Project History. (a) A description of the original project
Project History. As population, traffic, and trade have generally shown a steady rate of growth in the San Diego-Tijuana border region, State and local transportation and land use agencies in California and Baja California have identified the need for additional access and transportation facilities to connect the regions of San Diego and Tijuana. The existing border crossings in the region are located in San Ysidro and Otay Mesa. The San Xxxxxx XXX provides a non-commercial crossing to approximately 33.3 million people annually using various modes of travel1, while the Otay Mesa XXX provides both commercial and non-commercial crossing to approximately 1.5 million commercial trucks and 6 million non- commercial vehicles annually.2 These POEs frequently experience long delays for both commercial and non-commercial vehicles. Ultimate capacities are being reached and although some improvements are planned, limited available right-of-way, rugged terrain and surrounding development constrain further expansion. Improvements to the existing Otay Mesa transportation corridor (U.S. and Mexico) are constrained by adjacent residential, commercial, and industrial development. Tijuana land use agencies have indicated that the residential, commercial and industrial urbanization, along with the difficult terrain adjacent to the U.S.-Mexico border between the Pacific Ocean and the San Ysidro Mountains, have severely limited the number of remaining options for a future border crossing between San Diego and Tijuana.3 Currently, a limited and decreasing number of sites are available in the Otay Mesa area. The international component of a border crossing requires the coordination between the U.S. and Mexico. A Letter of Intent entitled “Binational Corridor Preservation for State Route 11 – Tijuana/Rosarito 2000 and Site Designation for the East Otay Mesa-Mesa de Otay II Port of Entry”, referred to as the SR-11 Letter of Intent, included support for the creation of a new international border crossing facility designated as East Otay Mesa - Otay II. Coordination is critical to the success of delivering the U.S. and Mexico projects on similar schedules. The U.S. XXX and Mexico XXX, as well as a CVEF and connecting roadways on each side of the border must all be operational prior to utilization of the new crossing. The SR-11 Letter of Intent was signed in 1998 by the following agencies: Caltrans District 11 County of San Diego City of San Diego SANDAG Municipality of Tijuana Municipality of Playas...
Project History. Plan Bay Area, the 2013 Regional Transportation Plan (RTP) for the nine-county Bay Area, called for a 550-mile regional network of express lanes to be completed by 2035. Plan Bay Area 2040, the 2017 RTP, includes the continued development of the express lane network to take advantage of available capacity in under-used carpool lanes and to improve traffic management and reliability on well-used carpool lanes. In 2014, Alameda County voters passed the Measure BB sales tax, which allocated funding for HOV/express lanes on I-680 from SR 237 to Alcosta Boulevard. On September 24, 2018, Caltrans approved a Project Study Report/Project Development Support (PSR/PDS) planning document to request approval for the proposed I-680 Express Lanes from SR 84 to Alcosta Boulevard Project to proceed to the Project Approval and Environmental Document (PA&ED) phase. The PSR/PDS evaluated the same alternatives—one Build Alternative and one No Build Alternative—that are discussed in this PR. HOV/express lanes exist or are under construction in the following locations of I-680 in the project vicinity: • South of the project area – An HOV/express lane exists on southbound I-680 from south of the SR 84 interchange to SR 237 in Milpitas, and an HOV/express lane is under construction on northbound I-680 from SR 262 (Mission Boulevard) to north of the SR 84 interchange (EA 4G050). • Within the project area – The SR 84 Expressway Widening and SR 84/I-680 Interchange Improvements project (EA 29763) proposes to extend the existing HOV/express lane on southbound I-680 northward by approximately 2 miles, from south of the SR 84 interchange to 0.8 mile north of Xxxxxxx Road. • North of the project area – HOV/express lanes exist on I-680 from north of Alcosta Boulevard to Rudgear Road in the southbound direction and Livorna Road in the northbound direction (EA 3G950/3G910). Contra Costa Transportation Authority (CCTA) is developing a project that extends the southbound HOV/express lane from Rudgear Road and Livorna Road to the Benicia-Xxxxxxxx Bridge. The proposed project would close the gap between existing and in-progress HOV/express lane projects directly to the north and south. Upon completion of the proposed project, I-680 would have continuous HOV/express lanes from SR 262 in Fremont to Livorna Road in Alamo in the northbound direction, and from Rudgear Road in Walnut Creek to SR 237 in Milpitas in the southbound direction. Future projects will provide for a continuous 48-mile expres...
Project History. In 2020, XXX developed a proposed surface treatment program for the Town of Foxfield to be implemented over a 2-4 year span. Scope of Services: Proposed services include the following: Task 1 – Administration • Project task set up and close-out • Miscellaneous task coordination with Town staff. Task 2– Program Development • Review plan for 2022 with Town budget o Adjust 2022 plan to meet budget. o Field observation of 2021 completed streets for warranty work. o Field observation of proposed 2022 streets for patching, crack patching or other necessary prework prior to surface treatment. This includes, but is not limited to asphalt, concrete, and aggregate shoulders. Task 3 - Bid Document Preparation and Assistance (after Town Board Acceptance) o Update specifications for proposed repairs and treatments. o Update typical details for patching and crack sealing. o Develop street map for the 2022 program based on Town budget. o Prepare bid forms. o Work with the Town Attorney and Administrator to develop contract documents for the Project Manual. o Conduct pre-bid meeting and site visit with contractors. o Answer questions and prepare addenda as required. o Receive bids and conduct bid opening. o Prepare bid tabulation and review bids for accuracy and completeness. Task 4 – Construction Services o Conduct pre-construction meeting with contractor. o Review material submittals within three business days of receipt. o Mark patching areas prior to work. o Coordinate with ACWWA for any valve box adjustments required. o During patching and surface treatment placement our field inspector will be on site at least four hours per day to monitor placement procedures, traffic control and cleanup. We have estimated that the contractor will be on site no more than ten days. The inspector will prepare a daily log with photographs. o At the completion of work the inspector will measure quantities and meet with the contractor to confirm. o SEH will conduct a substantial completion walk through with the contractor and develop a punch-list of items to be completed. o When the punch-list has been completed, SEH will field verify punch-list items have been addressed, and we will prepare a notice of final acceptance. o SEH will review the contractor’s pay requests. Scope Exclusions The proposed work does not include: • Field Survey • Utility Locates • Fees for posting or advertising • Material testing • Preparation of construction traffic control or MHT plans • Services include no m...
Project History. Reviews of service experience with safety-related and non-safety-related piping systems have been ongoing ever since the first commercial nuclear power plants came on line in the 1960’s. In 1975 the U.S. Nuclear Regulatory Commission established a Pipe Crack Study Group (PCSG) charged with the task of evaluating the significance of stress corrosion cracking (SCC) in boiling water reactors (BWRs) and pressurized water reactors (PWRs). Service experience review was a key aspect of the work by the PCSG. Major condensate and feedwater piping failures (e.g., Trojan and Surry-2 in the U.S.) due to flow- accelerated corrosion (FAC) resulted in similar national and international initiatives to learn from service experience and to develop mitigation strategies to prevent recurrence of pipe failures. Early indications of the significance of thermal fatigue phenomena evolved in the 1970s, and, again, systematic reviews of the service experience enabled the introduction of improved piping design solutions, NDE methods, and operating practices. The team of analysts responsible for the seminal Reactor Safety Study (WASH-1400) [5] performed a limited evaluation of nuclear power plant piping reliability based on service experience from the then (early 1970s) approximately 150 U.S. commercial nuclear reactor operating years. This evaluation was aimed at estimation of loss-of-coolant-accident (LOCA) frequencies for input to the two PSA models of WASH-1400. After the publication of WASH-1400 in 1975 many other R&D projects have explored the roles of structural reliability models and statistical evaluation models in providing acceptable input to PSA. Furthermore, during the past 20 years efforts have been directed towards establishment of comprehensive pipe failure event databases as a foundation for exploratory research to better understand the capabilities and limitations of today’s piping reliability analysis frameworks. In parallel with these efforts to evaluate service experience data and to correlate the occurrence of material degradation with piping design and operational parameters, initiatives have been presented to establish an international forum for the systematic collection and exchange of service experience data on piping. An obstacle to the use of the database by other countries of national qualitative and quantitative pipe failure information is that criteria and interpretations applied in the collection and analysis of events and data differ among the various...
Project History. In 1909 the City of Cheyenne granted the Colorado Railroad Company right-of-way along Xxxx Avenue in the location described above. The rail served industrial businesses in the area and this location was once a very successful industrial hub in the City. As preference grew for trucking rather than rail to move goods, this downtown area began to decline. To begin revitalizing the area known as the West Edge District, the City of Cheyenne created the West Edge Area Plan as a first step blueprint for development. The Xxxx Avenue Corridor Master Plan is part of this. A.2.c Existing Facilities A main rail spur runs through the corridor. This rail spur is occasionally used as a connector between the BNSF and UPRR to exchange rail cars between the Class I railroads. It is also used as a wye to turn trains around. There are several at-grade rail crossings and several small, abandoned rail spurs. The current zoning in the area is Mixed Use Business (MUB) and Public (P) with an Urban Use Overlay District (UU). The UU is intended for urban and infill development. The UU district is intended to transition and step down from the urban core and other urban areas of Cheyenne into the surrounding neighborhoods. The overlay is applicable to various lands envisioned for urban and mixed-use development. The overlay removes the minimum parking requirements to help create a more urban and walkable feel for the area. Storm sewer, sanitary sewer and water mains cross the corridor in several locations along cross streets. Aside from cross street locations and a small area on the southern end of the corridor, there is no paving, sidewalks, or pathways and the majority of the area is dirt/ gravel and rail track.
Project History. The Site was identified as an opportunity site in the CD9 Project Area’s Open Space Strategic Plan that was presented to the CRA/LA Board of Commissioners on June 5, 2008. One of the goals of the CD9 Project Area Redevelopment Plan is to expand community facilities, including parks and youth centers. The Ninth Council District has only .43 acres of open space per 1,000 residents, compared to 1.2 acres per 1,000 residents for South Los Angeles overall, and the overall national standard of 6.5 – 10 acres per 1,000 residents. This area poses a significant planning challenge, as the primarily industrial corridor is directly adjacent to a residential neighborhood. Xxxxxxx Avenue is a major traffic thoroughfare, with four lanes of traffic, a railroad right of way running along the northern portion of the street, and primarily industrial frontage. A mix of residential and industrial uses is located along the blocks to the east and west, and the Site itself is bordered by single family housing to the south. The surrounding north/south streets are not well-suited to truck traffic and are often crowded. This mix of uses renders new industrial development extremely challenging, and makes the creation of an active park space an attractive transitional use between the truck traffic on Xxxxxxx Avenue and the single family homes behind it. Further, with several schools in development a few blocks to the west and east, and the Xxxxxxxx Xxxxxxx Wetlands facility about one mile to the east, the proposed new park creates a greenway along Xxxxxxx Avenue that can draw South Los Angeles residents together and create a new community hub for recreation and outdoor play. The current change map for the Southeast Community Plan considers this block a transition area and suggests a commercial designation for the property which would allow for the development of a park or housing by right. The Site presents an opportunity to strengthen the adjacent residential neighborhood and facilitate a better transition between industrial uses along Xxxxxxx Avenue and residential uses to the south. The remaining property on the block frontage at Xxxxxxx Avenue is owned by the nonprofit Brotherhood Crusade, which houses its headquarters on site. CD9 Project Area staff have met with the executive director and received strong support for redevelopment of the Site. As part of the application process for Proposition 84 funds, Xxxxxxxx Corridor CLT conducted extensive community outreach to area residen...
Project History. The East Boulder Mine is an underground palladium and platinum mining and milling facility located south of XxXxxx, Montana near the headwaters of the East Boulder River. Mine site facilities include underground workings, a tailings impoundment, a water treatment plant, percolation ponds, land application discharge and/or snowmaking areas, a mill/concentrator building, and other support facilities. The mine has been operated by SMC since September 2000 and is currently producing approximately 1,350 tons per day, with plans to increase production to 1,650 tons per day by the end of 2006. The mining, milling, tailings disposal and discharge operations have the potential to impact water resources in the project area. The most likely impacts are to groundwater in the project area and surface water in the East Boulder River. Since commencement of production activities, SMC has treated all adit water for nitrogen reduction before discharging. Mine water is primarily discharged through percolation to groundwater; but may also be discharged through land application disposal (LAD), evaporation, and direct discharge to the East Boulder River. In addition, SMC has been piloting snowmaking as a means of disposal. The East Boulder Mine has not utilized direct discharge to date, and relies primarily on percolation for water disposal. Since commencement of production activities at the East Boulder Mine total inorganic nitrogen discharge rates have steadily declined from approximately 25 pounds per day to approximately 10 pounds per day, which has been observed since March 2003. The East Boulder Mine has averaged less than 10 pounds per day and has never exceeded the MPDES permitted discharge limit of 30 pounds per day for total inorganic nitrogen.
Project History. The Stanislaus NCC Project (SR 219 (Xxxxxxx Avenue)/SR 108 (XxXxxxx Avenue) to SR 108/ SR 120) is a high-priority project for Stanislaus County, its rural and agricultural communities and the growing urbanized areas of the cities of Modesto, Oakdale, and Riverbank. The history of this project dates back to the Oakdale Bypass project which proposed improvements to SR 120 only. A project Study Report (PSR) was initiated in 2002 by Xxxxxxxx and StanCOG that studied seven corridors, but the effort was stopped prior to completion. The current NCC project resulted from the Feasibility Study and the Preliminary Design Report completed by StanCOG in 2008 in cooperation with Caltrans, the cities of Modesto, Riverbank and Oakdale, and Stanislaus County as part of the NCCTEA JPA. The Preliminary Design Report enabled StanCOG to program the Project Approval and Environmental Document (PA&ED) phase of the project in the 2008 State Transportation Improvement Plan (STIP) and obtain a letter of commitment from Caltrans for a replacement project to the Oakdale Bypass project. The alternatives developed in the Preliminary Design Report identified new alignments, representing approximately 25 miles of SR 108 realignment, between State Route 99 (SR 99) in the City of Modesto to 7.7 miles east of the existing SR 108/SR 120 junction, located in the City of Oakdale. The Preliminary Design Report focus was to provide a west-east freeway/expressway to accommodate anticipated growth in the area, to provide separation between the local and regional traffic, to provide regional connectivity and to improve traffic operations. The Preliminary Design Report alternatives included approximately 10 interchanges, four grade separated railroad crossings and five at-grade intersections. In April 2010, with Caltrans as the lead agency, NCCTEA completed a Route Adoption Project Report and Program Level Environmental Impact Report (PEIR) that resulted in NCC proposing to replace the existing SR 108 conventional highway through the cities of Riverbank and Oakdale and portions of Stanislaus County. The PEIR addressed a study corridor approximately 2,000-foot wide, from near the SR 219 (Xxxxxxx Avenue)/SR 108 (XxXxxxx Avenue) intersection to a new SR 108/SR 120 intersection east of Oakdale. In May 2010, the California Transportation Commission (CTC) approved a Route Adoption for NCC to become the New SR 108. The New SR 108 was deemed a freeway from the junction of SR 108 (XxXxxxx Avenue) /SR 219 (X...
Project History. The PROJECT is a regional initiative that promotes and furthers the implementation of the Sarasota County Comprehensive Plan, the Charlotte Harbor National Estuary Program’s (CHNEP) Comprehensive Conservation Management Plan (CCMP), and the Southwest Florida Water Management District’s (SWFWMD) Southern Coastal Comprehensive Watershed Management (CWM) Plan. Specifically, this initiative is to plan, design, and implement a comprehensive watershed management plan and projects for the Xxxx Bay watershed to achieve the following general objectives:
