Grant Line Road - Sheldon Area Precise Roadway Plan

Grant Line Road - Sheldon Area Precise Roadway Plan

Study Overview

The precise roadway plan will determine the preferred alternative for further environmental study proposing future widening of Grant Line Road to 4 lanes between Bond Road and Calvine Road. The precise plan will prepare a preliminary level design in accordance with the City of Elk Grove General Plan, Rural Roads Improvement Standards, and Southeast Connector JPA Design Guidelines.

Extensive coordination with community members will continue to advise the design, as well as the necessary comprehensive traffic analysis. No construction activity is planned as a part of the Precise Plan preparation.

The design of the 4-lane widening of Grant Line Road will identify necessary access modifications, intersection modifications, and the potential right-of-way needs for the future widening of Grant Line Road.

Conclusion of the study for the precise roadway plan can be used to guide future design efforts by the City and the Connector JPA.

Previous efforts by the City in conjunction with the Connector JPA have identified several varied configurations of roadway improvements, but with direct input from community members, this study will refine those ideas into one cohesive design direction that can be taken forward by the City and the Connector JPA, once the environmental review is completed.

For more information regarding the Capital Southeast Corridor, please see their website.


Frequently Asked Questions: General

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, and Public Meeting #3 on March 1, 2022.

How will the community comments be incorporated into the study?

The comments have been carefully reviewed and considered and implemented where possible. For example, an additional intersection alternative at Bradley Ranch Road is being developed for consideration based on comments that were received from the community. The community will be noticed when the study will be presented to the City Council, and public comment is always welcome.

How will Segment C of the Capital SouthEast Connector Project be funded and how much funding comes from the JPA?

With the exception of the next phase of the Wilton Road and Grant Line Road intersection, this project is not currently funded. The City will work closely with the JPA to identify funding available for the Connector project most likely through a combination of grants and local roadway dollars. The City was recently awarded a $500,000 Sacramento Area Council of Governments grant to complete the environmental document for changes to the intersection of Grant Line Road and Wilton Road. The City will use local transportation funds (either measure A sales tax or gas tax funds) to fund the remaining balance of that effort.

How long will Segment C of the Capital SouthEast Connector take to complete through construction?

Currently the only part of this project has any funding is the intersection of Grant Line Road and Wilton Road. Hence, the schedule for the completion of the overall project is unknown. We intend to bring Precise Roadway Plan study to the City Council to provide comment in the Summer of 2022. The City will then proceed with developing the environmental document for the portion from Pleasant Grove School Road to Aleilani Road.

Can the City adopt a no Build Option to allow Sheldon to remain a 2 lane road?

The JPA 2012 Programmatic EIR established Grant Line Road as the corridor for a portion of the 34 mile long Southeast Connector that runs from I-5 to US 50 in El Dorado County. The project is under construction in other areas and it is no longer an option to consider the "No-Build" alternative for Segment C. The City and community have an opportunity to determine which alternative is selected that will best fit with the Sheldon Community and retain as much rural context as possible.

Design Related Questions

Will Roundabouts be able to accommodate large truck and agricultural trailers?

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 without a special permit. Additionally, Roundabouts are being designed to accommodate truck turning movements associated with STAA trucks, horse trailers and large agricultural vehicles.

Will utilities be undergrounded, and will other utility infrastructure be included in the project?

The existing poles will be relocated as necessary to accommodate the roadway widening. Given cost constraints, the City does not anticipate undergrounding of utilities as part of this project. In addition, there is no plan to bring water and sewer services to the Sheldon area. The project will address 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?

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. If appropriate, 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.

How does the cost of roundabouts compare with the cost of signalized intersections?

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 since the signals require additional widening for left and right turn pockets that the roundabouts do not. 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?

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 to minimize the out of direction travel for this this 1.6-mile segment of roadway. The City decided to focus on Graybill Road because this intersection 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 since there is more of a need to accommodate larger vehicles at this intersection than there is at Graybill. Once the plans are developed they will be posted on the website and a focused community meeting and survey would be used to determine the community’s preference between the Graybill Road and Bradley Ranch Road intersection for the City Council’s input.

Why was Mooney Road not connected into the Sheldon Road Intersection?

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 be able to make a U-turn at Sheldon Road in order to head south on Grant Line Road

Roundabout or Signalized Intersection Design Related Questions

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

The following exhibits reflect the Current (2018) Traffic Volumes, and the Forecast (2050) 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 long delays even today.

Traffic volumes
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.

Traffic volumes

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

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 CriteriaElk Grove Intersection Target Percentage * 
Signals <55.1 delay in seconds 
Roundabouts <35.1 delay in seconds 
Intersection LocationPeak HourAlternative 1A 2050 Signalized IntersectionsAlternative 2A 2050 Roundabout Intersections
Delay (sec)% of Performance Target *Delay (sec)% of Performance Target *
Grant Line Road at Bond RoadAM28.652%22.865%
Grant Line Road at Wilton RoadAM52.996%16.346%
Grant Line Road at Aleilani LaneAM19.034%24.770%
Grant Line Road at Sheldon RoadAM54.899%18.553%
Grant Line Road at Graybill LaneAM6.311%14.541%
Grant Line Road at Calvine RoadAM53.297%41.9119%

*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.

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. 

Learn more

How many accidents currently occur at Grant Line and Wilton Intersection?

Over the past 5-years there has been an average of 3 reported traffic collisions at this intersection.

Why can't we have a combination of some lights and some roundabouts between Bond and Calvine Road?

In corridors that have all traffic signals, the signal operations can be set so that a uniform progression (or platoon) of traffic can proceed at a set speed to safely and efficiently traverse the corridor. Introducing a roundabout into a corridor with traffic signals will disrupt the uniformity of the platoon of traffic causing long queuing at the next signalized intersection. 

Conversely, with a corridor that has all roundabouts, introducing a traffic signal disrupts the operations of roundabouts that typically produces uniform spacing of traffic up and downstream from the Intersection. Traffic signals may have a queue of traffic waiting for a red light that could "spill back" to the adjacent roundabout disrupting its’ operation. Additionally, the operational speed of roundabout corridors and signal corridors are quite different. Thus intermixing them will cause additional safety and operational challenges. 

In general, the operations, safety and speeds are preferable to have all traffic signals or all roundabouts in the corridor.

With all the growth in the Region, will the wider roadway cause growth in the community and cause a bottleneck?

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 and these plans determine how the community will grow. These land uses are inputted into the Sacramento Area Council of Governments (SACOG) traffic model and form the basis of the traffic volume forecasts that have been generated. Thus, the roadway design included in this study should handle the anticipated traffic demand well into the future. In addition, the City extended the traffic forecasts to 2050 from 2038 that was used on the EIR to have a better understanding of the potential growth in traffic volumes to appropriately size the intersections through Sheldon.

Access Related Questions

How will people access the multi-purpose trail and cross Grant Line Road?

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 trail 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. People will be able to access the trail at every intersection along Grant Line Road. The trail will not preclude access to adjacent business. Pedestrians wanting to cross Grant Line Road will be able to safely do so at any of the improved (signalized or roundabout intersections). 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?

The project does not anticipate the need for signalized pedestrian crossings at roundabouts but they could be added in the future if they are needed.

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?

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 provide 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?

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?

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.

Construction Related Questions

What opportunities will the project provide to landscape and beautify Sheldon?

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?

The current study will not result in a construction project. As improvements are designed, detailed construction traffic management plans will be developed. Additional public outreach will be conducted while developing these plans to receive community input on those details During construction, the City will maintain access to local businesses to minimize impacts.


The study will include both public meetings and one on one meetings with local business owners and property owners. These meetings and discussions are crucial to the success of the study to discuss alternatives and refine access needs and impacts.


First Public Meeting

The first public meeting was held on September 17, 2020. Links to the presentation, project plans and a survey are below.

Second Public Meeting

The second public meeting was held on August 31, 2021. The presentation, project plans and comment card are available below:

Third Public Meeting

The third Grant Line Road Precise Roadway Plan Meeting was held via Zoom to provide displays of the Graybill Road and Bradley Ranch Road Alternatives and provide opportunity for feedback from the community.

Third Public Meeting:  Tuesday, March 1, 2022, 6:00 p.m. – 7:30 p.m. 

August 24, 2022 Council Meeting

On August 24, 2022, the City of Elk Grove City Council will receive an update on the Grant Line Road Precise Roadway Plan Study (Bond Road to Calvine Road) and the Council will consider staff recommendations and provide direction on the next steps. The Public Works Department of the City of Elk Grove invites you to participate and provide input at this meeting.

The Council meeting will begin at 6:00 pm and will be held in the Council Chambers, located at 8400 Laguna Palms Way across the street from City Hall. The Council agenda will be posted in advance of the meeting and will contain the staff report and staff presentation. View the agenda or watch the live-streamed meeting.

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Project Manager

Christina Castro            
Email or (916) 627-3339
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