Proposed Engineering Features. SR-11 would be constructed as a four-lane toll highway. The proposed typical cross section includes four standard width 12-foot main lanes, 10-foot left and right shoulders, and a median varying in width between 22‟ to 62‟ (see Attachment A.) The highway width is most constrained east of the proposed Sanyo Avenue undercrossing, where existing buildings are near the proposed right-of-way in order to minimize impacts to nearby buildings. The proposed 62-foot median width in the eastern portion of SR-11 is intended to make SR-11 adaptable for potential safety and security needs, and to provide the flexibility to construct additional lanes on approach to the XXX, if these are found to be necessary to meet future vehicle inspection requirements. This additional right-of-way would help ensure access to the new XXX by emergency responders, facilitate evacuation of the XXX if necessary, or allow southbound traffic to be turned around if the XXX had to be closed for emergency security concerns. The SR-11 corridor would be located approximately midway between Otay Mesa Road and Airway Road for most of its length, and would cross four local existing and planned surface streets: Sanyo Avenue, Xxxxxx Xxxxx Drive, Alta Road, and Siempre Viva Road. The highway would extend east from the vicinity of Harvest Road, at the future SR- 905/SR-125 Interchange, for approximately 1.4 miles before curving to the southeast near Alta Road and continuing on to connect with the proposed XXX. The total highway length would be approximately 2.8 miles. East of Sanyo Avenue, SR-11 would be supported on each side by retaining walls in order to minimize impact to adjacent developed parcels. These walls vary in height between 15 and 30 feet. The proposed retaining walls are similar to those originally approved with the SR-905 project but would be located to accommodate the cross-section for SR-11 as part of the Preferred Alternative. Concrete barrier (type 736) would be placed at the top of the retaining walls along each side of the roadway in the Sanyo Avenue area, and an additional concrete barrier would extend along the median (type 60). Proposed limits of grading and rights-of-way are expected to be up to 500 feet wide, with the exception of the interchange locations, which require additional area. These limits would include all required cut/fill slopes, new concrete and asphalt pavement, as well as project-related drainage facilities, lighting, signage, pavement delineation, fencing, ut...
Proposed Engineering Features. The project is a CAPM project that will cold plane the existing pavement and replace it with RHMA-O and RHMA-G. The existing mainline traveled way, shoulders, and on-/off-ramps on SR 4 will be ground and resurfaced to extend the service life of the pavement structure and provide smoother ride quality. Pavement delineation will be upgraded to current standards. The project will also upgrade roadside signs and overhead sign panels along the mainline and ramps. Curb ramps within the project limits will be repaired and upgraded to be ADA compliant. The project will also repair and replace culverts that are in poor condition, replace dikes, and upgrade metal beam guardrail to Midwest guardrail system (MGS). The project will upgrade the drainage features (culverts and flared-end sections) within the project limits. The final list of locations will be determined during the Plans, Specifications, and Estimate (PS&E) phase. The project will also repair roadside embankment failure at specific locations within the project limits. See the Preliminary Layout Sheets in Attachment B. In addition, the project will improve pavement striping to include high-visibility crosswalks and advanced yield lines at uncontrolled pedestrian crossings and pavement delineation on the SR 4 mainline and ramps. To comply with Complete Streets needs for pedestrians and bicyclists, during the PS&E phase, the District Division of Design will consult with District Office of Traffic Safety and the District Pedestrian and Bicycle Coordinator to implement the required upgrades for pedestrians and bicyclists within the project limits.
Proposed Engineering Features. The Build Alternative would include the following features, as shown in Attachment B. • Addition of a new continuous access HOV/express lane in both the southbound and northbound directions of I-680 from SR 84 to Alcosta Boulevard; • Installation of electronic tolling equipment and signage; • Widening/reconstruction of pavement in the median and outside to accommodate the HOV/express lanes; • Widening or modification of bridge structures to accommodate freeway widening; and • New and replacement median concrete barriers, retaining walls and sound walls. For regional consistency, the HOV/express lanes will include a continuous access type, allowing vehicles to access HOV/express lanes from adjacent mixed-flow (general purpose) lane throughout the limits of the facility. During the hours of operation, drivers of SOVs can choose to use the HOV/express lanes for a fee. All eligible HOVs as authorized by the Federal and State statutes (including motorcycles, buses, and eligible clean air vehicles as authorized by the California Air Resources Board) would be able to access the HOV/express lane during the hours of operation. Depending on the operational business rules, these vehicles may travel fee-free or may incur a reduced fee. The Bay Area Managed Lanes Committee, composed of Caltrans, MTC, and California Highway Patrol (CHP) staff, will decide hours of operations of the HOV/express lanes. Outside of the hours of operation, the HOV/express lanes would be operated as general purpose lanes, open to all users for no toll. Complete Streets Program would not be applicable as this project includes addition of express lanes exclusive to I-680 and improvements to local streets are not proposed.
Proposed Engineering Features. The preferred alternative includes about 17-miles of Managed Lanes in each direction (34 lane miles in total). The preferred alternative minimizes outside pavement improvements by constructing into the median and narrowing the inside shoulders where needed to maintain standard outside shoulder widths except at existing bridges. Narrow outside shoulders are proposed for the Sacramento River Viaduct (aka Pioneer Bridge), Lake Washington Overhead, and Sacramento River Bridge Overhead (Bryte Bend Bridge) as widening these structures would not be feasible due to high costs, environmental and right of way impacts. The proposed median construction and cold planing and paving of the existing pavement, a thickness of 0.3-feet, will occur from Yolo 80 PM 0.0 to 4.1. The project proposes to restripe the existing roadway from Yolo PM 4.1 to the east, extending into Sacramento County on both US 50 and I-80, to construct the HOT 3+ lanes in each direction.
Proposed Engineering Features. Common Engineering Features of All Build Alternatives (1A, 1B, 2A, 2B) within the freeway/expressway Segment 1 [Proposed Modified SR 219 (Xxxxxxx Avenue)/Xxxxx Road Intersection to Proposed SR 108/Claus Road Intersection] The four Build Alternatives are shown in Figure 1-1 and Attachment C. The western terminus of all alternatives is at the proposed modified signalized SR 219 (Xxxxxxx Avenue)/Xxxxx Road intersection. The alternatives proceed on the same new alignment for approximately 1 mile to SR 108 (XxXxxxx Avenue) as SR 219 multi-lane expressway, transitioning from the SR 219 conventional highway to the west to the SR 108 freeway to the east. The new aligned roadway continues for all alternatives for approximately four miles as SR 108 multi-lane freeway/expressway and has similar impacts to the vicinity of the proposed signalized SR 108/Claus Road intersection, which is near the southeast portion of Riverbank. The proposed signalized SR 108/Claus Road intersection provides a transition between the SR 108 freeway to the west and the urban/rural expressway in Segment 2 east of Claus Road. In addition to the intersections at each end of Segment 1 within the urban freeway segment, four single point interchanges (IC), each with two on- ramps and two off-ramps, are proposed at the realigned SR 219/SR 108 (XxXxxxx Avenue)/SR 108 Freeway Separation, SR 108/Coffee Road Undercrossing, SR 108/Oakdale Road Undercrossing, and at the SR 108/Roselle Avenue Undercrossing. No private driveways are proposed along this segment of new roadway; therefore, in order to maintain access to the new facility via the proposed four interchanges and two intersections from adjacent parcels, new and realigned local access roads will be included as part of the proposed project. Bike and pedestrian access is planned to be prohibited within this segment of new roadway as the local roadway network has sufficient existing and planned bike and pedestrian facilities, including but not limited to, along Xxxxxxx Avenue, Xxxxxxxx Road and canals. Bikes and pedestrians would be accommodated through the proposed interchanges and ramp intersections along the local crossing roads. Furthermore, three separate locations are proposed for separated-grade structures at SR108/MID Lateral #6 Canal Undercrossing, SR 108/MID Main Canal Undercrossing and SR 108/BNSF Railroad/Terminal Avenue Overhead. Proposed local access roads and separated-grade structures are shown in Attachment C and Attachment D. Commo...
