Laserfiche WebLink
EXHIBIT 2 <br /> Santa Ana Blvd. Grade Separation <br /> discussed later in this report, as it does not meet the project objective. With this, the PDT <br /> members elected to study the underpass alternative as the single-build alternative and it was <br /> selected as the locally recommended alternative. Refer to Attachment B for the proposed layout, <br /> typical section and profile of the locally recommended alternative. <br /> 5.1 Alternative Description <br /> 5.1.1 Design Parameters <br /> The governing standards for the horizontal and vertical roadway alignment alignments are <br /> Caltrans and American Association of State Highway and Transportation Officials <br /> (AASHTO) standards and practices. Caltrans Highway Design Manual (HDM) was used to <br /> determine the minimum inside radius for the horizontal curves and AASHTO's Policy on <br /> Geometric Design of Highways and Streets was used for to determine minimum curve <br /> length for crest and sag vertical curves. <br /> Selected specific design parameters include the following: <br /> • Design Speed: 45 mph <br /> • Vertical Clearance: 16'-6" <br /> • Cross-Section: 100' right-of-way width (minimum) <br /> 5.1.2 Horizontal Layout <br /> The horizontal alignment of this alternative is based on the standards listed above. The <br /> alignment features a slight shift of the roadway centerline to the south to accommodate a <br /> utility corridor and a landscaped-retaining-slope area along the northerly right-of-way. The <br /> utility corridor will allow the relocation of the water and sewer line and preserves an existing <br /> underground electric transmission line. The landscaped-retaining-slope area would reduce <br /> the impact of the proposed retaining wall and provide an additional buffer adjacent to the <br /> residential properties. Shifting the alignment southward also eliminates the need to acquire <br /> right-of-way from residential properties to the north, given there is space available to the <br /> south at the City owned SARTC parking area. <br /> 5.1.3 Profile <br /> This alternative will depress the roadway profile to allow for an underpass bridge that carries <br /> the railroad tracks over Santa Ana Boulevard. The proposed profile will join the existing <br /> grade at the Santiago Street intersection to the west and the 1-5 southbound off-ramp to the <br /> east. The new Santa Ana Boulevard profile is designed to provide a minimum of 16.5 feet <br /> clearance to the soffit of the underpass structure utilizing 6% grades for the approaches. <br /> 5.1.4 Cross-Section <br /> Santa Ana Boulevard is designed as a six-lane primary arterial with three traffic lanes and a <br /> total of 35 feet of traveled way in each direction, plus a 15-foot median. The northerly <br /> parkway will be widened to accommodate the utility corridor and the landscape-retaining- <br /> slope area. The southerly parkway will remain at the standard width of eight feet. <br /> Landscaping will not be proposed within the southerly parkway. However, a 50-foot <br /> landscaped embankment will be incorporated to the south to eliminate the need for a <br /> retaining structure against the SARTC. The 50-foot buffer will also accommodate future <br /> developments including a street car corridor and the SARTC Master Plan. <br /> 5.1.5 Adjacent Streets <br /> Access from Logan Street to Santa Ana Boulevard will be terminated with a cul-de-sac on <br /> Logan Street. The intersection of Fuller Street and Santa Ana Boulevard will be reconfigured <br /> PROJECT REPORT EQUIVALENT 8 <br />