Viable Alternatives. The project has two alternatives: One Build Alterative and the No-Build Alternative. This section focuses on the Build Alternative. Proposed Engineering Features The Build Alternative, the Programmable Project Alternative, will place 401 lights approximately 200 feet apart. See Attachment B for typical cross sections; see Attachment C for layouts. The project proposes to install light-emitting diode (LED) lighting to provide luminosity along the I-80 mainline within the project limits. Lighting Standard Type 32, a luminaire with one mast arm, will generally be placed near the outside shoulders. Lighting Standard Type 21D with double luminaire mast arm will be placed in the median where outside luminaire placement is not possible. The intervals between lighting will generally be about 200 feet. The project will install total of approximately 401 lights. Each light to be placed in the median will be supported by a 12-foot deep cast-in- drilled-hole (CIDH) pile in a Type 60G Barrier (Modified). The lights near the outside shoulder will have a foundation 8 feet in the ground, and the aboveground part will be breakaway. To provide wire connections to the proposed lighting, trenching will be done to depths of about 30 inches in the dirt areas, and jacking will be done more than 18 inches below the bottom of the pavement structural sections. As part of the project, the existing median concrete barriers will be removed and a new barrier will be installed from east of the overhead sign (Ala-80–PM R7.652) at the beginning of the project to CC-80–PM 10.0, just west of the I-80/SR 4 separation structure. The Type 60MG Concrete Barriers will be installed in the tangent sections to reduce glare from the opposite direction, and Type 60G (Modified) will provide support for the light poles. The Type 60M Concrete Barriers will be used for the curve sections due to horizontal sight distance requirements. On structure decks, Type 60A and Type 60GA are proposed to replace the existing concrete barriers. The existing slotted drains underneath the median concrete barrier may be damaged because of the barrier removal. New slotted drains may need to be installed to replace the ones that are damaged. The existing HOV signs will be replaced along with the barriers. Midwest guardrail system and other safety devices will be installed and upgraded at various locations. To install the lighting and upgrade the median barriers, traffic lanes in both directions will need to be shifted out ...
Viable Alternatives. The Build Alternative is the structure replacement alternative. The new bridge would be 1,275 feet in length and would be constructed immediately adjacent and parallel to the existing structure. The top deck elevation would be raised approximately 2 feet to accommodate a new profile and a deeper girder section required due to the 100 foot span and (the current span is 50 feet). The roadway approaches to the new structure would be reconstructed to conform to the existing highway approximately 1,000 feet south and north of the new south and north ends of the new bridge. The scope of work for this alternative generally includes constructing 2-12 feet lanes with 8 feet shoulders throughout the limits of the project. To provide pedestrian access, the project will construct an ADA compliant sidewalk on the west side of the roadway, from just north of 11th Street to the south end of the structure (approximately 850 feet of new sidewalk). A sidewalk would be constructed on the east side of the roadway from just north of 11th Street to 12th Street to fill in the gap that currently exists (approximately 205 feet of new sidewalk). Pedestrians would cross the structure via an 8 foot wide walkway separated from traffic by a concrete barrier. An 8 feet shoulder will provide pedestrian access from the north end of the structure to Xxxxxxxxxx Ave. Bicycles would have access via the 8 feet shoulder. On the east side of the bridge a concrete barrier with bicycle railing is proposed. To separate turning traffic from through traffic, a left turn lane from southbound SR 1 to eastbound 12th Street would be constructed (Traffic Operations concurs with the left turn lane). The 12th Street intersection would be modified to accommodate the new alignment and the left turn lane. There were no proposed changes or mitigating features in the project design resulting from the comments received from circulation of the environmental document.
Viable Alternatives. Alternative 1 – Programmable Project Alternative. This project’s pave- ment strategy does not consider the pavement section of future I-000 Xxxxxxx Xxxxx, only lane #2, 3, 4, 5, 6, 7, and 8 are being considered in this project. HOV lane and lane #1 will be part of future I-405 Express Lanes.
Viable Alternatives. One viable alternative, deemed the preferred alternative, is proposed for the project. The preferred alternative is the 20-Year Flexible Rehabilitation Alternative, which proposes to implement a 20-year flexible rehabilitation pavement design. Two other alternatives that were described in the PSSR have been rejected: the 40- year flexible rehabilitation alternative and the No-Build Alternative. This section focuses on the preferred alternative. Proposed Engineering Features The preferred alternative consists of a 20-year flexible rehabilitation pavement design, as recommended by the District 4 Office of Engineering Services on February 7, 2019. The Materials Recommendation for the preferred alternative is provided as Attachment F. The evaluation of the existing pavement condition for this project was based on review of as-built plans, Caltrans Maintenance Program 2016 Pavement Condition Report (PaveM) and photos of the roadway facility. Based on the evaluation, District 4 Materials recommends the following: For the mainline, it proposes a complete removal of 0.35' asphalt concrete (AC) and 0.25' of asphalt treated permeable base (ATPB) and replace it with 0.20' rubberized hot mix asphalt - gap graded (RHMA-G) and 0.40' hot mix asphalt type A (HMA-A) with geosynthetic pavement interlayer (GPI) embedded in between the new asphalt. See Attachment C for typical sections and attachment D for Layout plans. The recommended rehabilitation will maintain the existing profile grade. For all asphalt paved mainline shoulders, ramps and at-grade portion of connectors, it proposes removal of existing 0.35' AC and replace with 0.20' RHMA-G and 0.15' HMA-A. See Attachment C for typical sections and attachment D for Layout plans. For at grade-portion of freeway connectors and travel lanes that consists of PCC pavement, it proposes to remove the damaged PCC pavement and replace with 1.25' rapid strength concrete (RSC) with a bond breaker embedded at the replaced base level. The recommended rehabilitation mentioned above will maintain the existing profile grade. In addition to the above District 4 Materials recommendation, the preferred alternative will include the following major items of work: Upgrade 28 existing curb ramps to the current ADA standard. Repair the existing localized uneven roadway profile by injecting expanded polyurethane materials to strengthen the foundation soils beneath the pavement structural sections and the Portland Cement Concrete (PCC) approach and...
Viable Alternatives. On I-80, from west of Xxxxxx Road Interchange to Yolo Causeway East, and from I- 80/US 50 Separation to Sacramento River Bridge Overhead (Bryte Bend), this project proposes to place Continuously Reinforced Concrete Pavement Overlay on existing lanes and shoulders. On I-80 from the Yolo Causeway East to the I-80/US 50 Separation, and on US 50, this project proposes to reconstruct the existing two outer lanes with Continuously Reinforced Concrete Pavement and remaining lanes and shoulders with Hot Mix Asphalt Pavement. Other Scope of work -Rehabilitate ramps by cold planing existing asphalt pavement and placing Rubberized Hot Mix Asphalt (RHMA) -Remove median concrete barrier, thrie beam barriers and Place Concrete Barrier (Type 60M) -Remove guardrailings and Place Midwest Guardrail Systems with vegetation control -Remove and replace dikes -Place shoulder backing -Reconstruct curb ramps -Replace textured xxxx pavements -Replace traffic stripes and roadside signs -Remove and replace existing overhead sign structure at Enterprise Blvd I/C to a new location to the east with two sign structures -Replace overhead signs in the median -Replace electrical pull boxes -Install fiber optic lines -Replace Closed Circuit Television (CCTV) and Emergency Message Sign (EMS) -Replace ADA push buttons Structures The project proposes to replace the bridge median concrete barriers and widen two structures in the median on I-80 to facilitate staging and traffic handling during construction. The conditions of the existing bridge rails, decks and the need of approach slabs were assessed in defining the bridge health and identifying the scope of work. The Advance Planning Studies (APS) prepared by Structures Design are in Attachment D of this report. The existing structures within the project limits and proposed scope of work are listed in the table below. Structure Information Structure Name and Number Route Post Mile Structure Work Xxxxxxx UC 22-0043 80 5.78 Place fiber optic conduit Yolo Causeway West 22-0044 80 5.81 Place fiber optic conduit Yolo Causeway East 22-0045 80 7.25 Place fiber optic conduit Enterprise Boulevard Undercrossing 22-0100 80 9.18 Replace median barrier Place fiber optic conduit Treat bridge deck Westacre Road Undercrossing 22-0102 50 2.18 Replace median barrier Place fiber optic conduit Treat bridge deck (westbound) Lake Washington Overhead 22-0131 L/R 80 R10.62 Place fiber optic conduit Place approach slab (Abutment 1) Route 80/50 Separation 22-0140R 80 R...
Viable Alternatives. Viable alternatives for the project include a No Build Alternative and a Build Alternative, which are described in the following sections. Rejected alternatives are described in Section 5B.
