This section evaluates the projected traffic operations and circulation impacts associated with the proposed upgrade and expansion of the LWRP.

Transcription

1 4.5 TRAFFIC AND CIRCULATION This section evaluates the projected traffic operations and circulation impacts associated with the proposed upgrade and expansion of the LWRP Environmental Setting Existing Roadway System Figure illustrates the regional and local roadway network in the project vicinity. Most of the roads in the vicinity of the project site are paved, unsignalized, two-lane County and private roads. The area is sparsely populated and several roads, such as Avenue B, Avenue C, and 40 th Street West among others, have unpaved dirt segments. SR-14 provides primary regional access to the LWRP. This north-south freeway, which is maintained by California Department of Transportation (Caltrans), is located approximately 1,000 feet west of the LWRP. The Avenue D exit off of SR-14 serves as the major access route to the LWRP. According to Caltrans, approximately 30,000 vehicles proceed north each day on SR-14 in the vicinity of Avenue D, while approximately 31,000 vehicles proceed south on a daily basis. SR-14 handles much of the commuter traffic from Lancaster to EAFB. SR-14 connects Interstate 5 near San Fernando to the south with the east-west State Route 58 (Bakersfield, Barstow) and the north-south Route 395. Sierra Highway provides secondary regional access to the LWRP. This highway, which is also maintained by Caltrans, parallels the Union Pacific Railroad and runs through the eastern portion of the project site between SR-14 and EAFB. This road connects the communities of Lancaster and Palmdale with Rosamond and provides a commute route to EAFB. Avenue D is a paved, two-lane primary arterial maintained by Caltrans. This road is also known as State Route 138 and connects to Interstate 5 approximately 40 miles to the west. Avenue A is a paved, two-lane east-west arterial located north of the project site. Avenue B is a local, partially unpaved roadway that runs in an east-west direction from Sierra Highway to 110 th Street West. It provides local access to Nebeker Ranch and nearby residences from SR-14 and Sierra Highway. Avenue C is a local, partially unpaved roadway that runs in an east-west direction from Sierra Highway to Final LWRP 2020 Plan EIR May 2004

2

3 30 th Street West. The north-south streets (10 th, 30 th, 40 th, 50 th, and 60 th Streets West) are paved within the project area. The proposed project site for the eastern agricultural area extends east from 50 th Street East to 100 th Street East, and extends north from Avenue G to Avenue D. Most of the roads within this area are paved, unsignalized, two-lane country roads. This region is sparsely populated with mostly agricultural land. The Union Pacific Railroad runs parallel to Sierra Highway, providing freight service from the Antelope Valley to the San Joaquin Valley and northeastern California. The railroad is well maintained, accommodating four or five trains per day with at-grade crossings at Avenues C and E Environmental Impacts and Mitigation Measures Thresholds of Significance According to CEQA Guidelines, a project would have a significant effect on the environment if it: Causes an increase in traffic which is substantial in relation to the existing traffic load and capacity of the street system. Causes circulation patterns associated with the project to create unsafe traffic operation. Causes potential traffic safety hazards to pedestrian and bicyclists. Generates a demand for parking that would not be accommodated by the proposed on site supply of parking spaces. Impact 4.5-1: Construction activity would temporarily increase traffic volumes on roadways in the project vicinity. Construction of treatment and storage facilities would result in temporary transportation impacts resulting from truck movements to and from the project site during activities association with project construction. Construction-related traffic would cause a temporary and intermittent lessening of the capacities of the access streets and haul routes because of the slower movements and turning radii of construction trucks compared to personal occupancy vehicles. Construction activities are anticipated to create a maximum of Final LWRP 2020 Plan EIR May 2004

4 300 trips per day on local and regional roadways due to construction worker trips and the delivery and removal of construction materials to and from the project site. Road blockage during times of peak traffic flow would have a greater potential to create conflicts than during non-peak hours due to increased commuter traffic on the affected roadways. Sierra Highway is anticipated to have the greatest number of potential traffic conflicts during construction activities. Due to the relatively low frequency of activity along the Union Pacific Railroad (four or five trains daily), construction of the treatment and storage facilities is not anticipated to significantly impact railway traffic. Along Sierra Highway, commuter traffic is expected to reach speeds in excess of 65 miles per hour (mph). The addition of comparatively slow-moving construction vehicles would increase traffic volumes and could potentially increase traffic hazards along Sierra Highway as trucks enter from construction sites into the fast-moving traffic. Mitigation measures will be taken to reduce the impact of construction vehicles on Sierra Highway to less than significant levels. Temporary transportation impacts would also result from project construction adjacent to public roadways. Because construction of the new LWRP facilities will not take place immediately next to main arterials and highways, and would affect primarily dirt roads (Avenues B and C), the minimal daily trips could easily be directed north or south of the construction area. No adverse traffic conditions are expected to occur. Because relatively low traffic volumes would be expected on these streets and because adequate capacity is expected to be available at adjacent intersections, the closure of or delays caused on any local streets due to construction are not expected to create any adverse traffic conditions in the vicinity of the project site. Construction-related traffic on SR-14 would not be significant. Conversion of land to agricultural use is not expected to impact traffic. The only construction activities to occur within transportation easements would be jack-and-boring under State Highways and railroad tracks, and trenching for pipeline installations within County roads. These activities would require encroachment permits from Caltrans or the County Department of Transportation. The pipeline installation in County roads may require lane closures, but due to the wide easements of the County roads in the area, road closures would not be expected. Jack-and-bore tunneling methods would be used to cross SR-14, the Union Pacific Railroad, and potentially under segments of the Sierra Highway. Tunneling activities under Caltrans-managed roadways would require encroachment permits, but no disruption to traffic on SR-14 is anticipated. Final LWRP 2020 Plan EIR May 2004

5 Mitigation Measure Alternatives 1, 2, 3, and 4 See Mitigation Measure Significance After Mitigation Less than significant. Impact 4.5-2: Storage reservoirs under Alternatives 1 and 2 may cause an increase to airborne insect populations. Storage reservoirs under Alternatives 1 and 2 could increase insect populations that breed in still water, especially midges. Hatching midges can emerge in such tremendous numbers that they create nuisance problems. Midges often emerge simultaneously forming vast clouds of flying insects. They are especially attracted to lights. Large clouds of insects could form over Sierra Highway creating a traffic hazard. This has not occurred to date at the LWRP. Nonetheless, increased surface water could increase the potential. Mitigation measures would minimize this potential impact. Mitigation Measure Alternatives 1 and 2 Mitigation Measure 4.5-1: District No. 14 shall apply insect control measures as appropriate, such as vegetation removal around the reservoirs, to ensure hazards to traffic are avoided. Significance After Mitigation Less than significant. Impact 4.5-3: Project operation may generate additional vehicle trips that would cause traffic delays. Final LWRP 2020 Plan EIR May 2004

6 The LWRP is currently staffed by five employees, generating ten trips to and from the site each day. The site is staffed 24 hours per day. Servicing and monitoring the facilities account for an estimated 20 daily trips on local roads. An additional one or two deliveries occur each day. Biosolids and grit are currently removed from the site by haul trucks to the appropriate disposal facilities. Table displays the anticipated frequency of septage disposal trucks, chemical deliveries and biosolids removal trips for each alternative. Table Projected Year 2020 Truck Trips for Each Alternative TRUCK TRIP NUMBER OF TRUCK TRIPS (ROUND TRIP) Alternatives 1 & 3 Alternative 2 & 4 Septage Disposal Trucks per day per day Process Chemicals NaOCl 1 4 per week 1 4 per week Alum 2 per year 2 per year Ammonia 4 per year 4 per year Ferrous Chloride 4 per year 4 per year Cationic Polymer 2 per week 4 per week Sodium Bisulfate 3 per week 2 per week Other Chemicals Propane 2 per year 2 per year Diesel (Plant Equipment) 2 per year 2 per year Diesel (General) 2 per year 2 per year Gasoline 4 per year 4 per year Biosolids 2 per week 3 per week Grit/Screenings 2 per week 2 per week Source: District No. 14 By the year 2020, approximately ten employees will be necessary to operate the facility, increasing the number of employee daily trips to and from the site from 10 to 20. Service and monitoring trips would increase to 60 per day. The existing site entrance would be used by all vehicles entering and leaving the LWRP. Peak traffic on Sierra Highway and SR-14 occurs during early morning and early afternoon commute times due to traffic to and from EAFB. It is anticipated that most trips to the project site would utilize SR-14 or the Sierra Highway and would not necessarily occur during peak hours. Based on the proximity of the LWRP Final LWRP 2020 Plan EIR May 2004

7 entrance to SR-14, the small number of additional trips, and the flexibility of arrival times, the impact of the proposed project would not be anticipated to be significant. Mitigation Measure Alternatives 1, 2, 3, and 4 No mitigation measures are necessary. Significance After Mitigation Less than significant. Impact 4.5-4: Construction of the pipeline would create traffic delays and lane closures. As part of the project, District No. 14 will obtain encroachment permits from Caltrans and from the County. The encroachment permits will include traffic control plans. At this point, it is not anticipated that the project will include full closure of any streets. At least one lane of traffic will be open at all times. The proposed route taken by the force-main pipeline to the western agricultural area (See Figure 3.2) will go westward from the LWRP on Avenue F to 65 th Street West. The route taken by the force-main to the eastern agricultural area would follow Sierra Highway to Avenue E and then along Avenue E to 50 th or 60 th Street East. The pipeline may also be extended from south on 50 th or 60 th Street East to Avenue F, and along Avenue F to 100 th Street East. In addition, pipeline connections may be installed within any of the existing smaller roads within the footprint in order to access individual parcels as necessary. The impact to these roads will be temporary and will not create substantial traffic impacts. Mitigation Measure Alternatives 1, 2, 3, and 4 No mitigation measures are necessary. Final LWRP 2020 Plan EIR May 2004

8 Significance After Mitigation Less than significant. Final LWRP 2020 Plan EIR May 2004