Frequently Asked Questions

These Frequently Asked Questions were generated from community questions and comments at Public Meeting #1 on September 17, 2020 and Public Meeting #2 on August 31, 2021.

The Questions have been organized around topical areas at the beginning of each section.

General Questions

Design Related Questions

Roundabout or Signalized Intersection Design Related Questions

Environmental Related Questions

Access Related Questions

Construction Related Questions

  • What opportunities will the project provide to landscape and beautify Sheldon?
  • How will traffic be managed during construction?

  • General Questions

    How will the community comments be incorporated into the study?
    Response: The comments have been carefully reviewed and considered. This Frequently Asked Questions posting has captured the essence of most of the questions and comments for the community to see the nature of the input and the response from the City. You will see in the response to community input, an additional intersection alternative at Bradley Ranch Road is being developed for consideration. The community will be noticed when the study will be presented to the City Council, where your testimony is always welcome.
    How will Segment C of the Capital SouthEast Connector Project be funded and how much funding comes from the JPA?
    Response: With the exception of the next phase of the Wilton Road and Grant Line Road intersection, a funding plan has not been identified for environmental, design, and construction of this segment of the Connector project. This section of Grant Line Road is within the City of Elk Grove jurisdiction. As such the City will deliver the future phases of the project required for full implementation of the corridor. The City works closely with the JPA to identify funding available for portions of the Connector project. The City was recently awarded a $500,000 Sacramento Area Council of Governments grant to develop the environmental document for a portion of this project near Wilton Road. The City will use local transportation funds to fund the remaining balance of that effort.
    How long will Segment C of the Capital SouthEast Connector take to complete through construction?

    Response: In terms of schedule, this is a difficult question to answer. It’s anticipated the City Council will adopt the final Precise Roadway Plan in the Summer of 2022. The City will then proceed into developing the environmental document for an initial portion of Segment C to be constructed from Pleasant Grove School Road to Aleilani Road. The environmental work would commence about 6 months after completion of the Precise Roadway Plan and may take up to 18 months to complete. Then, depending upon the City’s ability to obtain funding, the design and right of way phases could take up to two years. Construction then could proceed pending identification of funding and take approximately 12 to 18 months.

    The remaining portions of Segment C from Bond Road to Calvine Road will likely take at least 8 years or more to complete as no funding has been identified.

    Design Related Questions

    Will Roundabouts be able to accommodate large truck and agricultural trailers?
    Response: The Capital SouthEast Connector is being designed to accommodate Surface Transportation Assistance Act (STAA) trucks. The 1982 STAA allows large trucks to operate on the Interstate and certain primary routes called collectively the National Network. These trucks, referred to as STAA trucks, are the largest trucks allowed on California Highways and Roadways. Additionally, Roundabouts are being designed with truck turning movements associated with STAA trucks, horse trailers and large agricultural vehicles. The roundabouts are designed to handle some off tracking of these large vehicles by utilizing the mountable center island apron which can be traversed as needed to accommodate such vehicles. Traversing a portion of the roundabout center island apron is a standard practice for large vehicles. To provide visual separation from the circulatory roadway, the truck apron is constructed with different color and texture such as stamped concrete and has a shallow (3”) mountable curb that allows trucks and trailers to easily negotiate the turns.
    Will utilities be undergrounded, and will other utility infrastructure be included in the project?
    Response: In the rural section of Elk Grove, electric and telecommunication utilities exist on overhead pole lines. The poles will be relocated with aerial lines as necessary to accommodate the roadway widening. Given cost constraints, the City does not anticipate undergrounding of the utilities. There is no plan to bring water and sewer services to the rural parts of the City. Thus, properties will continue to be served by water wells, septic systems and propane tanks as needed, in keeping with the rural nature of the Sheldon area. The project will address all stormwater runoff with drainage ditches, underground drainage facilities and detention basins where needed.
    What is the proposed Design Speed and Speed Limit proposed along Grant Line Road?
    Response: The Capital SouthEast Connector JPA Project Design Guidelines dated February 13, 2015 for Segment C from Bond Road to Calvine Road has a designated design speed of 50 mph with an anticipated posted speed limit of 40 miles per hour (mph) for Alternative 1A, Signals. The City of Elk Grove intends to maintain the posted speed limit of 35 mph in the Sheldon Commercial Zone for any alternative. Alternative 2A has set the roundabout approach geometry for a target speed of between 20 and 25 mph for all approaches, with an operating speed of approximately 35 mph between roundabouts. Thus, the City would anticipate a posted speed of 35 mph from Bond Road to Calvine Road for Alternative 2A.
    How does the cost of roundabouts compare with the cost of signalized intersections?
    Response: The construction costs are relatively similar as the signal equipment costs offset the larger roadway construction footprint associated with a roundabout. The right of way costs will be slightly higher for the roundabouts due to the larger footprint; however, the roundabout alternative does reduce impacts in the Sheldon commercial core. The long-term operations and maintenance costs are significantly lower for roundabouts when compared to signalized intersections. This is primarily due to energy costs and traffic signal maintenance.
    Why was Graybill Road considered before Bradley Ranch Road as the intermediate intersection between Sheldon Road and Calvine Road?

    Response: The 2012 JPA Programmatic EIR did not anticipate an intermediate intersection from Sheldon Road to Calvine Road. The need for the additional intersection was not generated by traffic demand from the side streets but rather out of direction travel requirements to break up this 1.6 mile segment of roadway owners in this section. The City decided to focus on Graybill Road because this intersection location had the least impact to private property with homes.

    As a result of community comments at the August 31, 2021 meeting, the City has decided to add an alternative intersection alternative at Bradley Ranch Road. Once the new location is developed, the plans would be posted on the website and a new community survey would be used to determine the community’s preference between the Graybill Road and Bradley Ranch Road intersection for the City Council’s consideration.

    Why was Mooney Road not connected into the Sheldon Road Intersection?
    Response: The Team did look at connecting Mooney Road into Sheldon Road. It would require a realignment of Mooney Road through developed residential parcels. The impact to those parcels was deemed beyond the benefit of such a realignment. The residences along Mooney Road will have a short out of direction drive to the Sheldon Road intersection for those wanting to go south on Grant Line Road and thus has very good access. Additionally, at the public meeting in September 2020, we surveyed the community and there was little support to realign Mooney Road.

    Roundabout or Signalized Intersection Design Related Questions

    What are the future 2050 traffic forecasts for Grant Line Road?

    Response: The following exhibits reflect the Current (2018) Traffic Volumes, and the Forecast (2050) Traffic Volumes:

    Traffic volumes

    Current Traffic Volumes

    This exhibit shows the current (as counted in 2018) traffic volumes at each of the 6 subject intersections along Grant Line Road. Each of the intersections has the breakdown of the turning movements. The volumes shown are peak hour volumes with the first number being the morning peak hour and the second number in parenthesis being the evening peak hour. The current volumes can be accommodated within the 2-lane corridor, however some of the intersections are experiencing unacceptable delays even today.

    Traffic volumes

    Future (Forecast to 2050) Traffic Volumes

    This exhibit shows the anticipated traffic volumes (in 2050) at the 6 intersections along Grant Line Road. These forecasts represent the anticipated traffic volumes based upon build out of the General Plan along the corridor. The direction arrows in the exhibit do not reflect the number of lanes that are needed in the design. In general terms, the through lanes can accommodate between 1200 to 1300 vehicles per lane per hour. Thus, the through traffic demand can be accommodated with 2 lanes in each direction. The limiting factor in the operations of such a corridor is the intersections. Much more analysis is needed to size the intersections accounting for the needed turn lanes and queue lengths fort each movement. That analysis has been incorporated into the alternatives being considered.

    What data is available to compare traffic operations between Alternative 1A (Signals) to Alternative 2A (Roundabouts)?

    Response: A Traffic Study has been completed evaluating the alternatives against the Year 2050 traffic forecasts as summarized below. Two measures of comparison between Alternative 1A (Signals) and Alternative 2A (Roundabouts) can be made from this table:

    1. Delay- Average delay for all vehicles traversing each intersection.
    2. Percent (%) of Performance Target- this metric is a bit more difficult to do a direct comparison because the City has established a different Performance Target for Signals and Roundabouts. However, you can see that both alternatives perform better than the target in all cases except at Calvine Road. The slight deficiency at Calvine Road is viewed to be in the acceptable range for this performance metric.
    Intersection Control Criteria Elk Grove Intersection Target Percentage *
    Signals <55.1 delay in seconds
    Roundabouts <35.1 delay in seconds
    Intersection Location Peak Hour Alternative 1A 2050 Signalized Intersections Alternative 2A 2050 Roundabout Intersections
    Delay (sec) % of Performance Target * Delay (sec) % of Performance Target *
    Grant Line Road at Bond Road AM 28.6 52% 22.8 65%
    PM 40.5 74% 16.0 46%
    Grant Line Road at Wilton Road AM 52.9 96% 16.3 46%
    PM 54.6 99% 14.7 42%
    Grant Line Road at Aleilani Lane AM 19.0 34% 24.7 70%
    PM 38.9 71% 25.0 71%
    Grant Line Road at Sheldon Road AM 54.8 99% 18.5 53%
    PM 37.9 69% 11.6 33%
    Grant Line Road at Graybill Lane AM 6.3 11% 14.5 41%
    PM 7.6 14% 12.3 35%
    Grant Line Road at Calvine Road AM 53.2 97% 41.9 119%
    PM 18.5 34% 28.4 81%

    *Elk Grove’s General Plan establishes performance targets for intersection delay that would meet acceptable traffic operations. Delay is stated as an average time that each motorist would experience getting through the intersection during peak traffic periods. The performance targets are used to evaluate the effectiveness of design alternatives. It is important to note that the City has set different acceptable delay thresholds for Signals versus Roundabouts. See Elk Grove Transportation Analysis Guidelines dated February 2019 for more details.

    Please explain the safety benefits and anticipated speed reductions associated with implementing roundabouts as compared to signals.

    Response: According to the Federal Highway Administration, roundabouts have significant safety benefits when compared to other types of intersections like traffic signals and stop controls. The roundabout geometry virtually eliminates opportunities for “head-on” and “T-bone” collisions resulting in:

    • More than 90% reduction in fatalities
    • 76% reduction in injuries
    • 35% reduction in all crashes
    • Slower speeds are generally safer for pedestrians

    Speed control is also a benefit associated with roundabouts, which also enhances pedestrian safety. The proposed roundabouts for this project have been designed with operating speeds of between 20 and 25 mph resulting in an overall reduction in operating speeds from Bond Road to Calvine Road if one of the Roundabout Alternatives is selected.

    Environmental Related Questions

    How will noise be mitigated as part of the project?
    Response: Noise studies will be completed during the environmental phase of future segments to determine the noise impacts of the project. Appropriate mitigation measures will be incorporated into the project design to meet noise ordinances based upon these noise studies. In general, it would be challenging to use soundwalls to mitigate noise impacts for the properties along Grant Line Road due to the number of driveways that would result in gaps allowing noise to travel through the wall openings. The City will consider other noise reducing measures such as rubberized asphalt concrete that has shown to reduce roadway/tire noise by up to 3 decibels. Rubberized asphalt concrete will be installed along the segment under construction of Grant Line Road between Waterman Road and Bradshaw Road to reduce noise impacts.
    Can the City adopt a no Build Option to allow Sheldon to remain a 2 lane road?
    Response: The JPA 2012 Programmatic EIR established Grant Line Road as the corridor for a portion of the 34 mile long Southeast Connector. The project is under construction in other segments and it is no longer an option to consider the “No-Build” alternative for Segment C. Thus, this segment will require widening to meet the needs of this adopted route. The City and community have an opportunity to determine which alternative is selected that will best fit within this community and retain as much rural context as possible.
    With all the growth in the Region, will the wider roadway cause growth in the community and cause a bottleneck?

    Response: The Capital SouthEast Connector has been adopted along the Grant Line Road corridor. The project is being phased over many years as transportation funding becomes available. Segment C from Bond Road to Calvine Road has been established as four through lanes as the ultimate section to preserve as much of the Sheldon Community and Commercial Zone as possible. The City extended the traffic forecasts to 2050 to have an understanding of the size of intersections that would be needed to allow traffic to operate acceptably in the ultimate condition.

    Growth in the community is independent of the roadway width. The City and County General Plans have established the zoning for this community. These land uses are input into the Sacramento Area Council of Governments (SACOG) model and form the basis of the traffic forecasts generated. Thus, the roadway design included in this study should handle the anticipated traffic demand well into the future.

    Access Related Questions

    How will people access the multi-purpose trail?
    Response: People will be able to access the trail at every intersection along Grant Line Road. In addition, it is expected that updates to the City’s Bicycle, Pedestrian and Trails Master Plan will incorporate trail extensions from the urbanized portion of the City to connect with the Capital SouthEast Connector Trail. There may also be opportunities to develop trailhead access parking along the corridor.
    Will the Roundabout Design Alternative incorporate pedestrian signals?
    Response: The project does not anticipate the need for signalized pedestrian crossings at roundabouts but could be added if the crossings warrant a need.
    How will property owners access both travel directions with the proposed divided roadway and many private lanes being reduced to right-in / right-out only?
    Response: The Capital SouthEast Connector standards have established a divided roadway for the entire 34-mile corridor to provide safe and efficient traffic movements. Left and U-turns in the corridor will only occur at controlled locations (signalized intersections or roundabouts). As such, property owners will need to turn right onto Grant Line Road and travel a slight distance out of direction to the next signal or roundabout to make a u-turn to travel in the opposite direction. Roundabouts will be easier U-turns for larger vehicles and trailers due to the larger radius provided. This is the best way to operate this four lane divided roadway in a safe and efficient manner.
    How will access to and from Pleasant Grove School Road be affected?
    Response: Access to Pleasant Grove School Road would become right in/ right out only under all alternatives. Under Alternatives 1A and 2A, vehicles would make U-turns at Bond Road and Wilton Road as needed for access. Under Alternative 2C, vehicles would make U-turns at New Wilton Road and Aleilani Lane.
    How will residents be able get out of their driveway or side street onto Grant Line Road?
    Response: Driveways and side streets will all be right in / right out only except for the intersections with either signals or roundabouts that would have full access. Drivers will experience gaps in the traffic stream that will enable these right turns onto Grant Line Road. The signal alternative will create gaps resulting from the signal cycle. Whereas, the roundabout alternative will result in slower travel speeds requiring smaller gaps in traffic to safely negotiate the turn.
    How will pedestrians cross Grant Line Road?
    Response: The proposed plans include a multi-use trail along the west side of Grant Line Road that will be part of a 34-mile continuous trial once the SouthEast Connector is completed. In this segment, the proposed plans also include a pedestrian walkway from Ace Hardware to the Wrangler Bar along the east side of Grant Line Road serving the commercial core of the Sheldon Community. Pedestrians wanting to cross Grant Line Road between these planned walkways will do so at the Wilton Road or Aleilani Road intersections. Under Alternative 1, the signals would include a crosswalk phase if triggered by a pedestrian. Under Alternative 2, the walkways are upstream of the circulatory roadway of the roundabouts. Pedestrians would cross one direction of travel at a time using gaps in the traffic stream with a pedestrian refuge provided in the splitter island. Roundabouts have shown to provide safe passage of pedestrians with the planned design and associated slower speeds.

    Construction Related Questions

    What opportunities will the project provide to landscape and beautify Sheldon?
    Response: Landscaping is planned for the corridor, specifically adjacent to the multi-use path and the median. Opportunities to receive community input would occur during final design development prior to construction.
    How will traffic be managed during construction?
    Response: The current study will not result in a construction project. As this segment moves forward into the final design phase, detailed traffic handling and stage construction plans will be developed that will manage the traffic flows during construction. Additional public outreach will be conducted during the environmental and design phases of the project to receive community input on those details that will be incorporated into the traffic handling and stage construction plans. For construction, widening is required on both sides of the existing road. As such, the traffic would be shifted to one side of the current roadway, while the widening occurs on the other side. Then the traffic would be shifted to the other side to complete the widening. During construction, the City will maintain access to local businesses to minimize impacts.

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