, east, and south of the Planning Area, including those that are outside of the City Limits and SOI but within another planning boundary.

Areas outside of the City Limits but within the Sphere of Influence or within the 10 Community Planning Areas were considered for evaluating DUC status.

Layers used for analysis are:
• City of Sacramento Boundary
• Sphere of Influence (SOI)
• Community Planning Area (CPAs)
A geographic information system (GIS) was used to locate centroids (geometric centers) of parcels within the Planning area (City Limits plus Sphere of Influence plus CPAs). State of California agricultural data for Sacramento (2016) was used to remove any points in agricultural and undeveloped areas. Similarly, existing land use derived from assessor’s data was used to remove large non-residential uses (industrial, commercial and other non-residential uses) and undeveloped/vacant areas. Unincorporated areas that were greater than 250 parcels per square mile were selected for further analysis. A threshold of 250 parcels per square mile was used to approximate the densities of existing Census Designated Places (CDPs) in the area; the threshold was derived by averaging the densities of the developed portions of the CDPs. Areas where there were 250 or more parcel centroids per square mile were considered to be unincorporated communities.

Disadvantaged Status
Disadvantaged status was determined based on household income, using census block-level data from the 2017 American Community Survey 5-year estimates for median household income. Table B19013, Median Household Income in the past 12 months (In 2017 Inflation Adjusted Dollars) by block groups was used for the analysis. Median household income data was filtered using an income threshold at or below 80 percent of the state’s median household income. The median household

TECHNICAL BACKGROUND REPORT

income of California is $67,169 according to 2013-2017 American Community Survey. Included in the analysis are census block groups with a median household income of equals to or less than $53,735 (Equals to or Less than 80% of State Median Household Income). 4 Identifying Potential DUCs
Areas where the identified unincorporated communities and disadvantaged blocks overlap are considered to be potential DUCs. Identified areas were reviewed for areas that, by visual inspection of aerial imagery, are not residential or obviously not low-income, are less than three-quarters of an acre, contain less than 10 dwellings, or are obvious “slivers” resulting from overlapping boundaries; such areas were removed.

Combining the results and excluding areas based on visual inspection resulted in three distinct generalized areas across the Planning Area that contain DUC candidate sites. These areas do not have clear boundaries since parcel density calculation using raster analysis results in amorphous spots that are not bounded by parcels or major roads. A closer inspection of the aerial maps can help identify more specific neighborhood boundaries.

DUCs in the Planning Area
Based on the methodology, there are three generalized areas that contain DUC candidate sites:

Rosemont/La Riviera Area
The Rosemont/La Riviera area contains two small candidate sites separated by roughly 1.25 miles.

The Rosemont candidate site is located north of Jackson Road, east of Thornhill Drive, south of Newhall Drive, and west of Harlin Avenue. This 200-acre candidate site is within the Rosemont 2010 Census Designated Place and contains enough households to be considered a disadvantaged unincorporated community. The La Riviera candidate site is located on the south bank of the Sacramento river and north of La Riviera Drive. This 175-acre candidate site is within the Rosemont 2010 Census Designated Place and contains enough households to be considered a disadvantaged unincorporated community. Service providers in the Rosemont/La Riviera Area include:
• Wastewater: Sacramento Regional County Sanitation District • Sewer: Sacramento Area Sewer District
• Stormwater: Sacramento County Water Agency Zone 12
• Water Purveyor: California American Water Company
4 As noted in the PolicyLink Technical Guide (PolicyLink, 2013b), there are several limitations to this data, as the U.S.

Census Bureau has historically undercounted rural populations, people of color, and those who are not native English speakers, and the size of a census block group is often much larger than the small communities of concern, and wealthier households could increase the median income of a block group, obscuring the existence of low-income households that also reside in that block group.

• Fire: Sacramento Metropolitan Fire District
Fruitridge Pocket/Lemon Hill/Parkway/Florin Area
The Fruitridge Pocket/Lemon Hill/Parkway/Florin Area contains one large, semi-contiguous candidate site. The site contains most of the Fruitridge Pocket, Lemon Hill, Parkway, and Florin 2010 Census Designated Places. Together, this site makes up 4,680 acres. Service providers in the Pocket/Lemon Hill/Parkway/Florin Area include:
• Wastewater: Sacramento Regional County Sanitation District • Stormwater: Sacramento County Water Agency Zone 12
• Sewer: Sacramento Area Sewer District
• Water Purveyor: Florin County Water Company, Cal American Water Company, Tokay Park Water Company, Sacramento County Water Agency
• Fire: City of Sacramento Fire Department (Fire Station 56 is located within site at 3720 47th Ave.), Sacramento Metropolitan Fire District for Florin Area Arden-Arcade/North Highlands
The Arden-Arcade/North Highlands candidate DUC sites are outside of the City’s sphere of influence but within the Arden Arcade Community Planning Area. These potential candidate sites are 3076 acres in total.

The North Highlands sites are situated south of Orange Grove Ave and east of Sycamore Ave. The sites are completely within the North Highlands CDP and within the Arden-Arcade Community Plan Area. The Arden Arcade potential DUC sites cover a large area within the Arden-Arcade CDP and Arden Arcade Community Plan Area. Most of the area is located south of the Edison Ave and east of Watt Ave, with some smaller sites west of Watt Ave and north of Marconi Ave. Service providers in Arden-Arcade/North Highlands include:
• Wastewater: Sacramento Regional County Sanitation District • Stormwater: Sacramento County Water Agency Zone 12
• Sewer: Sacramento Area Sewer District
• Water Purveyor: Sacramento Suburban Water District, Cal American Water Company, and Golden States Water Company
• Fire: Sacramento Metropolitan Fire District
These areas are shown in Figure 4-10.

TECHNICAL BACKGROUND REPORT

REGULATORY CONTEXT
State Law
A “community” is defined as an inhabited area comprised of no less than 10 dwellings adjacent or in close proximity to one another. An “island community” is defined as an inhabited and unincorporated territory that is surrounded or substantially surrounded by one or more cities or by one or more cities and a county boundary or the Pacific Ocean. A “fringe community” is defined as any inhabited and unincorporated territory that is within a city’s sphere of influence. The SB 244 Technical Advisory from OPR describes, in detail, the requirements of SB 244. (http://www.opr.ca.gov/docs/SB244_Technical_Advisory.pdf ) If a DUC is present, Cities are required to include an analysis of water, wastewater, stormwater drainage, and structural fire protection needs or deficiencies for each of the identified communities in the land use element of their general plan. They are also required to include an analysis in the land use element of potential funding mechanisms that could make the extension of services and facilities to identified communities financially feasible (GC Section 65302.10.(a)).

Fruitridge Pocket/Lemon Hill/
Parkway/Florin Area
La Riviera/
Rosemont
Arden-Arcade/
North Highlands Del Paso Blvd Raley Blvd
Land ParkDr
Grand Ave
Northborough Dr
J St
Sheldon Rd
N 16Th St
K St
Northgate Blvd
39Th St
43Rd Ave
N St
Sutterville Rd
Arden Way
Stockton Blvd
Rush River Dr
Cosumnes River Blvd
Q St
Richards Blvd
Marconi Ave
Natomas Cen tral Dr
Riverside Blvd
Bruceville Rd Elder Creek Rd Franklin Blvd
Club Center Dr
Auburn Blvd
Rio Linda Blvd
Windbridge Dr
Jackson Rd
Valley Hi Dr
2 4Th St
El Camino Ave
59Th St
Hav enside Dr
La Riviera Dr
Fair Oaks Blvd
X St
American River Dr
Mckinley Blvd
Elvas Ave
21St St
Fulton Ave
Power Inn Rd
Norwood Ave
Eastern Ave
Grove Ave
I Street Brg
Center Pkwy
Freeport Blvd
Danbrook D r
Broadway
19Th St
Watt Ave
65Th St
16Th St
29Th St
12Th St
9Th St
10Th St
30Th St
15Th St
Alhambra Blvd
Green haven Dr
Florin Rd
H St
Hovnanian Dr
Truxel Rd
Marysville Blvd
Main Ave
Ethan Way
W El Camino Ave
CollegeTown Dr
Brookfield Dr
Regency ParkCir
Engle Rd
13Th St
Gloria Dr
47Th Ave
Seamas Ave
Cottage Way
Ha r v a rd St
Pocket Rd
Roseville Rd
Walnut Ave
E Stockton Blvd
L St
Tower Brg
Westlake Pkwy
Capitol Mall
Arena Blvd
Edison Ave
Kiefer Blvd
Mission Ave
French Rd
W St
Television Cir
C St
I St
P St
5Th St
3Rd St
Bridgecross Dr
65Th Street Expy
San Juan Rd
Azevedo Dr
Alta Arden Expy
SWatt Ave
Northrop Ave
Howe Ave
Meadowview Rd
Silver Eagle Rd
Exposition Blvd
Del Paso Rd
Curtis Dr
Elsie Ave
Elk Grove Florin Rd
Fruitridge Rd
Munroe St
N Bend Dr
N 12Th St
Gateway Park Blvd
Natomas Blvd
Bell Ave
Calvine Rd
Mack Rd
46Th St
W Elkhorn Blvd
N Market Blvd
Elkhorn Blvd
Gerber Rd
S Land Park Dr 14Th St
Florin Perk ni s Rd
American River
E CommerceWay Folsom Blvd
Big Horn Blvd
Levee Rd
Hurley Way
35Th Ave
Arden Garden
N Park Dr
E Levee Rd
Laguna Blvd
Lone Tree Rd
Metro Air Pkwy
Power Line Rd
El Centro Rd
Hedge Ave
Garden Hwy
Disadvantaged Unincorporated
Communities (Dense areas in low income)
Sacramento City Limit
Policy Area
Sphere of Influence
Community Plan Area Boundary
Water
Light Rail
Station
Blue Line
Blue/Gold Line
Gold Line
Green Line
Proposed Green Line Extension
Source: City of Sacramento, 2019; Dyett and Bhatia, 2019 J:\GISData\563_Sacramento\GIS\Projects\_ECR\DisadvantagedUnincorporatedCommunities.mxd 0 ½ 1 2 Mile
Figure 4-10
Disadvantaged Unincorporated
Communities

TECHNICAL BACKGROUND REPORT