Frequently Asked Questions

In total, 21 alternatives were studied, and three final alternatives were analyzed in the 2016 Final EIR/EA. Some alternatives were eliminated for not meeting the project purpose and need to protect the roadway from coastal erosion and maintain long-term regional connectivity. Other alternatives were eliminated as they would have resulted in greater impacts, such as a larger development footprint, significant loss of wetlands, or impacts to more resources, such as cultural resources.

All build alternatives evaluated in the Final EIR/EA consisted of an inland bridge bypass which would minimize impacts to sensitive resources. The Preferred Alternative would be sited nearest to the existing SR 1 and coastline while still allowing for a managed retreat of the coastal bluff. The bridge was designed to span Scotty Creek and its floodplain, this would allow for the reopening of a historic fish passage and would minimize impacts to wetlands and cultural resources. At 28 feet (at the top of hand railings), the bridge span also maintains access for the Gleason-Mann-Ballard ranch property. As sited, the bridge is built to withstand future coastal erosion, sea level rise and flooding projections.

Caltrans held an Informational/Public Design Selection Meeting in Bodega Bay on February 23, 2017 to receive feedback from the community on the bridge design options. Based on community and continued input from partnering agencies, the California Coastal Commission and Sonoma County and Caltrans staff, the most popular bridge design has been identified as Design Concept 3.

Design Concept 3 has several similarities to these bridges, including arched columns that evoke the classic style of the Bixby Bridge in Monterey county and a straight deck that creates a slender silhouette to complement the natural beauty of the surroundings.

The Caltrans Highway Design Manual Standards (Topic 82) calls for design standards on any project to equal or exceed the minimum standards given in the Manual to the maximum extent feasible. However, Caltrans recognizes the need for context sensitive solutions.

The Caltrans Project Development Team has balanced Caltrans design standards to meet safety requirements, like incorporating standard roadway widths while seeking exceptions to standards such as shoulder width and materials to maintain the characteristics of the coastal highway system. To view the sections related to design standards:

• Sight distance of a motorist vs. horizontal alignment of the roadway – see Section 201.6
• Bridge Sidewalks – see Section 208.4
• Bridge Barriers and Railings – see Section 208.10
• Lane Widths – see Section 301.1

Illustrations of a typical section for both the proposed roadway and bridge.

Continued coastal erosion and other conditions has undermined the existing SR 1 at a rate of 1 foot annually and could increase to approximately 1.5 feet per year by 2050 and 4.6 feet per year by 2100. By relocating the proposed roadway inland from the existing SR 1 and elevating the structure with a bridge, Caltrans is providing a long-term solution that can withstand current and future sea level rise projections.

The impacts were closely analyzed as double-columns have a larger impact on Cultural Resources. However, the impacts are small when compared to the overall effects that were avoided by selecting the Preferred Alternative. Caltrans continues to seek design and structural solutions to minimize the project’s impacts.

The proposed Project is designed to provide continued access to residents and to the sandy beach by Scotty Creek. This includes acquisition of land connecting SR 1 to the sandy beach by Scotty Creek, providing a vehicular turnaround adjacent to the beach, parking, along with trail connections through the Project.

Caltrans has begun its outreach to property owners as part of the appraisal process. The Final EIR/EA identified three parcels that would be required to construct the project and an appraiser is scheduled to contact the property owners in May.