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Agenda Report - November 7, 1984 (60)
VARIOUS PIANS COLMIL APPROM 111F 11011MING SPDC IFIGAT IONS AND ALMCRIZED AND SPBCIFI- THE ADVWrISING FCR BIDS THMIT-V: A I-AlrTfIM ATYMINCRYL" IANE 1. 1 NE PA I N7 I NG I OF MY .S Y(= Lane Line Pninting of City Streets 15 KV MY Cable CITY :c0uNc I 'MEET VARIOUS PIANS COLMIL APPROM 111F 11011MING SPDC IFIGAT IONS AND ALMCRIZED AND SPBCIFI- THE ADVWrISING FCR BIDS THMIT-V: A I-AlrTfIM ATYMINCRYL" IANE 1. 1 NE PA I N7 I NG I OF MY .S Y(= Lane Line Pninting of City Streets 15 KV MY Cable l: Y • CITY OF COUNCIL COMMUNICATION 140TICE TO BIDDERS FOR LANE LINE PAINTING OF CITY STREETS The City of Lodi invites sealed proposals for the painting of 60.6 mi les of lane lines. Sealed proposals shall be delivered, marked "Bids for Lane Line Painting of City Streets", to the Purchasing Agent at the City Hall, Call Box 3006, (221 W. Pine Street), Lodi, CA 95241-1910, on or before: 11:00 A.M., WEDNESDAY, November 21, 1984 and will be opened on the above day and hour in the City Hall Council Chambers, City Hall, Lodi, California. The City of Lodi reserves the right to reject any or al; bids, or to accept other than the lowest bid. Reference is hereby made to said specifications for further details, which specifications and this notice shall be considered part of any contract made pursuant thereto. James W. Pruss Purchasing Agent PSEQ01/11pl G NOTICE INVITING BIDS FOR LANE LINE PAINTING OF CITY STREETS Sealed proposals marked "Bid on Lane Line Painting of City Streets" will be received by the Purchasing Agent in his office, Lodi City Hall, Call Box 3006 (221 W. Pine Street), Lodi, CA 95241-1910, until 11:00 A.M., Wednesday, November 21, 1984. They will be publicly opened and read in the City Hall Council Chambers. BID REQUIREMENTS 1. General Description of Work The work to be done consists in general painting of 60.6 miles of existing lane lines. 2. Specifications 2.1 Paint used to paint lane lines shall comply with State specifications, or approved equal. 2.2 All materials shall be guaranteed for a period of one year against material defects and workmanship. 3. Material 3.1 Paint shall be applied at a rate to provide a film thick— ness of .015" wet, .008" dry; and 3.2 Beads shall be applied at a rate of approximately five -six pounds per gallon of paint. 4. Equipment The striping machine shall be equipped to spray two (2) colors of paint simultaneously. 5. Special Provisions 5.1 The City of Lodi reserves the right to increase or decrease any of the quantities within reasonable limits (plus or minus 15%). 5.2 All bids shall be submitted on bid proposal form attached. 5.3 Successful bidder shall supply all labor and traffic control devices required to avoid tracking of wet paint. 5.4 It shall be the contractor's responsibility to sand blast excessive tracking and improper width, leaving line edges clean and sharp in appearance. PSEQ01/ilp Notice Inviting Bids for Lane line Painting of City Streets Page 2 5.5 The City Engineer will determine which streets are to be painted during hours other than normal daylight hours. 5.6 Upon completion of the project, the City shall be furnished with the following information; a. The number of gallons of bltck, white and yellow paint used; b. Pounds of beads used; and c. The number of manhours expended on the job 5.7 The contract price of painting lane lines shall include full compensation for furnishing all labor, material, tools and equipment to apply paint and no additional compensa- tion will be allowed therefore. This includes sand blasting if necessary and protecting the paint from traffic and tracking until the paint is dried sufficiently so that the paint will not adhere to the tires of a vehicle. 5.8 Contractor shall complete work within thirty (30) days after award of bid. James W. Pruss Purchasing Agent PSEQ01/llp ':�;•:<�.r".'uv�;.��.v�;;,:?,;.,s,,,.,�.admen:,�Ya�:�a��s:�..c::a��..,�::.�..:.-��.�:.r..:_z.�v�;tsir'� ..,r"R7�.�;:xa�i-.s�''��'�� .K�tw.'�'S.:4a'�#7�A�t;�,� 90" 9 9 v 3 u fo4- v v r O -'Au N y u •V/ ta. 02 S - c go Mt - STREET BOUNDRIES m a 00 -W :it ~ WI, Turner Road West -East City Limits 15,840 12,800 600 1,600 Louie Avenue Ham Lane -Sacramento 3,840 590 Lockeford Street Mills Ave. -Myrtle St. 10,950 4,240 100 Victor Road Cherokee Ln. -East City Limits 820 460 110 Elm Street Lower Sacramento Rd. -Cherokee Ln. 13,240 260 130 50 Pine Street Ham Ln. -East City Limits 12,450 250 Pine Street Mills Ave. -Corinth Ave. 2,000 Oak Street Church St. -Sacramento St. 750 Walnut Street Chruch St. -Sacramento St. 750 Lodi Avenue West City Limits -Beckman Rd. 25,850 12,820 1,190 Tokay Street Lower Sacramento Rd. -Cherokee Ln. 11,630 1,120 Vine Street Lower Sacramento Rd. -Sacramento St 9,210 250 Vineyard Drive Hutchins Street - Tree Court 1,380 Banyan Drive Vineyard Dr. -Harney Ln. 780 Kettleman Lane Freeway -East City Limits 160 650 50 Harney Lane W.I.D. - SPRR Tracks 1,710 1,960 170 Cluff Avenue Victor Rd. - Truner Rd. 2,250 200 Cherokee Lane South -North City Limits 22,300 1,640 1,220 9,880 Stockton Street Harney Ln. -Turner Rd. 13,860 1,990 130 50 Sacramento Street Lodi Ave. -Turner Rd. 4,850 500 60 School Street Lodi Ave.-Lockef,3rd St. 2,950 Church Street Turner Rd. -Century Blvd. 15,280 3,880 530 100 Hutchins Street California -Harney Ln. 16,220 1,150 1,070 2,890 Ham Lane Harney Ln.-Edgewood Dr. 32,600 9,500 1,550 Mills Avenue Royal Crest Dr. -Turner Rd. 9,450 Rutledge Drive Elm St. -Turner Rd. 3,020 Fairmont Avenue Lodi Ave. -Oak St. 1,100 Virginia Avenue Mills Ave. - Lodi Ave. 2,750 450 Edgewood Drive Turner Rd. -Kirkwood Dr. 6,200 Clowe Court Virginia Ave. - East 100' 100 224,190 54,8 10 6 910 200 14.370 TOTAL L/F 1 ':�;•:<�.r".'uv�;.��.v�;;,:?,;.,s,,,.,�.admen:,�Ya�:�a��s:�..c::a��..,�::.�..:.-��.�:.r..:_z.�v�;tsir'� ..,r"R7�.�;:xa�i-.s�''��'�� .K�tw.'�'S.:4a'�#7�A�t;�,� BID PROPOSAL LANE LINE PAINTING OF CITY STREETS The undersigned declares that he has examined the attached quantities and bid requirements and submits the following bid: Item No. Description L/F Cost per LIF Total Price 1. Broken Yellow/White 244,190 $ $ 2. Double Yellow 54,810 $ $ 3• 8" Solid White 6,910 $ $ 4. 4" Solid White/Yellow 200 $ $ <.5• Federal Left Turn 14,370 $ $ TOTAL AMOUNT OF BID CONTRACTOR Address: By: Ti tie: Date: UNCIL C011iMUNICA' TO.• THE CITY COUNCIL DATE NO. FROM: THE CITY MANAGER'S OFFICE October 30, 1984 SUBJECT: SPECIFICATIONS FOR THE PURCHASE OF 15 -KV XLP CABLE (UD -E84-11) Specifications for the purchase of 28,000 feet of #2 Aluminum 15-kv XLP concentric neutral cable are presented for Council's approval and permission to advertise for bids is requested. The bid opening date has been set for Tuesday, November 20, 1984. The cable will be used in Burgundy Village, Meadows, Rivergate, Whispering Oaks, and Woodlake North Subdivisions, as well as Woodbrook Apartments and for other cable needs as they develop. The estimated cost of this purchase is $23,000 with delivery expected in six months. David K. Curry Utility Director Attach. PUBLIC 11l"ARINCS Notice thereof having been published in accordance with law and affidavit of publication being on file in the office of the City Clerk, Mayor Snider called for the Public bearing to consider: DAFT INV I %N- a) The Draft Fhv i rormien t a l Impact Report for the Ham Lane MEM'AL IWACr Iaprovement Project, Lodi Avenu.: to Elm Street, Lodi ROXW FCR 11 iE IWA IANE IMF"'E- The matter was introduced by Public Works Director Ronsko. [MENTI' Pr"BCr , A verbatim transcript of the entire proceedings was made by LCD I AVFMJE TO a qualified Court Reporter and a copy of that transcript i s MAI "TI=, LCOI attached to the official minutes on file in the City Clerks office marked Wiibit "A". and thereby made a part hereof. NOTICE OF PUBLIC HEARING, BY THE CITY CaMIL OF 771E CITY OF LCDI TO CCNS IDER TiIE LRAFr ENVIR{N1'!lFNTAL MIPACr REPW FOR TIE HAM LANE rnSIROVEM NT PROJECT, LCDI AVENUE M EIM SIREEf, UDI NOTICE IS HEREBY GIVEN that on Wednesday, November 7, 1984 at the hour of 7:30 p.m. or as thereafter as the matter may be heard, the Lodi City Council will conduct a public hearing in the Council Chambers, City Hall, 221 West Pine Street, Lodi, California, to consider the Ihaft Environmental Impact Report for the Elam Lane Project. A copy of the EIR is available at the Lodi Public Library, 201 West Locust Street, Lodi, or copies will be provided if you call the City of Lodi Public Works Department at 333-6706. The purpose of this Public Hearing is to hear com-nents on the adequacy of t►e EIR. The desirability of the project or its alternatives are not matters for consideration at this Public hearing. Bases; on ccmnents received at this pub is hearing, and any other submittals made during the review period, the City Staff will prepare responses and the Final EIR. . A second hearing will be held to discuss the Final EIR after which time a decision will be made on the project. The tentative date and time for this second hearing is 7:30 p.m. December 5, 1984. Written comments should be received by November 21, 1984 for inclusion in the Final EIR. A rl Infor mtion regarding this EIR or the project in general may be obtained by calling Richard Prima, Chief Civil Engineer, City of Lodi, Public Works Department at 333-6706. Written can, nts may be filed with the City Clerk at any time prior to hearing scheduled herein and oral statements may be made at said hearing. Dated: October 17, 1984 By Order of the Lodi City Council Alice M. Reimclie City Clerk • r •; �� ••. .•� NOTICE IS HEREBY GIVEN that on Wednesday, November 7, 1984, at the hour of 7:30 p.m., or as soon thereafter as the matter may be heard, the Lodi City Council will conduct an Informal Public Hearing in the Council Chwt ers, City Hall, 221 West Pine Street, Lodi, California, to consider the prof=,csed new systan using Taste O nieelers for 6,e collection and disposal of refuse generated 1%. reci,;:,ent:a? customers. 7r_fomation rMardirJ CCs item may be obtained in the office of the City Clerk at 221 West Pine Street, Lodi, California. All interested persons are irn•ited to present theix views either for or against the above proposal. Written statements may be filed with the City Clerk at any time prior to the hearing scheduled herein and oral statements may be made at said hearing. Dated: Navenber 1, 1984 Henry A. Glaves City Manager by Alice M. Reimche City Clerk :..�: e,: ;'.:+tt.:-i'aSYy.,;aY.,1'. ..k.; `4.rlwa'� DRAFT lO(`iJSED 9 VIR0MMITAL DlPACT REPORT HAM LANE IMPROVEMENT PROJECT �s T O�TF r0 #0k co o 1'9984 Prepared for CITY OF LODI September 1984 Prepared by KATE BURDICK 1545 Shirland Tract, Auburn, CA 95603 ii Table of Contents INTRODUCTION............................................................ 1 SUMMARY OF ENVIRONMENTAL IMPACTS ........................................ 4 PROJECT DESCRIPTION..................................................... 9 Project Location ................................................... 9 Project Characteristics ............................................ 9 Permit Requirements ................................................ 13 ENVIRONMENTAL SETTING, IMPACTS AND MITIGATIONS .......................... 21 NATURAL RESOURCES .................................................. 2i Plants and Wildlife ............................................. 21 COMMUNITY RESOURCES ................................................ 24 Traffic......................................................... 24 Noise........................................................... 31 AirQuality ..................................................... 37 Land Use ........................................................ 42 Construction -Related Impacts .................................... 45 ENVIRONMENTAL EVALUATION ................................................ 47 Unavoidable Adverse Impacts ......................................... 47 GrowthInducement .................................................. 48 Alternatives to the Project ........................................ 49 REPORT AUTHORS, PERSONS CONTACTED REFERENCES ............................ 65 APPENDICES A. Plants Inventory --Suzanne Olive B. Traffic --Jeff Clark C. Noise --Stan Shelly D. Air Quality --Stan Shelly LIST OF FIGURES 1 Area Map ........................................................... 10 2 Vicinity Map ....................................................... 11 3 Existing Roadway ................................................... 14 3-1 Ham Lane Improvement Project, Lodi Avenue .......................... 15 3-2 Ham Lane Improvement Project, Walnut Street ........................ 16 3-3 Ham Lane Improvement Project, Oak Street ........................... 17 3-4 Ham Lane Improvement Project, Pine Street .......................... 18 3-5 Ham Lane Improvement Project, Elm Street ........................... 19 4 Typical Cross -Section .............................................. 20 5 Tree Removal Area .................................................. 22 TABLE OF CONTENTS iii 6 Average Daily Traffic Volumes ...................................... 25 7 Noise Levels ....................................................... 32 8 Land Use ........................................................... 43 9-1 Traffic Projections and Street Capacities, Lodi to Pine ............ 52 9-2 Traffic Projections and Street Capacities, Pine to Oak ............. 53 10-1 Ham Lane Project Alternative A ..................................... 54 10-2 Ham Lane Project Alternative A ..................................... 55 10-3 Ham Lane Project Alternative A ..................................... 56 10-4 Ham Lane Project Alternative A ..................................... 57 10-5 Ham Lane Project Alternative A ..................................... 58 11-1 Han Lane Project Alternative B ..................................... 59 11-2 Ham Lane Project Alternative B ..................................... 60 11-3 Ham Lane Project Alternative B ..................................... 61 11-4 Hasa Lane Project Alternative B ..................................... 62 11-5 Ham Lane Project Alternative B ..................................... 63 12 Alternative Street Cross Sections .................................. 64 LIST OF TABLES I Level of Service Definitions ..................................... 26 2 Summary of Existing Street Conditions .............................. 27 3 Future Traffic Projections ......................................... 28 4 Present Ham Lane Noise Levels ...................................... 33 5 Recoussended Noise Levels for Residential Uses ...................... 33 6' Projected Noise Levels (dBA)....................................... 34 7 Ambient Air Quality ................................................ 38 8 Ham Lane Project CO Concentrations ................................. 40 9. Projected Year 1005 Roadway Levels of Service 50 I Introducti on This Environmental Impact Report (EIR) addresses the potential environmental effects of the City of Lodi's proposed street widening Improvement Project on Ham Lane. The project calls for widening four blocks of Ham Lane between Lodi Avenue and Elm Street from an existing two-lane road to a four -lane road. Other improvements such as replacement of curbs, gutters, sidewalks and drainage improvements also are planned as a part of. this project. A full description c.f the project is presented in the Project Description section of this report. The project was initially proposed in 1978 and an Environmental Impact Report was completed in May 1978. While that EIR contains useful information, conditions have changed enough to warrant revision of the previously prepared EIR. Therefore, this document is a Focused EIR which addresses only t1hose issues determined by the City of Lodi to require revision since the time the last EIR was rrepared. The issues evaluated in this report include loss of street trees, traffic, noise, air quality, land use and neighborhood character and construction related impacts. In addition, a range of project alterna- tives are fully discussed. A summary of the identified project impacts is presented in the following section, Summary of Environmental Impacts. Because the proposed project is considered controversial by affected citizens, several attempts have been made to solicit citizen input early in the review process so that all concerns could be incorporated into this report. A letter was sent by the City of Lodi to all owners and residents within the Ham Lane Improvement Project area informing them of the EIR process and of an informal meeting held for citizens to express their concerns. Thcse unable to attend the meeting were encouraged to write or call the City or this consultant with any concerns. About 32 people attended the informational meeting held August 23 and some calla and a letter have been received to date. Public comment also can be made during the review period for this Draft EIR, and at a public hearing before the City Council. This EIR has been prepared for the City of Lodi in accordance with City requirements and the State CEQA (California Environmental Quality Act, Guidelines. As stated in these guidelines, an EIR is an "infomational document" with the intended purpose to: "inform public agency decision -makers and the public generally of the significant environmental effects of a project, identify possible ways to minimize the significant effects and describe reasonable alternatives to the project." Althouugh the EIR does not control the City's ultimate decision on the project, the City must consider the information in the EIR and respond to each significant effect identified in the EIR. As defined in the CEQA Guidelines, "significant effect on the environment means: . . . a substantial or potentially substantial adverse change in ar.y of the physical conditions within the area affected by the project including land, air, water, minerals, flora, fauna, ambient noise and INTRODUCTION 2 objects of historic or aesthetic significance. An economic or social change by itself shall not be considered in determining whether the physical change is significant. HOW TO USE TRIS REPORT This report is divided into six sections: Summary of Environmental Effects, Project Description, Environmental Setting, Impacts and Mitigations, Environ- mental Evaluation, Persons Contacted and the Appendices. Each of these sections has its own purpose and serves to aid the reader in fully under- standing the project and its implications. A brief description of each section follows: Sumary of Environmental Effects This section serves to list all of the potential impacts of the project. Any mitigations which will reduce or eliminate project impacts are also presented. The level of significance with and without mitigation is identified. This section is an overview for use during discussion of the project and does not include any discussion. Use of the summary only, without reading the supporting text, could lead to an incomplete understanding of the project. Project Description This section presents a full description of the proposed project. Environmental Settings, Impacts and Mitigations This section is based on studies prepared by exper' subcontractors or caembers of the staff. This section serves to describe existing conditions, identify potential impacts of the project and present mitigations to minimize identi- fied impacts. The text is based on technical reports which are contained at the back of the report in the Appendices. Anyone interested in the actual methods of evaluation should refer to the Appendices while people interested in the results of the evaluation will find the information in this part of the report. Environmental Evaluation This portion of the report is required by state law (CEQA). These sections are used to identify,for decision makers and the general public, the unavoid- able effects of the project, the potential for growth inducement and any alternative design options which will achieve the same general goals. INTRODUCTION 3 Persons Contacted This is a list of all the people who were contacted, either in person or by telephone, in the course of the report preparation. The subcontractors who prepared technical reports are also listed. Appendices Technical reports prepared by specialists are included in their entirety and address traffic, air quality, noise and biologic issues. Summary of Environmental Effects 4 Summary of Environmental Impacts EXISTING CONDITIONS The project under consideration is widening of Ham Lane between Lodi Avenue and Elm Street within the City of Lodi. The project would expand this street from two lanes to four lanes with associated road improvements. A gull description of the proposed improvements is presented in the Project Descrip- tion section of this report. The following list itemizes all impacts, both significant and insignificant, that were identified during the course of this environmental analysis. The level of significance of each impact is presented, both with and without suggested mitigation measures. The mitigated impact implies that all mitigations should be followed, unless otherwise indicated in this Summary. Adverse impacts that are unavoidable and which cannot be mitigated to a level of insignificance are noted. Because no Initial Study was prepared on the project due to the fact -hat a previous EIR had been prepared, the City prepared a Scope of Work which detailed areas of investigation. All effects that were deemed potentially significant have been evaluated in this report. This Summary should be used in conjunction with a thorough reading of the report. The Summary is intended as an overview; the report serves ars the basis for this Summary. Project Mitigated Impact Impact PLANTS S M -- Loss of street trees and landscaping. Mitigation 1) Retain existing trees within the undeveloped right- of-way. 2) Replace removed trees and shrubs with specie., of similar type and nuumber. Prepare landscaping plan to identify the type, number, location, spacing and maintenance of trees to be replanted. S -Significant. M4loderate. I -Insignificant. B -Beneficial. Project Mitigated Impact Impact SLWMARY OF ENVIRONMENTAL IMPACTS 5 OR 3) Redesign project according to proposed Alternative B. Slight potential for root disturbance of existing trees due to project construction. Mitigation 4) Exercise caution during sidewalk construction to minimize potential root disturbance whenever possible. TRAFFIC B B -- Decrease in existing and long-range traffic congestion. Mitigation 5) None required. M M -- Decrease in pedestrian safety. Mitigation 6) Provide additional pedestrian safety devices (crosswalks, roadway warning signs, traffic guards, traffic or pedestrian signals). M I -- Potential delays to cross traffic. Mitigation 7) Install traffic lights as signal warrants are met. M M -I -- Potential for increased vehicle speeds. Mitigation 8) Install speed limit signs, increase enforcement, lower speed limits. M N,-1 -- Decreased on -street parking. S S B SUMMARY OF ENVIRONMENTAL IMPACTS 6 Mitigation 9) Provide that all future developments hsve adequate off-street parking. NOISE S -- Increase in vehicular noise. Mitigation 10) Install sealed windows across house f:-ontages wherever feasible. M B M I 11) Reduce vehicle speed. 12) Encourage carpools, bicycle use and mass transit to reduce vehicle voltm-as. 13) Enforce vehicle codes concerning faulty or modified exhaust systema. 14) Implement an alternative which reduces the distance between affected properties and travel lanes. -- Short-term increase in construction related vehicle noise. Mitigation 15) Require the contractor to utilize construction equipment of quiet design that is well-maintained wherever feasible. 16) Require the installation of superior mufflers and engine enclosure panels on construction equipment where feasible. 17) Restrict equipment usage to 7:30 A.M. to 5:30 P.H. AIR QUALITY -- Incremental decrease in local emission concentrations. Mitis ation 18) None required. -- Temporary construction -related increase in dust. SUMMARY OF ENVIRONMENTAL IMPACTS 7 Mitigation 19) Use water sprinkling applications daily on dusty working areas. LAND USE S M -- Change in the perceived neighborhood character. Mitigation 20) Follow landscaping Mitigation #1-3. 21) Provide crosswalks and traffic signals to minimize traffic safety hazards. 22) Insure that proper visibility from resident driveways is maintained when street trees are replanted. 23) Consider installation of automatic garage door openers where necessary to provide safe resident access. 24) Follow noise mitigation #10-14. 25) Where appropriate, consider provision of fencing or lattice to provide a sense of resident privacy (may require zoning variances). CONSTRUCTION IMPACTS M M -- Local traffic disruption and loss of parking during construction. Mitigation 26) Plan detour routes for minimal neighborhood disruption. 27) Notify emergency services of street closures. 28) Plan construction around peak traffic times. S M Temporary increase in noise. Mitigation 29) Follow mitigation #15-17. M M I I I I SUMMARY OF ENVIRONMENTAL IMPACTS 8 -- Temporary decrease in air quality. Mitigation 30) Follow mitigation #19. -- Temporary disruption of local businesses. Mitigation 31) Schedule construction to be completed as soon as possible in front of area businesses. Potential disruption of subsurface utilities. Mitigation 32) Plan construction to avoid underground utilities. Project Description 9 Project Description PROJECT LOCATION The project site is located in the western side of the City of Lodi, in San Joaquin County, approximately 7 miles east of Highway 5 and 1 mile north of Highway 12. Ham Lane is a major north -south arterial in the City and intersects Highway 12 at the first signalized intersection at the City's western entrance on Highway 12. Ham Lane extends from above Turner Road on the north approximately three miles to Harney Lane on the south. Except for the area of the project site, Ham Lane is a four -lane, two -directional street, with stop signs and signals at key intersections. The project site comprises a four -block segment of Hare Lane between Lodi Avenue on the south and Elm Street on the north (see Figure 2). This section of Ham Lane consist of two lanes, the only existing twc-lane section of Ham Lane except for the extreme north end within Lakewood Subdivision. This portion of the street has 50-, 65- to 80 -foot wide right-of-way (R/W) with a section of 80 -foot R/W at Lodi Avenue. The current developed roadway ranges in width from 44 to 50 feet. The narrowest portion of the project area is between Lodi Avenue and Walnut Street. (See Project Characteristics below for further details on existing and proposed improvements.) The project site is located within an urbanized section of the City. Residential use is predominant along the project segment of Ham Lane, dominated by single-family houses. Office and public uses are predominant among the residential uses along Ham Lane south of the project section. Commercial uses are found on Ham Lane between Elm Street and Lockeford Street. (See land iese section of this report for further details regarding surrounding land uses.) The project segment of Ham Lane also is characterized by large, tall trees which line the street and are described in the Plants section of this report. PROJECT CHARACTERISTICS Proiect Obiectives The purpose of the project is to alleviate existing and projected traffic congestion and improve traffic flow along the four -block project section of Ham Lane. Ham Lane is an arterial road which facilitates major north -south traffic flow through the City, for residents, visitors and business use. Ham Lane is considered a major arterial and vital link in the City's transportation/circulation system (CH2M Hill, 1978). The proposed improvement plans are consistent With the City's current Five -Year Capital Improvement t Program. The project will meet projected traffic demands to the year 2005 and beyond at a Level of Service A. Existing traffic volumes along the project Figure 1 AL 0 -----Jmbur— Pow P -A! r 7r To —NOW: j 1 ` J cr- I t-1 9tc-I C-2 4 *-a C4L C-2 C -S Pt 2 I—. - L CE J 4 01- CP i: C -I L A 1 r go F7 jI Ham Lane , I I L Improvement Area — --44 -4 --------—--- - 3 MMIK 'AKW— i of it -C.0_ XJ .T C s -46% Vicinity map 11 all Figure 2 C -M PROJECT DESCRIPTION Page 12 segment of Ham Lane range from 12,400 to 14,100 vehicles per day. (See traffic section of this report for further details of existing and future traffic projections.) Project History 'Ran Lane originally existed as a 50 foot county road from Lodi Avenue (Sargent Road) to Turner Road (county road). The first major residential subdivision in the project area was the Hutchins Homestead Addition #3 in 1938. Prior to the next major subdivision in 1950 (Fairmont Park, east side of Ham Lane, south of Elm), the City determined that the R/W width of Ham Lane should be 80 feet. Thus Fairmont Park and subsequent developments have dedicated an additional 15 feet on each side of Ham Lane. However., developers were not required to physically widen the existing street. This explains why the street is not centered in the right-of-way and why widening could occur over most of the project without the acquisition of additional right-of-way. The proposed project was presented before the City in 1978 but was rejected at that time due to public opposition. Project Improvements The proposed project will result in an 80 -foot wide right-of-way along the project section of Ham Lane, with a developed 64 -foot wide roadway. Th e existing curb -to -curb street width in this section of Ham Lane ranges between 44 and 50 feet. This portion of Ham Lane is currently striped for two traffic lanes and has crosswalks that are marked at the intersections. Figure 3 illustrates the existing Ham Lane roadway. An eight -phase traffic signal controls the Lodi Avenue and Ham Lane intersection and a four-phase traffic signal controls the Elm Street and Ham Lane intersection. Curbside parallel parking is allowed along both sides of Ham Lane between Lodi and Elm.. The current on -street parking capacity is approximately 135 spaces (Clark, 1984). Ham Lane, north and south of the project segment, has a curb -to -curb street width of 61.5 and 64 feet, respectively, and is striped for four traffic lanes and on -street parking, with left turn lanes and no parking at intersections. The proposed project will result in four 12 -foot wide traffic lanes and a combination of left -turn pocket lanes and on -street parking. Right-of-way easements will be acquired by the City as necessary. As part of the pit'Oject, curbs and a 5 -foot sidewalk on each side of the street will be constructed. Storm drains will be upgraded, fire hydrants and utility lines relocated, driveways reconstructed and pavements restriped. Project improvements are illustrated on Figures 3-1 through 3-5. A typical street cross-section is presented in Figure 4. PROJECT DESCRIPTION Page 13 PERMIT BEQUIREME1fT8 As the lead agency, the City of Lodi is responsible for approving or disapproving the proposed project. The project is a City street and will not require permit approval from agencies other than the standard City department, review. Relocation of utility lines will require approval by the pertinent utility companies (i.e., P.G. 6 E., Pacific Bell Telephone) according to their requirements. 2 • RIONT-OVWAY LINE APARTMENTS � u 1 1. NO ►ARRINO -- 22.3' 20.5' e�/'s0 Ot!I O AIGHT-0i-WAY LINE I �1(Pm Wl ®Iw m 01 r I (� I � 41 i i I ' ws0►��-O:-wAr IINE I 'I l RIONT-01-11AY L1NE ® CHURCH to 22.3' 20.3' J W R/QNT-Os-wAr LINE W 1 O r --i� 22.5' W 26.3' 24.59 yWj' I L.� z . RIOW-Of-WAY LINE 1 �-;-'► ►-� 24.3' RIGHT-OF-WAY LINE COMMERCIAL aWaI 24.3' 191 R10NT-OF-WAY LINE Existing Roadway ©^®Qi.l Y r Figure 3 &4'c -c LO 11 Ham Lane Improvement Plan IIGEND EXISTING SiOfWAIx PROPOSED S►OEWALK - EXISTING RIt3NT Of WAY '•' . RIGHT Of WAY TO BE ACOUIREO CRS C -C CURB TO CURB Figure 3-1 . J Ham Lane Improvement Plan IIGEND EXISTING SiOfWAIx PROPOSED S►OEWALK - EXISTING RIt3NT Of WAY '•' . RIGHT Of WAY TO BE ACOUIREO CRS C -C CURB TO CURB Figure 3-1 R01/�f �d '•i1' WALNUT STREET 3' • Ham Lane Improvement Plan LEGEND EXISTING SIDEWALK _. PROPOSED SIDEWALK �• it RIGHT OF WAY TO BE �I ACQUIRED C -C CURB TO CURB • , 4 ' R01/�f �d '•i1' WALNUT STREET 3' • Ham Lane Improvement Plan Figure 3-2 21 - ■ tm LEGEND EXISTING SIDEWALK _. PROPOSED SIDEWALK EXISTING RIG►IT OF WAY RIGHT OF WAY TO BE ACQUIRED C -C CURB TO CURB Figure 3-2 21 - ■ tm OAK STREET " Ham Lane Improvement Plan uau+c EXISTING SIDEWALK • •�..... • PROPOSED SIDEWALK EXISTING RIGHT Of WAY RIGHT Of WAY TO BE ACOUIRED (ROW) r -C CURB TO CURB Figure 3-3 iv k:' c i . a T PINE STREET LEGEND EXISTING SIDEWALK PROPOSED SIDEWALK EXISTING RIGHT OF WAY RIGHT OF WAY TO Be LA ACQUIRED MOW) C -C CURB TO CURB R s Hann Lane Improvement Plan Figure 3-4 0 &A4'G-G Elm Street Ham Lane Improvement Plan LEaENO EXISTING SICIeVALK PROPOSED SIDEWALK ® EXISTING RIGHT OF WAY RIGHT OF WAY TO BE ACOUIRED (ROW) C -C CURB TO CURB Figure 3-S 1.' 2.' i WEST MIGHT -OF -WAY O 1?' I IL ?•O EAST R*W-OF—WAY ( I 0 LAN IL S t Ap JG1Nv I y�Mt.K vw�arC t :M►RK � N 4 tw �O�'Ri4�T - oF-wM'�i, f►4' �'�' 4 •40' a �' 3'1It o' TYPICAL DRIVEWAY'URS a GUTTER V-/^ LhN V T 40' � b I got �• a ►d � w a..,... • .r w. NOTE Ct IS A SECTION LINE AND NOT NECESSARILY THE CENTER LINE OF EXISTING ROAOWAY Ham Lane Section PROPOSED & EXISTING Typical Mid Block Figure 4 L r Environmental Setting, Impacts and Mitigations 21 Plants and Wildlife EXISTING CONDITIONS The project segment of Ham Lane is primarily in single-family residential -use. M apartment building, nursery, church and veterinary hospital are also found in the project area. Landscaping typically found in developed residential areas is found along this portion of Ham Lane. There are no threatened or endangered plant or animal species found in this area. The project section of Ham Lane is one of the older residential areas of the City. As would be expected, there are numerous large, mature trees, as well as smaller trees, shrubs, lawns and typical residential landscaping planted in the front yards of the existing horses. It is estimated that there are nearly 100 mature evergreen and deciduous trees found in this area. There is no single dominant species, but a comb inatio;a of ash, maple, birch, cedar, spruce, juniper and pine are found. Location of existing trees is shown in Figure S. Project plans call for the removal of all trees and landscaping within the proposed 80 -foot wide right-of-way. The issue of concern in this section is the loss of street trees due to the widening of Ham Lane. The presence of these mature, large trees serve several functions. They establish a residential character of the neighborhood and a pleasant visual quality to the street. They also provide shade and enhance a sense of privacy to existing residences. Wildlife is not an issue in this EIR because the project is located within an urbanized area. IMPACTS AND MITIGATION MEASURES Impact: Loss of street trees and landscaping. Approximately 30 mature trees, 20 immature trees and various shrubs and landscaping would be lost due to project implementation. This would result in a change in visual and neighborhood quality of the project area, as well as a loss of shade, with potential increases in summer temperatures to area residences. A field survey was conducted as part of this report to determine the number and type of trees that will be removed. This report is contained in Appendix A, and identifies the species that will be removed on each side of Ham Lane for each block. More major trees will be removed on the east side of Ham Lane than on the west. Approximately 20 mature trees will be removed on the east side of Kam Lane compared to about 10 mature trees that will be lost on the west side. About 20 younger, smaller trees will be removed on the east side and 32 on the west side. The majority of immature trees and shrubs to be removed on the west side are those adjacent to the existing nursery. In addition, ,Approximately 10 feet of lawn and landscaping will be lost as a result of the roadway widening. (4'O'C -C a PLANTS ARID WILDLIFE 23 Mitigations 1. Where feasible, retain existing trees within the 80 -foot right-of-way, but outside the 75 -foot developed area. Where mature trees stand on or just within the developed right-of-way, adjust the sidewalk alignment to accomodate saving the tree. It is estimated that sidewalk readjustment could save approximately 15 trees. This could also entail additional R/W acquisition. 2. Replant Has Lane with the i-eme or similar number and type of sped.& as those resoved. In order to maintain the character of the neighborhood as provided by the existing landscaping, it is suggested that a landscaping plan be prepared to insure tha' the number, type, location and spacing of trees is consistent with current plantings wherever possible. Appendix A presents a list of recommended tree and shrub species that could be used for planting. This list will affect the ultimate lend- scaping plan. It is suggested the Raywood or Moraine Ash be substituted for Modesto Ash, as they are mora ?:.dense -resistant (Olive, 1984). Replanting could occur in box planters, u t space considerations way limit the size of trees that can be replanted due to the limited space available for root growth. It is suggested that large trees (50 to 70 feet tall) be planted 15 to 20 feet away from a dwelling, and that medium trees (3 5 to 50 feet tall) be planted 10 to 15 feet away from a dwelling. Medium size_ trees planted close to the sidewalk could be planted in deep -well containers to force the roots down. Immature trees and shrubs within the developed right-of-way should be transplanted within the undeveloped right-of-way whenever possible. OR 3. Redesign project according to Alternative B as discussed in the Alterna- tives section of this report. This would serve to retain most trees on the east side of the street because the developed roadway would be 56 feet wide, with a 72 -foot right-of-way. Im act: Slight potential for root disturbance of existing trees due to project construction. As a result of sidewalk construction, there is a slight potential for root disturbance to trees that are not removed. iiawever, while there may be some root damage, it does not appear that this will be significant due to the location and type of trees involved. Typically, 4.5 feet from the sidewalk to the tree trunk is a safe distance to prevent root damage (Olive, Personal Communication, 1984). It is estimated that sidewalk construction will cause excavation to about 12 inches, depending on existing ground elevation. Mitigation 4. Exercise caution during sidewalk construction to minimize potential root disturbance whenever possible. 24 Traffic EXISTING CONDITIONS Han Lane is one of the major north -south streets serving the City of Lodi. Has Lane terminates at Turner Road at its north end and at Harney Lane at its south end. The proposed improvement project would affect a four -block segment of Has Lane iep--lige Lodi . b32{WK44. 4*d El.&A This segment is characterized by right-of-ways (R/W) varying from 50 to 65 and from 65 to 80 feet and by developed street widths of 44 to 50 feet. The street is not centered within the R/W. The narrowest developed width occurs in the Lodi to Wald a block. 0t..C.. Han Lane between Lodi Avenue and Elm Street is currently striped with two travel lanes. Intersections are marked with crosswalks and are controlled by stop light* at the Lodi Aveuue and Elm Street intersections. The Walnut and Oak and Pine Street intersections are not signalized. Curbside parking is allowed on -street along both sides of Ham Lane from Lodi Avenue to Elm Street. The current on -street parking capacity is approximately 135 spaces. The current traffic volumes along the project *egment range between 12,400 to 14,100 ADT. Peak hour (7:00-9:00 A.M.; 4:00-6:00 P.H.) volumes are 660-940 and 1,050-1,120. Critical intersection approach movements at Han/Lodi are 515 vehicles, while peak hour movements at Ham/Elm are 650 vehicles. !k 0 the (See Figure 6.) Based on this data, the levels of service (LOS) at both the Lodi and Elm Street intersections is LOS A (see Table 1 for a defir_ition of the various levels of service). However, it must be noted that during certain periods of the day, specifically when high school gets out at Lodi High, the southbound approach to the Ham and Lodi intersection experiences periods of congestion. Cycle failuree and blockage of various intersection approach lanes are common occurrences. Southbound vehicles wishing to turn left onto Lodi Avenue q"eae b0.G '-- up snd ')lock access to the southbound Ham Lane throughlanes. These occurrences are short in duration and are difficult to quantify. For this reason, and becauje of limitations of analysis methodologies, the calculation of the level of service for these occurrences was not attempted. Current analysis methodologies are limited to calculating the LOS for an intersection using intersection approach volumes *unwed over a one-hour period. Thus, the peaks are averaged out during the analysis hour. Land uses along the Ham Lane corridor consist primarily of residential development varying from single family to multiple family. There is some commercial develo;xaent near Elm °;reet. Lodi High Sct.col, with access to Ham Lane on the west side of the studs section, has a distinct influence on Hata Lane traffic flows. During the 11:00-3:00 P.M. hours, traffic vo'umes are very high in the southbound direction (570 VPH). Table 2 presents a summary of existing conditions along Ham Lane from Lodi Avenue to Elm Street. O O O 0 0 0 RNER RO ' 8000 0 10.600 9500 c 7000 O b b N O b e� O O C m LOCK�ETFOR T. 0• 6006' _600 8000 VICTOR RD.ELM p OD bO c o c 250Oo W a h (04 00 to 0 Osloz ACJ W LODI O `" s00 5500 10,000 111,500• 00.000 b m OKAY ST. 00 a 'O �,� •-45 p - W 49 0 2500IC IL M 39 . 0 ^ VWME ST,` p a p ` e W kt O Iv11 e =_ po p V _C KETTLEMAN �a=p LANE _ N" V� b 10.000 10.500 a 15,500 850v O 15,000 • 0 0 O O b c, o O N p O CEAITUR V 0 D. OO O O s O b � N O O r O HAAME♦ LANE 2500 Average Daily Traffic volumes (1980.1981) Figure 6 TRAFFIC 26 Table 1 LEVEL OF SERVICE DEFINITIONS Level of; Service Traffic Flow Ch2racteristics A Average overall travel mpeed of 30 mph or more. Freefl owing with no congestion. No signal cycle failures. B Average overall travel speed of 25-30 mph. Very few signal cycle failures and little or no congestion. C Average overall travel speed of 20-25 mph. Occasional signal cycle failures and moderate amount of congestion. D Average overall travel speed of 15-20 mph. Frequent signal cycle failures and associated congestion. E Average overall travel speed of about 15 mph. Unstable flow which includes almost continuous signal cycle failures and backups on approaches to the intersections. This represents the theoretical capacity of the facility. F Forced flow, with average overall travel speed of below 15 mph. Continuous signal cycle failure with backup on approaches going through upstream intersections in some cases. TRAFFIC VOLUMES In order to properly evaluate the proposed project (and other suggested design options) future traffic volumes were calculated. The volumes were calculated in five-year increments (1990-2005) based on minimum and maximum values. The minimum values are based on historic population and traffic volume growth for the City of Lodi (1965-1984). The maximum range was calculated using the historic growth rate in traffic volumes on Ham Lane itself (1565-1984). Table 3, Future Traffic Projections, presents the results of these calculations. Table 2 Summary of Existing Street Conditions Han Lane: Lodi to Elis Physical Conditions Traffic Conditions Near Elm Two -Way Level On -street Volume of Parkins Land Uses R.O.W. (ABT • Ssrvice Spaces West Side East Side (feet) Striping Control Devices Parking VPH) Capacities (LOS) (Approx.) Single Single 50 Two Lanes Eight -Phase On -Street 12,400 Lodi at 62 West Family Family to Traffic Signal Parking AN 660 Ham 73 East Older Hoses 65 at Lodi Permitted PM 1,050 IAS A Apts. Near to Four -Phase (Parallel Near Elm Elm at Lodi Avenue 4W Traffic Signal Curbside) Ham Commercial fD at Elm 14,100 LOS A (Animal AM 940 Hospital and PM 1,120 Nursery) Near Lodi Near Elm TRAFFIC Table 3 Future Traffic Projections Has Lane Maximus Alternative Lodi to Pine 14,100 1,120 580 17,100 1,360 710 19,100 1,520 790 21,100 1,760 910 23,100 1,920 990 Pine to Elm 12,400 1,050 570 14,100 1,200 650 15,700 1,330 720 17,400 1,480 800 19,100 1,620 870 Note: Medius Alternative: City Wide Growth Rate 1.7% per Year High Alternative: Lodi to Pine Growth Rate (Historic) Pine to Elm Growth Rate (Historic) I 1984 I I 1990 1995 2000 I 2u05 I One One One One One PTI Way PM Way PM Way PM Way PM Way Segment ADT Peak Peak ADT Peak Peak ADT Peak Peak ADT Peak Pea., ADT Peak Peak Minimum Alternative Lodi to Pine 14,100 1,120 580 15,200 1,220 620 16,500 1,320 670 17,900 1,430 730 19,400 1,550 790 Pine to Elm 12,400 1,050 570 13,500 1,150 610 14,600 1,240 660 15,900 1,350 720 18,400 1,560 830 Maximus Alternative Lodi to Pine 14,100 1,120 580 17,100 1,360 710 19,100 1,520 790 21,100 1,760 910 23,100 1,920 990 Pine to Elm 12,400 1,050 570 14,100 1,200 650 15,700 1,330 720 17,400 1,480 800 19,100 1,620 870 Note: Medius Alternative: City Wide Growth Rate 1.7% per Year High Alternative: Lodi to Pine Growth Rate (Historic) Pine to Elm Growth Rate (Historic) v TRAFFIC 29 W IMPACTS AND MITIGATIONS Impact: Decrease in existing and long-range traffic congestion. Construction of the project as proposed would result in a decrease in existing traffic congestion. In addition, future traffic volumes into the foreseeable future (2005+) would be accommodated by the project. The current irregular- ities in street width would be eliminated, unsafe intersections would be improved and levels of service would remain high throughout the project life. Mitigation 5. None required. Impact: Decrease in pedestrian safety. Due to an estimated increase in traffic speeds, higher volumes and greater distances to cross, pedestrians will have to wait longer for adequate gaps in traffic to make a safe crossing. School children and senior citizens are the most affected pedestrians. Area residents have indicated that simple crosswalk controls do not appear to facilitate street crossings. Mitigation 6. Additional pedestrian safety devices may be needed which would include additional crosswalks, roadway warning signs, traffic guards and if necessary, traffic or pedestrian signals. Impact: Potential delays to cross traffic. Because of higher traffic volumes and more lanes to negotiate, cars on the side streets may have to wait longer to find a safe gap in traffic, thus causing more delay on these intersecting streets. Mitigation 1. Traffic signals will be installed as traffic signal warrants are met. This would give the right-of-way to the vehicles on the side streets so they could make the desired traffic movements. Impact: Potential for increased vehicle sp,;eds. Because drivers may perceive the road to be safer to drive at higher speeds, overall vehicle speeds may increase. TRAFFIC 30 Mitigation S. Speed limit signs, with strict enforcement by the local police, can help to reduce speeds. Aovever, even these measures may not be entirely successful. Impact: Decreased on -street parking. The improvement of the intersections will. result in the loss of some on -street parking. This will inconvenience residents living adjacent to the restricted area and create increased demand for adjacent spaces. Mitigation 9. Provide all future developments have adequate off-street parking. 31 Noise EXISTING CONDITIONS The primary source of noise in the project area is traffic noise, both on Ham Lane and on major cross streets such as Lodi Avenue and Elm Street. Traffic noise along this stretch of roadway is of several types: noise levels resulting from passenger vehicles traveling at moderate speeds during peak hours; noise levels resulting from passenger vehicles traveling at reduced speeds during peak hours; passenger vehicles traveling at excessive speeds during any hour; and heavy trucks, motorcycles, buses and/or vehicles with faulty muffler systems traveling at moderate speeds during any hour. Other sources of noise in the area (overflying aircraft, barking dogs and similar urban disturbances) are present but do not contribute significantly to overall noise levels. Background noise levels (i.e., noise levels generated by all the City activities throughout the area) are not high in this area. In other words, without the vehicular traffic along Ham Lane there are no adjacent noise sources of a constant level such as factories, industrial activities, pro- cessing, etc. The Southern Pacific railroad tracks and Route 99 traffic do contribute to background noise levels and are noticeable in the absence of noise from nearby sources (see Appendix C). Ambient Noise Levels Tne traffic noise level at a given location is a combination of many factors, including the traffic volume, the noise level of each vehicle, vehicle speed, and the distance to the road. As most urban dwellers are aware, the traffic noise level near a busy street varies over a wide range. To, indicate easily the overall noise level, single number descriptors are usually used. The most common descriptor for a short period is the hourly L which indicates the energy average of the varying noise level, and has ben shown to be a good indicator of people's perceptions of noise level. Over a longer period, the Ldd descriptor is used, which is the long-term average of Leq, with 10 d8 ad,ed to the noise level for the nighttime period. With basic information about local traffic, the roadside noise level can be modeled (computed) fairly accurately using equations that have been developed from field tests. The standard Highway Research Board traffic noise model, revised after extensive field measurements, has been used for this study. Roadside noise levels are estimated in Table 4 for existing traffic on Ham Lane, at 40 feet from the center of the street (approximately the middle of the average yard). Peak passby noise levels on Ham Zane for passenger vehicles traveling at moderate speeds are approximately 60 to 70 dBA at a distance of 25 feet. Heavy trucks, motorcycles, buses and vehicles with faulty mufflers produce. peak passby noise levels of 70 to 90 dBA at twenty-five feet. (See Figure 7.) 11 Ldw I •rK /� �i TYPICAL SECTION I FUTURE NOISE LEVELS WITHOUT THE PROJECT 7bGI.i 7l�CIv LT TYPICAL SECTION 2 furi,mE NOISE LEVELS WITH THE PROJECT fv �!?L.w 7171Iv I Ile r�+oc c�� fwr� rar�lt s.M� ..rao TYPICAL SECTION 3 FUTURE NOISE LEVELS WITH THE PROJECT AT MAJOR INTERSECTIONS 1 Noise Levels dwAdL*., NOISE 33 Table 4 Present Ham Lane Noise Levels ORA) L eq Location Peak Hour Noon 1:00 A.K. Ldn Front Yards 71 70 58 72 These noise levels are based upon an Average Daily Traffic (ADT) volume of 12,500 and a peak hour volume of 1,050 trips. The noise levels during periods other than the peak hour, and the Ld , are based upor typical hog r ly varia- tions of urban traffic throughout a '�ormal day. Because of the relatively small front yards and the reflection of noise from the houses, the noise levels are not substantially different at the houses than at the sidewalk (1-2 dBA less). The City of Lodi has adopted the San Joaquin County Noise Element (Reference 5), which recommends compatible uses for various noise levels. The suggested Ldn noise levels for residential land uses are outlined in Table 5. Table 5 Recommended Noise Levels for Residential Use Land Use Category Ldn Range Normally Acceptable Conditionally Acceptable Normally Unacceptable Clearly Unacceptable Less than 60 dBA 55 to 70 70 to 75 Above 75 The guidelines are intended to assist in decisions about new residential con- struction, but they are useful in evaluating existing uses also. In terms of Noise Element guidelines, present noise levels adjacent to Ham Lane already exceed rec—endations (see Appendix C). Sensitive Receptors The majority of properties adjacent to Ham Lane between Lodi Avenue and Elm Street are residential. Most of the residences are single family but there are also several duplexes and apartments. Commercial uses are located at Ham Lane and Elm Street and the Zion Reformed Church is located between Oak and Walnut Streets. NOISE 34 l At a meeting on August 23, 1984, residents in the area indicated that vehicular noise levels along the street are already causing disturbances and irritation. Vibration, peak hour volumes and high school traffic were all cited as irritants. As indicated above, suggested standards for residential uses are already being exceeded. IMPACTS AND MITIGATI0NS Impact: Increase in vehicular noise. In order to quantify future noise levels resulting from the proposed project, the projected maximum traffic generation figures for four future dates and three possible options were used. The future vehicle speeds were projected to further refine the future noise potentials. Then the information was fed into a computer model which projected future noise levels 40 feet from the centerline (approximately the middle of the current average yard) for the alternatives. The results of this modeling are shown below: Table 6 Projected Noise Levels (dBA) Standard* Reason Vehicle Speed Acceptable Unacceptable for Case Peak Other Leq Ldn Range Range Increase 1995--4 lane Increased 2 parking 30 35 73 74 60-70 70+ Volumes 2005--4 lane Increased 2 parking 30 35 74 76 60-70 70+ Volumes 2005--4 lane Increased I turn 30 35 76 77 60-70 70+ Volumes 2005--2 lane 20 25 69 71 60-70 70+ Increased (existing) Congestion *for residential uses, using Ldn measurement. NOISE 35 Table 6 demonstrates the relative effects of traffic volume, average vehicle speed and distance from the source on the noise level, when compared to present noise levels. The cases modeled do not include all possible comb ina- tions of volumes and lane configurations. However, the cases which have: the highest noise potential are included. If the high-growth traffic projections do not occur, lower noise levels would be generated. (See Appendix C.) It should also be noted that receptors not on Ham Lane behind those directly facing the project, are exposed to 14-18 dBA less noi— because of the com- bination of greater distance and the partial shielding provided by the buildings. The changes in project traffic noise for other receptor locations would be approximately the same as for those. located on Ham Lane. However, Ham Lane traffic is not a dominant source of noise for receptors on other streets. Two aspects are important when considering potential noise impacts of a project: the increase in noise level due to the project, and the project noise level itself. From Table 6, traffic noise along Ham Lane could increase 3 to 5 dBA in the next 20 years with project implementation. In general, noise increases of 2 dBA or less usuually are not noticeable, unless the character of the noise is also changed significantly. Noise increases of 3 to 5 dBA ae definitely noticeable, and are potentially disturbing. The character of the noise is again important in the amount of disturbance caused. In the Hato Lane case, a 5 dBA increase in steady traffic noise over 20 years might not cause problems (it is typical in many urban locations). However, an increase in individual loud vehicles could cause considerable disturbance. To evaluate the potential impact because of the overall noise level, land use planning guidelines for noise are used. As previously indicatd, the City - adopted noise standards are currently exceeded. Implementation of the project would increase those levels 2 to 5 dBA. In addition, acceptable interior noise levels should be leas than 45 dBA Ldd due to exterior sources. This requirement is contained in State Title 25° -Section 1092, Noise Insulation Standards, which apply to .any new multi -family residential construction. Standard residential buildi:ig design and construction methods generally reduce outdoor noise by 20 to 25 dBA, with windows closed and no significant cracks or openings around windows or doors. With the best residential construction methods, and traffic noise levels of 70 dBA, Ham Lane interior noise levels would meet 45 dBA (L d) indoor standards. However, if windows are opened, interior noise levels will be only 10 to 15 dBA less than outdoors. Mitigations 10. Construction of a low masonry barrier (2 to 2.5 feet high) along the front of residential properties was evaluated. However, the resulting 1-2 dBA reduction in noise levels would not be perceived as a noticeable reduction. NOISE 36 To achieve a 45 dBA interior noise environment, windows should be scaled, and forced ventilation provided. To deal with noise levels higher than 70 dBA, other improvements to the structures could be needed. 11. Although often undesirable for traffic engineering reasons, reducing average speeds on Ham Lane would reduce noise levels effectively. 12. Reduce local traffic volumes by improving desirability of alternatives to the automobile, such as car pools, bicycles and public transit. 13. Enforce California Vehicle Code proh+bitions against faulty or modified loud exhaust systems --Sections 27150 and 27151. This can be impleasented by local law officers without noise monitoring equipment to eliminate the worst offenders. 14. Implement an alternative which reduces the distance between affected properties and the travel loner. Impact: Temporary increase in construction noise. The residential properties along Ham LAne would be the primary receptors for the temporary construction noise. For a period of four to eight weeks, sporadic noise levels of 80 to 90 dBA would be experienced. Although construction equipment would be idling part of the time, and would be producirg maximum noise levels infrequently, intermittent construction noise disturbance is likely on all adjacent properties. The initial site preparation phases would bring various types of demolition and excavation machines to the site, such as bulldozers, backhoes and large dump trucks. These generally have diesel engines and produce 80 to 90 dBA at a distance of 50 feet under full load. Jackhammers would ire utilized for concrete and backtop removal which generate 85 to 9) dBA noise levels at 50 feet. Second phase activities require similar equipment and pr --duce similar noise levels. After removal of the existing road surface, curbs and sidewalks, the suface would be graded. Trucks would bring in the base materials to graded and rolled. Blacktop trucks and concrete nixing trucks bring the top surface materials. Final surface preparation by large rollers produces noise levels of 85 to 95 dBA at 50 feet. Mitigations 15. Choose construction equipment which is of quiet design, has a high quality muffler system and is well maintained. 16. Install superior mufflers and engine enclosure panels when required on gas, diesel or pneumatic impact machines. 11. Restrict hours of use for motorized equipment --for example, 7:30 A.M. to 5:30 P.M., Monday through Friday. RUSTING CONDITIONS Regional Climate 37 Air Quality The Mediterranean type climate of the San Joaquin Valley is characterised by mild and rainy winters and hot and nearly dry summers. There is a high percentage of sunshine. Appendix D presents details on local climate. Ambient Air Quality The air quality of a given area is not only dependent upon the amount of air pollutants emitted locally or within the air basin, but also is directly related to the weather patterns of the region. The wind speed and direction, the temperature profile of the atmosphere and the amount of humidity and sunlight determine the fate of the e�aitted pollutants each day, and determine the resulting concentrations of air pollutants defining the "air quality." Air quality in Lodi and the San Joaquin Valley is subject to the problems experienced by many areas of California. Emissions from millions of vehicle - miles of travel each day often are not mixed and diluuted but are trapped near ground level by a temperature inversion. Pollutant concentrations are a result of local emissions in Lodi and also the transport of pollutants from other areas such as Stockton, Sacramento and even the Bay Area (with westerly winds). These sources produce concentrations which sometimes exceed ambient air quality limits established by the state �-': Resources Board. Recent air quality data from the nearest ARB monitoring stations, Han Lane in Lodi and Hazelton Street in Stockton, are tabulated in Table 7. Ozone, the primary oxidant "smog" component, is produced by complex reactions of hydrocarbons and NO in the atmosphere. Both vehicles and the use of organic chemicals produce emissions which drive the chemcial reaction. Daily ozone concentrations are heavily dependent upon the weather and atmospheric stability, and thus vary substantially from year to year. Adverse atmospheric conditions in 1980 produced 78 exceedances of the 10 ppm hourly standard in Lodi, and over two dozen ozone exceedances were still recorded in 1981 and 1982. Carbon monoxide, like oxidant, is also heavily dependent upon both vehicle emissions and weather. However, no exceedances of either the 9 ppm 8 -hour ambient standard or the 20 ppm 1 -hour standard have been recorded recently in Lodi. Both oxidant and CO have been reduced significantly by improved emission controls on new automobiles in the past decade. AIR QUALITY 38 Table 7 Ambient Air Quality San Joaquin County Pollutant 1980 1981 1982 Standard Measured Units Ozone (1) Maximus 14 13 13 10 pphm, 1 -hr ave Exceedances 78 26 28 1 days per year Carbon Monoxide (1) Maximum hour 10 9 12 20 ppm, 1 -hr ave Maximum 8 -hour S 4 7 9 ppm, 8 -hr ave Exceedances 8 -hour 0 0 1 days per year above 9 ppm Nitrogen Dioxide (2) Maximum 13 14 19 25 p phm , 1 -hr ave Exceedances 0 0 0 1 days per year Sulfur Dioxide (2) Maximum 4 3 3 5 pphm, 24—hr ave Exceedances 0 0 0 2 % of days per year Total Suspended Particulates (2) Annual Geom. Mean 85 79 66 60 ug/m3 ave Daily Exceedances 34 22 20 2 % of days above 100 ug/m Source: California Air Resources Board monitoring data for: (1) Ham lane station in Lodi (2) Hazelton Street station in Stockton Total suspended particulates are produced by vehicles, heavy industry and *oil -moving activities such as construction and farming. In Stockto a, ten miles south of the project area, the annual average (annIal geometric mean) TSP concentration has been consistentll above the 60 ug/m ambient standard. The daily average standard of 100 ug/m was also exceeded on over 34% of the days tested din 1980 and over 20% of the days in both 1981 and 1982. Sulfur .dioxide is primarily associated with chemical and refining industries and is not a problem in San Joaquin County. The superior controls required on chemical process plants are largely responsible for this achievement. Nitro- gen oxides are heavily produced by vehicl-es and high-temperature industrial operations, `ut as yet have not produced serious concentrations in the region (Shelley, 1984). AIR QUALITY 39 IMPACTS AND MITIGATIONS Impact: Incremental decrease in local emission concentrations as a result of project implementation. Because the intent of the project is to improve the flow of traffic on Ham Lane by providing more lane capacity, air quality emissions and impacts would be lower on Ham Lane and on neighboring streets as higher average speeds are achieved through less congested traffic flow. However, lower emissions per vehicle would be offset somewhat by anticipated increases in vehicle volumes in future years. The project will not generate additional new trips system- wide, but only will accommodate future projected traffic volumes. Vehicles are responsible for the emission of a number of pollutants -- hydrocarbons, particulates. NO and others. The most widely -used indication of vehicular emissions impact xis to model concentrations of carbon monoxide (CO) at nearby sensitive receptor locations. Roadside CO concentrations are directly related to the number of vehicle trips on nearby streets and to the average vehicle emission rate. However, average emissions decrease as average speed increases. The actual concentrations at the receptors are determined by the speed and direction of the wind and the temperature layers in the lower atmosphere. Atmospheric conditions control the mixing, diffusion and trans- port of the pollutants after they are emitted. Roadside CO concentrations were modeled for two no project and two project case studies, based upon different lane configurations and traffic volumes. (See Appendix D for model details.) Table 8 presents the various traffic volumes and resulting changes in roadside CO concentrations. Average Ham Lane speeds are estimated to be 30 mph during peak hour and 35 !:ph at other time for the various project years. The "no proje:t" option would be seriously congested and speeds are estimated to be 20 mph at peak hour and 25 mph at other times. The concentrations listed it Table 8 are based only upon vehicles on Ham Lane. The total CO concentration would include a variable background concentration of from 1 to 5 ppm from other vehicular emissions and sources in the area. The modeled concentrations show the eFfects of the gradual increase of traffic volumes assuming no project (1985), and the proposed project (1995, 2005). No project (2005) concentrations are caused by congestion and low speeds with only two traffi lanes. Neither the state 20 ppm peak -hour standard nor the 9 ppm 8 -hour standard are threatened by the Ham Lane traffic in any case. The project would be expected to reduce slightly local CO concentrations relative to a two-lane road. Another way to evaluate the potential impact of the proposed project is to estimate the overall change in vehicular emissions produced by the project. The tacal emissions produced by a group of vehicles depends upon the number of trips, the trip length and the average speed. Since the total number of trips and trip length are not changed by the Ham Len project, the average speed is AIR QUALITY 40 Table 8 Ham Lane Project CO Concentrations Case Year Traffic Volumes Peak Hour CO High 8—Hour CO I. No Project Two Lanes 1985 12,500 ADT 1.1 0.3 2. Project Four Lanes 1995 20,300 ADT 1.3 0.4 3. Project Four Lanes 2005 25,300 ADT* 1.6 0.5 4. No Project Two Lanes 2005 25,300 ADT* 2.0 1.0 Source: Stan Shelley, 1984 the only variable which affects total emissions. Based upon an estimated higher average speed (35 mph vs. 25 mph) with project implementation, total estimated emissions on Ham Lane would change as follows: CO 28% NMHC 19: NO +7% Part Ho Change Particulate emissions are not related to speed and that as speed increases, oxides of nitrogen are slightly increased, which is opposite to CO and non -methane hydrocarbons. The CO pollutant is the mr,'. sensitive to speed and therefore would benefit the most from the reduced cu.,gestion offered by the four lanes. Mitigation 18. None required as the project appears to have a net benefit to local air quality. Increasing average vehicle speed by increasing the number of traffic lanes on congested routes is iteelf an air quality mitigation measure recommended on some types of projects to offset increasing trip volumes. * These figures were calculated from a preliminary "worst case" analysis which was later modified downwards to 23,100. AIR QUALITY 41 Impact: Temporary decrease in local air quality due to generation of dust during project construction. During the grading and construction phase, dust may be produced, particularly during the dry months of the year. However, this impact is temporary and will be limited to the time of construction. Mitigation 19. Minimize generation of dust and particulates through standard sprinkling/ watering applications on dusty working areas at least once a day. 42 Land Use EXISTING CONDITIONS Land uses within the project area consist of a mix of predominantly residen- tial and some comsercial. Forty-eight single family homes, a 26 -unit apart- ment building and two duplexes front Ham Lane between Lodi Avenue and Elm Street. A church, nursery and veterinary hospital are the only non- residential uses abutting the street within this area. The applicable zoning establishes a 20 -foot setback for all uses in the project area. The project area is characterized by older, well maintained homes and landscaping. The larger, older trees provide shade and create a pleasant visual quality associated with tree -lined streets. Land uses along Ham Lane north and south of the project area are also a combination of residential and commercial uses. The area along Ham Lane north of Elm Street is primarily low density residential, except for a commercial section at Ham Lane and Lockeford Street, where stores, restaurants and gas stations are lacated. South of Lodi Avenue there is a mix of residential and office uses. A medical complex is currently under construction on the southwest corner of Ham Lane and Lodi Avenue. Lodi Avenue High School is located west of Ham Lane between Lodi Avenue and Elm Street. The City's General Plan guides future land uses in the project area and vicinity. The area basically has developed according to the General Plan designations for the area which are shown or. Figure 8. The surrounding area is predominantly developed and the last major vacant parcel is currently being developed along Ham Lane south of Lodi Avenue (Morimoto, Personal Co"unics- tion, 1984). There is also room for Lakewood Shopping Center to expand westward on Elm Street. The proposed Ham Lane Improvement Project is consistent with the City's General Plan. IMPACTS AND MITIGATIONS Impact: Change in the perceived neighborhood character. Because the proposed project is consistent with the City's General Plan, and the project area and immediate vicinity are basically developed, no new development or population shifts will be generated as a result of this project. Development patterns to the north and s:�uth of the project area are well established, also in accordance with City plans. Therefore, the issue of concern is how the 4 -block neighborhood character will be changed as a result of the project. Street widening will result in the loss of trees and lanscaping which would serve to reduce shade and alter the visual character of the project neighbor- hood. Front yards would be reduced to an average depth of about 14 feet (C'H2M Hill, 1978). The average distance from homes to the parking lane would be reduced by one to ten feet. As a result, project area residents probably would be more aware of street traffic and feel a loss of privacy, as their . . LEGEND I PUBLIC II COMMERCIAL LOW RESIDENTIAL MEDIUM RESIDENTIAL HIGH RESIDENTIAL l,� �(!If( (ll 1 I! li •f ff j II • '' II� 'I� •••11 I r r 1 • • f r r Ham Lane Land Use F gure 8 LAND USE 44 homes would be closer to the street. In addition, there may be future difficulties with resident access to their homes as traffic increases, and other potential traffic hazard concerns. Mitigation 20. Replant street trees and shrubs compatible and/or identical with those removed, as outlined in Mitigation Measures #1 through #3. 11. Provide crosswalks and traffic signals or stop signs to minimize potential traffic safety hazards. 22. Insure that proper visibility from resident driveways is maintained when street trees are replanted. 23. Consider installation of automatic garage door openers where necessary to provide safe access. 24. The reduction of speeds along Ham Lane, coupled with the installation of double pane nonopening windows and other structural modifications as out- lined in Mitigations #10 through #14, will serve to partially reduce noise impacts to residents. 25. Consider provision of four -feet high fence or lattice to provide a sense of resident privacy. This could require variances for both height and set- back depending on the location. 45 Construction Related Impacts EXISTING CONDITIONS The proposed road construction will occur in two phases. First, the existing curbs, guttsrs and sidewalks will be removed from each side of the street and the new facilities will be installed. It is estimated that it will take two to four weeks per block for this removal and replacement, during which time the street will remain open. The second phase consists of rep..vir.g and restriping the entire four -block section of Ham Lane. This will take approxi- mately three to four weeks to complete, during which time the street will be closed to through traffic, but homeowners will be granted access. Typical equipment to be used include backhoes, scrapers, graders, compacters, pavers, miscellaneous trucks (gravel, concrete, asphalt), and jackhammers. Water trucks will water unpaved sections as the work progresses. Hours of con:itruc- tion will be scheduled generally between 7:00 A.H. and 4 P.M. weekdays. Construction -related impacts resulting from the proposed project will be of five general categories: traffic disruption and congestion and parkin; loss, noise generation, degradation of local air quality, disruption of area businesses, and potential disruption of subsurface utilities. The Traffic, Noise and Air Quality sections of this report describe existing conditions related to these concerns. There are three non-residential uses in the project subject to potential business disruption: a nursery, a veterinary hospital, and a church. Subsurface utilities include water and sewer lines and are located within the street. IMPACFS A19D MITIGATIONS Impact: Local traffic disruption and loss of parking. Although the project section of Ham Lane will be closed for 3 to 4 weeks dur.ng construction, detouring can alleviate traffic congestion along Ham Lane. However, minor inconveniences will be be experienced by local residents during this pet:iod. The street will be open to residents, even when closed to through tuff;-. However, there will be a temporary loss of driveway access for 1 to 3 days during reconstruction of sidewalks, curbs and gutters. !hiring construction, a temporary loss of street parking will also result. Detouring local traffic during construction will create minor inconveniences for neighboring streets, which will experience a temporary increase in traffic. Emergency access for fire, police and ambulance services also will be disrupted during the construction period. CONSTRUCTION RELATED IMPACTS 46 Mitigation 26. Plan detour routes for minimal disruption surrounding neighborhoods. 27. Notify emergency services (fire, police, ambulance) of street closure and detour routes in advance of construction. 28. Plan construction around peak traffic times if possible, and complete :onstruction in as timely a manner as possible. Ispact: Temporary increase in vicinity noise levels due to construction. See discussion in Noise section of this report. Mitigation 29. Follow Mitigation Measures #15 through #17. Impact: Temporary localized degradation of air quality due to increased generation of dust. See discussion in Air Quality section of this report. 30. Follow Mitigation Measure #19. Impact: Temporary disruption of area businesses.. There are three non-residential uses in the project area: a nursery, a veterinary hospital, +end a church. The church shouldn't be impacted as such as the other two uses because construction activities will not be occurring during times of typical church activities. However, temporary disruption to the other two businesses will occur as a result of lose of parking and restricted access. The approximate length of time during which the businesses may be affected will be 1 to 3 days during sidewalk reconstruction and 3 to 4 weeks during street reconstruction. Mitigation 31. Schedule construction to be completed as soon as possible in front of area businesses. Impact: Potential disruption of subsurface utilities. MitiSation 32. Contact appropriate utilities to determine location and depth of under- ground lines, and plan construction so as to avoid these utilities. Environmental Evaluations 47 Unavoidable Adverse Impacts For the purposes of this section, unavoidable adverse impacts are those effects of the project which would affect either natural systems or other comunity resources. The degree of significance was determined by this consultant following completion of project evaluation. "he following list includes only the identified significant, adverse impacts of the project. Significant impacts that cannot be reduced to a level of insignificance include: --- Increase in vehicular noise. Significant impacts of the project which cannot be alleviated or reduced in significance without a substantial change in project design include: -- Increase in vehicular noise. Potentially significant impacts which can be minimized or eliminated if mitigations outlined in this report are followed include: -- Loss of street trees and landscaping. -- Change in neighborhood character. -- Temporary increase in construction -related noise. It should be noted t',at the loss of street trees and change in neighborhood character will be an unavoidable aspect of the project. The implementation of recommended revegetation plans will result in a long-term mitigation (10 to 30 years) but will not provide any short-term mitigation. 48 Growth Inducement EXISTING CONDITIONS CEQA requires that any growth -inducing aspect of a project be discussed in an EIR. This discussion should include consideration of ways in which the project couuld direely or indirectly foster economic or population growth in a surrounding area. Projects which could remove obstacles to population growth (such as a major public service expansion) must also be considered in this discussion. According to CEQA, it must not be assumed that growth in any area is necessarily beneficial, detrimental or of little significance to the environment. Because the project does not provide any new access routes or opportunities it is not directly growth :,.,'acing. No new areas will be served by the improved section and no areas mould be allowed to develop which are not already developed. The project is consistent with area plans and policies and will serve to enhance access patterns rather than create new ones. Although trips may be attracted t�# this route which do not currently occur, this is not growth inducing for a larger area. 49 Project Alternatives This section evaluates alternatives to the proposed Ram Lane Improvement Project as required by CXQA. The discussion describes a number of alter -na- tives (including the required "no project" alternative) which could feasibly attain the basic objectives of the project, as well as eliminate or reduce in significance those impacts identified in this report. Any additional impacts arising from the alternatives themselves are generally outlined and discussed. The City of Lodi has identified several alternatives to the proposed project. These alternatives, identified below, represent the primary design options open to the City for alleviating congestion on Ram Lane. The consultant has not identified any opt"Lons beyond those presented by the City, as our evaluation indicated that these options did, in fact, constitute the most feasible and realistic alternatives to the proposed project. Figures 9-1 and 9-2 show —iffic projections and Figgures 10-12 illustrate alternative configur.:._ :.j. All figures are at the end of this section. Alternative A: 72' right-of-way (R/W) with 56' developed width (primary construction and R/W acquisition on east side). This alternative would result in the construction of a 56' street within a 70' R/W. The street would begin from the existing sidewalk on the west side of the street and extend +56' toward the east. Thus, the bulk of R/W acquisition and construction would occur on the east side of Ram Lane. This option also has two possible striping* or lane configurations: 1) four travel lanes with no on -street parking, or 2) two travel lanes, center turn lane and on -street parking. Alternative B: 72' right-of-vay (R/W) with 56' developed width (primary construction and R/W acquisition on west side). This alternative and its lane options are exactly as those discussed above, except that the developed width would be measured from the existing sidewalk on the east side of the street and axtend +56' toward the west. Except in the two blocks south of Oak on the east side where approximately seven feet of widening would be required. TF -as the bulk of R/W acquisition and construction would occur on the west side o: the street. Alternative C: Improve roadway within existing curb and R/W (except between Lodi and Walnut). This is essentially a "No Project" alternative. This alternative would result in widening of the wes, side between Lodi and Walnut only with reconstruction of the rest of the street within the existing curbs. ALTERNATIVES 50 DISCUSSION Table 9 presents the various LOS for the three traffic ranges for the year 2005. Alternative A 6 B A A 56' 4 -Lane Section* Alternative C B C Existing Section Proposed Project A A 64' 4 -Lane Section All four cross section/lane configurations options can accommodate the projected traffic volumes at a LOS B through the year 2005. However, if maximum traffic growth occurs the Alternative C and Alternatives A and B (with the two travel lanes, one center lane and parking lane configuration) will experience reduced LOS by the year 2005. * No parking. Table 9 Projected Year 2005 Roadway Levels of Service Year 2005 Traffic Projections Roadway Cross- Minimus Range Maximum Range Section Alternative Roadway LOS Roadway LOS LODI TO PINE Alternative A b B A C 56' 3 -Lane Section Alternative A 6 B A A 56' 4 -Lane Section* Alternative C A D Existing Section Proposed Project A A 64' 4 -Lane Section PIKE TO ELM Alternative A b B A B 56' 3 -Lane Section Alternative A 6 B A A 56' 4 -Lane Section* Alternative C B C Existing Section Proposed Project A A 64' 4 -Lane Section All four cross section/lane configurations options can accommodate the projected traffic volumes at a LOS B through the year 2005. However, if maximum traffic growth occurs the Alternative C and Alternatives A and B (with the two travel lanes, one center lane and parking lane configuration) will experience reduced LOS by the year 2005. * No parking. ALTERNATIVES 51 Implementation of Alternative B, with primary R/W acquisition and street development on the west side would result in the retention of a significant number of street trees when compared to the proposed project and Alternative A. Thus, the following statements can be made about the implementation of the various alternatives: Implementation of Alternative A would: -- Primarily impact the residents along the east side of Ham Lane. -- Result in the loss of +20 mature street trees. -- Provide LOS B to the year 2005 if striped for four lanes/no parking and LOS C to B if striped for two travel lanes, one center turn lane and on - street parking. -- Minimize disruption of the entire 4 -block long corridor. Implementation of Alternative B would: -- Primarily impact the residents along the west side of Ham Lane. -- Result in the loss of +8 mature street trees. -- Provide LOS B to the year 2005 if striped for four lanes/no parking and yesm 2005 LOS C to B if striped for two travel lanes, one center turn lane and un -street parking. -- Minimizu disruption of the entire 4 -block long corridor. Imple—antation of Alternative C would: -- Provide low LOS (D) by the year 2005. -- Primarily impact the residents between Lodi and Pine. -- Reault in the loss of 6 mature street trees. -- Result in the improvement of the Lodi/Ham Lane interazction. Minimize disruption of the entire 4 -block long corridor. ENVIRONMENTALLY SUPERIOR PROJECT The environmentally superior project for the Ham Lane Improvement Project appears to be Alternative B with the two travel lanes, one center turn lane and on -street parking stiping option. However, this statement is made with the knowledge that selection of this project would result in the potential for the city to have to accept a lower LOS on the street by '.he year 2005, restripe the street to preclude on -street parking near that yeex , or rebuild a larger project at that time. So, although Alternative B is clearly environ- mentally superior in that fewer trees are affected, fewer residents are directly impacted and the character of the street is retained, this option could raise potential conflicts with adopted City policy concerning levels of service and expense of reconstruction again at some future date. Therefore, the environmental facts will need to be weighed against the practical and policy issues. 1500 1250 1000 :no 0 750 U W 2 W Y 500 W a 250 PROPOSED PROJECT _ ALT. A& B 4 LANES NO PARKING _ —ALT. A 8 8 3 LANES_ NO PROJECT _ HIGH RANGE LOW RANGE RANGE OF PROJECTIONS TRAFFIC PROJECTION ---- STREET CAPACITYU—OS 8) 1975 1980 1985 1990 1993 2000 2003 TIME (YEARS) Traffic Projections and Street Capacities Lodi to Pine Figure 9-1 964" C, -G G14' C -C RAW 1,0 Siam Lane Project Alternative A Primary Impact East Side Figure 10-1 11. LE(IENO EXISTING SIDEWALK PROPOSED SIDEWALK EXISTING RIGN.Y OF WAY • • ; RIGHT OF WAY TO BE ACOUIRED (ROM) C -C CURB TO CURS Figure 10-1 11. 'r r. T f. • 4•' • • WALNUT STREET Ao •� Z «. w. },I0 t.scuiuo EXISTING SIDEWALK w i•� •••••�'•• PROPOSE!? S1pEWAt x i; •-- L9� EXISTING RIGHT OF WAY • . • • ARIGHT OF WAY TO BE ACOUIRED (ROM) .3 C—C CURS TO CURB MWMEMOM Hare Lane Project Alternative A Figure 10-2 C I- s"r'c-- RON to k- 6(i'G r yy_ OAK STREET Ham Lane Project Alternative A ■ 11 LEGEti0 EXISTING SIDEWALK PROPOSED SIDEWALK EXISTING RIGHT OF WAY RIGHT OF WAY TO BE A00UIREO (NOW) C -C CURB TO CURB 1 i 1 PINE STREET ussMo EXISTING SIDEWALK .. PROPOSED SIDEWALK EXISTING RIGHT OF WAY •� , RIGHT Of WAY TO S ACOUIREO (ROW) K[ CURB TO CURB Ham Lane Project Alternative A FsLwe 10-4 ELM STREET Ham Lane Project Alternative A r "UND EXISTING SIDEWALK ••••~•~ PROPOSED SIDEWALK EXISTING RIGHT OF WAY RIGHT OF WAY TO BE ' ACOUIREO (ROW) C -C CURB TO CURB Figure 10-5 owVV iW 151 64'r- -c - Hare Lane Project Alternative B Primary Impact West Side LM AVfM LAMMp EXISTING SIOEWA_K r. :. fD r . : L�. ACGUIREO (ROW) •' CURB TO CURB 4P 1 - I� l� T Hare Lane Project Alternative B Primary Impact West Side LM AVfM LAMMp Figure 11-1 E: EXISTING SIOEWA_K RROPOSW SIOEWALK EXISTING RIGHT Of WAY • • • ' RIGHT Of WAY TO BE ACGUIREO (ROW) C -C CURB TO CURB Figure 11-1 E: WALNUT STREET Ham Lane Project Alternative B «411140 EXISTING SIDEWALK PROPOSED SIDEWALK EXISTING RIGHT OF WAY RIGHT Of WAY TO Be ACOUIRED (NOW) C -C CURB TO CURB J >a ,,. Ham Lane Project Alternative B «411140 EXISTING SIDEWALK PROPOSED SIDEWALK EXISTING RIGHT OF WAY RIGHT Of WAY TO Be ACOUIRED (NOW) C -C CURB TO CURB • • • • • • • • • t • '+ OAK STREET • • J 1 • �r • IS' • IT �i w :rte • { • moi' C'C • •• ; ..r.�.� EXISTING SIDEWALK PROPOSED SIDEWALK • EXISTING RIGW OF WAY • QRIGHT OF WAY TO'M ACOUMEO (ftoln s •� • C -C CURB TO CURS Ham Lane Project Alternative B Figure 11-3 f4, 56 c PINE STREET Ham Lane Project Alternative 8 LEGEND EXISTING SIDEWALK PROPOSED SIDEWALK EXISTING RICHT OF WAY RIGHT OF WAY TO BE ACOUIRED (POW) C -C CURB TO CURB ELM STREET Ham Lane Project Alternative B Figure 11-5 L[Q11040 EXISTIN(3 SIDEWALK PROPOSED SIDEWALK EXISTING RIGHT OF WAY ~ RIGHT OF WAY TO BE ACOUIREO (ROW) C -C CURB TO CURB Figure 11-5 R/Vt R/M 1 1Q' �1 T i TRIIt-LAW � TRAVCL I tRAVCL � TMAVCL LAK AA/0 ►AROtt" LAMC LAPD AftO .ARPUN6 ltOCVALM ARCA 11104MALR AMA PROPOSED PROJECT - 64' STREET, 84' RIGHT-OF-WAY TOAVU LAMC tRAVCL TRAVEL MARL LAMS .. i' dN 1 PAMG ( LAMC ( LAA[ ( OR AARR Rq �• I s�OCwaLt AAIA / SIOCmALtt ARCA ALTERNATIVE A E B - 86' STREET, 7C' RIGHT-OF-WAY R/r ,r O I O I . I ►R.riL LAMC i t`ANC AJ Nmiu rm • stccwLR .Ru /) at io rmamcr u09-rLR AACA IL rc ALTERNATIVES A S 8 - 4 TRAVEL LANES, NO PARKING F. � W 9 72: - Q ld IN1 I • ramtPMs1 rMAV(t I tURw LAN! I TnAvCL (VAARMR • L AN lAnt UNWAL, ARCA ' sic wALtt MLA ALTERNATIVES A 8 8 - 2 TRAVEL LANES, CENTER TURN LANE, PARKING OPTION Altemative Street Cross Sections Figure 12 65 Report Authors, Persons Contacted, and References REPORT PREPARATION Rate Burdick, Principal and Project Manager Stephanie Strelow, Environmental Planner Kathleen Mrcheck, Graphics Judy Cornell, A Way With Words, Word Processing Subcontractors Jeff Clark, Traffic Susanne Olive, Plants Stan Shelley, Noise and Air Quality PERSO*S CONTACTED David Morimoto, City of Lodi Planning Department Richard Prima, City of Lodi Public Works Department Jack Ronsko, City of Lodi Public Works Director Area Residents: Pat Williams Oliver Nola Harold Hoover June K. Hoover Theophil Mehlhoff Elisabeth Mehlhoff Lorine L. Baker Frederick D. Schmidt Ruth K. Schmidt Marin A. Schmidt Raynette Fergason Larry Fergason Bill Eutsler Road& Kempf Pattie Cox Jim Cox Geme Boscacci Lois Borchaudt Andy Anderson Nancy Anderson Willard Takahashi Muriel Hoggatt Evelyn Comartin W. J. Comartin, Jr. Argirios Adam Lenora Eutsler Gertrude A. Duff Cindy Gentne REPORT AUTHORS, PERSONS CONTACTED, REFERENCES 66 Elsie Sokol Twai Sokol T. Sweat Marvis Sweat REFERENCES California Resources Agency. State CEQA Guidelines. CH224 Hill, Has Lane Improvement Project, Lodi Avenue to Elm Street: Final Environmental Impact Report,City of Lodi, May 1978. CH2M Hill, Hutchins Street Improvement Project, Draft Environmental Impact Report, City o Lodi, October 1981. CH2M Hill, Hutchins Street Improvement Project, Environmental Impact Report, City of Low% e ruary 2. Shelley, H. Stanton, "Air Quality Impact and Mitigation Study, Ham Lane Improvement Project." Environmental Consulting Servicer. August 1984. Shelley, H. Stanton, "Noise Ipmact and Mitigation Study, Ham Lane Improvement Project." Environmental Consulting Services. Auguust 1984. Appendices Appendix A Planta Inventory by Suzanne Olive LID? It The following 0 -int specles will be removed should Has Lane be widened to utilite the eighty foot right-of-ways On the east aide between JCI■ Street and Pine Streets 5 mature PraRlnuu_a ve ut1 a 'Modesto', Modesto Ash o few Rosa sp., Roses between Pine Street and Oak Streett 1 mature Aoer soccharinum, Silver Maple 1 Citrus between Oak Street and Walnut Streett j mature Silver Maple@ 1 immature 1 uidasbart ra ire Sfl�ua, Aeerloan Sweet Oum A lasstury VItula verru oosa, White Birch 1 mature C rumoo and s, Deodar Cedar 2mature • ot0dru- 3-eour ens, Incense Cedar shrubJun__k_e_rus op.. JunTpor 2 mature Piceanen s, Colorado Blue Dprune 1 mature ces @p., Spruce 1 Fruit Tree 5 Yodemto Ash-awallwti between /alnut street and Lodi Avenuet 1 Immature Mores • ba. Fruitless Mulberry I 1 natureo or• o Blue spruce 1 mature Colorado Slue Spruce 1 retro • Indigo, Crape Myrtle afew s ru •, no u ing Roses. Junipers, and Csonysus 1 mature .Ao�♦L ne�ndo, Box lMder 4 mature Mod.a Ash 2 Immature White Biro, 2 Fruit Trees On the west side between Elm Street and Oak Streets numerous shrubsiJuniper ; ; ex sp., Holly; Crape Myrtles; and Crevlllea op. (landsoaping border- ing nursery)almo Junipers. Cotonemster op., Carole op. 1 mature P1nu• op., Pine 1 lamatur Pine 2 mature Modesto Ash 2 Cru r..ssu s��em��ery ren m, Italian Cypress I mature olorado Blue apnoea bet wen Oak 3treot and dalnut Streets ? ton sus sp. 1 nature Zolorsdo Slue Spruce 1 mature Modesto Ash between dalnut Street and Lodi Avenues 2 mature Modesto Ash a few shrubs August j0, 1984 Kate %. rdlck Planning and Land -use Consultant 1545 Shirland Tract Auburn, California 95605 Dear Ms. Burdick$ Presented below are the probable impacts on the vegetatlan should Has Lane be widened to utilize the eighty foot rlght-of-ray. Approximately twenty-two mature trees will be removed on the east side of Has Lane. On the west 8140 approximately ten mature trees will be removed. (Be* attached List 1.) Removal of said trees will result In a lose of shad* and an Increase In temperature. Further. the locale will be sore exposed and drier. Approximately twenty Immature trees and various shruts will be re- moved un the east side of Has Lane. On the west side 871proximately thirty-two ismature trees and shrubs will be removed. The majority of these compris0 the landscaping adjacent to the nursery. Removal of these young trees and shrubs will have a visual Impact, especially where Hes Lane borders the nurNry. In addition, the widening of Has Lane will claim approximately ten feet of lawn and landscaping from th,• dwellings along the roadway. Besides obvious visual Impacts, lost lawn area will result In less privacy and Increased traffic noise and dust. Possible mitigation of the impacts discussed above would require re- planting Has Lane with boxed trees of the same or slmllar species. The Raywood Ash or the Moraine Ash should be substituted for the Modesto Ash. These species are more dlooase resistant. (See at- tached List 2.) However, only partial mitigation could be expect- ed because the space available for root growth is suitable In most %ream for only small trees. Large trees should be planted a min- imum of fifteen to twenty feet away from a dwelling. Medium trees should be planted a minimum of ten to fifteen rcet away from a dwelling. Where mature trees stand on or Just within the limit of the rl.thl-of-way, the width of the sidewalk should be adjusied to accommodate the Deme of the tree. Approximately fifteen trees would be saved. Trees should be trimmed to allow for a vertical hel.tht clearance of ten feet over the aldwelk and c-srb. Immature trees and shrubs within the right-of-way could be dug out ar,d reslanted on the Impacted site if space allows. Additional shrubs could be plontad as • hedge or screen to mitigate Impacts on sppearan.;s, privacy, and noise. (See attached List 5.) Frivacy could be further enhanced through the use of four foot fencing or lattice. Given the &Ks and canopy of the trees to be removed :.nes considering the alta of tt.e remalnlnK lawn areas. the full Impacts of widening Ham Lane to utilize the eighty foot right -or -way eau not be ■ltigated. incerly Mic- sanne P. Olive riotanl st LIDT 2 (cont.) nes! en Svergre/ Height tot Comments ClatIfle nam-.__ __'Piclduous Deciduous width tog _ SV LL Tg = (to 35 fest in height) UDIVII TR sa (cont.) Acer bu r erlanum D 20-25 feet CIII12ajnonals TFTn*--s-*_TWcTbsrry D 40 feet Hark often covered with projecting frowth, deep e1 raart f o a t rooted, won t heave Kodhrste growth rate, Austro an ' ow sidewalk, good in windy mall, graceful, deep places, plant from con- rooted, needs water, tainers to 1 s ua t 30-40 feet Urge shrub or tree, aro Tree 30-40 feet moderate growth rate, needs sore than normal o r terlanip• culata D 20-35 feet space, roots will break Uoldenraln Tree 10-40 feet aidrwalk, give I-irsquent, deep watering trlicha 'Horalns' D 40 feet Fairly fast rrowlng, Koralne D 6-30 feet food lawn tree, oasts grape Myrtle light, filtered shade, Laurus no�b-i�l ! 12-40 feet disease resistant raktnu0 ox car a 'Raywood' D 35 feet Fast growing, disease y Ash and pest resistant tinuf bale t 30-60 feet Moderate to rapid growt Aleppo no D 25 feet thrives In heat and wind, Saucer Magnolia 25 feet open irregular crown at maturity t s • h n ne e D 35-60 feet Leaves brilliant red In C Notre c ac a fall, moderate growth, goo tens boarla t 30-40 feet not particular about r en res soil or water, spread- ing rounded crown T111a to -data D 30-50 feet Dtcellent lawn or atroof � Uttle- oaf Linden D 15-30 feet tree,hardieot linden, rp a ea u■ 20 feet form 1e densely pyrsm- ldal JAMW9 TRM (from 50 to 70 feet in height) o94-ru-s d urrens t 75-90 feet Symetrical, slow grow. nchnse ar r. ergreen Pear Ing initially, deep, flowers 1n rpring, Infrequent watering aaocam ora t 50 feet or slow growing, beautiful amporTree D more in any season Qlnkgo blJoba 'Saratoga' D 50 feet or Slow growing, plant only J&Tdonhair Tree sore mule trees, disease and pest free, yellow fall color, attractive any season LIST 21 Proposed Residential street Tree Planting List HI ntlf none Lbergreen/ Height tot Comments omson name Deciduous Width tos SV LL Tg = (to 35 fest in height) Acer bu r erlanum D 20-25 feet Low ■prea4in6 growth, Outstanding fall color tr ant Maple e1 raart f o a t 25-30 feet Kodhrste growth rate, Austro an ' ow 20 feet mall, graceful, deep rooted, needs water, full sun clay els 'Wilsonli' t 15-20 feet Tolerates sun,wlnd, aIt 1 son o y shade and any soil, bright red berries o r terlanip• culata D 20-35 feet slow to moderate growth, Uoldenraln Tree 10-40 feet valuable In difficult soil, tolerates heat, wind and drought LoaA} tro_lgla Indlos. D 6-30 feet showy flowers in sumer, grape Myrtle slow growing, full aun Laurus no�b-i�l ! 12-40 feet Tree or shrub, slow -s SWOe� growing, bayleaf in cook- ing, needs good drainage, light shade a a iA souls lana D 25 feet Sloosu in spring before Saucer Magnolia 25 feet leaves expand, white to nurpllsh red, does poorly in hot, windy areas goo tens boarla t 30-40 feet 4raceful. pendulous r en res branches, slow growing, roots not Invasive, choice lawn tree rune bli elan• D 25 feet Leaves reddish purple, rp a ea u■ 20 feet flowers somiidouble, pink, fragrant, lab. -April, no fruit P7ru kawakamll t small tree Fast frowing, white r. ergreen Pear flowers 1n rpring, partially deciduous M.aD1VM TRESS (from 35 to 50 feet In holaht) Alnus cordata D 40 feet Moisture loving, rapid =ia lan older 25 feet roots arm growth, Interesting catkin display before leaves No No No dw No am ENO "S Now too NOW MAW do" LIST 31 Proposed bhrut» to Serve as a Hedge or as Screening LIST 2 (cont.) ivorArer-:/ Height tot Comments lfnano a D 84 .. Deciduous _ Width tot -- A�o1s doctors I 6-8 feet Can be trimmed to 5 —Grecorul wattle 6-8 feet feet, drought resist- Li QUASOb.r at raoif ua D 60 foot ant Ca"Il la JaponIca L 6-12 feet Many named varieties, 6-12 feet requires good drainage and solot soil, slow Srlodendron tullplfera D 60-80 foot growing pme p 6-10 feet Flowers appear in Jan. ower ng ;uInes 6-10 feet before the leaves, easy to grow Chokea t mats t 6-8 feet 6-8 feet Rapid growth. fragrant flowers in early ox ci LIbT 3 (cont.) lentlflo name s'jergru%,n1 Height tot Comm*nts ommon nlmo- Deciduous tidth tot _ 1 xQoOuttaa B 10 feet Shrub, small tree.Iarge h nein Ho1`y 10 feet long-lasting red barrios Liss grenata [ 3-4 feet Shrub. sun or shade. •panese Holly j-4 feet black berries, dense. erect Muni s• app. [ 6-20 fat Shrubs. foliage noodle - Junipers like or soalelike or both, many uses a on o [ 10-12 feet shrubs or sa+tt trees, Japanese Pr v• excellent hedges or •Greens mahopis AQUIrollue [ 6 feet Tall, ersot habit, any Oregon Grope, exposure, blue -black (The scientific name berries In Ma:ut1-Flay. nam been changed to edible. control height rber s ogulfolSus by pruning, spiny - a • spec •• say toothed leaves be sold under either name) er •abo a [ 9-10 feet Upright. dense, Hard y -o !-Valley shrub Erowth. partial shade. need• generous watering, flowers in drooping clustere. Pink or white flttosporum app. [ 6-25 feet Oood form and follage, varies w/ Nome •Poole• have fra- •pooles grant flowers. sun or shade •ldlum oattlelanum raw6irry Ouava i 8-10 feet Moderate growth, beauti- ful bark, dark red frul% good Informal hedge Viburnum app. D or [ 4-20 feet Sun or shade. often varies w/ fragrant flowers. specie• prune to prevent leg- ginese. plant [ in partial shade Appendix B Traffic Report I Right - of W!i!y The current right-of-way (R/M) for Has Lane between Elm Street and Ludt Avenue is mostly 60 feet wide with a section of 80•rot) t ROW at Lodi Avenue. The existing street is mostly 44' to 48' wide and is not centered in the right-of-way. StrILIPS This section of Ilan Lane is currently striped with two travel lanes, Crosswalks are marked at intersections. Control Devices An eight phase traffic signal controls the Lodi Avenue and Has Lane inter section and a four phase traffic signal controls them his Street and Ha■ Lane intersection. Parking Curbside parallel parking is allowed on street along both sides of Has Lane from Lodi to Lim. The current onstreet parking capacity is approximately lis spaces. Traffic Volumes The current traffic volume for this segment of Ilan Lane ranges from 12.400 to 14.100 vehicles per day. Average daily traffic (ADT) volumes were calculated from counts taken by the City of Lodi on May Isth, 10th, and 17th which are a Tuesday, Wednesday and Thursday. These days were chosen because they represent the most "normal" traffic behavior and will present the best traffic volumes for an average d�q in Lodi. The peak hour traffic volumes were also calculated in the same sinner. Existing peak hour traffic counts/traffic flows occur during the normal peak hours of (7:O0 to 9:00 as and 4:00 to 6:00 pa). Ik,wevcr, there is a secondary peak hour in the afternoon at the times that Lodi Iligh School gets out HAM LANE IMPROVEMENT PROJECT TRAFFIC ANALYSIS by Jeff Clark INTRODUCTION This report summarizes present conditions and future traffic impacts to Ilam Lane between Him Street and Lodi Avenue in the Cit; of Lodi. Three alternative improvement plans were evaluated. The analysts included the evaluation of existing and future land uses, traffic volumes, street cross-sections, channe lllatiun. and traffic control devices. Alternative improvement plans for Has Lane were developed and analyzed using future peak -hour traffic projections, street capacities. physical constraints and parking demands. EXISTING CONDITIONS Ilam Lane is one of the major north -South streets in Lodi. It terminates at Turner Road on its north end and at Marney Lane on the south end. The segment of Has Lane analyzed i this study is from Elm Street to Lodi Avenue. It is four blocks long. and its location in Lodi is shown on Exhibit 1. Land Uses Current land uses along flax i.ane between film Street and Lodi Avenue vary from low to high density residential with some commercial near Els Street. w _v. alp fill mam 16 -- IMF 30 JWL !rt —Ax"t Aar Abows- 6 FUTURE CONDITIONS Traffic Pro)ectlons Traffic volumes were projected to the year 2005 for minimum, anxious and midrange values. The values were calculated using City of Lodi population growth rates, City of Lodi traffic counts, and City of Lodi General plan. The minimum range values from the San Joaquin C.O.C. Traffic Studv for Lodi were not used in this study because they were found to project future volumes lower than the existing 1984 traffic volumes. The midrange traffic growth values were calculated using the historic population and traffic volume growth for the City of Lodi (1965.1954). An average rate of 1.7 percent was used to project traffic growth. The maximum range was calculated using the historic growth rate in traffic volumes on fins Lane (1965.1984). An average rate of 2.4 percent was used to project traffic for the section near Ela Street and 3.3 percent for the section near Lodi Avenue. The resulting traffic forecasts are based on the assumption that radical changes to the land uses in the area around Ham Lane would not occur and traffic volumes would increase at the same rate as they have in the past. Exhibits 6 and 7 (presented later) show a comparison of the projected traffic vol uses for the two ranges of projections to the three alternative roadway sections over time. 5 of session. This secondary peak occurs during the 1:00 p.m. to 3:00 p.m. hour and is especially heavy in the southbound Har Lane direction. The traffic volume for this move is 570 vehicles per hour. The a.m. peak hours vary depending on the time of year. During the school months there is a 7:00-9:00 a.m. peak but during the summer months the peak occurs from 11:00-1:00 in the midday. 1979.1980 average daily traffic volumes are shown on Exhibit 2 for general comparison of traffic flow on streets throughout the City of Lodi. Turning Movements Turning movements for both the a.m. and p.m. peak hours for Has Lane intersections at Ela Street and Lodi Avenue were calculated from field observations. capacities The capacities of Has Lane in this study of existing conditions is the capacity of the critical intersection of Ham Lane and Lodi Avenue. Current City of Lodi traffic counts, peak hour turning percen- tages calculated from field obsorvations, and the updated Highway Capacity Manual signalized intersection capacity calcu- lation methodology were used to determine operating conditions. The level of service for the intersection of lima Lane and Lodi Avenue was calculated to be L.O.S.A and for Ham Lane and Elm Street L.O.S. of A. Hoirever, it oust be noted that during certain parts of the day the southbound approach to the Ilam Lane/Lodi Avenue intersection appears, from field observations, to operate at LOS C or worse. 9 ►m royewants Three alternatives for improvements to Ila• Lane were evaluated. The three include: 1. Rebuild existing street (Alternative Cl, within the existing curb lines, improvements, such as restriping to add left turn pockets, and limiting on•streat parking would be done. Physical improvements would be limited to necessary curb repairs and pavement overlays. (See Exhibit 4) 11. Minor Improvements (Alternatives A i 8). Some physical improvement to widen the existing roadway to accomodate a basic four lane street. Channelization and limiting of on -street parking would also be needed. (See Exhibit 4) 111. Major Improvements (Proposed Project). Major physical and channelization improvements, to accomodate a four - lane street with on -street parking. (See Exhibit S) These scenarios were then evaluated and alternative cross- sections were developed and analyzed. 7 LIK"NO 1968 NOOlL MOACTNlMO 1990 NOOtL MOACTIO NS It* 6 NOO[L ►IIOACTNIMIe 2000 NOO[L POCIACT10116 2006 U009L PROJ[CTIONa San Joaquin Council of Governments Projected Traffic Volumes l :::ii 9$111 Siiif 2600 LODI t r 300 3 600 4 t6.lN 2a.30N +ill +1,300 • t�e �'.� 16.300 g 14.106 21Y$S 14.41"14.41" y Z3i�� � 3400 � 300 sq $ 661140 $+•g$ vws gg Si yyyR 44 $Zs7ti ttoo «_ am _wr• ' KETTLaMAN 16.100 g g Y 8 16.000 Slit: H•+00 + 23.000 $q S q-� S g 26.300 • w /- • �+ �- . • 13.600 • « 29.1100 84.000 6.300 3 34.600 LIK"NO 1968 NOOlL MOACTNlMO 1990 NOOtL MOACTIO NS It* 6 NOO[L ►IIOACTNIMIe 2000 NOO[L POCIACT10116 2006 U009L PROJ[CTIONa San Joaquin Council of Governments Projected Traffic Volumes l 0 M x A E � n tT L e e'� N Y ■ - c a -' : •- a '.' - S l -- f Y R -- L O S 7 ! L V r �: -00, 0 3 D c t V N 7 t ■ R L G C n - t � iV•r . Y � Y L C = - L C I ^" C rS. _f r. n .- ♦ ipc If If - L a. 3 L• + G T. n ' ■ _ .. .. u - L ^� ■ 7C C S G L C R ! 7 ! n � v - L L rt = w v r w � G -• R C ^� T ) J n L V L Y [ - L T S n _ IR G V -S U V. S » L C - 7 v 81n = r .^. V - Is S IS 17 ol S V- n c o R n N n w r o=! n L mg III c n b C ._ n V ♦ C �- IF es r - C C ^ ■ R {/ ^ C- C - c - < t L= c 8 L n c R n C^ ■ - � r •< T c c - V IC - - R 7 n ^ •� L - L n C _ r• t K T ^ 17c III c - = C -� C �+ C ♦e ■ K r r = 9 Y _ ^ = 7 R .. -. C16 - ■ n V f n • L L S C n 7 R R ^^., ^ C V � N� L 'O 9 � O OC r ^ ■ ■ ? w - "q C R Y O R � ^ w ►■ R � rt ^ R A 7 M ■ O 7 w R n R ■ ► 9 is v L ^ it C V ■ K O ^ C O < - n R •< K 1 C V L� •' [ [ � r � + T. L• L 7 L _ -•i R - R _ - C - - N r _ i• 1► L C � w ^ 7 R R ■ V a 150C 1250 1000 750 U W Y Soo W d 250 150C 1250 1000 z 750 J Si O M W Q Q S Y 500 w z 250 PROPOSED PROJECT _ ALT. A a S 4 LANE NO PARKING ` —ALT. All 8 3 LANES- - NO PRMCT _ NIGH RANGE LOW RANGE RANGE OF PROJECTIONS TRAFFIC PROJECTION ---- STREET CAPACITYU 05 BI 1975 1980 1965 1990 1995 2000 2005 TIME (YEARS) Traffic Projections and Street Capacities Lodi to Pine MIGM RANGE LOW RANGE ROJECTK)NS JECTICN JCITY(LOS S) 1975 1980 1985 1990 1995 2000 2005 TIME (YEt.RS) EXHIBIT 7 Traffic Projections and Street Capacities Pine to Elm 6 r .. A T -� -{ A T !1 ^ 7 M ••• > » •^ C -, A t T. .. c 4 f S 9 O R o n » T ^ T ••� T Y 3 C t - • x .y. .� ^ u S A A A G ^ ^ L •� � L C ' A A L - _/ L V ^ G A • C- L � i -i � » 7 e [ ► L - - S - p 9 C C C A n M1 O, L V n C C L' • f t [ L .L• ■ A L ■ AI 7 a S V V r, � R a S R 3 w L►^ ^ Y 3 7 v [ S 7 w ^ O c A VL aO L c C ^ L1 - ^ f n C. < Y S17 Y O t A A ,» p e o o a a a >• n c ^ C C A R ► -� P • A r C [ C A - C L A L A L t C C n R A r 7 A V [ Z7 4 e 1 T L A 7 •. � - A •• ^ .a L R - L w 7:- R A T A C A-3 .. C •� A A C � r, p A .t O A Y C A L M ^ _ R ^ C C « Y t is r ._ Y S A ^ c T a o ^ r. o L Y C L T e ° L •� a - ^ i � c •� P » C •� C 9 M � S A L V C •► 7 S '� M n rt L - L - A Zr C Y O n t •� L •, L w C _ C '1 Q C z L' c n C r R y i - ^ -- C L A A � < C 7 L t L 6 9 G^ L 9 O •- �' L e A - A C A C S R 7 A r, V A n^ » s A- n A o• f- A - K R [ � ■ r, V V 7 - CIft .- L L C C -- A V A A w e Y • V Y G C K - L •t C C R t Y '� r .� is r• L - n 7 AC Y C A O C [- '� r• - A L w C Y C •- n Y Y • c i v L to Y C C w Y L S 7 C T - K ^- L L 1 7 A f •� < G C � - T A C A e a ^ 2 O n A - - V < ^ T e < _ v - - - n v c L _ • L A L - c a • - L A V T L - :I. Y C C A 7 L L 7 r .. •+ X T V - ,T - C » t [ P w 9 P Y -• • 2 L ^> .y. .� T C • A 4 V ^ A • C- L � i -i � » 7 e [ ► L - - S - p 9 C C C A n M1 O, L V n C C L' • f t [ L .L• ■ A L ■ AI 7 a S V V r, 2 Y 3 7 [ S 7 w ^ O VL aO ^ f n C. M .- O C S17 Y O - e - A A ,» p e o o a a a >• n ^ C C A R ► -� P • A r C [ C A - C L A L A L t C C n R A r 7 A V [ e 1 T L A 7 •. � - A •• ^ .a L R - L w O R A .. - q C .. .t A • • b is ^ 6 Q M ^ R ^ C C « Y t is r ._ Y S c a o ^ o n a s "� e ° w a - _ ° •� L L w C _ C ^ M t R O w R 9 G^ L 9 O •- �' L e A - A C A C S P ••• 4 "� 7 A r, A n^ » s A- n A o• f- A - K R [ � ■ r, V V 7 - CIft G C K - L •t C C R t Y '� r .� it - A e a ^ O n - - a w e - - A L c a a C C - A G ^ -• r I ^. t m A •� w _. q V a < c C D � C A O S 7 1-1 -� - Q ■ C m =- _ [ r w R O !C >• » A >, F p a L O R a IN V L v - - t K n L R - C � 3 ^ w w _in 3 w '- yc C •� n r -Ci � r, - 1 n V n w 7 A ■ T 3 n T C _ • r p A r• n n ^ J L _ L C t - R a 4 C w ,. • n A L L A C O' ■ r A n c z � r V rt A A A M S C ►— C w S •^ n- V S n •� S L -� r ^ fl R n R i -. r• R - O O a 16 t r O' O. �'• 7 J N [ 7 S N V R - S- L L T Y R Z7 C 16 - ey r n •, A c o r^ ! R C- O t q 4 C O a C C - C -• r I ^. t � A •� w _. q V S c C D � C A O S 7 1-1 -� - Q ■ C m =- _ [ r w R O !C >• » A >, F p -- M N a IN V ^ v c - - C � 3 ^ w w _in 3 w '- yc C •� R T -Ci A r, - 1 n V n w 7 A ■ T 3 n T C _ • r p A 4 C w ,. • �• n L A C O' A A A M S C ►— nc- i -. r• R - O O a t r O' O. n C 'a N - - S- o rt c A n c` r n •, A c o O t q 4 C O D L M ^ R 7 � O N ■ 9 A `t r, = • n 3 Y 7C Z 1 m A 1 A � .•. rt M ■ ^ C ^ rt Q M A N N O • n C C ^. M n ^ Y ; O r 1 M i L 7 Q � .+ r • r Y• O O S A > > A R 7 N •� •• O 3 A A » • i 7 O Y ■ n ^ O M^ cr. o M. c< a c n c^ s r• 9 e— i s i r o N r w R C _• < < G v O • •` A _L < cr C ^ O 1 ■ w A N A _ O v - C A G< K p n >• n n c c m c RIt z fb v ^ ! • • V C L 06 77 C v 4 r A N �L C o6; .. rt F 1R ^ n A V A A 0 a :u !iii atiun To mitigate the impacts of high school traffic a wider cross section sio uld be constructed to prevent any decrease 111 level - of -service below LOS S. Pedestrian Safet_y Due to an estimated increase in traffic speeds, higher volumes, and greater distances to cross, pedestrians will have to wait longer for adequate gaps in traffic to make it safe trussing. School children, Junior Nigh School or younger and senior citizens are the most affected pedestrians. Mitigation Additional pedestrian safety devices may be needed. These would include addit tonal ;russwitks, roadway warning signs, school speed zones, and if necessary, tralfic or pedestrian signals. Ctosa Traffic Because of higher traffic volumes and (if the proposed project is implemented more lanes to negutiate).cars un the side streets way ha.e to wait longer to find a safe gap in traffic to make either left turns or to cross line Lane. Because of the high percentage of high school age drivers this problem could become more critical due to the inexperience of the yourlL drivers causing traffic safety problems. Nitl muton Traffic signals would he installed as warranted. This would give the right-uf-ray to the vehicles on the side streets su they could make the desired traffic movements. Tile 4 -lane S6 foot section would aid the cross street vehicles by increasing si(ht distance through the removal of on -street parking. 19 IMPACIS AND MITIGATION Poadway t.allaclt7 Traffic volumes will continue to Increase in the lutute un Ilan Lane as the City of Ludt continues to grow. As the traffic levels increase so will the levels of congestion. CurtentIy the section of Nan Lane between Lodi Avenue std Lin Street operates at a level -of -service ((ASI A. This is ptojected to change as traffic volumes increase. Table 4 shows a comparison of the roadway cross section alternatives and the level.uf- service that is projected for each roadway alternative three pro)e.ted year ZOOS traffic volumes. As .an be seen frun Table t all tour truss-sectiun/lane configuration alternatives will ha.Nd►e the projected minimum traffic levels at a LOS B or better through the year ZOOS. lfowever, for the maximum level of traffic projected the existing and three lane Sb foot cross sections will expestence periods of sub level of -service b and the existing cross-section will even experience periods of LOS 11. Table S presents definitions of level of -service operating :onditions. Mit 11at Lon To eliminate any potential reductions in level of service below LOS C the section of Him Lane between Ludi Avenue and LI■ Street should be widened to a minimus of SA feet sutb to curb. 111g11 School Access to the Lodi Iltgh School is available of: of llatm Lane. hecause of this there .s a secondary peak to traffic levels between 1:00 and 3:00 in the afternoon. This peak to nearly as high as the 4:00 to 6:00 peak hours and in the southbound direction causes traffic levels high enough to seduce the level of service on the study section, at the fine and Lodi intersection southbound approach, to level of Service C or less, for the existing cross- section. Critical Movement Analysis: PLANNING Calculation Form 1 laww*w COD/ AvC i s1AM LA. -4-e- Desipt Hour Q: CO -9. 00A� trobko Skies W Shp I. M1111111W L&M Sap t L* Twn CAreg ,yr,«a, Ste♦ 6b. Yalrnw A41mo wewcjor Mu o&— SkIwd Or+ri* a.rr r.r.. •}ter jJ- • a•r I n.�... c..r c..r.+ G.r . •ss N. ..w • • IA w• ..r.•r now" • r.yfM Sag S. A 4 Lave Yeirfwa, VrA sup?. Saaw #I crilkd Yetrawi Shp L in vo sw.w.w t >< F . • r — — f t ` �_•1� ,��•p� a�.._ tq S. iWor"ecfa. Level 41/ Sersiae MZJI ha t. Rsra4tiiisar cw— C%—V — - °-, s. (f—.62» *-0 co — a, atAs re2.a ii t �J 11 Vehicle Speeds With any widening of the roadway cross-section, drivers any perceive the road to be inter to drive at higher speeds. thus overall vehicle speeds say increase. this is especially true with the large six of high school drivers. Nit i ag tion Speed limit signs and enforcement by local police can help to reduce speeds. b.fwever. even these measures say ,wit be entirely successful. Critical Movement Analysis: PLANNING Calculation Form I Inter.ection Dcsicn Hour_ �;t X> Probkm Sbtenxnt Stop 1. /Ietwdy Lar Seep I. Left raw* Check ( Step M. Voi~ A p..W .wwwt Jo► .., ..r A/wtbAav SAV O-Aw ....._ ,,,..... . ..... . C..—......_ . ,• UN -• 1001 t•..� � '� 1 1�1ir. t."P.M. ... 0-0 wy>m tq I. fAmWJ Voawwm k yA Step 3. A wlksw Lar Vslwwes, Step f. Sam 4 Cr&**1 Vo&~ rph ~ )_•_•lev• •ry)T `� lwttr)tcttow Le.•e/ aJ Service �tirjj � w.•.p.- f-. w I..� IM � Ll Step f. Rrcokt.kue wt . to-- t �sr Mp tep t3aZWWCQYO&W eta im 0-0 pAdw wls"40 Coww"MIt sq—"—w 1 1 p"Sixt t4Aa Z=2rel;—�inrx Apy 06., a lir.. ir4ne sfew.tl PY c s 1 �E t'Ft -TUew rA<r QNv t� Ivy t T-VE/1V -j Critical Movement Analysis: PANNING Calculation Form I Intersection i o t.?. A,/f- RA -1 L-an1E Design Hour ! 4P - Z• 4orM Probiaa Stitemstat — Sup 1. llewryr Lar Geowerrr Stq 4.L* r. ch"*St.p �. V-&—A�..rrtwewt Joe .., ..r makohnow SAIwd Ortrk p ..... ..... -• _ _ _ LOo I loop"— •ry)T Star I lAroWj Vokwwr; he wph Sup S. Aatsw Lar Vuiwwes. Step?. Sava e16"w VO&OWr Ll M .ph '� AVC � � � Step t. !w►ersrctlow L eJ Sestrice N.....t...�w//t��..rw t �sr Step 11. R—k1 M . Old- 2 M �. sq—"—w 1 1 p"Sixt t4Aa Z=2rel;—�inrx Apy 06., a lir.. ir4ne sfew.tl PY c s 1 �E t'Ft -TUew rA<r QNv t� Ivy t T-VE/1V -j Appendix C Noise Analysis AsMNA1MmNrW time 80CM Teton Causr tans Goal I AY WNW CwparsrW CA OW14 �� �wor Na► �87•I01S NOISE IMPACT AND MITIGATION STUDY NAM LANE IMPROVEMENT PROJECT City of Lodi, CA August 27. 19134 Submitted to Late Burdick Land Use Planning Auburn, CA Prepared by N. STANTON SHELLY Principal Consultant NOISE IMPACT STUDY - NAM LANE IMPROVEMENT PROJECT INTRODUCTION The Has Lane Improvement ProJect is within the Jurisdiction of the City of Lodi. as last agency. This noise study is part of the Environmental Impact Report required by the California Environmental Quality Act. Public Resources Code section 21000. 1. EXISTING SETTING A. Noise Sources in the Area The primary source of noise is the project eras is traffic on local streets. both on Has Lane and on major cress streets such as Lodi Avenue and Elm Street. Peak psssby noise levels for gnasenger vehicles are approximately 60-70 deA at moderate speeds and at a distance of 21 teat. (Sae the App._adix tot detimitions Of noise concepts dud terminology.) Neavy trucks. setorcycles. sad vehicles with feulty muffler systems produce peak pasoLy noise levels of 70 to 90 48A at 25 feet. Other sources of noise to the dram -- overflying aircraft. barking Sons. and similar urban dlsturbec.es -- are present, but not sigatficant contributors. Mor• distant sources. Southern Pacific Railroad activities one and a half miles east and Route 99 traffic two and a belt miles east. contribute to the background level. Sad are noticeable in the absence of noise from nearby sources. 8. Ambient Noise Levels The traffic noise level at a given location is a combination of many tactors. including the traffic volume, the noise level of Nas Leet laprovtm*nt Project - Noise Page 2 each vehicle, vehicle speed, and the distance to the road. As soot urban dwtll*ro are aware, the traffic aolee level near a logy Itrdet varies over s wide rant. To Indicate easily the ovetsil Solo• level, single number descriptors are usually used. The soot common descriptor for a short period is the hourly Leq, which iadicateo the energy average of the varying Sots* level, Sad has been above to be a good indicator of people's perceptions of &else level. Over a longer period, the Ldn descriptor is used, which is the long-term average of LeQ, with 10 d5 added to Cho soles level for the aightise period. With basic information •bout local traffic, the roadside sales level ciao be modeled (cosputed) fairly accurately- using *lost too* that have been developed Iron field tests. The standard Nighway Resea'ch board traffic sots* model (geterence A), revised stiff extensive field seasur*ments. has been used for this study. goadslde acts* levels are estimated below for existtog traffic on Nae Lao*. at 40 feet fro* the center of the street (approximately the middle of the average yard). Pte3*at Has Lane Noise Levels (dbA) LOCATION LU Lan Pk Hr. Noon i as Front yards 71 70 58 72 These noise It- . : based upon so Average Daily Traffic (ADT) volume of `41', and a peak hour volume of 1050 trips. The soles levels during periods other than the peak hour. and the Ldn. ate based spas typical hourly variations of urban traffic throughout a normal day. because of the relatively small front yards. sad the reflection of noise from the houses, the noise levels ere not substantially different at the houses than at the sidewalk (1-2 dbA less). Has Lane Improvement Project - Noise Page 3 II. POTENTIAL NOISE IMPACTS OF THE PROJECT A. Sensitive Receptors. The majo..'ty of properties adjacent to Ham Lane is the project area are residential. with a few commercial uses aid a church making up th.• remalsdet. Most of the realdescem are single- family, but v few are apartments and dupleses. Thera is only 100- 120 feet separating the hoses on the Vest side of Nes Lane from those as the East aide. so the distance :o traffic is relatively small. B. Project Traffic Noise Impacts The project would Construct four traffic lease. pI%8 eltkar two parking lases or a center tors lase. depeadlas on the location. Traffic volumes have bees projected Is three growth scenarios between 1985- 2005, from sisisus imcreases to high growth. Five basic project cases aro evaluated for potential noise impacts, as shown belows 1. Four traffic lanes, two parking laass Volume: 15700 ADT (1985 High growth) 2. Four traffic lanes, two parking lease Volusei 20300 ADT (1995 High growth) 3. Four traffic lanes. two parking lanes Volume: 25.300 ADT (2005 High growth) A. Four traffic lanes, center turn lane Volume: 21300 ADT (2CO5 Nigh growth) 5. No Project - Two traffic lanes Volume: 25300 ADT (2005 High growth) Sao Lane Improvement Project - Noise pate 4 I Mae Lane Improvement Project - Noise Page S Average traffic speeds are estimated at 30 mph during peak hoer. and 35 mph at other times, la r!i:. I through A. Case S would be seriously comgest*dl spe•4ds of 20 mph or less during peak hoar, and 25 ■ph otherwise, ars assumed. Traffic data are from the project traffic study by TJtH Traffic Consultants, Sacramento. The long- term Ldn descriptor was competed from s typical urban hourly traffic distribution (see Appendix page A-1). The results of the noise modeling studies are gives in Table I below. The front -yard location to each case is the same as for the ambient pots* levels in the previous section, 40 feet Iron the center of the road. Table I - MAN LANE ROADSIDE NOISE LEVELS (46A) CASE Ley Ldn 1. 1965 - 4 lane, 2 parking 72 73 2. 1995 - 4 lane, 2 parking 73 74 3. 2005 - 4 lane, 2 parking 74 76 4. 200$ - 4 lane. 1 turn. 76 77 S. 2005 - 2 cane (existing) 69 71 The cases modeled do not include all possible combinations of : Volvo*• and lane contlbwrations. rot esampie, the a sem covering only modest traffic growth in the most 20 years are not pros*mted. However, the cases which have the highest noise pot*otlal are included. if the high- growth traffic projections do sot occur. lower noise 1*vols would be generated. Table 1 demonstrates the relative effects of traffic volume, average vehicle speed, and distance on the noise level, when compared to preseat noise levels. Traffic in the basic project cabes (11, 2, 3) to about 10 feet closer than for the present two- lane configuration. Noise levels increase due to progressively higher volumes. Cases 3, A. and 5 have the same high- growth Volwme, while road cross- section (and receptor/vehicle distance) changes. Case 4 eliminates two outer parking lases for a center turn lane. which brings the moving vehicles smother 7 feet closer to the residential receptors, and increases sola& lov*Is by 1-2 dSA. Case (/5) is No -build in 2005. The distance t■ the some as at present, and b*cans- of congestion and low average speeds. 0011& levels would be 5-h 46A less than for the 2005 Prcject cases. It should be noted that receptors sot on Nam Lae*, bekied those directly facing the project. are exposed to 14-15 45A less noise because of the combination of greater distance sed the partial shielding provided by the buildings. The changes to project traffic noise for other receptor locations would be approximately the sane as for those located on Na■ Lens. Ncvev*r. Has Lane traffic is not n dominant souse of noise for receptors on other streets. C. Discussion of Potential Project Traffic Nola* Impacts Two aspects or* important when considering potential sols• impacts of a project: the increase is solve level due to the project, and the project noise level itself. From Table 1, traffic noise along Nam Lane could increase 3 to 5 d6A in the next 20 years with project lopl*meatation. Io general, noise increases of 2 48A or less usually are not noticable, unless the character of the noise is also changed signifrcantly. Noise increases of 3 - S 4BA are detialtely noticeable, and are potentially disturbing. The character of the Mast Lea* Improvement Protect - Noise Page 6 &also is again important in the amount of disturbance caused, in the Nes Lane came, a 5 dB increase in steady traffic Noise over 20 years eight not cause problems (it Is typical to many urban locations). Nowev*r, an Increase in Individual loud vehicles could taus• considerable disturbance. To evaluate the potential Impact because of the overall motes level, land use planning guldoltaes for noise are used. The City of Lodi has adopted the San Joaquin County Noise Element (Reference 5), which recommends :oapstlblo uses for various noise levels. The sugg*sted Ldn noise levels for residential land uses are outlined in Table 2. Table 2 - Recommended Noise levels for Residential Uses LAND USE CATEGORY LIn RANGE Normally Acceptable Less than 60 dBA Conditionally Acceptable 55 - 70 Normally Unacceptable 70 - 75 Clearly Unacceptable Above 75 The guidelines are intended to •$stat in decisions about new reeideatial construction. but they are useful in evaluating existing uses also. In terms of Noise Element guidelines. prfstat noise levels adjacent to Nam Lane •steed rotommendatIons. sad the project would increase those levels 2 to 5 dBA. In addition, acceptable interior noise levels should be less than 45 dBA Ldo due to exterior sources. This requirement is contained in State Title 25 - Section 1092. Noise Insulation Standards. which apply to any new multi -family residential construction'. Standard residential building design and construction methods generally reduce outdoor sots* by 20 to 25 daA, with winnows closed and no significant cracks or openings around wisdows or doors. With the beat residential construction Mao Lane Improvement Protect - Noise Page 7 methods, end traffic noise levels of 70 dBA, Has Lane interior noise levels would soot 45 dBA (Ldo) indoor standards. Nowever, if windows are opened, interior notes levels will be only 10 to 15 dBA less than outdoor*. This means that to achieve a 45 dBA interior noise environment, windows should be sealed, and forced ventilation provided. To deal with soles levels higher than 70 45A, other improvements to the structures could be needed. See Section 111, Mitigation measures. D. Construction 9oise The initial site preparation phase* would bring various types of demolition and excavation machines :o the site, such as bulldozers. backhoes, and large dump truck*. These generally have diesel engines and produce 80 to 90 45A at a distance of 50 feet under full load. Jackhammers would be utilized for concrete and blacktop removal, which generato 65 to 90 dBA noise levels at 50 feet. Second phase activities require similar equipment, anf produce similar Role* levels. After removal of the oststiog road surface. curbs. and sidewalks, the surface would be graded. Trucks would bring to the base materials to graded and rolled. Blacktop trueks sad concr*rc string trucks bring the top surfer* materials. Anal surface preparation by large rollers produces nrtse levels of a5 to 95 dBA at 50 feet. The residential properties along Has Lane would be the primary receptors for the temporary construction noise. for a pert.id of four to eight weeks, sporadic sots* levels of 80 to 90 dBA would be experienced. Although construction equipment would be idling part of the time. and world be producing maximum sols* levels .infrequently0, latormittast construction noise disturbance is likely on all adjacent properties. Supplement to Has Lane Nome Impact and Mitigation Study Discussion of Low Barrier for Traffic Noise Mitigation In most roadside receptor situations, with a setback of at least 35 feet from the roadway, a 2 1/2 foot barrier at the sidewalk would provide 3-4 dBA noise reduction on the first floor of the residences and in the part of the front aard near the house. On Has Lane, with setbacks from the curb of only 10— 20 feet, the view of the road surface (where such of the noise is generated) would not be significantly blocked by the barrier. and a reduction in noise level of 1-2 dBA would not be perceived as a noticeable noise reduction. hS anton Shelly Acoustical Consultant 9/12/84 Has Lane Improvement Project - Noise Page a III. MITIGATION MEASURES The following mitigation measures are possible alternatives for reducing Has Lane Improvement Project noise impacts. Each post be evaluated with respect to other project objectives such as budget, aesthetics, schedules, and City policies. Traffic Noise 1. Although often undesirable for traffic engineering reasons, reducing average speeds on Has Lane would reduce noise levels effectively. 2. Reduce local traffic volumes by improving deairabtllty of alternatives to the automobile, such as car pools, bicycle, and public transit. 3. Construct s low masonry barrier (2 - 2j feet hit*.) along the front of resident :al properties. This would provide about 3 45A of noise reduction without enclosing the yard or impairing the view. A. Enforce California Vehicle Code prohibitions against faulty or modified loud esheust systems -- Sections 27150 and 27151. This can be implemented by local law officers without noise monitoring equipment to eliminate the worst offenders. Construction Noise 1. Choose conattuctton equipment which is of Quiet design, has a high quality muffler system, and 1s well-saintarned. 2. Install superrnr mufflers and engine enclosure panus when required on gis, diesel or pneumatic impact machines. 3. Restrict hours of use for motorized equipment -• for *sample, 7:30 am to 5:30 ps. Monday through friday. Mae Lane Improvement Project - Noise Pape 9 4. Eliminate unnecessary idling of machines not in use. 5. Use good maintenance apd lubrication procedures to reduce Operating #lots*. Architectural !a Structural Modlficattoas 1. Windows fact$$ major streets should either to tightly sealed and caulked (with the associated interior reatlatiom system), of have a tight fit when closed, to shut out exterior note*. 2. improve uiabow noise reduction by replacing slamlp-puna vindaws with double pane, or 'safety' 1►minsted, types. 3. Doors facing noise sour:ss should be solid core with a tight fit when closed ( watherstripped). and no roti sluts or other openings. 1.; Demean t No be, U. S. Lawlroaetatal Protection &Stacy. 1r.e o Noise Abatseeat and Control, Washington. D.C., December 1971. 1. Proceedings. Coaference on No e of Publ c H a1tA Natard, Aeerlcan SPeeth and Hearing Aasoclacion, ashla&ton, June 1968. 1, of recti n a •els o my rose nt i No se Re uis to to _r,tect !lilt Neslth and Yel are with an Ade nate Mar !n r Safety. avlronstota Protection Agency, ice of oisil a Abatesent and Costrol, Washington, D.C., March 1974. 4. NN_fj_A_w_��Noist - A Oeattn CulOt_!4i_NtsAr�Y Ent-1_npItr s, •tiN Deal C.00peratiee iT6ghuiy �esearcA �rograe ep0rt 117. N1shway Retearch Board, National Academy of Scleaces, Washington, D.C., 1971. Model revised by S. Shelly for improved accuracy. �. No E1 cent of the San Joa uin Count Genesi Plsn. San oagria Dusty loaning apartment, tockton, A, oveeber 1978. Environasental Notre Measurement and Analysts Procedure 1. Select monitoring site in terse of eai►ting nota sources, receptor areas, topography. and sots* transmission characteriatirs. 2. Make field noise measurements of Individual sources and loo& -tan statis- tical vartation on the project site (15-30 minutes at a ties in each location). Equipsant used: Metrosomics Nodal 601 di Noise Distribution Analyser gruel and [jam: Model 2206 Precision Sound Lavel Meter Steel and Ejaer Model 4230 Calibrator 4. Racord peak mise levels for individual sources and incidents, sed the statistical descriptors of interest Computed by the Ibis• Distribution Analyser, such as L50. L1D and Leq. 5. Based Opom field wsurements and tranaporation noise modeling data (for traffic, modified Ntgttwy Research Surd Report 117), determine source/distance relattomships on the site. 6. Compute Ld values from measured statistical descriptors and typical variation 8( traffic volume* throughout the day: To compute Ldn, where L. is the Le q for period 1: LA Ldo !0 LOG 2(10 ) ♦ 7(100 ) ♦ 2(10 10 ) ♦ 3(10 ) ♦ 2(10 11010 ) +700Lyi100) ♦ (10 0) A-1 Nrly. Vol Nrly. Vol Period Mrs.x{ Period Mrs. (2 ADT) A. 7 am - 9 u 2 7.5 D. 7 pe - 10 pm 3 4.0 S. 9 an - A pm 7 5.6 E. 10 ps - 12 Mid. 2 2.5 C. 4 pe • 7 Pm 2 7.0 P. 12 Mid- 7 as 7 0.1 (No peak) G. Peak Nour 1 10 To compute Ldn, where L. is the Le q for period 1: LA Ldo !0 LOG 2(10 ) ♦ 7(100 ) ♦ 2(10 10 ) ♦ 3(10 ) ♦ 2(10 11010 ) +700Lyi100) ♦ (10 0) A-1 ■. Stanton Shelly Acoustical Consultant AtFUMII hvlrodamUl lolls Cooceptl and Dgt1n1110D1 $ovsd 1s the rapid fluctuation of air pressure higher and lower than marvel atmospheric pressure. The term noise is often used to oma unwanted or undesirable sound. but this is a very whjeccive matter depending upon the individual, and eu the terms noise and sound are often considered later - changeable in normal usage. The frequency of the sound, or pitch, if it is a pure tone, is the number of fluctuations of air pressure each second. if the sound frequency is within a certain range, generally considered 20 to 20.000 cycles per second ( Hartz). the sound is cooeldered audible to most persons with good hearing. Another characteristic of sound is its relative loydMs•, usually sesewred to ""bels ( ds), a shorthand logarithmic unit which avoids having to deal in the extremuly large asmbers describing sound In its basic engineering units. In other words, 120 dg, which would be experienced by standing close to a modern jet airplane taking off, is not 120 times as loud as a sound of 1 dS (the very faintest sound which the mar can hear) but rather nearly one million times ae laud. fxaeple■ of various common noise sources and their relative loudness are found on tags A -a of the Appendix. The basic Issue in dealing with community and environmental noise is its effects, and the way It is perceived by soot persons. (See the tffec o Section, page A -e). Therefore Cho noise must he seawtod, described and then competed to guidelines. rwgulations. and known effects. ►or these purposes the declbel 10 Used with an "A weithtint" function, meaning only that the lower and higher frequencies are de-emphasised similar to human hearing, rather than having a "fiat" frequency reopoase (which the stared industry considers standard). Unless otherwise stated all references to dvclhels N. Star.con Shelly Acoustical Consultant relative to human effects and Community 00104 sea "A -weighted" decibels, of 41A, In the usual abbreviated form. Theca weighted decibel volume are then referred to as noise levels, or pound levels. The puipmeat used to measure noise levels to called a Sound Level Motor. Io spite of the tendency to describe euviroo.emtal noise levels with siogle-nuaber descriptors for simplicity. the most characteristic future of the noise people asp*ri*mce In their urban comeuaities to its extreme variability. So to better understand Mat a given poise enviroamout is really like, sora information about it is often presented by using nor* than one descriptor. but example, the av*rate noise level may be accompanied by the maximum or highert noise level. and also the Sisiaum noise level occur- ring during a particular close period. to some cases it is goes important to know that, for example, the mlnlaatm noise level is lS dU emd the mastsuu noise level is 90 dtA, than that the average not** level LA 55 daA. There are literally doaens of different types of noise descriptors, each developed to Siva information on the effects of specific types of noise under certain conditlons--fot aircraft noise, for speech Intelligibility, and for activity incertereece. but 10 Vacant Yeats most governmental agencies In the U.S, have been recomwnding us* of either La, Lp, or Ldo. Lm, where n is a number in percent, refers to the noise level In d6A which to exceeded n percent of the time. her *Aesple, traffic "alae ay be generated along s freeway such that at 100 feet from the roadway 70 dNA is exceeded con percent Of the time (and ninety percent of the Clem the noise to less than 70 dgA). The L10 noise level for that location is then 70 dILA. The L50. or median noise level, is also often used as a descriptor. The *quipsegg for measuring statistical noise descriptors is called a Ib/se Distribution Analyser. A-2 A-) f � • � 6 � � s � 2 O + b ; � • S • . r O` !� • O O • , i j• t Y w w • a Y • !Low.• � r • Is .'. • • i i s c • • � • ' i a • n a AAi i � w w G O Y • v • , o c • w i � � . a a • � 7 • w D c o o i • ' n i A it g ! Y on o � g b' a aai n .°. ° � � • p •� e . .. a pc a • r r � ` 10 r n 7 O , O • , • JO • n • o w • • to e t • M 4 40 n w '� � � • F ^ r • • o n w w • n r • 1In a• • � a n 1 • F= r w ^ � 8 • • � • Y �r-• G � .O. • n i s n tOt v Y ►r � n S O � � � M �• r O a � � �' • n s a • pr w i • • w a = � : O • r : : ••pGS :M w M �w Y g. $cntan Shelly Acoustical cossulcaat APKNOI t Tilt trFECI Or "OISE ON PtA►l.t Moiso is a part of our modern society -- 00180 from motorised labor-saving devices. trsasport*tios vehicles. an.1 recreation d*vtcsa. Tb M ottor conversion haw of capacity for to purpose to "kion aceOmplishe4 silently. tolerate of ignore a certain amount of our 00100 0nvironaent. gut adverse effect& are present t0 mssy exposures to noise, and dangers to health other than outright hearing ifplirment are also recognised. The problem of controlling noise is difficult because it affects each Individual In a different way. People .to cwt hear sound* alike. nor do they perceive sou*49 similarly, hence they do not react to sounds to the same way. first of all, each p*reon't reaction to noise will depend on characteristics of the &Otte it►elf: 1. i+udness or intensity 2. Fregusncy content 1. duration 4. repetition rate S. time of occurrence b, oetsailiarity or uniqueness. got the Offset of noise on people is also deterwn*4 by Maractertstics of the listener or the situation: 7. background o! ambient noise level g. individual sensitivity to bolse 1. activity or pre..•tcupation of listener 10. perceived need or justification for noise. A combination of factors determines how such a person will be disturbed by • *Olga, depending upon the individual, the noise, and the situation, but the offset will fall into one of the following categories: physiological effects. psychological/emotional effects, and activity interference. As " orientation to the use of the decibel as a measure of relative loudness. a list of common noise sources and their approximate sound levels are given in Page A -fl. A-6 N. Stanton Shelly Acoustical Consultant rhyptOlOgical Effects At relatively high not" I*%als above 80 4U. the delicate internal War mechanism can be site. ad. to cause Temporary Threshold Shift (TTS), rssultinr, in partial deafness for a period of a few mioucea to a few weeks. depending upon the noise level and the exposure time. If chase excessive levels over 60 43A are continued over long periods of tier -- for example. g hours per day for several years, or if very high levels (over 10043) ars expotienced for shorter periods, Permanent ThroshO13 Shift (PTS) my result, meaning that irreversible lose to normal heatt*g capacity has occurred. Fortunately, few exposures to levels causing harleg damage occur 1s the general community noise environment. However, soma problems may occur for those choosing to attend or participate in musical and recreational events with high sound levels. or tot persons engaged in occupations involving high noise levels (occupational w lee is regulated by State and Federal occupational Safety and Health Regulations). gut the potential for other less obvious ac:se effects exists throughout a normal dal&' schedule -- at home, school, shopping center, park, or highway. These various sols@ impacts can cats•* subtle physical, mental. and emotional stresses of varying degrees of seriousness. Activity Interference *also disrupts human activities such as sloop, conversation, or stereo and TV enjoyment. Studies have shown that 00190 not Duly may prevent sleep by its inton- sity or characteristics but guy seriously disturb the quality of sleep without Sully wakening the sleeper. Condition* such as these -- community noises causing bedroom levels between IS -SO dgA -- are encountered to seer extent throughout all urbanized areas. At noise levels over SS d2A all types of ootmal listening activities are disrupted by noise. Speech intelligibility drops sharply, music listening and TV watching become strained. and aural communications in general must be tattled out at such higher volumes to be @uccessful. Obviously, shouting to be hoard and understood is both undesirable and unpleasant for all concerned. Psychological and Emotional Impacts Lose well documented and understood, but probably sore widely experienced, are those impact• of noise which cause such subtle effects as distraction, annoyance. startle, privacy or relaxation interruption, stress, and tension. These effects as a class can. It continued, cause very sotloms emotional and psychological anxieties and disturbances. Often the cause of these reactions to not directly foisted to the renis* environment. as the listener is not consciously aware of the noise intrusion. He say Only be aware of an increased Irritability and ui- **siness. Our unusual human ability to `tolarate" or "adapt to" disturbing sots* levels thus can Incur s penalty upon our subconscious body processes over an unusually vide range of noise levels. So protection against the intrusion of dis- turbing noise is particularly important to mental and emotional health In en- active and complex urban community. A-7 • ` � , n Y S w � g w M • A , � ♦ w � � / A♦ r w V N r E ,♦ A w Or A .. a • v O a w g w Nv vw n w • v n p •• w O rr..�� O O d �w O S O S .• O V p S r 50 r r O O �y+p1 O IL w r r � O v i Cr • V � i v o ^ � r n V � » � o » � i � � •• • s • O . f w i' F 6 V • , i i w g w n • • w a a w w Appendix D Air Quality Analysis GmrMOSMiIor'.. how BD4"H Town Carney Lone CAir awo ty Cupr+no. CA 0014 C 11MV, 44) n-1.10te AIR QUALITY IMPACT AND MITIGATION STUDY HAM LANE IMPROVEMENT PROJECT City of Lodi, CA August 31. 1984 Submitted :o EAT[ BURVICC LAND U51 PLAANIA(. Auburn, CA Prepared by H. STANTON SHELLY Principal Consultant NAM LANE WIDENING PROJECT AIR QUALITY SECTION INTRODUCTION The air quality of a given area is not only dependent upon the mount of air pollutants emlited locally or Within the All baste, but also 16 directly related to the weather patterns of the region. The Wind speed and direction, the temperature profile of the atmosphere, and the amount of humidity and sunlight determine the fate of the emitted pollutants tach day, and determine the resulting concentrations of air pollutants defining the "air quality.' 1. EXISTING SETTING A. Regional Climate. The San Joaquin Valley climate is a Mediterranean type, characterized by mild and rainy winters, and hot end nearly dry summers. There is a high percentage of sunshine, o.er 801 of the daylight hours from April to October During the summer the Pacific high pressure system lyy►uliy sits near tht (Alilornia coast, pushing oncoming ocean -formed storm systems north through the northwest states and Canada. Subsidence of were arc aloft associated with this system creates the frequent summar atmospheric tear.ratute Inversion and stagnated conditions. (See the Appendis for definitions of commonly -used meteorological and air qualAtc terms.) Average "times temperatures during the sur . to the Stoc\ton - L.odi region are near 90' F., and seerare evrAing mirl►asass are neat SS' F. Duting the winter the Pacific high pressure system mores southward. allowing storms to move through (,ventral California_ As they approach. winds are typically from the southeast, and as the storm passes they turn northeast. Gusting winds of 20 1o 40 mph are common during stores. With 10 Nme Lane Improvement Project Air Quality Page 2 the dosinaoce of the unstable low-pressure systems dwring the winter, and lett sunshine, conditions leroring owl to:'Ntlon err at a antwa. At this time of year stable atmospheric conditions produce heavy ground tog, which may cover such of the Cmntral Valley for several dayc to several weskit. Average maximum winter temperatures to Lodi and Stockton are nearly 60s F., and average evening lows are about 40' F. ?be north and of the San Joagwin Valley receives about 14 inches of precipltatiun annually. Very little rain falls in May and October, uauslly near half an inch, and almost none from June through September. A melority of the rainfall comes in Deceaber. January and February --- about 2.5 inches per month to normal rainfall years. D. Ambient Air Quality Air quality in Lodi and the San Joaquin Valley IL sub Nct to the problems experienced by many areas of California. Emissions from millions of vehicle -miles of travel each day often are not mitred and diluted, but are trapped near ground level by a temperature inversion. Pollutant Concentrations are a result of local emissions in Lndl, and also the transport of pollutants from other aroma such as Stockton. Sacrsmento, and even the Day Area (with westerly winds). These sources produ'r Coaceatrattons which sometimes exceed ambient air quality limits established by the state A,r Resources board. Recent air qualitt data (rna the nearest ARB monitoring stations, Has Lane in Lodi and Hazelton Street In Stockton, art tabulated in Exhibit 1. (hone, the primary oxidant .smog. componrat, is produced by eumple% reactions of hydrocarbons and VO x in the atmosphere. Huth vehicles and the ams of organic chemicals produce eatsslons which drive the tneetcal reaction. Daily ozone concentrations are henvily dependent upon the weather and atmospheric stability. and thus vary substantially from rear to year. Adverse atmosphetic conditions to 1980 produced 78 acredances u( the 10 ppm hourly standard in Lodi, and over two dozen ozone excerdan—s were still recorded in 1981 and 1982. Kea lane Improvement ProK:t Air Quality EXHIBIT I AMBIENT AIR QUALITY San Josquis County Page 3 POLLUTANT 1990 1961 1992 Std Maas Units OZDAE ( 1 ) Maximum 14 13 13 10 pptm, i -hr are Laceedances 79 26 28 1 days per year CAR" MOW)X I DE .(1) Maximum hour 10 9 12 20 lips. I -hr ave Maximus 8 -hour S 4 7 9 ppm. 8 -hr ave 8 -hour exceedances 0 0 0 1 days per year above 9 ppm MI'R(x;Eh DIOXIDE (2) Maximum 17 14 19 25 pphs. 1 -hr ave Exceedanerw 0 0 0 1 days per year SULFUR DIOXIDE (2) Maximum 4 3 3 S pphs. 24 -hr ave Excardw,rces 0 0 0 2 S of days per year TOTAL SUSPENDED PARTICULATES (2) Annual Geos. Mean BS 79 66 60 ug/m3 ave Da ly escerdances N 22 20 2 2 of days above Iib us!*3 Source: :attfurnia kir Resources board monitoring data for: (I) Ras Lane station in Lodi (2) Hazelton Street station in Stockton � v • 1 • y n s w w r 1 i o � a Q 1 0 • A^ 7 t N O• p r ^ � v c • 8 .•. pw S O A S s a •< P i • M a w C n •J • • 7 Baa M n • v Rv c P e O" n � � 0 7 1 • o � a 7 � _ w a r �. .- • 7 P •• r 66 v , ^ o O r • e o •- n r 7 �- 1 � s r P • • • n f 3 O q . O ' • 7 � p ^ • s r � c .- �. M po i O w �- r � C � r � r P o w ^ n$ � r • -� o •< • s ' C ..� v i ' � 1 w � � � � o ' n •� � r : .1 o` y • • r r R � � • n c . O P w C � • r • ' r � • r r O = O n O n ^ i• Lz 7 n p i o n i o a o r O w x .o sa>> •o �� x p .- � n r • w � w • 7 i� n w r P � V n .. o• � ° � • 9 •- • , y r p� -� ( f a e: v 06 �'. O 7 r 6 � • p r • D O P � 7 • - O N r • c .� y R • • O R G v O n q • a • c O i � � r ^ ^ v K r ^ G O v s R ► � •y t• • c C r G R ^ O R 7 r C • r. •7 �. � y C � a n • • yq at q J Y O — � o � � w w r • O . 'J � S • .- 0 � � ��•tt 1M� C i[ �D :c n r • 2 log 20, C 1 i v • ? 7 M ^ C1 r ` • as • •- 1 N v C R < 7 r • 7 V M 7 A � w of > � a � c • �pQyi w • a ►, c -< r ^ ' w r a 1•i a � n 1 v ' • • • • O y � V .p 7 k '� K • � • O • O O cc Ow s• • - � `X 1 � a r . a o r • r ° R o . o p S • o F O � o e � o, c i i p �i • a . � Y J = ^ • ; •'.� = n n r • y O p • C - r , R • C C , 0 • v •. � 7 o O 0 r ' i C 7 v a - � 7 7 • r O t � t C • ^ � • .. O ,•.. ' o. • P • c .� y R • • O R G v O n q • a • c O � � r ^ ^ v K r ^ G O G a R ► � � i C r G R ^ O R 7 r C • r. •7 J Y O — a G o � � w w r • O . 'J � • • .- 0 ��•tt 1M� 2 log 20, C 1 v • ? 7 M ^ C1 r ` • as • •- 1 N v C R < A > � a � ° �pQyi • a ►, S r ^ ' w QpG � n 1 v ' • • • • O y � V .p 7 k '� K • � • O • O O o r • r ° R o . o p O , •t C M n w � r 1 O .. � _ ^ v ? �C. t C C ;p � � .. O ,•.. o. • o � � r - O O O �� o 0 " R C R , • M E n p t � v v v • . w n ipr t O 6 S = • p 7 C • • ol O tra g Jas lase Improvement Project Air Quality Page B Exhibit J - CHANGES IN NAM LANE VEHICLE EMISSIONS ow QX Project Change -28 x -19 2 •7 I so chg The Exhibit 7 analysis is derived from the average emissions factors listed is Reference 6 for the different average erect Note that particulate emissioas are not related to speed, and that as speed iacreasea, oxides of nitrogen are slightly increased, which is opposite to CO and moa -methane hydrocarbons. Tl.e CO pollutant is the most sensitive to speed. and therefore would benefit the most from the reduced congestion offerud by 00 four lanes. E. Potential Construction Impacts During the grsding and construction Fhase, dust may be produces. particularly during the dry months of the year. Particulate geoerai on can be tinimixed by standard sprinkling procedures on dusty working areas at least once a day. III. Project Mitigation Measures This project would appear to have a net benefit to the local air quality and therefore does not require mitigation, increasing average vehicle speed, by increasing the number of traffic lanes on Longested routes, is itself an air quality mitigation measure recommended on soar types of prolects to offset increasing trip volumes. AIR QUALITY RtimENCES CLIMATOLOGY 1. Felton. E.L.. California's Many Climates. Pacific looks. Palo Alto. 1965. 2. Station Climatic Summaries, U. S. Naval Weather Service Environmental Detachment, Asheville. N.C. AIR QUALITY i. CAlifo�rnia Air!lt Dat Annual susaiarioc of station air quality data. Tech; ic• rvices Division. California Air Resources Board. Sacramento. MODELING o. Guidelines for Air -Quality lspe_ct-Analysis of _L &%AQHD (than BAAPCD). June 1975, and updates. 5. Turner. D Bruce. Work9ook of Atmospheric Dispersion Esii-ates. AP -:6. U.S. Environmental Protection Agency. 1970. 6. *LNVOZS" computer program to determane annual corposite venlcie emtastva rates, based upon "DWAC 6C" vehicle -specific emission rate program. California Air Resources Board, Sacramento. A►rCto x C1009M All QUALITY TVM AM, DEFINITIONS ULAWAS or eirahed - a region which, due to Its geography and topography. tend• to contain &If pollutants emitted within it. Alf "I lwtaot - a substance in the atmo*phere which Is harmful or undesirable. air tvallty • the amount of pollutants in the air relative to existing ambient air quality standards*. ,&t Ls vrces (bard (AU) - California agency responsible for state sit quallt; pl4nninf and control program. Am►I&nt a<it Qy4lttyadar4s egosure limits established for various air pollutants by •tate and federal agencies. 64T Area elf Quad Y 14*ssesent District QtkAf�'!D) - nine -count y agency responsible for sit quality plaanlnS and control In the San ►tancisco Say area. f4jpoa monoxide (CO) - on odorless and Invisible gas pollutant produced primarily by vehicle operation. seduces oxygen -carrying capacity of the blood, causing headache, fatigue. Coordination disfunction, and a rdlo-respiratory acres%. Concentration - the amount of A pollutant in A given volar or sample of alt. Department of Environmental Protection (XDEP) - Nevada agency responsible for state air quality planning and control program . Qlsgersfon - the process c' mains, dilution, and transport of qtr pollvtants. Wia•stan - discharge of a substance into the air. ;pvlrPa/tentsi PtotecSion Asencv (LPA) - federal agency with overall responalbtlity for motional and stat* air quality planning and control programs. ftfi(ecarboA/ 090 - a large group of compounds containing hydrogen, carbon and vatiow other i4owntse and :*wad to fossil fuels. paints and solvents. They cause plant Aaasgo. odor, and coatrlbuts to smog* formation. wt fiat - a reversal of the normal temperature lapse rates in the stsosphere, produ(- tag a stable high-temperature layer above a lower-teneperature layer. UZL.smorce - a lister group of pollutant emitt*rs, such as vehicles on a road..,. 7,l-}crtitt me per Cook motet (At/s)) - a common unit of rasurernt of particulate con- centration& In weight per unit volume. )uxint lever - Wien an atmospheric temperature inversions *stats, the laver of mit below the Inversion altitude In which air pollutants are confined. i - a technique of mains estleated source **lesions and meteorological lnforw- tlon to Compwte sapect*d alt pollutant concentrations. regular smesurement of alt pollutant concentrations. Kltr"Ir oxide�o (N0-)- formed during high-temperature combustion process*b, several gaseow pollwtaats cause plant damage, eye and lung Irritation, and discoloration of materials. liittogon dioxide causes the typical brown color of smog,* 2W - can be aesthetically unpleasant, and cause illness in mor cases. Common problen Samoa toclud* hydrogen sulfide, assents. and some organic vapors. *delta*" elsewhere Organic compounds - a very largo group of substances containing carbon.famtd in all living matter, and also fossil material such as coal and pateoleus. They ate often released when extracted, processeJ, and/or burned. Oaldants - 4 highly-acttve group of chemicals (mostly *sone In air) formed in the dttawpherr by the photochemical ructions of hydrocarbons*. nitrogen oxides*, :,net sunlight. Cameos extensive vegetation damage, aye irritption, headache, arld Impaired breathing. Otrene (0)) - see Oxidants above. Particulates, total suspended (TSP) - include gelid particles, dust, and &moko, and are produced by industrial processes, combustion, and vehicles. They damage plants and materials, reduce sunlight and visibilit.., and carry irritating chemlcals into the raepiratory system. Parts per million (ppm) - a common unit of measurement of gaseous pollutant concentra- tion in relative volume of pollutant per million volumes of al:. MWtochemlcal rssCtioe - the atmospheric combination of hydrocarbor.s* and oxides of nitrogen to form oxidants* and slog*, driven by the energy from intense limelight. Point source - a single stationary so,see of air pollution. Primary air quality standards - recommended limits to air pollutant concentrations based upon criteria for protection of buman health. Seconds y air quality standards - recommended limits to air pollutant concentrations based upon criteria tot yrotectic•. of property and aesthetics. MS - the combination of air pollutants found during Intone* photochemical reaction.• Source - a process, activity, of .&china which &sato ate pollution. siu on - an extremely stable atmospheric condition in which Untie Vertical or hortrontal dl%p*ralon* of emitted pollutants occurs. Wfur oxides - a:e produced by processing and combustion of tossll fuels which have swIfur content. These gaseous pollutants are toxic to plants. 3eteriorste materials, and in combination with particulates, contribute to serious respiratory Vinous. Teepersture lapse ram - the normal atmospheric temperature profile which decreases as altitude increases. Sae inversion*. T ane ort - the movement of emitted pollutants by wind or thermal action. Visibility reduction - is coaaed by suspended wry small particles, water vapor, smoke. &ad sato• with color. *defined elsewhere aEENVVtOMWNTAL CONSVLrING SERVICES • CUPERi1NO CA 45011 ENVIRONMENTAL CONSULTING SERVNCES * CUPERTINO. CA Mi4 A-1 A-1