# US 101 / Trinidad Area Access Improvements > Briefs, arguments, decisions, and more. URL: https://www.frixlaw.com/law-library/documents/tribal%3Acher-ae_heights%3A2d8ea51b62fabe7b ## Record - **Collection:** Tribal code - **Document type:** Tribal code ## Text US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 TABLE OF CONTENTS Section Page 1. INTRODUCTION .............................................................................................................. 1 2. BACKGROUND ................................................................................................................ 2 3. PURPOSE AND NEED...................................................................................................... 4 4. TRAFFIC ENGINEERING PERFORMANCE ASSESSMENT ....................................... 4 5. DEFICIENCIES.................................................................................................................. 8 6. CORRIDOR AND SYSTEM COORDINATION .............................................................. 9 7. ALTERNATIVES ............................................................................................................ 10 8. RIGHT OF WAY.............................................................................................................. 42 9. 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 R1721PSR003.docx ii US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 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 R1721PSR003.docx 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. 1 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 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 or Undercrossing 98.1 Westhaven Drive I/C Undercrossing 98.4 Sixth Street I/C Overcrossing 100.7 Trinidad ‐ Main Street I/C Undercrossing R1721PSR003.docx 2 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 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 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 R1721PSR003.docx 3 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 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: 1. 2. 3. 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: 1. 2. 3. 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 R1721PSR003.docx 4 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 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 Hour Hour Hour Hour Hour 6th Street/Kay Avenue A A A A A A 6th Street/Kahlstrom Avenue A A A A A A Kay Avenue/US 101 SB Ramps A A A A A A Kahlstrom Avenue/7th Avenue A A A A A A Scenic Drive/Main Street F F C C C C Main Street/US 101 SB Ramps C C B B B B Main Street/US 101 NB Ramps F F B B B B Westhaven Drive/Frontage Road B B B B B B Scenic Drive/Baker Ranch Drive A A A A A A Scenic Drive/Cher‐Ae Lane A B C C A A Scenic Drive/Cher‐Ae Heights Casino B F C C A A Scenic Drive/Landford Road B C B C A A Cher‐Ae/101 SB Ramps ‐ ‐ ‐ ‐ B B Cher‐Ae/101 NB Ramps ‐ ‐ ‐ ‐ A B Cher‐Ae/Westhaven ‐ ‐ ‐ ‐ A A 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. R1721PSR003.docx 5 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 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 Hour Hour Hour Hour Hour NB US 101 (Westhaven to Trinidad) A B A B A B SB US 101 (Westhaven to Trinidad) A B A B A A US 101 Mainline US 101 Ramps @ Sixth Street Interchange (Merge/Diverge) NB Off‐Ramp B B B B B B NB On‐Ramp B B B B B B SB Off‐Ramp A B A B A B SB On‐Ramp A B A B A B US 101 Ramps @ Cher‐Ae Lane Interchange (Merge/Diverge) NB Off‐Ramp ‐ ‐ ‐ ‐ B B NB On‐Ramp ‐ ‐ ‐ ‐ A B SB Off‐Ramp ‐ ‐ ‐ ‐ A B SB On‐Ramp ‐ ‐ ‐ ‐ A B US 101 Ramps @ Trinidad‐Main Street Interchange (Merge/Diverge) NB Off‐Ramp B B A B A B NB On‐Ramp A B A B A B SB Off‐Ramp A A A A A A SB On‐Ramp A B A B A B 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. R1721PSR003.docx 6 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 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 R1721PSR003.docx Average Accident Rates Fatal F+I Total 0.014 0.17 0.38 7 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 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 R1721PSR003.docx 8 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 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 R1721PSR003.docx 9 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 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. R1721PSR003.docx 10 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 R1721PSR003.docx 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) No Yes Yes $38.8M Med Med High No Yes Yes $20.1M Med High High No Yes Yes $18.2M High High High Yes Yes Yes $32.3M High High High Yes Yes Yes $31.3M High High High No No Yes $22.0M Med Low Low No No Yes $31.7M Very High Very High Med Yes Yes Yes $48.0M High High Very High 11 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 R1721PSR003.docx 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 Yes Yes $31.5M High High Very High No Yes Yes $39.6M Very High Very High High No No Yes $39.5M Very High Very High High Yes Yes Yes $32.6M High High High No No No ‐ None None None 12 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 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. R1721PSR003.docx 13 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 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’. R1721PSR003.docx Justification for Probability Rating 14 HIGH  Existing condition.  Proposed improvement to existing condition. HIGH US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 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. R1721PSR003.docx 15 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 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. R1721PSR003.docx 16 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 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. R1721PSR003.docx Justification for Probability Rating 17 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 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 R1721PSR003.docx 18 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 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‐ R1721PSR003.docx 19 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 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'. R1721PSR003.docx 20 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 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 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. R1721PSR003.docx 21 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 (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 22 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. R1721PSR003.docx 23 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 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 24 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 R1721PSR003.docx 25 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. R1721PSR003.docx 26 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 27 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 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 Alternative 3B will be somewhat high, slightly less than Alternative 3A as 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 3B 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 and a draft Design Standards Risk Assessment was completed for Alternative 3B. The exceptions to design standards for Alternative 3B are anticipated to be identical to Alternative 3A. See previous Table 9. Improve Scenic Drive from Westhaven to Trinidad: Alternative 4A  Improve Scenic Drive from US 101 in the Community of Westhaven to Main Street in the City of Trinidad (PM 98.4/100.7) Alternative 4A includes widening of Scenic Drive from US 101 in the Community of Westhaven to Main Street in the City of Trinidad. (PM 98.4/100.7) R1721PSR003.docx 28 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 See Figure 7. Figure 7 – Section of Scenic Drive, south of Cher‐Ae Lane, showing slopes falling into Scenic Drive, and existing pavement in poor condition. Alternative 4A improvements include:  Widening and/or reconstruction of Scenic Drive to provide 4 foot minimum shoulders and sidewalk on one side (1) Purpose and Need: Alternative 4A does not meet the purpose and need for this project. Improvements to Scenic Drive from the community of Westhaven, to Main Street in the City of Trinidad, will improve the safety and reliability of Scenic Drive, but will not sufficiently address any of the requirements of the purpose and need for the study. (2) Traffic Operations: Alternative 4A includes improvements to Scenic Drive, from the community of Westhaven, to Main Street in the City of Trinidad. These improvements will have little effect on the overall traffic operations within the study area. Upon full build‐out of the Trinidad Rancheria Master Plan, conditions for the Trinidad‐Main Street interchange will operate at unacceptable levels of service, as outlined in the Traffic Operations section above. (3) Increased Safety: Alternative 4A will improve Scenic Drive, between the community of Westhaven and Main Street. This will increase the safety of Scenic Drive through this segment, but increased safety for this alternative is significantly lower than most other alternatives. (4) Project Costs: Total Capital Outlay project costs for Alternative 4A are estimated at $22.0 million, which is significantly higher than what would be expected for projects of similar size and nature, and is in the low‐range of estimated costs for all alternatives. Costs estimated for this alternative are increased significantly due to multiple areas along Scenic Drive that will require extensive grading and retaining wall work due to existing topography along the roadway. Much of Scenic Drive R1721PSR003.docx 29 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 includes steep slopes down to the ocean on the west side of Scenic Drive, and steep slopes upwards to the east of Scenic Drive. See Appendix E for the preliminary project cost estimate worksheet. (5) Environmental Impacts: It is anticipated that Alternative 4A will have a medium amount of environmental impacts, since it includes improvements to an existing 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. There are up to 4‐5 existing streams within the Scenic Drive corridor that would likely require modification or mitigation. Extensive grading for this alternative will likely impact other environmentally sensitive areas. In addition, there is potential to discover cultural resources in the vicinity of the project. This alternative is in the mid‐range of environmental impacts as compared to other alternatives, since the footprint is increased only slightly because the project area is an existing roadway. (6) Right‐of‐Way Impacts: Right‐of‐Way impacts for Alternative 4A will be lower than other alternatives included in this study. Since the roadway already exists, R/W impacts are expected to be limited to small takes along Scenic Drive for grading modifications. It is estimated that 20 parcels may be affected adjacent to Scenic Drive along this corridor, with impacts mostly including sliver R/W acquisitions. See Section 8 and Appendix D for the right‐of‐way impact summary and exhibit. (7) Aesthetics: Alternative 4A will have somewhat low impacts to aesthetics as compared to other project alternatives. The main impacts to aesthetics include the extensive retaining wall work that is anticipated for this work. Overall the impacts to Aesthetics are lower than most other alternatives. (8) Design Exceptions: A design standards check and Design Standards Risk Assessment was not fully performed for Alternative 4A, since the project consists only of reconstruction/improvements to an existing roadway, along an existing local road corridor. It is anticipated that the project would have various exceptions to design standards. The Design Standards Risk Assessment for this alternative will be further addressed in the PA&ED phase. Alternative 4B Improve Scenic Drive from Cher‐Ae Lane; New Frontage Road from Westhaven to Cher‐Ae Lane:  Improve Scenic Drive from Cher‐Ae Lane to Trinidad  Construct new frontage road from US 101 in the Community of Westhaven to Cher‐Ae Lane Alternative 4B includes widening of Scenic Drive from Cher‐Ae Lane to Main Street in the City of Trinidad, and construction of a new frontage road from US 101 in the Community of Westhaven to Cher‐ Ae Lane. Alternative 4B improvements include:   Widening and/or reconstruction of Scenic Drive from Cher‐Ae Lane to Trinidad, to provide 4 foot minimum shoulders and sidewalk on one side Construction of a new frontage road from US 101 in the Community of Westhaven to Cher‐Ae Lane R1721PSR003.docx 30 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 (1) Purpose and Need: Alternative 4B does not meet the purpose and need for this project. Improvements to Scenic Drive from Cher‐Ae Lane to Main Street, and a new frontage road from the community of Westhaven to Cher‐Ae Lane will improve the safety and reliability of the access to the Trinidad Rancheria, but will not sufficiently address any of the requirements of the purpose and need for the study. This alternative will not reconnect tribal lands, and will not accommodate the planned future development in the area. (2) Traffic Operations: Alternative 4B includes improvements to Scenic Drive, from Cher‐Ae Lane to Main Street in the City of Trinidad, and a new frontage road from the community of Westhaven to Cher‐Ae Lane. These improvements will have some effect on the overall traffic operations within the study area. However, upon full build‐out of the Trinidad Rancheria Master Plan, conditions for the Trinidad‐Main Street interchange will continue to operate at unacceptable levels of service, as outlined in the Traffic Operations section above. (3) Increased Safety: Alternative 4B will improve Scenic Drive from Cher‐Ae Lane to Main Street, and provide a new frontage road to the community of Westhaven to the south. This will increase the safety of access routes to the Trinidad Rancheria and surrounding community, but overall increases in safety for this alternative are still significantly lower than most other alternatives. (4) Project Costs: Total Capital Outlay project costs for Alternative 4B are estimated at $31.7 million, which is significantly 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 significantly due to some extensive grading and retaining wall work along Scenic Drive north of Cher‐Ae Lane, as well as significant grading, retaining walls, clearing and grubbing work, and R/W acquisition within the area proposed along US 101 for this alternative. See Appendix E for the preliminary project cost estimate worksheet. (5) Environmental Impacts: It is anticipated that Alternative 4B will have a high amount of environmental impacts, since it includes improvements to a completely undeveloped area adjacent to US 101, between the community of Westhaven and the Trinidad Rancheria. 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. There are multiple existing drainage ways along this stretch that could require up to 50‐60 foot fills, along with excavation of similar amounts in multiple areas. In addition, there is a high potential to discover cultural resources in the vicinity of this proposed frontage road. This alternative is in the very high range of environmental impacts as compared to other alternatives, since the footprint includes construction of a new roadway within a completely undeveloped area adjacent to US 101, south of Cher‐Ae Lane. (6) Right‐of‐Way Impacts: Right‐of‐Way impacts for Alternative 4B will be in the high range as compared to other alternatives included in this study. R/W impacts for Scenic Drive from Cher‐Ae Lane to Main Street will be similar to other alternatives, and will include small partial acquisitions. R/W impacts for the new frontage road along US 101 will be significant, and would likely require multiple acquisitions of full parcels within this corridor, along with multiple partial acquisitions of parcels adjacent to US 101. It is estimated that 10‐15 parcels may be affected adjacent to the Scenic Drive corridor, with impacts mostly including sliver R/W acquisitions. It is estimated that 15‐20 parcels may be affected with the proposed frontage road from Westhaven to Cher‐Ae Lane, with many of the acquisitions requiring full parcel takes. See Section 8 and Appendix D for the right‐of‐ way impact summary and exhibit. R1721PSR003.docx 31 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 (7) Aesthetics: Alternative 4B will have medium impacts to aesthetics as compared to other project alternatives. The main impact to aesthetics will be the new frontage road that parallels US 101 from Westhaven to Cher‐Ae Lane, to include removal of significant amounts of trees and vegetation, as well as significant grading and slopes along this segment of new roadway. (8) Design Exceptions: A design standards check and Design Standards Risk Assessment was not fully performed for Alternative 4B, since the project consists of reconstruction/improvements to an existing roadway, and a new local road facility adjacent to US 101, south of Cher‐Ae Lane. It is anticipated that the project would have various exceptions to design standards. The Design Standards Risk Assessment for this alternative will be further addressed in the PA&ED phase. Alternative 5A Improvements to Main Street with Signalized Intersections and Construction of a new Cher‐Ae Lane Overcrossing:  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  Construct new overcrossing at Cher‐Ae Lane Alternative 5A is a combination of Alternative 1A and 2, and 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, widening of Scenic Drive from Cher‐Ae Lane to Main Street in the City of Trinidad (PM 100.0 – 101.1), and construction of a new overcrossing structure at Cher‐Ae Lane (PM 100.0), with local road connections to Scenic Drive and Westhaven Drive. See previous Figures 2 and 4. Alternative 5A improvements include:              Construction of traffic signals at each of the four 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 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 of Westhaven Drive from the Community of Westhaven to the City of Trinidad Reconstruction of adjacent roadways to tie in to existing improvements (1) Purpose and Need: Alternative 5A appears to meet the purpose and need for this project. Improvements to the Trinidad‐Main Street Interchange, along with a new overcrossing structure at R1721PSR003.docx 32 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 Cher‐Ae Lane, would accommodate the planned future development in the area, would provide for a 2nd safe and sustainable access to the Trinidad Rancheria, and would also reconnect tribal lands across US 101. (2) Traffic Operations: Alternative 5A includes improvements to the US 101/Trinidad‐Main Street interchange, as well as Scenic Drive, and a new overcrossing structure at Cher‐Ae Lane, which 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 5A 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, as will 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 5A are estimated at $48.0 million, which is somewhat higher than expected for projects of similar size and nature, and has the highest estimated cost of 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 5A will have some minor impacts to existing environmental facilities within the Trinidad‐Main Street Interchange area, along with more significant impacts to the areas adjacent to US 101 at Cher‐Ae Lane. Existing drainage features, including culverts and drainage ditches/streams, will need modification or mitigation. The area east of US 101 near the Trinidad Rancheria 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 high range of environmental impacts as compared to other alternatives. (6) Right‐of‐Way Impacts: Due to the extensive grading and vertical profile changes in the Trinidad‐ Main Street interchange area, along with a new overcrossing structure at Cher‐Ae Lane, it is anticipated that significant right‐of‐way acquisition will be required for Alternative 5A. 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. Much of the R/W that will be required for this project in the Cher‐Ae Lane area is land already owned by the Trinidad Rancheria, which will significantly decrease the overall R/W impacts. It is estimated that 7‐ 10 parcels may be affected adjacent to the US 101/Trinidad‐Main Street interchange, 10‐12 parcels may be affected adjacent to US 101 in the Cher‐Ae Lane area for the overcrossing, and 10‐15 parcels could be affected along Scenic Drive between Cher‐Ae Lane and Main Street. (7) Aesthetics: Alternative 5A 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. Alternative 5A will also alter the US 101 corridor with construction of a new overcrossing structure. This impact will also 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 and a draft Design Standards Risk Assessment was completed for Alternative 5A, with various exceptions to design standards anticipated. The anticipated exceptions to design R1721PSR003.docx 33 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 standards for Alternative 5A will be identical to those presented for Alternatives 1A and 2. The Design Standards Risk Assessment for this alternative will be further addressed in the PA&ED phase. Alternative 5B Improvements to Main Street with Roundabouts and Construction of a new Cher‐Ae Lane Overcrossing:  Construct two large scale modern roundabouts  Reconstruct on and off‐ramps  Widen Scenic Drive from Cher‐Ae Lane to Main Street  Construct new Cher‐Ae Lane Overcrossing Alternative 5B is a combination of Alternative 1B and 2, and includes improvements to Main Street with modern roundabouts, including reconstruction of the on and off‐ramps, reconstruction of Main Street, widening of Scenic Drive from Cher‐Ae Lane to Main Street in the City of Trinidad (PM 100.0 – 101.1), and construction of a new overcrossing structure at Cher‐Ae Lane (PM 100.0), with local road connections to Scenic Drive and Westhaven Drive. See previous Figures 3 and 4. Alternative 5B 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 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 of Westhaven Drive from the Community of Westhaven to the City of Trinidad Reconstruction of adjacent roadways to tie in to existing improvements (1) Purpose and Need: Alternative 5B appears to meet the purpose and need for this project. Improvements to the Trinidad‐Main Street Interchange, along with a new overcrossing structure at Cher‐Ae Lane, would accommodate the planned future development in the area, would provide for a 2nd safe and sustainable access to the Trinidad Rancheria, and would also reconnect tribal lands across US 101. (2) Traffic Operations: Alternative 5B includes improvements to the US 101/Trinidad‐Main Street interchange, as well as Scenic Drive, and a new overcrossing structure at Cher‐Ae Lane, which 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 5B 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, as will Westhaven Drive from the community of Westhaven to Trinidad. These improvements will likely result in increased public safety. R1721PSR003.docx 34 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 5B are estimated at $31.5 million, which is similar to what would be expected for projects of similar size and nature, and is in the mid‐ 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 5A. To replace the existing structure and reconstruct US 101 to meet the DSD standard, estimated costs for Alternative 5B would be similar to Alternative 5A, around $47.8 million. See Appendix E for the preliminary project cost estimate worksheet. (5) Environmental Impacts: It is anticipated that Alternative 5B will have some minor impacts to existing environmental facilities within the Trinidad‐Main Street Interchange area, along with more significant impacts to the areas adjacent to US 101 at Cher‐Ae Lane. Existing drainage features, including culverts and drainage ditches/streams, will need modification or mitigation. The area east of US 101 near the Trinidad Rancheria 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 high range of environmental impacts as compared to other alternatives. (6) Right‐of‐Way Impacts: Due to the extensive grading and vertical profile changes in the Trinidad‐ Main Street interchange area, along with a new overcrossing structure at Cher‐Ae Lane, it is anticipated that significant right‐of‐way acquisition will be required for Alternative 5B. The extensive reconstruction in the Trinidad‐Main Street interchange area would likely require some full R/W acquisition for adjacent parcels east of US 101, and northeast of Westhaven Drive, similar to Alternative 1B. Much of the R/W that will be required for this project in the Cher‐Ae Lane area is land already owned by the Trinidad Rancheria, which will significantly decrease the overall R/W impacts. It is estimated that 7‐10 parcels may be affected adjacent to the US 101/Trinidad‐Main Street interchange, 10‐12 parcels may be affected adjacent to US 101 in the Cher‐Ae Lane area for the overcrossing, and 10‐15 parcels could be affected along Scenic Drive between Cher‐Ae Lane and Scenic Drive. See Section 8 and Appendix D for the right‐of‐way impact summary and exhibit. (7) Aesthetics: Alternative 5B 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. Alternative 5B will also alter the US 101 corridor with construction of a new overcrossing structure. This impact will also 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 and a draft Design Standards Risk Assessment was completed for Alternative 5B, with various exceptions to design standards anticipated. The anticipated exceptions to design standards for Alternative 5B will be identical to those presented for Alternatives 1B and 2. The Design Standards Risk Assessment for this alternative will be further addressed in the PA&ED phase. R1721PSR003.docx 35 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/Baker Ranch Road Interchange (PM 99.6): Alternative 6  Construct new US 101/Baker Ranch Road 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  New frontage road from Baker Ranch Road to Cher‐Ae Lane Alternative 6 includes construction of a new Type L‐1 Compact Diamond interchange at Baker Ranch Road (PM 99.6), 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, widening of Westhaven Drive in the Community of Westhaven to Main Street in the City of Trinidad (PM 98.1 – 100.7), and construction of a new frontage road from Baker Ranch Road to Cher‐Ae Lane. See Figure 8. Figure 8 ‐ Alternative 6 Schematic Exhibit Alternative 6 improvements include:        Construction of a new Type L‐1 Compact Diamond interchange at PM 99.6 Construction of all northbound and southbound ramp connections Reconstruction of Baker Ranch Road east of US 101 Construction of Baker Ranch Road from US 101 to Westhaven Drive Construction of a new frontage road from Baker Ranch Road to Cher‐Ae Lane 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 6 does not meet the purpose and need for this project. A new interchange at Baker Ranch Road, with connections to US 101, and public road connections to Scenic R1721PSR003.docx 36 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 Drive and Westhaven Drive would provide only 2 of 3 of the requirements of the purpose and need 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, and it would accommodate the planned future development in the area. This new interchange at Baker Ranch Road would not reconnect tribal lands across US 101 in the Trinidad Rancheria area, and therefore does not meet the purpose and need. (2) Traffic Operations: Alternative 6 includes construction of a new interchange at Baker Ranch Road (PM 99.6), with an overcrossing structure over US 101, public road connections to Scenic Drive and Westhaven Drive, frontage road between Baker Ranch Road and Cher‐Ae Lane, as well as improvements to Scenic Drive from Baker Ranch Road to Trinidad, and for the length of Westhaven Drive from the community of Westhaven to Trinidad. These improvements would result in improved traffic operations within the study area. If constructed, and upon full build‐out of the Trinidad Rancheria Master Plan, it is possible that this alternative may improve traffic operations enough to provide acceptable levels of service for the entire study area. Additional analysis may be required to fully determine if this alternative would provide for acceptable LOS for the study area. (3) Increased Safety: Alternative 6 will widen the median and shoulders on US 101, and would chiefly construct the proposed improvements to current standards. Scenic Drive, between Baker Ranch Road and Main Street, will also be improved, along with Westhaven Drive from the community of Westhaven to Trinidad. A new frontage road would be provided between Baker Ranch Road and Cher‐Ae Lane, thereby creating a 2nd access point to the Trinidad Rancheria. These improvements will likely result in increased public safety within the study area. (4) Project Costs: Total Capital Outlay project costs for Alternative 6 are estimated at $39.6 million, which is significantly higher than what would be expected for an interchange project of similar size and nature, and is in the high‐range of estimated costs for all alternatives. Costs estimated for this alternative are increased due to areas that will require extensive grading, retaining wall work, clearing and grubbing work, R/W acquisition within the proposed interchange area, and frontage road between Baker Ranch Road and Cher‐Ae Lane. See Appendix E for the preliminary project cost estimate worksheet. (5) Environmental Impacts: It is anticipated that Alternative 6 will have the highest amount of environmental impacts of all the alternatives studied, since it includes construction of a new roadway, construction of a full new interchange, as well as construction of a new frontage road adjacent to US 101. It is very 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. There are multiple existing drainage ways along this stretch that could require up to 50‐60 foot fills, along with excavation of similar amounts to provide for an acceptable vertical profile of the new Baker Ranch Road segment. 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 anticipated to have the most environmental impacts of all alternatives analyzed for this study. (6) Right‐of‐Way Impacts: Right‐of‐Way impacts for this alternative will also likely be the highest of all alternatives, 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. Much of this area includes very steep terrain, which will likely require additional R/W acquisition to provide for grading. Additional R/W will also likely be required along the new frontage road from Baker Ranch Road to Cher‐Ae Lane. It is R1721PSR003.docx 37 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 estimated that 25‐35 parcels may be affected in the Baker Ranch Road interchange area, as well as 15‐ 20 parcels along Scenic Drive. See Section 8 and Appendix D for the right‐of‐way impact summary and exhibit. (7) Aesthetics: Alternative 6 will alter the US 101 corridor with construction of a new interchange, similar to Alternatives 3A and 3B. 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: A design standards check was performed for Alternative 6, at a lesser degree than Alternatives 1A, 1B, 2, 3A, 3B, 5A, and 5B. It is anticipated that various exceptions to design standards would be required. One of the concerns with regards to design standards would be the vertical design standards. A preliminary vertical profile for the Baker Ranch Road connection from Scenic Drive to Westhaven Drive includes grades near 15%, while holding grades within the interchange area at 4% +/‐ to meet interchange standards. The Design Standards Risk Assessment for this alternative will be further addressed in the PA&ED phase. Alternative 7 New Cher‐Ae Lane Overcrossing (PM 100.0); New Frontage Road from Westhaven to Cher‐Ae Lane:  Construct new Cher‐Ae Lane Overcrossing  Local road connection to Scenic Drive and Westhaven Drive  Improve Scenic Drive from Cher‐Ae Lane to Trinidad  Widen Westhaven Drive from Westhaven to Trinidad  Construct new frontage road from US 101 in the Community of Westhaven to Cher‐Ae Lane Alternative 7 is a combination of Alternative 2 and Alternative 4B, and 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, widening of Westhaven Drive in the Community of Westhaven to Main Street in the City of Trinidad, and construction of a new frontage road from Westhaven to Cher‐Ae Lane. See previous Figure 4. Alternative 7 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 Construction of a new frontage road from Westhaven to Cher‐Ae Lane (1) Purpose and Need: Alternative 7 does not meet the purpose and need for this project. A new overcrossing structure without a connection to US 101, along with a new frontage road from R1721PSR003.docx 38 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 Westhaven to Cher‐Ae Lane would provide for 2 of the 3 items of the purpose and need. The new overcrossing and frontage road 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. (2) Traffic Operations: Alternative 7 includes construction of a new overcrossing structure over US 101 at Cher‐Ae Lane, a new frontage road from Westhaven to 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 7 will not provide any improvements to US 101, but will provide improvements to Scenic Drive and Westhaven Drive, and provide a 2nd safe access between Westhaven and Cher‐Ae Lane. Therefore, increased safety would be expected on Scenic Drive, from Cher‐Ae Lane to Trinidad, along the length of Westhaven Drive, and along the new frontage road. However, overall increased safety for the project study area would be minimal. (4) Project Costs: Total Capital Outlay project costs for Alternative 7 are estimated at $39.5 million, which is significantly higher than what would be expected for a project of similar size and nature, and is in the high‐range of estimated costs for all alternatives. Similar to estimated costs for Alternative 4B, estimated costs for this alternative include amounts for significant grading, retaining walls, clearing and grubbing work, and R/W acquisition within the area proposed along US 101 between Westhaven and the Trinidad Rancheria for the new frontage road. See Appendix E for the preliminary project cost estimate worksheet. (5) Environmental Impacts: It is anticipated that Alternative 7 will have similar environmental impacts to combining Alternatives 2 and 4B. Environmental impacts will be very high, and in the high range for all of the alternatives analyzed for this study. For additional environmental discussion on this alternative, see Alternatives 2 and 4B above. (6) Right‐of‐Way Impacts: It is anticipated that Alternative 7 will have similar R/W impacts to combining Alternatives 2 and 4B. R/W impacts will be somewhat high, and in the high range for all of the alternatives analyzed for this study. For additional R/W impact discussion on this alternative, see Alternatives 2 and 4B above. See Section 8 and Appendix D for the right‐of‐way impact summary and exhibit. (7) Aesthetics: Alternative 7 will alter the US 101 corridor with construction of a new overcrossing at Cher‐Ae Lane. 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. Similar to Alternative 4B, the new frontage road will have significant impacts on aesthetics along this corridor, to include removal of significant amounts of trees and vegetation, as well as significant grading and slopes along this segment of new roadway. (8) Design Exceptions: A design standards check and Design Standards Risk Assessment were not performed specifically for Alternative 7. Design exception discussions for this alternative are included in the Alternative 2 and 4B sections. The Design Standards Risk Assessment for this alternative will be further addressed in the PA&ED phase. R1721PSR003.docx 39 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 101/1.0 Mile Spacing Interchange (PM 99.7): Alternative 8  Construct new US 101/1.0 Mile Spacing Interchange  Local road connection to Cher‐Ae Lane and Westhaven Drive  Widen Scenic Drive from Cher‐Ae Lane to Main Street  Widen Westhaven Drive from Westhaven to Trinidad Alternative 8 includes construction of a new Type L‐1 Compact Diamond interchange approximately 1 mile south of the US 101/Trinidad‐Main Street Interchange (PM 100.7), with both northbound and southbound ramp connections, local road connections to Cher‐Ae Lane 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 9. Figure 9 ‐ Alternative 8 Schematic Exhibit Alternative 8 improvements include:      Construction of a new Type L‐1 Compact Diamond interchange at PM 99.7 Construction of all northbound and southbound ramp connections Construction of a new road from Cher‐Ae Lane 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 8 appears to meet the purpose and need for this project. A new interchange 1 mile south of the existing US 101/Trinidad‐Main Street Interchange, with connections to US 101, and public road connections to Cher‐Ae Lane 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 R1721PSR003.docx 40 US 101 / Trinidad Area Access Improvements PSR‐PDS, December, 2017 01‐HUM‐101 PM 98.4/100.7 EA: 01‐48040K; EFIS: 0100020301 Rancheria and the surrounding communities, accommodate the planned future development in the area, and would also reconnect tribal lands across US 101. (2) Traffic Operations: Alternative 8 includes construction of a new US 101 interchange (PM 99.7) at approximately 1.0 mile south of the existing US 101/Trinidad‐Main Street Interchange (PM 100.7), with an overcrossing structure over US 101, public road connections to Cher‐Ae Lane and Westhaven Drive, as well as improvements to Scenic Drive from Cher‐Ae Lane to Trinidad, and for the length of Westhaven Drive from the community of Westhaven to Trinidad. These improvements would result in improved traffic operations within the study area. If constructed, and upon full build‐out of the Trinidad Rancheria Master Plan, it is projected that this alternative would improve traffic operations enough to provide acceptable levels of service for the entire study area. Additional analysis may be needed to fully determine if this alternative would provide for acceptable LOS for the entire study area. (3) Increased Safety: Alternative 8 will widen the median and shoulders on US 101, and would [Text truncated at 120,000 characters. The full text is on the page linked above.] --- Source: Frix Law Library, https://www.frixlaw.com/law-library/documents/tribal%3Acher-ae_heights%3A2d8ea51b62fabe7b. Public record. Not legal advice.