Problem, Deficiencies, Justification. To reduce congestion and facilitate increased trade and personal travel across the U.S.- Mexico border, in the San Diego-Tijuana area, there is a need for SR-11, the CVEF, and the XXX. Capacities of the existing POEs in the region are being exceeded, causing delays for commercial and non-commercial vehicles crossing the border; delays are expected to increase as trade and travel in this area grow. The long-term need for a third regional crossing has been identified by both transportation and land use planning agencies on both sides of the border. With construction of the Otay Mesa East XXX, SR-11 becomes a critical facility to connect U.S. and Mexico POEs with the regional highway system north of the border. In the absence of SR-11, the planned County Roads would not be adequate to carry the commercial and non-commercial vehicle traffic expected to flow through the new XXX. In order to insure regulatory and safety compliance all commercial vehicles entering California from Mexico are required to be weighed and inspected at a CVEF after passing through a XXX and prior to travel on U.S. roadways. A January 2006 joint SANDAG/Caltrans study, Economic Impacts of Wait Times at the San Diego – Baja California Border, reported that a 45-minute wait yields an annual $2.8 billion loss to the U.S. economy. Under the existing conditions, the delays at the Otay Mesa XXX for commercial freight crossings generated an estimated loss for the San Diego economy that ranged from a low of $212 million in output (direct, indirect, and induced) to a high of nearly $1.2 billion in 2008. The median estimated impact was $468 million for 2008. The estimated loss in employment (direct, indirect, and induced) for the San Diego economy ranged from a low of 1,127 jobs to a high of 6,301 jobs, with the median estimate of 2,525 total jobs lost. In 2008, the delays at the San Diego County POEs for commercial truck crossings generated an estimated loss in total U.S. output that ranged from $584 million to as high as $3.2 billion. Furthermore, the estimated loss in U.S. employment ranged from 3,512 jobs to a high of 19,580 jobs in 2008.6 Traffic delays would increase and the economic losses incurred by the regional and national economies would more than double in the next ten years unless significant improvements in border crossing and transportation infrastructure and management take place.7 The proposed XXX, SR-11, and the CVEF are interdependent parts of the project; one cannot be constru...
Problem, Deficiencies, Justification. Many accidents have occurred at nighttime within the project limits. The Traffic Accident Analysis previously performed for the project limits noted the need for additional lighting. Also, glare from oncoming headlights has been identified as an issue. The project will better illuminate the mainline to reduce the number of nighttime accidents and replace the existing median concrete barriers with different concrete barriers that will reduce glare from the opposite direction.
Problem, Deficiencies, Justification. This section of I-405 has several problems and deficiencies on the main- line and ramps. Notable deficiencies are:
Problem, Deficiencies, Justification. Vehicle delay and operating speeds are projected to be below the acceptable standards. This has become apparent over time and has only been amplified due to the recent relief efforts for the Oroville Dam Repair and Paradise Fire Relief. The existing underpasses do not meet current vertical clearance standards, which has led to a high number of closures due to truck traffic impacts to the existing structures. Due to the large volume of freight and goods movement through SR 70, the existing roadway structural section has also experienced drastic wear and tear and is in poor condition that requires high maintenance efforts. Currently, sections of the roadway do not have sidewalks and there are no existing designated bicycle facilities, requiring bicycle users to share the State Route with vehicles, which includes high volumes of truck traffic. In addition, many of the existing ADA facilities do not meet current standards and provide inadequate accessibility due to the lack of contiguous pedestrian facilities. Rehabilitation of SR 70 will ensure that the State Route will be brought up to current design standards, which will help mitigate the vehicular impacts to the underpasses, as well as, provide safe and efficient travel for various modes of transportation, including vehicles, bicyclist, and pedestrians.
Problem, Deficiencies, Justification. The existing SR 1 is a 2-lane conventional highway that was built in 1955. SR 1 deficiencies include nonstandard cross slopes at the north and south end of existing Route 1 where we will conform. Other deficiencies include non- standard shoulder width, and side slopes. Table 2 below lists the existing shoulder widths and the proposed shoulder widths of SR 1 where shoulder is nonstandard. Table 2 SR 1 Existing and Proposed Shoulder Widths LOCATION PM STATION Existing Shoulder Width (feet) Proposed Shoulder Width (feet) Impact Type SB* NB* SB NB Impact Type 1. Earthwork Impact/Costs
Problem, Deficiencies, Justification. O perational Deficiencies: The Xxxxxx Ranch Specific Plan area contains 1,780.5 acres. Designated land uses within the specific plan area include General Commercial, General Office, and Business Park, as well as more than 90 acres of parks and open space. The Xxxxxx Ranch Specific Plan Environmental Impact Report (EIR) concluded that traffic resulting from the specific plan development will cause a significant impact on the intersections of International Parkway and the on- and off- ramps of I-580. The EIR identified mitigation measures in the form of arterial and interchange improvements to reduce potential impacts to a less-than-significant level. The interchange improvements will be implemented to support compliance with the EIR mitigation measures. Under existing conditions, the I-580/International Parkway Interchange serves a combination of traffic to and from the Xxxxxx Ranch Specific Plan Area (located north of I-580) and regional traffic from Xxxxxxx Road in the City of Xxxxx. In addition, because of congestion on I-580, I-205, and the Altamont Pass to and from the San Francisco Bay Area, a significant amount of commuter traffic uses the I-580/International Parkway Interchange and Xxxxxxxxx Pass Road to bypass Altamont Pass during the morning peak period (5AM to 9AM) and during the evening peak period (3 PM to 7 PM). This results in congestion and delays at the existing side street intersections during both morning and evening peak hours. Currently, three of the four intersections examined operate at an unacceptable level of service (LOS): 1) International Parkway/Xxxxxxx Road, 2) International Parkway/I-580 WB ramps during the morning peak hours, and 3) Xxxxxxxxx Pass Road/Frontage Road during the evening peak hours. All freeway segments operate at acceptable LOS. Attachment J provides traffic analysis results for interchange congestion and delay.
Problem, Deficiencies, Justification. The current configuration of the SR-91 corridor has several current and future geometric and infrastructure deficiencies on the mainline and interchange ramps. Notable deficiencies include choke points along the freeway mainline, close interchange spacing and insufficient weaving distances, and inadequate ramp capacity. In the existing condition, on the west end of the project limits from State College Blvd to SR- 57, congestion occurs due to weaving in the WB direction at the State College Blvd off-ramp because of the large volume of traffic entering from XX XX-57. There is also an existing weaving deficiency in the WB direction because of the short merge from the XX XX-57 to XX XX-91 loop connector into XX XX-91. From SR-57 to SR-55, there is one additional existing XX xxxx on XX XX-91, for a total of four GP lanes and one HOV lane (generally), while there are only three GP lanes and one HOV lane in the EB direction. Additionally, in the EB direction, operational deficiencies (weaving) occur at the SR-55 connector ramp due to high traffic volumes, which results in delay and queuing upstream of this area. In the WB direction, similar operational deficiencies take place at the SR-57 connector ramp. There are also existing weaving deficiencies in the EB direction because of (1) the existing collector-distributor (C-D) road between the Xxxxxxx Blvd/Glassell St loop ramps and (2) the short weaving distance between the Xxxxxxx Blvd/Glassell St on-ramp and the Tustin Ave off-ramp. On the east end of the project limits from SR-55 to Lakeview Ave, there is an operational deficiency (weaving) in the EB direction at SR-55 because of the short distance between Lakeview Ave and SR-55 and the large volume of traffic accessing SR-55, both from SR-91 and from Lakeview Ave. Because of the number of movements in this short distance, there are also existing weaving deficiencies that contribute to the congestion in this area. Overall, SR-91 has insufficient capacity to accommodate either the existing travel demand or the projected travel demand for the design year 2050. Without infrastructure improvements, the increase in travel demand is expected to result in increased travel time, increased delays, and LOS F operating conditions on almost all freeway mainline segments, ramp junctions, and weaving sections.
Problem, Deficiencies, Justification. The project will address the problem that the existing pavement has been deteriorating since 2006. This project will rehabilitate the existing pavement and prevent it from further deterioration. The justification for the project is to preserve and extend the service life of the existing pavement and to improve the ride quality for the traveling public.
Problem, Deficiencies, Justification. The 2015 PaveM established that the existing pavement within the project limits exhibits distress that results in poor ride quality and potential pavement failure. This deficiency could negatively impact mobility and safety. The project will address these deficiencies.
