US 101 / Trinidad Area Access Improvements

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PSR‐PDS, December, 2017

01‐HUM‐101 PM 98.4/100.7

EA: 01‐48040K; EFIS: 0100020301

TABLE OF CONTENTS

Section

Page

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

BACKGROUND ................................................................................................................ 2

PURPOSE AND NEED...................................................................................................... 4

TRAFFIC ENGINEERING PERFORMANCE ASSESSMENT ....................................... 4

DEFICIENCIES.................................................................................................................. 8

CORRIDOR AND SYSTEM COORDINATION .............................................................. 9

ALTERNATIVES ............................................................................................................ 10

RIGHT OF WAY.............................................................................................................. 42

STAKEHOLDER INVOLVEMENT ............................................................................... 44

10.

ENVIRONMENTAL DETERMINATION/DOCUMENT .............................................. 45

11.

FUNDING ........................................................................................................................ 45

12.

DELIVERY SCHEDULE................................................................................................. 46

13.

RISKS ............................................................................................................................... 46

14.

FHWA COORDINATION ............................................................................................... 47

15.

PROJECT REVIEWS ....................................................................................................... 47

16.

PROJECT PERSONNEL ................................................................................................. 47

17.

ATTACHMENTS ............................................................................................................. 47

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PSR‐PDS, December, 2017

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Project Study Report –

Project Development

Support

US‐101 / Trinidad Area

Access Improvements

EA: 01‐48040K

EFIS ID: 01‐0002‐0301

PPNO:

01‐HUM‐101 PM 98.4/100.7

1. INTRODUCTION

Figure 1 – Exhibit drawing for the programming alternative;

Alternative 3A – New US 101/Cher‐Ae Lane Interchange.

The Trinidad Rancheria and Caltrans District 1 are working in partnership to identify alternatives to

meet the transportation needs of the Trinidad Rancheria and the surrounding community. This PSR‐

PDS identifies 12 alternatives to address the transportation deficiencies between the unincorporated

community of Westhaven and the City of Trinidad. The main deficiencies identified for this area are:

(1) Scenic Drive’s geotechnical instability, with slides and slip‐outs commonly occurring along this

route, causing partial or complete road closures (typically during winter months); (2) anticipated

Rancheria growth is likely to cause several intersections in the area to have inadequate vehicular

capacity; and (3) Tribal lands east and west of US 101 have inadequate connectivity.

Project Limits

01‐HUM‐101 PM 98.4/100.7

Number of Alternatives

12 Plus No‐Build

Alternative Recommended for Programming

Alternative 3A –New US 101/Cher‐Ae Lane Interchange

Capital Outlay Support Estimate for PA&ED

(Anticipated Environmental Approval

7/1/22)

Current (2017):

$2,500,000

Capital Outlay Construction Cost Range

Capital Outlay Right‐of‐Way Cost Range

Funding Source(s)

Funding Year

Type of Facility

Number of Structures

Anticipated Environmental Determination

Legal Description

Project Development Category

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Current (2017):

Escalated @ 5% to 2024:

$16,600,000 to $46,200,000

$23,360,000 to $65,000,000

Current (2017):

Escalated @ 5% to 2024:

$800,000 to $3,880,000

$1,125,000 to $5,460,000

Anticipated to include some or all of the following:

State Transportation Improvement Program (STIP)

Tribal Transportation Program (TTP)

Indian Reservation Roads (IRR)

Active Transportation Program (ATP)

Highway Safety Improvement Program (HSIP)

Transportation Investment Generating Economic Recovery

(TIGER)

2018

4‐Lane Freeway

1 to 3

EIR/FONSI

In Humboldt County, near Trinidad from Westhaven Drive

Undercrossing to 0.4 Mile North of Trinidad Road

Undercrossing

Category 3 – Projects on previously constructed access

controlled routes requiring a new or revised freeway

agreement, but not a route adoption.

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The range of alternatives includes improvements to the existing Trinidad‐Main Street interchange,

improvements to Scenic Drive and Westhaven Drive, and/or a new local road interchange. A detailed

description of each alternative can be found in Section 7. Additional studies are needed to determine

which of the proposed alternatives will best meet the purpose and need of the project. Either a project

report or a supplemental Project Initiation Document (PID), following the format of a Project Study

Report (PSR), will serve as the programming document for the remaining components of the project. A

project report, accompanied by a signed environmental document, will serve as approval of the selected

alternative.

2. BACKGROUND

Description of Existing Facility:

US 101 is the economic lifeline of the north coast and is the most important route in District 1. It serves

interregional and interstate traffic, with relatively high traffic volumes and heavy use by both truck and

tourist traffic. US 101 is functionally classified as a principal arterial. US 101 is on the National Highway

System but is not part of the FHWA Rural and Single Interstate Routing System. It is part of the Strategic

Highway Network and the Interregional Highway System and is considered a High Emphasis Route in

the Interregional Transportation Strategic Plan. Within the project segment, US 101 is designated a

Surface Transportation Assistance Act (STAA) route and is part of the Pacific Coast Bike Route. Portions

of US 101 are also eligible for Scenic Highway Designation.

US 101 from PM 98.4 to 100.7 is a four lane freeway with a paved median width that ranges from 4 feet

wide at the south end of the project limits, to 22 feet wide at the north end of the project limits. Outside

shoulders within the project limits are consistently 4 feet wide, but widen out to 10 feet wide north of the

existing US 101/Trinidad‐Main Street Interchange. The posted speed limit along US 101 in this area is 65

mph. Within the project limits, US 101 is relatively flat, with some rolling hills, and grades ranging from

approximately 2% to 4.5%. The horizontal alignment is curvilinear, with tangents up to nearly a mile

long, and horizontal curve radii ranging between 1,800 feet and 12,000 feet. Existing right‐of‐way widths

within the project limits vary from approximately 160 feet wide to 460 feet wide, with access controlled

rights‐of‐way. Existing adjacent land use is almost entirely Residential, of which most is comprised of

Rural Residential (RR), with a small amount of Residential Estates (RE). Current year traffic volumes for

US 101 are approximately 10,350 vehicles (ADT). Based on the Trinidad Area Freeway Master Plan

Study, future (year 2040) traffic volumes are estimated to be approximately 14,500 vehicles without full

Trinidad Rancheria Master Plan buildout, and 20,510 vehicles (ADT) with full Trinidad Rancheria Master

Plan buildout.

There are three existing interchanges (I/C) within the project segment as described below:

TABLE 1: EXISTING INTERCHANGES

Post

Mile

Name

Overcrossing

Undercrossing

98.1

Westhaven Drive I/C

Undercrossing

98.4

Sixth Street I/C

Overcrossing

100.7

Trinidad ‐ Main Street I/C

Undercrossing

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Description

A half interchange with a tight NB off‐

ramp and a SB hook ramp from Scenic

Drive

A hook ramp Type L‐6 with all ramps

on the north side of Sixth Street

A tight diamond Type L‐1

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Scenic Drive is a 2‐lane rural roadway, which runs in a south‐north direction on the west side of US 101,

from the community to Westhaven, north to the City of Trinidad. The roadway begins near Moonstone

County Park and the Little River State Beach in Westhaven (Left of PM 97.8), and follows the Pacific coast

line northerly for approximately 3.2 miles to Main Street in the City of Trinidad. Scenic Drive is a

winding and narrow road, approximately 16’‐20’ wide through most of the southerly portion, with no

sidewalks and little to no useable paved shoulders. The majority of Scenic Drive has severe geotechnical

instability, and frequently has closures for emergency roadway repairs to reestablish access. Existing

slopes along Scenic Drive are typically very steep, sloping to the Pacific Ocean on the west side, and

sloping upwards towards US 101 on the east side. The posted speed limit along Scenic Drive is 30 mph.

According to the City of Trinidad Draft General Plan Circulation Element, current year traffic volumes

for Scenic Drive are approximately 870 vehicles (ADT), while future (year 2040) traffic volumes are

estimated to be 1,357 vehicles (ADT).

Westhaven Drive is a 2‐lane rural‐residential roadway, which runs in a south‐north direction on the east

side of US 101 from the community of Westhaven to the City of Trinidad. The roadway begins at a

partial interchange on US 101 (PM 98.1), is approximately 3.3 miles long, and terminates at the Trinidad‐

Main Street interchange (PM 100.7) in the City of Trinidad. The roadway is narrow, typically about 20ʹ

wide, with little to no useable shoulders, and no sidewalks. The posted speed limit along Westhaven

Drive is 25 mph. According to the City of Trinidad Draft General Plan Circulation Element, current year

traffic volumes for Westhaven Drive are approximately 865 vehicles (ADT), while future (year

2040) traffic volumes are estimated to be 1,509 vehicles (ADT).

Main Street is a quiet, 2‐lane roadway which lies in the heart of the City of Trinidad. Main Street runs in

an east‐west direction, and is a primary collector that extends from just east of US 101 through the City of

Trinidad. Main Street has a posted speed limit of 20 mph, and according to the City of Trinidad Draft

General Plan Circulation Element, current year traffic volumes for Main Street are approximately 3,170

vehicles (ADT), while future (year 2040) traffic volumes are estimated to be 4,706 vehicles (ADT). The

City of Trinidad has long been known as a rural, seaside fishing village, with very unique characteristics,

limited tourist activity, and a strong desire to minimize adverse impacts caused by visitors. There are a

few existing RV parks within the area, which typically see increases in use during the summer months.

Discussion of Studies to Date:

Since 2001, several planning studies have been completed, including the draft Project Initiation Document

(PID), in order to study accessibility to the Trinidad Rancheria and the surrounding areas, and to

investigate alternatives that would provide improved access for current and future needs. The different

studies that have been prepared have consistently demonstrated that the existing interchanges and local

roads within this corridor can neither: (1) provide the necessary traffic level of service to all areas within

the corridor, nor (2) be improved economically to appropriately accommodate the design‐year traffic

demands. The various studies that have been completed are listed below:



Trinidad Rancheria Access Improvement Feasibility Study, Winzler & Kelly, May 2002



Trinidad Rancheria Tribal Transportation Plan 2006‐2026, Winzler & Kelly, March 2006



Trinidad Rancheria Highway 101 Interchange Community Design Fair, Local Government

Commission, June 2009

Trinidad Rancheria Comprehensive Community‐Based Plan, Trinidad Rancheria, December 2011



Trinidad Area Freeway Master Plan Study, Omni‐Means, Ltd., February 2014



Trinidad Rancheria Tribal Transportation Safety Plan, Trinidad Rancheria, June 2014

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Since 2012, a Project Development Team (PDT) has met to guide the project through the project

development process. This PDT team has been instrumental to date in developing the purpose and need

for the project, and preparing the project to reach this stage. The PDT team will continue to play a key

role in guiding the project through to completion.

3. PURPOSE AND NEED

Purpose:

The purpose of the project is to:

Provide safe and sustainable access to and from US 101, for all modes of transportation, to the

Trinidad Rancheria and the surrounding communities located along Scenic Drive, Westhaven

Drive, and in the City of Trinidad.

Relieve projected traffic congestion associated with planned future development.

Reconnect tribal lands.

Need:

The proposed project is needed because:

The only access to Trinidad Rancheria lands from US 101, Scenic Drive west of the Trinidad

Rancheria, is not safe or sustainable:

a. It is geologically unstable; slides and slip‐outs commonly cause partial or complete road

closures, particularly during the winter months.

b. It is not a pedestrian/bicycle friendly route, due to the lack of sidewalks and minimal or no

paved shoulders.

The current capacity at several intersections would be inadequate to accommodate projected

increases in traffic due to planned future development.

The construction of US 101 severed tribal lands.

4. TRAFFIC ENGINEERING PERFORMANCE ASSESSMENT

Traffic Operations:

The Trinidad Area Freeway Master Plan Study (Traffic Study), prepared by Omni‐Means, Ltd., was

approved by District 1 Traffic Operations in February 2014. The Traffic Study analyzed US 101, from the

Sixth Street I/C to the Trinidad‐Main Street I/C, as well as Main Street, Scenic Drive, Westhaven Drive, the

Sixth Street I/C and the Trinidad‐Main Street I/C. The Traffic Study analyzed existing performance, and

future performance of these facilities based on anticipated growth. The Traffic Study projected traffic

growth for this area of Humboldt County, including the City of Trinidad and the Trinidad Rancheria.

The development envisioned in the Cher‐Ae Heights Indian Community of the Trinidad Rancheria,

December 2011, was included in the traffic projections as well. The Traffic Study projected traffic

volumes to the year 2040 conditions.

While additional alternatives are presented for consideration in this PSR-PDS, the Traffic Study analyzed

three alternatives:



No Project.

Alternative 1A. Reconstruct Trinidad-Main Street I/C to accommodate year 2040 traffic

Alternative 3A. New freeway I/C at Cher-Ae Lane to accommodate year 2040 traffic.

At the time the Traffic Study was prepared, some of the current alternatives had not been brought about

yet, including the Baker Ranch Road interchange or the One‐Mile Spacing Interchange. While the Traffic

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US 101 / Trinidad Area Access Improvements

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Study does not consider the full range of alternatives, the analysis results can be applied to the range of

alternatives presented in the PSR‐PDS, based on comparable alternatives. For example, results from the

Traffic Study for a new Cher‐Ae Lane Interchange can be applied to the Baker Ranch Road Interchange,

with similar results.

According to the Traffic Study, all intersections and roadway segments within the study area, including

US 101 mainline and interchanges, are currently operating at acceptable levels of service (LOS) (LOS B or

higher). With anticipated growth and projected traffic volumes from the Traffic Study, and without full

build‐out of the Trinidad Rancheria Master Plan, all intersections and roadway segments within the

study area are expected to continue operating at acceptable LOS for the year 2040 conditions.

With full development of the Trinidad Rancheria Master Plan, several intersections are expected to

operate at unacceptable LOS (LOS D or lower) in the year 2040 conditions. The Scenic Drive/Main Street

intersection, Main Street/US 101 northbound ramps intersection, and the Scenic Drive/Cher‐Ae Lane

intersections all would be operating at LOS F, and would require improvements to provide for acceptable

levels of service (LOS C or higher). US 101 mainline and ramp junctions would continue to operate at

acceptable LOS under the year 2040 conditions with full build‐out. Table 2 shows a summary of the

intersection LOS for the year 2040 conditions with full development of the Trinidad Rancheria Master

Plan, for the analyzed alternatives.

TABLE 2: INTERSECTION LOS FOR YEAR 2040 CONDITIONS

WITH FULL MASTER PLAN DEVELOPMENT

Location

No‐Build

Alternative 1A

(Maintain Two‐Way

(Reconstruct Trinidad‐

Stop Control

Main Street I/C with

(TWSC)

Signals)

AM Peak PM Peak

Alternative 3A

(New US 101/

Cher‐Ae Lane I/C)

AM Peak

PM Peak

AM Peak

PM Peak

Hour

6th Street/Kay Avenue

6th Street/Kahlstrom Avenue

Kay Avenue/US 101 SB Ramps

Kahlstrom Avenue/7th Avenue

Scenic Drive/Main Street

Main Street/US 101 SB Ramps

Main Street/US 101 NB Ramps

Westhaven Drive/Frontage Road

Scenic Drive/Baker Ranch Drive

Scenic Drive/Cher‐Ae Lane

Scenic Drive/Cher‐Ae Heights Casino

Scenic Drive/Landford Road

Cher‐Ae/101 SB Ramps

‐

Cher‐Ae/101 NB Ramps

‐

Cher‐Ae/Westhaven

‐

Notes:

“‐“ Denotes that the intersection does not exist for this alternative.

Either the proposed US 101/Cher‐Ae Lane interchange or reconstruction of the existing Trinidad‐Main

Street interchange will result in acceptable LOS (LOS C or better) for all of the studied intersections.

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Table 3 shows a summary of the US 101 mainline and ramp junction LOS for the year 2040 conditions

with full development of the Trinidad Rancheria Master Plan, for the analyzed alternatives.

TABLE 3: US 101 MAINLINE AND RAMP JUNCTION LOS FOR YEAR 2040

CONDITIONS WITH FULL MASTER PLAN DEVELOPMENT

Location

No Project

Alternative 1A

(Maintain Two‐Way

(Reconstruct

Stop Control

Trinidad‐Main Street

(TWSC)

I/C with Signals)

AM Peak PM Peak

Alternative 3A

(New US 101/

Cher‐Ae Lane I/C)

AM Peak

PM Peak

AM Peak

PM Peak

Hour

NB US 101 (Westhaven to Trinidad)

SB US 101 (Westhaven to Trinidad)

US 101 Mainline

US 101 Ramps @ Sixth Street Interchange (Merge/Diverge)

NB Off‐Ramp

NB On‐Ramp

SB Off‐Ramp

SB On‐Ramp

US 101 Ramps @ Cher‐Ae Lane Interchange (Merge/Diverge)

NB Off‐Ramp

‐

NB On‐Ramp

‐

SB Off‐Ramp

‐

SB On‐Ramp

‐

US 101 Ramps @ Trinidad‐Main Street Interchange (Merge/Diverge)

NB Off‐Ramp

NB On‐Ramp

SB Off‐Ramp

SB On‐Ramp

Notes:

“‐“ Denotes that the ramp junctions do not exist for this alternative.

For the base (no project) year 2040 conditions, the traffic operations analysis shows that without

improvements, there will be an unacceptable LOS at several intersections. In order to provide adequate

traffic operations, either the existing Trinidad‐Main Street interchange will need to be reconstructed or a

new interchange in the vicinity of the Trinidad Rancheria is required.

Intersection Control Evaluation (ICE) ‐ New US 101/Cher‐Ae Lane Interchange:

In accordance with Traffic Operations Policy Directive (TOPD) 13‐02, an Intersection Control Evaluation –

Step 1 (ICE) was completed for the proposed US 101/Cher‐Ae Lane interchange, which evaluated three

alternatives at this proposed interchange. The three intersection alternatives that were evaluated were

All‐Way Stop Control, Signalized Intersections, and Modern Roundabouts. Based on the ICE Report

prepared by Omni‐Means, dated November 30, 2015, all three alternatives are projected to provide

acceptable traffic operations beyond the year 2040 conditions. The All‐Way Stop Control and Signalized

Intersection alternatives provide LOS B for both AM and PM peak hours, while the Modern Roundabout

alternative provides LOS A for both AM and PM peak hours.

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Intersection Control Evaluation (ICE) ‐ US 101/Trinidad‐Main Street Interchange:

In accordance with Traffic Operations Policy Directive (TOPD) 13‐02, an intersection control evaluation

was completed for the US 101/Trinidad‐Main Street interchange, which evaluated three alternatives at

this interchange. The three intersection alternatives that were evaluated were No‐Build, Signalized

Intersections, and Modern Roundabouts. Based on the ICE Report prepared by Omni‐Means, dated

November 30, 2015, the No‐Build alternative is projected to provide unacceptable traffic operations under

the year 2040 conditions. Both the Signalized Intersections and Modern Roundabout alternatives are

projected to provide acceptable traffic operations under the year 2040 conditions. The Modern

Roundabout alternative is projected to provide the highest levels of service for all intersections, with LOS

of either A or B for the year 2040 conditions. Signalized intersections would provide LOS B or C, and the

No‐Build alternative is projected to provide levels of service as low as LOS F.

ICE Review by Caltrans District 1 Traffic Operations:

The Intersection Control Evaluations prepared for both the Proposed US 101/Cher‐Ae Lane Interchange

and the US 101/Trinidad‐Main Street Interchange were reviewed by Caltrans District 1 Traffic Operations

staff, and concurrence on both ICE Reports was received in a letter from Troy Arseneau, PE, District 1

ICE Coordinator, dated December 16, 2015. Along with concurrence on the ICE Reports, the letter states

that if full build‐out of the Rancheria Master Plan is anticipated, a new interchange is the appropriate

alternative, versus making significant improvements to downtown Main Street in Trinidad.

Weaving Analysis:

Caltrans District 1 Office of Traffic Operations performed an independent weaving analysis for the

proposed US 101/Cher‐Ae Lane interchange, with results provided in a memorandum dated January 17,

2014. Based on the approximate 0.7 mile spacing proposed, the conclusion from this analysis was that

there is adequate distance on US 101 between the proposed interchange ramps and the existing Trinidad

interchange ramps to accommodate the interaction of entering and exiting traffic. The analysis included

both current and projected traffic volumes on US 101, in both the north and south directions. The

analysis also confirmed that auxiliary lanes will not be needed if a new interchange is constructed near

PM 100.2.

Traffic Collision Analysis:

A traffic collision analysis was prepared by the District 1 Traffic Safety Office on November 17, 2017.

The collision analysis was conducted for the most recently available 3‐year time period (in TASAS

database), from 07/01/2012 to 6/30/2015, for the US 101 corridor from PM 97.4 to PM 101.2 (From 0.7 mile

south of Westhaven Undercrossing to 0.5 mile north of the Trinidad‐Main Street interchange).

There were 30 total reported collisions within this 4.068 mile segment (13 SB, 17 NB, 0 fatality, 9 injury, 23

ʺproperty damage onlyʺ, 5 multi‐vehicle, 8 ʺwet road surfaceʺ, 2 ʺsnow, icy road surfaceʺ, 3 ʺdark‐no

street lightʺ, 3 ʺdark‐street lightʺ). From TASAS Table B, this highway segment has actual ʺFatalʺ and

ʺF+Iʺ collision rates which are less than the statewide average for similar highway facilities. The actual

ʺTotalʺ collision rate is 1.9 times greater than the statewide average for similar highway facilities, as

shown below in Table 4.

TABLE 4: COLLISION RATE SUMMARY FOR HUM‐101‐97.4 / 101.2

TABLE B DATES: 07/01/2012 TO 6/30/2015

Actual Accident Rates

Fatal

F+I

Total

0.000

0.17

0.72

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Average Accident Rates

Fatal

F+I

Total

0.014

0.17

0.38

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Of the reported 30 collisions within this segment, the principal primary collision factor was ʺimproper

turnʺ (11 of 30), followed by ʺspeedingʺ (6 of 30), ʺother than driverʺ (6 of 30), ʺinfluence of alcoholʺ (4 of

30), ʺother violationsʺ (2 of 30), and ʺfailure to yieldʺ (1 of 30). The primary ʺType of Collisionʺ resulted in

a single vehicle running off the road in 18 of 30 collisions. Of the 18 run off road collisions, 17 involved a

vehicle hitting an object off the roadway; the objects struck are as follows: tree(s) (1 of 17), sign (3 of 17),

embankment (6 of 17), fence (1 of 17), guard rail (1 of 17), object off road (1 of 17), curb or dike (1 of 17),

ditch (1 of 17), utility pole (1 of 17).

Summarizing the 18 run off road collisions, 4 involved a driver under the influence of alcohol, 13 of 18

were of unknown cause, 4 of 18 were the result of improper turn, and 1 of 18 was caused by a merging

vehicle at the Westhaven SB onramp. The initial movement preceding collision involved a vehicle run off

road. The majority of the 30 reported collisions occurred during ʺdaylightʺ (20 of 30) on a ʺdryʺ road

surface (20 of 30). There has been no history of Table B collision concentration locations within this

segment. After review and consideration of all driver/witness statements and Traffic Collision Report

summaries, no collision concentrations or apparent collision patterns were identified. Three of the

reported 30 collisions occurred on ramps within the project limits; these collisions are as follows:

•



SB Westhaven On‐ramp ‐ PM 97.772 SB: This collision involved a motorist that ran off the road

to the driverʹs right due to speeding and uncertainty as to which way to turn onto this onramp.

NB Westhaven Off‐ramp ‐ PM 98.003 NB: This collision involved a reckless driver speeding and

running off the road.

SB Trinidad Off‐ramp ‐ PM l00.832 SB: This collision involved a reckless driver (traveling at 80‐

120 mph) which ran off the road to the driverʹs left, over‐corrected, and ran off the road to the

driverʹs right.

The project is expected to include shoulder widening to reduce the frequency of run off road collisions

within the project limits, by providing additional recovery room for errant vehicles. As stated in the

previous collision analysis from November 16, 2015, collision frequency from construction of one of the

proposed interchange alternatives (HUM‐101 approximately PM 98.8/100.3) is expected to increase when

compared with the collision frequency of the existing highway segment at this location. This increase is

expected to be offset by a decrease in collision frequency at the Westhaven, Sixth St., and Trinidad

Interchanges due to lower traffic volumes utilizing these interchanges after construction of one of the

proposed interchange alternatives. Perpetuation of existing center‐line and shoulder rumble strip at all

appropriate locations within the project limits is recommended to help continue to provide auditory and

vibro‐tactile warning to errant drivers.

5. DEFICIENCIES

Primary Deficiencies:

Safe and Sustainable Access to the Trinidad Rancheria ‐ Scenic Drive, from 1.5 miles south of Cher‐Ae

Lane to Cher‐Ae Lane, has numerous narrow, one‐lane unpaved areas that are geologically unstable.

Maintaining this section of Scenic Drive in a sustainable and reliable manner is not viable as documented

in the Geotechnical Screening of Alternatives Memorandum, SHN Consulting Engineering & Geologists,

Inc., August 27, 2015. See Attachment J. Winter storms often result in full closure of this section of Scenic

Drive, leaving the Rancheria with only one means of ingress/egress (Scenic Drive, north of Cher‐Ae

Lane).

Traffic Level of Service ‐ Based on the information presented in Section 4 above, and the Trinidad Area

Freeway Master Plan Study (Traffic Study), prepared by Omni‐Means, Ltd, projected traffic growth within

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the study will result in LOS F conditions at intersections on Scenic Drive and at the US 101/Trinidad‐Main

Street I/C.

Tribal Lands Connectivity ‐ When US 101 was constructed in the early 1950’s, Tribal lands were severed

by the freeway. Currently, Tribal members living on the east side of US 101 have to travel 2 miles to

access services at the Trinidad Rancheria. Some residents on the east side of the freeway simply walk

across the freeway lanes to reach the Rancheria (a 0.3+/‐ mile distance).

Secondary Deficiencies:

Inadequate Shoulder Widths ‐ According to the collision analysis prepared by Caltrans District 1 Traffic

Operations, collisions along US 101 in the study area more often than not have resulted in the driver

running off road, typically hitting another object off the road. US 101 shoulder widths through most of

the study area are 4’ wide, rather than the standard 10’ wide. In addition, shoulder widths along Scenic

Drive and Westhaven Drive are minimal or non‐existent.

6. CORRIDOR AND SYSTEM COORDINATION

Route Adoption:

US 101, from Little River Bridge (PM 97.5) to 0.3 mile north of Trinidad‐Main Street (PM 101.0), was

adopted into the freeway system by the California Highway Commission on June 21, 1955.

The US 101 freeway agreement, within the then City of Trinidad city limits, between the California

Department of Public Works and the City of Trinidad, was approved in 1957. The freeway agreement

reconfigured portions of the state highway and identified a half interchange at Trinidad‐Main Street.

The US 101 freeway agreement, from Little River Bridge to 0.3 mile north of Trinidad‐Main Street,

between the California Division of Highways and Humboldt County, was approved in 1957. In 1959, the

freeway agreement was amended to provide a full interchange at Trinidad‐Main Street. The freeway

agreements reconfigured state and local roads to result in the current configuration.

Statewide, Regional, and Local Planning:

The US 101 Draft Transportation Concept Report (TCR) within District 1 was completed in October, 2017.

The Draft TCR concept is to maintain the existing Ultimate Facility Concept in Humboldt County, which

includes a mixture of 4‐lane freeway/expressway and 2‐lane conventional highway. US 101 is a 4‐lane

Freeway within the project area.

US 101, within much of District 1 and within the project limits, is legislatively designated as the “Pacific

Coast Bike Route”. Meeting the needs of non‐motorized travel is a priority with ongoing consideration

being given to upgrading shoulders and providing parallel route access where appropriate.

The District System Management Plan for District 1 was approved on October 3, 2012. US 101, in the

project area, meets the ultimate transportation concept.

US 101, in the project area, is served by Redwood Coast Transit and Redwood Transit System.

There are park and ride lots on both the east and west sides of the Trinidad‐Main Street I/C.

There are not any other planned or programmed STIP projects in the project area.

The Trinidad Rancheria approved the Cher‐Ae Heights Indian Community of the Trinidad Rancheria

Comprehensive Community‐Based Plan in December 2011. The 90+/‐ acre Rancheria is bisected by US

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101 and includes housing, offices, library, restaurant and casino on the west side of US 101. East of US

101, the Rancheria includes housing. In the City of Trinidad, the Rancheria owns the Trinidad Pier &

Harbor, as well as a restaurant. The land use portion of the plan identifies expanded commercial, cultural

and residential development.

The Trinidad Rancheria Transportation Plan (TRTP) identifies the need to develop a new interchange

with US 101 at Cher‐Ae Lane (Cher‐Ae Heights Indian Community of the Trinidad Rancheria – Tribal

Transportation Plan 2006‐2026, Winzler & Kelly, March 15, 2006).

The Humboldt County General Plan does not specifically allow for construction of new roadways,

highway overcrossings, or interchanges. However, Humboldt County representatives have been

involved with the development of the project, and have expressed support with regards to moving

forward with the project.

The City of Trinidad’s General Plan update has been in draft form since 2009. Within the City’s draft

General Plan update, significant effort was made to express the City’s desire to maintain the current rural

lifestyle, protect the unique character of the City as a “fishing village”, encourage limited tourism, and

minimize adverse impacts caused by visitors.

Maintenance Agreements:

Improvements identified in the various alternatives will likely require a modification to the existing

maintenance agreement, or a new maintenance agreement with Humboldt County or the Trinidad

Rancheria. This modified or new maintenance agreement would be needed to define maintenance

responsibilities and financial arrangements, and would be executed after the Project Approval and

Environmental Document (PA&ED) phase.

FHWA Actions:

No FHWA action is required.

State Actions:

Alternatives proposing modifications to existing or new interchanges will affect existing freeway access‐

control, and will need to be addressed. In addition, the California Transportation Commission (CTC) will

need to provide consent prior to adding a new public road connection to US 101, which will require a

new freeway agreement with Humboldt County (to be completed after PA&ED phase).

7. ALTERNATIVES

A range of alternatives, including the No‐Build Alternative, were considered at this Project Initiation

phase. All these alternatives, and potentially additional alternatives, will be analyzed in the Project

Approval and Environmental Document (PA&ED) phase. Following are the alternatives under

consideration. Each alternative was analyzed using consistent factors in order to provide similar

comparisons between each alternative. As summarized in Table 5 below, five alternatives have been

identified (Alternatives 3A, 3B, 5A, 5B, and 8) that appear to meet the Purpose and Need. See

Attachment B for preliminary exhibits for each alternative.

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Increased Safety?

Estimated Project

Cost

Environmental

Impacts

Right‐of‐Way

Impacts

Aesthetics

(Analysis Item)

Alternative 1A: Improvements to

the US 101/Trinidad‐Main Street

interchange with Traffic Signals

Alternative 1B: Improvements to

the US 101/Trinidad‐Main Street

interchange with Roundabouts

Alternative 2: Cher‐Ae Lane

Overcrossing with local road

connections to Westhaven Drive and

Scenic Drive

Alternative 3A: New US 101/Cher‐

Ae Lane interchange with local road

connections to Scenic Drive and

Westhaven Drive

Alternative 3B: Identical to

Alternative 3A but with local road

connection to Scenic Drive and Class

I Mixed‐Use Trail connection to

Westhaven Drive

Alternative 4A: Improvements to

Scenic Drive from Westhaven to

Trinidad.

Alternative 4B: Construction of new

frontage road to replace Scenic

Drive, from Westhaven to Cher‐Ae

Lane, and improvements to Scenic

Drive from Cher‐Ae Lane to

Trinidad.

Alternative 5A: Combine

Alternative 1A and Alternative 2.

Improvements to the US

101/Trinidad‐Main Street

interchange with Traffic Signals, and

Cher‐Ae Lane Overcrossing with

local road connections to Westhaven

Drive and Scenic Drive.

Improves Traffic

Operations?

Alternative

Appears to Meet

Purpose and need?

TABLE 5: SUMMARY OF PROJECT ALTERNATIVES

(1)

(2)

(3)

(4)

(5)

(6)

(7)

Yes

$38.8M

Med

High

Yes

$20.1M

Med

High

Yes

$18.2M

High

Yes

$32.3M

High

Yes

$31.3M

High

Yes

$22.0M

Med

Low

Yes

$31.7M

Very

High

Very

High

Med

Yes

$48.0M

High

Very

High

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Increased Safety?

Estimated Project

Cost

Environmental

Impacts

Right‐of‐Way

Impacts

Aesthetics

(Analysis Item)

Alternative 5B: Combine

Alternative 1B and Alternative 2.

Improvements to the US

101/Trinidad‐Main Street

interchange with Roundabouts, and

Cher‐Ae Lane Overcrossing with

local road connections to Westhaven

Drive and Scenic Drive.

Alternative 6: New US 101/Baker

Ranch Road interchange with local

road connections to Scenic Drive

and Westhaven Drive, and frontage

road between Baker Ranch Road and

Cher‐Ae Lane.

Alternative 7: Combine Alternative

2 and Alternative 4B. Cher‐Ae Lane

Overcrossing with local road

connections to Westhaven Drive and

Scenic Drive, new frontage road to

replace Scenic Drive, from

Westhaven to Cher‐Ae Lane, and

improvement to Scenic Drive from

Cher‐Ae Lane to Trinidad.

Alternative 8: New US 101/1.0 Mile

Spacing Interchange approximately

1 mile south of the US 101/Trinidad‐

Main Street Interchange, with local

road connections to Cher‐Ae Lane

and Westhaven Drive.

No‐Build Alternative: This

alternative assumes no

improvements to any of the

roadways in the study area.

Improves Traffic

Operations?

Alternative

Appears to Meet

Purpose and need?

TABLE 5: SUMMARY OF PROJECT ALTERNATIVES

(1)

(2)

(3)

(4)

(5)

(6)

(7)

Yes

$31.5M

High

Very

High

Yes

$39.6M

Very

High

Very

High

Yes

$39.5M

Very

High

Very

High

Yes

$32.6M

High

‐

None

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Nonstandard Design Features:

For each alternative, the preliminary designs were compared to design standards using the DIB 78 Design

Checklist and a Design Standards Risk Assessment was completed. Common to alternatives 3A and 3B is

the need for an exception to the following mandatory design standard:

Nonstandard Feature:

It is proposed to construct a new interchange on US 101 that would result in interchange spacing

less than the minimum standard spacing. A new interchange is proposed to be located between

the 6th Street Interchange and the Trinidad‐Main Street Interchange, and would be a minimum of

0.7 miles or greater south of the Trinidad‐Main Street Interchange.

Standard for Which Exception is Required:

Per the Highway Design Manual (HDM), Topic 501.3: The minimum interchange spacing shall

be one mile in urban areas, two miles outside of urban areas, and two miles between freeway‐

to‐freeway interchanges and other interchanges.

Reason for Requesting Exception:

The primary reason for requesting the exception is that the project will provide improved access

between the Trinidad Rancheria and US 101. Currently, Scenic Drive is the only roadway

serving the residential, recreational and tribal developments along the coast, between the

community of Westhaven and the City of Trinidad. North and south of the Trinidad

Rancheria, Scenic Drive extends along unstable coastal bluffs that have a history of slides

and slip‐outs resulting in closure of the road for extended periods of time. Numerous

locations are unpaved and single‐lane. These closures have a significant negative impact

on public access and emergency access along Scenic Drive. The proposed project would

add another point of access between US 101 and Scenic Drive which will improve

emergency access and result in a public safety benefit.

Additional benefits to the project are the reconnection of tribal lands, which were severed by the

construction of US 101, and to provide infrastructure that will accommodate planned future

development. Development of the Trinidad Rancheria’s approved master plan (Cher‐Ae Heights

Indian Community of the Trinidad Rancheria, Comprehensive Community‐Based Plan, December

2011) would increase traffic volume and cause an unacceptable level of service.

Interchange Spacing Design Exception Approval:

The interchange spacing design standard exception was approved on September 29, 2016 and can

be provided upon request.

In support of the approval of the interchange spacing design exception, Omni‐Means prepared a

Technical Memorandum, dated September 22, 2016, that provides a detailed analysis of the items

required to be addressed pursuant to DIB No. 77 “Interchange Spacing”.

Other anticipated exceptions to design standards that are common to all alternatives are summarized

below and included in Table 6.

Standard for Which Exception is Required:

Mandatory Design Standard, 203.2 Standards for Curvature: Tables 202.2A through 202.2E shall

be the minimum radius of curve for superelevation rates and design speeds on highways.

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Nonstandard Feature:

The minimum radius of horizontal curves for US 101 is 2,100 feet. Existing horizontal curves

along US 101 vary from 1,800 feet to 12,000 feet, thus would require an exception without a

change in the horizontal alignment.

Standard for Which Exception is Required:

Mandatory Design Standard, 305.1 Median Width: Freeways and Expressways. In areas where

restrictive conditions prevail the minimum median width shall be 22 feet.

Nonstandard Feature:

Currently the median width along US 101 in the project area varies from 4 feet at the south end to

22 feet at the north end. The various project alternatives would improve US 101 with a minimum

median width of 12’.

Standard for Which Exception is Required:

Advisory Design Standard, 309.1 Horizontal Clearances for Highways: Existing above‐ground

utilities and existing large trees as defined in Index 902.2(2) should conform to the guidance

associated with necessary highway features stated above.

Nonstandard Feature:

It is anticipated that all alternatives will have conflicts with existing trees, and may not be able to

conform to the guidance discussed above. This item will be further reviewed during subsequent

phases of project development.

TABLE 6: DESIGN STANDARDS RISK ASSESSMENT

(COMMON TO ALL ALTERNATIVES)

Probability

of Design

Exception

Approval

Mandatory Design Standard

 Existing condition.

 Evaluate collisions.

M: 203.2 Standards for Curvature:

Tables 202.2A through 202.2E shall be the

minimum radius of curve for superelevation

rates and design speeds on highways.

The minimum radius of horizontal curves for US

101 is 2,100 feet. Existing horizontal curves along

US 101 vary from 1,800 feet to 12,000 feet, thus

would require an exception without a change in the

horizontal alignment.

M: 305.1 Median Width: Freeways and

Expressways.

In areas where restrictive conditions prevail the

minimum median width shall be 22 feet.

Currently the median width along US 101 in the

project area varies from 4 feet at the south end to 22

feet at the north end. The various project

alternatives would improve US 101 with a minimum

median width of 12’.

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Justification for Probability Rating

HIGH

 Existing condition.

 Proposed improvement to

existing condition.

HIGH

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TABLE 6: DESIGN STANDARDS RISK ASSESSMENT

(COMMON TO ALL ALTERNATIVES)

Probability

of Design

Exception

Approval

Advisory Design Standard

Justification for Probability Rating

 Fixed objects will be addressed

and removed to the fullest

extent feasible.

A: 309.1 Horizontal Clearances for Highways:

Existing above-ground utilities and existing large

trees as defined in Index 902.2(2) should conform to

the guidance associated with necessary highway

features stated above.

HIGH

It is anticipated that all alternatives will have

conflicts with existing trees, and may not be able to

conform to the guidance discussed above. This item

will be further reviewed during subsequent phases

of project development.

For all other exceptions to design standards, a Design Standards Risk Assessment was completed and is

included with each alternative discussion below.

Improvements to Main Street with Signalized Intersections:

Alternative 1A

 Four traditional signalized intersections

 Replacement of the Trinidad‐Main Street Interchange

 Widen Main Street from Scenic Drive to Westhaven Drive

 Widen Scenic Drive from Cher‐Ae Lane to Main Street

Alternative 1A includes Improvements to Main Street with signalized intersections, replacement of the

Trinidad‐Main Street Interchange (PM 100.7), widening of Main Street from Scenic Drive to Westhaven

Drive, and widening of Scenic Drive from Cher‐Ae Lane to Main Street in the City of Trinidad.

See Figure 2.

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Figure 2 ‐ Alternative 1A Schematic Exhibit

Alternative 1A improvements include:



Construction of traffic signals at each of the four Main Street and Westhaven Drive intersections

at this location

Reconstruction and widening of Main Street to accommodate future traffic demands

Reconstruction of the Main Street profile to meet current design standards

Construction of a new US 101 undercrossing structure to accommodate the widened Main Street

Reconstruction of the US 101 on and off‐ramps to accommodate future traffic demands

Reconstruction of US 101 mainline to provide a minimum 12 foot wide median and 10 foot

shoulders

Reconstruction of US 101 mainline profile to meet current decision sight distance standards

Widening and/or reconstruction of Scenic Drive to provide 4 foot minimum shoulders and

sidewalk on one side

Reconstruction of adjacent roadways to tie in to existing improvements

(1) Purpose and Need: Alternative 1A alone does not meet the purpose and need for this project.

While improvements to the Trinidad‐Main Street Interchange would accommodate the planned

future development in the area, it does not provide for a 2nd safe and sustainable access to and from

US 101, for all modes of transportation, to the Trinidad Rancheria and the surrounding communities,

nor does it reconnect tribal lands within the study area.

(2) Traffic Operations: Alternative 1A includes improvements to the US 101/Trinidad‐Main Street

interchange, as well as Scenic Drive, that would result in improved traffic operations, and would

provide for acceptable levels of service for the 3 intersections that would otherwise perform at

unacceptable levels of service.

(3) Increased Safety: Alternative 1A will widen the median and shoulders on US 101, and would

chiefly construct the proposed improvements to current standards (See Section 8). Scenic Drive,

between Cher‐Ae Lane and Main Street, will also be improved. These improvements will likely

result in increased public safety.

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(4) Project Costs: Total Capital Outlay project costs for Alternative 1A are estimated at $38.8 million,

are higher than expected for projects of similar size and nature, and are in the high‐range of

estimated costs for all alternatives. The additional project costs can be attributed to replacement of

the Trinidad‐Main Street Interchange (PM 100.7), extensive grading work and significant retaining

wall work. See Appendix E for the preliminary project cost estimate worksheet.

(5) Environmental Impacts: It is anticipated that Alternative 1A will have some minor impacts to

existing environmental resources within the project limit. Some existing drainage features, including

culverts and drainage ditches/streams will need modification or mitigation. In addition, there is

potential to discover cultural resources in the vicinity of the project. However, since it is

reconstruction and will have a similar footprint to the existing footprint, the risk level is less than

other alternatives proposing new roadways.

(6) Right‐of‐Way Impacts: Due to the extensive grading and vertical profile changes, it is

anticipated that some right‐of‐way acquisition will be required for Alternative 1A. Right‐of‐way

acquisition is expected to be limited to partial takes in areas where roads are widened, or extensive

grading must be done to allow for adequate sight distance or to meet other standards. It is estimated

that 7‐10 parcels will be affected adjacent to the US 101/Trinidad‐Main Street interchange, and 10‐15

parcels could be affected along Scenic Drive. See Section 8 and Appendix D for the right‐of‐way

impact summary and exhibit.

(7) Aesthetics: Alternative 1A will significantly alter the existing rural and unique character of the

Trinidad‐Main Street interchange. The drastic change is likely to be considered incompatible with

the rural fishing village character of the City of Trinidad, and the City’s Draft General Plan.

(8) Design Exceptions: The preliminary design and design standards were checked using the DIB 78

Design Checklist. A Design Standards Risk Assessment was completed for Alternative 1A and the

anticipated exceptions to design standards (beyond those identified for all alternatives) are presented

in Table 6. The Design Standards Risk Assessment for this alternative will be further addressed in

the PA&ED phase.

TABLE 7: DESIGN STANDARDS RISK ASSESSMENT (ALTERNATIVE 1A)

Probability

of Design

Exception

Approval

Mandatory Design Standard

 Proposed is similar to the

existing condition.

 Operation to be verified by

traffic modeling.

M: 504.3(3) - Location and Design of Ramp

Intersections on the Crossroads.

The minimum distance (curb return to curb

return) between ramp intersections and local

road intersections shall be 400 feet.

MEDIUM

As little as 20 feet is provided in the design.

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Justification for Probability Rating

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TABLE 7: DESIGN STANDARDS RISK ASSESSMENT (ALTERNATIVE 1A)

Probability

of Design

Exception

Approval

Advisory Design Standard

A: 310.2 - Outer Separation.

In urban areas and in mountainous terrain, the width

of the outer separation should be a minimum of 26

feet from edge of traveled way to edge of traveled

way.

Justification for Probability Rating

 Existing condition.

 Need to evaluate collisions.

HIGH

Outer separation between the southbound US 101

off-ramp and Patricks Point Drive is only 24'.

Improvements to Main Street with Roundabouts:

Alternative 1B

 Construct two modern roundabouts

 Reconstruct on and off‐ramps

 Widen Scenic Drive from Cher‐Ae Lane to Main Street

Alternative 1B includes improvements to Main Street with modern roundabouts, including

reconstruction of the on and off‐ramps, reconstruction of Main Street, and widening of Scenic Drive from

Cher‐Ae Lane to Main Street in the City of Trinidad (PM 100.0 – 101.1).

See Figure 3.

Figure 3 ‐ Alternative 1B Schematic Exhibit

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Alternative 1B improvements include:



Construction of two large modern roundabouts at the interchange

Reconstruction of Main Street to accommodate future traffic demands

Reconstruction of the US 101 on and off‐ramps

Widening and/or reconstruction of Scenic Drive to provide 4 foot minimum shoulders and

sidewalk on one side

Reconstruction of adjacent roadways to tie in to existing improvements

(1) Purpose and Need: Alternative 1B alone does not meet the purpose and need for this project.

While improvements to the Trinidad‐Main Street Interchange would accommodate the planned

future development in the area, it does not provide for a 2nd safe and sustainable access to and from

US 101, for all modes of transportation, to the Trinidad Rancheria and the surrounding communities,

nor does it reconnect tribal lands within the study area.

(2) Traffic Operations: Alternative 1B includes improvements to the US 101/Trinidad‐Main Street

interchange, as well as Scenic Drive, that would result in improved traffic operations, and would

provide for acceptable levels of service for the 3 intersections that would otherwise perform at

unacceptable levels of service.

(3) Increased Safety: Alternative 1B will widen the shoulders on US 101 within the immediate

project area, and would chiefly construct the proposed improvements to current standards (See

Section 8). Scenic Drive, between Cher‐Ae Lane and Main Street, will also be improved. These

improvements will likely result in increased public safety.

(4) Project Costs: Total Capital Outlay project costs for Alternative 1B are estimated at $20.1 million,

which is similar to what would be expected for projects of similar size and nature, and is in the low‐

range of estimated costs for all alternatives. The cost estimate provided for this alternative assumes

significantly less reconstruction of US 101 adjacent to the Trinidad‐Main Street interchange, as well as

allowing the existing undercrossing structure to remain in place. The median is not widened with

this alternative, since the existing structure would remain in place, and there would not be adequate

decision sight distance (DSD) from US 101 to the northbound off‐ramp to Main Street without

reconstruction of US 101 similar to alternative 1A. To replace the existing structure and reconstruct

US 101 to meet the DSD standard, estimated costs for Alternative 1B would be similar to Alternative

1A, around $37.8 million. See Appendix E for the preliminary project cost estimate worksheet.

(5) Environmental Impacts: It is anticipated that Alternative 1B will have slightly more impacts

(than Alternative 1A) to existing environmental resources within the project limit. Some existing

drainage features, including culverts and drainage ditches/streams will need modification or

mitigation. In addition, there is potential to discover cultural resources in the vicinity of the project.

However, since it is reconstruction and will have a similar footprint to the existing footprint, the risk

level is less than other alternatives proposing new roadways.

(6) Right‐of‐Way Impacts: Due to the extensive grading and vertical profile changes, it is

anticipated that some right‐of‐way acquisition will be required for Alternative 1B. Right‐of‐way

acquisition would be similar to Alternative 1A, with the exception that the roundabout footprints will

be larger, and providing accessibility through the interchange will require additional length of lower

grades, thereby lowering the vertical profile of Main Street more than Alternative 1A. This would

likely require some full R/W acquisition to adjacent parcels east of US 101, and northeast of

Westhaven Drive. It is estimated that 7‐10 parcels will be affected adjacent to the US 101/Trinidad‐

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Main Street interchange, and 10‐15 parcels could be affected along Scenic Drive. See Section 8 and

Appendix D for the right‐of‐way impact summary and exhibit.

(7) Aesthetics: Alternative 1B will significantly alter the existing rural character of the Trinidad‐

Main Street interchange, and will require a significantly larger footprint within the interchange area.

The drastic change is likely to be considered incompatible with the rural fishing village character of

the City of Trinidad, and the City’s Draft General Plan.

(8) Design Exceptions: The preliminary design and design standards were checked using the DIB 78

Design Checklist. A Design Standards Risk Assessment was completed for Alternative 1B and the

anticipated exceptions to design standards (beyond those identified for all alternatives) are presented

in Table 7. The Design Standards Risk Assessment for this alternative will be further addressed in

the PA&ED phase.

TABLE 8: DESIGN STANDARDS RISK ASSESSMENT (ALTERNATIVE 1B)

Probability

of Design

Exception

Approval

Mandatory Design Standard

M: 504.3(3) - Location and Design of Ramp

Intersections on the Crossroads.

The minimum distance (curb return to curb

return) between ramp intersections and local

road intersections shall be 400 feet.

MEDIUM

Justification for Probability Rating

 Proposed is similar to the

existing condition.

 Operation to be verified by

traffic modeling.

As little as 20 feet is provided in the design.

Probability

of Design

Exception

Approval

Advisory Design Standard

A: 201.7 – Decision Sight Distance.

On freeways and expressways the decision sight

distance values in Table 201.7 should be used at

lane drops and at off-ramp noses to interchanges,

branch connections, roadside rests, vista points, and

inspection stations.

The minimum Decision Sight Distance for 70 mph

is 1,105 feet. Without reconstruction of the US 101

profile, a decision sight distance of approximately

972 feet (55 mph) is provided for the northbound

off-ramp to Main Street.

A: 310.2 - Outer Separation.

In urban areas and in mountainous terrain, the width

of the outer separation should be a minimum of 26

feet from edge of traveled way to edge of traveled

way.

Outer separation between the southbound US 101

off-ramp and Patricks Point Drive is only 24'.

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MEDIUM

Justification for Probability Rating

 SSD is OK; 70 mph SSD =

750-ft.

 Need to evaluate collisions.

 Need to evaluate potential

mitigation measures including

lighting striping, signage and

others.

 Existing condition.

 Need to evaluate collisions.

HIGH

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New Cher‐Ae Lane Overcrossing (PM 100.0):

Alternative 2

 Construct new Cher‐Ae Lane Overcrossing

 Local road connection to Scenic Drive and Westhaven Drive

 Widen Scenic Drive from Cher‐Ae Lane to Main Street

 Widen Westhaven Drive from Westhaven to Trinidad

Alternative 2 includes construction of a new overcrossing structure at Cher‐Ae Lane (PM 100.0), with

local road connections to Scenic Drive and Westhaven Drive, widening of Scenic Drive from Cher‐Ae

Lane to Main Street in the City of Trinidad, and widening of Westhaven Drive in the Community of

Westhaven to Main Street in the City of Trinidad. (PM 98.1 – 100.7).

See Figure 4.

Figure 4 ‐ Alternative 2 Schematic Exhibit

Alternative 2 improvements include:



Construction of a new overcrossing structure at PM 100.0

Reconstruction of Cher‐Ae Lane from Scenic Drive into the Rancheria

Construction of the Cher‐Ae Lane Extension to Westhaven Drive

Widening and/or reconstruction of Scenic Drive to provide 4 foot minimum shoulders and

sidewalk on one side

Widening of Westhaven Drive from the Community of Westhaven to the City of Trinidad

(1) Purpose and Need: Alternative 2 alone does not meet the purpose and need for this project. A

new overcrossing structure without a connection to US 101 would provide for only 2 of the 3 items of

the purpose and need. The new overcrossing would provide for a 2nd safe and sustainable access to

the Trinidad Rancheria, and would also reconnect tribal lands across US 101. But these

improvements will not accommodate the planned future development in the area, and thus, does not

meet the purpose and need.

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(2) Traffic Operations: Alternative 2 includes construction of a new overcrossing structure over US

101 at Cher‐Ae Lane, as well as improvements to Scenic Drive and Westhaven Drive, that would

result in slightly improved traffic operations. However, without any improvements to any of the

interchange areas, and without a direct connection to US 101, conditions for the Trinidad‐Main Street

interchange will remain at unacceptable levels of service, as outlined in the Traffic Operations section

above.

(3) Increased Safety: Alternative 2 will not provide any improvements to US 101, but will provide

improvements to Scenic Drive and Westhaven Drive. Therefore, increased safety would be expected

on Scenic Drive, from Cher‐Ae Lane to Trinidad, and along the length of Westhaven Drive, but

generally, overall increased safety would be minimal.

(4) Project Costs: Total Capital Outlay project costs for Alternative 2 are estimated at $18.2 million,

which is similar to what would be expected for projects of similar size and nature, and is in the low‐

range of estimated costs for all alternatives. The cost estimate provided for this alternative assumes

no reconstruction of US 101 adjacent to the Trinidad Rancheria or Trinidad. See Appendix E for the

preliminary project cost estimate worksheet.

(5) Environmental Impacts: It is anticipated that Alternative 2 will have somewhat high

environmental impacts, since it includes construction of a new roadway. It is likely that impacts

would include existing environmental resources within the project limit. Some existing drainage

features, including culverts and drainage ditches/streams will need modification or mitigation. The

area east of US 101 is mostly undeveloped, and has an increased potential of various environmental

impacts. In addition, there is potential to discover cultural resources in the vicinity of the project.

This alternative is in the medium range of environmental impacts as compared to other alternatives,

since the footprint only includes a single road connection across US 101, with no connection to US

101.

(6) Right‐of‐Way Impacts: Right‐of‐Way impacts for Alternative 2 will be somewhat high, since the

project will construct a new roadway across US 101, thereby requiring acquisition of R/W for the full

width of the roadway and associated improvements, including grading. Much of the R/W that will

be required for this project is land already owned by the Trinidad Rancheria, which will significantly

decrease the overall R/W impacts. It is estimated that 10‐12 parcels may be affected adjacent to US

101 in the Cher‐Ae Lane area for the overcrossing, as well as 10‐15 parcels along Scenic Drive. See

Section 8 and Appendix D for the right‐of‐way impact summary and exhibit.

(7) Aesthetics: Alternative 2 will alter the US 101 corridor with construction of a new overcrossing

structure. This impact will be significant for the area, but will be similar to existing interchanges and

overcrossing structures along the US 101 corridor.

(8) Design Exceptions: The preliminary design and design standards were checked using the DIB 78

Design Checklist. A Design Standards Risk Assessment was completed for Alternative 2 and there

no anticipated exceptions to design standards (beyond those identified for all alternatives). The

Design Standards Risk Assessment for this alternative will be further addressed in the PA&ED phase.

R1721PSR003.docx

US 101 / Trinidad Area Access Improvements

PSR‐PDS, December, 2017

01‐HUM‐101 PM 98.4/100.7

EA: 01‐48040K; EFIS: 0100020301

New US 101/Cher‐Ae Lane Interchange (PM 100.0):

Alternative 3A

 Construct new US 101/Cher‐Ae Lane Interchange

 Local road connection to Scenic Drive and Westhaven Drive

 Widen Scenic Drive from Cher‐Ae Lane to Main Street

 Widen Westhaven Drive from Westhaven to Trinidad

Alternative 3A includes construction of a new Type L‐1 Compact Diamond interchange at Cher‐Ae Lane

(PM 100.0), with both northbound and southbound ramp connections, local road connections to Scenic

Drive and Westhaven Drive, widening of Scenic Drive from Cher‐Ae Lane to Main Street in the City of

Trinidad, and widening of Westhaven Drive in the Community of Westhaven to Main Street in the City

of Trinidad. (PM 98.1 – 100.7).

See Figure 5.

Figure 5 ‐ Alternative 3A Schematic Exhibit

Alternative 3A improvements include:



Construction of a new Type L‐1 Compact Diamond interchange at PM 100.0

Construction of all northbound and southbound ramp connections

Reconstruction of Cher‐Ae Lane from Scenic Drive into the Rancheria

Construction of the Cher‐Ae Lane Extension to Westhaven Drive

Widening and/or reconstruction of Scenic Drive to provide 4 foot minimum shoulders and

sidewalk on one side

Widening of Westhaven Drive from the Community of Westhaven to the City of Trinidad

(1) Purpose and Need: Alternative 3A appears to meet the purpose and need for this project. A new

interchange with connections to US 101, and public road connections to Scenic Drive and Westhaven

Drive would provide for all of the purpose and need requirements outlined in this study. The new

interchange would provide for a 2nd safe and sustainable access to and from US 101, for all modes of

transportation, to the Trinidad Rancheria and the surrounding communities, accommodate the

planned future development in the area, and would also reconnect tribal lands across US 101.

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US 101 / Trinidad Area Access Improvements

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EA: 01‐48040K; EFIS: 0100020301

(2) Traffic Operations: Alternative 3A includes construction of a new interchange with an

overcrossing structure over US 101, public road connections to Scenic Drive and Westhaven Drive, as

well as improvements to Scenic Drive from Cher‐Ae Lane to Trinidad and for the length of

Westhaven Drive. These improvements would result in greatly improved traffic operations within

the study area. Once constructed, and upon full build‐out of the Trinidad Rancheria Master Plan, all

roadways, including US 101 mainline and interchanges, will operate at acceptable levels of service,

including the 3 intersections that would otherwise perform at unacceptable levels of service.

(3) Increased Safety: Alternative 3A will widen the median and shoulders on US 101, and would

chiefly construct the proposed improvements to current standards (See Section 8). Scenic Drive,

between Cher‐Ae Lane and Main Street, will also be improved, along with Westhaven Drive from the

community of Westhaven to Trinidad. These improvements will likely result in increased public

safety.

(4) Project Costs: Total Capital Outlay project costs for Alternative 3A are estimated at $32.3 million,

which is slightly higher than what would be expected for projects of similar size and nature, and is in

the mid‐range of estimated costs for all alternatives. Costs estimated for this alternative are increased

due to areas that will require some extensive grading and retaining wall work due to existing

topography. This additional cost is typical of nearly all of the alternatives that were analyzed with

this study, due to the highly variable terrain within the entire study area. See Appendix E for the

preliminary project cost estimate worksheet.

(5) Environmental Impacts: It is anticipated that Alternative 3A will have somewhat high

environmental impacts, since it includes construction of a new roadway, and construction of a full

new interchange. It is likely that impacts would include existing environmental resources within the

project limit. Some existing drainage features, including culverts and drainage ditches/streams will

need modification or mitigation. The area east of US 101 is mostly undeveloped, and has an

increased potential of various environmental impacts. The area that includes the new interchange

and on and off‐ramps is also mostly undeveloped, and will likely have impacts to existing

environmentally sensitive areas. In addition, there is potential to discover cultural resources in the

vicinity of the project. This alternative is in the high range of environmental impacts as compared to

other alternatives, since the footprint includes a road connection across US 101, along with full ramp

connections to US 101.

(6) Right‐of‐Way Impacts: Right‐of‐Way impacts for this alternative will be somewhat high, since

the project will construct a new roadway across US 101, as well as new ramp connections to US 101,

thereby requiring acquisition of R/W for the full width of the roadway, ramps, and associated

improvements, including grading. A significant amount of the R/W that will be required for this

project is land already owned by the Trinidad Rancheria, and therefore will significantly decrease the

overall R/W impacts. It is estimated that 15‐20 parcels may be affected adjacent to US 101 in the

Cher‐Ae Lane/Trinidad Rancheria area, as well as 10‐15 parcels along Scenic Drive. See Section 8 and

Appendix D for the right‐of‐way impact summary and exhibit.

(7) Aesthetics: Alternative 3A will alter the US 101 corridor with construction of a new interchange.

While this impact will be significant for the area, a new interchange will be similar to existing

interchanges and overcrossing structures along the US 101 corridor.

(8) Design Exceptions: The preliminary design and design standards were checked using the DIB 78

Design Checklist. A Design Standards Risk Assessment was completed for Alternative 3A and the

anticipated exceptions to design standards (beyond those identified for all alternatives) are presented

R1721PSR003.docx

US 101 / Trinidad Area Access Improvements

PSR‐PDS, December, 2017

01‐HUM‐101 PM 98.4/100.7

EA: 01‐48040K; EFIS: 0100020301

in Table 9. The Design Standards Risk Assessment for this alternative will be further addressed in

the PA&ED phase.

TABLE 9: DESIGN STANDARDS RISK ASSESSMENT (ALTERNATIVE 3A)

Probability

of Design

Exception

Approval

Mandatory Design Standard

M: 504.3(3) - Location and Design of Ramp

Intersections on the Crossroads.

The minimum distance (curb return to curb

return) between ramp intersections and local

road intersections shall be 400 feet.

HIGH

250-ft provided between the southbound ramps and

the new Cher-Ae Lane roundabout.

M: 504.7 – Weaving Sections.

The minimum weaving length, measured as

shown on Figures 504.2A and 504.2B shall be

2,000 feet in urban areas, 5,000 feet outside

urban areas, and 5,000 feet between freeway-tofreeway interchanges and other interchanges.

The minimum distance (curb return to curb

return) between ramp intersections and local

road intersections shall be 400 feet.

1,720-ft and 2,385-ft provided in the NB and SB

directions, respectively, between the proposed

interchange ramps and the existing interchange

ramps.

HIGH

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Justification for Probability Rating

 No negative operational effect,

to be verified by traffic

modeling.

 Maximized distance based on

other design criteria to match

existing facilities.

The CT District 1 Traffic

Operations Branch completed a

weaving analysis between the US

101/Trinidad-Main Street

Interchange (PM 100.7) and the

Alternative 3A and 3B proposed

interchange at Route 101/CherAe Lane (PM 100.0). Projected

design year 2040 traffic volumes

were used and concluded that the

freeway section between the two

interchanges would operate with

acceptable levels of service with

the project’s full build out under

future conditions and auxiliary

lanes on the freeway between the

interchanges would not be

required within the design year

period. These findings would

also apply to interchanges at

greater spacing such as the

Alternative 8 proposed

interchange at US 101/New

Local Road (PM 99.7).

US 101 / Trinidad Area Access Improvements

PSR‐PDS, December, 2017

01‐HUM‐101 PM 98.4/100.7

EA: 01‐48040K; EFIS: 0100020301

TABLE 9: DESIGN STANDARDS RISK ASSESSMENT (ALTERNATIVE 3A)

Probability

of Design

Exception

Approval

Advisory Design Standard

A: 201.7 – Decision Sight Distance.

On freeways and expressways the decision sight

distance values in Table 201.7 should be used at

lane drops and at off-ramp noses to interchanges,

branch connections, roadside rests, vista points, and

inspection stations.

HIGH

Justification for Probability Rating

 SSD is OK; 70 mph SSD =

750-ft.

 Need to evaluate collisions.

 Need to evaluate potential

mitigation measures including

lighting striping, signage and

others.

The minimum Decision Sight Distance for 70 mph

is 1,105 feet. Without reconstruction of the US 101

profile, a decision sight distance of approximately

750 feet (50 mph) is provided for the northbound

off-ramp to Cher-Ae Lane.

New US 101/Cher‐Ae Lane Interchange (PM 100.0):

Alternative 3B

 Construct new US 101/Cher‐Ae Lane Interchange

 Local road connection to Scenic Drive; mixed‐use path to

Westhaven

 Widen Scenic Drive from Cher‐Ae Lane to Main Street

 Widen Westhaven Drive from Westhaven to Trinidad

Alternative 3B is identical to Alternative 3A, with the exception that instead of a local road connection to

Westhaven Drive, a Class I mixed‐use trail will be constructed from the northbound ramps intersection

east to Westhaven Drive.

See Figure 6.

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US 101 / Trinidad Area Access Improvements

PSR‐PDS, December, 2017

01‐HUM‐101 PM 98.4/100.7

EA: 01‐48040K; EFIS: 0100020301

Figure 6 ‐ Alternative 3B Schematic Exhibit

Alternative 3B improvements include:



Construction of a new Type L‐1 Compact Diamond interchange at PM 100.0

Construction of all northbound and southbound ramp connections

Reconstruction of Cher‐Ae Lane from Scenic Drive into the Rancheria

Construction of a Class I mixed‐use trail connection to Westhaven Drive

Widening and/or reconstruction of Scenic Drive to provide 4 foot minimum shoulders and

sidewalk on one side

Widening of Westhaven Drive from the Community of Westhaven to the City of Trinidad

(1) Purpose and Need: Alternative 3B appears to meet the purpose and need for this project. A new

interchange with connections to US 101, and an improved public road connection to Scenic Drive,

would provide for all of the purpose and need requirements outlined in this study. The new

interchange would provide for a 2nd safe and sustainable access to and from US 101, for all modes of

transportation, to the Trinidad Rancheria and the surrounding communities, accommodate the

planned future development in the area, and would also reconnect tribal lands across US 101 with a

mixed‐use trail connection to Westhaven Drive.

(2) Traffic Operations: Alternative 3B includes construction of a new interchange with an

overcrossing structure over US 101, a public road connection to Scenic Drive, a mixed‐use trail

connection to Westhaven Drive, as well as improvements to Scenic Drive from Cher‐Ae Lane and for

the length of Westhaven Drive. These improvements would result in greatly improved traffic

operations within the study area. Once constructed, and upon full build‐out of the Trinidad

Rancheria Master Plan, all roadways, including US 101 mainline and interchanges, will operate at

acceptable levels of service, including the 3 intersections that would otherwise perform at

unacceptable levels of service.

(3) Increased Safety: Alternative 3B will widen the median and shoulders on US 101, and would

chiefly construct the proposed improvements to current standards (See Section 8). Scenic Drive,

between Cher‐Ae Lane and Main Street, will also be improved, along with Westhaven Drive from the

community of Westhaven to Trinidad. These improvements will likely result in increased public

safety.

R1721PSR003.docx

US 101 / Trinidad Area Access Improvements

PSR‐PDS, December, 2017

01‐HUM‐101 PM 98.4/100.7

EA: 01‐48040K; EFIS: 0100020301

(4) Project Costs: Total Capital Outlay project costs for Alternative 3B are estimated at $31.3 million,

slightly less than alternative 3A, is slightly higher than what would be expected for projects of similar

size and nature, and is in the mid‐range of estimated costs for all alternatives. Costs estimated for

this alternative are increased due to areas that will require some extensive grading and retaining wall

work due to existing topography. This additional cost is typical of nearly all of the alternatives that

were analyzed with this study, due to the highly variable terrain within the entire study area. See

Appendix E for the preliminary project cost estimate worksheet.

(5) Environmental Impacts: It is anticipated that Alternative 3B will have somewhat high