PURPOSE AND NEED Purpose. The purpose of the project is to improve ride quality, enhance safety, and extend the service life of the pavement. The project will preserve both mobility and safety at minimum maintenance cost. The need for the project was established by the results of the 2015 Pavement Condition Summary Report (PaveM) (see Attachment E). The predicted 2022 SHOPP effectiveness described in the report will be 55.63% and the Rehab Effectiveness will be 16.87%, which indicate that the existing pavement exhibits distress that results in poor ride quality and potential pavement failure.
PURPOSE AND NEED Purpose. The purpose of the project is to reduce the number and severity of nighttime collisions and to minimize the glare generated by the high volume of traffic on I-80 within the project limits.
PURPOSE AND NEED Purpose. The purpose of the project is to restore the structural integrity of the Santa Xxxxx River Bridge to ensure the serviceability of SR 1. The Santa Xxxxx River Bridge (Br No. 49-0042) is scour critical and has a history of Alkali Silica Reactivity (ASR) as documented in the Bridge Maintenance Fact Sheet (Attachment P). Based on the recommendation of the Bridge Maintenance Fact Sheet, Structure Replacement and Improvement Needs Report (STRAIN) and Bridge Inspection Reports (BIR), replacement of Santa Xxxxx River Bridge is required.
PURPOSE AND NEED Purpose. The purpose of this project is to reduce congestion resulting from ongoing and planned development of the Xxxxxx Ranch Specific Plan and to improve local circulation. This project is needed to accommodate the increase in traffic demand projected as part of the planned development in the Xxxxxx Ranch Specific Plan Area and nearby areas in Tracy, and to discourage highway traffic from using local roadways, thereby improving local circulation.
PURPOSE AND NEED Purpose. The purpose of this project is to preserve and extend the life of the ex- isting pavement and improve ride quality. In addition, it is proposed to improve roadside planting, upgrade irrigation systems, improve the roadside worker safety condition of the project area, and install WIM system. The pavement within the project limit exhibits minor distress with poor ride condition as well as several locations show severe pavement dis- tress. In addition, roadside landscape and irrigation system are out- dated, and lack worker safety elements that need to be addressed.
PURPOSE AND NEED Purpose. The purpose of the project is to rehabilitate the existing roadway to reduce maintenance expenditures, improve safety, traffic operations, vertical clearances to facilitate goods movement, improve sight distance, provide safer bicycle and pedestrian facilities, and comply with ADA standards. The project will increase multimodal mobility and operations to meet complete streets and safe routes to school policies. The project is needed to address the following deficiencies and/or issues: reduce maintenance expenditures, improve pedestrian safety by improving inadequate shoulders, and prevent structure impacts caused by non-standard vertical clearances, traffic safety, operational improvements, improve bicycle and pedestrian facilities, provide ADA compatible facilities, enhance safe routes to school facilities, and provide a complete streets facility.
PURPOSE AND NEED Purpose. Project improvements provided by the Fourth Track at Ocean project will provide the freight rail capacity, reliability, and operational efficiency required to support current and future demand for on-dock rail service at the Middle Harbor, Pier G, and Pier J marine terminals, while also minimizing impacts of freight movement on surrounding communities. Current track capacity at Ocean Boulevard is insufficient to meet the growing demand for on-dock rail through POLB East Basin marine terminals at Middle Harbor, Pier G, and Pier J. High train volumes and insufficient rail capacity will cause a freight rail bottleneck at Ocean Boulevard that hinders on-time delivery of U.S. goods, reduces efficiency through the nation’s second-busiest seaport, and contributes to truck congestion, diminished air quality, and higher shipper costs. More than 9,200 freight trains move through the Project site each year – including 6,900 switching moves and 2,300 transcontinental freight trains carrying approximately 1.1 million TEUs of containerized cargo and nearly 1.8 million metric tons of bulk cargo. These goods, handled by the Middle Harbor, Pier G, and Pier J marine terminals are valued at a combined total of more than $108 billion, or 55 percent of the total POLB throughput. The Middle Harbor terminal is the nation’s first fully zero-emissions terminal, and upon full-build out, could move enough cargo alone to rank as the nation’s sixth busiest seaport. Increasing on-dock rail moves at Middle Harbor is key to realizing the goals of the San Xxxxx Bay Ports Clean Air Action Plan (CAAP) and the POLB Green Port Policy. The CAAP, which was developed in partnership with the Port of Los Angeles in 2006, outlines the strategies to achieving emission reductions and public health benefits to local disadvantaged communities surrounding the ports. In support of these goals, the POLB is working to increase freight rail volume through the port from 23.5 percent to 35 percent by 2040, with intermodal rail moves through the Project site projected to grow to 1.7 million TEU in that same period. This goal is not achievable with the current track condition. Additional freight rail capacity and fluid rail operations are needed to meet the throughput demands of East Basin complex.
PURPOSE AND NEED Purpose. The purpose of this project is to preserve and extend the service life of the existing pavement, and to improve the ride quality for the traveling public. The Materials Recommendations (Attachment C) notes that the International Roughness Index (IRI) within the project limits ranges from 52 to 268, exhibiting poor ride quality that—if left unrehabilitated—would continue to deteriorate and require frequent and high- cost maintenance. Distressed asphalt pavement conditions such as xxxxxxxx, block cracking, rutting, and occasional potholes were noted in the Materials Recommendations. The repair strategy to preserve the asphalt concrete pavement is to cold-plane the existing asphalt concrete mainline and shoulders to a depth of 0.25 foot, and replace with 0.1 foot Rubberized Hot Mix Asphalt Type O (RHMA-O) over 0.15 foot Gap Graded Rubberized Hot Mix Asphalt (RHMA-G). For the Portland Concrete Cement (PCC) pavement, the repair strategy is to replace failed slabs and grind the profile of the rigid pavement. In addition, curb ramps that are not compliant with the Americans with Disabilities Act (ADA) will be replaced, and culverts in poor condition will be repaired.
PURPOSE AND NEED Purpose. The purpose of this project is to rehabilitate and restore the pavement to a state of good repair. The existing PCC pavement has surpassed its service life. The condition of the pavement has degraded resulting in a poor quality of ride and increasing maintenance for repair and preservation of the pavement.
PURPOSE AND NEED Purpose. The purpose of the proposed project within the corridor is to: • Improve capacity and reduce congestion. • Reduce weaving and merging between successive ramps at several interchanges. The current deficiencies on SR-91 within the project limits are as follows: • Existing and projected SR-91 mainline peak-period traffic demand exceeds available capacity in numerous locations within the project limits. • Congestion due to weaving and merging between successive ramps at several interchanges creates bottlenecks along XX XX-91. The portion of the SR-91 corridor between State College Blvd and Lakeview Ave is currently experiencing congestion and long traffic delays during morning (AM) and evening (PM) peak periods due to local, regional, and interregional traffic demand exceeding capacity. In addition, forecasted local and regional traffic demand is expected to increase, resulting in an increase in the daily traffic volumes along the project corridor from approximately 185,500 vehicles per day in 2014 to approximately 197,700 vehicles per day by the design year 2050.
