Final PSR_Jeff

District 3 – County of Sacramento
City of Sacramento
December 2014
Project Study Report
Vehicular & Pedestrian Access
from Midtown Sacramento to the A Street Bridge entering
McKinley Village
APPROVAL RECOMMENDED:
______________________________________________
Jeffrey Rud II, PROJECT MANAGER
APPROVED:
_______________________________________ __________________
Jeff Werner, City of Sacramento DATE

District 3 – County of Sacramento – 28th
& A Street – McKinley Village Development
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Vicinity Map
Project Location: 28th
and A Street access for McKinley Village

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Contents
1. Introduction ............................................................................................................................1
2. Background.............................................................................................................................3
3. Purpose and Need...................................................................................................................4
4. Deficiencies..............................................................................................................................5
5 Design Alternatives.................................................................................................................7
5.1 Community Involvement .................................................................................................................... 7
5.2 Rejected Alternatives.......................................................................................................................... 7
5.3 Viable Alternative ............................................................................................................................... 8
5.4 Design Exceptions............................................................................................................................. 10
5.5 Solves Purpose & Need..................................................................................................................... 10
5.6 Traffic Analysis.................................................................................................................................. 11
6. Environmental Impact ............................................................................................................12
6.1 Biological Resources......................................................................................................................12
6.2 Air Quality .....................................................................................................................................13
6.3 Community Impact........................................................................................................................14
7. Right of Way Impacts..............................................................................................................15
8. Constructability .......................................................................................................................16
9. Schedule....................................................................................................................................17
10. Appendix............................................................................................................................... A-i

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1. Introduction
Capital City Consultants is the consulting firm that has prepared this Project Study Report
(PSR) for the primary vehicular and pedestrian access to McKinley Village. McKinley Village
is a 48-acre site with 336 proposed homes to be developed. The project site is encompassed
by the Business 80 freeway and the Union Pacific Railroad (UPRR) and will connect the
adjacent neighborhoods of East Sacramento and Midtown. The confined location of the
project site makes accessibility to McKinley Village the primary challenge. The primary
access to McKinley Village will come from Midtown on 28th
Street and the extension of A
Street. Improvements are needed along 28th
Street and a residential collector road will be
constructed extending A Street. The McKinley Village development promotes a more active
lifestyle so pedestrian and bicycle accommodations is also a requirement of the project. The
proposed access will include the following improvements:
• Construction of a new switchback ramp along 28th
Street from Stanford park to the at-grade
railroad crossing;
• Construction of a Class I bike path along 28th
Street starting at C Street to the at-grade
crossing;
• Replacement of the pavement along the 28th
Street starting at E Street to north of A Street;
• Construction of an intersection at 28th
Street and A Street;
• Construction of A Street;
• Construction of a Class I shared pedestrian and bike path along A Street.
The design is made in accordance to the City of Sacramento's design standards.
There are four design alternatives considered for the primary access to McKinley Village.
These alternatives are as follows:
• Extending A Street to 27th
Street (27th
Street Design)
• Three-way stop at 28th Street and A Street intersection. (Conventional Design)
• Roundabout at 28th Street and A Street intersection. (Roundabout Design)
• Free Flow intersection at 28th
Street and A Street for vehicles entering/leaving A Street
(Free Flow Design)
The viable alternative, determined from the ranking criteria outlined in Attachment 3 and from
public input, is the Free Flow Design. The intersection of 28th
Street and A Street will have
stop signs placed in the North and South direction along 28th
Street to address the low traffic
volume in those directions. Vehicles traveling west from A Street, onto 28th
Street, will have
the ability to travel without stopping and a designated right turn lane will be provided for
vehicles traveling North on 28th
Street to A Street. A Class I bike path will also be designed
along the West and North side of 28th
and A Street, respectively.

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Table 1. Summary of Project Alternative
Project Limits 28th
Street from A Street to E Street
Number of Alternatives 4 Total
27th
Street Design – No Build
Conventional Design – Standard Intersection
Roundabout Design – Roundabout Intersection
Free Flow Design – Pork chop Intersection
Alternative Proposed for
Programming
Free Flow Design
Current Capital Outlay Support
Estimate
$4,012,000.00
Current Capital Outlay
Construction Estimate
$4,050,000.00
Current Capital Outlay Right-of-
Way Estimate
$500,000.00
Funding Year 2015/2016
Type of Facility Residential Collector Road
Number of Structures 0
Anticipated Environmental
Determination or Document
McKinley Village Environmental Impact Report

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2. Background
The McKinley Village development is an urban village development that will consist of 336
homes. It is located on a 48-acre site adjacent to East Sacramento and will be connected to
Midtown, Sutter’s Landing Dog Park, and the American River Parkway. The development is
bounded by UPRR and the Business 80 freeway, which creates limited opportunities to
provide access to the new development.
McKinley Village will have two access points, one from the west and the other from the
southeast. The west access will be provided by 28th
and A Street, while the southeast access
will be provided by 40th
and C Street. Based on a traffic studies report completed by Fehr and
Peers, it is expected that 52% of the population of McKinley Village will use the 28th
and A
Street access. Since 28th
Street connects to the Business 80 freeway at E Street, this ensures
that 28th
Street is the primary access to McKinley Village.
McKinley Village promotes an active lifestyle within the development. To stay consistent
with this goal and the City of Sacramento Bikeway Program, the proposed design for the
primary access will incorporate pedestrian and bicycle accessibility. All pedestrian and
bicycle paths will be American Disability Act (ADA) complaint, while also meeting City of
Sacramento Design Standards. Each alternative considered addresses pedestrian and bicycle
access as a key component of the design.
Figure 1. McKinley Village Plan View

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3. Purpose and Need
The project purpose and need statements were prepared by Capital City Consultants for the
PSR phase.
Purpose
The purpose of this project is to provide the primary access point to McKinley Village and to
meet all City of Sacramento Design Standards. The primary access will come from the west
side of the development across the A Street Bridge, thus creating the need to develop A Street
and the intersection at 28th
Street. The active lifestyle that McKinley Village is promoting
creates the need for the pedestrian and bicycle access. It is expected that this access point will
serve approximately 52% of the population of McKinley Village since 28th
Street connects
the development to Business 80 and the American River Parkway.
Need
McKinley Village has limited opportunities to provide access points. City of Sacramento
Standards requires two access points for any development for emergency use; one of the
viable options for access is A Street from 28th
Street. With freeway access at 28th
and E Street,
28th
street represents the most attractive access point to McKinley Village, thus making it the
primary access point. An intersection must be constructed at 28th
and A Street for vehicles
accessing A Street from Midtown Sacramento. A Street must also be extended to the A Street
Bridge overcrossing Business 80. To meet the active transportation goals of the development
and to provide connectivity to existing bicycle and pedestrian facilities in the area, the new
access must also accommodate all modes of transportation.

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4. Deficiencies
Traffic
Roadway Capacity Utilization traffic studies were conducted by Fehr and Peers to determine
the existing conditions, existing plus project conditions, cumulative conditions, and
cumulative plus project conditions; the results of the studies are included in Attachment 1 of
the Appendix. The traffic studies focused on several road segments that will be affected by
the McKinley Village project; the roadway segment of concern for the primary access
connecting Midtown and the A Street Bridge was 28th
Street from C Street to E Street and the
intersection of 28th
Street and C Street. The traffic studies indicated that the level of service
(LOS) of the existing conditions at the locations of concern are acceptable; however, the
increase of traffic volume generated from the McKinley Village project will degrade the LOS
to unacceptable conditions. The results of the traffic study are further detailed and analyzed
in the Traffic Analysis section of this PSR.
The locations of access points for McKinley Village project need to efficiently distribute
traffic entering and exiting the housing developments, be placed in potential locations of high
traffic density, and allow easier access to major vehicular facilities and developments of
Sacramento. City Standards also require two access points for emergency vehicles to ensure
accessibility in the case where one of the access points is congested or inaccessible.
The proposed project will provide one of the required access points for the McKinley Village
project. The proposed project will also provide upgrades to 28th
Street and an intersection
utilizing free flow design that will address future traffic conditions to improve the LOS.
Pedestrian Facilities and Safety
The location of the proposed project site contains several public and pedestrian facilities
including Sutter’s Landing Dog Park, 28th
and B Skate Park, Stanford Park, and American
River Parkway north of A Street. However, the existing public and pedestrian facilities are
disconnected, currently causing pedestrians to travel on the edge of the pavement and share
the road with vehicular traffic on 28th
Street from north of A Street to C Street to reach the
public facilities and Midtown. A map of the current conditions of the proposed project site is
contained in Attachment 2.
The increase in vehicular and pedestrian traffic generated from the McKinley Village project
will be a safety risk for pedestrians if they have to continue to share the road with vehicles.
The proposed project will include upgrades to the pedestrian facilities that meet the applicable
standards to ensure pedestrian safety.
At-grade Crossing
The current at-grade crossing of the UPRR and 28th
Street has a grade of 9%; however, the
required grade to meet ADA compliance is 5%. Pedestrians with disabilities will currently
have difficulty and discomfort traveling on 28th
Street at the at-grade crossing, possibly
discouraging the use of public facilities adjacent to 28th
Street.

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It is infeasible to change the profile grade of 28th
Street to meet ADA standards. The proposed
project implements an ADA compliant switchback ramp to mitigate the issue.
A Street Current Conditions
A Street, east of 28th
Street, is currently an unpaved road that connects 28th
Street with the
existing A Street Bridge overcrossing Business 80. The unpaved road currently serves a low
traffic volume and is only accessible to construction and maintenance crews. The unpaved
road does not include vehicular lanes, sidewalks, or bike lanes, making it unsuitable for a
larger volume of vehicular and pedestrian traffic.
For the consideration of future development and accessibility to Midtown, A Street must be
updated and equipped with the appropriate vehicular and pedestrian facilities to accommodate
higher vehicular and pedestrian traffic volumes produced by the McKinley Village project.
The proposed project will construct a newly paved, two lane road that will feature a Class I
shared pedestrian/bike path with adequate street lighting and a planter box-buffer separating
vehicular and pedestrian traffic.

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5 Design Alternatives
Capital City Consultants formulated four different design alternatives for the primary access
to McKinley Village. Reducing traffic congestion for vehicles, creating pedestrian and bicycle
access, and pedestrian safety were the primary concerns in drafting the designs. Using the
ranking system outlined in Attachment 3 of the Appendix, the Free Flow Design was
determined to be the viable alternative for the main access point to McKinley Village from
Midtown Sacramento. The Free Flow Design alternative was also recommended for further
consideration by the City of Sacramento.
5.1 Community Involvement
The public comments from the McKinley Village Draft EIR were considered for each of the
four design alternatives. A public meeting was held in coordination with the Sacramento City
Council on October 17, 2014 to present the four design alternatives to council members and
the public that were present. The project team, led by Jeffrey Rud II, addressed all questions
and concerns regarding the design alternatives. The feedback from the council members and
public were highly regarded and public input was addressed in the ranking table in Attachment
3 of the Appendix.
5.2 Rejected Alternatives
27th
Street Design
The 27th
Street Design incorporates removing the current at-grade railroad crossing at 28th
Street and constructing a new at-grade railroad crossing at 27th
Street. Relocating the at-grade
railroad crossing to 27th
Street makes A Street the through street, thus allowing traffic entering
and leaving McKinley Village to have no traffic controls between the A Street Bridge and 27th
Street. For this alternative, 27th
Street would need major improvements to accommodate the
proposed traffic volume for McKinley Village. This design alternative was rejected due to
cost of relocating the at-grade railroad crossing and can be seen in Attachment 4.
Conventional Design
The conventional design incorporates keeping the current at-grade railroad crossing at 28th
Street and constructing a new three-way stop controlled intersection at A Street. A switchback
ramp will connect Stanford Park to the at-grade railroad crossing along the west side of 28th
Street. A bike lane with a separated sidewalk at-grade with 28th
Street will follow along the
east side of 28th
Street. A Street will have sidewalks and bike lanes along each side of the
roadway. This design alternative was rejected due to lack of safety for pedestrians and
bicyclists, as well as not efficiently transporting vehicles through the intersection. This design
alternative can be seen in Attachment 4.

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Roundabout Design
The Roundabout Design utilizes the current at-grade railroad crossing at 28th
Street. The
intersection of 28th
Street and A Street will contain a roundabout allowing yield controlled
movement of all vehicles approaching the intersection. A switchback ramp will be provided
along the west side of 28th
Street and a Class I bike path will follow the grade of 28th
Street.
The Class I bike path will continue along the west side of 28th
Street and cross 28th
Street
north of A Street. The bike path will then travel along the north side of A Street. This design
was rejected due to pedestrian and bicycle inefficiency and can be seen in Attachment 4.
5.3 Viable Alternative
Free Flow Design
This design provides free flow movement at the intersection of 28th
Street and A Street where
vehicles traveling east and west on A Street have the right of way, while vehicles traveling
north and south on 28th
Street are controlled. Both 28th
and A Street will be two lane roadways
with pedestrian facilities located on the west and north sides of the road, respectively. The
pedestrian facilities will tie into the existing American River Parkway north of A Street.
Currently 28th
Street is 48 feet wide shoulder to shoulder with a 9% grade to the at-grade
railroad crossing. Beyond the railroad tracks, 28th
street stays at-grade with the railroad and
leads to Sutter’s Landing Dog Park. A Street does not currently exist.
Vehicular traffic will travel on a two lane roadway with 11 ft. lanes. On street parking will
still be provided along the east side of 28th
Street between C Street and B Street. The railroad
crossing arms for the railroad track will be extended to 45 ft. apart (currently 36 ft. apart) to
allow for the bike path and roadway to be between the crossing arms.
Upon reaching the intersection of 28th
Street
and the extension of A Street, traffic
traveling north and south along 28th
Street
will be required to stop at the A Street
intersection. Vehicles traveling north on
28th
Street who wish to turn east onto A
Street will have a designated right turn lane
where traffic can flow freely from 28th
Street to A Street in this direction. Vehicles
traveling west along A Street onto 28th
Street will not be required to stop or yield
before making the left turn onto 28th
Street.
Figure 2 is an orthographic view of this
intersection. This residential collector roadway will be designed to City of Sacramento
Standards.
Figure 2. 28th & A Street intersection

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The proposed alternative entails adding a
switchback ramp from Stanford Park and
the B Street Theatre to the at-grade
railroad crossing. As seen in Figure 3, the
switchback ramp includes two turns with
level landing at each turn. The crossing of
the tracks will contain precast concrete
track infill for the width of the sidewalk
and bike path, 13 feet total. The sidewalk
will be designed to ADA Compliance
standards.
An 8 foot wide bike path starting at C
Street will run along the sidewalk at the
same grade as the existing roadway of 28th
Street. After the rail road tracks, the
sidewalk and bike path will merge into a 10 ft. wide Class I bike path. Separating the bike
path from the vehicular traffic will be 5 foot wide planter box-buffer, also starting at C Street.
The planter box will contain trees, bushes, and other plants for aesthetic purposes.
The Class I bike path will follow along the west side of 28th
Street, where a crosswalk will be
provided 25 feet north of A Street. By moving the crosswalk north of the intersection,
pedestrians and bicyclists crossing 28th
Street will not conflict with traffic traveling through
the intersection. This also makes the crosswalk safer for pedestrians as there is a lower traffic
volume traveling north of the intersection on 28th
Street. Once on the west side of 28th
Street,
the Class I bike path will
continue north along 28th
Street
to the existing American River
Parkway and also to A Street.
The Class I bike path will
follow along the north side of A
Street where it will connect to a pedestrian bridge crossing Business 80 freeway. The
pedestrian bridge design was completed by Pacific Valley Consultants. Figure 4 shows a cross
section of A Street with a 5 foot wide planter box-buffer consisting of trees, bushes, and plants
separating the bike path from the vehicular roadway. The Class I bike path will be designed
to meet standards addressed in the Highway Design Manual (HDM).
This design does not require the relocation of existing utilities.
Figure 3. Switchback Ramp
Figure 4. Cross section of A Street

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5.4 Design Exceptions
Standard for which exception is requested
Chapter 200 in the HDM, Geometric Design and Structure Standards: HDM 201.7 Decision
Sight Distance, states “At certain locations, sight distance greater than stopping sight distance
is desirable to allow drivers time for decisions without making last minute erratic maneuvers.”
Reason for requesting exception
Based on the existing conditions for the at-grade railroad crossing at 28th
Street, the current
grade does not provide adequate stopping sight distance for vehicles traveling at 25 miles per
hour (mph). Southbound traffic on 28th
Street turning east on B Street would be most affected
by the short stopping sight distance; however, it is expected that most vehicular traffic
accessing B Street will come from south of B Street. Changing the grade to meet current
standards for adequate stopping sight distance will not only increase the cost of the project,
but also require the grade of B Street to be redesigned. The change would make the roadway
ADA compliant; however, compliance is met with the switchback pedestrian ramp.
5.5 Solves Purpose & Need
The viable design solves the purpose and need presented for the project. The primary access
point of 28th
street serves emergency vehicles, as well as daily vehicles, pedestrians and
bicycles. The intersection at 28th
and A Street in the Free Flow Design allows for the free flow
movement of vehicles accessing McKinley Village, lowering traffic congestion entering and
leaving the development. The pedestrian facilities provide both a safe and efficient paths for
pedestrians and bicyclists, allowing them to connect to Midtown and the American River
Parkway promoting the active lifestyle of the McKinley Village development.

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5.6 Traffic Analysis
The traffic analysis report was completed by Fehr and Peers and is provided as Attachment 1
in the Appendix. This section describes the potential impacts to the transportation system near
the proposed McKinley Village project. The traffic analysis report analyzes the roadway,
transit, bicycle, pedestrian, and construction component of the system into four different
scenarios: Existing, Existing Plus Project, Cumulative, and Cumulative Plus Project. The
study area for this traffic analysis report includes 32 study intersections, 19 roadway
segments, and 8 freeway facilities selected for analysis. For the proposed project, as shown in
Table 2 the intersection of C Street and 28th
Street and roadway segment of 28th
Street between
C Street and E Street will be considered.
Looking at the data provided in Table 3, the LOS for 28th
Street is acceptable under current
conditions, but with the additional traffic volume generated from the McKinley Village
project, the LOS will be unacceptable. The proposed project of a vehicular and pedestrian
primary access at 28th
and A Street will alleviate traffic volumes produced from the McKinley
Village project and have a positive impact on the LOS
Table 2. 28th
Street/C Street Intersection Traffic Analysis.
Project Conditions
Level of
Service
(AM)
Level of
Service
(PM)
Delay
Time (s)
(AM)
Delay
Time (s)
(PM)
Peak Hour
Volume (veh)
(AM)
Peak Hour
Volume (veh)
(PM)
Existing A A 8.6 8.8 383 419
Existing Plus Project A A 9.1 9.9 519 595
Cumulative D F 26.5 69.2 1,290 1,485
Cumulative Plus Project E F 40.4 107.6 1,408 1,649
Table 3. 28th
Street from C Street to E Street Roadway Segment
Project Conditions
Level
of
Service
Average Daily
Traffic Volume
(veh)
Existing C 3,850
Existing Plus Project E 4,972
Cumulative F 6,500
Cumulative Plus Project F 7,616
It is the objective of this project to improve the LOS and decrease delay times of the specified
intersection and roadway segment in order to allow for free flow conditions, to and from
Midtown and McKinley Village, for the residents of this community.
28th
Street is currently a two-lane local roadway located west of the McKinley Village project
site with on-street parking south of B Street and Class II bike lanes, which currently operates
at LOS A. As shown from the traffic analysis in Attachment 1, the LOS for this road segment
and intersection operates at LOS A for the majority of the day. During peak hour operation
times, for both AM and PM peak hours, this road segment and intersection operates at LOS F

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for the cumulative plus project conditions. In order to improve LOS for these locations,
improvements need to be made on 28th
Street to improve the LOS to an acceptable standard.
The existing 28th
Street at-grade railroad crossing is equipped with overhead flashing lights,
crossing arms, and bells, sharing characteristics with many other railroad crossings in
Midtown Sacramento. There are up to 40 total trains per day that pass by the project site.
Homeland Security concerns prevent UPRR from releasing any specific information
pertaining to train schedules or frequency of train travel. Based on the traffic analysis, the
project is not expected to create any additional vehicle impacts at this location; additional
lanes will not be required for this area. However, as documented previously, the project is
expected to increase pedestrian and bicycle travel at this crossing, which has no pedestrian or
bicycle amenities. For this reason, it is recommended that the project applicant coordinate
with the City and the California Public Utilities Commission (CPUC) to design and implement
appropriate bicycle and pedestrian improvements at the 28th
Street railroad crossing.
6. Environmental Impact
The key environmental impacts that have been identified for the proposed project include the
preservation of biological resources, the degradation of air quality due to increased vehicular
traffic, noise issues due to increased vehicular traffic, and aesthetics.
6.1 Biological Resources
Valley Elderberry Longhorn Beetle
The Valley Elderberry Longhorn Beetle (VELB) is listed as a threatened species and is fully
protected under the Endangered Species Act of 1973. The VELB is entirely dependent on the
host plant, the elderberry, which is common in riparian forests and upland habitats of
California’s Central Valley. Commonly, the only physical evidence of the habitation of the
elderberry is an exit hole created by the larva prior to the pupal stage. The animal spends a
majority of its life in the larval stage and living within the stems of an elderberry plant.
The project site is within the vicinity of the VELB and its elderberry host plant, requiring the
project site to be surveyed by a qualified biologist. Elderberry plants with one or more stems
measuring 1.0 inch or greater in diameter located on ground level of the project site or located
where they may be directly or indirectly affected by the project require minimization measures
which include planting replacement habitat. The specified plants will be thoroughly
investigated for beetle exit holes.
Projects sites that do not contain beetle habitat are preferred. Complete avoidance of beetle
habitat may be assumed when a 100-foot (or wider) buffer is established and maintained
around elderberry plants containing stems measuring 1.0 inch or greater in diameter at ground
level. Qualified biologists surveyed the foraging area north of A Street and the A Street Bridge
that is 100-feet within the project site for potential habitat of the elderberry plant. Biologists
found no Elderberry plants in the specified foraging area; all other foraging areas and

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elderberry plants are greater than 100-feet from the project site. No mitigation action for the
elderberry plant is necessary for the project.
Swainson’s hawk
Swainson’s hawk is considered a threatened species and is protected by legislative,
commission policies, and legal mandates and standards such as Fish and Game Section 2051,
Section 2053, Section 2054, and Section 2080. Swainson’s hawk nests in the Central Valley
of California in scattered trees and adjacent to riparian systems. Suitable foraging habitat for
Swainson’s hawk contain major prey items such as small rodents, reptiles, and insects.
The project site is in the vicinity of Swainson’s hawk nests and foraging areas, requiring
surveys for a half mile radius around project activities to meet the Department of Fish and
Game’s recommendations. The survey periods for the presence of hawks and/or nests were
defined by the timing of migration, courtship, and nesting in a typical year for the majority of
Swainson’s hawk. The project must not cause nest site disturbance which results in nest
abandonment, loss of young, and reduced health and vigor of eggs and/or nestlings. The
project must also not cause a loss or alteration of foraging habitat causing the reduction of
prey or adults traveling long distances from the nest site.
The Department of Fish and Wildlife will consider whether a proposed project will adversely
affect suitable foraging habitat within a ten (10) mile radius of an active (used during one or
more of the last 5 years) Swainson’s hawk nest(s). The only foraging area that may be affected
by the project is north of A Street and the A Street Bridge. Residents and people of interest
are concerned that the introduction of vehicles, noise, and lights will be detrimental to the
surrounding species and the hawk; however, surrounding species and the hawk have adapted
to the urban environment which is in the proximity of the Business 80 freeway and the UPRR.
The introduction of vehicles, noise, and lights on A Street will not be distinguishable from the
noise generated from the freeway and the proposed project will not introduce any activities
that are already present in the larger, surrounding area. Therefore, it was determined by
surveyors that the foraging area will not be adversely affected by the project as the inhabiting
mammals, insects, and vegetation will remain in place and the environment will not be
adversely affected. No mitigation actions for Swainson’s hawk are necessary for the project.
6.2 Air Quality
The degradation of air quality due to gas emissions from an increase of vehicular traffic on
28th
and A Street is of concern for the public that utilizes the adjacent area of Stanford Park,
Sutter’s Landing Dog Park, and the 28th
and B Skate Park. The project was designed to
minimize the emissions produced from vehicular traffic by promoting the use of pedestrian
facilities and designing the intersection to exhibit free flow conditions.
The project consists of several pedestrian facilities to enhance pedestrian and bicycle access
from Midtown to the A Street Bridge. The pedestrian facilities were intentionally placed on
the west side of 28th
Street to allow easier pedestrian access to Sutter’s Landing Dog Park and

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Stanford Park, and on the north side of A Street to connect to the A Street bridge and the
American River Parkway north of A Street. Connecting the pedestrian facilities with existing
facilities will promote pedestrians and bicyclists to use the project’s facilities and can
potentially decrease vehicular use, lowering gas emissions.
The intersection of 28th
and A Street will have the majority of the vehicular traffic volume
traveling east and west on A Street (entering and leaving the McKinley Park Village housing
developments) and a low vehicular traffic volume traveling north and south on 28th
Street.
The intersection was designed to have no traffic control devices in the east and west directions
to allow the high traffic volume to move freely without interruption of other vehicular traffic
or pedestrians crossing. The promotion of free flow conditions with the lack of traffic control
devices significantly lowers the amount of “stop-and-go traffic”, which lowers the gas
emissions that are produced by vehicles.
In a larger scope, the degradation of air quality due to emissions produced from the operational
impacts of the McKinley Village project and from vehicular traffic on the Business 80 freeway
are also large concerns for the nearby residents. Air quality modeling and roadway protocol
was conducted by the Sacramento Metropolitan Air Quality Management District
(SMAQMD) to determine the impacts of reactive organic gases (ROGs), mono-nitrogen
oxides (NOXs), and diesel particulate matter (DPM) emissions. The results of the air quality
modeling are included in Attachment 5.
The air quality monitoring modeling for ROG and NOX emissions produced by the
operational impact of McKinley Park Village project show that they are still below the
thresholds so the operational impact remains less than significant. Construction emissions
would essentially be the same as operational emissions.
SMAQMD developed roadway protocol to evaluate the cancer risk due to DPM emissions for
vehicles traveling on the nearby, high traffic Business 80 freeway. The estimated cancer risk
due to emissions from the freeway are 200 in 1 million, which is less than the criteria for
SMAQMD.
6.3 Community Impact
Noise
Residents of neighboring communities are concerned with noise generated from the proposed
project effecting the appeal of conveniently located parks such as Sutter’s Landing Park and
the American River Parkway. However, the noise generated from increased traffic and activity
from the proposed project will be insignificant in comparison to the noise generated from the
Business 80 freeway and UPRR.
A Noise Report was conducted by the noise consultant to evaluate both freeway traffic and
railroad noise exposure at the adjacent park locations. The Noise Report determined that the
noise generated from the Business 80 freeway and the UPRR would be 10 dB below the City’s
noise standard applicable to park residents of 70 dB. The predicted noise environment within

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the park areas is only 60 dB, large in part due to the shielding of noise provided by design
features and noise barriers in the McKinley Village project.
Aesthetics
Residents strongly commented that the landscape of the proposed project and the McKinley
Village project should share common characteristics with neighboring residential areas,
specifically in regards to the planting of trees. The proposed project implements a planter box-
buffer containing trees, shrubs, and other plants, separating the road and the pedestrian
facilities to maintain aesthetic value and for pedestrian safety. For the McKinley Village
project, the proposed landscaping plan calls for the planting of 2,000 trees within the project
site and adjacent neighborhoods.
7. Right of Way Impacts
The proposed project of a primary vehicular and pedestrian access from Midtown to the A
Street Bridge will have a UPRR right of way impact. The right of way for Kinder Morgan
Energy petroleum pipeline, A Street, and lands adjacent to 28th
Street will not have to be
obtained due to the avoidance of utilities and the ownership of lands belonging to the City of
Sacramento and the State of California.
UPRR
The sidewalk and Class I bike path crossing the Union Pacific Railroad will consist of precast
concrete track infill; however, UPRR holds the right of way and has several construction
guidelines and requirements when constructing or modifying the railroad. Prior to performing
any track construction on Union Pacific property, a fully executed Industry Track Agreement
is in effect, a designated Railroad representative must be notified in writing at least fifteen
days prior to ensure the appropriate safety precautions are taken, and the Union Pacific
Telecommunication Operation Center must be contacted for fiber optic information.
Kinder Morgan Energy Petroleum Pipelines
A major utility that exists within the proposed project location is the underground Kinder
Morgan Energy petroleum pipelines that run parallel to 28th
Street. The alternative that was
chosen for the proposed project does not require any excavation that would interfere with the
existing utility. A right of way does not need to be obtained to proceed with the project;
however, Kinder Morgan will be involved and present during the construction over the
existing pipelines to ensure compliance with their guidelines.
Road Construction on A Street
The proposed project requires the construction of a new road on A Street to connect 28th
Street
with the A Street Bridge. The right of way for the location of A Street is owned by the City
of Sacramento so there will be no costs for land acquisition; however, there will be support
costs to transfer the land from its current right of way to a public right of way.

16
Land Acquisition for 28th
Street
The proposed project will require upgrades on 28th
Street extending from north of A Street to
the edge of Stanford Park at C Street. An upgrade to 28th
Street will be widening the roadway
to meet design criteria, which will cause the road to overlap several feet into adjacent
properties. Geographical Information System (GIS) data was provided by ParcelQuest to
determine the right of way for the adjacent properties on 28th
street that would be affected by
the widening of the roadway. It was determined that all of the parcels in question were owned
by the City of Sacramento and the State of California; therefore, there will be no costs for
obtaining the right of way to widen 28th
Street. However, there will be support costs to transfer
the adjacent lands from the current right of ways to a public right of way.
8. Constructability
Upon approval of the application submitted to UPRR for the track improvements, the railroad
crossing at 28th
Street will be closed while improvements are made. Improvements include
track infill for the pedestrian/bicycle crossing and extending the railroad crossing arms to 43
feet apart. UPRR will control how long the closure is in place, but the public can be assured
that closure will be for as short duration as possible. The only vehicular route for the facilities
north of the railroad tracks will be temporarily closed and this closure will be coordinated
with UPRR and the impacted facilities. The train service will not be interrupted as the track
infill will be installed a track at a time. These installations will depend on the schedule of
UPRR trains.
During the resurfacing phase of construction, 28th
Street will be shut down to one lane starting
at C Street. Construction of the intersection of 28th
and A Street will take place while the
required lane is closed. Since UPRR will close the at-grade railroad crossing, construction
will start during the closure and improvements will be made to 28th
street first. Access will be
provided to the A Street Bridge during construction of A Street via a temporary dirt side road
that will be put in place before construction begins. A Street will also be inaccessible via 28th
Street during the UPRR track improvement;
For all instances while 28th
Street is restricted to one lane, flaggers will be provided to ensure
the safety of both workers and vehicles. Pedestrian traffic will not be permitted during the
above phases to protect the safety of pedestrians. Bicycle traffic will be expected to follow
the same rules as vehicular traffic.

17
9. Schedule
Table 2, shown below, outlines the project schedule. The critical task will be the UPRR
Coordination. UPRR owns the right of way of the at-grade crossing on 28th
Street and
coordination with them is essential to making the required improvements to the Railroad.
Additionally, the proper paperwork and applications will have to be processed by UPRR in
order to adequately plan and construct the rail road improvements. All other right of way for
this project is either City of Sacramento or State of California and does not present a threat to
the project schedule. For this project, several tasks will be completed concurrently, while
others will require completion of the previous stages to be completed. Refer to Attachment 6
in the Appendix for a more detailed schedule of the preconstruction and construction phase.
Table 4. Project Schedule
Milestones (Project Phase) Estimated Time of Completion
Public Hearing October 2014
Draft Project Study Report November 2014
Project Approval & Environmental Documentation December 2014
Plan, Specifications & Estimations June 2015
Final Project Study Report July 2015
UPRR Coordination February 2016
Right of Way Certification February 2016
Preconstruction March 2016
Utilities No Utilities to Relocate
Construction August 2016

A-i
10. Appendix
List of Attachments:
Traffic Studies...........................................................................................................................A-ii
Project Site Current Conditions Overview ........................................................................... A-ix
Alternative Ranking System................................................................................................... A-xi
Rejected Alternatives Plan View ..........................................................................................A-xiii
Air Quality Modeling ...........................................................................................................A-xvii
Preconstruction & Construction Schedule Breakdown ..................................................... A-xix
Cost Estimate ......................................................................................................................... A-xxi
Preliminary Drawings ......................................................................................................... A-xxix

A-ii
Attachment 1
Traffic Studies
Completed by Fehr and Peers – only pages relevant to this
project are provided in this Appendix. For a full report
please see Appendix O in McKinley Village Draft. EIR.

A-iii

A-iv

A-v

A-vi

A-vii

A-viii

A-ix
Attachment 2
Project Site Current Conditions Overview

A-x

A-xi
Attachment 3
Alternative Ranking System

A-xii
Conventional
Design
Roundabout
Design
Free Flow
Design
27th Street
Design
Weighted
Percentage
Safety 1 4 3 2 25%
Vehicle Efficiency 1 4 3 2 20%
Pedestrian/Bicycle
Efficiency
2 1 4 3 20%
Cost 4 2 3 1 10%
Aesthetics 2 1 4 3 5%
Public Input 3 2 4 1 20%
Total 49% 66% 86% 49% 100%
1-Least Qualified 4-Most Qualified
Final Ranking:
1. Free Flow Design
2. Roundabout Design
3. Conventional Design
4. 27th
Street Design

A-xiii
Attachment 4
Rejected Alternatives Plan View

A-xiv
27th
Street Design
• Major improvements along 27th
Street required for increased traffic flow
• 27th
Street Designed to 8% grade to cross UPRR
• Class I Bike path at-grade with 27th
Street along east side of street
• Class I Bike path at-grade with A Street along south side of street
• 5ft planter Box separates vehicular traffic from pedestrian and bicycle traffic
• Designated left turn for vehicles on A Street wishing to access 28th
Street
• Estimated Cost: $5.63 Million
A St A St
28th
St
27th
St27th
St

A-xv
Conventional Design
• East side of 28th
Street incorporates 6ft bike lane and 5ft sidewalk
• West side of 28th
Street has 6ft bike lane and Switchback Ramp
• 5ft wide Switchback ramp provided for pedestrian traffic to access the at-grade railroad
crossing
• Three-way controlled intersection at 28th
and A Street
• 6ft bike lanes and 5ft sidewalks along each side of A Street
• Estimated Cost: $3.17 Million
A St
28th
St
28th
St28th
St

A-xvi
Roundabout Design
• Class I bike path at-grade with 28th
Street along west side of street
• Switchback bike ramp on west side of 28th
Street to at-grade railroad crossing
• Intersection of 28th
and A Street incorporates a roundabout design
• Crosswalk provided for pedestrian and bicycle traffic 100ft north of A Street
• Class I bike path along north side of A Street
• 5ft planter box separates bike path from vehicular traffic
• Estimated Cost of 4.5 Million
A St
28th
St28th
St

A-xvii
Attachment 5
Air Quality Modeling
Completed by the Sacramento Metropolitan Air Quality
Management District – only table relevant to this project
is provided in this Appendix. For a full report, please see
McKinley Village Draft EIR.

A-xviii

A-xix
Attachment 6
Preconstruction & Construction Schedule
Breakdown

A-xx
Preconstruction (1 month)
1. Preliminary Mapping Survey (1 week)
2. Bench Marks (1 week)
3. Alignments (1 week)
4. Property corners (1 day)
5. Apply for Permits (2 weeks)
6. Soil Survey (1 week)
7. Traffic Analysis (1 week)
8. Traffic control devices/ITS and landscaping (1 week)
9. Performing constructability and work zone reviews (1 week)
10. Completing the environmental document for NEPA (1 week)
11. Holding the public meeting to develop public input (1 day)
12. Right of way width (1 day)
13. Right of Way Acquisition (1 week)
14. Type of intersections (1 day)
15. Materials needed (3 days)
Construction (5 months)
1. Install BMP’s (Duration of Project)
2. Roadway (8 weeks)
a. Clear and Grub/ Staking the site (5 days)
b. Excavation and Grading (1 week)
c. Hauling excavation (3 days)
d. Disposing excavation (3 days)
e. Retaining walls (4 weeks)
f. Grading (2 weeks)
i. Soil compaction (1 week)
g. Place subgrade layer (5 days)
h. Place sub-base layer (5 days)
i. Place road base course (5 days)
j. Place asphalt base course (5 days)
k. Applying the permanent markings (3 days)
l. Grading and landscaping around the pavement (2 days)
3. Switchback Ramp (5 weeks)
a. Clear and Grub (2 days)
b. Soil compaction (3 days)
c. Lay rebar for retaining wall (3 days)
d. Pour footings (2 days)
e. Form Retaining wall (2 week)
f. Pour concrete for Switch back (1 week)
4. At-Grade Crossing (2 weeks)
a. Demolish concrete infill (3 days)
b. Place precast concrete infill (2 days)
c. Widen railroad crossing signal location (1 week)

A-xxi
Attachment 7
Cost Estimate

A-xxii
Project Report Cost Estimate
Project ID:
Type of Estimate: Project Summary Report
Project Limits: 28th
Street from A Street to E Street.
Description: New road construction with updated pedestrian/bike facilities for new
McKinley Village development in Sacramento County.
Scope: Remove and replace existing 28th
Street road north of Stanford Park to
south of Sutter’s Landing Dog Park. Update at-grade UPRR crossing.
Construct new roadway at A Street to connect to A Street Bridge.
Incorporate pedestrian/bike facilities into design. Construct new
unsignalized intersection at 28th
and A Street.
Alternative: Free flow design
Current Cost Escalated Cost
Roadway Items $ 3,511,400 $ 3,671,169
Structure Items $ - $ -
Subtotal Construction Cost $ 3,511,400 $ 3,671,169
Right of Way $ 500,000 $ 500,000
Total Capital Outlay Cost $ 4,012,000 $ 4,172,000
TOTAL PROJECT COST $ 4,050,000 $ 4,200,000
Month/Year
Date of Estimate 11/2014
Estimated Date of Construction Start 6/2015
Number of Working Days 180 Working Days
Estimated Mid-point of Construction 9/2015
Number of Plant Establishment Days 0 Days
Approved by Project Manager:
Jeffrey Rud II Date Phone

A-xxiii
I. Roadway Items Summary
Section Cost
1. Earthwork $ 160,100
2. Pavement Structural Section $ 809,200
3. Drainage $ 363,400
4. Specialty Items $ 63,900
5. Environmental $ 339,600
6. Traffic Items $ 484,300
7. Detours $ -
8. Minor Items $ 222,100
9. Roadway Mobilization $ 244,300
10. Supplemental Work $ 122,200
11. State Furnished $ -
12. Contingencies $ 702,300
13. Overhead $ -
TOTAL ROADWAY ITEMS $ 3,511,400
Estimate Prepared By:
Humberto Negrete Date Phone
Estimate Reviewed By:
Jeffrey Rud II Date Phone
By signing this estimate you are attesting that you have discussed your project with all functional
units and have incorporated all their comments or have discussed with them why they will not be
incorporated.

A-xxiv
Section 1: Earthwork
Item Code Unit Quantity Unit Price ($) Cost
160101 Clearing & Grubbing LS 2 x 52,815.00 = $105,630
190101 Roadway Excavation CY 1,350 x 16.66 = $22,491
192037 Structure Excavation CY 25 x 68.06 = $1,702
193013 Structure Backfill CY 350 x 80.15 = $28,053
193031 Pervious Backfill Material CY 20 x 109.11 = $2,182
TOTAL EARTHWORK ITEMS $160,100
Section 2: Pavement Structural Section
160201 Class 2 Aggregate Base CY 1,550 x 37.29 = $57,800
390132 Hot Mix Asphalt (Type A) TON 2,035 x 197.47 = $401,851
397005 Tack Coat TON 1 x 435.72 = $436
731502 Minor Concrete CY 500 x 698.03 = $349,015
TOTAL STRUCTURAL SECTION ITEMS $809,200
Section 3: Drainage
510502 Minor Concrete (Structure) CY 30 x 1,975.80 = $59,274
641101 12” Plastic Pipe LF 100 x 137.82 = $13,782
641107 18” Plastic Pipe LF 2,000 x 144.69 = $289,380
750001 Misc Iron and Steel LB 350 x 2.72 = $952
TOTAL DRAINAGE ITEMS $363,400

A-xxv
Section 4: Specialty Items
510060 Structural Concrete CY 75 x 759.43 = $56,957
520103 Bar Reinf. Steel LB 5,500 x 1.26 = $6,930
TOTAL SPECIALTY ITEMS $63,900
Section 5: Environmental
5B – Landscape & Irrigation
200001 Highway Planting LS 1 x 85,982.00 = $85,982
203021 Fiber Rolls LF 3,000 x 3.34 = $10,020
204099 Plant Establishment Work LS 1 x 62,854.50 = $62,855
208000 Irrigation System LS 1 x 93,437.67 = $93,438
208304 Water Meter EA 1 x 17,454.33 = $17,454
Subtotal Landscape & Irrigation $269,749
5C – NPDES
074016 Construction Site Mgmt LS 1 x 12,800.00 = $12,800
074019 Prepare SWPPP LS 1 x 6,173.24 = $6,173
074032 Temp Concrete Washout EA 1 x 3,522.43 = $3,522
074033 Temp Constr Entrance EA 1 x 2,666.18 = $2,666
074038 Temp Drain Protection EA 5 x 273.22 = $1,366
074041 Street Sweeping LS 1 x 43,245.88 = $43,246
Subtotal NPDES $69,774
TOTAL ENVIRONMENTAL $339,600

A-xxvi
Section 6: Traffic Items
6A – Traffic Electrical
560209 Install Sign Structure LB 150 x 1.22 = $183
860604 Flashing Beacon System LS 1 x 48,101.18 = $48,101
860401 Lighting LS 1 x 129,877.53 = $129,878
Subtotal Traffic Electrical $178,162
6B – Traffic Signing & Striping
120090 Construction Area Signs LS 1 x 16,990.60 = $16,991
566011 Roadside Sign (1 post) EA 25 x 327.41 = $8,185
Permanent Pavement Delineation LS 1 x 75,000.00 = $75,000
Subtotal Traffic Signing & Striping $100,176
6C – Stage Construction & Traffic Handling
120100 Traffic Control System LS 1 x 166,496.51 = $166,497
120120 Type III Barricade EA 50 x 115.69 = $5,785
128650 Changeable Message Sign EA 2 x 15,391.83 = $30,784
129000 Temp Railing (Type K) LF 200 x 14.35 = $2,870
Subtotal Stage Construction & Traffic Handling $205,935
TOTAL TRAFFIC ITEMS $484,300

A-xxvii
Section 7: Detours
This section did not apply
SUBTOTAL SECTIONS 1 – 7 $2,220,500
Section 8: Minor Items
8A – Americans with Disabilities Act Items
ADA Items 5.0% $111,025
8B – Bike Path Items
Bike Path Items 5.0% $111,025
Total of Section 1-7 $2,220,500 x 10.0% =$222,050
TOTAL MINOR ITEMS $222,100
Section 9: Mobilization
Total Section 1-8 $2,442,600 x 10.0% = $244,260
TOTAL MOBILIZATION $244,300
Section 10: Supplemental Work
Total of Section 1-8 $2,442,600 x 5.0% = $122.130
Section 11: State Furnished Materials & Expenses

A-xxviii
Section 12: Time-Related Overhead
Section 13: Contingency
Total Section 1-11 $2,809,100 x 25% = $702,275
TOTAL CONTINGENCY $702,300
II. Structure Items
No structures being built
III. Right of Way
Costs associated with UPRR construction $500,000
TOTAL RIGHT OF WAY ESTIMATE $500,000

A-xxix
Attachment 8
Preliminary Drawings

Final PSR_Jeff

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