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TABLE OF CONTENTS AND APPENDICES Project Information/Cover Page Page ii Project Description Page 3 Purpose and Need Page 4 Project History & Significance Page 6 Project Location Page 7 Project Parties Page 9 Grant Use and Costs Page 10 Merit Criteria Page 11 Criteria #1: Support for national or regional Economic Vitality Page 11 Criteria #2: Leveraging of Federal Funding Page 12 Criteria #3: Potential for Innovation Page 13 Criteria #4: Performance and Accountability Page 14 Project Readiness Page 15 Technical Feasibility Page 15 Project Schedule Page 15 Required Approvals Page 15 Public Engagement Page 16 Risk Assessment Page 19 Large Project Requirements Page 19 Benefit Cost Analysis Page 23 Appendices Page 25 Appendices available at http://www.sbcag.org/infra.html:

- Letters of Support - Federal Wage Rate Certification - INFRA 2020 Project Information Form

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COVER PAGE Project Name SANTA BARBARA U.S. 101 MULTIMODAL CORRIDOR (SEGMENTS

4D & 4E) Project Sponsor SANTA BARBARA COUNTY ASSOCIATION OF GOVERNMENTS Was an INFRA application for this project submitted previously YES, SANTA BARBARA U.S. 101 MULTIMODAL CORRIDOR Congressional District CARBAJAL (CA-24), VICE CHAIR FOR HOUSE COMMITTEE ON

TRANSPORTATION AND INFRASTRUCTURE TIFIA Info: PROJECT WILL BE SUBMITTED FOR TIFIA CONSIDERATION INFRA Request Amount $25,000,000 Estimated federal funding (excl. INFRA) $29,600,000 Estimated non-federal funding $103,300,000 Future Eligible Project Cost (Sum of previous three rows): $157,900,000 Previously incurred project costs (if applicable): N/A, Total Project Cost (Sum of ‘previous incurred’ and ‘future eligible’) $252,504,000 Are matching funds restricted to a specific project component? If so, which one?

NO RESTRICTIONS

Approximately how much of the estimated future eligible project costs will be spent on components of the project currently located on National Highway Freight Network (NHFN)?

100% OF THE ESTIMATED FUTURE ELIGIBLE PROJECT COSTS WILL BE SPENT ON COMPONENTS OF THE PROJECT CURRENTLY LOCATED ON THE NATIONAL HIGHWAY FREIGHT NETWORK (NHFN)

Approximately how much of the estimated future eligible project costs will be spent on components of the project currently located on the National Highway System (NHS)?

100% OF THE ESTIMATED FUTURE ELIGIBLE PROJECT COSTS WILL BE SPENT ON COMPONENTS OF THE PROJECT CURRENTLY LOCATED ON THE NATIONAL HIGHWAY SYSTEM (NHS)

Approximately how much of the estimated future eligible project costs will be spent on components constituting railway-highway grade crossing or grade separation projects?

SBCAG ESTIMATES NO FUTURE ELIGIBLE PROJECT COSTS WILL BE SPENT ON COMPONENTS CONSTITUTING RAILWAY-HIGHWAY GRADE CROSSING OR GRADE SEPARATION PROJECTS

Approximately how much of the estimated future eligible project costs will be spent on components constituting intermodal or freight rail projects, or freight projects within the boundaries of a public or private freight rail, water (including ports), or intermodal facility?

SBCAG ESTIMATES NO FUTURE ELIGIBLE PROJECT COSTS WILL BE SPENT ON COMPONENTS CONSTITUTING INTERMODAL OR FREIGHT RAIL PROJECTS, OR FREIGHT PROJECTS WITHIN THE BOUNDARIES OF A PUBLIC OR PRIVATE FREIGHT RAIL, WATER (INCLUDING PORTS), OR INTERMODAL FACILITY.

State(s) in which project is located CALIFORNIA Small or large project: (Small/Large) LARGE Urbanized Area in which project is located, if applicable SANTA BARBARA URBANIZED AREA Population of Urbanized Area 195,861 (2010 CENSUS); 204,577 (2018 ACS 5-YEAR, CENSUS) Is the project located (entirely or partially) in an Opportunity Zone?

NO

Is the project currently programmed in the: - TIP? YES - STIP? YES - MPO Long Range Transportation Plan? YES - State Long Range Transportation Plan? YES - State Freight Plan? YES

PROJECT CONTACT SARKES KHACHEK, DIRECTOR OF PROGRAMMING SANTA BARBARA COUNTY ASSOCIATION OF GOVERNMENTS 260 N. SAN ANTONIO ROAD, SUITE B. SANTA BARBARA, CA 93110 PROJECT WEBSITE:

TELEPHONE (805) 961-8900 FAX (805) 961-8901 EMAIL skhachek@sbcag.org DUNS # 789509382 www.sbroads.com

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PROJECT DESCRIPTION The Santa Barbara U.S. 101 Multimodal Corridor Project (Project) proposes to extend existing high-occupancy vehicle (HOV) lanes for nearly eleven miles on U.S. Route 101 (U.S. 101) from the City of Carpinteria to the City of Santa Barbara. The two new lanes will be part-time (peak period), continuous access HOV lanes. Additional construction associated with the HOV lanes includes sound walls, creek crossing improvements, and rebuilding interchanges at Sheffield Drive and Cabrillo Boulevard. The Project includes rehabilitation of the U.S. 101 mainline to replace existing pavement, widen shoulders, and improve ramps from Casitas Pass Road (PM 2.6) to 0.4 miles south of the Sycamore Creek Bridge (PM 11.9). The Project is planned to be delivered using the innovative Construction Manager / General Contractor (CM / GC) project delivery method.

The Project is being implemented by phasing the work into five geographic segments, and designed in five separate construction packages as shown in Figure 1: Segment 4A (PM 1.4 to 4.6): Bailard

Avenue to Carpinteria City Limit Segment 4B (PM 4.6 to 7.5):

Carpinteria City Limit to Padaro Lane North

Segment 4C (PM 7.5 to 9.2): Padaro Lane North to North of Sheffield Drive Inter-change

Segment 4D (PM 9.2 to 10.5): North of Sheffield Drive Interchange to Olive Mill Road

Segment 4E (PM 10.5 to 12.3): Olive Mill Road to Sycamore Creek Bridge

Segment 4D and Segment 4E of the Project are the subject of this INFRA grant application submittal which includes a request for $25 million to facilitate the completion of the entire corridor.

FIGURE 1: U.S. 101 CORRIDOR PHASE 4 SEGMENT MAP

INFRA REQUEST - $25 MILLION

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Segment 4D and 4E are currently 52% funded, with a shortfall of approximately $122 million, not included this request. The requested INFRA funding will leverage $103 million in local and state funds, including a major contribution from SBCAG’s voter-approved sales tax, Measure A. Segments 4D and 4E will add three (3) miles of HOV lanes on U.S. 101 in each direction between Sycamore Creek in the City of Santa Barbara up to Romero Creek in Montecito (PM 9.2 to PM 12.3). Segment 4D will add 1.3 miles of HOV lanes between a tenth of a mile north of the Sheffield Drive interchange and Olive Mill Road (PM 9.2 to PM 10.5). Segment 4D and 4E include interior and exterior widening, multiple bridge replacements over creeks, and reconstruction of one interchange at Cabrillo Boulevard. These two Project segments are the most challenging portions of the U.S. 101 corridor with regards to design, limited right-of-way and adjacent existing land uses. Additionally, there are three parallel projects in Segment 4D and 4E that will require close coordination with the Project in order to advance the two Segments’ construction readiness, and to coordinate any required coastal permitting with the City and County of Santa Barbara. The Project improvements in Segment 4D and Segment 4E include: Three (3) bridges reconstructed at

San Ysidro Creek, Oak Creek, and Romero Creek;

Ramp improvements at Hot Springs Road, Cabrillo Boulevard, Olive Mill Road, Spring Road, San Ysidro Road, and Posilipo Lane;

Interchange reconstruction at Cabrillo Boulevard including new southbound on-ramp;

Six (6) new sound walls. PURPOSE The purpose of the Project is to reduce congestion and delay, address safety and operational improvements, accommodate increased and future person throughput, and improve travel time and reliability by adding one continuous access HOV lane in each direction of U.S. 101 from 0.2 miles south of Bailard Avenue in the City of Carpinteria to Sycamore Creek in the City of Santa Barbara. Upon completion of the HOV lanes, this U.S. 101 corridor will be part of a continuous sixty-mile, six-lane facility stretching from State Route (SR) 33 in Ventura County to Fairview Avenue in the City of Goleta. The Project will provide HOV lane continuity in southern Santa Barbara County, as planned in the Fast Forward 2040 Regional Transportation Plan and Sustainable Communities Strategy (RTP-SCS) and encourage a modal shift to other forms of transportation. The Project will also facilitate the flow of goods and services through U.S. 101 and minimize diversion of freeway trips onto the local road system. NEED The U.S. 101 corridor in Santa Barbara experiences a wide variety of transportation challenges and has been a concern for the State of California and the Santa Barbara region for many years because of increasing congestion and traffic volumes. U.S. 101 is the most congested corridor in the region and one of the most congested four-lane freeway segments in California. Level of

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Service (LOS) “F” conditions in this corridor currently occur for two to three hours in the morning and two to three hours in the afternoon. Annual Average Daily Traffic (AADT) volumes within the Project limits currently range from 70,000 to 94,000 and are projected to range from 97,000 to 140,000 by 2040. The expected rise in traffic

volumes, congestion, and delay results from several factors, including increased long-distance commuting from adjacent Ventura County, countywide population growth (which is forecast to increase 23 percent by 2040), and interregional traffic growth, including goods movement. Without the Project, congested stop-and-go conditions are expected to occur eleven hours per day in this corridor by 2040. Recurrent traffic congestion has a host of impacts for neighboring communities including pollution, lost time / productivity, and spillover of through traffic onto the adjoining local street system.

U.S. 101 within the corridor is discontinuous as its capacity varies between four and six lanes and has auxiliary lanes in some areas. South of the Project limits, U.S. 101 has three lanes in each direction from SR 33 in Ventura County. North of the Project limits, U.S. 101 has three lanes in each direction to Fairview Avenue in the City of Goleta. This lack of continuity as a uniform three-lane facility creates daily bottlenecks and contributes to deficient traffic conditions. U.S. 101 is the primary highway for interregional traffic and goods movement throughout California’s Central Coast region and is the only freeway facility aside from Interstate (I-5) to connect Northern and Southern California. In December 2017, the Thomas Fire and other fires in Ventura County caused closures of U.S. 101 which affected mobility and access to and from areas north of Ventura. In January 2018, as a result of the burned areas from the Thomas Fire a debris and mudflow tragically killed twenty-three people in the communities of Montecito and Carpinteria devastating the landscape and resulting in the closure of U.S. 101 for several weeks. The most catastrophic damage occurred within the limits of the Segment 4D and 4E, at key interchange locations, severely impacting access to and from the south due to flooding and damage to the infrastructure from the mudslide. Additional flooding was created from three creeks within Segment 4D: Oak Creek, San Ysidro Creek, and Romero Creek. Improvements to each of the creek bridges have been included in the Project scope. When compared to the other three Project segments, Segment 4E experiences the highest daily traffic volumes

FIGURE 2: MUD, WATER, AND DEBRIS CLOG THE 101 FREEWAY AT THE OLIVE MILL ROAD OVERPASS IN MONTECITO – JANUARY 2018. (AL SEIB / LA TIMES)

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(73,000) according to 2018 Caltrans traffic counts. Freight and interregional traffic were rerouted to Interstate 5 (I-5) causing delays in the movement of goods and creating accessibility issues for emergency vehicles and local traffic.

Alternatively, when I-5 is closed due to inclement weather near the Tejon Pass, traffic is rerouted to U.S. 101 in the Santa Barbara region. U.S. 101 is also the primary goods movement route in Santa Barbara County. Agriculture and other commodities are primarily moved by truck to Los Angeles or San Francisco for distribution to final markets, both national and international. Average daily truck volumes of 6,400 and 6,600 for Segments 4D and 4E, respectively, impose a significant demand on the highway’s infrastructure. The most recent closure occurred in December 2019. PROJECT HISTORY AND SIGNIFICANCE The Project is a collaborative effort between the California Department of Transportation (Caltrans) District 5, the owner operator of the highway, the Santa Barbara County Association of Governments (SBCAG), the Project’s sponsor, and the local jurisdictions adjacent to the highway including the City of

Santa Barbara, City of Carpinteria and County of Santa Barbara. Early planning studies recommended a high occupancy vehicle (HOV) lane solution which evolved into a four-phased strategy for implementing improvements to the U.S. 101 mainline. Once completed, the Project will create a continuous sixty-mile, six-lane facility. SBCAG completed “101 in Motion” in July 2006 – a comprehensive corridor plan and long-term visioning document that identified and outlined an action plan for a multimodal solution to improve mobility on the U.S. 101 corridor. The improvements on U.S. 101 commenced in 2008 when SBCAG, in partnership with Caltrans officially broke ground on the Milpas Street to Hot Springs, known as Phase 1, widened U.S. 101 for two miles in each direction. Phase 1 was completed in 2012 and that same year, SBCAG in partnership with Caltrans began Phase 2, a six-mile stretch from Mussel Shoals in Ventura County to Carpinteria. Phase 2, completed in 2015, constructed six miles of HOV lanes of which four miles were in Ventura County and two miles were in Santa Barbara County. Phase 3 is currently under construction and scheduled for completion in 2020 and focuses on key interchanges and bridges that require widening and upgrades. In total, these three phases will have improved four major interchanges, added six miles of HOV lanes, and improved mainline and local operations. Phase 4, or the Project, will construct the remaining 10.9 miles of HOV lanes. For more information about each Phase, please visit the Project website.

FIGURE 3: DEBRIS FLOW ON U.S.101

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The National Environmental Policy Act (NEPA) and California Environmental Quality Act (CEQA) documents have been completed and approved for all five Project

segments (PM 1.4 to PM 12.3). As of today, preliminary engineering has been completed at approximately 35%, and detailed design has commenced on Segment 4D and 4E. Construction on the two segments is anticipated to begin in early 2023. Design has been completed for Segment 4A and 4C; Segment 4B is at 60% design. Construction for Segment 4A, 4B, and 4C will begin in April 2020, April 2021, and October 2020, respectively. The addition of High Occupancy Vehicle lanes in the U.S. 101 Corridor will address a majority of the congestion relief required, coupled with other modal improvements such as peak hour rail, bus transit, demand management and multimodal operational improvements to comprise the greater U.S. 101 Multimodal Corridor Project. SBCAG has provided and sponsored demand management strategies such as carpool/vanpool efforts through its Traffic Solutions division and has partnered with Caltrans and local agencies on corridor

operational improvements and with the Ventura County Transportation Commission (VCTC) to operate regional transit service in the corridor. SBCAG has also partnered with the state and LOSSAN (Los Angeles – San Diego – San Luis Obispo Rail Corridor Agency) to implement peak hour Pacific Surfliner rail service. Lastly, SBCAG has partnered with Caltrans and local agencies to complete various gaps in the California Coastal Trail that will provide a complete system from Ventura to Santa Barbara approximately thirty miles. All of the previously mentioned improvements, including the HOV lane system, peak hour rail and active transportation projects, are crucial components that will provide long term delay reduction and a mode shift away from single occupant vehicle travel within the U.S. 101 corridor.

PROJECT LOCATION Phase 4 is located in the County of Santa Barbara on U.S. 101 from (PM) 1.4 to PM 12.3, and traverses the City of Santa Barbara, City of Carpinteria, and the communities of Summerland and Montecito. Segments 4D and 4E are located in southern Santa Barbara County (Santa Barbara Urbanized Area) in the State of California, approximately ninety miles northwest of the City of Los Angeles (Carbajal, Congressional Dist. 24). Starting just North of Romero Creek Bridge (PM 9.2), Segment 4D runs parallel to North Jameson Lane for 1.3 miles and terminates at Olive Mill Road (PM 10.5).

FIGURE 4: CONGESTION ON U.S.101

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The Oak Creek Bridge, San Ysidro Creek Bridge, and Romero Creek Bridge are all located within the Segment 4D Project limits. These bridges will all be replaced in order to accommodate the additional HOV lanes. Segment 4E, (beginning at PM 10.5) traverses around the Andree Clark Bird Refuge parallel to the Coast Village Circle - an area of commercial land uses - and eventually terminates at Sycamore Creek (PM 12.3). The Cabrillo Boulevard interchange lies within the limits of the project and connects the community of Montecito with the City of Santa Barbara. Cabrillo Boulevard is an important connector to Santa Barbara Community College, Santa Barbara Harbor, and other local destinations. The land use in the project area includes residential, commercial, and open space. The greatest density of employers is concentrated at the northern and southern end of the project area. The City of Santa Barbara is a coastal community with a curving three-mile-long beach and rolling hills.

FIGURE 6: SEGMENT 4D & 4E PROJECT MAP

FIGURE 5: PROJECT LOCATION

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PROJECT PARTIES SBCAG is the designated INFRA grant applicant. The Project is a joint effort of Caltrans and SBCAG dating back to 2004, working cooperatively with the cities of Santa Barbara and Carpinteria, and the County of Santa Barbara. Agency consultation and public participation for this project have been accomplished through a variety of formal and informal methods, including project development team meetings, interagency coordination meetings, and public outreach meetings. Santa Barbara County, the cities of Carpinteria and Santa Barbara are active participants in the planning, development, and funding of the Project. This project is included in the Santa Barbara County Association of Governments Fast Forward 2040 Regional Transportation Plan and Sustainable Communities Strategy, adopted August 17, 2017. Segments 4D and 4E are listed within the financially constrained list of projects in Appendix 2 (under Programmed - Measure A). The 101 HOV Multimodal Corridor project is also included in SBCAG’S 2019 Federal Transportation Improvement Program (FTIP) and California’s Federal State Transportation Improvement Program (FSTIP).

PARTNERS

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GRANT FUNDS, SOURCES AND USES Segments 4D and 4E have received NEPA approval and completed project approval / environmental document (PA&ED) and completed 35% design. The development of Plans, Specifications, and Estimates (PS&E) is now underway. No incurred costs were assessed for Segments 4D and 4E as the work was completed prior to separating the corridor into segments for implementation. SBCAG is planning to complete design and right of way phases with a combination of state gas tax and Measure A regional sales tax funds. In 2018, SBCAG and Caltrans were awarded $184 million through the Senate Bill 1 (SB 1) Road Repair and Accountability Act by the California Transportation Commission and its Trade Corridors Enhancement Program, Solutions for Congested Corridors Program, and Local Partnership Program. This funding will be used to construct 7.5 of the remaining 10 miles of HOV lanes (Segments 4A - 4C) from the City of Carpinteria to the community of Montecito. Construction funding for Segments 4D and 4E will be requested from a range of state and federal funding sources, including from this INFRA and the Better Utilizing Investments to Leverage Development (BUILD) grants, and from SB 1 Cycle 2 funds. SBCAG is seeking INFRA funding as one source of the overall construction funds needed for Segments 4D and 4E. SBCAG estimates that future eligible costs will total $252.5 million. With the funding from the INFRA grant the two Project Segments would require $97.2 million more in funding to be completed. SBCAG is submitting this application for $25 million from INFRA to

be used during the construction phase of the Project. If this INFRA discretionary grant application is approved and including federal gas taxes, federal funding would represent approximately 53 percent of the current funding. A quantitative risk management plan has been prepared for this project and the contingencies in the current estimate are adequate to cover anticipated risk-based costs. Cost escalation has also been accounted for in the current project estimate (2021 / 2022). No requested INFRA funds will be subject to the limit on freight rail or port and intermodal infrastructure.

STATE $7 million

LOCAL AND REGIONAL $96.3 million

COST BY ACTIVITY – SEGMENTS 4D / 4E* ($ Millions 2021 / 2022)

Activity Cost Non-Federal

INFRA Other Federal

Unfunded

Construction Capital

$185.4 $72.7 $25.0 $22.5 $89.7

Construction Support

$26.5 $0.5 $0.0 $4.5 $22.0

Right-of-Way Capital

$14.4 $6.5 $0.0 $0 $7.9

Right-of-Way Support

$1.3 $1.3 $0.0 $0 $0

PS&E $21.1 $18.6 $0.0 $2.5 $2.5

PA&ED $3.9 $3.7 $0.0 $0.1 $0.1

TOTAL $252.5 $103.3 $25.0 $29.6 $122.2

TABLE 1: FUNDING SOURCES – SEGMENTS 4D AND 4E

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MERIT CRITERIA CRITERIA #1 Support for National or Regional Economic Vitality U.S. 101 is the primary goods movement route in Santa Barbara County, and it is critical to the State and national economy. Growth in the county’s population centers, proximity to the Los Angeles Metro area to the south, and an increase in demand for goods from outside the region has resulted in increased demand for shipping by trucks. Santa Barbara County, and the Central Coast of California as a whole, relies on U.S. 101 as both the primary transportation artery for the region and the area’s major truck route. Agriculture contributes a total of $1.8 billion to the local economy in direct economic output from production and processing. NAICS industry sector Agriculture, Forestry, Fishing and Hunting directly employs 20,828 people in Santa Barbara County, which represents 11.4 percent of the 182,850 jobs in the County (US Census). Agriculture and other commodities are primarily moved by truck to Los Angeles or San Francisco where they meet final demand or continue towards final markets. The lack of sea, rail, or air cargo facilities in the county requires that goods be transported out of the county primarily by truck on U.S. 101. This is demonstrated by trucks accounting for ~82 percent of the 32.6 million tons and ~76 percent of the $29.9 billion of shipments in Santa Barbara County in 2012. The top two trading partners are located in the Northern

FIGURE 7: U.S. 101 CONSTRUCTION

San Joaquin Valley and Southern California. As a result, U.S. 101 and SR 126 south of the Project area are of most importance to the region (U.S. 101 Central Coast California Freight Strategy). For the twenty-year life cycle analysis, the benefit-cost analysis (BCA) Cal B/C 6.2 model produced a benefit/cost ratio of 1.4 for the first twenty years after construction of the Project on U.S. 101 (all Segments). The completion of the U.S. 101 Multimodal Corridor would yield a net present value (NPV) of $201 million in 2021 dollars, discounted at 7 percent. The primary generator of benefits is expected to come from the vehicle operating costs and travel time savings afforded to corridor motorists and transit riders totaling approximately $380.1 million in twenty years and an additional $39.1 million savings for freight operators. The peak capacity within the U.S. 101 Corridor in Santa Barbara is estimated to be approximately 4,000 vehicles per hour, whereas the estimated service flow is approximately 3,780 vehicles per hour. As of

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2012, the estimated service flow was approximately 95 percent of the peak capacity (volume to capacity ratio), which highlights that it is close to peak maximum capacity. Within the U.S. 101 corridor in Santa Barbara a daily bottleneck exists in the southbound lanes, from Cabrillo Boulevard to San Ysidro Road, a length of approximately three miles. The bottleneck appears on over 200, or 80 percent, of weekdays in a typical year and typically lasts for 1.5 hours each day. Another 2.2-mile bottleneck is located in the northbound lanes beginning at San Ysidro Road. For this bottleneck, the total annual delay is close to 6,000 hours, while the average daily delay is approximately 113 hours. This bottleneck typically lasts close to an hour and appears on about 50 days in a typical year. All five segments (including Segments 4D & 4E) of the U.S. 101 Multimodal Corridor project are estimated to produce an annual average of $6.9 million in travel-time savings or benefits, discounted at seven percent, and a total of $137.8 million over twenty years. This benefit is based on the estimated savings of 1.4 million person-hours saved annually by a commuter, 28.4 million person-hours or 3,884 person-days over twenty years. Additionally, savings from fuel costs over twenty years are estimated to be $253.6 million discounted at seven percent. Based on a recent safety study conducted by Caltrans, the collision rate within the project area is 1.10 per million vehicle miles and is above the California state average of 0.68 per million vehicle miles for a similar facility (from Table B, accident rate data for the three-year period between 1/1/2017 and 12/31/2019, Caltrans February 2020 report).

Accident cost savings are estimated to be $4.7 million annually, and $94.6 million over twenty years discounted at 7 percent. The multimodal corridor approach of the Project will improve quality of life aimed at reducing congestion along the U.S. 101 corridor in Santa Barbara County. Congestion has diminished the quality of life and economic vitality throughout the South Coast of Santa Barbara County. The main benefits of the adopted set of improvements are a major reduction in delays for travelers and trucks, increased safety, enhanced modal choices, and an improved regional economy. Segments 4D and 4E Multimodal Improvements include:

1. Addition of HOV Lane/Completion of Corridor;

2. Peak Hour Commuter Rail connecting Ventura County to Santa Barbara County;

3. Interregional Bus Service from Ventura County to Santa Barbara County (16 round trips);

4. California Coastal Trail enhancements along the U.S. 101 corridor to enhance biking and walking

CRITERIA #2 Leveraging of Federal Funding - TIFIA SBCAG has developed a funding strategy for the U.S. 101 HOV Project that leverages non-Federal funding sources. In 2008, Santa Barbara County voters approved, with 79 percent support, a countywide sales tax increase dedicated to funding critical

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regional transportation projects. The 101 HOV Project is SBCAG’s highest regional transportation priority and has $140 million (2008 dollars) minimum in dedicated funding from the sales tax measure for Phase 4. SBCAG’s strategic partnership funding strategy combines local and state transportation funding sources to deliver segments 4A, 4B, and 4C of the Project. In 2018, SBCAG and Caltrans were awarded $184 Million from the Road Repair and Accountability Act (Senate Bill 1) by the California Transportation Commission through the Solutions for Congested Corridors Program and Trade Corridor Enhancement Program. The U.S. 101 HOV Project is also being coordinated with a State Highway Operation and Protection Program (SHOPP) funded rehabilitation strategy. As currently planned, the HOV and SHOPP funded components will be constructed together, resulting in cost savings for both projects, reduced construction impacts, and an updated facility with long-life (40-year) pavement on all lanes of U.S. 101. SBCAG carefully considered and evaluated the use of toll revenues as a private funding source to construct the Project as part of the “101 in Motion” community planning process. The final report, adopted by the SBCAG Board in 2006, evaluated High Occupancy Toll (HOT) lanes as an alternative to construction of HOV lanes. Projected HOV volumes by 2030 in the corridor are over 1,600 vehicles per hour (vph) during the AM and PM peak hours leaving little available capacity to accommodate non-carpool

commuters to use the HOV lane if it was a HOT lane. The estimated revenue potential of such a small proportion of lane capacity would not generate sufficient funding to cover the additional costs of constructing and maintaining the required toll facilities. In addition, the constrained area of segments of U.S. 101 precluded the ability to implement toll facilities based on standard practice at the time. The analysis concluded HOT lanes would not be a viable long term means of reducing congestion or for paying the capital costs of adding the lanes. The proposed HOV lanes are expected to be sufficiently and effectively utilized during peak congestion hours. SBCAG is also exploring Federal Transportation Infrastructure Finance and Innovation Act (TIFIA) Loan for Phase 4 Segments A through E. SBCAG has submitted a Letter of Interest to the Build America Bureau and has received positive feedback. There are no fiscal constraints with SBCAG’s ability to use non-Federal contributions. CRITERIA #3 Potential for Innovation – CM/GC The corridor is using the Construction Manager / General Contractor (CM / GC) alternate delivery method. SBCAG is one of the smallest regions in the State to utilize the delivery method. The use of the CM/GC delivery method allows the Project sponsors to bring construction firm expertise into the process early to provide construction input, innovation, and creativity. This also provides an opportunity for a single construction contract to lead work on adjacent segments which, in this case, will be under construction

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concurrently. This will result in reduced delays for travelers during the construction process and a significant reduction in construction claims since multiple contactors will not be working in close proximity. CM/GC also allows for early coordination between the project design team, the contractor, and permitting agencies to help clarify specific construction means and methods and how to protect sensitive environmental areas and minimize environmental impacts when constructing the project. Procurement for the CM/GC is now complete, and Caltrans has entered into a contract with Granite Construction for preconstruction services. With regards to innovative design approaches, continuously reinforced concrete pavement (CRCP) will be applied on all mainline lanes which will result in a 40-year long-life pavement product. This innovative pavement technology will reduce the need for future maintenance, provide noise attenuating benefits for the neighboring communities, and reduce delays and damage to vehicles and goods in transit. This strategy aligns with U.S. 101 Central Coast California Freight Strategy, which identifies the need for a pavement rehabilitation strategy in this corridor. Additionally, the Project will improve and extend the useful life of the seven creek bridges and two new interchanges on U.S. 101 by 75 years. The creek bridges will be replaced to improve the hydraulic capacity for storm events which will benefit the community by reducing the number of households in floodplains. These bridge replacements may result in modified Flood Insurance Rate Maps to be approved by FEMA. SBCAG and Caltrans propose to

replace many of the creek bridges with “clear span” structures which will allow the existing bridge abutments to remain and the new bridge to be built over the top which improves traffic handling, speeds construction and minimizes the work in the creeks. CRITERIA #4 Performance and Accountability The goals of the region’s Regional Transportation Plan (RTP) and Sustainable Communities Strategy (SCS), Fast Forward 2040 (adopted in August 2017), are based on and consistent with both the planning factors articulated in MAP-21 and continued in the FAST Act, and the Caltrans’ Smart Mobility 2010 framework. Fast Forward 2040 embraces performance-based planning and includes a variety of quantifiable performance measures to determine the success of achieving plan goals and their associated objectives. The greenhouse gas reduction targets set by the California Air Resources Board applicable to Fast Forward 2040 are zero percent per capita growth for target years 2020 and 2035, which are far exceeded. The U.S. 101 HOV project is identified in the constrained section of Fast Forward 2040 and therefore is included in all modeling analysis and performance measurement. Fast Forward 2040 includes five broad goals: Mobility and System Reliability Performance measures for this goal include, (1) Reduction in vehicle miles travelled by commuters, (2) reduction in vehicle hours of delay (for all users of the project corridor), (3) reduction in congested vehicle miles

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traveled, and (4) maintaining or reducing the average vehicle commute time along the corridor. Health and Safety Performance measures include, (1) a reduction in serious injuries and fatalities, (2) an increase in active transportation mode share and (3) reduction in GHG emissions. Prosperous Economy Related performance measures include (1) net commute savings (time), (2) net travel savings (time), and (3) reduced vehicle hours of delay for freight using the National Highway System. Environment Performance measures include reductions in transportation-related pollutants through (1) reduced vehicle idling associated with congestion, (2) reduced SOV trips, and (3) more active modes and transit trips. Freight Performance measures reflect those included in the regional freight plan, titled the U.S. 101 Central Coast Freight Strategy (2016), and the prior supporting study, the Central Coast California Commercial Flows Study (CCCCFS - 2012).

PROJECT READINESS TECHNICAL FEASIBILITY The Santa Barbara U.S. 101 Multimodal Corridor project has obtained environmental approval. Segments 4D and 4E have both completed 35% design. The design has been developed to a point where bridge type selections have been approved, geometric approval drawings approved, and conceptual staging and overall work plan of twenty-seven months for construction has been established. Contingency levels for the cost estimate have been established at 20 percent. SBCAG and Caltrans continue to monitor key delivery risks and are working closely with staff from the City of Santa Barbara toward project delivery. Caltrans has retained the services of a Construction Manager / General Contractor who will be providing input into schedule, staging and overall project work plan while design is advanced and risks monitored, eliminated, reduced and/or mitigated. PROJECT SCHEDULE Design, right-of-way certification and permitting are targeted to be completed in late 2021 / early 2022. Construction is targeted to begin in the summer of 2022 (May 2022). Segment 4D and 4E construction is expected to be completed in 2026. This project will successfully meet the September 30, 2023 obligation deadline. REQUIRED APPROVALS The National Environmental Policy Act (NEPA) and California Environmental Quality

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Act (CEQA) documents have been completed and approved for all five Project segments (PM 1.4 to PM 12.3). The completed Phase 1 and 2 projects, as well as the in-construction Phase 3 project, were cleared under separate environmental documents. The Environmental Assessment with Finding of No Significant Impact (EA / FONSI) pursuant to NEPA was completed and approved in August 2014. Cal-trans also completed and approved a Final Environmental Impact Report (FEIR) (CEQA) in August 2014 that was subject to a legal challenge; the NEPA document was not challenged. Caltrans prepared a Draft Revised EIR for CEQA in 2016 to address the legal challenges on the original FEIR. After a sixty-day public review period that included a public hearing, the Final Revised EIR was certified on October 27, 2017. The Project was then reapproved October 30, 2017. Based on the examination of the changed conditions and supporting information, the original NEPA determination was revalidated on June 1, 2018. Please refer to the Final Revised Environmental Impact Report for details regarding known project impacts and possible mitigation for those impacts. Coordination is currently underway with the County of Santa Barbara for Segment 4D as the designated coastal development permitting agency and the City of Santa Barbara as the designated coastal development permitting agency for Segment 4E. SBCAG has worked closely with Caltrans District 5 in coordination between design and environmental related work, in

addition to right-of-way and utility coordination. PUBLIC ENGAGEMENT Extensive community and stakeholder outreach efforts have been conducted related to the development of corridor plans for the U.S. 101 Multimodal Corridor and specific projects in Segments 4D and 4E which are the remaining 2.5 miles of the corridor. Based in part on this input, the project has been designed to uphold community values and the context sensitive environment along the Pacific coast in which this project exists. These values include visual, noise, and biological attributes among others.

FIGURE 8: 101 IN MOTION OUTREACH

The 101 in Motion corridor plan provides a strong basis for both the technical strategies for congestion relief in U.S. 101 corridor, but also the foundation for what has been constant and extensive community and stakeholder engagement as the various corridor projects have moved from planning, through environmental, into detailed design, design review, permitting and now construction. The 101 in Motion Corridor Plan established an approach to community

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outreach that paralleled the technical analysis and development. Consequently, initial efforts started early in the overall planning process and included both broad community outreach to the general public and targeted outreach to a specific Stakeholders Advisory Committee, comprised of community leaders who served as project ambassadors. The results from the outreach were utilized and implemented in the development of concepts and an overall package of multi-modal projects and programs to address congestion relief and safety in the U.S. 101 corridor. In 2006, the SBCAG Board unanimously adopted the 101 in Motion Action Plan that included focused on a congestion relief strategy of “Lane and Train” in the U.S. 101 corridor, to add HOV lanes for up to 16 miles between City of Santa Barbara and into Ventura County and to add commuter train service in the corridor. In combination, these two components would provide around 80 percent of the congestion relief based on travel demand through 2040. The Lane and Train package of improvements was multi-modal and also included transportation demand management strategies and operational improvements in the corridor. The primary components, the HOV lane and the rail improvements were included in SBCAG’s Measure A program that was approved by voters in 2008 by 79% approval. Community outreach continued as initial environmental work was initiated on the HOV lane project in 2009. This included three scoping meetings that were all well-attended and held in the communities of Montecito, Summerland, and Carpinteria. The purpose of the meetings was to present the information on the HOV lane project and how

it related to the overall congestion relief strategy in the corridor. Also to clearly state that individual projects and programs would follow separate development paths. At the scoping meetings, information regarding the HOV lane purpose and need and scope expectations were presented. There was also opportunities for the public to share their ideas, comments, and concerns about the HOV project. In November 2011, three separate informational meetings in Montecito, Summerland, and Carpinteria were held to provide a project update, as work was concluding on the Draft EIR. At these community meetings the Caltrans and SBCAG team were able to share an overview of the alternatives under study, and preliminary results from environmental and technical studies, including key issue areas such as noise and sound wall proposals, drainage and flooding, wetlands, landscaping and traffic among others. In 2012, two public hearings were held in Carpinteria and Montecito to solicit public comment on the Draft EIR. The result of all these public meetings during the environmental phase helped the project team shape the project alternatives and the selection of a preferred alternative that emphasized community values and context sensitive issues throughout the HOV project limits. Specifically, the preferred alternative was selected to balance key resources such as coastal views and landscaping with geographic constraints from frontage roads, proximate residents and businesses to be avoided, and to meet current highway standards.

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Community outreach efforts have continued through today during the implementation of the 101 HOV project beyond environmental, Into design and during construction for those segments currently underway. In particular, since the entire project is in the coastal zone, coastal development permits are required from local agencies. This coastal permitting process has an extensive community outreach requirement embedded within it. The project team has continued to provide updates to key stakeholder groups in the corridor to inform them of upcoming steps in the project, key decisions by policy boards and the evolution and refinements to the design. Some of the stakeholder groups that are provided with regular updates include the Measure A Citizen’s Oversight Committee, Summerland Citizens Association, Montecito Association, Padaro Lane Homeowners, Carpinteria Rotary Club, Carpinteria Lion’s Club, local school districts, various chambers of commerce in the Santa Barbara Region and Coast Village Association, among others. Information is also provided for construction and pre-construction activities through a U.S. 101 corridor website SBROADS.com. Lastly, SBCAG and Caltrans have had a number of ad hoc meetings and regular updates with a variety of other stakeholders such as professional organizations, business owners, school groups, first responders, hotel and tourism representatives, large employers, and freight representatives. Project success also relies on having a unified vision with our agency partners on the project including representatives from City of Carpinteria, City of Santa Barbara and County of Santa Barbara, and external agency stakeholders such as the California Coastal Commission.

The Santa Barbara U.S. 101 Multimodal Corridor project is included in the Santa Barbara County Association of Governments Fast Forward 2040 Regional Transportation Plan and Sustainable Communities Strategy, adopted August 17, 2017. The Project is listed within the financially constrained list of projects in Appendix 2 (under Programmed - Measure A). The project is also included in the 2019 Federal Transportation Improvement Program (FTIP). The Santa Barbara U.S. 101 Multimodal Corridor is not just a priority for the region, but also for the state. Multiple regional and state plans and strategies recognize the importance of improving the corridor. The California Transportation Commission (CTC)’s Mobility Investment Opportunities Report from July 2017 highlights the importance of the corridor as one of California’s top priorities. The corridor is also listed as a high priority in the following documents:

I. California Freight Mobility Plan (2014) lists the project as one of the priority projects for increasing the economic competitiveness of the region and providing congestion relief.

II. U.S. 101 Central Coast California Freight Strategy (2016) lists the project as the top priority for the County because of dramatically improves the travel time reliability, which has a significant impact on economic development.

III. Caltrans Interregional Transportation Strategic Plan (2015) shows the project as short term, high priority project to improve accessibility and reliability.

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IV. The SBCAG Regional Transportation Plan and Sustainable Communities Strategy – Fast Forward 2040 (2017) – the corridor improvements are identified as a high priority in the RTP SCS.

CONTINUED PULIC SUPPORT In 2010, eight local jurisdictions in Santa Barbara County passed supporting resolutions naming the U.S. 101 Multimodal Corridor Project as the highest regional priority for transportation funding. PROJECT RISK During the preliminary design phase, a comprehensive qualitative and quantitative cost risk assessment was completed for the corridor including Segments 4D and 4E. The primary area of risk exposure resides in the schedule. Schedule risks are primarily associated with coastal development permitting, other environmental permits, public and stakeholder coordination, right of way acquisition, utility relocation, and coordination with other planned projects in the area. A quantitative risk management study was recently completed which verified that the overall level of cost risk is within the contingencies being used in the cost estimates. Cost escalation has also been incorporated into the programming requests. Caltrans and SBCAG are working closely to monitor and manage delivery risks in this segment. CM/GC provides for early coordination between the project design team and the construction manager/general

contractor to assess and mitigate risks through constructability reviews, quantity and price verifications, evaluation of traffic handling/staging, and overall production and scheduling.

LARGE PROJECT REQUIREMENTS Economic, Mobility, and Safety Benefits U.S. 101 in the Project limits (PM 1.4 to PM 12.3) has experienced approximately 870 million vehicle miles traveled over the past three years, with a weighted ADT of 67,700. According to collision and accident data from the Caltrans Traffic Accident Surveillance and Analysis System (TASAS), the Project corridor experienced 952 accidents from 01/01/2017 to 12/31/2019. During that period, Segments 4D and 4E experienced 36% of the total accidents, 166 and 181 respectively, and have the highest accident rates in the Project corridor. The accident rate in the corridor is 1.10 accidents per million vehicle miles which is higher than the California State average of 0.68 for a comparable freeway facility (Table 2). Segment 4D has the highest accident rate in the Project corridor of 1.76 accidents per million vehicle miles, which is more than triple the State average rate of 0.57. Segment 4E has a rate of 1.26 accidents per million vehicle miles, which is also higher than the State average of 0.75. The highest number of collisions in the Project corridor occur between the hours of 10:00 AM and 7:00 PM; 60% of total accidents. Afternoon commute hours (3:00 PM to 7:00 PM) experienced the highest

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collision rates in the Project corridor, while the middle of the day experienced the second highest; in Segments 4D and 4E, 45% and 57%, respectively, occurred in the afternoon commute hours (see Table 3). Most of the accidents in Segments 4D and 4E can be attributed to unstable and congested traffic flow caused by non-standard interchange spacing, non-standard ramp lane lengths, and inconsistent lane distribution. In Segment 4D, two interchanges, the San Ysidro Road interchange and the Olive Mill Road interchange, are located 0.3 miles apart between PM 9.85 and PM 10.45. This non-standard spacing combined with large traffic volumes contribute significantly to the collision rate. In the southbound direction, at PM 11.043 in Segment 4E, U.S. 101 converts from a three-lane facility to a two-lane facility. Approximately 73% of the total accidents in Segment 4E occurred in the southbound direction, compared to 45% for the Project corridor in the same direction. Speeding was the primary factor in 63% of all collisions in the Project corridor (Table 4). In Segment 4D and 4E, speeding contributed to 78% and 60% of the total number of collisions. Looking further, 74% of collisions in Segment 4D involved vehicles that were slowing or stopped; 54% in Segment 4E. The combination of speeding and slowing / stopped vehicles demonstrates a pattern of congested related collisions within the two Segments, and the Project corridor. As a result of the congestion in the Project corridor rear end collisions are the most prevalent, making up 63% of all accidents. Segments 4D and 4E experienced the

TABLE 2* ADT TOTAL ACCIDENTS

ACCIDENTS W/ INJURIE

S

ACCIDENTS W/

FATALITIES ACCIDENT RATE

STATE RATE

CORRIDOR 67,700 952 289 3 1.10 .68

SEGMENT 4A 69,700 278 82 1 .91 .84

SEGMENT 4B 65,300 208 73 1 1.00 .57

SEGMENT 4C 63,400 121 44 0 1.03 .56

SEGMENT 4D 66,300 166 45 0 1.76 .57

SEGMENT 4E 73,100 181 45 1 1.26 .75

TABLE 3* CORRIDOR SEGMENT 4D SEGMENT 4E

DIRECTION

NORTHBOUND 525 / 55% 96 / 58% 48 / 27%

SOUTHBOUND 427 / 45% 70 / 42% 133 / 73%

TIME OF DAY

12:00 AM – 6:00 AM 85 / 9% 7 / 4% 15 / 8%

6:00 AM – 10:00 AM 201 / 21% 24 / 14% 14 / 8%

10:00 AM – 3:00 PM 247 / 26% 51 / 31% 28 / 15%

3:00 PM – 7:00 PM 327 / 34% 75 / 45% 103 / 57%

7:00 PM – 12:00 AM 92 / 10% 9 / 5% 21 / 12%

TABLE 4* CORRIDOR SEGMENT 4D SEGMENT 4E

PRIMARY FACTOR

SPEEDING 602 / 63% 129 / 78% 109 / 60%

IMPROPER TURN 180 / 19% 13 / 8% 31 / 17%

OTHER 170 / 18% 24 / 14% 41 / 23%

TYPE

SIDESWIPE 142 / 15% 20 / 12% 32 / 18%

REAR END 597 / 63% 126 / 76% 110/ 61%

HIT OBJECT 183 / 19% 18 / 11% 35 / 19%

OTHER 30 / 3% 2 / 1% 4 / 2%

LOCATION

LEFT LANE 574 / 60% 114 / 69% 97 / 54%

INTERIOR LANES 59 / 6% 5 / 3% 37 / 20%

RIGHT LANE 234 / 25% 46 / 28% 38 / 21%

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highest percentage of rear end accidents, 76% and 61% respectively, primarily due to the geometric constraints of the U.S. 101 mainline in those segments. Congestion on U.S. 101 and local major arterials also impedes response times and emergency vehicle access to accident and emergency sites. Extending the HOV lane through these two segments, to connect with the HOV lane in the southern portion of U.S. 101, would significantly improve the accident rates. Additional safety-related improvements include widening lanes to meet Caltrans standards as well as improving exterior shoulder widths and ramp slopes. In Segment 4D, between San Ysidro and Olive Mill Roads, ramps are being reconstructed and auxiliary lanes added to improve merge, diverge, and weave maneuvers. Geometric improvements will also be made to improve visibility and sight distance. In addition to relieving congestion-related safety issues, the Project scope would incorporate targeted safety improvements such as eliminating left lane on- and off-ramps that no longer meet Caltrans standards or traveler expectations. Accidents from the left lane represented approximately 60% of the total in the Project corridor. Left lane collisions were even higher in Segment 4D where 114 accidents or 69% have occurred. Segment 4E, which is 1.80 miles in length, has an interior lane for approximately half of a mile. That half-mile stretch experienced 20% of the total accidents in Segment 4E. Combined with the number of accidents in the left lane, 74% of collisions in 4E occurred in either the left or interior lanes.

Other safety enhancements will include replacing dikes with current standards, shielding structure abutments and railing ends, removing obstructions in the clear recovery zone, and improving weaving opportunities by extending ramp acceleration and deceleration lanes. Project corridor improvements also include a number of bicycle and pedestrian elements which are designed to improve safety and accessibility for bicycle and pedestrian travel. Improved maintenance vehicle pullout areas will be installed to provide safe areas for highway workers and law enforcement. Improved ITS elements and lighting, and striping will also be installed to enhance visibility and emergency response. The Corridor improvements create economic benefits by reducing congestion through the use of HOV lanes and providing commuters with a range of multimodal options for commuting, essentially minimizing the impact of mobility on the economy. Related performance measures include net commute savings (time), net travel savings (time), and reduced vehicle hours of delay for freight using the National Highway System. The economic benefit of these collective improvements also includes increased efficiency of freight and goods movement. Agricultural, manufacturing, and warehouse industries provide 25 percent of total jobs on the Central Coast of California. Approximately 63 million tons of freight worth $50 billion is transported into, out of, and within the Central Coast region. Fifty percent (50%) of this product is distributed within California and 25 percent is distributed to other states in the nation. These improvements will also promote improved job accessibility for the Santa Barbara, San

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Luis Obispo and Ventura tri-county region. As of 2010, approximately 20,000 of residents from the neighboring counties commute to work in Santa Barbara County to support 116,000 job base in the Santa Barbara South Coast. From Ventura County, this is a 25 percent increase from the year 2000. Cost Effectiveness The Project has been programmed to be cost effective as described in the Costs and Funding sections, as well as the Benefit Cost Analysis below. SBCAG’s efforts to secure the non-Federal share of funding have been extensive and have included the passage of a dedicated countywide transportation sales tax: Measure A. SBCAG has also worked closely with Caltrans in acquiring $420 Million Dollars in Senate Bill 1 funding to help deliver prior segments of the HOV widening. An investment of INFRA funds by DOT will help with the completion of the Project. The Project has more than one stable and dependable funding source to construct, maintain, and operate the roadway facility. It is reasonably expected that Project construction will begin no later than eighteen months after the date of obligation of funds. 23 U.S.C. 150 The Project contributes to the following goals listed under 23 U.S.C. 150 and as described in the Merit Criteria and Benefit Cost Analysis sections:

1. Achieves a significant reduction in traffic fatalities and injuries by improving roadway design;

2. Maintains the state of good repair by providing significant roadway rehabilitation;

3. Significantly reduces congestion and delays;

4. Improves the reliability by increasing capacity and making it continuous

throughout the entire corridor; 5. Goods movement is improved by the

additional capacity; 6. Fuel consumption and miles traveled

are reduced significantly, thereby improving air quality;

7. Innovative project delivery strategies reduce delays and project costs.

Results of Preliminary Engineering Segments 4D and 4E have successfully completed 35% design. Non-Federal Financial Commitments Measure A currently provides a stable and dependable funding source to construct, maintain, and operate Segments 4D and 4E. Absence of Federal Funding The Project cannot be readily and efficiently completed without INFRA funds due to the limited amount of federal formula funding available annually for Santa Barbara County. Due to the project size and cost, the need is substantial and must require a large investment of discretionary funds in order to be completed in a timely manner. SBCAG is seeking other sources of funds in addition to INFRA from State resources to help deliver the Project. Construction Segments 4D and 4E are expected to begin construction no later than 18 months after the date of obligation of funds.

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BENEFIT COST ANALYSIS A Benefit / Cost Analysis (BCA) was conducted using the California Life-Cycle BCA Model for the 2020 INFRA Application (Cal-B/C 7.1). The model assessed costs and benefits associated with Section 4 of the corridor to best capture the overall value of the project. A twenty-year BCA was conducted with all results indicating that the cost of construction and maintenance would be fully recouped through benefits provided to the traveling public, including freight operators. The analysis incorporated traffic volume assumptions that were used in the Final EIR and its associated traffic analyses, accident rates from Caltrans’ Traffic Accident Surveillance and Analysis System (TASAS), and parameters such as vehicle emission rates, cost of accidents, cost of fuel, cost of CO2, statewide average hourly wages, and other similar factors. Additionally, inputs like speed and average vehicle occupancy (AVO) were included in the model to account for the benefits of multimodal and / or carpool travel. For the twenty-year life cycle analysis, Cal B/C produced a benefit / cost ratio of 1.55 for the first twenty years after construction of the HOV Project on U.S. 101. The completion of the U.S. 101 Multimodal Corridor would yield a net present value (NPV) of $312.5 million in 2021 dollars. The primary generator of benefits is expected to come from the safety improvement and vehicle operating costs totaling approximately $799.2 million in twenty years and an additional $86.6 million savings for freight operators.

No long-term air quality impacts are anticipated from the proposed project. If the project did not get constructed, the no-build alternative shows that air quality may deteriorate as traffic congestion worsens. Once project construction is completed, a significant reduction in emissions is expected based upon the Cal B/C model results. This is primarily due to the anticipated improvement to travel time through the corridor. The highest emission reductions will be for CO2, CO and nitrogen oxides. The Cal B/C summary results for emissions reduction for a twenty-year life cycle are shown below. An operational life of twenty years was assumed to accommodate the project lifecycle of a typical highway project. The project construction is expected to occur over six years, beginning in early 2020 and ending in mid-2026. While the project would be expected to have a residual value beyond the 20-year operational period, as well as ancillary economic and quality of life benefits not quantified in this study, no residual value is assumed in the analysis, representing a conservative assumption of project benefits. The planned project introduces many societal benefits that would not occur during the No Project scenario. This BCA focuses on the net changes in all benefits and costs associated with the project when compared to the No Project scenario. Measurable benefits ensuing from implementing the project include accident prevention, travel time savings, vehicle operating costs’ savings, and reduction in vehicle emissions. All benefits discussed in this section are reported in 2021 U.S. Dollars.

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TABLE 5: BCA SUMMARY TABLE

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APPENDICES The appendices below are available at SBCAG’s INFRA website: http://www.sbcag.org/infra.html

- Letters of Support - Benefit Cost Analysis - Federal Wage Certification