 GOAL
Manage congestion and reduce delays on Interstate 15 (I-15)
between State Route 163 (SR-163) and SR-78 by optimizing
and increasing both freeway capacity and transportation
alternatives in the corridor.
PURPOSE AND NEED
Interstate 15 has serious congestion problems affecting
commuters, businesses, and regional goods movers. Average
daily traffic (ADT) on the corridor ranges from 160,000
to 280,000 vehicles, with daily commute delays ranging
from 30 to 45 minutes. In addition, due to a lack of
adjacent parallel routes, I-15 is subject to additional
delays during rainy days, incidents, or special events.
Traffic delays will increase as the regional economy
and populations expand along the corridor. By year 2020,
volumes are expected to approach 380,000 ADT, with commute
delays ranging from 90 to 120 minutes if no transportation
improvements are implemented.
Caltrans, the Metropolitan Transit Development Board
(MTDB), and the San Diego Association of Governments
(SANDAG) are working together on various solutions needed
to address these issues.
PROPOSALS
Operational Improvements
There are many operational improvements underway on
the corridor. Primary among these is construction of
auxiliary and added lanes where congestion regularly
occurs. These lanes will add capacity at "bottleneck"
locations, and facilitate entering and exiting the freeway
allowing the corridor to operate optimally. In addition,
improvements at the I-15/SR-56 interchange are being
pursued to accommodate the future SR-56 gap closure.
Finally, a fully coordinated Transportation Management
System linked via a fiber-optic network is planned (and
partially in place) including ramp meters, closed circuit
television cameras, and changeable message signs.
Managed Lanes (Capacity and Transit
Improvements)
Other improvements involve increasing freeway capacity
and transit opportunities. As about 15% of corridor
vehicles are carpoolers (high occupancy vehicles, HOVs),
enhancing both freeway and HOV facilities is necessary
to effectively address congestion. Therefore, a strategy
called Managed Lanes
is being pursued to provide additional capacity for
single occupancy vehicles (SOVs), while still giving
preference to buses and carpools. Caltrans and SANDAG
are also coordinating with FHWA on allowing SOV use
of excess capacity for a fee.
The Managed Lanes will
be constructed mostly within the existing freeway median,
though some outside widening is required. Managed
Lane traffic will flow in both directions. For
example, using a four-lane configuration the morning
commute could have three lanes southbound and one northbound.
Using a movable median barrier like that on the San
Diego-Coronado Bay Bridge, the Managed
Lanes could then be reconfigured to three lanes
northbound and one lane southbound for the evening commute.
The lanes could also be configured to handle incidents
or special events. Fixed concrete barriers would separate
the managed lanes from the main lanes, with access openings
at two- to three-mile intervals.
PROPOSALS
Managed Lanes (continued)
An integral part of the Managed
Lanes is the Bus Rapid Transit (BRT) System--a
system of transit routes connecting residential areas
with major employment centers along the corridor. Preferential
access to the managed lanes will allow buses to provide
high-speed, "rapid" service. Bus Rapid Transit
Centers (BRTCs) are planned adjacent the freeway in Mira
Mesa, Sabre Springs, Rancho Bernardo, near North County
Faire, and in Escondido.
In addition, the stations will have 'park & ride'
lots for carpoolers and will be connected to the managed
lanes via direct-access ramps, allowing buses and HOVs
to quickly bypass freeway on-ramps. The BRT System provides
needed transportation alternatives to SOVs, thereby reducing
demand and congestion on the corridor.
Long-Range Plans
MTDB will conduct future studies of long-range transit
needs in the corridor, including the feasibility of
light rail transit (LRT) between Escondido and downtown
San Diego, as well as an HOV lane / BRT System between
State Route 163 and Interstate 5.
ENVIRONMENTAL STATUS
The environmental goal for the Operational
Improvements and Managed
Lanes is to mitigate all impacts. Studies (including
noise, visual, biological, air and water quality, cultural,
and socioeconomic) covering the cumulative effects of
these improvements have been completed. Operational
Improvements having no substantial environmental impacts
are continuing to design and construction.
The remaining Operational Improvements, along with the
Managed Lanes, will be covered in the Draft Environmental
Document (DED)-scheduled for completion in September
2002. Public circulation and comment on the DED
will follow, with the Final Environmental Document scheduled
for approval in October 2002.
Community outreach is ongoing and will continue as specific
proposals move forward. Public input is welcomed throughout
this development process.
COSTS, FUNDING, AND CONSTRUCTION
SCHEDULE
Funding is being aggressively sought and will come from
various federal, state, local and private sources.
Operational Improvements
SR-52 to SR-78 |
Capital
+ Support Costs
(Million $) |
Funding
Identified (Million $) |
Construction
Schedule (Year) |
| Total |
115 |
105 |
1999 - 2005 |
|
|
| Managed
Lanes
(by segment) |
Capital
+ Support Costs
(Million $) |
Funding
Identified (Million $) |
Construction
Schedule (Year) |
| Centre City Pkwy to SR-78 |
140 |
5 |
to be determined |
| SR-56 to Centre City Pkwy |
375 |
375 |
2006-2008 |
| SR-163 to SR-56 |
230 |
10 |
to be determined |
|
|
