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Facts About the Interstate 15 Managed Lanes Project Segment Description Cost Funding Constr

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Facts About the Interstate 15 Managed Lanes Project Segment Description Cost Funding Constr LEGEND (Million$) Facts About the Interstate 15 Managed Lanes Project Segment Description Cost Funding Constr. North Centre City Pkwy TRANSNET Freeway to SR-78 $249 CMAQ 2008-2011 RSTP SHOPP Middle TRANSNET TCRP STIP-IIP 2003- SR-56 to STIP-RIP Freeway $430 2008 Centre City Pkwy SHOPP RSTP CMAQ GARVEE-RIP GARVEE-IIP DEMO COOP South SR-163 to Freeway $481 TRANSNET 2008-2012 SR-56 CMAQ CMIA TRANSNET TCRP Transit Escondido to $122 2008-2012 Downtown CMAQ Federal Bus FileName:1-15MngLanes(5/04) April 2008 Interstate 15 Managed Lanes GOALS The I-15 Managed Lanes Project will manage traffic An integral part of the Managed Lanes is the Bus Rapid congestion and reduce delays on Interstate 15 (I-15), Transit (BRT) System -- a system of transit routes between State Route 163 (SR-163) and State Route 78 connecting residential areas with major employment (SR-78) by optimizing and increasing freeway capacity centers along the corridor. Preferential access to the and transportation alternatives in the corridor. Managed Lanes will allow buses to provide high-speed, "rapid" service. Bus Rapid Transit Centers (BRTCs) are planned adjacent to the freeway in Mira Mesa, Sabre PURPOSE AND NEED Springs/Rancho Penasquitos, Rancho Bernardo, near I-15 has serious traffic congestion problems affecting North County Fair and in Escondido. commuters, businesses, and regional goods movers. The Average Daily Traffic (ADT) on the corridor today In addition, the stations will have "Park & Ride" lots for ranges from 170,000 to 290,000 vehicles, with daily carpools and will be connected to the managed lanes by commute delays ranging from 30-45 minutes. In direct-access ramps, allowing buses and HOVs to quickly addition, I-15 is subject to additional delays during rainy bypass freeway on-ramps. The BRT System provides days, incidents, or special events due to a lack of needed transportation alternatives to single occupancy adjacent parallel routes. vehicles and reduces demand and congestion on the corridor. Traffic delays will increase as the regional economy and populations expand along the corridor. By 2020, SANDAG is conducting studies of transit needs between average volumes are expected to approach 380,000 SR-163 and Interstate 5. Construction of the Rancho Bernardo Bus Rapid Transit Center has begun. The vehicles per day, with commute delays ranging from 80 artist’s rendering overlaid on the above photo depicts how the finished This photo shows the southbound to 90 minutes if no transportation improvements are project will look. implemented. Caltrans and the San Diego Association of FUNDING AND SCHEDULES view of I-15 from Via Rancho Parkway Federal, state, regional and private sources will provide Governments (SANDAG) are working together on looking toward Lake Hodges. In the funding for this project. The cost figures and schedules solutions to address these issues. are as follows: bottom right of the photo, construction of the Direct Access Ramp at Del Lago FREEWAY CAPACITY AND TRANSIT North Segment (Centre City Parkway to SR-78) is underway. This strategy involves increasing freeway capacity and Capital Plus Support Costs -- $249 million transit opportunities through the corridor. Since 15 Identified Funding -- $249 million percent of corridor vehicles are carpools or High Open To Traffic -- 2011; Occupancy Vehicles (HOV), enhancing the freeway and Middle Segment (SR-56 to Centre City Parkway) HOV facilities is vital to effectively curb corridor Capital Plus Support Costs -- $430 million congestion. Managed Lanes give preference to carpools Funding Identified -- $430 million and buses and also provide access to single drivers for a Open To Traffic -- 2008; fee. South Segment (SR-163 to SR-56) Capital Plus Support Costs -- $481 million The Managed Lanes are being constructed mostly within Funding Identified -- $481 million the existing freeway median, though some outside Open To Traffic -- 2012. widening is required. Managed Lane traffic may be configured using a movable barrier to accommodate the specific traffic demands throughout the day. Caltrans and SANDAG employ highly skilled professionals familiar with design sequencing For example, the movable barrier -- which is similar to projects. In addition, maintaining excellent safety the one used on the San Diego-Coronado Bridge -- may configure the lanes with three southbound and one records is standard procedure. northbound in order to accommodate the morning commute. This configuration could be reversed for the afternoon commute. The lanes could also be configured to handle Photo courtesy of Barrier Systems, Inc. incidents or special events. Concrete barriers would The Green Valley Creek Bridge is one separate the Managed Lanes from the main freeway of nine bridges in the Middle Segment lanes, with access openings at two- to three-mile that will be demolished and rebuilt to The "Zipper Machine" is a truck-like device that lifts movable concrete median intervals. accommodate the width of the new barrier about 6 inches off of the roadway, shifts it over, and then places it back down managed lanes. onto the roadway. This happens concurrently with the traffic flow..
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