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TABLE OF CONTENTS About the Transportation Concept Report ............................................................................................................... 3

Stakeholder Participation .......................................................................................................................................... 3

EXECUTIVE SUMMARY ............................................................................................................................................... 4

State Route 86 ................................................................................................................................................... 4

Concept Summary ............................................................................................................................................. 4

CORRIDOR OVERVIEW ............................................................................................................................................... 6

Route Description .................................................................................................................................................. 6

Segmentation ........................................................................................................................................................ 7

Community Characteristics ................................................................................................................................. 11

Land Use .............................................................................................................................................................. 13

Tribal Land ........................................................................................................................................................... 15

System Characteristics ......................................................................................................................................... 16

Development Review .......................................................................................................................................... 19

Freight/Goods Movement ................................................................................................................................... 19

Multimodal Transportation ................................................................................................................................. 22

Bicycle Facilities ................................................................................................................................................... 24

Pedestrian Facilities ............................................................................................................................................. 28

Transit Facilities ................................................................................................................................................... 32

Environmental Considerations ............................................................................................................................ 35

CORRIDOR PERFORMANCE ...................................................................................................................................... 41

KEY CORRIDOR ISSUES ............................................................................................................................................. 46

ROUTE CONCEPT ..................................................................................................................................................... 46

Concept Rationale ............................................................................................................................................... 46

APPENDICES ............................................................................................................................................................. 48

Appendix A – Glossary of Terms and Acronyms .................................................................................................. 48

Appendix B – Additional Corridor Data ............................................................................................................... 55

Current SR-86 Signalized Intersections ........................................................................................................... 55

Appendix C - Maps ............................................................................................................................................... 56

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ABOUT THE TRANSPORTATION CONCEPT REPORT System Planning is the long-range transportation planning process for the California Department of Transportation (Caltrans). The System Planning process fulfills the statutory responsibility of Caltrans as owner/operator of the State Highway System (SHS) by evaluating conditions and proposing enhancements to the SHS (Gov. Code §65086). Through System Planning, Caltrans focuses on developing an integrated multimodal transportation system that meets the Caltrans goals of safety and health, stewardship and efficiency, sustainability, livability and economy, system performance, and organizational excellence. The System Planning process is primarily composed of four parts: the District System Management Plan (DSMP), the Transportation Concept Report (TCR), the Corridor System Management Plan (CSMP), and the DSMP Project List. The district-wide DSMP is a strategic policy and planning document that focuses on maintaining, operating, managing, and developing the transportation system. The TCR is a planning document that identifies the existing and future route conditions as well as future needs for each route on the SHS. The CSMP is a complex, multi-jurisdictional planning document that identifies future needs within corridors experiencing or expected to experience high levels of congestion. The CSMP serves as a TCR for segments covered by the CSMP. The DSMP Project List is a list of planned and partially programmed transportation projects used to recommend projects for funding. These System Planning products are also intended as resources for stakeholders, involving the public as well as regional and local agencies. STAKEHOLDER PARTICIPATION As part of the development of this TCR, Caltrans District 11 has coordinated with the jurisdictions located along the State Route (SR) 86 corridor. The local stakeholders include the County of Imperial, City of Brawley, City of El Centro, City of Imperial, City of Westmorland, Community of Heber, and the Imperial County Transportation Commission (ICTC). Obtaining internal and external input during the TCR development and reviewing the draft report are essential to validate data and the overall characterization of the route and to obtain consensus on future needs and opportunities. Much of the TCR information came from internal Caltrans files and databases managed by the Divisions of Program and Project Management, Traffic Operations, Environmental Planning, and Transportation Planning (Travel Modeling and Forecasting Branch), in addition to our System Planning counterparts in Caltrans Headquarters and adjacent Caltrans Districts. Caltrans staff reviewed and considered partner agency documents such as City and County General Plans, Regional Transportation Plans, Bicycle Transportation Plans, Public Transit Plans, traffic studies, TCRs of adjacent Caltrans Districts, statewide planning tools, and other related documents.

Disclaimer: The information and data contained in this document are for planning purposes only and should not be relied upon for final design of any project. Any information in this Transportation Concept Report (TCR) is subject to modification as conditions change and new information is obtained. Although planning information is dynamic and continually changing, the District 11 System Planning Division makes every effort to ensure the accuracy and timeliness of the information contained in the TCR. The information in the TCR does not constitute a standard, specification, or regulation, nor is it intended to address design policies and procedures.

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EXECUTIVE SUMMARY State Route 86 SR-86 begins in Imperial County at the southerly end SR-111 and serves as the primary intercity connector and urban arterial Main Street for the community of Heber and the Cities of El Centro, Imperial, Brawley, and Westmorland. Land adjacent to this portion of SR-86 has been rapidly changing from predominately agricultural land uses to developed commercial and residential properties. Leaving the City of Brawley, the route continues northwest as it merges with SR-78 before skirting the western shoreline of the Salton Sea where it continues into Riverside County and the Coachella Valley before terminating at Interstate 10 (I-10). The portion of SR-86 from SR-78 East Junction (Brawley Bypass) to the north is the interregional route for commercial trucks between the international border and the greater Los Angeles area via SR-7, I-8, SR-111, and SR-78. This section of SR-86 has been developed as an expressway and is vital for the movement of international trade. The route is also instrumental in providing goods movement for agricultural activities in Imperial County by transporting goods from the agricultural fields to consumer distribution centers throughout the United States. Extending over 67 miles, SR-86 in Imperial County is a two to four lane facility and has an Average Annual Daily Traffic (AADT) varying from 2,800 in segment one near SR-111 to almost 15,000 in segment five between the cities of El Centro and Imperial. Concept Summary Caltrans has prepared this TCR for SR-86 to gain a long-term consensus-based vision intended to assist Caltrans, the Southern California Association of Governments (SCAG), Imperial County Transportation Commission (ICTC), and other public agencies serving Imperial County in managing the route. The report includes an assessment of current and future operating conditions, and improvements that will be needed to meet operational and multimodal goals for the facility. SR-86 primarily functions as a Main Street through the community of Heber and the Cities of El Centro, Imperial, Brawley, and Westmorland with high concentrations of access points and bicycle and pedestrian crossings. In certain segments, the surrounding land use consists of primarily residential and commercial centers and the route operates more like a city street rather than an interregional state highway, normally characterized by higher speeds and limited access points. Therefore, the primary concept for SR-86 in segments one thru nine is to maintain and operate the route with the ultimate goal of relinquishment to the local jurisdictions. There is also potential for a relinquishment by superseding with a new state route (Forrester Road) from I-8 to SR-78/Center Street/Westmorland Bypass that will handle the interregional traffic that attempts to bypass the congested local Main Streets. Relinquishment will allow the local governments to gain control of future management and design decisions that will best fit the needs of their communities. The northern portion of SR-86 will continue to be part of the state highway system as it serves as a major interregional goods movement corridor serving the greater Los Angeles area and beyond. In the 2013 Imperial County Long Range Transportation Plan, there is a proposed project called the Westmorland Bypass that allows through traffic to bypass the City of Westmorland. This four-lane expressway on the new alignment would extend approximately four miles from SR-86/SR-78 near Andre

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Road and rejoin SR-86/SR-78 near Lack Road and would be designated as SR-78. Segment 12 would be maintained as a four-lane expressway as SR-86. Table 1: SR-86 Concept Rationale

Seg Segment Description Existing Facility

Mid-term Capital Facility

Concept

Mid-term System Operations and Management

Concept

Mid-term Facility Concept

Long-term Concept

1 SR-111 to McCabe Road 2C1 2C Relinquish2 2C, Relinquish 2C

2 McCabe Road to I-8 2 and 4C 4C Relinquish 4C, Relinquish 4C

3 I-8 to Main Street (El Centro) 4C 4C Relinquish 4C, Relinquish 4C

4 Main Street to Adams/ N. Imperial Avenue 4C 4C Relinquish 4C, Relinquish 4C

5 Adams/N. Imperial Avenue to Aten Road 4C 4C Relinquish 4C, Relinquish 4C3

6 Aten Road to Barioni Boulevard 4C 4C Relinquish 4C, Relinquish 4C

7 Barioni Boulevard to Legion Road 4C 4C Relinquish 4C, Relinquish 4C

8 Legion Road to West Main Street (Brawley) 4C 4C Relinquish 4C, Relinquish 4C

9 West Main Street (Brawley) to Fredericks Road/Junction

SR-78 4C 4C Relinquish 4C, Relinquish 4C

10

Fredericks Road/ Junction SR-78 to Forrester

Road/Center Street (Westmorland)

4C and 4E4

4E (Westmorland Bypass on new

alignment)

(Westmorland Bypass on new alignment)

Re-designate as SR-78

4E, (Westmorland Bypass on new alignment) Re-

designate as SR-78

4E

11 Forrester Road/Center

Street (Westmorland) to West Junction SR-78

4C and 4E 4E Re-designate as SR-78 4E,

Re-designate as SR-78

4E

12 West Junction SR-78 to Riverside County Line 4E 4E Maintain Only 4E, Maintain 4E

1 Conventional 2 Based on local initiation 3 The 2013 ICTC RTP Update Long Term Unconstrained Project list shows a 6C prime arterial on Imperial Avenue from I-8 to Aten Road. 4 Expressway

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CORRIDOR OVERVIEW ROUTE DESCRIPTION Route Location SR-86 is a 67.8 mile north/south two and four-lane highway and expressway located in Imperial and Riverside counties. SR-86 begins at SR-111, just north of the City of Calexico (north of the U.S.-Mexico international border) and has its terminus at I-10 in Riverside County. This document covers the Imperial County portion of SR-86 as the Riverside County portion of the route is covered under the Caltrans District 8 TCR.5 Route Purpose SR-86 provides international, interregional, local, recreational, and commercial travel in Imperial County (County) and is a primary intercity connector in the County and operates as an urban arterial for the cities of El Centro, Imperial and Brawley. The portion of SR-86 from SR-78 East Junction (Brawley Bypass) to the north is the primary carrier of trucks between the international border and the greater Los Angeles area via SR-7, I-8, SR-111, and SR-78. This section of SR-86 has been developed as an expressway and is vital for the movement of international trade. The route is also instrumental in providing goods movement for agricultural activities in Imperial County by transporting goods from the agricultural fields to consumer distribution centers throughout the United States (U.S.). Major Route Features SR-86, from the SR-78 East Junction (Brawley Bypass) to the north (segments 10-12), is part of the National Highway System (NHS). The NHS provides an integrated national highway system that serves both urban and rural America. It connects major population centers, international border crossings, ports, airports, public transportation facilities, and other major travel destinations, as well as meets national defense requirements and serves interstate and interregional travel. The Federal Highway Administration (FHWA) designated, as part of the Surface Transportation Assistance Act (STAA), a National Network (NN) of routes comprised primarily of Interstate Highways available to larger trucks. The State of California subsequently added Terminal Access (TA) routes to this network. TA routes are State or local roads that allow STAA trucks to travel between NN routes or reach truck operating facilities or freight terminals. SR-86 is designated as a TA route to the STAA truck network. Certain categories of large tractor-semitrailer combinations are restricted to this system. SR-86 is also included in the Intermodal Corridors of Economic Significance (ICES) system from the U.S.-Mexico international border to I-8. The ICES system emphasizes corridors that are most essential to the California economy in terms of national and international trade, and was developed by Caltrans. To be included in the ICES system, a route must provide access between major freight intermodal facilities and serve freight traffic destined for Canada and Mexico, as well as the Pacific Rim, and other U.S. trade markets. SR-86 is part of the California Interregional Road System (IRRS). The IRRS is a subset of the State Highway System providing connectivity among all of California’s regions. These routes have high interregional

5 http://www.dot.ca.gov/hq/tpp/corridor-mobility/d8-page.html

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importance from a statewide perspective. The portion of SR-86 from the south junction of SR-78 to south of Fredericks Road is currently in the IRRS. To facilitate the movement of goods, services, and information between California and Mexico and to accommodate recent and anticipated growth in cross-border travel, California identified a North American Free Trade Agreement transportation network (NAFTA-NET). SR-86 is part of this system that identifies critical transportation corridors that serve trade and travel through the land Port of Entry (POEs) between California and Mexico. In addition, it is part of the high level expressway connection between the U.S.-Mexico international border and I-10 in Riverside County, and is known as the “NAFTA Farm-To-Market Highway.” For Imperial County, this system consists of the SR-86 Expressway north of Brawley, the SR-111 Expressway, the SR-78 Brawley Bypass Expressway, I-8, and the SR-7 Expressway. The system facilitates interregional travel throughout the Imperial and Coachella Valleys, improves intercity and international travel between Baja California, Mexico and the Los Angeles metropolitan area, and provides an improved facility for the movement of goods throughout the region. Caltrans District 11 created an International Border Trade Corridor (IBTC) system that consists of transportation corridors that link land POEs and international border regions to the existing transportation system. These corridors are the principle conduits for the movement of people and goods throughout the County, to interregional destinations and across the United States. The portion of SR-86 north of the Junction SR-78 (segments 10 to 12) to the Imperial/Riverside County line and beyond to I-10 is included in the IBTC system. SR-86 is also part of the interregional Calexico-Coachella Cargo Corridor (C-4), a major goods movement corridor providing movement for interregional, intraregional, and international trips. The C-4 is a regional transportation freight corridor that links the movement of goods from Mexico to southern California and the rest of the State. The C-4 corridor starts with SR-7 at the Calexico East POE, continues on I-8 near El Centro. After heading north onto SR-111, the C-4 corridor heads west on SR-78, continues north on SR-86 then connects with I-10 in the Coachella Valley. SEGMENTATION For the purpose of analysis, SR-86 was divided into twelve segments based on the following criteria: jurisdiction, intersection with a state highway, major intersection, change in classification, change in traffic volumes, or a change in the number of lanes (see Map 1). SEGMENT 1 is from SR-111 to McCabe Road with agricultural fields surrounding the route in the beginning of the segment. The route begins as a two-lane conventional highway as it enters the community of Heber that includes two four-way stop sign intersections. There are at-grade railroad tracks at the beginning of Heber on SR-86, also known as Heber Avenue. SEGMENT 2 is from McCabe Road to I-8 and traverses from a rural to an urban landscape, north of McCabe Road in the City of El Centro. SEGMENT 3 is from I-8 to Main Street in El Centro, known locally as 4th Street, and has many businesses with driveway access and limited street parking.

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SEGMENT 4 is from Main Street to Adams/North Imperial Avenue and extends from North 4th Street and merges into Adams Avenue at North 5th Street in the City of El Centro. This segment includes many driveway access point between North 5th Street to Imperial Avenue to access the retail, motels and commercial uses along this segment. SEGMENT 5 is from Adams Avenue/North Imperial Avenue (El Centro) to Aten Road (City of Imperial). In this segment large retailers and commercial development line up on both sides of North Imperial Avenue (SR-86). SEGMENT 6 is from Aten Road to Barioni Boulevard in the City of Imperial. In this segment, the Imperial County Airport and Imperial Valley Expo are directly across from one another with North Imperial Avenue (SR-86) separating the airport land use and the events center. SEGMENT 7 is from Barioni Boulevard to Legion Road and is known as the Frank A. Story Memorial Highway. The Downtown Imperial Business District is located within this segment. SEGMENT 8 is from Legion Road to West Main Street in the City of Brawley. In this segment there are commercial shopping centers, motels and restaurants on West Main. Residential land uses and an elementary school are on South First Street. SEGMENT 9 is from West Main Street in the City of Brawley to Fredericks Road/Junction SR-78, or the western edge of the Brawley Bypass, also known as the SR-78 Expressway. SEGMENT 10 is from Fredericks Road/Junction SR-78 to Forrester Road/Center Street. The highway is a four-lane conventional highway with commercial businesses that serves the City of Westmorland. SEGMENT 11 is from Forrester Road/Center Street to West Junction SR-78. After leaving the Westmorland city limits, the surrounding land use is mostly agricultural with the highway merging into a four-lane expressway. The U.S. Customs and Border Protection (CBP) has a checkpoint on SR-86 (northbound), just before the SR-78 West Junction. The SR-78 West Junction from SR-86 is the primary access to the popular Ocotillo Wells State Vehicular Recreational Area. SEGMENT 12 is from West Junction SR-78 to the Imperial/Riverside County Line. This is a four-lane expressway with only one signalized intersection at South Marina Drive in Salton City. The Borrego Salton Seaway/South Marina Drive intersection is the northeastern gateway access to the Anza-Borrego State Park and the Ocotillo Wells State Vehicular Recreational Area. The Torres-Martinez Tribal Reservation is located near the intersection of SR-86/Black Diamond Road and at SR-86/Brawley Avenue in Salton Sea Beach. Table 2: SR-86 Route Segmentation

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Segment Number Location Description Beginning Post Mile End Post Mile Segment Length

Miles

1 SR-111 to McCabe Road 0.000 4.530 4.53

2 McCabe Road to I-8 4.530 6.006 1.47

3 I-8 to Main Street (El Centro) 6.006 L7.308 1.31

4 Main Street to Adams/N. Imperial Avenue (El Centro) L7.308 7.308 1.14

5 Adams/N. Imperial Avenue to Aten Road 7.308 9.305 1.99

6 Aten Road to Barioni Boulevard (City of Imperial) 9.305 10.820 1.52

7 Barioni Boulevard to Legion Road 10.820 19.190 8.37

8 Legion Road to West Main Street (Brawley) 19.190 20.627 1.44

9 West Main Street (Brawley) to Fredericks Road/ Jct. SR-78 20.627 24.201 3.57

10 Fredericks Road/Jct. SR-78 to Forrester Road/Center Street (Westmorland) 24.201 27.510 3.31

11 Forrester Road/Center Street (Westmorland) to West Jct. SR-78 27.510 43.559 16.05

12 West Jct. SR-78 to Riverside County Line 43.559 67.820 24.26

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Map 1: SR-86 Route Segmentation

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COMMUNITY CHARACTERISTICS County of Imperial

The County of Imperial, including seven incorporated cities, extends over 4,597 square miles. The Southern California Association of Governments (SCAG) is the Metropolitan Planning Organization (MPO), and ICTC is the Regional Transportation Planning Agency (RTPA). Imperial County is bordered by Mexico to the south, Riverside County to the north, San Diego County on the west, and the State of Arizona on the east. Although this region is a desert, with high temperatures and

low average rainfall, the economy is heavily based on agriculture due to irrigation, supplied entirely from the Colorado River via the All-American Canal. Imperial County has three land POEs (Calexico West, Calexico East, and Andrade) that rely on I-8 to provide east-west connections to San Diego County and Arizona. According to the 2010 census, the population of Imperial County was 174,528. The agriculture industry in the region accounts for 48% of all employment. Established in 1907, it was the last county to be established in California. According to the Imperial County General Plan, the County will continue to be a predominantly agricultural area. Approximately one-fifth of the nearly three million acres of the County is irrigated for agriculture and a majority of SR-86 is surrounded by farmlands. Imperial Valley is one of the world’s most fertile agricultural areas due to the rich productive soil, abundant sunlight, flat topology, and imported Colorado River water. The wide range of crops grown include vegetables such as lettuce, carrots, onions, tomatoes, cauliflower and broccoli; animal feed such as Sudan grass and alfalfa; grains such as wheat; sugar beets; melons; cotton; and various citrus; fruits, and nuts. Seed crops, bee products, and nursery plants are also produced. Livestock production is the second major form of agricultural production and includes beef cattle, sheep, wool, dairy products, and swine. 6 Due in part to the mild winter climate, Imperial County is a popular destination for winter visitors and tourists from many different places. The tourism related sector accounts for the fifth largest number of people employed, following government, agriculture, retail, and services. The Salton Sea in the northwestern part of Imperial County is the largest inland lake in California and is considered a tourist destination and trip generator for Imperial County. In addition, the Imperial Sand Dunes and desert regions offer off-roading, camping, and historical heritage opportunities.7 City of El Centro

The City of El Centro was incorporated in 1908 and serves as the urban center and county seat for Imperial County. Based on the 2010 Census, the city’s population was recorded as 42,598 over 16,000 acres. Residential and commercial land uses have been expanding in recent years. In 2005, the Imperial Valley Mall opened south of I-8, and further expanded commercial and retail land uses for El Centro.

6 http://quickfacts.census.gov/qfd/states/06/06025.html 7 http://www.co.imperial.ca.us/

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SR-86 serves as a major arterial into downtown from I-8 from the south to Imperial Avenue from the north. City of Imperial

The City of Imperial is located 4 miles north of El Centro. As of the 2010 census, the city had a population of 14,758. Imperial became the Imperial Valley’s first incorporated city in 1904 and has remained one of the main focal points for area activities hosting the California Mid-Winter Fair and the Annual Sweet Onion Festival, both held at the Imperial Valley Expo. Much of the land uses adjacent to SR-86 are industrial, commercial, and residential. The Imperial County Airport is

located in the center part of the city, adjacent to SR-86. City of Brawley

The City of Brawley is situated at the SR-78/SR-86 Junction. Brawley is the third largest city in Imperial County, after El Centro and Calexico. According to the 2010 U.S. Census, Brawley had a population of 24,953.8 The town has a significant cattle and feed industry, and hosts the annual Cattle Call Rodeo. Year-round agriculture is an important economic activity in Brawley.

Much of the new growth of housing developments and commercial retailers are located on SR-86 near the southern city limits. The Brawley Bypass (SR-78), which was completed in 2013, was built to help eliminate through traffic in the city and route commercial trucks around the central business district. City of Westmorland

The City of Westmorland is located about 20 miles north-northwest of El Centro at the SR-78/SR-86 Junction and Center Street (Forrester Road). Westmorland is a farm community characterized by a mix of residential development, small commercial and light industrial businesses. According to the 2010 U.S. Census, the population in Westmorland was 2,225.9

Unincorporated Areas Heber Heber is an unincorporated community located 4.5 miles north-northwest of Calexico on SR-86, just west of SR-111. The population was 4,275 at the 2010 census, up from 2,566 in 2000.

8 http://quickfacts.census.gov/qfd/states/06/06025.html 9 http://quickfacts.census.gov/qfd/states/06/06025.html

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New sidewalks and bus stop improvements were constructed on SR-86 between Heber Avenue and Parkyns Road in 2015 (Segment 1). Much of the new housing developments in recent years in Heber has occurred off of SR-86 and Dogwood Road. Dogwood Road is also used as a major thoroughfare to the Imperial Valley Mall and I-8 from Heber. Desert Shores Desert Shores (formerly Fish Springs) is located at the western shore of the Salton Sea in Imperial County. It is 44 miles northwest of Brawley on SR-86. According to the United States Census Bureau, the population was 1,104 at the 2010 census, up from 792 in 2000. Salton Sea Beach Salton Sea Beach is located 2.5 miles southeast of Desert Shores and is on the western shore of the Salton Sea, south of Desert Shores along SR-86. The population was 422 at the 2010 census, up from 392 at the 2000 census. It was the location of the Salton Sea Naval Auxiliary Air Station. Salton City Salton City is part of the Salton Community Services District with a population of 3,763 at the 2010 census, up from 978 in 2000. It is the largest Imperial County development on the Salton Sea coast. LAND USE According to the Imperial County’s General Plan, the area will continue to be a predominantly agricultural area. Presently, approximately one-fifth (534,328) of the nearly three million acres of the County is irrigated for agricultural purposes. In addition, approximately 50 percent of County lands are largely undeveloped and under federal ownership. The developed area, where the County's incorporated cities, unincorporated communities, and supporting facilities are situated, comprises less than one percent of the land. In the past, incorporated cities have grown at a faster pace than the rural areas. The Williamson Act, or the California Land Conservation Act of 1965, is a California law that provides relief of property tax to owners of farmland and open-space land in exchange for a ten-year agreement that the land will not be developed or otherwise converted to another use. Imperial County filed non-renewal on all Williamson Act contracts, effective January 2011, covering 117,246 acres; however, pursuant to GC Section 51246 the contracts remain in full force and effect until the contracts terminate, thus creating the potential for change in land uses. FEDERAL LAND Outside the urban centers, most of the land surrounding SR-86 (segment 12) is administrated through the U.S. Department of the Interior, Bureau of Land Management (BLM)10 and the Bureau of Indian Affairs (BIA)11. BIA is responsible for the administration and management of 55 million surface acres and 57 million acres of subsurface minerals estates held in trust by the United States for American Indians, Indian tribes, and Alaska Natives throughout the U.S. 10 http://www.blm.gov/ 11 http://www.indianaffairs.gov/

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Bureau of Land Management Approximately 1.46 million acres,12 fifty percent of Imperial County, are largely undeveloped, federally owned and the lands are managed by the U.S. Department of the Interior Bureau of Land Management (BLM), and U.S. military. Many of the state's wind, solar, geothermal, and biomass resources can be found on BLM managed public lands. The BLM allows access to these lands for renewable energy13 development and is working with Federal and State agencies to develop The Desert Renewable Energy Conservation Plan (DRECP). The purpose of the DRECP is to streamline the permitting of renewable energy projects while conserving and managing plant and wildlife communities in the desert region. The Plan Area covers all of Imperial County and portions of San Diego County, along with other desert regions in the state. The DRECP is a collaborative effort being developed under the California Natural Community Conservation Planning Act (NCCPA), the Federal Endangered Species Act (FESA), and the Federal Land Policy and Management Act (FLPMA). The BLM also manages recreation areas in Imperial County, including the Plaster City OHV Open Area, located approximately 17 miles west of El Centro on County Highway S80, and the Superstition Mountain OHV Open Area, located north of the Plaster City OHV Open Area. Renewable Energy Projects The Caltrans District 11 Planning Division, Development Review/Intergovernmental Review (IGR) Branch, reviews proposed renewable energy projects to assess any potential impacts to the State Highway System. Imperial County has in recent years processed numerous renewable energy projects, including wind, solar, hydro, geothermal, and other renewable energy sources. Renewable energy projects may have potential impacts on State facilities, such as visuals and traffic impacts, access, and utility encroachments. Santa Rosa/San Jacinto Mountains National Monument14 Rising abruptly from the desert floor, the Santa Rosa and San Jacinto Mountains National Monument reaches an elevation of 10,834 feet. Providing a picturesque backdrop to local communities, visitors can enjoy magnificent palm oases, snow-capped mountains, a national scenic trail, and wilderness areas. Its extensive backcountry can be accessed via trails from both the Coachella Valley and the town of Idyllwild.

Jointly managed by the BLM and the U.S. Forest Service, the Monument’s boundary encompasses about 280,000 acres, including public lands within the BLM’s California Desert Conservation Area and the San Jacinto Ranger District of the San Bernardino National Forest. The Monument includes two Federal wilderness areas - the Santa Rosa and the San Jacinto. Santa Rosa Mountains are to the west of SR-86 in the Salton City area.

Anza- Borrego Desert State Park15 12 Imperial County General Plan (1993). http://www.icpds.com/?pid=571 13 http://www.icpds.com/?pid=2934 14 http://www.blm.gov/publish/content/ca/en/prog/nlcs/SantaRosa_SanJacintoMtns_NM.html 15 http://www.desertusa.com/anza_borrego/du-abpmain.html

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Anza-Borrego Desert State Park is tucked into the southeastern region of the State, near the Imperial/San Diego County Line. The park takes its name from 18th century Spanish explorer Juan Bautista de Anza and borrego, the Spanish word for bighorn sheep. Running about 25 miles east to west and 50 miles north to south, it is California's largest state park encompassing more than 600,000 acres. To the east, the Borrego Mountains taper into the Carrizo Badlands and the Salton Trough, which is to the west of SR-86. The State Park’s northeastern entrance is accessible to SR-86 via the Borrego-Salton Seaway. TRIBAL LAND

Caltrans establishes and adheres to government to government relationships when interacting with federally recognized California Native American Tribes (Tribal Governments) in a coordinated, cooperative, and consultative manner. Caltrans acknowledges these tribes as unique and separate governments within the United States, recognizing and respecting important California Native American rights, sites, traditions, and practices.

The District 11 Native American Liaison works directly with tribes in Imperial County in a knowledgeable and sensitive manner, respecting tribal sovereignty. The liaison consults with Tribal Governments prior to Caltrans making decisions, taking actions, or implementing programs that may impact their communities. SR-86 provides primary transportation access to tribal lands along the corridor and communication is vital when projects are planned and implemented on or near tribal lands.

Torres-Martinez Reservation16 The Torres-Martinez Desert Cahuilla Indians is a federally recognized tribe of Cahuilla and Chemehuevi Indians, located in Imperial and Riverside counties. They are based in Thermal, California. The Cahuilla people have inhabited the Martinez Canyon since the early 1800’s. In May 1876, an Executive Order by President Ulysses S. Grant created the Torres and Martinez reservations. Under the Relief of Mission Indians Act of 1891, the Torres and Martinez reservations were combined. In December 1906, the U.S. Department of the Interior authorized funding for a new reservation school building. The new school building benefited tribal kids tremendously because it eliminated an eight-mile walk to the Thermal school. The school building and a small cottage were finished in August, 1907. Later, the school was used for religious services and tribal gatherings. Today, Torrez Martinez Desert Cahuilla Indians’ vision is to create opportunities in education, economic development, social services and other aspects of life for its tribal members and employees to become productive citizens and neighbors, thus creating a more harmonious community. In 2007, the Tribe opened the Red Earth Casino located on the west side of SR-86 at Black Diamond Road. The casino's 10,000 square foot gaming space is connected to a Travel Center with a restaurant and Recreational Vehicle (RV) facilities. Caltrans will continue to work with the Torres-Martinez Reservation on existing or future issues that impacts SR-86 to and from the Red Earth Casino at Black Diamond Road.

16 http://www.torresmartinez.org/

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SYSTEM CHARACTERISTICS Table 3: SR-86 Route Designations and Characteristics

Segment # 1 2 3 4 5 6 7 8 9 10 11 12 Freeway and Expressway No No No No No No No No No No No Yes

National Highway System No No No No No No No No No Yes Yes Yes

Strategic Highway Network

No No No No No No No No No No No No

Scenic Highway No No No No No No No No No No No No

Interregional Road System No No No No No No No No No Yes Yes Yes

High Emphasis No No No No No No No No No Yes Yes Yes

Focus Route No No No No No No No No No Yes Yes Yes

Federal Functional Classification

Rural Major

Collector

Urban Collector

Other Rural

Principal Arterial

Other Rural

Principal Arterial

Other Principal Arterial/

Major Collector

Other Principal Arterial/

Major Collector

Principal Arterial/

Major Collector

Principal Arterial/

Major Collector

Other Principal Arterial/

Major Collector

Other Principal Arterial/

Major Collector

Other Principal Arterial/

Major Collector

Other Principal Arterial/

Major Collector

Goods Movement Route

Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes

Truck Designation

Terminal Access

(STAA)17

Terminal Access (STAA)

Terminal Access (STAA)

Terminal Access (STAA)

Terminal Access (STAA)

Terminal Access (STAA)

Terminal Access (STAA)

Terminal Access (STAA)

Terminal Access (STAA)

Terminal Access (STAA)

Terminal Access (STAA)

Terminal Access (STAA)

Rural/Urban/Urbanized Rural

Urban Cluster/

Rural

Urban Cluster

Urban Cluster

Urban Cluster

Urban Cluster/

Rural

Urban Cluster/

Rural

Urban Cluster/

Rural

Urban Cluster/

Rural

Urban Cluster18/

Rural

Urban Cluster19/

Rural Rural

Metropolitan Planning Organization

SCAG SCAG SCAG SCAG SCAG SCAG SCAG SCAG SCAG SCAG SCAG SCAG

Regional Transportation Planning Agency

ICTC ICTC ICTC ICTC ICTC ICTC ICTC ICTC ICTC ICTC ICTC ICTC

17 STAA (Surface Transportation Assistance Act). 18 The segment in Westmoreland (population 2,777) is classified as an Urban Cluster; the rest of the segment is classified as Rural. 19 The segment in Westmoreland (population 2,777) is classified as an Urban Cluster; the rest of the segment is classified as Rural.

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Segment # 1 2 3 4 5 6 7 8 9 10 11 12 County Transportation Commission

ICTC ICTC ICTC ICTC ICTC ICTC ICTC ICTC ICTC ICTC ICTC ICTC

Regional Transit Agency ICTC ICTC ICTC ICTC ICTC ICTC ICTC ICTC ICTC ICTC ICTC ICTC

Local Agency County of Imperial

City of El Centro,

County of Imperial

City of El Centro

City of El Centro

City of El Centro, City of

Imperial

City of Imperial

County of Imperial,

City of Imperial,

City of Brawley

City of Brawley

County of Imperial,

City of Brawley

County of Imperial

County of Imperial

County of Imperial

Tribes None None None None None None None None None None None Torres-Martinez

Air District Imperial County APCD20

Imperial County APCD

Imperial County APCD

Imperial County APCD

Imperial County APCD

Imperial County APCD

Imperial County APCD

Imperial County APCD

Imperial County APCD

Imperial County APCD

Imperial County APCD

Imperial County APCD

Terrain Flat Flat Flat Flat Flat Flat Flat Flat Flat Flat Flat Flat

20 Air Pollution Control District

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Table 4: SR-86 System Characteristics

Segment # 1 2 3 4 5 6 7 8 9 10 11 12

Existing Facility

Facility Type C21 C C C C C C C C C E22 E

General Purpose Lanes 2 2-4 4 4 4 4 4 4 4 4 4 4

Lane Miles 9.06 5.904 4.992 4.868 3.994 6.06 33.48 5.748 14.296 13.236 64.196 97.044

Centerline Miles 4.53 1.476 1.248 1.217 1.997 1.515 8.37 1.437 3.574 3.309 16.049 24.261

Median Characteristics Striped/ Undivided

Undivided/ Divided

Undivided/ Divided

Striped/ Undivided Divided Divided Striped/

Divided Striped/

Undivided Undivided/

Divided Undivided/

Divided Divided Divided

Passing Lanes None None None None None None None None None None None None

Truck Climbing Lanes None None None None None None None None None None None None

Concept Facility

Facility Type C C C C C C C C C C E E

General Purpose Lanes 2 4 4 4 4 4 4 4 4 4 4 4

Lane Miles 18.12 5.904 4.992 4.868 3.994 6.06 33.48 5.748 14.296 13.236 64.196 97.044

Centerline Miles 4.53 1.476 1.248 1.217 1.997 1.515 8.37 1.437 3.574 3.309 16.049 24.261

Passing Lanes None None None None None None None None None None None None

Truck Climbing Lanes None None None None None None None None None None None None

Post 25 Year Facility

Facility Type C C C C C C C C C C E E

General Purpose Lanes 4 4 4 4 4 4 4 4 4 4 4 4 Lane Miles 18.12 5.904 4.992 4.868 3.994 6.06 33.48 5.748 14.296 13.236 64.196 97.044

Centerline Miles 4.53 1.476 1.248 1.217 1.997 1.515 8.37 1.437 3.574 3.309 16.049 24.261

21 Conventional 22 Expressway

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DEVELOPMENT REVIEW Based on the Caltrans Traffic Impact Study (TIS) guidelines, a 1,000 Average Daily Traffic (ADT) threshold size triggers the need for developers to prepare a traffic study for their project. There may be an additional number of smaller development projects that may have additional cumulative impacts on traffic in the corridor. Because of uncertainties associated with future demographic, socioeconomic, and political climates, the scale of development may be subject to change. The development application and approval process is also subject to change. Changes in land use prompting rapid housing and commercial development growth will need to be monitored closely by all impacted jurisdictions and agencies. Appropriate traffic studies for any proposed developments will need to be conducted and reviewed carefully by Caltrans staff. Land development and local capital improvement projects including pipeline crossings should also be coordinated with Imperial Irrigation District (IID). Further information regarding specific development projects in the SR-86 corridor can be obtained from the Caltrans District 11 Development Review Branch. FREIGHT/GOODS MOVEMENT Imperial County has a very well developed highway and roadway network for both vehicular travel and its agricultural and international freight movement by tractor-trailer trucks. The system carries approximately 90 percent of the goods that move in and out of the County. Forecasted population growth and increase in foreign trade activity will have future impacts on the roadway system, and will require future infrastructure improvements in order to keep up with the projected demand. The California Freight Mobility Plan (CFMP) categorizes the designated highway and freight rail networks into three tiers for each facility type with those portions of the network having the highest truck and rail volumes being Tier 1 and those with lower volumes being Tier 2 or Tier 3. Priority consideration is also given for some freight network components having lower freight volumes but providing key interstate or international connections. SR-86 is part of the Tier 2 Network of the CFMP. Imperial County is served by rail connections to and from Riverside County, Baja California, and Arizona. Commodity flow volumes by rail account for about 3 percent of the total commodity flow volumes in the county. Union Pacific Railroad (UPRR) owns and operates the rail line coming south from Riverside County (Sunset Line route), as well as the line running north from the Calexico border crossing, extending north to El Centro, and connecting with the UPRR Sunset Line at Niland. UPRR also owns and operates the east-west line between Plaster City and El Centro. A spur serves the mining operations north of Plaster City. Truck Route Network The SR-86 corridor is designated as a “Terminal Access” Route for freight.23 This designation means that “a California Legal truck has an overall maximum length of 65 feet, and a maximum king-to-rear-axle (KPRA) of 40 feet”.24 SR-86 is a link to the National Network of Federal Interstates for freight movement.

23 STAA (Surface Transportation Assistance Act): http://www.dot.ca.gov/hq/traffops/engineering/trucks/routes/ta-process.htm 24 California Vehicle Code for California Legal Trucks: CVC Section 35401

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Map 2: SR-86 Truck Networks

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Freight System Freight vehicles using the SR-86 corridor are not limited to truck circulation. As can be seen in Table 4, other types of transportation generators are airports, United States and Mexico Ports of Entry, industrial complexes, short-line railroad, and a mining facility. Some of the SR-86 segments will have a more intensive freight impact than other segments. Table 4: Freight Facilities

Facility Type/Freight

Generator Location Mode Name

Major Commodity/

Industry Comments/Issues

Rail Yard Plaster City Rail Plaster City Rail Yard Construction Products None

Rail Line Imperial County Rail

Union Pacific Railroad (UPRR) (Class I) UPRR serves the Imperial Valley region near Plaster City, moving commodity, bulk, and mixed cargo eastward to Chicago, Kansas City, New Orleans, and St. Louis on the former Southern Pacific Sunset Route, a primary California freight rail corridor.

Commodity, bulk, and mixed cargo

None

Rail Line Imperial County Rail

Pacific Imperial Railroad (PIR) (PIR) operates 114 miles of freight lines in California and Mexico. PIR connects to UP at Plaster City (Imperial County) and BNSF at San Ysidro and Tecate Ports of Entry. Forty-four miles of track are in Mexico between Tijuana and Tecate.

Construction products, Barley

-Upgrades to desert line. - Restore service between San Diego and Imperial Counties.

Expressway Imperial County Truck SR-111/SR-78 (Terminal Access

Route to the National Network)

Electronics, Manufactured Goods, Agriculture

-Bottleneck at Calexico West Port of Entry -Bottleneck at SR-98 Interchange

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MULTIMODAL TRANSPORTATION Complete Streets Caltrans “Complete Streets” Policy (Deputy Directive 64-R2) guides Caltrans to provide for travelers of all ages and abilities in all planning, programming, design, construction, operations, and maintenance activities and products on the State Highway System (SHS). Caltrans views all transportation improvements (new and retrofit) as opportunities to improve safety, access, and mobility for all travelers and recognizes bicycle, pedestrian, and transit modes as integral elements of the transportation system. Caltrans thrives to integrate multimodal projects in balance with community goals, plans, and values by addressing the mobility needs of bicyclists, pedestrians, and transit users in all projects, regardless of funding. Bicycle, pedestrian, and transit travel are facilitated by creating “Complete Streets” starting with system planning and continuing through project delivery, maintenance, and operations. A Complete Street is defined as a transportation facility that is planned, designed, operated, and maintained to provide safe mobility for all users, including bicyclists, pedestrians, transit riders, and motorists appropriate to the function and context of the facility. Implementing Complete Streets supports local agencies’ efforts required by the California Complete Streets Act of 2008 (Assembly Bill 1358). Complete Streets policies support the goal of reducing greenhouse gas emissions, set out in the California Global Warming Solutions Act of 2006 (Assembly Bill 32) and Senate Bill 375, which requires the development of Sustainable Communities Strategies (SCS). It also demonstrates how the future land use development pattern and the transportation network, policies, and programs in the region can work together to achieve the greenhouse gas (GHG) emission reduction targets for cars and light trucks established by the California Air Resources Board (ARB). The SCS integrates land use, housing, and transportation planning to provide a regional policy foundation that local governments may build upon to create a more sustainable Southern California. Pedestrians represent a wide range of our population, including children walking to and from school, teens visiting friends, adults on errands, and people who walk for recreation or exercise. Pedestrians also include people with disabilities using walkers, wheelchairs or other assistance devices, as well as transit users who walk between their destinations and transit stops. The safety and mobility needs of all who have legal access to the transportation system must be addressed including requirements under the Americans With Disabilities Act of 1990 (ADA). In California, bicyclists and pedestrians have the legal right to use all of Caltrans’ conventional highways, including SR-86. Because bicyclists and pedestrians are allowed on SR-86, it is vital to provide for their use and safety on the route. Airport Facilities There are six airports within ten miles of SR-86 corridor in Imperial County, five general aviation (GA) airports, and one naval airfield.

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NAF El Centro Naval Air Facility (NAF) El Centro in Imperial County is one of the Navy’s busiest aerial training facilities and the winter home of the aerial demonstration team, the Blue Angels. The base is four and a half miles from Imperial County Airport and the annual spring air show draws approximately 35,000 people to the event. Imperial County Airport The Imperial County Airport is managed by the County of Imperial, and sits partially inside the Imperial city limits, only one mile from the main business district adjacent to SR-86. It is used for general aviation with approximately 90 aircrafts based there. The airport has two asphalt runways; one is 5,300 feet long by 100 feet wide, and the other is 4,500 feet long by 75 feet wide. Salton Sea Airport Salton Sea Airport is a privately owned, public use airport located southwest of the central business district of Salton City. Cliff Hatfield Memorial Airport Cliff Hatfield Memorial Airport is a city owned, public use airport located northwest of the central business district of Calipatria. It is also approximately 5 miles southeast of the Salton Sea. Brawley Municipal Airport Brawley Municipal Airport is one mile northeast of the Brawley city limits. It covers 160 acres. The city-owned airport is primarily used for general aviation, and approximately 70 private aircrafts are based there. The asphalt runway is 4,400 feet long by 60 feet wide. Calexico International Airport Calexico International Airport (CLX) is a city-owned public-use airport located one mile west of the central business district of Calexico. Four and a half miles south of the SR-86/SR-111 intersection. The airport is mostly used for general aviation and to facilitate border crossing. CLX provides customs clearance to aircraft arriving from international locations and has a functional designation as a community airport. There are 21 aircraft and 3 helicopters based at CLX. In addition to customs clearance, other airport services include: aircraft and jet fuel sales and rental car and taxi services. The airport also serves corporate, business, and agricultural users.

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BICYCLE FACILITIES25 Typical rural highway conditions on SR-86 include one or two travel lanes in each direction and variable width shoulders. Posted speed limits range from 35 to 50 miles per hour in urban areas and up to 65 miles per hour in rural areas. In many areas, shoulder pavement has become uneven due to the drastic temperature extremes that the Imperial Valley experiences and can result in a stressful bicycle ride. Caltrans schedules pavement preservation activities on an on-going basis. According to the Imperial County Bicycle Master Plan, the existing bicycle network in Imperial County is fragmented. However, opportunities are ample for strengthening these crucial elements of the bicycle system. Imperial County is predominantly an agricultural community consisting of flat terrain. Dry and temperate weather conditions prevail through half the year, with the exception of the extremely hot summer months of May through September. The County’s transportation network offers miles of paved roadways with relatively level terrain, limited cross traffic, low traffic volumes, and wide expanses of open land that are ideal for recreational bicycling. The 2011 Imperial County Bicycle Master Plan recommended the implementation of a 252-mile system of bicycle lanes, routes, and pathways that link schools, shopping, employment centers, and existing and planned residential developments. Providing designated routes for cycling strengthens the network and also serves as recognition of a growing cycling community by increasing motorist awareness of bicyclists and the legal requirement to share the roadway with bicycle riders.

Imperial County has a number of state-maintained roadways that provide vital transportation connections to communities and neighboring regions. These connections are as critical for bicyclists as they are for automobile drivers because these State routes often provide the most direct and logical connections between destinations. The Imperial County Bicycle Master Plan Update (2011) includes bikeway recommendations for a total of nearly 103 miles of shoulder Class III facilities on State Highways (see appendix D). Caltrans will continue to coordinate with Imperial County on the development of these facilities. Class III bikeways on highways that generally have high traffic volume and speeds should be designed with a minimum of a six-foot shoulder to give bicyclists sufficient room to travel comfortably. The Bicycle Master Plan also proposes an Imperial Valley Bikeway system comprised of 12 bicycle routes designed to serve various user

groups, provide equitable access to all areas of the County, and offer loop systems for recreational riders that wish to cycle long distances and return to the point of origin. SCAG recommends a Class III “regional” bikeway along SR-86 from the Imperial/Riverside County Line to the cities of Brawley and El Centro in the Regional Transportation Plan/Sustainable Communities Strategy (2012-2035).

25 For bicycle routes maps, please see appendix D.

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The City of El Centro Bicycle Master Plan (2009) identifies Imperial Avenue (SR-86) as part of their bicycle system as a Class III lane that will link to a proposed Class I Bike Path along Imperial Avenue in the City of Imperial according to the County of Imperial Bicycle Master Plan Update (2003). The proposed Class I facility begins at the southern city limits north to Murphy Road. From there, it becomes a Class II bicycle route to the northern city limits. The City of Westmorland Bicycle Master Plan shows a proposed Class II Bicycle path on West Main Street (SR-86) within the city limits according to the County of Imperial Bicycle Master Plan Update (2003).

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Exhibit 1: Regional Corridor Classification System for Bicycles

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Table 5: SR-86 Bicycle Facilities

Seg.

State Bicycle facility Parallel Bicycle Facility

Location Description Bicycle Access Prohibited

Outside Paved

Shoulder Width

Posted Speed Limit

Parallel Facility Present

Name Facility Type

1 SR-111 to McCabe Road No ~4ft 25-35 Yes Dogwood Rd. Class III- Bike Route/ Shared Roadway

2 McCabe Road to I-8 No ~4ft 35-40 Yes Dogwood Rd. Class III- Bike Route/ Shared Roadway

3 I-8 to Main Street (El Centro) No ~3ft 35-40 Yes Dogwood Rd. Class III- Bike Route/Shared Roadway

4 Main Street to Adams/ N. Imperial Avenue No 4-5ft 35-40 Yes Various Side

Streets Class III- Bike Route/Shared Roadway

5 Adams/N. Imperial Avenue to Aten Road No 4ft 35

Yes Various Side Streets Class III- Bike Route/Shared Roadway

6 Aten Road to Barioni Boulevard No 5ft 50-55 Yes Dogwood Rd Class III- Bike Route/Shared Roadway

7 Barioni Boulevard to Legion Road No 4ft 55-65 Yes Dogwood Rd Class III- Bike Route/Shared Roadway

8 Legion Road to West Main Street (Brawley) No 3ft 40-50 Yes Dogwood Rd. Class III- Bike Route/Shared Roadway

9 West Main Street (Brawley) to Fredericks Road/Junction SR-78 No 4ft 45-65 Yes Rutherford Rd and

Bannister Rd Class III- Bike Route/Shared Roadway

10 Fredericks Road/ Junction SR-78 to Forrester Road/Center Street

(Westmorland) No 8ft 25-65 Yes Bannister Rd. Class III- Bike Route/ Shared Roadway

11 Forrester Road/Center Street

(Westmorland) to West Junction SR-78

No 8ft 35-65 Yes Bannister Rd. Class III- Bike Route/ Shared Roadway

12 West Junction SR-78 to Riverside County Line No 8ft 65 No N/A N/A

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PEDESTRIAN FACILITIES Pedestrians represent a wide range of the population, including children walking to and from school, teens visiting friends, adults on errands, and people who walk for recreation or exercise. Pedestrians also include people with disabilities using walkers, wheelchairs or other assistance devices, as well as transit users who walk between their destinations and transit stops. In the 2004 General Plan for the City of El Centro, the majority of the pedestrian facilities require new development and redevelopment to provide pedestrian connections with major destinations. New projects include the construction of sidewalks that are also in compliance with the 1990 Americans with Disabilities Act. Among existing pedestrian needs that are proposed to be addressed particularly in the cities of El Centro, Imperial and Brawley are:

• Continuous sidewalks • Marked crosswalks on cross streets • Reasonable pedestrian crossing distances • Clearly delineated vehicle travel lanes • Appropriate signage informing vehicle drivers • Bus stop amenities – shelter, bench, trash can, etc. • Appropriate striping to delineate bus drop-off/pick-up area • Accessible pedestrian signals at signalized crossings • ADA Improvements

According to the City of Brawley’s 2013 Non-Motorized Transportation Plan, SR-86 has experienced multiple bicycle and pedestrian collisions.26 The Plan has recommended traffic calming measures that can be done to South First and West Main Streets which are both part of SR-86. They include the following:

• Re-stripe or install high visibility crosswalks • Small, raised median islands in center turn lanes.

The Imperial County Regional Safe Routes to School (SRTS) Master Plan was approved by the ICTC Commission in 2016. The Master Plan sets priorities to increase the access to Safe Routes to Schools programs/enhanced walkable and bike-able communities in Imperial County. The document provides approximately 52 regional school site specific plans with cost estimates, site plans, outreach, and survey data. SCAG will be working with ICTC and agencies willing to participate in an Active Transportation Plan (ATP) Cycle grant application for all of Imperial County to obtain funding and prioritize active transportation projects. The Plan will address issues such as safety and security; liability, environmental concerns, convenience, accessibility, usage; connections and linkages for bicycle users, as well as pedestrians and safe routes to school planning efforts.

26 City of Brawley 2013 Non-Motorized Transportation Plan

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Some of the school sites in the SRTS plan are on SR-86 or are within a few blocks of the State Highway. They are the following:

• Westmorland Union Elementary School in Westmorland; C Street at East Main Street (SR-86); • Witter Elementary School in Brawley; K Street at South 1st Street (SR-86); • Frank Wright Middle School in Imperial; 15th Street at North Imperial Avenue (SR-86); • Imperial Avenue – Holbrook School; North Imperial at East 11th Street; • Imagine School-Imperial Valley; Villa Avenue at North Imperial Avenue (SR-86);

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Table 6: SR-86 Pedestrian Facilities

Seg Post mile

Location Description

Pedestrian Access Prohibited

Sidewalk Present

Facility Description

Junction

Alternate Facility Location Role Type

1 0.00 to 4.53

SR-111 to McCabe Road No No Rural

Highway Heber Major No sidewalks present. No Signalized crossings. Only a stop sign is present. No bike paths, or shoulders.

Dogwood to El Centro.

2 4.53 to 6.00

McCabe Road to I-8 No Yes Major City

Street SR-86/I-8 Major Signalized crossings. Crossing are present, but only on two sides. Crossing distance is minimal.

Dogwood and 8th St.

3 6.00 to 7.30

I-8 to Main St. (El Centro) No Yes Major City

Street

SR- 86/ W.Orange Major Signalized crossings on all sides with Sidewalks 8th and Imperial St.

Main St Major Signalized crossings on all side of the road. Sidewalks present. 8th and Imperial St.

4 7.30 to 7.30

Main St. to Adams/N.

imperial Ave. No Yes City Street

16th St Minor Signalized crossings on all sides with sidewalks. Park adjacent, so its assumed there would be more pedestrian foot traffic.

8th St and Imperial St.

8th St Major Signalized crossings on all side of the roads with sidewalks. Imperial St.

Imperial/ Adams Major Wide streets. Signalized Crossings on all sides. 8th St.

5 7.30 to 9.30

Adams/N. Imperial Ave. to Aten Road

No Yes Major City St.

Euclid St. Minor No crossings, only signage that lets pedestrians cross. 8th St

Scott Ave. Minor Crossings only on 3 sides of the roadway with signage. No pedestrian access on one side of the road, with signage. 8th St

Pico Ave. Minor Crossing only on 3 sides of the intersection with dedicated signage. However, there are no sidewalks. 8th St

Bradshaw Rd Minor Crossings only on 2 sides of the roadways. Dedicated signage for

pedestrians. Bike Path signs after signals. 8th St

Aten Rd. Minor No pedestrian crossings are present, however there is signage that gives r/w to pedestrians. Bike path signs right after signals 8th St.

6 9.30 to 10.82

Aten Rd. to Barioni Blvd. No No Rural

Highway

2nd Ave. Minor No signals at this intersection. There is one pedestrian crossings that pedestrians have to cross high speed traffic. P St.

Barioni Blvd. Major Traffic signals are present with pedestrian crossings on 3 sides. P St.

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Seg Post mile

Location Description

Pedestrian Access

Prohibited

Sidewalk Present

Facility Description

Junction Alternate Facility

Junction Role Type

7 10.820

to 19.19

Barioni Blvd. to Legion Rd. No No

15th St Minor Pedestrian crossings on 2 sides, with traffic signals are present. SR-111

Keystone Rd. Minor No Pedestrian Crossings. No Sidewalks. Traffic Signals SR-111

Legion Rd. Minor No pedestrian crossings, only corner sidewalks. Traffic signals. SR-111

8 19.19

to 20.62

Legion Rd. to W. Main St. (Brawley)

No No Rural Highway

Wildcat Dr. Minor Pedestrian crossings on all 4 sides of intersection with signage.. SR-111

Malan St, Minor Pedestrian crossing only on one side of the intersection. SR-111

K St. Minor Sidewalks appear on all 4 sides of the intersection. Sidewalk crossings appear, but fragmented until Main St. SR-111

Main St. Major Sidewalk crossings on all 4 sides of the intersection. Main St. is also designated as a bicycle friendly road. SR-111

9 20.62

to 24.20

W. Main St to Fredericks Rd/

Jct, SR-78 No No Rural

Highway SR-86/ SR-

78 Major No sidewalk crossings or pedestrians allowed. Signals are present at this intersection Forrester Rd

10 24.20

to 27.51

Fredericks Rd/Jct. SR 78 to Forrester

Rd/ Center St. (Westmorland)

No* No* Rural Highway

SR-86/ Center St Major

Pedestrian access is only available on the highway when you get into the city limits and sidewalks become available. ** No sidewalks are present on highway until you get into Westmorland. Intersection has crossings, as well as visible signage on all 4 signs that allow pedestrian access.

SR-86 bike friendly/ Bannister Rd.

11 27.51

to 43.55

Forrester Rd/ Center St to West Jct-78

No No Rural Highway

SR-78 Junction Minor No pedestrian crossings or access, however, road is bike friendly.

No signage for bikes though, but the shoulders are wide. N/A

12 43.55

to 67.82

West Jct-78 to Riverside

County Line No No Rural

Highway Marina Dr. Minor Pedestrian crossings on two sides that cross the highway. Signals and signs were recently added to make pedestrian crossings easier.

N/A

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TRANSIT FACILITIES Imperial Valley Transit ICTC provides fixed route services throughout the County. Limited service reduces access to jobs outside of weekday, daytime hours. Both fixed route and demand response services are provided throughout much of the county, providing transportation for the general public, including seniors and disabled citizens. Local, circulator, express, and deviated fixed route services are operated between points throughout the Imperial Valley under contract for the County by First Transit, Inc., and branded as Imperial Valley Transit (IVT)27. Demand responsive service (Dial-a-Ride) is subsidized by ICTC and operated by private services in Brawley, Calexico, El Centro, Imperial, and the West Shores area. Both the Brawley and West Shores Dial-a-Ride services are available to the general public, while the others are limited to senior/disabled passengers. ADA complementary paratransit service, branded IVT Access (formerly AIM Transit), is provided throughout the fixed route service area. IVT Access is also available to the general public for an added fee when space allows. Additionally, certain disabled passengers are eligible for Med-Express, which operates four days per week between pickup points in Imperial County and medical facilities in San Diego County. Currently, eight traditional and express service routes operate along portions of the SR-86 corridor between El Centro and Brawley, including “IVC Express” Route 22, Brawley “Fast” Route 41 and “Direct” Routes 1, 2 and 3, as well as the Blue (El Centro), Gold (Brawley), and Green Lines (El Centro). Transit Transfer Centers The Brawley Transit Transfer Station28 serves as the City’s central bus transfer station for Imperial Valley Transit buses and transit riders traveling to and from destinations throughout the Imperial County. The transit station is located at 154 South Plaza Street, in downtown Brawley, four blocks east of SR-86. The City of Imperial is proposing a transit transfer station adjacent to SR-86 at 15th Street. This transit facility will have similar amenities to the Brawley Transit Transfer Station. There are private transportation providers such as Greyhound Lines that provides intercity bus service to El Centro from San Diego, Yuma, Palm Springs, Riverside, Los Angeles and beyond including destinations to Mexico via the Calexico Port of Entry. There is a Greyhound bus station located at 460 West State Street in El Centro, just off of 4th Street (SR-86). Regional Mobility Hubs Plan The Regional Mobility Hubs Implementation Plan for San Diego and Imperial Counties is a project led by San Diego Association of Governments in collaboration with ICTC. The focus of the plan will be to develop recommended improvements, conceptual designs, and implementation strategies for different mobility hub station place types for both regions. Following the completion of the initial study ICTC will be working with the local cities to prioritize opportunities to improve mobility focusing on the existing and planned transit centers. A major 27 http://www.ivtransit.com/ 28 http://www.psomas.com/markets/brawley-transit-transfer-station/

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component of this effort will be to pursue funding opportunities and/or private sector participation, i.e., car sharing, bike sharing, etc. The two existing transit transfer centers in Brawley and El Centro and the proposed transit transfer center in Imperial are all within a few blocks of, or adjacent to SR-86, making this corridor an important link for potential mobility hubs connecting each of the three communities along the SR-86 corridor.

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Table 7: SR-86 Transit Services and Facilities

29 Greater than 60 minutes

Segment Mode & Collateral Facility Name Route End Points Annual Ridership Headway Station Location

1 Traditional Bus Imperial Valley Transit: Route 1 El Centro to Calexico 288,098 Long29 Multiple stops

2 Traditional Bus Imperial Valley Transit: Route 1 El Centro to Calexico 288,098 Long Multiple stops

Traditional Bus – Intra-city Imperial Valley Transit: Blue Line 750 El Centro Loop 15,750 60

3

Traditional Bus Imperial Valley Transit: Route 1 El Centro to Calexico 288,098 Long

Multiple stops Traditional Bus – Intra-city Imperial Valley Transit: Blue Line 750 El Centro Loop

15,750 60

Traditional Bus – Intra-city Imperial Valley Transit: Green Line 850 13,590 60

Express Bus – Intercity Yuma County Area Transit: Turquoise Line 10 El Centro to Yuma 5,597 Long SR-86 and Aurora St.

4

Traditional Bus – Intra-city Imperial Valley Transit: Blue Line 750 El Centro Loop

15,750 60

Multiple stops Traditional Bus – Intra-city Imperial Valley Transit: Green Line 850 13,590 60

Express Bus Imperial Valley Transit: Route 22 Niland to Imperial 7,158 Long

Express Bus Imperial Valley Transit: Route 41 El Centro to Brawley N/A Long

5

Traditional Bus Imperial Valley Transit: Route 2 Niland to El Centro 178,806 Long

Multiple stops

Traditional Bus Imperial Valley Transit: Route 3 Holtville to El Centro 14,695 Long

Traditional Bus – Intra-city Imperial Valley Transit: Green Line 850 El Centro Loop 13,590 60

Express Bus Imperial Valley Transit: Route 22 Niland to Imperial 7,158 Long

Express Bus Imperial Valley Transit: Route 41 El Centro to Brawley N/A Long

6

Traditional Bus Imperial Valley Transit: Route 2 Niland to El Centro 178,806 Long

Multiple stops Express Bus Imperial Valley Transit: Route 41 El Centro to Brawley N/A Long

Traditional Bus – Intra-city Imperial Valley Transit: Green Line 850 El Centro Loop 13,590 60

7

Traditional Bus Imperial Valley Transit: Route 2 Niland to El Centro 178,806 Long

Multiple stops Express Bus Imperial Valley Transit: Route 22 Niland to Imperial 7,158 Long

Express Bus Imperial Valley Transit: Route 41 El Centro to Brawley N/A Long

8

Traditional Bus Imperial Valley Transit: Route 2 Niland to El Centro 178,806 Long

Multiple stops Express Bus Imperial Valley Transit: Route 41 El Centro to Brawley N/A Long

Traditional Bus – Intra-city Imperial Valley Transit: Gold Line 950 El Centro Loop 12,681 60

9 Traditional Bus Imperial Valley Transit: Route 2 Niland to El Centro 178,806 Long

Multiple stops Traditional Bus – Intra-city Imperial Valley Transit: Gold Line 950 El Centro Loop 12,681 60

10 Traditional Bus Imperial Valley Transit: Route 2 Niland to El Centro 178,806 Long Multiple stops

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ENVIRONMENTAL CONSIDERATIONS30 The purpose of this environmental section is to conduct a high level identification of environmental factors that may need future analysis in the project development process. This information does not represent all possible environmental considerations that may exist within the area surrounding the route. As seen in Table 8, the environmental factors have been categorized based on a scale of high-medium-low probability of environmental resource issues established by district staff. Section 4(f) Land: SR-86 serves several communities within the unincorporated area of Imperial County. Those communities include Heber, El Centro, Imperial, Salton City, and Desert Shores, all of which contain either a neighborhood park or larger community parks. There are not any regional parks along the route; however, the Anza-Borrego Desert State Park and the Ocotillo Wells State Vehicular Recreation Area are located adjacent to the SR-86 and SR-78 junction. The project planning process should include all measures to develop prudent and feasible alternatives that avoid publically-owned parks as defined by the Department of Transportation Act. Environmental Justice: Both low-income and minority populations exist among the communities along the southern corridor of SR-86 as well as in the tribal lands in the northern corridor. Project planning efforts should be made to avoid any disproportionately high and adverse impacts on these populations and ensure that all populations, regardless of race and income level are included in the project development process. Farmland: Agriculture is considered a major economic resource for Imperial County. SR-86 runs throughout the Imperial Valley, which contains some of the county’s richest soils for agricultural production. The planning process should develop alternatives that minimize any conversion of prime or unique farmland to non-agricultural land uses. Cultural Resources: Cultural resources encompass both the built and archeological environments, which includes both prehistoric and historic archeological sites. While the potential discovery for cultural resources has been determined to be low along the southern alignment of SR-86, the northwestern portion of the route has a greater potential for discovery due to the proximity to tribal lands and the Salton Sea. Potential discoveries may include not only physical evidence of the past but also intangible evidence such as traditional cultural lands and sacred sites. Record searches and often pedestrian surveys would be required to assess the potential for these resources within the SR-86 corridor. Paleontological Resources: These types of resources are considered fossilized remains of both plants and animals as well as the sedimentary rock in which they occur. Fossils have the potential to occur in valleys and other environments where material eroded from the mountains has been transported downhill and deposited. Research to identify the potential of fossil remains may be required during the project development process.

30 District 11 Environmental Coordinator

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Visual/Aesthetics: Although SR-86 is not designated as a State Scenic Highway, Imperial County contains a variety of visual resources ranging from desert areas and mountains to the Salton Sea. Prominent landmarks visible from SR-86 are the Superstition Hills and Mountain. Project planning efforts should remain consistent with the landscape goals and policies set forth by the County in order to maintain and preserve the views afforded by the SR-86 corridor. Hazardous Materials and Naturally Occurring Asbestos: SR-86 within the Imperial Valley connects several communities with a mixture of commercial, industrial, and residential land uses, which have the potential to generate hazardous materials. Additionally, the potential for aerially deposited lead exists throughout the SR-86 corridor. As such, an Initial Site Assessment may be required to identify potential sources of hazardous materials. Proper disposal of hazardous material is vital if it is disturbed during project construction. Water Quality: The southern corridor of SR-86 lies within the Imperial Unit, which makes up the general area of the Imperial Valley. This valley which relies on water from the Colorado River via the All American Canal to supply surface water for agricultural production and groundwater recharge for drinking water and to supply the natural environment. Section 401 of the Clean Water Act requires water quality certification from the State Water Resources Control Board or from a Regional Water Quality Control Board when the project requires a Clean Water Act Section 404 permit to dredge or fill within a waterway of the United States. Along with Section 401 of the Clean Water Act, Section 402 of the Act establishes the National Pollutant Discharge Elimination System permit for the discharge of any pollutant into waters of the United States. The federal Environmental Protection Agency has delegated administration of the National Pollutant Discharge Elimination System program to the State Water Resources Control Board and Regional Water Quality Control Board. The State Water Resources Control Board has developed and issued a statewide National Pollutant Elimination System permit to regulate storm water discharges from all Caltrans activities on its highways and facilities. All construction projects require a Storm Water Pollution Prevention Plan to be prepared and implemented during construction. Seismic/Geology/Soils: Earthquakes are the principal geologic activity occurring within Imperial County. SR-86 bisects the Imperial Valley, which is one of the most tectonically active regions in the United States. As such, geotechnical considerations should be an important part of the project development process. Air Quality: Most of California’s transportation air quality requirements come from the Federal Clean Air Act (FCAA) and the California Clean Air Act (CCAA). The FCAA sets nationwide standards called National Ambient Air Quality Standards (NAAQS) managed by the U.S. Environmental Protection Agency (EPA). As such, the U.S. EPA has set both primary (health) and secondary (welfare) standards for the six "criteria pollutants"– carbon monoxide, lead, nitrogen dioxide, ozone, sulfur dioxide, and particulates (PM10 and PM2.5). The California Clean Air Act, managed by the California Environmental Protection Agency (Cal EPA), sets California's vehicle emission control and fuel standards at more stringent levels than Federal standards. This often results in differing air quality designations for the same region within California. Both federal and state designations are provided in the table for Imperial County pollutants. Ozone

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and PM10 are the remaining criteria pollutants that have non-attainment federal and state designations. For PM2.5, only the federal designation is nonattainment. Floodplain: SR-86 bridges several washes in the northern portion of the corridor and the New River within Imperial Valley. These water bodies are considered to be within the 100-year floodplain. Project planning should minimize encroachment into the floodplain as well as avoid any type of longitudinal encroachment. Noise: SR-86 runs through Heber and the cities of El Centro, Imperial, Brawley, and Westmorland and then northward west of the Salton Sea. It is a principal farm-to-market route for Imperial County agricultural products, and carries a high percentage of heavy trucks. SR-86 also carries heavy recreational traffic on weekends. Project planning efforts should identify sensitive receptors along the route and determine reasonable and feasible measures to reduce noise levels exceeding federal and state thresholds. Climate Change: Within California, transportation sources including passenger cars, light duty trucks, other trucks, buses, and motorcycles make up the largest source (second to electrical generation) of Greenhouse Gas emitting sources. The project development process should include all possible measures that support efforts to reduce vehicle miles traveled by working with local jurisdictions on planning activities. Waters and Wetlands: Within the Imperial Valley, the southern section of the SR-86 corridor runs along agricultural fields supplied by canals, which in turn are fed by the All American Canal and ultimately, the Colorado River. As the route heads north, it crosses the New River and several washes located along the western side of the Salton Sea. The identification and permitting of potential project filling and/or dredging within a jurisdictional water body would need to be coordinated with the appropriate regulatory agency. Special Status Species: The northern portion of SR-86 is bordered by Desert Scrub/Succulent Shrub habitat and along the entire corridor; two Desert Riparian habitats are bisected. Both federal and state special-status species have the potential to occur within these habitat types. “Some examples may include Peirson’s Milk Vetch Astragalus magdalenae, Yuma Clapper Rail Rallus longirostris, Desert Pupfish Cyprinodon macularis, Desert Tortoise Gopherus agassizii, Burrowing Owl Athene cunicularia and the Peninsular Bighorn Sheep Ovis canadensis.”31 During the project development process, a records search and a potential natural environment study would be required to identify the presence of any special status species within the SR-86 corridor. As SR-86 passes through the area southwest of the Salton Sea, the route comes in close proximity to the San Sebastian Marsh/San Felipe Creek Desert Pupfish Area of Critical Environmental Concern. Potential project effects on this area of critical concern would need to be minimized and coordinated with the appropriate regulatory agency.

31 Bureau of Land Management

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Habitat Connectivity: Two significant natural areas lie adjacent to SR-86 as the route runs along the southern and southwestern areas of the Salton Sea. The significant areas are the New River and San Sebastian Marsh. Potential project effects on these natural areas would need to be minimized and coordinated with the appropriate regulatory agency.

Cyprinodon macularius Source: http://www.blm.gov/

Rallus longirostris yumanensis Source: http://www.blm.gov/

Gopherus agassizii Source: http://www.blm.gov/

Ovis canadensis Source: http://www.blm.gov/

Air Quality Conformity: Transportation conformity is required under the U.S. Clean Air Act (CAA) to ensure that federally supported highway and transit project activities conform to the purpose of the State Implementation Plan (SIP). Conformity to the purpose of the SIP means that transportation activities will not cause new air quality violations, worsen existing violations, or delay timely attainment of the relevant National Ambient Air Quality Standard (NAAQS). Conformity applies to non-attainment and maintenance areas for the following transportation-related criteria pollutants: ozone (O3), particulate matter (PM2.5 and PM10) carbon monoxide (CO), and nitrogen dioxide (NO2). Ozone (O3): Imperial County attained the 1997 8-hour ozone standard of 0.08 ppm in 2008. However, the U.S. Environmental Protection Agency (EPA) recently promulgated the 2008 ozone standard of 0.075 ppm. On May 21, 2012 the U.S. EPA classified Imperial County as Marginal Nonattainment with an attainment year of 2015. As of July 20, 2013 the 1997 ozone standard was revoked and replaced with the 2008 ozone standard.

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Particulate Matter (PM10): Imperial County is classified as Nonattainment/Serious for PM10 as of August 3, 2004. The two main reasons for PM10 exceeding the standard are emission transport from Mexicali, Mexico (especially in the Calexico area), and occasional high wind activity. The Maintenance Plan for PM10 approval by the U.S. Environmental Protection Agency was published in the Federal Register on March 19, 2013. Fine Particulate Matter (PM2.5): Imperial County is classified as Attainment except in a small area of the county including Calexico which is classified as Nonattainment for PM2.5. Carbon Monoxide (CO) and Nitrogen Dioxide (NO2): Imperial County is in attainment for CO and NO2.

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Table 8: SR-86 Environmental Considerations by Segment St

ate

Rout

e 86

S

egm

ents

Sect

ion

4(f)

Land

Coas

tal Z

one/

LCP

Farm

land

/ Ti

mbe

rland

Envi

ronm

enta

l Ju

stic

e Pa

leon

tolo

gica

l

Cultu

ral R

esou

rces

Visu

al A

esth

etic

s

NPD

ES/W

ater

Q

ualit

y

Seis

mic

/ G

eolo

gy /

So

ils

Floo

dpla

in

Clim

ate

Chan

ge a

nd

Sea

Leve

l Ris

e Ha

zard

ous

Mat

eria

ls

Nat

ural

ly O

ccur

ring

Asbe

stos

Air Q

ualit

y

Noi

se

Wat

ers a

nd

Wet

land

s

Wild

and

Sce

nic

Rive

rs

Spec

ial S

tatu

s Sp

ecie

s

Fish

Pas

sage

Habi

tat

Conn

ectiv

ity

Ozo

ne

PM

CO

2.5 10

1

Med

ium

Not

App

licab

le High

Med

ium

Med

ium

Low

Low

Med

ium

Med

ium

Not

App

licab

le

Med

ium

Med

ium

Not

App

licab

le

Non

Att

ainm

ent (

Fede

ral a

nd S

tate

)

Non

Att

ainm

ent (

Fede

ral a

nd S

tate

)

Non

Att

ainm

ent (

Fede

ral a

nd S

tate

)

Atta

inm

ent (

Fede

ral a

nd S

tate

)

Med

ium

Med

ium

Not

App

licab

le Low

Low

Low

2

3

4

5

6

7

8

High

9

10

High

Med

ium

High

Med

ium

High

100

yea

r

Low

Med Med Med

11

High

High

High

12 Low

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CORRIDOR PERFORMANCE Corridor performance of SR-86 varies by segment. At the south end of the route (segment 1), SR-86 is a 2-lane east/west rural conventional highway that serves as a main street to the community of Heber, which has a low AADT. The route then becomes a north/south arterial, a 2 to 4-lane urban conventional highway (segment 2) and has a higher AADT due to the residential and surrounding land use that is near the I-8/North 4th Street interchange. West Danenburg Drive from SR-86 leads to the region’s biggest shopping center, the Imperial Valley Mall, which attributes to a higher AADT at the SR-86 and West Danenburg intersection. As SR-86 goes north of I-8, near downtown El Centro, the AADT decreases but picks up as it approaches North Imperial Avenue which is the primary north/south arterial on a 4-lane conventional highway in the northern part of El Centro. Aten Road is an east/west arterial that connects to new housing developments (on the east and west side of El Centro) and to the Imperial Valley College campus (at SR-111). This contributes to a higher AADT on segments 5 and 6. The higher AADT in segments ten and eleven can be associated with its connection to the SR-78 East Junction (Brawley Bypass) and Forrester Road/West Street as truckers use that road as a bypass around the cities of El Centro, Brawley, and Westmorland. Trucks account for more than half of the truck traffic at the East Junction SR-78 (Brawley Bypass), as well as north on SR-86 (Segments 10, 11, and 12). Efforts to keep SR-86 operating efficiently are necessary to contribute to the flow of goods and services on the corridor. Agricultural truck traffic represents a large portion of the traffic on segments nine thru twelve of SR-86.

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Table 9: SR-86 Corridor Performance Segment # 1 2 3 4 5 6

N S N S N S N S N S N S

SR-111 to McCabe Road McCabe Road to I-8 I-8 to Main Street

(El Centro) Main Street to N.

Adams/Imperial Avenue N. Adams/Imperial

Avenue to Aten Road Aten Road to Barioni

Boulevard Basic System Operations

AADT 2014 2800 2900 10100 11300 12600 14200 9800 8000 14900 12100 11400 9300

AADT 2040 3900 4000 13900 15700 17400 19600 13500 11100 20500 16800 15700 12900

Growth % 1.48% 1.48% 1.47% 1.47% 1.46% 1.46% 1.47% 1.47% 1.47% 1.47% 1.47% 1.47% Peak Hour Volumes 2014

AM 160 PM 200

AM 170 PM 210

AM 720 PM 780

AM 800 PM 870

AM 900 PM 970

AM 1010 PM 1090

AM 690 PM 740

AM 530 PM 580

AM 1050 PM 1130

AM 800 PM 890

AM 800 PM 860

AM 610 PM 680

Peak Hour Volumes 2040

AM 220 PM 280

AM 240 PM 290

AM 1000 PM 1070

AM 1100 PM 1300

AM 1250 PM 1340

AM 1390 PM 1510

AM 950 PM 1020

AM 730 PM 810

AM 1450 PM 1550

AM 1100 PM 1230

AM 1110 PM 1190

AM 850 PM 940

LOS Method HCM HCM HCM HCM HCM HCM HCM HCM HCM HCM HCM HCM Segment LOS 2014

AM A PM A

AM A PM A

AM B PM B

AM B PM B

AM A PM A

AM A PM B

AM A PM A

AM A PM A

AM A PM B

AM A PM A

AM A PM A

AM A PM A

Segment LOS 2040

AM A PM A

AM A PM A

AM A PM A

AM B PM B

AM B PM B

AM B PM B

AM A PM A

AM A PM A

AM B PM B

AM B PM B

AM B PM B

AM A PM A

VMT 2014 12684 13137 14948 16724 16405.2 18488.4 19926.6 9736 29755.3 24163.7 17271 14089.5

VMT 200 17667 18120 20572 23236 22654.8 25519.2 16429.5 13508.7 40938.5 33549.6 23785.5 19543.5 Peak Hour Traffic Data

Peak Period Length

AM 3 Hours PM 4 Hours

AM 3 Hours PM 4 Hours

AM 3 Hours PM 4 Hours

AM 3 Hours PM 4 Hours

AM 3 Hours PM 4 Hours

AM 3 Hours PM 4 Hours

AM 3 Hours PM 4 Hours

AM 3 Hours PM 4 Hours

AM 3 Hours PM 4 Hours

AM 3 Hours PM 4 Hours

AM 3 Hours PM 4 Hours

AM 3 Hours PM 4 Hours

Peak Hour Time of Day 3pm-4pm 5pm-6pm 12pm-1pm 12pm-1pm 12pm-1pm 12pm-1pm 12pm-1pm 3pm-4pm 12pm-1pm 3pm-4pm 12pm-1pm 3pm-4pm

Peak Hour VMT 2014 906 951.3 1154.4 1287.6 1262.94 1419.18 900.58 705.86 2256.61 1777.33 1302.9 1030.2

Peak Hour VMT 2040 1268.4 1313.7 1583.6 1924 1744.68 1966.02 1241.34 985.77 3095.35 2456.31 1802.85 1424.1

Peak Hour V/C 2014

AM 0.080 PM 0.100

AM 0.085 PM 0.105

AM 0.360 PM 0.390

AM 0.400 PM 0.435

AM 0.225 PM 0.2425

AM 0.2525 PM 0.2725

AM 0.1725 PM 0.185

AM 0.1325 PM 0.145

AM 0.2625 PM 0.2825

AM 0.200 PM 0.2225

AM 0.200 PM 0.215

AM 0.1525 PM 0.170

Peak Hour V/C 2040

AM 0.110 PM 0.140

AM 0.120 PM 0.145

AM 0.250 PM 0.265

AM 0.275 PM 0.325

AM 0.3125 PM 0.335

AM 0.3475 PM 0.3775

AM 0.2375 PM 0.255

AM 0.1825 PM 0.2025

AM 0.3625 PM 0.3875

AM 0.275 PM 0.3075

AM 0.2725 PM 0.2975

AM 0.2125 PM 0.235

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Segment # 1 2 3 4 5 6 Truck Traffic

(AADTT) 2014 371 1284 1689 1175 1701 1305

(AADTT) 2040 514 1776 2331 1624 2350 1802

Total Trucks % 2014 6.50% 6.00% 6.30% 6.60% 6.30% 6.30%

Total Trucks % 2040 6.50% 6.00% 6.30% 6.60% 6.30% 6.30%

5+ Axle (AADTT) 2014

61 260 394 305 660 506

5+ Axle (AADTT) 2040

85 359 543 421 912 700

5+ Axle Trucks (% of AADT) 2014

16.50% 20.20% 23.30% 25.90% 38.80% 38.80%

5+ Axle Trucks (% of AADT) 2040

16.50% 20.20% 23.30% 25.90% 38.80% 38.80%

AADT-Average Annual Daily Trip LOS-Level of Service VMT-Vehicle Miles Traveled V/C-Vehicle/Capacity AADTT- Average Annual Daily Truck Traffic

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Segment # 7 8 9 10 11 12

N S N S N S N S N S N S

Barioni Boulevard to Legion Road

Legion Road to West Main Street (Brawley)

West Main Street (Brawley) to Fredericks

Road/Jct. SR-78

Fredericks Road/Jct. SR-78 to Forrester Road/Center

Street (Westmorland)

Forrester Road/Center Street (Westmorland) to

West Jct. SR-78 West Jct. SR-78 to

Riverside County Line

Basic System Operations

AADT 2014 7400 7100 8500 6900 4700 3900 4100 5200 5300 6200 6600 6800

AADT 2040 10300 9800 11700 9600 7400 6100 8100 9800 9600 11300 11500 12000

Growth % 1.49% 1.49% 1.47% 1.47% 2.19% 2.19% 3.56% 3.56% 3.14% 3.14% 2.90% 2.90% Peak Hour Volumes 2014

AM 400 PM 540

AM 460 PM 560

AM 490 PM 600

AM 440 PM 500

AM 270 PM 340

AM 250 PM 280

AM 270 PM 300

AM 310 PM 330

AM 310 PM 340

AM 360 PM 340

AM 390 PM 430

AM 370 PM 450

Peak Hour Volumes 2040

AM 560 PM 750

AM 640 PM 770

AM 680 PM 830

AM 620 PM 700

AM 430 PM 530

AM 390 PM 440

AM 530 PM 580

AM 590 PM 620

AM 560 PM 610

AM 660 PM 620

AM 690 PM 740

AM 650 PM 800

LOS Method HCM HCM HCM HCM HCM HCM HCM HCM HCM HCM HCM HCM Segment LOS 2014

AM A PM A

AM A PM A

AM A PM A

AM A PM A

AM A PM A

AM A PM A

AM A PM A

AM A PM A

AM A PM A

AM A PM A

AM A PM A

AM A PM A

Segment LOS 2040

AM A PM A

AM A PM A

AM A PM A

AM A PM A

AM A PM A

AM A PM A

AM A PM A

AM A PM A

AM A PM A

AM A PM A

AM A PM A

AM A PM A

VMT 2014 61938 59427 97214.5 78915.3 16797.8 13938.6 13566.9 17206.8 85059.7 99503.8 160122.6 164974.8

VMT 200 86211 82026 133812.9 109795.2 26447.6 21801.4 26802.9 32428.2 31766.4 181353.7 279001.5 291132

Peak Hour Traffic Data

Peak Period Length

AM 3 hours PM 4 hours

AM 3 hours PM 4 hours

AM 3 hours PM 4 hours

AM 3 hours PM 4 hours

AM 3 hours PM 4 hours

AM 3 hours PM 4 hours

AM 3 hours PM 4 hours

AM 3 hours PM 4 hours

AM 3 hours PM 4 hours

AM 3 hours PM 4 hours

AM 3 hours PM 4 hours

AM 3 hours PM 4 hours

Peak Hour Time of Day 5pm-6pm 4pm-5pm 5pm-6pm 3pm-4pm 5pm-6pm 3pm-4pm 4pm-5pm 4pm-5pm 3pm-4pm 2pm-3pm 4pm-5pm 4pm-5pm

Peak Hour VMT 2014 4519.8 4687.2 6862.2 5718.5 1215.16 1000.72 992.7 1091.97 5456.66 5777.64 10432.23 10917.45

Peak Hour VMT 2040 6277.5 6444.9 9492.71 7942.9 1894.22 1572.56 1919.22 2051.58 9789.89 10592.34 17953.14 19408.8

Peak Hour V/C 2014

AM 0.100 PM 0.135

AM 0.115 PM 0.140

AM 0.1225 PM 0.150

AM 0.110 PM 0.125

AM 0.0675 PM 0.085

AM 0.0675 PM 0.0700

AM 0.0675 PM 0.075

AM 0.715 PM 0.0825

AM 0.775 PM 0.085

AM 0.090 PM 0.085

AM 0.975 PM 0.1075

AM 0.0925 PM 0.1125

Peak Hour V/C 2040

AM 0.140 PM 0.1875

AM 0.160 PM 0.1925

AM 0.170 PM 0.2075

AM 0.155 PM 0.175

AM 0.1075 PM 0.1325

AM 0.0975 PM 0.110

AM 0.1325 PM 0.145

AM 0.1475 PM 0.1550

AM 0.140 PM 0.1545

AM 0.165 PM 0.155

AM 0.1725 PM 0.185

AM 0.1625 PM 0.200

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Segment # 7 8 9 10 11 12 Truck Traffic

(AADTT) 2014 921 978 1399 2642 4187 3417

(AADTT) 2040 1276 1353 2197 5085 7610 5993

Total Trucks % 2014 6.35% 6.35% 16.27% 28.41% 36.41% 25.50%

Total Trucks % 2040 6.35% 6.35% 16.27% 28.41% 36.41% 25.50%

5+ Axle (AADTT) 2014

275 292 696 1497 2682 2084

5+ Axle (AADTT) 2040

381 404 1092 2882 4875 3656

5+ Axle Trucks (% of AADT) 2014

29.90% 29.90% 49.72% 56.67% 64.06% 61.00%

5+ Axle Trucks (% of AADT) 2040

29.90% 29.90% 49.72% 56.67% 64.06% 61.00%

AADT-Average Annual Daily Trip LOS-Level of Service VMT-Vehicle Miles Traveled V/C-Vehicle/Capacity AADTT- Average Annual Daily Truck Traffic

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KEY CORRIDOR ISSUES Relinquishment SR-86 primarily functions as a Main Street through the community of Heber and the cities of El Centro, Imperial, Brawley, and Westmorland with high concentrations of access points and bicycle and pedestrian crossings. In certain segments, the surrounding land use consists of primarily residential and commercial centers and the route operates more like a city street rather than an interregional state highway, normally characterized by higher speeds and limited access points. In order to have greater control of the design and operation of SR-86, the City of Imperial began discussions with Caltrans regarding the potential relinquishment of the route within their jurisdiction from Treshill Road (PM 8.80) to Ralph Road (PM 12.30). A Project Study Report (PSR) was completed for this portion of the route and upon completion of the rehabilitation outlined in the PSR, the California Transportation Commission (CTC) can approve the relinquishment to the city. This will allow the City of Imperial to manage, maintain, and improve the roadway within their community to meet their needs or vision for the corridor. In 2011, a Transportation System Analysis and Evaluation (TSAE) Report was developed by Caltrans District 11 to address and determine the appropriateness of relinquishing portions of the SR-86 from of SR-111 (PM 0.0) to SR-78 East Junction (PM 24.20). Following the TSAE, a Project Study Report for Project Development Support was developed in 2013 by Caltrans to request programming for capital support in the SHOPP program for the relinquishment. Forrester Road The SR-86 corridor is instrumental in providing goods movement for commodities that enter the country via the POE’s and for the different agricultural activities in Imperial County. Due to the Main Street character found in the various cities, trucks often use Forrester Road as a way to bypass the congested city centers. Originally designed to only facilitate local agricultural traffic, Forrester Road’s function has evolved to include international cross border traffic.32 As the relinquishment discussions developed with the local jurisdictions along SR-86, ICTC, Caltrans, and SCAG conducted the Forrester Road Interregional Corridor Study that examined the possibility of relinquishing the current alignment of SR-86, including alternatives for a bypass of the City of Westmorland. By superseding Forrester Road as the new state highway, this alternative would alleviate potential traffic impacts caused by intraregional and inter-regional growth and increasing border traffic between Mexico and the United States. ROUTE CONCEPT CONCEPT RATIONALE As previously discussed, SR-86 primarily functions as a Main Street through the community of Heber and the cities of El Centro, Imperial, Brawley, and Westmorland with high concentrations of access points and high bicycle and pedestrian volumes. In certain segments, the surrounding land use consists of primarily residential and commercial centers and the route operates more like a city street rather than an interregional state highway, normally characterized by higher speeds and limited access points.

32 http://www.imperialctc.org/media/managed/pdf/Forrester_Road_Interregional_Corridor_Study_2009_Part1.pdf

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Therefore, the concept for SR-86 is to relinquish segments (segments 1-9) to allow for the local jurisdictions to have the final authority on future street improvements and ultimately streamline the permitting process for their development projects. Segments 10 through 12 will continue to be part of the state highway system as it serves as a major goods movement corridor serving the greater Los Angeles area and beyond. There is currently a Break in Route between the SR-86 west junction and the Brawley Bypass; therefore, segments 10 and 11 will be designated as SR-78 to provide a continuous alignment for that route. In the 2013 Imperial County Long Range Transportation Plan, there is a proposed project called the Westmorland Bypass that allows through traffic to bypass the City of Westmorland. This four-lane expressway on the new alignment would extend approximately four miles from SR-86/SR-78 near Andre Road and rejoin SR-86/SR-78 near Lack Road and would be designated as SR-78. Segment 12 would be maintained as a four-lane expressway as SR-86. Table 10: Proposed Projects and Strategies to Achieve Concept

Seg Description Planned or

Programmed Location Source Implementation Phase

1 Construct Roadway/Rail Grade Separations Programmed SR-86 (Heber Avenue) 2016 SCAG

RTP/SCS Short term

1-9

Relinquish Route Planned Junction SR-111 to SR-78 (PM

0.0 – 24.20) Caltrans D11 TSAE Report 2011 Mid term

5-7 Relinquish Route Planned SR-86, within City of Imperial City limits (PM 8.79 - 12.32) Caltrans PSR Near term

10-11

Construct new four-lane expressway bypass route around the City of Westmorland and re-designate this alignment as SR-78

Planned From Brawley Bypass to SR-78 2016 SCAG RTP/SCS Long Term

10-12 Maintain and Operate Programmed SR-78 to County Limit SHOPP List Near term

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APPENDICES Appendix A – Glossary of Terms and Acronyms

AADT Annual Average Daily Traffic AADTT AB

Annual Average Daily Truck Traffic Assembly Bill

ATP Active Transportation Program BLM Bureau of Land Management BY Base Year (2010) CALTRANS California Department of Transportation CBP Customs and Border Protection C-4 Calexico-Coachella Cargo Corridor (C-4) CAA CDFW CHP CLX CO

Clean Air Act California Department of Fish and Wildlife California Highway Patrol Calexico International Airport Carbon Monoxide

CO2 Carbon Dioxide CRFC CSMP CTC CTIPS CTIS

Critical Rural Freight Corridors Corridor Management Plan California Transportation Commission California Transportation Improvement Program System California Transportation Investment System

CVC DSMP EPA FHWA

California Vehicle Code District System Management Plan Environmental Protection Agency Federal Highway Administration

FTZ GHG

Free Trade Zone Green House Gases

GSA United States General Service Administration HCM Highway Capacity Manual HY Horizon Year (2035) ICES Intermodal Corridors of Economic Significance ICTC Imperial County Transportation Commission IGR IID

Inter-governmental Review Imperial Irrigation District

IRRS Interregional Route System ITC ITMS

Intermodal Transit Center Intermodal Transportation Management System

ITS Intelligent Transportation System LPG LOS

Liquefied Petroleum Gas Level of Service

LRTP Long Range Transportation Plan MAP-21 Moving Ahead for Progress in the 21st Century MPH NAAQS

Miles per Hour National Ambient Air Quality Standard

NAFTA NAFTA-NET

North American Free Trade Agreement North American Free Trade Agreement transportation network

NB NFN NHS

Northbound National Freight Network National Highway System

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NO2 Nitrogen Dioxide 03 PIR

Ozone Pacific Imperial Railroad

PFN PM

Primary Freight Network Post Mile

PM Particulate Matter POV PSBPARR

Passenger Occupied Vehicles Policy Statement on Bicycle and Pedestrian Accommodation Regulations and Recommendations

RPRRC Real Property Retention Review Committee SANDAG San Diego Association of Governments SB Senate Bill SB SCAG

Southbound Southern California Association of Governments

SCS Sustainable Community Strategy SHOPP State Highway Operation and Protection Program SHS State Highway System SIP State Implementation Plan SRAHNET Strategic Highway Network STTA Surface Transportation Assistance Act SVRA State Vehicular Recreation Area TCR Transportation Concept Report TDM Transportation Demand Management TMS Transportation Management System UPRR Union Pacific Railroad VMT V/C

Vehicle Miles Travels Volume to Capacity

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Definitions AADT – Annual Average Daily Traffic - The total traffic volume for the year divided by 365 days. The traffic count year runs from October 1st through September 30th. Traffic counting is generally performed by electronic counting instruments moved to locations throughout the state in a program of continuous traffic count sampling. The resulting counts are adjusted to an estimate of the annual average daily traffic by compensating for seasonal influence, weekly variation and other variables which may be present. Annual ADT is necessary for presenting a statewide picture of traffic flow, evaluating traffic trends, computing accident rates, planning and designing highways and other purposes. Base year – The year of the most current data available to Caltrans District Offices. Bikeway Class I (Bike Path) – Provides a completely separated right of way for the exclusive use of bicycles and pedestrians with cross flow by motorists minimized. Bikeway Class II (Bike Lane) – Provides a striped lane for one-way bike travel on a street or highway. Bikeway Class III (Bike Route) – Provides for shared use with pedestrian or motor vehicle traffic. Bottlenecks – A location where traffic demand exceeds the effective carrying capacity of the roadway. In most cases, the cause of a bottleneck relates to a sudden reduction in capacity, such as a lane drop, merging and weaving, driver distractions, a surge in demand, or a combination of factors. Capacity – The maximum sustainable hourly flow rate at which persons or vehicles reasonably can be expected to traverse a point or a uniform section of a lane or roadway during a given time period under prevailing roadway, environmental, traffic, and control conditions. Capital Facility Concept – The 20-25 year vision of future capital facility investments on the route. The capital investment can include capacity increases, bicycle, pedestrian, and transit facilities, grade separations and managed lanes. Complete Streets - A transportation facility that is planned, designed, operated, and maintained, appropriate to the function and context of the facility, to provide safe mobility for all users, including bicyclists, pedestrians, transit riders, and motorists. (See Caltrans Deputy Directive number DD-64-R1). Concept LOS – The minimum acceptable Level of Service over the next 20-25 years. Conceptual Project– An improvement or action needed to maintain mobility or to serve multimodal users that is not currently included in a fiscally constrained plan and is not currently programmed. It could be included in a General Plan or in the unconstrained section of a long-term plan. Corridor – A broad geographical band that follows a general directional flow connecting major sources of trips that may contain a number of streets, highways, bicycle, pedestrian, and transit route alignments. Off system facilities are included for informational purposes and are not analyzed in the TCR. Environmental Justice – The fair treatment and meaningful involvement of all people regardless of race, color, national origin, or income with respect to the development, implementation, and enforcement of environmental laws, regulations, and policies. http://www.epa.gov/environmentaljustice/. Goods Movement Corridor – Port-to-border transportation corridors that constitute the State’s goods movement backbone. The four corridors identified in California’s Goods Movement Action Plan are: Los Angeles-Long Beach-Inland Empire, Bay Area, San Diego/Border, and Central Valley. Facility Concept – Description of a Facility and strategies that may be needed within 20-25 years. The concept can include capacity increasing, State Highway, bicycle facility, pedestrian facility, transit facility, non-capacity increasing operational

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improvements, new managed lanes, conversion of existing managed lanes to another managed lane type or characteristic, TMS field elements, Transportation Demand Management, and Incident Management. Facility Type – Describes the State Highway. The facility could be freeway, expressway, conventional, or one-way city street. Federal Functional Classification - The Federal-Aid Highway Act of 1973 required the use of functional highway classification to update and modify the Federal-aid highway systems by July 1, 1976. This legislative requirement is still effective today. http://www.fhwa.dot.gov/planning/processes/statewide/related/functional_classification/fc01.cfm Focus Route – A phrase specific to the Interregional Transportation Specific Plan. Focus Routes are a subset of the 34 High Emphasis Routes. The routes represent 10 Interregional Road System (IRRS) corridors that should be of the highest priority for completion to minimum facility standards in the 20-year period. Completion of the Focus Routes to minimum facility standards (for most routes freeway or expressway) will assure a statewide trunk system is in place and complete for higher volume interregional trip movements. Freight Generator – Any facility, business, manufacturing plant, distribution center, industrial development, or other location (convergence of commodity and transportation system) that produces significant commodity flow, measured in tonnage, weight, carload, or truck volume. Headway – The time between two successive vehicles as they pass a point on the roadway, measured from the same common feature of both vehicles. High Emphasis Route - Due to the large number of routes and capacity improvements needed on the Interregional Road System, the 1990 IRRS Plan identified 13 of the 87 routes as being the most critical IRRS routes and identified them by the term “High Emphasis Routes”. Horizon Year – The year that the future (20-25 years) data is based on. Intermodal Freight Facility – A freight facility where different transportation modes and networks connect. The freight is transferred (or “transloaded”) from one mode, such as rail, to another, such as a truck. IRRS - Interregional Road System - Consists of State Routes located outside the boundaries of urbanized areas exceeding a population of over 50,000. In some cases, routes have been continued through urban areas to provide connections for continuations of the IRRS routes. Routes in urbanized areas are not eligible for IRRS funding. ITS – Intelligent Transportation System - Improves transportation safety and mobility and enhances productivity through the integration of advanced communication technologies with the transportation infrastructure and vehicles. Intelligent transportation systems encompass a broad range of wireless and wired communication-based information and electronics technologies to collect information, process it, and take appropriate actions. LOS – Level of Service - A qualitative measurement of the perceptions of motorists to operational conditions within a traffic stream. A LOS generally describes the conditions in terms of speed, travel time, freedom to maneuver, traffic interruption, comfort, and convenience. The six levels of service can generally be categorized as follows:

LOS A describes free flowing conditions. The operation of vehicles is virtually unaffected by the presence of other vehicles, and operations are constrained only by the geometric features of the highway.

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LOS B is also indicative of free-flow conditions. Average travel speeds are the same as in LOS A, but drivers have slightly less freedom to maneuver.

LOS C represents a range in which the influence of traffic density on operations becomes marked. The ability to maneuver with the traffic stream is now clearly affected by the presence of other vehicles.

LOS D demonstrates a range in which the ability to maneuver is severely restricted because of the traffic congestion. Travel speed begins to be reduced as traffic volume increases.

LOS E reflects operations at or near capacity and is quite unstable. Because the limits of the level of service are approached, service disruptions cannot be damped or readily dissipated.

LOS F consist of a stop and go, low speed conditions with little or poor maneuverability. Speed and traffic flow may drop to zero and considerable delays occur. For intersections, LOS F describes operations with delay in excess of 60 seconds per vehicle. This level, considered by most drivers as unacceptable, often occurs with oversaturation, that is, when arrival flow rates exceed the capacity of the intersection.

Multi-modal – The availability of transportation options using different modes within a system or corridor, such as automobile, subway, bus, rail, or air. Peak Hour – The hour of the day in which the maximum volume occurs across a point on the highway. Peak Hour Volume – Amount of traffic counted during the hour of the day in which the maximum volume occurs across a point on the highway. It is generally between 6 percent and 10 percent of the ADT. The lower values are generally found on roadways with low volumes. Peak Period – The part of the day during which traffic congestion on the road is at its highest. Normally, this happens twice a day, once in the morning and once in the evening; the time periods when the most people commute. Peak Period is defined for individual routes, not a District or statewide standard. Planned Project – An improvement or action in a fiscally constrained section of a long-term plan, such as an approved Regional or Metropolitan Transportation Plan (RTP or MTP), Capital Improvement Plan, or measure. Post-25 Year Concept – This dataset may be defined and re-titled at the District’s discretion. In general, the Post-25 Year concept could provide the maximum reasonable and foreseeable roadway needed beyond a 20-25 year horizon. The post-25 year concept can be used to identify potential widening, realignments, future facilities, and rights-of-way required to complete the development of each corridor. Post Mile – A post mile is an identified point on the State Highway System. The milepost values increase from the beginning of a route to the next county line. The milepost values start over again at each county line. Milepost values usually increase from

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south to north or west to east depending upon the general direction the route follows within the state. The milepost at a given location will remain the same year after year. When a section of road is relocated, new mileposts (usually noted by an alphabetical prefix such as "R" or "M") are established for it. If relocation results in a change in length, "milepost equations" are introduced at the end of each relocated portion so that mileposts on the reminder of the route within the county will remain unchanged. Programmed Project – An improvement or action in a near-term programming document identifying funding amounts by year, such as the State Transportation Improvement Program or the State Highway Operations and Protection Program. Railroad Class I – The Surface Transportation Board (STB) defines a Class I railroad in the U.S. as a carrier having annual operating revenues of $250 million or more. This class includes the nation’s major railroads. In California, Class I railroads include Union Pacific Railroad (UP) and Burlington Northern Santa Fe Railway (BNSF). Railroad Class II – STB defines a Class II railroad in the U.S. as having annual carrier operating revenues of less than $250 million but more than $20 million. Class II railroads are considered mid-sized, freight-hauling railroads in terms of operating revenues. They are considered “regional railroads” by the Association of American Railroads. Railroad Class III – Railroads with annual carrier operating revenues of $20 million or less. The typical Class III is a short line railroad, which feeds traffic to or delivers traffic from a Class I or Class II railroad. Route Designation – Adopted through legislation to identify what system the route is associated with on the State Highway System. A designation denotes what design standards should apply during project development and design. Typical designations include but not limited to National Highway System (NHS), Interregional Route System (IRRS), Scenic Highway System. Rural – Fewer than 5,000 in population designates a rural area. Limits are based upon population density as determined by the U.S. Census Bureau. Scenic Highway - When a city or county nominates an eligible scenic highway for official designation, it must identify and define the scenic corridor of the highway. These local agencies must also adopt ordinances to preserve the scenic quality of the corridor or document such regulations that already exist in various portions of local codes. These ordinances make up the scenic corridor protection program. Landscape Architecture advises the local jurisdictions of the processes and procedures involved in preparing and presenting the applications for scenic highway designations to the California Department of Transportation for approval.

Section 4(f) – Department of Transportation Act “Section 4(f)” [49 USC § 303] – defines protected resources as publicly-owned public parks, recreational areas of national, state or local significance, wildlife or waterfowl refuges; or lands from a historic site of national, state or local significance. Recreational areas include formal and informal facilities, including after-school public use of school playgrounds and recreational facilities.

Segment – A portion of a facility between two points. Special Route (Truck) Restrictions – A Caltrans list of restrictions on routes pertaining to truck weight, number of axles, or carrying of hazardous materials, etc. Special Status Consideration - Species of Special Concern Includes fish, amphibians, reptiles, birds, and mammals that the Department of Fish and Game (DFG) has determined are potentially at risk to become threatened or endangered. Strategic Highway Network (STRAHNET) - Routes that provide defense access, continuity, and emergency capabilities for movement of personnel and equipment in both peace and war. In addition, STRAHNET connectors link important military installations and ports to STRAHNET. System Operations and Management Concept – Descriptions of system operations and management elements that may be needed within 20-25 years. This can include non-capacity increasing operational improvements (Aux. lanes, channelization’s,

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turnouts, etc.), conversion of existing managed lanes to another managed lane type or characteristic (e.g. HOV land to HOT lane), TMS Field Elements, Transportation Demand Management, and Incident Management. TASAS - Traffic Accident Surveillance and Analysis System (TASAS) is a source for highway data and collision data. The highway data is updated via construction plan reviews and District TASAS Coordinators. The accident data is provided by the California Highway Patrol (CHP) from their SWITRS database. Caltrans is responsible for coding the accident location and CHP is responsible for coding all other accident information. TDM – Transportation Demand Management - Programs designed to reduce or shift demand for transportation through various means, such as the use of public transportation, carpooling, telework, and alternative work hours. Transportation Demand Management strategies can be used to manage congestion during peak periods and mitigate environmental impacts. Terrain – Caltrans documents two types of terrain; the topography of the route corridor and the profile of the roadway. The terrain data in the TCR describes the topography of each route segment and is obtained from TASAS and is characterized subjectively as “Flat,” “Rolling,” or “Mountainous.” The Highway Design Manual defines maximum grades for types of highways and terrain conditions. The types of terrain are categorized as “Level,” “Rolling,” and “Mountainous.” The grade percentage chart can be found in Chapter 200, Table 204.3. TMS – Transportation Management System - The business processes and associated tools, field elements and communications systems that help maximize the productivity of the transportation system. TMS includes, but is not limited to, advanced operational hardware, software, communications systems and infrastructure, for integrated Advanced Transportation Management Systems and Information Systems, and for Electronic Toll Collection System. Truck Designation - The California "Truck Network" Route List provides the state route segments and their truck access designations (such as National Network, Terminal Access, California Legal, Advisory, or Restricted) with each segment's beginning and ending Postmiles, and beginning and ending cross streets. Urban – 5,000 to 49,999 in population designates an urban area. Limits are based upon population density as determined by the U.S. Census Bureau. Urbanized – Over 50,000 in population designates an urbanized area. Limits are based upon population density as determined by the U.S. Census Bureau. VMT – Vehicle Miles of Travel - The total number of miles traveled by motor vehicles on a road or highway segment.

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Appendix B – Additional Corridor Data Current SR-86 Signalized Intersections33

Location Post Mile

Jct. 111 0.000 Dogwood Road (Planned) 2.077 McCabe Road 4.530 Danenberg Road (El Centro) 5.537 Wake Avenue (El Centro) 5.832 On & Off to EB I-8 (El Centro) 5.960 On & Off to WB I-8 (El Centro) 6.029 Aurora Drive (El Centro) 6.324 Ross Avenue (El Centro) 6.525 Orange Avenue (El Centro) 7.030 Main Street (El Centro) 7.308 6th Street (El Centro) 7.770 8th Street (El Centro) 8.028 Adams and Imperial Streets (El Centro) 7.307 Euclid Avenue (El Centro) 7.430 Scott Avenue (El Centro) 7.643 Pico Avenue (El Centro) 7.930 Bradshaw Avenue (El Centro) 8.302 Cruickshank Drive (El Centro) 8.552 Aten Road (Imperial) 9.305 Barioni Blvd. (Imperial) 10.820 15th Street (Imperial) 11.318 Keystone Road 15.320 Legion Road (Brawley) 19.190 Wildcat / Panno Drives (Brawley) 19.683 Western Avenue/Malan Street (Brawley) 020.068 Jct. 78 (Main Street) (Brawley) 020.627 K Street & 1st Avenue (Brawley) 020.250 Western Avenue (Brawley) 020.749 Rio Vista Avenue (Brawley) 020.990 Fredericks Road (Brawley Bypass) 024.201 Center Street/Forrester Road (Westmorland) 027.510

South Marina Drive (Salton City) 056.120

33 ITS Master Plan 2011 (D-11 Division of Traffic Operations).

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Appendix C - Maps

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