The District boundary definitions are primarily based on the California county boundaries. The Board of Equalization (BOE) County and City Boundary web service is the authoritative source of County boundaries and this was used to digitize the district boundaries based on the data from March 2023. This data is solely for informational purposes. District 9 has been operating independent of the Central Region since November 1, 2015. Kern County remains the only split county in the state, between Districts 6 and 9 respectively. The BOE data was also used to create the district boundary layers along the coastline.

The list of California Transportation Planning Agencies is current as of February, 2014, provided by Division of Transportation Planning, Office of Regional and Interagency Planning. With the exception of Tahoe Regional Planning Agency (TRPA*), all of the RTPA boundaries follow county boundaries, some RTPA are multi-county.

The D12 Park and Ride Map App provides park and ride lots information and other transportation facilities information within Caltrans District 12. Caltrans will continue to explore opportunities to increase the number of Park and Ride facilities through coordination with OCTA, local jurisdictions, and private property owners to identify additional suitable sites.

This map delineates CalTRANS district boundaries. It was created for the Governor's Office of the Tribal Advisor by the California Technology Agency/GIS Unit.

Bottleneck Mapping is a subproject of the Mobility Performance Report, which is one of the products of the Mobility Performance Reporting and Analysis Program (MPRAP). The Mobility Performance Report is prepared by the California Department of Transportation (Caltrans) and District staff to provide detailed data about highway system performance related to congestion and mobility. Caltrans collects vehicle counts and calculates speeds at all hours of the day and all days of the week in major metropolitan areas throughout California via the Caltrans Performance Measurement System (PeMS--see Data Source tab). This information helps identify congestion bottlenecks and results in more cost-effective investments to improve the performance of the State Highway System.

Major Highways - Used to analyze transportation needs and alternatives for the Lake Tahoe Region.County Roads - Used to analyze transportation needs and alternatives for the Lake Tahoe Region.Streets - Geocoded streets (The best available streets layer for the Lake Tahoe region).Existing Active Transportation Facilities - Bikeway class designation.Existing Active Transportation Facilities - 75ft buffer - A 75 foot buffer around existing active transportation network segments. Proposed Active Transportation Facilities - Proposed Bikeway class designation.Proposed Active Transportation Facilities - 75ft buffer - A 75 foot buffer around proposed active transportation network segments. Tahoe Transit Routes (Consolidated) - Transit routes throughout the Lake Tahoe Region.Microtransit Service Areas - Area of service covered by Lake Link and TART Connect.2020 Regional Transportation Plan Projects - Plan Projects (link to plan)Traffic Analysis Zones (TAZ) - The purpose for these boundaries is to provide zones to analyze transportation needs and alternatives for the Lake Tahoe Region to meet the Tahoe Regional Planning Agency thresholds, as well as conform to local, state, and federal regulations.Tahoe Bus Stops - Transit stops throughout the Lake Tahoe Region.Traffic Volumes – Crashes as reported by CalTrans and NDOT. Measured by average annual daily traffic (AADT).Tahoe Crashes - Collision data reported by CalTrans and NDOT.

Spatial Reference: NAD83 / UTM zone 10N (26910) Area Covered: Tahoe Basin, Nevada, California

Annual average daily traffic is the total volume for the year divided by 365 days. The traffic count year is from October 1st through September 30th. Very few locations in California are actually counted continuously. Traffic Counting is generally performed by electronic counting instruments moved from location throughout the State in a program of continuous traffic count sampling. The resulting counts are adjusted to an estimate of annual average daily traffic by compensating for seasonal influence, weekly variation and other variables which may be present. Annual ADT is necessary for presenting a statewide picture of traffic flow, evaluating traffic trends, computing accident rates. planning and designing highways and other purposes.Traffic Census Program Page

Vector polygon map data of mile markers from the state of California containing 157892 features.

Mile marker GIS data consists of points along a linear feature, such as roads or railways. They serve as reference points to measure distances along these features. Mile markers are often labeled with numbers indicating their distance from a starting point, such as a highway's origin or a railway station.

These markers are invaluable for navigation, route planning, emergency response, and data collection. For example, they help drivers and emergency services identify their location precisely on a road. In transportation planning, mile markers aid in analyzing traffic patterns, determining optimal routes, and estimating travel times. Additionally, they facilitate maintenance activities by providing clear reference points for inspecting and repairing infrastructure.

This data is available for viewing and sharing as a map in a Koordinates map viewer. This data is also available for export to DWG for CAD, PDF, KML, CSV, and GIS data formats, including Shapefile, MapInfo, and Geodatabase.

StateHighways is used to display state highways on a digital map display. Each record represents a segment of California state highway where the county, route, postmile prefix, and postmile suffix are unchanging, and there are no gaps or overlaps in the postmiles. Each segment is coded with the district, county, route, postmile prefix (if any), begin postmile, end postmile, and postmile suffix (if any). One additional field - AlignCode - should be understood by the user for effective use of this data set (refer to the Entity and Attribute Information section of this metadata). AlignCode indicates if the state highway segment is on a Right alignment, Left alignment, Right side of an independent alignment or Left side of an independent alignment. Where TSN (Transportation System Network - the source database) considers most state highways to have just a centerline, the underlying LRS (Linear Referencing System) linework that these segments are based upon has a line for each direction. On undivided highways the right and left lines are identical. On divided highways the right and left are separated, but TSN treats the segment as a single centerline. In the last case where highways are not only divided but also have different lengths (where the right and left carriageway diverge around physical obstacles or are separated onto different one-way streets) the underlying linework has dual carriageways, and TSN treats the segment as an "independent alignment". In some cases (especially for small-scale mapping), it may be appropriate to display linework for just one alignment (e.g. Right alignment), and only for the other side where TSN indicates independent right and left alignments. In other cases (e.g. large-scale mapping), it may be appropriate to display postmiles for both alignments, regardless of how TSN treats the segment. This is an example of a query string that displays linework only for the right alignment where TSN indicates just a centerline, and on both right and left alignments where TSN indicates independent alignments: "AlignCode" <> 'Left'.The bOdometer and eOdometer fields represent the actual distance in miles from the start of the highway to the begin and end of each highway section. This is in contrast to the begin and end postmile values, which no longer represent these values as each highway is realigned (and made longer or shorter) over time.

The California HOV/Express Lane Business Plan is a framework for Caltrans and its partners to focus statewide activity during 2009-2011 that will lead the state to easily implement more flexible and effective system management strategies for HOV and Express Lane, also known as High Occupancy Tolling (HOT) or Managed Lane. The ultimate vision is a transportation system offering new commute choices and more reliable travel through congested corridors; where congestion is managed and the availability of an express service option is greatly improved, and where governments at all levels work together to manage demand with effective monitoring and adjustment of operations and design. In this Business Plan, Caltrans, regional transportation agencies, FHWA and the CHP, have developed a coordinated framework to guide the current and future development and operation of HOV and Express Lane throughout the state, capitalizing on strong partnerships and operating strategies already in place.The locations of the HOV/Express lanes are based on postmiles derived from an excel spreadsheet maintained by Caltrans, Division of Traffic Operations, Office of Traffic Management.Express Lanes Page

These features represent High Quality Transit Areas (HQTA), developed by the California Department of Transportation (Caltrans), for the San Francisco Bay Region. The features in this data set were extracted by Metropolitan Transportation Commission staff from statewide data produced by Caltrans.Per statute, HQTA are defined as the half-mile surrounding high quality transit corridors and major transit stops. The Caltrans HQTA (polygon) dataset already incorporates this half-mile buffer.Using the HQTA dataset, it is possible to determine if an area qualifies because it is a high quality transit corridor, major transit stop, or both. This is useful for certain kinds of analyses, since some statutes and programs only reference major transit stops and don’t include high quality transit corridors.For information on how Caltrans developed the source data, and to access the complete data set, please visit the High Quality Transit Areas Analysis Open Data Portal.

CDFW BIOS GIS Dataset, Contact: None, Description: Subset of CalTrans "Rail_13" state-wide geodatabase. To accurately represent the rail network using the most current reference data including:DHIPP, NAIP, and TerraServer imagery, as well as information contained in the Ca Region Timetable 17. The CalTrans' "Rail_13" geodatabase is a line network representing information on all passenger and freight railroad lines in Ca, including commuter rail, heavy-rail and light-rail transit, this layer is only concerned with the Union Pacific and BNSF lines

The metropolitan planning organization (MPO) polygon feature class provides California MPO legislative boundaries, primarily for regional planning applications.

This application is being updated for digital accessibility and will continue to function while updates are in progress. The California governmental boundaries on this map include Senate Districts, Assembly Districts, and Congressional Districts. The Caltrans’ district boundaries, California’s city and county boundaries are displayed as well. Assembly District boundaries and Senate District boundaries GIS data were downloaded from California Citizens Redistricting Commission http://wedrawthelines.ca.gov . The Senate Districts layer represents California 2011 Senate District boundaries. The data is the equivalency of the final certified district map of the California State Senate District boundaries that was adopted on August 15, 2011 by the California Citizens Redistricting Commission (CRC) for the June 2012 primary elections. The Assembly Districts layer represents California 2011 Assembly boundaries. The official membership is current as of September 3, 2015 (Updated by Caltrans, HQ GIS Branch.)

The Congressional Districts layer represents the political boundaries for the 113th congressional districts. The official membership is current as of January 3, 2015 (Updated by Caltrans, HQ GIS Branch.) The original GIS data was downloaded from TIGER/Line database.

The regional consortia worked together to develop regional lists and a statewide map of "Strategic Broadband Corridors" that Caltrans and California Transportation Commission (CTC) could consider for inclusion in the CTC Guidelines, 2018 Comprehensive Multi-modal Corridor Plan Guidelines. The Roundtable, CETF, CAFWD and the California Broadband Council (CBC) requested the regional consortia to rank order the top three priority "strategic broadband corridors" in each region.

The objective is to delineate potential crude by rail routes across California, focusing on a subset of the Caltrans "California Rail Network" dataset. Specifically, this subset comprises Union Pacific and BNSF routes, the primary carriers for crude by rail in the state. For the original dataset, please refer to the Caltrans GIS Data Hub web page.The purpose of the data is to depict the rail network by utilizing available reference data and information from the California Region Timetable 20. Within the Rail feature class, alignment details for passenger and freight railroad lines are included, encompassing commuter rail and heavy rail. This feature class facilitates the selection of various rail alignments in California, covering passenger, commuter, recreational, freight, and shortline rail, excluding BART.

June 7, 2022Proposed Regional Bicycle and Pedestrian FacilitiesIn the past, updates to the Regional Bike Facilities layers were biennial, to coincide with updates of the Bicycle and Pedestrian Master Plan. Going forward, updates will take place annually, though major projects will be added as they are opened, if needed.The Regional Bicycle, Pedestrian, and Trails Master Plan envisions a complete transportation system that supports healthy living and active communities where bicycling and walking are viable and popular travel choices in a comprehensive, safe, and convenient network. The proposed bike facilities layer is a comprehensive layer of bikeways planned by local agencies throughout the region. This data reflects potential bicycle & pedestrian facilities in order to help guide the development of a seamless and integrated regional bikeway network. Since these facilities are in various stages of planning, all may not be eventually built. On-street facilities are aligned to the Regional Centerline; off-street facilities have been added from jurisdiction submissions or digitized using imagery, and final alignments may not have been determined.Line segments represent potential future transportation facilities for pedestrian and/or bicycle use. The "class" field signifies level of use in the design. Class 1 designates a hard-surface multi-use trail suitable for bicycle and foot traffic. It is separate from facilities for motor vehicle traffic and meets CalTrans standards for width, signage, and surface. Class 2 designates an on-street lane for bicycles only. Lanes have striping and other markings to separate them from motor vehicle traffic. There are versions of class 2 lanes that are separated from traffic with painted areas for added security and visibility for riders.Class 3 designates an on-street route for bicycles only. Routes are marked by signage only; cyclists are expected to ride with the flow of traffic.Class 4 designates a buffered bike lane. Buffered bike lanes have have striping and other markings to designate them for bicycle traffic, but also by some form of upright buffer to separate them from motor vehicle traffic. Possible buffers include curbs, planters, parked cars, and pylons. A bike lane separated by paint only is a class 2, not a class 4.Class 0 is a SACOG-created designation to indicate informal trails of local or regional importance. The large majority of these are unpaved trails bridging gaps between other facilities, but some may be paved trails that do not meet the CalTrans width requirements for inclusion as a class 1 facility. Few, if any, informal trails exist in the planning phase.Updates will occur on a rolling basis as we review plans and learn about bike/ped facilities added to plans or removed from consideration.