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Agenda Report - October 17, 1984 PH (5)
HAM LANE EIR PL13L IC f IF.ARI SET �V79 Y ; .V1MnV' v 1 4 QCTQW ,3,7, x,984 Council was apprised that the Draft Environmental Impact NG Report for the Nim Lane Improvement Project, Lodi Avenue to Elm Street, is being circulated for public comment. During the preparation of the EIR an informal public meeting was held to review the project with residents to seek out their concerns. The proposed public hearing will provide a formal opportunity for concerned citizens to express their views on the EIR. This hearing will not be to decide on the project itself, but only whether the impacts of the project and its alternatives are adequately addressed in the EIR. Following discussion, with questions being directed to Staff, Council, on motion of Wyor Snider, Reid second, set a Public Hearing on November 7, 1984 at 7:30 p,m, to receive comments on the Ham Lane Environmental Impact Report. 09 CITY OF LODI PUBLIC WORKS DEPARTMENT TO: City Council FROM: City Manager DATE: October 11, 1984 SUBJECT: Ham Lane Improvement Project Lodi Avenue to Elm Street COUNCIL COMMUNICATION RECOMMENDED ACTION: That the City Council set a Public Hearing for November 7, 1984 to receive comments of the Ham Lane Envirormental Impact Report. BACKGROUND INFORMATION: The Draft Environrm!ntal Impact Report for the Ham Lane Improvement Project, Lodi Avenue to Elm Street, is being circulated for public comment. (copy attached) During the preparation of the EIR an informal public meeting was held to review the project with residents and seek out their concerns. This public hearing will provide a formal opportunity for concerned citizens to express their views on the EIR. This hearing will not be to decide on the project itself, but only whether the impacts of the project and its alternatives are ade- quately addressed in the EIR. Following the meeting, staff will begin to prepare any responses to comments for inclusion in the Final EIR. The City Council will be asked to set another hearing date, probably December 5, to certify the Final EIR as being adequate and make a decision on the project. L. RONSKO ublic Works Director Attachment JLR/RCP/ns APPROVED: HENRYA. GLAVES. City Mananer FILE NO. Ll WrICE OF PUBLIC HEARING BY THE CITY COUNCIL OF THE CITY OF LCDI TO CONSIDER THE TRAFr FNVIFMENTAL Il FACr RFPCHr PCR THE HAM LANE IA'lF'E UMVENr PR ECT , LCDI AVENUE TO EIM STREET, IM NOTICE IS EEMMY 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 Draft 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 comments on the adequacy of the EIR. 'Me desirability of the project or its alternatives are not mutters for consideration at this Public Hearing. Based on comments received at this public 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 corrments should be received by November 21, 1984 for inclusion In the Final EIR. Information regarding this EIR or the project in general t_my be obtained by calling Richard Prime, Chief Civil Engineer, City of Lodi, Public Works Department at 333-6706. Written comnents 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 P�ce/-t'C� - A:'�f. Reirt�che City Clerk STATE OF C/►IIfORN1A—OFfKE Of THE GOVERNOR / GEORGE DEUKMOtAN, Csotwow OFFICE OF PLANNING AND RESEARCH 1400 TENTH STREET SACRAMENTO, CA 93614 (916/445-0613) Richard C. Prima, Jr. November 30, 1984 City of Lodi 221 W. Pine St. Lodi, CA 95240 Subjc*ct: blain Lane improvement Project SCH #84101612 Dear Mr. Prima: The State Clearinghouse submitted the above named environmental document to selected state agencies for review. The review period is closed and none of the state agencies have omments. This letter certif i- ; ^, Ly that you have cora lied with the State Clearinghouse review requireT>oc,cs for draft environmental documents, pursuant to the California Environmental Quality Act (ETR Guidelines. Section 15205). Were applicable, this should not be construed as a waiver of any jurisdictional authority or title interests of the State of California. The project may still require approval from state agencies with permit authority or jurisdiction by law. If so, the state agencies will have to use the environmental document in their decision-making. Please contact thea im- mediately after the document is finalized with a copy of the final document, the Notice of Determination, adopted mitigation measures, and any statements of overriding considerations. Once the document is adopted (Negative Declaration) or certified (final EIR) and if a decision is made to approve the project, a Notice of Determination must be filed with the County Clerk. If the project requires discretionary approval frau arry state agency, the Notice of Determination must also be filed with the Secretary for Resources (BIR Guidelines, Section 15094(b)). Sincerely, .,4,4 4�c v John B. Ghanian Chief Deputy Director RECH ED DEC 3 1984 CITY C°~ LODI "LIC WORKS L s►A"MENT NOTICE OF PUBLIC HEARING BY MIE CITY QUNCIL OF TIS CITY OF LCDI TO CONSIDER TE FINAL ENVIIUNIE 4M MIPACT REPORT FOR THE HAM LANE MMOVEMENr PRoa=. L(D1 AVENUE M EIM SST. LCDI NXICE IS HEREBY GIVEN that on Wednesday. Deceatber 5, 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 a public hearing in the Council Chambers. City Hail, 221 %lest Pine Street. Lodi, California, to consider the Final Environments) Impact Report for the Ham Lane project. A copy of the EIR will be provided if you call the City of Lodi Public Works Department at 333-6706. Information regarding this EIR or the project in general tiny be obtained by calling Richard Prima, Chief Civil Engineer. City of Lodi, Public Works Department at 333-6706. Written comments 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: November 7, 1984 By Order of the Lodi City Council UU u�c� Alice M�,-Re niche City Clerk - N.- r 4. Environmental act epoft,p r Ham Large improvemen'tPlan" 1 ,K Yvs_ Ss. { Prepared for City of t � Lodi September 1984 Kate Burdick Land Use Planning Consultant - CITY COUNCIL JOHN R. (Randy) SNIDER, Mayor DAVID M. HINCHMAN Mayor Pro Tempore EVELYN M. OLSON JAMES W. PINKERTON, Ir FRED M. REID CITY OF T ODI CITY HALL. 221 WEST PINE STREET POST OFFICE BOX 320 LODI. CALIFORNIA 95241 (209) 334-%34 October 18, 1984 Dear Interested Party SUBJECT: Ham Lane Improvement Project Lodi Avenue to Elm Street HENRY A. CLAVES. Jr. City Manager ALICE M. REIMCHE City Ckrk RONALD M. STEIN C ity Attorney Attached is the Draft Environmental Impact Report for the Ham Lane project. The City Council has set a public hearing for 7:30 P.M., November 7, 1984, to hear comments on the adequacy of the EIR. They will not dis- cuss the desirability of the project or its alternatives, nor make any decisions on the project at this meeting. Based on comments received at the meeting, and any others submitted during the review period, City staff will prepare responses and the Final EIR. Written comments will be received up through November 21, 1984, for inclusion in the Final EIR. A second hearing will be held to discuss the Final and make a decision on the project. The tentative date for this hearing is December 5, 1984. if you have any questions about the EIR or the project in general, feel free to call Richard Prima at 333-6706. Sincerely ,Jack ibnsko Publi Works Director JLR/ RCP/eeh DRAFT FOCUSED EWIROIMNTAL IMPACT REPORT HAM LANE IMPROVEMENT PROJECT �'S \ CO Prepared for CITY OF LODI September 1984 Prepared by RATE 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 .................................................. 21 Plants and Wildlife ............................................. 21 COMMUNITY RESOURCES ................................................ 24 Traffic......................................................... 24 Noise........................................................... 31 Air Quality ...................... 37 LandUse ....................................................... 42 Construction -Related Impacts .................................... 45 ENVIRONMENTAL EVALUATION ................................................ 47 Unavoidable Adverse Impacts ...................................... 47 Growth Inducement .................................................. 48 Alternatives to the Project ........................................ 49 REPORT AUTHORS, PERSONS CONI ACTED REFERENCES ............................ 65 APPENDICES A. Plants Inventory --Suzanne Olive B. Traffic --Jeff Clark C. Noise --Stan Shelly D. Air Quality --Stan Shelly LIST OF FIGURES IArea Hap ........................................................... 10 2 Vicinity Hap ....................................................... 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 Im-prevc-ment 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 Boise 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 Has Lane Project Alternative A ..................................... 56 10-4 Ham Lane Project Alternative A ..................................... 57 10-5 Has Lane Project Alternative A ..................................... 58 11-1 Ham Lane Project Alternative B ..................................... 59 11-2 Ham Lane Project Alternative B ..................................... 60 11-3 Ham Lane Project Alternative B ..................................... 61 11-4 Ham Lane Project Alternative B ..................................... 62 11-5 Ham Lane Project Alternative B ..................................... 63 12 Alternative Street Cross Sections .................................. 64 LIST OF TABLES 1 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 Recommended Noise Levels for Residential Uses 33 6 Projected Noise Levels (dBA)....................................... 34 7 Ambient Air Quality ................................................ 38 8 Has Lane Project CO Concentrations ................................. 40 9. Projected Year 2005 Roadway Levels of Service ...................... 50 1 Introduction This Environmental Iupact 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 of 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 those issues determined by the City of Lodi to require revision since the time the last EIR was prepared. The issues evaluated in this report include loss of street trees, traffic, noire, 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 expr-zss their concerns. Those unable to attend the meeting were encouraged to -trite or call the City or this consultant with any concerns. About 32 people attended the informational meeting held August 23 and some calls 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 any 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 hi.,%toric or aesthetic significance. An economic or social change by itself shall not be considered in determining whether the physical change :s significant. HOW TO USE THIS 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: Summary 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 expert subcontractor or members of the staff. This section serves to describe existing condition., 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 full 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 that 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 ussd in conjunction with a thorough reading of the report. The Summary is intended as an overview; the report serves as 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 species of similar type and nuumber. Prepare landscaping plan to identify the type, number, location, spacing and maintenance of trees to be replanted. S -Significant. M -Moderate. I -Insignificant. B -Beneficial. SIMMARX OF ENVIRONMENTAL IMPACTS S OR 3) Redesign project according to proposed Alternative B. Project Mitigated Impact Impact I I -- 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 S) 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 M -I -- Decreased on -street parking. S B SUKHARY OF ENVIRONMENTAL NPACTS 6 Mitigation 9) Provide that all future developments have adequate off-street parking. NOISE S -- Increase in vehicular noise. Mitigation 10) Install sealed windows across house frontages wherever feasible. 11) Reduce vehicle speed. 12) Encourage carpools, bicycle use and mass transit to reduce vehicle volumes. 13) Enforce vehicle codes concerning faulty or modified exhaust systems. 14) Implement an alternative which reduces the distance between affected properties and travel lanes. M -- Short-term increase in construction related vehicle noise. Mitigation 15) Require the contractor to utilise 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.N. AIR QUALITY B -- Incremental decrease in local emission concentrations. Mitigation 18) None required. M I -- 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. Mittiation 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 r.eigh',orhood 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 SUMMARY OF ENVIRONMENTAL IMPACTS 8 I -- Temporary decrease in air quality. Mitigation 30) Follow mitigation #19. I -- Temporary disruption of local businesses. Mitigation 31) Schedule construction to be completed as soon as possible in front of area businesses. I 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 Ham 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 two-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 use 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 Project Objectives 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 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 e C n w. -s: LOS Angeles Area map N W E S Figure 1 1114 ML .0 IT CS bill c -2a C-2 C ', �4-c- rJ C-9 R-2 =7-1 -M.4ft 1—r -F 4-2 Rol OftA" 4 Ham Lane, so T M._•. Improvement Area 11`11 , o T rV.-J C1— I O-cr 4-4 ---------- - M—K 4.1 N-cr AN Al s + W ...... J M_1 SS ---Raw- -CP —4 ------------ L'AT SKI* c s Vicinity map 114-2 Figure 2 A I CSF PROJECT DESCRIPTION Page 12 segsent 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 Ham 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. The 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 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 project, 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 .tree[ cross-section is presented in Figure 4. PROJECT DESCRIPTION Page 13 PERMIT REQOIREM MS 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. b E., Pacific Bell Telephone) according to their requirements. AH3HT-OF-WAY LINE APARTMENTS I NO PARKING #'#gA 18.3• MM • I ®moo Oj 110 I RIGHT-OF-WAY LINEE mm ji i I RIGHT-OF-WAY LINE , RIGHT-OF-WAY LINE ® CHURCH E'1 lA 1 t I 1� W RIGHT -Of -WAY uhE 1 VI i • � ��,� Y �Q_ � r� 22.3' 24.51 --j 26.3' 24.31 +� W W Y � � i I O �� RIGHT-OF-WAY LINt if i 5.•:•�-- z -3!mmw-- AWROX. SCALE E RIGHT -Of -WAY LIN U IL j LtdCOMMERCIAL I j �I 24.5' ' 24.31 ® 1 91 V RHf - WAIY Existing Roadway Y Figure 3 a4lG -G f 7w Ham Lane Improvement Pian LEGEND EXISTING SIDEWALK •••••••• PROPOSED SIDEWALK EXISTING RIGHT OF WAY RIGHT OF WAY TO BE ACOUIRED (NOW) C -C CURB TO CURB Figure 3-1 ..Nil �y WALNUT STREET Ham Lane Improvement Pian Figure 3-2 LEGEND EXISTING SIDEWALK PROPOSED S!DEWALK EXISTING R►G►iT OF WAY RIGHT OF WAY TO BE ACQUIRED C -C CURB TO CURES Figure 3-2 OAK STREET iS ties Ham Lane improvement Plan Figure 3-3 MEMO EXISTING SIDEWALK __.,.._._ PROPOSED SIDEWALK EXISTING RIGHT Of WAY RIGHT Of WAY TO 6E ACOUIRED (ROW) C -C CURB TO CURB Figure 3-3 PINE STREET Ham Lane Improvement Plan a Q LIGIND EXISTING SIDEWALK PROPOSED SIDEWALK EXISTING RIGHT OF WAY RIGHT OF WAY TO BE ACQUIRED (NOW) C -C CURB TO CURB Figure 3-4 Elm Stmt Ham Lane Improvement Pian L[aENO EXISTING SIDEWALK PROPOSED SIDEWALK �~ EXISTING RIGHT Of WAY QRIGHT Of WAY TO BE ACOUIREO (ROM) C -C CURB TO CURB Figure 3-5 WEST 41Gf R -OF -WAY �vwr�C vw 'i L l-tvs� 'T1N1. wr` I s�stt AuW�I dEA�ILIGJN4 yWNG S+ VAG+M - v�/�► � V T EAST RIGHT-OF-WAY Irl N i& NOTE: rG IS A SECTION LINE AND NOT NECESSARILY THE CENTER LINE OF EXISTING ROADWAY. Ham Lane Section PROPOSE© & EXISTING Typical Mid Block Figure 4 r-� z 'i 6 - Environmental Setting, Impacts and Mitigations 21 Plants and Wildlife EXISTING CONDITIONS The project segment of Nati Lane is primarily in single-family residential use. An 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 homes. 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 combination 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 Has 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 EIA because the project is located within an urbanised area. IMPACTS AND MITIGATION MEASURES Impact: Loss of street trees and landscaping. Approximately 30 stature 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 tress will be removed on the east side of Ham Lane than on th-e west. Approximately 20 mature trees will be removed on the east side of Han 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. Tho majority of immature trees and shrubs to be removed on the west side are those adiscent to the existing nursery. In addition, approximately 10 feet of lawn and landscaping will be lost as a result of the roadway widening. 11 `4t .. L' LM /ML Tree Removal Area Proposed Project L "-C C 8 Kr K Z Q : NOTE: ALL INDICATED TREES TO BE REMOVED Figure 5 !,. Mitigations 1. Where feasible, retain existing trees outside the 75 -foot developed area. within the developed right-of-way, acco®odate saving the tree. It is could save approximately 15 trees. acquisition. PLANTS AND WILDLIFE 23 within the 80 -foot right-of-way, but Where mature trees stand on or just adjust the sidewalk alignment to estimated that sidewalk readjustment I'his could also entail additional R/W 2. Replant Ham Lane with the same or similar number and type of species as those removed. 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 that 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 land- scaping plan. It is suggested the Raywood or Moraine Ash be substituted for Modesto Ash, as they are more disease -resistant (Olive, 1984). Replanting could occur in box planters, but space considerations may 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 (35 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 vide, with a 72 -foot right-of-way. Impact: 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. However, 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 Ham Lane is one of the major north -south streets serving the City of Lod:. Ham 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 Ham Lane !a &he Lodi betw ee A Q K I WI This segment is characterised 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 Weino block. 0a fc,. Ham Lane between Lodi Avenue and Elm Street is currently striped with two travel lanes. Intersections are marked with crosswalks and are controlled by stop lights at the Lodi Avenue and Elm Street intersections. The Walnut and Oak and Pine Street intersections are not signalised. 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 segment range between 12,400 to 14,100 ADT. Peak hour (7:00-9:00 A.M.; 4:00-6:00 P.M.) volumes are 660-940 and 1,050-1,120. Critical intersection approach movements at Ham/Lodi are 515 vehicles, while peak hour movements at Han/Elm are 650 vehicles. 1 ittelseetiell in ft. (Sea 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 defini►ion of the various levels of service). However, it must be noted that during certain period& of the day, specifically when high school gets out at Lodi High, the southbound approach to the Ham and Lodi intersectionv experiences periods of congestion. Cycle failures and blockage of various intersection approach lanes are common occurrences. Southbound vehicles wishing to turn left onto Lodi Avenue gvvas,6Qc-k up and block access to the southbound Han Lane throughlanes. These occurrences are short in duration and are difficult to quantify. For this reason, and because 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 summed 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 development near Elm Street. Lodi High School, with access to Ham Lane on the vest side of the study section, has a distinct influence on Ham Lane traffic flows. During the 11:00-3:00 P.M. hours, traffic volumes 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. 0 0 0 0 w � o p a� W 4C0 5500 SC 0 OC ~ o IC W � O A o 0 b m K! 10.000 0 0 0 co M 8000 0 10.500 9500 0 o iO e $000 ELM 6500 08000 0 500 VICTOR RD. ST o 0 9000 2500 a h a a 40 LODI AVE. 10.000 1 /,500 00 0 010.000 c 'OKAY J ST c aoo o o a '� 3 111 W 06 C Z < P 2500 46 ME ST. A V a Z a• a do 00 00 z all 00 IAN LANE _ V 0 N 10,500 0 15,500 8500 O 16,000 0 o 0 �0 0 0 O N 0 O O P � W3 tl CENT'uRY B D• 0 o 0 � o l'1 N O O O RNEY LANE 2500 ANerage Daily Traffic Volumes (1980.1981) Figure 6 TRAFFIC 26 Table 1 " LEVEL OF SERVICE DEFINITIONS Level of Service Traffic Flow Characteristics A Average overall travel speed of 30 mph or more. Freeflowing 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 fai'ures 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. P 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 an 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 (1965-1984). Table 3, Future Traffic Projections, presents the results of these calculations. Table 2 Summary of Existing Street Conditions Ham Lane: Lodi to Elm Physical Conditions Traffic Conditions Near Els ..,..:., Two -Way Level On -Street Volume of Parking Land Uses R.O.W. (ADT * Service Spaces West Side East Side (feet) Striping Control Devices Parking VPN) Capacities (LOS) (Approx.) Single Single 50 Two Lanes Eight -Phase On -Street 12,400 Lodi at 62 West Family Family to Traffic Signal Parking AM 660 Ham 73 East Older Homes 65 at Lodi Permitted PH 1,050 LOS A Apts. Near to Four -Phase (Parallel Hear Elm Elm at Lodi Avenue •8rp. Traffic Signal Curbside) Ham Commercial SO at Elm 14,100 LOS A (Animal AM 940 Hospital and PM 1,120 Nursery) Near Lodi Near Els ..,..:., TRAFFIC Table 3 Future Traffic Projections Has Lane Maximum 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 19480 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 Els Growth Rate (Historic) I 1984 I 1990 I 1995 2000 2005 �__) One One One One One Pr! Way PM Way PH Way PH Hay I PM Nay Segment ADT Peak PeakJ ADT Peak PeakJ ADT Peak Peak ADT Peak Peak 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 Maximum 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 19480 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 Els Growth Rate (Historic) TRAFFIC 29 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 tn 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 i traffic, thus causing more delay on these intersecting streets. Mit i ag t ion 7. Traffic signals will be installed as traffic signal warrants are met. This would give the right-of-way to the vehicles ars the side streets so they could slake the desired traffic movements. Impact: Potential for increased vehicle speeds. 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. However, 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 t Noise EXISTING CONDITIONS The primary source of noise in tha 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. Bac%ground noise levels (i.e., noise levels generated by all the City activities throughout the area) are not high in this arca. 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 froom nearby sources (see Appendix C). Ambient Noise Levels The 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 bean 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 csodel, 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 av-rage yard). Peak pas-sby noise levels on Ham Lane 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.) j 1 , TYPICAL SECTION 1 FUTURE NOISE LEVELS WIT14OUT THE PROJECT dwAodu i i.t��� d �r' nt' aD' I' �►�at�' TYPICAL SECTION 2 FUTURE NCWE LEVELS WITH THE PROJECT b CIV AWf/1I 7pLIv 7iD�Iv or �csr t sewtLi TYPICAL SECTION 3 FUTURE NOW" LEVELS WITH THE PROJECT AT MAJOR INTERSECTIONS Noise Levels Figure 7 NOISE 33 Table 4 Present liar Lane Noise Levels (dBA) L eq Location Peak Hour Noon 1:00 A.M. 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 upon typical hourly varia- tions of urban traffic throughout a Lrmal 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 Less than 60 dBA Conditionally Acceptable 55 to 70 Normally Unacceptable 70 to 75 Clearly Unacceptable 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 H,= Lane already exceed recommendations (see Appendix C). Sensitive Receptors The majority of properties adjacent to Has 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 At a meeting on August 23, i984, 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 MITIGATIONS 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 WBA) Standard* Reason Vehicle Sr!ed Acceptable Unacceptable fer Case Peak Other Leq Ldn Range Range Increase 1995--4 lane 2 parking 2005--4 lane 2 parking 2005--4 lane 1 turn 30 35 30 35 30 35 73 74 74 76 Increased 60-70 70+ Volumes 60-70 70+ 76 77 60-70 70+ Increased Vo lune s Increased Volumes 2005--2 lane 20 25 69 71 60-70 70* Increased (existing) Congestion *for residential use:, 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 combina- 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 noise 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 usvually are not noticeable, unless the character of the noise is also changed significantly. Noise increases of 3 to 5 dBA se definitely noticeable, and are potentially disturbing. The character of the noise is again important in the amount of disturbance caused. In the Has 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 less than 45 dBA L due to exterior sources. This requirement is contained in State Title An -Section 1042, Noise Insulation Standards, which apply to any new multi -family residential construction. Standard residential building 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 doers. With the best residential construction methods, and traffic noise levels of TO dBA, Ham Lane interior noise levels would meet 45 dBA (L ) indoor standards. However, if windows are opened, interior noise levels dwill 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 noticeable reduction. NOISE 36 P To achieve a 45 dBA interior noise environment, windows should be sealed, 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 prohibitions against faulty or modified loud exhaust systems --Sections 27150 and 27151. This can be implemented 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 lanes. 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 producing maximum noise levels infrequently, intermittent construction noise disturbance is likely on all adjacent properties. The initial site preparation phases would bring varioas 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 be utilized for concrete and backtop removal which generate 85 to 90 dBA noise levels at 50 feet. Second phase activities require similar equipment and produce 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 mixing trucks bring the top surface materials. Final surface preparation by large rollers produces noise levels cf 85 to 05 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. 17. Restrict hours of use for motorized equipment --for example, 7:30 A.M. to 5:30 P.M., Monday through Friday. MISTING COMMONS Regional Climate Air Qual 37 The !Mediterranean type climate of the San Joaquin Valley is characterized 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 emitted 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 Air Resources Board. Recent air quality data from the nearest ARB monitoring stations, Ham 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) Maximum 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 Maximus 8 -hour 5 4 7 9 ppm, 8 -hr ave Exceedances 8 -hour 0 0 0 1 days per year above 9 ppm Nitrogen Dioxide (2) Maximum 13 14 19 25 pphm, 1 -hr ave 1?xceedances 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) Hasa lane station in Lodi (2) Hazelton Street station in Stockton Total suspended particulates are produced by vehicles, heavy industry and soil -moving activities such as construction and farming. In Stockton, 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 -as also exceeded an 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 vehicles and high-temperature industrial operations, but as yet have not produced serious concentrations in the region (Shelley, 1984), b 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 L.+ne 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 c6ncentrations 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 mph at other time for the various project years. The "no project" optior would be seriously congested and speeds are estimated to be 20 mph at peak hour and 25' mph at other times. The concentrations listed in 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 traffic 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 total 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 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% *MC 19% NO +7z Part No 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 most sensitive to speed and therefore would benefit the most from the reduced congestion 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 itself 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. Table 8 Ham Lane Project CO Concentrations Case Year Traffic Volumes Peak Hour CO High 8 -Hour CO 1. leo Project Two Lanes 1985 12,500 ADT 1.1 0.3 2. Project Four Lanes 1995 20,300 ADT 1.3 O.l• ,` 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% *MC 19% NO +7z Part No 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 most sensitive to speed and therefore would benefit the most from the reduced congestion 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 itself 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 a;r 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. Minimise 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 six of predominantly residen- tial and some commercial. Forty-eight single (roily homes, a 26 -unit apart - sent building and two duplexes front Hm Lane betwegn Lodi Avenue and Els 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 maintrined homes and landscaping. The larger, older trees provide shade and create a pleasant visual quality associated with tree -lined streets. Land uses along Hm 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 L-ine and Lockeford Street, where stores, restaurants and gas stations are located. South of Lodi Avenue there is a six of residential and office uses. A medical complex is currently under construction on the southwest corner of Hm Lane and Lodi Avenue. Lodi Avenue High School is located west of Am 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 on Fig -ire 8. The surrounding area is predominantly developed sad the last major vacant parcel is currently being developed along Ham Lane south of Lodi Avenue (Morimoto, Personal Coassunica- tion, 1984). There is also room for Lakewood Shopping Center to expand westward on Elm Streott. The proposed Has 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'r► 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 sout'i of the project area are well established, also in accordance with City playa. 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 (CH2M Hill, 1978). The average distance from homes to the parking lams 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 QPUBLIC COMMERCIAL I i LOW RESIDENTIAL . MEDIUM RESIDENTIAL �� • i i .••• HIGH RESIDENTIAL !f ji Ili' i i i •�j • � 1 � f Ham Lane land Use Figure 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. 21. Provide crosswalks and traffic signals or stop signs to Minimise potential traffic safety hazards. 22. Insure that proper visibility from resident driveways is maintained �`tu 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 dov7sle pane nonopening windows and other structural modifications as out- lined in Mitigations #10 through t14, 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 fo- 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, gutters 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 repaving and restriping the entire four -block section of Ham Lane. This will take approxi- sately 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, compactors, pavers, miscellaneous trucks (gravel, concrete, asphalt), and jackhammers. Water trucks will water unpaved sections as the work progresses. Hours of construc- tion will be scheduled generally between 7:00 A.M. and 4 P.M. weekdays. Construction -related impacts resulting from the proposed project will be of five general categories: traffic disruption and congestion and parking 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 van -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. IMPACTS AND MITIGATIONS Impact: Local traffic disruption and loss of parking. Although the project section of Ham Lane will be closed for 3 to 4 weeks during construction, detouring can alleviate traffic congestion along Ham Lare. However, minor inconveniences will be be experienced by local residents during this period. The street will be open to residents, even when closed to through traffic. However, there will be a temporary loss of driveway access for 1 to 3 days during reconstruction of sidewalks, curbs and gutters. During 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 construction in as timely a manner as possible. Impact: 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 localised degradation of air quality due to increased generation of dust. See discussion in Air Quality section of this report. 30. Follow Mitigation Measure 019. Impact: Temporary disruption of area businesses.. There are three non-residential uses in the project area: a nursery, a veterinary hospital, and a church. The church shouldn't be imparted as much as the other two uses because construction activities will not be occurring during tines of typical church activities. However, temporary disruption to the other two businesses will occur as a result of loss 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 b 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. Mitigation 32. Contact appropriate utilities to determine location and depth of under- ground lines, and plan construction so as to avoid these utilities. Environmental Evaluations 67 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 community resources. The dellrRe of significance was determined by this consultant following completion of project evaluation. The following list includes only the identified significant, adverse impacts of the project. Significant impacts that cannot be .-educed 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 minimised 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 shculd be noted that 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 91ISTING CONDITIONS CEQA requires that any growth -inducing aspect of a project be discussed in an BIR. This discussion should include consideration of ways in which the project couuld direcly or indirectly foster economic or population growth in a surrounding area. Projects which could remove obstacles to populatiot! growth (such as * 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 inducing. No new areas will be served by the improved section and no areas would 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 to 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 Kam Lane Improvement Project as required by CEQA. The discussion describes a number of alterna- 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 iapacts arising from the alternatives themselves are generally outlined and discussed. The City of Lodi has identified several alternatives to the proposed protect. These alternatives, identified below, represent the primary design options open to the City for alleviating congestion on Ham Lane. The consultant has not identified any options 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. Figurer 9-1 and 9- - show traffic projections and Figgures 10-12 illustrate alternative configurations. 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 Ham Lane. This option also has two possible stripings 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-way (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 &hove, except that the developed width would be measured from the existing sidewalk on the east side of the street and extend +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. Thus the bulk of R/W acquisition and construction yould occur on the west side of 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 west 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. 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- Ninimun Range Max imun Range Section Alternative Roadway LOS Roadway LOS ' LODI TO PINK Alternative A 6 B A C 56' 3 -Lane Section Alternative A & B A A 56' 4 -Lane Section* Alternative C A D Existing Section Proposed Project A A 64' 4 -Lane Section PINE TO EU{ Alternative A b B A B 56' 3 -Lane Section Alternative A b 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 l 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 lasies/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 year 2005 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 C would: Provide low LOS (D) by the year 2005. -- Primarily impact the residents between Lodi and Pine. -- Result in the loss of 6 mature street trees. -- Result in the improvement of the Lodi/iiam Lane intersection. -- Minimise 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 the year 2005, restripe the street to preclude on -street parking near that year, 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 reconstructioe again at some future date. Therefore, the environmental facts will need to be weighed against the practical and policy issues. r 1500 PROPOSED PROJECT ALT. A S 8 4 LAN 1250 E NO PARKING '� I Q 750 250 ALT. A&U 3 LANES HIGH RANGE NO PRWECI LOW RANGE RANGE OF PROJECTIONS TRAFFIC PROJECTION '--- STREET CAPACITY(LOS 0) 1975 1980 1985 1990 1993 2000 2005 TIME (YEARS) Traffic Projects and street Capacities Pine to Elm Figure 9-2 � • r I S:. b. l3xC ♦ ♦ , , I I •' S.I •• IJ ♦ 4 �LL I . • Jr/ r �a�' ' LODI AVENUE G''i' C -G ♦ — e�� LEGEND EXISTING SIDEWALK PROPOSED SIDEWALK EXISTING RIGHT OF WAY OF WAY TO BE QRIGHT ACOUIREO (NOMI) C -C CURB TO CURB Ham Lane Project Alternative A Primary Impact East Side Figure 141 J Ham Lane Project Alternative A I u� Ft STING SIDEWALK.OPOSED SIDEWALK EXISTING RIGHT Of WAY RIGHT A� ACOUIRED (now) C4 CURB TO CURB Flsure 10-4 r r 1 r- b4'oc PINE STREET Hary Lane Project Alternative A ® m uc�+c EXISTING SIDEWALK PROPOSED SIDEWALK EXISTING RIGHT Of WAV RIGHT Of WAY TO BE ACOUIREO (ROW) C -C CURB TO CURB Figure 10-4 1 G4'c-G ELM STREET I+ Ham Lane Project Alternative A Lamm EXISTING SIDEWALK 40 PROPOSEO WOEWALK EXISTING RIGW Of WAY RIOW Of WAY TO M ACOUIREO (ROW) GC CURB TO CURB Figure 10-5 R,Ow iso w W$ 64'G -G — Ham Lane Project Aternative B primary impact West Side LIM AVUM LIO&MD EXISTING SIDEWALK . �.. PROPOSED SIDEWALK EXISTING RIGHT OF WAY • • RIGHT OF WAY TO BE ' ACOUIREO (ROW) C -C CURS TO CURB Figure 11-1 ft J • • • • 7' WALNUT STREET Ham Lane Project Alternative B L IGEND EXISTING SIDEWALK ..�. PROPOSED SIDEWALK EXISTING f,,GHT OF WAY RIGHT OF WAY TO BE ACOUIRED (NOW) C -C CURB TO CURD Figure 11-2 • • .s OAK STREET 1 3 r IS' • POW •• • L 'i LIMPID •S EXIST114G SIOEWALK • 'a • !l :: PROPOSED SIDEWALK ,� • EXISTING FIGHT Of WAY •_ •, RIGHT Of WAY TO BE • �- ACOUIREO (NOW) • C•C CURB TO CURB • s Nam Lane Project Alternative B Figure 11-3 pi 1 V. j ILOW 54 5414 j� PINE STREET Ham Lane Project Alternative B LEOENO r ISTING SIDEWALK OPOSED SICWWALK ISTING RIGHT OF WAY GHT OF WAY TO 89 OVIREO (ROW) RS TO CURB Figure 114 ELM STREET Hann Lane Project Alternative B 0 rn� IEQENO EXISTING SIDEWALK PROPOSED SIDEWALK �~ EXISTING RIGHT OF WAY RIGHT OF WAY TO BE ACOUIRED (ROW) C -C CURB TO CURB Figure 11-5 1 R/t R/r I TRAVCL LANs� TRAM. I TRAVeL � TRAM LApe MO I AND ►ARKILAAO LAMB AND P&MMO (l SMWALR Am" (` 3I0:WILK AMA PROPOSED PROJECT - 64' STREET, W RIGHT-OF-WAY R/1� R'• �i ITRAVeL 6.40e TRAVeL TRAVeL TRAveL LAMe�� OR PARM04 ( LA04 I LAAe f OR Mft-O 1• sIQe NALR ARCA / { ` f109VOL R A"A ALTERNATIVE A S 8 - SW STREET, 70' RIGHT-OF-WAY R.. _ 17 it -sem- • r -+♦-- .r I i I . rRAVeL LAMBi TRAVft I TRAWU 1- ti L Age (MM crm ilavrLR A"A � OR ?O PJ &R(A ALTERNATIVES A & 8 - 4 TRAVEL LANES, NO PARKING Rif Rim 7i; I • MI tRAvel i TUR- LAN! ( TRwtL 1AAAKM! • I t LAM! I IAMB f10eruLR .ftA "cc WLA MLA L-1 K Q H W F- Q ALTERNATIVES A A 8 - 2 TRAVEL LANES, CENTER TURN LANE, PARKING OPTION Al temative Street Cross Sections Figure 12 v 13 .. ul . REPORT AUTHORS, PERSONS CONTACTED, REFERENCES 66 f � i Elsie Sokol 6 Twai Sokol T. Sweat Marvis Sweat REFERENCES California Resources Agency. State CEQA Gui4elines. CR2M Hill, Ham 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 of Lodi, October 1981. CH2M Hill, Hutchins Street Improvement Project, Environmental Impact Report, City of Lodi, February 1982. Shelley, H. Stanton, "Air Quality Impact and Mitigation Study, Ham Lane Improvement Project." Environmental Consulting Services. August 1984. Shelley, H. Stanton, "Noise Ipmact and Mitigation Study, Ham Lane Improvement Project." Envirot ntal Consulting Services. Auguust 1994. Appendices Appendix A Planta Inventory by Suzanne Olive Us? i I The following plant species will be removed should Has Lane be widened to utilise the eighty toot right -of -rayl On the east side hotween 61a Street and Pine Streets S mature Graz nu v utl a 'Modosto'. Modesto Ash o few sa s--.. Roses between Plne Street and Oak Streets 1 mature Aaef saacharinum, Silver Maple 1 Citrus op. between Oak Street and Walnut Streots 3 mature Silver Maples 1 lsaatt:rFArue daebe !t= aoao]fju�a, American Sweet Ouu 4 immatura ve *se, White Birch 1 mature M a •, oder Cedar 2 mature rue , Incense Cedar shrub Junap., per 2 acture �+n�a�, Colorado Blue Bpruae I nature ap., Dpruos I Fruit Tree S Yodeoto Ash-iae4wj. between Ualnut Street and Lodi Avenues I immature ro a •_l�__b_a__. r-witlees Mulberry 1 teesture o orado�lu• Bpruea 1 mature Colorado 91ue Bprueo 1 rs Lnd14a. Crop* Myrtle m sr ssru •, naluding poses. Junipers, and donyeus 1 mature 492f nogun4o. Pox Elder 4 mature e• o s 2 )*mature White Birch 2 Fruit Troost On the rest aide between In* Street and Oak Street$ numerous shruba$Junlpera; es sp.. Holly% Craps Myrtles% and Qrevlllea op. (landscaping border- ing nursery)slso Junipers. Cotoneaster op.. Carol@ op. 1 maturenu op.. Pine 1 Immature ns 2 macur* Modesto Ash 2 Cupressugs son ery rens. Italian Cypress 1 mature olor• o Blue between Oak Street and Walnut Streets 2 Skjonymul op. 1 mature Colorado Blue Spruce 1 mature Modesto Ash between dalnut Street and Lodi Avenues 2 mature Modesto Ash a few shrubs August 30. 1964 Kate '.lurdick Planning and Land -use Consultant 1545 Shirland Tract Auburn. California 95603 Dear Ms. Burdick$ Presented below are the probable Impacts on the vegetation should Has Lane be widened to ut111se_the eighty foot right-of-way. Approximately twenty-two mature tress will be removed on the east side of Ham Lana. on the vest side approximately ton mature trams will be removed. (Bee attached List 1.) Removal of said troos will result in a loss of shade and an increase in temperature. Further, the locale will be more exposed and drier. Approximately twenty Serrature trees and various ahrube will be re- moved on the east aide of Has Lane. On the rest aide approximately thirty-two Immature trees and shrubs will be removed. The majority of these comprise the landscaping adjacent to the nursery. Removal of these young trees and shrubs will have a visual Impact. especially wnere Has Lane borders the nunory. In addition. the wldenln6 of Has Lane will claim approximately ten feet of lawn and landseaping from the dwelling• along the roadway. Besides obvious visual impacts, lost lawn area will result in leas privacy and increased traffic noise and dust. Possible ■1tl&atlon of the Impact* dlsousasd above would require re- planting Hae lane with boxed trees of the ease or similar specie*. The Raywood Ash or the Moraine Ash should be substituted for the Modesto Ash. These species ars mors disease resistant. (Bee at- tached List 2.) Horever, only partial mitigation could be expect- ed because the apece available for root growth is suitable In most areas for only small trees. Large trees should be planted a min- Imu■ of fifteen to twenty feet away from a dwelling. tedium trees should be planted a minimus of ton to flftsen foot away from a dwolllt)6. Where mature trees stand on or Just within the limit of the right -of -ray, the width of the sidewalk should be adjusted to accommodate the bass of the tree. Approxlmately fifteen trees would be oared. Troes should be trimmed to allow for s vortical holdht clearance of ton feet over the sidewalk and curb. Ismature trove and shrubs within the right -of -ray could be dug out and replanted on the Impacted sit• If epaoe allows. Additional shrubs could be planted as a hedge or soreon to mitigate Impacts on appearance, privacy. and nota*. (Bee attached $.Frit 3.) Privacy could be further enhanoed through the use of four foot fencing or lattice. Given the site and canopy of the trees to be removed anti considering the mise of the resaininor lawn areas, the full Impacts of widening Has Lane to utilize the eighty foot right-of-wsy can not be mitigated. ncerely wMau- p� Suzanne P. Olive Aotanist LIST 2 (oont.) tic name Common rvergreen/ Height tot Comments _name-Deotduous Dsolduous width tot — -- KtDIUN 1'R:isb (cont.) Colls D 40 feet Bark often covered with Cis Chinese c berry projecting ¢rowth. deep L411 r parvit or L 25-30 test rooted, won t heave Au• ra an ow 20 feet sidewalk, good in windy places, plant from con- talnsrs Cor allIque i 30-40 feet Large shrub or tree, �, rob Tree 30-40 feet moderate growth rate, needs more than normal loolroutorla nlcu ats D 20-35 feet space, roots will break enra n roe 10-40 foot shriwalk. give Infrequent, deep watering rrox two hojo�rj he 'Moraine' D 40 feet Fairly fast rroving, Morn* Ash D 6-30 foot good lawn tree, oasts rape Myrtle light, filtered shade, Laurus nobil s ! 12-40 feet disease resistant frpx us o_x1!paa 'Rayvood' D 35 feet Fast growing, disease Raywuod—Mh and pest resistant Ping hS1.2pappipt 30-60 foot Moderate to rapid growti►, Aleppo na D 25 foot thrives in heat and wind, Saucer kagnolla 25 feet open irregular crown at maturity st o a h ne s D 35-60 feet Lesvos brilliant red In 0 lose c ac he fall, moderate growth, Mayt•nu• boarla L 30-40 feet not particular about MFlten Tree soil or water, spread - Ing rounded crown T11.1.4 cordata D 30-50 foot Qooll•nt lawn or street W t e- oaf (.lnden D 15-30 feet tree,hardleat linden. Purplelear Plus 20 foot form is densely pyram- idal LANE TRM (from 50 to 70 feet in height) ¢ted�urre�ns t 75-90 feet Symetrical, slow grow- naense Oedar - ,O.rgraen Pear ing Initially, deep, flowers 1n epr/ng. infrequent watering am clam cbora i 50 feet or Slow growing. beautiful 'G—imp r ree D more in any season WrAffe b_Ilobs 'Saratoga' D 50 feet or Slow growing, plant only Mal don r Tree more sale trees, disease and pest free, yellow fall color, attractive any season LIST 21 proposed Residential Street Tram Planting List $glentlflc name Worgreen/ Height tot Comments _ Co_sson naso Dsolduous width tot — -- SPALL TR'= (to 35 foot In height) A er•rg•r a w - - D 20-25 feet Low spreading growth. Outstanding fall color trident D e L411 r parvit or L 25-30 test Voderste growth rate. Au• ra an ow 20 feet small. graceful, deep rooted. needs water. full sun Ileg a tacla ats 'Vilsonll' L 15-20 feet Tolerates sun.wlnd. 1 inn o y shade and any soil, bright rod berries loolroutorla nlcu ats D 20-35 feet glow to moderate growth. enra n roe 10-40 foot valuable in difficult soil. tolorotee heat. wind and drought Lax retroplc Ind a D 6-30 foot Showy flowers In summer, rape Myrtle slow growing9 full sun Laurus nobil s ! 12-40 feet Tree or shrub, slow Nealy growing. bayleaf In cook- ing. needs good drainage, light shade Nagrwlla sou a lana D 25 foot Blooms In spring before Saucer kagnolla 25 feet leaves expand, white to nurpllsh red. does poorly in hot. windy areas Mayt•nu• boarla L 30-40 feet Oraceful. pendulous MFlten Tree branches. slow growing. roots not invaolve, choice lawn tr" prunes blireiana D 25 feet Loaves reddish purple. Purplelear Plus 20 foot flowers swldouble, pink. fragrant. Fob. -April, no fruit uee kawakesll P_�_ru t small tram Fast crowing. white - ,O.rgraen Pear flowers 1n epr/ng. partially deciduous MWIUM TH:SS (from 35 to 50 feet in height) Ainus cordata D 40 feet Moisture loving, rapid a an • der 25 feet growth, roots are in- vasive. Interesting catkin display before leaves aYYai�datN �.c:,,.:..�: ;, _ .,�,o, ,Slidstf�'a'i''; Y�C;ia�1,�9L; - :.,,.�..�..z ... ,.: ,,...at _.L,. r�anicaua� - ..::_...,. ;,m;rsi;ua„ '_. �� `..-.._..- :... _' y;„au.--tr„�;,,wii - _ - - _ � m8r�:, . - ro.:a.::• Ll" 31 Proposed Shrubs to Serve as A Hedge or to Screening 0!• � LYergreen/ Height tot Oomments �Owl _... Dsolduou9 - tlidth tot _ A"!decors,t 6-8 fast Can be trimmed to 5 oilrLi-vattls D 6-8 foot foot, drought rsalst- American eo ur ant Japonlea t 6-12 fast Many named varieties, 6-12 feet requires good drainage rlodendron tulipiforn D 60-80 feet and solat soli. slow p 3ree 40 feet growing ¢ t�s�� 0 6-10 feet Flowors appear in .tan. —ilM'Ond .ulnco 6-10 feat before the leaves. easy to grow QhoLqja t mate "�iiioan t 6-8 feet 6-8 foot Rapid growth, fragrant flowers in early Orange 40 foot white .prang, informal hedge, u u lle[i t 40-70 feet needs fast drainage and y 40-70 foot light shade oculus liurlrollu• t 25 foot MI tlat ossed shrub or grow w�{ t 70-100 feet small tree. slow grow- BOR a� 70=100 foot ing, can be leapt low by pruning, sun or shads agor2etnet 10 feet Rapid growthe prune to 6 foot achieve desired height and density, needs par- tial shads and able water C0190e221/E app- t or 0 varies, w/ Informal hedge, prune spools• to enhance arching habit, don't plant near sidewalk app. or os L 5-10 feet Fragrant when brushed Breath of Heaven 5-10 fast or brvised, flowers pink or white, light soil. wispy, shear lighf. ly, full sun Wgrpos app. t or D varies v/ Valued for tollsge, sneoiea form, and texture smdlus app. t or D varies w/ Large shrubs or trees, species fast gruwing, dense, full, tolerstea neat and wind 2N=a Opp. t 4-8 feet Full sun. Interesting -��33�iII��ttassel 4-8 fest flower tassels Dec. - Feb.. tolerates heat and drought LIST 2 (cont g —it tvergreen/ Height tot Comments Hatt Deciduous tlidtp tot L W9 TREN ( oont. ) Qu dambat us D 60 feet Moderate growth rate. American eo ur good ell -year tree, good fall color. can be pruned rlodendron tulipiforn D 60-80 feet (last growth, leave• p 3ree 40 feet turn yellow in fall. needs plenty of summer water and room. hand- some mAmpons, &randiflors t 60-80 foot Dark glossy leaves. 40 foot white. fragrant blossom In summer and fall u u lle[i t 40-70 feet Moderate growth rate, y 40-70 foot relatively post -and disease from grow w�{ t 70-100 feet Moderate growth rate. BOR a� 70=100 foot trunk and principal limbs covered with thick. corky bark which carves easily L-1141 � (cant. ) ti f}0 name svorgroenl Height WI d1 Coasento __ •wn L _ .� r._ __ pil"uouo 4th too 1-2 qqrm.14t 10 feet Shrub, small troe.larse —5irn-e-&-o-Rolly 10 fest long-lasting red berrlos Um t 5-4 het Shrub, sun or shade, 7apan�Holly '-A foot blaot berries, donee. *root iunip_te10 spp. t 6-20 feet Shrubs. foliage n*edlo- Jun pers 11t* or soal*ilko or both, many use* • n ou t 10-12 foot Shrubs or as+11 trees, Japanese Privet-----oxoollent bodges or sc r*ono waganis 4� o u S b foot tall, erect habit, any Oregon rape exposure, blue -black (?ft* •ciontiflo naso borrios In Parch -May, has boon changed to edible. control height hros@peo ay a of lootbodilee�v .ipy- be sold under *ichor nave) LLIELI —UTa1 t 9-10 feet Wright. 4onso. tiord r-th y -o e -Valley Shrub Erowth. partial shade, hoods generous wotorin& flowers in drooping clusters. pink or whit* M1,0inorvm spp• 9 6-25 foot Good fora and rnliage, •arleo r/ some @Poole* heir* rre- spool*e $rant flowers. sun or shade told lw ostt elanum 9 8-10 feet Moderato growth, b"utl- rew wry a•• ful bark, dart rod rrul% good Informal beds* Viburnum spp. D or t 4-20 foot Sup or shade, often Carie@ w/ fragrant Clovers. species prune to prevent 1e6- 61ness, plant 9 in partial shade Appendix B Traffic Report 2 Right -of -Way The current right-ul'-way (K/M) fu Us Lane between Elm Street and Lodi Avenue is mostly uU feet wide with a section of 60 -foot RON at Lodi Avenue. The existing street is mostly r 44' to 48' wide and is not centered in the right-of-way. Striping 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 intersection and a four phase traffic signal controls the Ela Street and Has Lane intersection. Parking Curbside parallel parking is allowed on street along both sides of Ilan Lane from Lodi to Elm. The current onstreet parking capacity is approximately ISS spaces. Traffic Volumes The current traffic vol:ase for this segment of line lane ranpms 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, 16th, and 17th which are 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 day in Lodi. The peak hour tralfic volumes were also calculated in the same manner. Existing peak hour traffic counts/traffic flows occur during the normal peak hours of (7:00 to 9:00 as and 4:00 to 6:00 pm). Ilowever, there is a secondary peak huur in the afternoon at the times that Lodi High School gets out HAM LANE IMPROVEMENT PROJECT TRAFFIC ANALYSIS by Jeff Clark INTRODUCTION This report summarizes present conditions and future traffic impacts to Has Lane between Him Street and Ludi Avenue in the City of Lodi. Three alternative improvement plans were evaluated. The analysis included the evaluation of existing and future land uses, traffic volumes, street suss•sections. channelization, and traffic control devices. Alternative improvement plans for Ilam Lane were developed and analyzed using future peak -hour traffic projections, street capacities. physical constraints and parking demands. EXISTING CONDITIONS Has Lane is one of the major north -south streets in Lodi. It terminates at Turner Road on its north and and at Horne; Lane on the south end. The segment of Ilam lane analyzed in this study is from Elm Street to Lodi Avenue. It Is four blocks lung, and its location in Lodi is sk•.wn on llxhibit 1. Land Uses Current land uses along Hta Lane between EIm Street and Lodi Avenue vary from low to high density residential with some commercial near Elm Street. ow ft - �- -ej s ��• n ILa f t i s • .a.n- 6 FUTURE CONDITIONS Traffic Projections Traffic volumes were projected to the year 2005 for minimum, maximum and midrange values. The values were calculated using City of lndi population growth rates, City of Lodi traffic counts, and City of Lodi General plan. The minimum range values from the San Joaquin C.O.G. Traffic Study for Lodi were not used in this study because they were found to project future volumes lower than the existing 1991 traffic volumes. The midrange traffic growtt, values were calculated using the historic population and traffic volume growth for the City of Lodi (1965.1994). 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 voluuwes on Ham Lane (1965-1991). An average rate of 2.1 percent was used to project traffic for the section near Elm 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 Has Lane wuulu not occur and traffic volumes would Increase at the same ra!e as they have in the past. Exhibits 6 and 7 (presented later) show a comparison of the projected traffic volumes for the two ranges of projections to the three alternative roadway sections over time. S 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 Ham Lane direction. The traffic volume for this move is S70 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 sumer months the peak occurs from 11:00-1:00 in the midday. 1979.1990 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 Han Lane intersections at Elm Street and Lodi Avenue were calculated from field observations. Capacities The capacities of Ham Lane in this study of existing conditions is the capacity of the critical intersection of Has Lane and Lodi Avenue. Current City of Lodi traffic counts, peak hour turning percen- tages calculated from field observations, and the updatod Highway Capacity Manual signalized intersection capacity calcu- lation methodology were used to determine operating conditions. The level of service for the intersection of flan Lane and Lodi Avenue was calculated to be L.O.S.A and for Ha■ lane and El■ Street L.U.S. of A. However, it oust be noted that during certain parts of the day the southbound approach to the Ilan Lane/Lodi Avenue intersection appears, from field observations, to operate at LOS C or worse. a 7 im ruvtmrnts _'L__-.___ -. - Three alternatives for improvements to Has Lane were evaluated. The three include: 1. Rebuild existing street (Alternative 0, within the existing curb lines, improvements, such as restriping to add left -turn pockets, and limiting on-stree! parking would he done. Physical improvements would be limited to necessary curb repairs and pavement overlays. (See Exhibit 4) If. Minor Improvements (Alternatives A 4 B). 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 neoded. (See Exhibit 4) Ill. Major improvements (Proposed Project). Major physical and channetitation improvements. to accomodate a tour lane street with on -street parking. (See Exhibit S) These scenarios were then evaluated and alternative cross. sections were developed and analyzed. L1904INO 1 see IMML ►wOXCT10Ns I*e6 MOOITL "WACTIOMa 24M0 MODEL MOJECTWMa 2006 MODEL PROJECTION! EXHIBIT 3 San Joaquin Council of Governments Projected Traffic Volumes ,:fig pul 1$111 �� ELM ~,i Z t T PMIS 341410 rN Y YSeim gg Yg${ Low 11A" N.4100 $y YY t0.1N _ /41.!00 +.e /2.100 illgg t 141.000 till rid!'! a41.rN ���� �•w !0.100 TOKAT tiff �►oo igggi. rEl! UR !4100 3300 $��8§ s41oo tlriE g� Sig: 41:44 1[ETTLEMAN i%41i a $ N.1041'w = 3!.000 � 341.300 •Y�=$ • A . • !!.1041 341.aoo M Mti 3!.100 11.4104 341.004 L1904INO 1 see IMML ►wOXCT10Ns I*e6 MOOITL "WACTIOMa 24M0 MODEL MOJECTWMa 2006 MODEL PROJECTION! EXHIBIT 3 San Joaquin Council of Governments Projected Traffic Volumes Ir Through Yrits Minimal additional through trips would be attracted to Ilan Lane in this alternative as no physical improvements are proposed for this segment. The effects on Ilam Lane are shown on the low end of the curve, on I.xhihits b-7. I'hXx ica 1 Improvrmrnt a The improvements proposed in this alternative would consist only of striping and traffic control changes. Three areas would be affected. Al the Intersection of Has Lane and Elm Street a right turn pocket would be added on the south Irk of Ilam Lane. at Ilam lane and Pine Street a left turn lane would be added on the north approach of Nam, and left turn pockets would also he added at both approaches to the Nam and Walnut inter. section. Capacities A capacity of 810 vehicles per hour in the ,neak hour and peak direction was used. This capacity is based on a combination of miublock and Intersection capacities. Analysis of roadway capacity and traffic demand (see Exhibit 6.7) reveals that Alternative I would operate under capacity for level of Service It through the year 199S. Minor Improvements (Alternatives A 6 ti) This alternative would provide improvements that are moderate in scale. Right-of-way acquisition and physical improvements Mould be limited to that necessary to provide a basic four. lane roadway with on -street parking prohibited or restricted to certain times of day. Cross -Section The proposed truss -section of 70 fret of k0W and St, feet of roadway would be wide enough for a four -lane road. At inter. section this cross-section would accommodate four through lanes I TRAFFIC ANALYSIS The three potential improvement alternatives were analyzed for the segment of Has Lane between Elm Street and Lodi Avenue. Using roadway capacities. traffic demand, parking, through trip attraction, and the amount of right•of-way required as evaluating criteria, an analysis was conducted for each of the proposed Ilam Lane Improvement alternatives. Rebuild Existing Street (Alternative C this alternative is an upgrading ot'the roadway within cite limits of the existing curbs. Traffic control devices and pavement markings would be modified to improve capacity. Physical improvements would be limited to pavement repairs, overlays. utility improvements, and curb repairs. Cross.Section The roadway and right-of-way would be the same as the exl:ting facilities. The current cruse -section is mostly comprised of A paved roadway section of 44 to So feet. The roadway is I.ut centered in a 64 foot right-of-way. Parkin] The improvements proposed in this alternative would reduce the amount of un -street parking spaces from 13S to 100. thirty- five spaces would be eliminated for left and/or right turn lanes at approaches to intersections. 1500 1250 1000 750 a �o Y 500 W d 250 1500 1250 1000 750 v W D Y 500 W a 250 PROPOSED PROJECT ALL A S 8 4 LANES NO PARKING ALT. A& 8 3 LADS No PROJECT — - HIGH RANGE Low RANGE s RANGE OF PROJECTIONS TRAFFIC PROJECTION STREET CAPACITY(LOS 81 1975 1980 1965 1990 1995 2000 2005 TIME (YEARS) EXHIBIT 6 Traffic Projections and Street Capacities Lodi to Pine PROPOSED PROJECT AL A 4 8 4 LANE3 NO PARKING _ ALT. A& 8 3 LANES ' HIGH RANGE NO PROJECT LOW RANGE RANGE OF PROJECTIONS TRAFFIC PROJECTION ---- STREET CAPACITY(LOS 8) 1975 1980 1985 1990 1995 2000 2005 TIME (YEARS) EXHIBIT Traffic Projections and Street Capacities Pine to Etm and evaluating a servicr area for several north "'uth Atlet 1al>. Imptuvraonts to Ilia Lane and its traffic control devices would reduce travel time and would attract trips that may have used other parallel fac a Ibex as routes between North Lodi and South Luji/Stockton. The additional 1,000 dally trips wuuiJ add about ISO trips in the peak hour to the study section of Has Lane. However, th peak direction for the through trips would be opposite the current po.i+, direction for that segment, so only SO trips would be ..tiled to the peak flows. The effects on Nan Lane south of rim street would be near the aid range of the curves indicated ua Exhibits b and 7. Phy!_1 " L, imPrurements For ties Lane to be widened to 56 feet, it would have to be widened 1 to 6 feel on both sides of the roadway or 5 to 11 feet on either side. An additional b feet of It/N would have to be acquired to improve the current street to the pruposed Alternative 11 cross-section. Now curbs and gutters, some sidewalks and pavement areas would be required. An overlay of the --.ting pavement wt-uld probably be necessary. G5M citY The S6 -foot, four -lane section nruviJes a cap+city of 1,170 vehicles per hour it Level of Srrvicr (L.O.S.I M during the peak hour in the peak direction. (if.c of LOS L a> a Jrsito criteria lucrrasr> capacity by Its IStI, Thi!, 15 rn.,ugh capacity to handle all the pru)rctcd lraific demands for thi> segment of Ilia Lane through the year !UOS at the design L.O.S. B. The three -lane secltun provides a capacity of 97O vehicles per hour in the pral, direction and wutld handle all lite projected traffic Jemands through the year 1995 at IMS 5. antis left turn pocket, with substandard lanes. On street parkingwould be pussiblr only at timeswhen four traffic laneswere nut required. the SO -lout >ectsun dues give a lot of stating Ilrsrbllity. A three line section with un -street curbside parking, two travel lanes, and a continuous left -turn lane could also be accommodated. Parking In order to limit physical improvements and increase capacity, a majority of the unrestricted on -street parking would rather be eliminated or converted into restricted parking. About 3S parking spaces would be eliminated. About IOU would be converted to restricted time parking and there would be no unrestricted spaces. In the restricted time parking space, parking would be allowed only durtng off-peak hours when the !our -lana road- way was reduced to the center two lanes. The hours when parking would he prohibited would generally be from 7:00 to 9:00 an the morning and 2:00 to 6:00 in the afternoon. If the three -lane roadway section were implemented, unrestricted un -street parking could be provided along tvuth side> of the street. Thro!!Xh Tr its It is rsttmateJ that development of this alternative cra- >ectiun .uuld attract about 1,000 through trips /itm nraii., parallel arterials, primarily Hutchins Street and lower Sacramento kuAd. This would represent a S -percent increase in year 1005 triflic un Na■ Lane between Lite and Lodi. This number was calculated by determining the existing difference in travel time between competing corridors, estlaiting how thaogr> to Ilam Lane would affect the travel time difference, 16 I'hps ica 1 Iwi+roveaent ., To develop the proposed pro)ect cross•sectton the current roadway would have to he widened 5 to 10 feet on both sides, and 11. - or feet on either side of k/M would need to be acquired. New curbside gutters, sidewalks, and pavement areas would be required. An overlay of the twisting pavement would probably be necessary. Ca ac it With a capacity of 1,110 vehicles per hour during the peak hour in the peak direction the Alternative 111 cross•sectiun would handle all the traffic demands to the year 200S at a Level of Service A. IS Pru'+u,ed 1'rolect Maur physical iaprovements and right-of-way acquisition would he needed to implement this altern2tive. Necessary impruveaents to accommodate a four -lane roadway with parking on both sides of the street are described below. This alternative would bring this section of lima I.ane up to the cross-section of the rest of ties Lane. Cross- Section An 60 -foot row with a 01•fout pavement section is ptupused. This section would consist of four travel lanes with parking un -street for midblock section. and four travel lanes and a left -turn pocket at intersections. A sidewalk would be provided on both sides of the street. Parkin Unrestricted un -street parking would be allowed at ■idbluck locations. This would provide about 75 unrestricted uu street par&.ng spaces between Lodi and Elm. Thruu�h hips Ilsiug the same methodology as outlined in the through trip >cctiun of the previous alternative evaluation. It was deter mined that the proposed project improvements on lima Lane would attract about I.S00 vehicles per day. This would he an increase of about 7 percent in year ZOOS traffic volumes on Ilam Lane between trim and tads. This would add 100 vehicles l. -•r hour to the peak direction in the peak hour to the other pigments of Ilam lane The high range of the curves on Lahihll, o and 7 indicate the effects on operating conditions (or the seracnt of Ilam Lane 1n this study. 10 19 Nitfgutlon To sitigate the imps<ts of high bchoul traffic a wider cross section stwiulJ be constructed to prevent any decrease in level - of -service below SAN it. pedestrian Safety Due to wn estimated increase In traffic speeds, higher volum^s, and greater distances to cross, pedestrians will have to watt longer for adequate gaps In traffic to make a safe crossing. School children, Junior High School or younger and senior citizens are the most affected pedestrians. Nit/ag tion Additional pedestrian safety devices may be needed. These would include additional crosswalks, roadway warning signs. school speed tones, and if necessary, traffic or pedestrian signals. ,Cross Traffic Because of higher traffic volumes and (if the proposed project is implemented sure lanes to negotistc),cars on the side streets say ha.e to wait longer to find a safe gap in traffic to make either left turns or to cross Has Lane. liecause of the high percentage of high school age drivers this problem could become sure critical due to the inexperience of the .uuiig drivers causing traffic safety problems. Mitijation Traffic signals would be installed as warranted. This would give the right -of -ray to the vehicles on the side streets su they could make the desired traffic movements. The 4 -lane $6 foot section would aid the cross street vehicles by increasing sight distance through the removal of on-strect parking. IMPACTS AND MITIGATION Koadwa Ca melt Traffic volumes will continue to increase in the future on Ilam Lane as the City of Lodi continues to grow. As the traffic levels increase so will the levels of congestion. Currently the section of Has Lane between Codi Avenue and Lis Street operates at a level -of -service (LAS) A. This is projected to change as traffic volumes increase. Table 4 shows a comparison of the roadway cross section alternatives and the level -of service that is projected for each roadway alternative vci..4.. three projected year 2005 traffic volumes. As can be seen from Table 4 all four cross-section/lane configuration alternatives will handle the projected minimus traffic levels at a LOS 0 or better through the year 2005. However. for the anxious level of traffic projected the existing and three -lane Sb foot cross-sections will experience periods of sub -level -of -service tt and the existing cross-section will even experience periods of LOS 1). Table 5 presents definitions of level -of -service operating conditions. Mit i at tun To eliminate any potential reouct ions in level of srr%ice below LUS C the section of Has Lane between Lodi Avenue and Lis Street should be widened to a minimum of So feet curb to curb. high School Access to the Lodi high School is available off of Ilan Lane. because of this there is a secondary peak in traffic levels between 1:00 and 3:00 in the afternoon. This peak is nearly as high as the 4:00 to 6:00 peak hours and in the southbound direction causes traffic levels high enough to reduce the level of -service on the study section, at the Ilan and Lodi intersection southbound approach. to level of Service C or Icss, for the existing cross-section. Critical Movement Analysis: PLANNING Calculation Form 1 hWrwctWa 100/ Ave &WM LANe. Design Nott Q. 00 -4.m/^- Probit= $tatenlant saw I. / Law CeoW" SNP I. L* r— CA"ei Stop dA. Yaittwe A4%W&mewl Je► Mr,AWAere Sbwd U_r* `= 1 t f • c ..." P6- Yr.r r vw. . G w......., sr. LoOi . Www r'� t >' . 0-01 r .r • b w�rr . opr Sop S. Auk* Lawn Yabwes, Stq 1. Stave y/ Crideml Yoks— okw^ it Mh rph savior am. 0.,&M- M.Ju�,'y .. 1 f r tip f. R d..... 1.r tiY alt 6 6L CromfCaM rt"P"Or 841,00114_ ar! a,at �� �.y� BsE� D j -4r- at u( ar zl Vehicle Speeds With any widening of the roadway cross-section, drivers may perceive the road to be iafer to drive at hither speeds, thus overril vehicle speeds may increase. This +s especially true with the large mix of high school drivers. Mitigation Speed limit signs and enforcement by local police can help to reduce speeds, however, even these measures any not be entirely successful. Critical Movement Analysis. PLANNING Calculation Form 1 Intersection Design flout--? Problem Statement S" 1. I&wrrj Lar Ctoww ry Step 4 Left rww Owk Step" Yekrwr Aprttwwwt far ""**A w Shwd Owe, r J J • 1 bp Yr.r.+ Cr+rr N•r •r.r. « •.yr 1 r•N.ry N �.4 .WC � • tyP.q .+err r .t• • V ra. f Yy r 1 to .w I . r=,-p .:='-p. .rV>M Stq 2. /**Wp Yolwwet, h PO Sup J. Asdsw Law Yokwws, Step 1. Sum of Crkkol Yoh~ 1 wJ iN .IQi,,. M +•PA ,�. • � •p 0 . t.11 Irrrph S&P R, lwterw.•tiow Lew of S.rrke l l i Sup S. /wtertect/ow ser, W&W ++..•. v 1 «r 1 •r M 1 Step 11. ReeokwAsse } i zat P_'Y -OA.166c up J. in FT I Sup fw Okkal VokY rs. in wpk it b pkww SIV -1l COwwrw , -----_--- ----- A,As L —J — -..J .e 44 I w J Critical Movement Analysis: PLANNING Calculation Form 1 Intersection r nn, Alli_ 11 kA -I LANF-Design Hour l 4Q -?:4Qrrq Problem Statement S&P 1. 1Jewerj Lar Ceow•eery SUP I. L40 rww Ckrc! seep". Yo/rwe Aywtnww fwr M.6*AOw Sew d OJ.wi* 1 I J . Jr..•• .N.., P..600 ►r.Yw C,•./ C1rd 1ti« .N.rl N ..•. •r.r• 1 me N r r wyr r�r..► r .t• • V ra. Yy r 1 to .w I r^wq r •.i• N 1 { Id rw ..•�. r q• • • ..b�, 1 r.r wY>�' Sup 2. Uesvt* Yo/rwom 1. nA Sup S. Aseitw Low Yoimom Step 1. Sawn Crkirol Yokrltwt 0 . t.11 Irrrph l l i Sup S. /wtertect/ow ser, W&W ++..•. v 1 «r 1 •r M 1 Step r. ReeoktJlwe UP /& "WY p'dn'4 8 d up daCrk*doh—m AV Vishi't/wdwtwtJ /t..w phe- wend) P_'Y -OA.166c EFT Al AL / L AN(� HT JUtNl1NLN —J — Appendix C Noise Analysis O • ICN ^ • ^- o > A 7t '• o a e a r 2 ► � a a T ai a v r f1 Z > c M A ••� •� r n e e .. v r • • R Z e v M p ro = .•. -1 « c r w p o 0 s - a ♦ o n a N a a T c • = s C'f C c M C nl Y r • w .O it C: r to • . w O of -i r ib r ^ t • • r O = • n o o w• .. ' M N n y a =C, O y � . w • • p r • O • ♦ H ^- o a o a e a a ► � a a T ai a a T c + o • c • w v • r w + to • . rf • t� r t • ^ r w • n o o w• .. .y.. =C, O Y . p . • • r • O • ♦ • r a • s o • a . c � w s ^ T w • + �. p ^ '� ^ 1 n • r •� ' N w w r .^• .. n . 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A • s � a » n w • • a o � • a • v t w 7 t • • w A • w /• a • r• .� w A Mae Lane Improvement Project - Not$* Page 4 Average traffic speeds are estimated at 30 mph durles peak hoar. and 35 mph at other times, in cases 1 through 4. Case 5 mould be seriously cosgestedj speeds of 20 mph or less 4wriag Peak hour, and 25 mph otherwise, are assumed. Traffic data are from the project traffic study by TJ[M Traffic Comewltants, Sacramento. The long- term Loa descriptor was computed from a typical urban hourly traffic distribution (mem Appen4ls page A-1). The results of the noise modeling studies are given to Table 1 below, The front -yard location to each case is the *so* as for the ambient nota* levels in the previous section, 40 feet from the center of the road. Table 1 - NAM LANE ROADSIDE NOISE LEVELS (ORA) The cases modeled do not incluae all possible combinations of Volumes sad lase configurations. For •sample, the cases eoVeriag only modest traffic growth in the seat 20 years are not presented. However, the cases which have the highest &Gibe potestial are Included. If the high- growth traffic projectkons do mot occur, lower noise levels would be generated. Table l demonstrates the relative effects of traffic volume, average volricl• speed, and distance on the noise level, when compared to present vols* levels. Traffic in the basic prof*ct Has Lane Improvement Project - Note* Page 5 cases (01. 2. 3) is about 10 feet closer than for the present two- lane configuration. Morse levels increase due to progr*ssiv*ly higher volumes. Cases 3. 4. and S bavo the same high- growth Volume, whit* road cross- section (&ad receptor/Vebtclo distance) chos6es. Case A eliminates two outer parking Is*** for a castor tors lase. which brings the moving vehicles •&other 7 foot closer to the residential receptors, sod increases soles levels by 1-2 dMA. Case (05) is Mo -116/14 is 2003. The dfstaece is the same as at present. and because of cosgestiom and low average speeds. Role* levels world be 5-6 dNA leas the& lot the 2005 Project cues. It should be noted that receptors not on, Mae Lane. behind those directly facing the project. are rapomod to 14-18 49A lass noise because of the combtestlon of greater diet:sc* sed the partial shielding provided by the buildlage. The cheniis is project traffic solos for other receptor locations would be approximately the same as for those located on Has Lose. Now*vor. Nes Labe traffic is "si a dominant source of noise for receptors as other streets. C. Discussion of Potential Project Traffic Morse Impacts Two aspects are important whom co&siderisg poteattal solos impacts of a project: the tacre&&• is 80100 level doe to the project, and the project hots* level itself. From Table 1. traffic sots• along Has Lane could imcresse 3 to 5 d6A to the seat 20 years with project Implemeatatlon. Io general, noise increases of 2 43A of lose usually are sot aoticable, unless the character of the soiso Is also changed stsnlfrcantly. Noise Increases of 3 - S 49A are definitely noticeable, and are potentially disturbing. The character of the CASE L, Ldn 1. 1965 - 4 lane, 2 parking 72 73 2. 1995 - 4 Ian*. 2 parking 73 74 3. 2005 - 4 Ian*. 1 parking 74 76 4. 2005 - 4 leas. 1 turn 76 77 S. 2003 - 2 lane (esistins) 69 71 The cases modeled do not incluae all possible combinations of Volumes sad lase configurations. For •sample, the cases eoVeriag only modest traffic growth in the seat 20 years are not presented. However, the cases which have the highest &Gibe potestial are Included. If the high- growth traffic projectkons do mot occur, lower noise levels would be generated. Table l demonstrates the relative effects of traffic volume, average volricl• speed, and distance on the noise level, when compared to present vols* levels. Traffic in the basic prof*ct Has Lane Improvement Project - Note* Page 5 cases (01. 2. 3) is about 10 feet closer than for the present two- lane configuration. Morse levels increase due to progr*ssiv*ly higher volumes. Cases 3. 4. and S bavo the same high- growth Volume, whit* road cross- section (&ad receptor/Vebtclo distance) chos6es. Case A eliminates two outer parking Is*** for a castor tors lase. which brings the moving vehicles •&other 7 foot closer to the residential receptors, sod increases soles levels by 1-2 dMA. Case (05) is Mo -116/14 is 2003. The dfstaece is the same as at present. and because of cosgestiom and low average speeds. Role* levels world be 5-6 dNA leas the& lot the 2005 Project cues. It should be noted that receptors not on, Mae Lane. behind those directly facing the project. are rapomod to 14-18 49A lass noise because of the combtestlon of greater diet:sc* sed the partial shielding provided by the buildlage. The cheniis is project traffic solos for other receptor locations would be approximately the same as for those located on Has Lose. Now*vor. Nes Labe traffic is "si a dominant source of noise for receptors as other streets. C. Discussion of Potential Project Traffic Morse Impacts Two aspects are important whom co&siderisg poteattal solos impacts of a project: the tacre&&• is 80100 level doe to the project, and the project hots* level itself. From Table 1. traffic sots• along Has Lane could imcresse 3 to 5 d6A to the seat 20 years with project Implemeatatlon. Io general, noise increases of 2 43A of lose usually are sot aoticable, unless the character of the soiso Is also changed stsnlfrcantly. Noise Increases of 3 - S 49A are definitely noticeable, and are potentially disturbing. The character of the Nos Lose Improvement Project - Note* Page 6 &*iso is &$$in isporteat to the amount of disturbance caused. In the gas Lane case. a S d0 increase to steady traffic sots* over 20 years sight sot cause problems (it is typical is easy urban location*). Nowevar, as &act**** to ladietdual loud vanICIas could cause considerable disturbance. To evaluate the potential Aspect because of the overall Raise level. land ase planates suldelises for &else are used. The City of Lodi bee adopted the Sas Joaquin County Noise Eles*at (5*fer*eco 5), which recosseRds compatible ease for various Raise levels. The suggested Ldo sale* levels for residential load uses are outlined to Table 2. Table 2 - Recommended Noise levels for Residential Uses LAND USE CATEGORY Ldo RANGE Normally Acceptable Less than 60 45A Conditionally Acceptable 55 - 70 Normally Unacceptable 10 - 75 Clearly Unacceptable Above 75 The guidelines ate 1at&Rded to assist in decisions about new residential construction, but they are useful in evaluating *statist us*e also. to terms of Noise Element gutdelioes. tett sots* levels adjacent to Has Lase ascsed recossendattons. **d the project would increase tho_e levels 2 to 5 dBA. 1n addltlom. acceptable interior noise levels should be less than 45 d5A Ldn due to exterior sources. This requirement is contained is State Title 25 - Section 1092. Noise Insulation Standards. which apply to any new sultt-family residential construction. Standard residential building 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 Naw Lane Improvement Project - Role* Pose 7 methods, and traffic sales levels of 70 d5A, Nam Lane interior sols* levels would most 45 clod, (Ldo) lodoor standards. Nowever. At windows are opeaed, interior sols• levels will be only 10 to 15 d$A lose than outdoors. This rias• that to achieve a 45 45A laterlot sols& esvlrossest, windows should be sealed, gad forced ventilation provided. To deal with sales levels higher than 70 45A, other improvemoats to the structures could be seeded. Sao Section 111, Mitlsatlo& Naasursm. D. Constructlom Role& The initial site phases would bring various types of dewoittion sad *acavwtto& ma.lAwes to the sit*, such as bulldozers, backhoes, mood large dump trucks. These generally have dlesel origin*- and produce 50 to 90 49A at a dlataace of 50 toot undet full load. Jackhosaers would be utilized for concrete and blacktop removal, which geaetate 55 to 90 45A noise levels at 50 toot. Second phase activities require similar equipment, and produce similar noise levels. After removal of the existing road surtsce. curbs, sad sidewalks. the surface would be graded. Trucks would bring is the base asteris a to graded and rolled. Blacktop trucks sad comcr&te aisles trucks bring the top surface eaterlals. Final surface pr*paratloa by large rollers produces note* levels of 55 to 95 4154 at 50 feet. The resideat►al properties Sloss Nom Lane would be the primary receptors for the temporary construction not so. for a period of four to eight weeks, sporadic sots* levels of 50 to 90 dBA .*old be experienced. Although construction egeipmost wo:Id be idling part of the time, sod would be ptOdoClnp •aximwM aotse levels 1nl9e4uentl70, lmters►ttoat construction sots& disturbance is likely os all adjacent properties. Supplement to Has Lane Noise 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 yard 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. Stanton Shelly Acoustical Consultant 9/12/84 • • � s �, N ♦ v N 1 • O r • ! 1 M • • a a' a r J •� a '� S • • • t w • • • • s 0 .�.. w r w w a • w AL . • w 0 w 10 r r r r w r •� a O .» a � • I• N w ♦ • r•. � s•! P s n • r w • • .. n • w • • u O t V • M ! ..� • e w .� ► ► a n w • w s r• s 0 0 w c o r •1 w A• w w r r_ s O ( • D O D 7 r r O n 4 p wg s• s i �+ O s e ' r .. a r• • P a w r o• •w w • n * r . s • w O c •� • •• •� i r •r+ w r � • • r v • • ^ w • w r a n r • • � w M w O n r n r O D O w t • • w • r N • . s .• r •• o a w s• t • . • ws c w O a c •• v • w • r• s r w Ow ^ ^ M D a P • A w •� • • •� w• A O • .+ n I • s r • M • P • • • r • w r n • s • v w to • • i t s w • n v• e n a �. i. w u r ^ e .. r r • r i n i; o w ■ r a i. c n o• oo • s "' • o• v v • ►• ! r V • �- r •• - o �� s '+ ♦ a a P • • w o c • • • r A o .• o v s • r O w• • o ( w 0 O 6 t ♦ a n • e •�• I • s•• P O a a» A•• e �� w • V • n ^ w P n ^ P • •� w w ti t" • ti y n a ► • r 0 • � a' O D V •� n • • • •- .• p 1 c • N •� • O w r •• O O P e a • O • N �• • ! t • n a • .. c • n — • r a N n w r w ? • n w r O .. / O a O n n n O 7 n r ••� .r s • � • ( w n .°. O P • M r r r O r .. • P • • • O • / • ' a .•.. O r • • • I • r O • : r O 10,10 • ^ r e M a f y r q y P • 7 w • • • O • n ♦ • • » ♦ • P [ r L s • • P O w •- n w • a a r v• w P w• I r • w • • � • o • c • O • V V ,•. O O • To r w o > > • • • p _ s s • . • • a • • w •• r a o .. � ••• P• • ^ • • w n n s s• • o s • r o o t _ • r• c r e c n w a q ► e r • w '� • r ♦ • • w .. w o o i+ �• o • � � t . v P t w • e • s o 0 •• n t f s w o • • i i 96 v V. i •• s • t w s t• n n •• ° i s o • s• r r r s• e o . w st • w n w r s s • I • • v • n r I • ° w .. e • • • i i � • o . t o • •. n s • • sIr • • • • c w w w lb or, a s r w • • O � • • • O D r• w • w • y r O w w r • • n '� • I t N w V I O r n O • V • • ! O s ♦ • t • w r w r v • • e n f 1 • p • ► w o ► • O a r n • • a n ! w w • O • s • • •IL s w 0 a 0• s n O • • O O + • � r • c • • w p • • w • r t ♦ • w r s D w r • • ( r M •1 •( e s o w os • o w ! • D ( 0 n AIA 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. Kowever, this imp.ict is temporary and will be limited to the time of conazruction. Mitigation 19. Minimize generation of dust and particulates through standard sprinkling/ watering applications on dusty working areas at least once a day. A 42 Land Use EXISTING CONDITIONS Land uses within the project area consist of a mix of predominantly residen- tial and some commercial. Forty-eight single family homes, a 26 -unit apart- ment building and two duplexes front Hm Lane between Lodi Avenue and tin Street. A church, nursery and veterinary hospital are the only non- residential uses abutting the street within this area. The applicable toning establishes a 20 -foot setback for all uses in the project area. The project area is characterised 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 Han 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 located. South of Lodi Avenue there is a mix of residential and office uses. A medical complex is currently unc!er construction on the southwest corner of Has 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 ubes in the -roject area and vicinity. The area basically has developed according to the General Plan designations for the area which are shown on 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 Communica- tion, 1984). There is also room for Lakewood Shopping Cencer 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 south 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 (CH2M Hill, 1978). The a _rage 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 PUBLIC COMMERCIAL LOW RESIDENTIAL MEDIUM RESIDENTIAL HIGH RESIDENTIAL I • v w - n. El RgE• a fil�m xwir 4M NNW Ham Lane Land Use 1 al owww" go r '"-s,,fe 8 LAND USE 64 homes would be closer to :he street. In addition, there may be future difficulties with resident access to their homes as traffic increases, and other potential traffic haLard concerns. Mitigation 20. Replant street trees and shrubs compatible and/or identical with those removed, as outlined in Mitigation Measures #1 through #3. 21. Provide crosswalks and traffic signals or stop signs to minimise 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, gutters 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 repaving 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, compactors, pavers, miscellaneous trucks (gravel, concrete, asphalt), and jackhammers. Water trucks will water unpaved sections as the work progresses. Hours of construc- tion will be scheduled generally between 7:00 A.M. and 4 P.M. weekdays. Construction -related impacts resulting from the proposed project will be of five general categories: traffic disruption and congestion and parking 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 -sever lines and are located within the street. IMPACTS AND MITIGATIONS Impact: Local traffic disruption and loss of parking. Although the project section of Ham Lane will be closed for 3 to 4 weeks during construction, detouring can alleviate traffic congestion along Ham Lane. Howevet, minor inconveniences will be be experienced by local residents during this period. The street will be open to residents, even when closed to through traffic. However, there will be a temporary loss of driveway access for 1 to 3 days during reconstruction of sidewalks, curbs and gutters. During 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 L. Mitigation 26. Plan detour routes for minimal disruption surrounding neighborhoods. 6 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 - constructi n in as timely a manner as possible. Impact: 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 localised 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, and 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 loss of parking and restricted access. The approximate length of time during which the businesses say 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. Mitigation 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 :he project which would affect either natural systems or other community resources. The degree of significance was determined by this consultant following completion of project evaluation. The 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 minimised 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 that the loss of street trees and change in neighborhood character will be an unavoidable aspect of the project. The implementation of recosasended revegetation plans will result in a long-term mitigation (10 to 30 years) but will not provide any short-term mitigation. 48 Growth Inducement ZnSTI= CMITIONS CEQA requires that any growth -inducing aspect of a project be discussed in an BIR. This discussion should include consideration of ways in which the project couuld direcly 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 CHQA, it must not be assuard 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 opporte:nities it is not directly growth inducing. No new areas will be served by the improved section and no areas would 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 nev ones. Although trips may be attracted to 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 Ham Lane Improvement Project as required by CEQA. The discussion describes a number of alterna- 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 impactr 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 Has Lsne. The consultant has not identified any options beyond those presented by the City, as our evaluation indicated that these options did, in fact, constitute the aaat feasible and realistic alternatives to the proposed project. figures 9-1 and 9-2 show traffic projections and Piggures 10-12 illustrate alternative configurations. All figures are at the end of this section. Alternative A: 72' right-of-vay (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 vest 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 Ham Lane. This option also has two possible stripings 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 •-idth (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 cidewalk on the east side of the street and extend +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. Thus the bulk of R/W acquisition and construction would occur on the west side of 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 west side between Lodi and Walnut only with reconstruction of the rest of the street within the existing curbs. ALTERNATIVES 50 DISMSSION Table 9 presents the various LOS for the three traffic ranges for the year 2005. 64' 4 -Lane Section PINE TO ELM Alternative A 6 B A Table 9 Projected Year 2005 Roadway Levels of Service Alternative C B Year 2005 Traffic Projections Roadway Cross- Minimum Range Maxim= Range Section Alternative Roadway LOS Roadway LOS LODI TO PINE Alternative A 6 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 PINE TO ELM Alternative A 6 B A B 56' 3 -Lane Section Alternative A b 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 theretention 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 implemrhtation of the various alternatives: Implementation of Alternative A would: -- Primarily impact the residents along the east side of Ram 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. -- Minimise disruption of the entire 4 -block long corridor. Implementation of Alternative B would: -- Primarily impact the residents along the west side of Ram Lyne. -- Result in the loss of +8 mature street trees. -- Provide LOS B to the year 2005 if striped for four lanes/no parking and year 2005 LOS C to B if striped for two travel lanes, one center turn lane and on -street parking. -- Minimise disruption of the entire 4 -block long corridor. Implementation of Alternative C would: -- Provide low LOS (D) by the year 2005. -- Primarily impact the residents between Lodi and Pine. -- Result in the loss of 6 mature street trees. -- Result in the improvement of the Lodi/Ram Lane intersection. -- Minimise disruption of the entire 4 -block long corridor. ENVIRONMENTALLY SUPERIOR PROJECT The environmentally superior project for the Ram 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 the year 2005, restripe the street to preclude on -street parking near that year, 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 750 u w s ac 500 250 PR<►POSEC PRpACT — AL? A S S 4 LANES NO PARKING M ALT. AS 9 3 LANES- NIGH RANGE NO PROJECT — — -- LOW RANGE RANGE OF PROJECTIONS TRAFFIC PROJECTION --- STREET CAPACITYtLOS 8) 1975 1980 1985 1990 1995 2000 2005 TIME (YEARS) Traffic Projections and Street Capacities Lodi to Pine Figure 9-1 ®s 1300 1250 1000 r5o w 0 s Y 500 w " CL 250 1975 1980 1993 1990 1995 2000 2005 TIME (YEARS) Traffic Projects and Street Capacities Pine to Elm a Is) figure 9-2 6G'G -C. GA'C -C Ham Lane Protect Alternative A Primary impact East Side EXISTING SIDEWALK PROPOSEO SIDEWALK _ EXISTING RIGHT Of WAY ',' : • ; RIGHT Of WAY TO 13E ACOUIRED (ROM) GC CURB TO CURB Figure 10-1 lb. k X 33C a Ia EXISTING SIDEWALK PROPOSEO SIDEWALK _ EXISTING RIGHT Of WAY ',' : • ; RIGHT Of WAY TO 13E ACOUIRED (ROM) GC CURB TO CURB Figure 10-1 lb. • • S6•c-a • • �2. WALNUT STREET •v •IKV 4 1 v. M.. ?rP LEGEND EXISTING SIDEWALK .. ..mm k, .. PROPOSED SIDEWALK ' EXISTING RIGHT OF WAY RIGHT OF WAY TO 8E ACQUIRED (ROW) C -C CURB TO CURS Hann Lane Project Altemative A Figure 10-4 = M I-- 641C -C. Ham Lane Project Alternative A LEGEND EXISTING SIDEWALK PROPOSED SIDEWALK EXISTING RIGHT OF WAY QRIGHT OF WAY TO BE ACQUIRED (ROM/) C -C CURB TO CURB Figure 10-3 7 i i - 71. ' T ~Me STREET r SnNG SOMWA .K OPoaEe SIOEwALK "NG WK -WT O: WAY NT Of WAY TO SE CUKM CROW) s TO CURB ti. Ham Lane Project Alternative A Figure 104 G4'c-G ELM STREET Ham Lane Project Alternative A Figure 10-5 LAM EXISTING SIDEWALK .000000w• •���ooa PSD SIDEWALK EXISTING RIGHT OF WAY RIGHT OF WAY TO Be ' ACOUIRED (ROAM) C -C CURS TO CURB Figure 10-5 Ham Lane Project Alternative B Primary Impact West Sidc LM AVENUE I.aotlw I r. EXISTING SIOEWALK o •: PROP >SED SIDEWAIX L_:� EXISTING RIGW Of WAY • RIGHT Of WAY TO BE • ACQUIRED (11010 C -C CURB TO CURE I %eA60LA IL I&i• 1Jr � t ♦ T y Ham Lane Project Alternative B Primary Impact West Sidc LM AVENUE Figure 11-1 I.aotlw y-" EXISTING SIOEWALK o •: PROP >SED SIDEWAIX EXISTING RIGW Of WAY • RIGHT Of WAY TO BE • ACQUIRED (11010 C -C CURB TO CURE Figure 11-1 wNiimlllc WALNUT STREET Ham Lane Project Alternative B LEGEND EXISTING SIOEWALK ..�....« .. �. • PROPOSED SIOE'WALK EXISTING RIGHT OF WAY RIGHT OF WAY TO BE ACOUIREO (NOW) C -C CURB TO CURB ia OAK STREET Hann sane Project Alternative B uGIND EXISTING SIDEWALK PROPOSED SIDEWALK EXISTING RIGHT OF WAY • RIGHT OF WAY TO BE ACOUIREO (NOW) C -C CURB TO CURB Figure 11-3 • •• L .3 • •j • • r� Hann sane Project Alternative B uGIND EXISTING SIDEWALK PROPOSED SIDEWALK EXISTING RIGHT OF WAY • RIGHT OF WAY TO BE ACOUIREO (NOW) C -C CURB TO CURB Figure 11-3 PINE STREET Haim Lane Project Aiternative B LEGEND EXISTING SIDEWALK �.. PROPOSED SIDEWALK EXISTING RIGHT Of WAY RIGHT Of WAY TO BE ACOUIRED (ROW) C -C CURB TO CURB Figure 11-4 ELM STREET L r Nam Lane Project Alternative B LEGEND EXISTING SIDEWALK • w PROPOSED SIDEWALK EXISTING RIGHT OF WAY RIGHT OF WAY TO BE ACOUIREO (R M C -C CURB TO CURS Figure 11-5 �a t f TRAvtL L ma T"vCL fmAvCL f11avCL L►MC I .10 OA*KI 4 LAN[ LINO 410 MMtt1N0 :10i II ( 21iiWALK AWA PROPOSED PROJECT - W STREET, W RIGHT-OF-WAY �i I . I TAIVCL LAMCI TRMCL ( TXAVU I Tna.CL LANt t N t OA PAMPIG LANt LLAt 001 M&AP 94 (• ALTERNATIVE A i 8 - 56" STREET, 7W RIGHT-OF-WAY O i 0 T'AAYti L�Mt i fR.viL ' Twwti L.1Mt 11 I LANE ufltwL R .Atw / pl Vit) pAMM cr yu».L..•u ALTERNATIVES A A 8 - 4 TRAVEL LANES, NO PARKING W I • roaMA1 T11Mrtl ' TuAM LANG ( T.AvCL IP&AM M • ltMt LANt s,oc».Ls •ACA - t106rULs Mt., ALTERNATIVES A A 8 - 2 TRAVEL LANES, CENTER TURN LANE, PARKING OPTION Altemative Street Cross Sections Figure 12 t t 65 Report Authors, Persons Contacted, and References REPORT PREPARATION Kate Burdick, Principal and Project Manager Stephanie Strelov, Environmental Planner Kathleen Mrcheck, Graphics Judy Cornell, A Way With Words, Word Processing Subcontractors Jeff Clark, Traffic Susanne Olive, Plants Stan Shelley, Boise and Air Quality PERSONS 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 Lorin L. Baker Frederick D. Schmidt Ruth K. Schmidt Marin A. Schmidt Raynette Fergason Larry Fergason Bill Euteler Road& Kempf Pattie Cox Jim Cox Gere Boscacci Lois Borchaudt Andy Anderson Nancy Anderson Willard Takahashi Muriel Hoggatt Evelyn Comartin W. J. Comartin, Jr. Argirios Adam Lenore 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. CH2M 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 of Lodi, October 1981. CH2M Hill, Hutchins Street improvement Project Environmental Impact Report, City of Lodi, FeEruary 1982. Shelley, H. Stanton, "Air Quality Impact and Mitigation Study, Ham Lane Improvement Project." Environmental Consulting Services. August 1984. Shelley, H. Stanton, "Noise Ipmact and Mitigation Study, Ham Lane Improvement Project." Environmental Consulting Services. Auguust 1984. Appendices Appendix A Plants Inventory by Suzanne Clive LIST is The following plynt species will be removed should Ham Lane be widened to uttlise the eighty foot right-of-wayl On the east aide between Ins Street and Pine Streets } mature Fraxinus volutin• 'Modesto', Modesto Ash a few Rob& ap.,o•oa between Pine Street and Oak Streets' 1 mature Acer sacoharinum, Silver Maple 1 C1truj sp. between Oak 5treat and Walnut Streett mature Silver Maples 1 Immature louldasbar t ao f a. Aaarican sweet Ous A Immature u • ver �om.a, t e Birch 1 mature 4 •d ra. Oeodir Cedar ? mature a o • . Inoevts• Cedar shrub Jun rue op., Juniper 2 acture c n a. Colorado Blue Spruce 1 mature N •p., 8pruoe I Fruit Tree 3 'Modesto Ash-ave/wv. between Walnut Street and Lodi Avenues I Immature Mo a abao, Fruitless �luib:rry 1 Immature o orado Blue Spruce 1 mature Colorado glue Spruce 1retro a Ind a. Craps Myrtle • ew • ru s,T.cluding Roses. Junipers, and Dionysus 1 nature A421' n�ndo, Box Q der ♦ ••imams oii-deaCo-7.•ii 2 lasature White Birch 2 Fruit Trees On the west side between Ina Street and Oak Streets numerous shrubsoJunipers; Iless Dip,. Holly; Crape Myrtles; and 4rqvt)lea op. (landscaping border - Ing nureery)also Junipers, Cotoneastei Dip., Carols Dip. 1 mature Pin •p., Pine I immature Pine 2 mature Modesto Ash 2 CLuprome 9"Pory rens, Italian Cyprose Co 1 mature lorado pr Blue Suce between Oak Street and 'Walnut Streets 2Dion mus sp. 1 nature olormdo Blu• Spruce 1 mature Modesto Ash between Walnut Street and Lodi Avenues 2 mature Modesto Ash a few shrub• AugU • t 30, 1984 Kate Burdick Planning and Land -use Consultant 1545 Shirland Tract Auburn, California 95603 Dear P.m. Burdickt Presented below are the probable loots on the vegetation should Has Lane be widened to utilise the eighty foot right-of-way. Approximately twenty-two mature trees will be removed on the eaat old* of Haa Lane. On the rest side approximately ten mature trees will be removed. (see attached Llat 1.) Removal of said trees will result in a lose of *had* and an in*rease in temperature. /u rther. the locale will be sore exposed and drier. Approximately twenty immature trees and various shrubs will be re- moved on the east lido of Has Lane. On the west side approximately thirty-two Immature tress and shrubs will be removed. The majority of these josprise the lar.,lsoaping adjacent to the nursery. Removal of these young trees and shrubs will have a visual impact. especially where Has Lane border• the nurlary. In addition, the widening of Has Lane will claim approximately ten feet of lawn and landscaping from the dwellings along the roadway. Besides obvious visual impacts. lost lawn area will result In less privacy and Increased traffic notes and dust. Possible mitigation of the Impacts disauss*d above would require re- planting Han Lane with boxed trees of the same or similar species. The Raywood Ash or the Moraine Ash should be substituted for the Modesto Ash. These species are more disease resistant. (see at- tached List 2.) However. only partial mitigation could be expect- ed because the apace available for root growth In multable In most areas for only soli trees. Large trees should be Planted a min - taus of fifteen to twer.ty feet away from a dwelling. !medium trees should be planted a minimum of ten to ftfteen feet away from a dwelling. Where mature trees stand on or just within the limit of the right-of-raye the width of the sidewalk should be adjusted to accommodate the base of the tree. Approximately fifteen trees would be saved. Tree• should be trimmed to allow for a vertical helAht clearance of ten feet over the sidewalk and curb. Iaaature trees and shrubs within the right-of-way could be dug out and res'Ialttsd un the impacted site if apace allows. Additional shrubs cuuld be planted as a hedge or screen to mitigate Imtacts on appearance, privacy, and notes. (See attached List I.) Prlvacy couldbe further enhanced through the use of four Mot fencing or lattice. Given trio ^Ao and canopy of the tree• to be removed anus considering the site of tt,o remaining lawn areas, the full lmpacta of widening Ham lane to utilise the eighty foot right-of-way can not be mitigated. Sncerely tsanne P. Olive notanlat LIST 21 Yroposed Residential Street Tr** Planting List LIS! 2 (cont.) 121� C name Height tot Comments $�}•a name tvrgroest/ Height tom Convents _°mi� - Deciduous Deciduous Width tot onvon name Common Deciduous Width tot MENYM 1&p (cont.) $Mr1Lj, TRS$ to 35 feet 1n h•ightl 0*1142 _•in.206$ C 1nes�ckberry D 40 toot Hark ofton covered with projecting deep Aa bu r erIanum "'�nt" D 20-25 feet low spreading growth. Outstanding fall color frowth, wple ri ant Map • rooted, won t heave sidawalk, good in windy 1 ors &rvlt or gie t 25-30 foot M.oder•te growth rate, places, plant from oon- tr-M ow 20 feet small, graceful. deep talnors rooted. needs water, full sun to + mil u• t 30-40 feet Large shrub or trop, oro Tram 30-40 feet moderate growth rates ti.Z s taalar •Ss 'Yilsonli' t 15-20 feet Tolerate• sun.wlnd. needs more than normal i son o r shade and any moll, *Dace. roots will break bright red borri« sidewalk, give infrequent, deep watering to•lr•uter • niculata D 20-35 feet Slow to moderate growth. Goldenrain re• 10-40 feet valuable In difficult �' >m ho Mrsin•' D 40 feet Fairly fast erowins. . *oil, toleratesoRa ne�� good lawn tram, erste wind and drought light, filtered shade, disease resistant t,s •iroea • India& rs D 6-30 feet Showy flowers in summer, x rrsnu* ox ar a 'Raywood' D 35 feet Past growing, disease rape yrtle slow growing, full sun Ray Ash and post resistant urus nobil s I 12-40 feet Tram or shrub. slow •• growing, bayleaf in cook- • en i nupo t 30-60 feet Moderate to rapid growl - Ing. needs good drainages A epha thrives In heat and win-4y light *had* open irregular crown at maturity a o la sou an lana D 25 feet Blooms in spring before texd, t e a tatinenal• D 35-60 feet Lesvos brilliant red in Saucer grto a ?5 feet whit* toaves nurplish red, dome fes• c ac • fall, moderate growth, poorly in hot. windy not particular about craws moll or water, spread- ing rounded crown He tt•n�uus boaria t 30-40 foot Oracerul, pendulous 2111• go t• D 30-50 feet Excellent lawn or street 92, Eo^ roe branches. slow growing, roots not int W tto leaf Linden 15-30 feet tree.hardiest linden, tree fors to densely pyram- idal Prunus blf •lana D 25 feet Iwave• reddish purple, ttrp • ea u■ 20 foot flowers sesidaubl•, pink, LW6 MfM (from 59 to 70 feet In helFhtl frsfrant, Feb.-April. no fruit Dedra• d urrona_ Coder [ 75-90 feet slow gra w- y ,t,� kawakamli t small tree Past erowing, white no•nme Ing fng initially, deep, =+=;� z •rgresn mar platers In Infrequent watering partially deciduous camphor" t 50 feet or Slow growing, beautiful amp r re• C ttos more 1n any mammon MPIVK TR:SIj (from 35 to 50 foot in height) o bi obs 'Smrstuga' den r Tree D 50 feet or mor• Slow growing, plant only mal• tress, dlseae• and Alnu� cordata D 40 feet Molstur• loving, rapid Ila an s der 25 feet growth. roots are in- In- post free, yellow fall v&siva. Interesting color, attractive any catkin display before season leaves LIST 31 Proposed Chrubs to Servs as a Hedge or as poreening }0 nage zvergreen/- Height tot Comment& att o mL_ _ Deciduous Width tot _ A"Sla decor& t 6-8 feet Can be trimmed to 5 Graeorul wattle 6-8 feet feet. drought resist- ant Co" 114 Ja2enlea t 6-12 feet Many named varieties. Sriodendron tuliplfera 1 6-12 feet require@ good drainage p fee 40 foot and moist @oil, slow growing Q� p 6-10 feet rlower@ appear to Jan. I swot ng :�utnce 6-10 foot before the leaves, "aar4lia Rrandiflors t 60-80 feet easy to grow Chojeja ti"t t 6-8 feet 6-8 feet Rapid growth, fragrant white flowers in early est ca-� 8rsnge In sumer and fall &MAE29A Iltx t 40-70 feet %pring. informal hedge, frouy-raw40-70 foot noel& fast drainage and light shade ¢4eculu& leurlfolius t 25 fat Aultistemmed shrubor OoFi LVE 70-100 feet small tree. slow grow - Ing, can be kept low by pruning, sun or shads i 10 foot Nspid growth, prune to Ki rror &n 6 foot achieve dostred height and density. needs par- tial @h&4* and able water ta:one&ster $pp. t or D verloo w/ Informal hedge. prune species to enhance arching habit. don't plant near sidewalk app, or oloome L 5-10 foot fragrant when brushed Orea til of Heaven 5-10 feet or brulaed. flowers Pink or white, light @oil. wispy, $hear light. ly, full sun app. t or D varies w/ Valued for foliage, mecism form, and texture L1a1Rtw! app. t or D varies w/ Large @hrubr or trees, @pool*@ foot growing, dense, full, tolerates heat and wind rUA app. t 4-8 feet Pull sun, interesting 511ktaosel 4-8 foot flower tassels Dec. - Feb.. tolerates heat and drought LIDT 2 (cont.) 2211DUE19 i92 �oamon naa• tvergreon/ Deciduous Height tot Width tot Comments LAR09 TRSU (oont.) 1 Ameba a ua D 60 feet Modcrate growth rate, gt er can woo Oum good all -year tree, good fall color. can be pruned Sriodendron tuliplfera 1 60-80 foot Fast growth. leaves p fee 40 foot turn yellow in fall. needs plenty of sumer water and room, hand- some "aar4lia Rrandiflors t 60-80 feet ark glossy leaves. 40 feet white. fragrant blossoms In sumer and fall &MAE29A Iltx t 40-70 feet Moderate growth rata, frouy-raw40-70 foot relatively peat and disease free Quorcus mubor t 70-100 root Moderate growth rate, OoFi LVE 70-100 feet trunk and principal limbs covered with thick. corky bark which carves easily v < r •r r G C 1 h 1v•• 00 p r f•1 ?1 • H 3 1 C S O r? C •° 1 1 a 0' IK o o. • • a. • e e w r ,go ?. I:C: !i c r v 1 ` �1 2 0 n �? 00 O r C 1 A O 8 O ON lY oo x • e� r 0:0:7 40.98 ,179 Yoh S ° r"I rV Q:7 ::2 za ;a2 3 2�w•. ..? ? r.XO' r 1 O c . O • w w �j02 A %tC O 1n "- ' p � 1 v w • C? j ... ! � r^0 �• • _ 5 • r�r o� 1O O� .• ". r •s t Appendix B Traffic Report z Right of -way The current right -09 -way (K/w) for Ham Lane between 1s In Street and Lodi Avenue is mostly b0 feet wide with a section of 110 -font ROW at Lodi Avenue. The existing street is mostly 11' to 18' wide and is not centered in the right-of-way. 5t rip 1nA This section of Ham Lane is currently striped with two travel lanes. Crosswalks are marked at intersections, Control Devices An tight phase traffic signal controls the Lodi Avenue and Ham Lane intersection and a four phase traffic signal controls the Ela Street and Ilan Lane intersection. Parking Curbside parallel parking is allowed on street along both sides of Ha■ Lane from Lodi to Els. The current onstreet parking capacity is approximately 13S spaces. Traffic Voltages The current traffic volume for this segment of Ham Lane ranges from 11,1110 to 11,100 vehicles per day. Average daily traffic (ADT) volumes were calculated from counts taken by the City of Lodi on May 15th, 16th, 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 fur an averaS_e day in Lodi. The peak hour traffic volumes were eiso calculated in the same manner. Existing peak hour traffic counts/traffic flows occur during the normal peak hours of (7:00 to 9:UU am and 1:00 to 6:00 pal, Ikiwever, there is a secondary peak hour in the afternoon at the times that Ludt Nigh School gets out HAM LANE IMPROVEMENT PROJECT TRAFFIC ANALYSIS by Jeff Clark INTRODUCTION This report summarizes present conditions and future traffic impacts to Iia• Lane between His Street and Lodi Avenue in the City of Lodi. Three alternative improvement plans were evaluated. The analysis included the evaluation of existing and future land uses, traffic volumes, street cross-sections, channelization, 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 Ham Lane is one of the major north -south streets in Ludi. It terminates at Turner Road on its north end and at Harney Lane on the south end. The segment of Ham Lane analyzed in 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 lend uses along Has lane between Elm Street and Lodi Avenin vary from low to high density residential with some commercial near Elm Street. ow i i � al � a►- _ r —AVE—as i K I 7� IL ■ y a u _ st r- all fi X 6 FUTURE CONDITIONS Traffic Projections Traffic volumes were projected to the year 2005 for minimum, maximum 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.G. Traffic Study 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 (196S-1994). 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 Ham Lane (1965.1964). An average rate of 2.4 percent was used to project traffic for the section near l41■ 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 volumes 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 Ha• 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. 1979.1990 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 Ilam lane intersections at Elm 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 Ha■ Lane and Lodi Avenue. Current City of Lodi traffic counts, peak hour turning percen- tages calculated from field observations, and the updated Highway Capacity Manual signalised intersection capacity calcu- lation methodology were used to determine operating conditions. The level of service for the intersection of Ham lane and Lodi Avenue was calculated to be L.O.S.A and for Ham Lane and Elm Street L.U.S. of A. However, it must 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. I Im rovemefll Three alternatives for improvements to Ilan Lane were evaluated. The three include: 1. Rebuild existing street (Alternative C), within the existing curb lines. improvements, such as restriping to add left -turn pockets, and limiting on -street parking would he done. Physical improvements would be limited to necessary curb repairs and pavement overlays. (See Exhibit 4) It. Minor Improvements (Alternatives A & !t). Some physical improvement to widen the existing roadway to accomodate a basic four lane street. Channelization and limiting of on -street perking would also be needed. (See Exhibit 4) 111. Ma)or improvements (Proposed Project). Major physical and channelization improvements, to accomodate a four lane street with on -street parking. tSee Exhibit S) These scenarios were then evaluated and alternative cross sections were developed and analyzed. 7 ""NO less MOetL POGACTIOM J*" MODEL IMSOACTI NIS Ieee MODEL MOXCTIONe to" MODEL PNOACTWO 2006 MODEL P"ACTIONe San Joaquin Councl of Governments Projected Traffic Volui mes 00$998 3$111 war• ww tLM «w ^ • • ktaN _ l l= sloe Y4 $ P.: LM O p ace u.aN 4 4 1e.rN aa•aN fr ^ Y 4 ta.aN iii x.644 TORAT tin _ tIfIK 4 63" 11r1! H H I All 11 KXTTL90AN p Ia,1N :re. v n H•�N ta.000 "e • w w • .. ► .. al.sN :a.sN 32.800 34.000 ""NO less MOetL POGACTIOM J*" MODEL IMSOACTI NIS Ieee MODEL MOXCTIONe to" MODEL PNOACTWO 2006 MODEL P"ACTIONe San Joaquin Councl of Governments Projected Traffic Volui mes 114 Thro�h 1'r i)�s Minimal aJJitional through trips would be attracted to lime Lane in this alternative as no physical improvements are proposeJ for this segment. The effects on Ilan Lane are shown on the low end of the curves on Lihihits 0.1. Physical 1mjorovto!vnt 3 The improvement., proposed in this alternative woulu consist only of striping anJ traffic control changes. Three areas would be affected. At the intersection of Has Lane and trim Street a right turn pocket would be added on the south lek of Ilan Lane, at Ilam Lane and Pine Street a left turn lane would be added on the north approach of Ham, and left turn pockets would also be added at both approaches to the Han and Walnut inter- section. Ca ap cities A capacity of 840 vehicles per hour in the peak hour and peak direction was used. This capacity Is based un a combination of midbluck and intersection capacitirs. Analysis of roadway capacity and traffic demand (see Exhibit 6-1) reveals that Alternative i would operate under capacity for level of Service N through the year 199S. Minor Improvements (Alternatives A 6 0) This alternative would provide improvements that are moderate in scale. Right-of-way acquisition and physical improvements would be limited to that necessary to provide a basic four lane roadway with on -street parking prohibited or restricted to certain times of day. Cross-section The proposed truss -section of 10 feet of ROW and Sa feet of r9trclway would be wide enough for a four -lane road. At inter- section this cross-section would accommodate four through lanes V TRAFFIC ANALYSIS The three potential improvement alternatives were analyzed for the segment of fine Lane between Elm Street and Ludi Avenue. Using roadway capacities, traffic demand, parking, through trip attraction, and the amount of right -of -wry irqutted as evaluating criteria, an analysts was conducted for catch of the proposed liar. Lane improvement alternatives. Rebuild Existing Street (Alternative C This alternative is an upgrading of the roadway within the limits of the existing curbs. Traffic control devices and pavement markings would be modified to improve capacity. Physical improvements would be limited to pavement repairs, overlays, i.tility improvements, and curb repairs. Cross -Section The roadway and right -.,f -ray would be the same as the existing faclittles. The current cross-section is mostly compriaed of A paved roadway section of 1•1 to So feet. The roadway is not centered in a 64 foot right of -way. Parking The improvements proposed in this alternative would reduce the amount of on -street parking spaces from 13S to loo. Thirty live spaces would be eliminated for left and/or right turn lanes at approaches to intersections. 1500 1250 ••• 750 u W �a 500 W ..r 250 PROPOSED PROJECT ALT AIN 8 4 LANEI NO PARKING ALT. A 9 8 3 LANES NO PROJECT HIGH RANGE LOW RANGE RANGE OF PROJECTIONS TRAFFIC ^ROJECTION ---- STREET CAP11C1TYtt.OS 8) 1975 1980 1983 1990 1995 2000 2005 TIME (YEARS) EXHIBIT 6 lhtfic Prolectlom and Street Capacities Lodi to Plno 1975 1980 1985 1990 1995 2000 2005 TIME (YEARS) w0E Ns 3 B) EXHIBIT 7 Traffic Projections and Street Capacities Pine to Elm 1500 1250 1000 4 750 r V W p� O S 500 Y t O a 250 PROPOSED PROJECT ALT AIN 8 4 LANEI NO PARKING ALT. A 9 8 3 LANES NO PROJECT HIGH RANGE LOW RANGE RANGE OF PROJECTIONS TRAFFIC ^ROJECTION ---- STREET CAP11C1TYtt.OS 8) 1975 1980 1983 1990 1995 2000 2005 TIME (YEARS) EXHIBIT 6 lhtfic Prolectlom and Street Capacities Lodi to Plno 1975 1980 1985 1990 1995 2000 2005 TIME (YEARS) w0E Ns 3 B) EXHIBIT 7 Traffic Projections and Street Capacities Pine to Elm IJ and evaluating a servile Arris fur several north south arterials. Improvements to Ilam Lane and its traffic control devicrs would reduce travel time and would attract trips that way have used other parallel fact lin es as routes between North Ludt and South laidi/Stockton. The AJJltsocial 1,000 daily trips would add about ISO trips in the peak bout to the ittsJy section of Ilam lane. ll,,wever, th peak direction for the through trips would be opposite the current peak direction for that segment, so only $0 trips would be added to the peak flows. The effects on Has Lane south of Elm Street would be near the mid-range of the curves indicated on Exhibits b And 1. Proscar 1apruvemen1 S For Ilam Lane to be widened to Sb feet, It would have to be widened t to b feet on both sides of the roaJway or 9 to it feet on either side. An AJJitiunal U feet of R/w would have to IK acquired to Improve the current street to the propuseJ Alternative If cruss section. New curbs and gutters, sume sidewalks And pavement areas would be required. An overlay ul the oxrslrng pAvement would prubAbly be necessary. Carni it The Sb foot, lour lane section provides it capactty of 1,:70 vehicles per hour at Lrtel of Service (L.q.S.) 9 during the peak hour in the peak direction. (llse of LOSCAs A Jrsign criteria in.reaaes kapacity by III ISt), rhes is enough capacity to handle all the pruletted trallit. demands for this segment of Ilia lane through the year 1005 At the Jesign L.U.S. 11. The three -lane section provides a capacity of 710 vehicles per hour to tree lirak direction and would hanJlc all.the ptu)etted traffrC JemanJ. thruuKh the year 1999atLOS It. i 13 andis left turn pocket. with substandard lanes. Qnstrevt parking would be possible only at times when four traffic lanes were nut required. 1'he Sb -tout section dues give a lot of staging liaafbility. A three line section with un -street curbside parking, two travel lanes, and a continuous left -turn Ione could also be accommodated. Perkins In order to limit physical improvements and Increase capacity, a ad)ortty of the unrestricted on -street parking would either be eliminated or converted into restricted parking. Abuut 35 parking spaces would be eliminated. About 100 would be converted to restricted time parking and there would be no unrestricted spaces. In the restricted time parking space, parking would be allowed only during off-peak hours when the four -latae road- way was reduced to the center two lanes. The hours when parking wuuld he prohibited would generally be from 7.00 to 9:UU ►n the morning and 2:00 to b:00 in the afternoon. If the three lane roadway section were implemented, unrestricted on street parking could be provided slung both sides of the st reit . thruu�h Trips It t, c,timated that development of thi% alternative cio- ac.tiun .ould attract about 1,000 through trips h ors noir:. paralirl arterials, primarily Hutchins Street and lowcr Sacramento trip Ad. this would represent a S -,percent Increase In year 1005 italic, on Ilam lane between lila and Lodi. this number was calculated by determining the ext•.ting Jllference Ili travel time between competing corridors, estimating flow Changes to Ilam Lane would affect the travel time difference. To develop the proposed project cross-section the current roadway would have to he widened 8 to 10 feet on both sides. and IS • of • feet on either side of R/W would need to he acquired. New curbside g.itters, sidewalks, and paverent areas would he required. An overlay of the existing pav,atent would probably be necessary. Ca ac ! With a capacity of 1,110 vehicles per hour during the peak hour in the peak direction the Alternative III cross-section would handle all the traffic demands to the year 2005 at a Level of Service A. Mawr physical improvements and right-of-way acquisition would be needed to implement this alternative. Necessary improvement: to accomodate a four -lane roadway with perking on both sides of the street are described below. This alternative would bring this section of Ham Lane up to the cross-section of the rest of Has Lane. Cross-Secttort An 90, foot row with a 64- foot pavement section is proposed. This section would c.:tgist of four travel lanes with parking on -street for aidblock section, and four travel lanes and a left -turn pocket at Intersections. A sidewalk would be provided on both sides of the street. Parking Unrritricted on -street parking would be allowed at miJblock locations. This would provide about 7S unrestricted on street parking spaces between Iodi std Elm. Through Trips Using the same methodology as outlined in the through trip secr,on of the previous alternative evaluation. It was deter- ■ined that the proposed project Improvements on Ilam Lane would attract about 1.500 vehl:les per day. This would tie an increase of abou! ? percent in year 200S traffic volumes on Ilan Lane between Fin and Lodi. Tits would add 100 vehicles per hour to the perk direction in the peak hour to the other segments of Ilan Lane. The high range of the curves on Exhibits o and 7 indicate the effects on operating conditions for the segment of Ilan Lane in this study. 10 MItIAatiun To mitigate the impacts of high school traffic a wider cross- seciiun should he constructed to prevent any decrease in level - of -service below LOS I. Pedestrian Safety Due to an estimated increase in traffic speeds. higher volumes, and greater distancos to cross, pedestrians will have to watt longer for adequate gaps in traffic to make a safe trussing. School children, Junior Nigh School or younger and senior citizens :re the most affected pedestrians. Mititation Additional pedestrian safety devices may be needed. These would include additional crosswalks, roadway warning signs, school speed zones, and if necessary. Lraffic or pedestrian signals. Crosi Traffic because of higher traffic volumes and (if the proposed pro)ect is implemented more lanes to netotiate),car3 on the >.ide streets may ha.e to wait longer ;n find a safe gap in traffic to make ei'her left turns or to cross Has Lrine. because of the high percentage of high school age drivers this problem could Iwcosc sure critical due to the inexperience of the young drivers causing traffic safety problems. Mitigation Traffic signals would be installed is warranted. This would give the right-of-way to the vehicles on the side streets so they could make the desired traffic movements. The 1 -lane $O (out section would aid the cross street vehicles by increasing light distance thtuuth the rvngval of on -street parking. 19 IMPACTS AND MITIGATION kuadwar_Cspacity Traffic volumes will continue to increase in the future on Ham lane as the City of Lodi continues to grow. As the traffic levels increase so will the levels of congestion. Currently the section of Has Lane between Lodi Avenue and I:Ir, Street operates at a level -of -service (LOS) A. This is projected to change as traffic volumes increase. Table 1 shows a comparison of the roadway cross section alternatives and the level -of - service that is projected for each roadway alternative vela... three projected year ZOOS traffic volumes. As can be seen from Table 1 ail four cross-section/lane configuration alternatives will handle the projected miniausm traffic levels at a LOS b or better through the year ZOOS. however, for the maximum level of traffic projected the existing and three -lane Sb foot cross-sections will experiebice periods of sub -level -of -service b and the existing cross-section will even experience periods of LOS D. Table S presents definitions of level'OVILervlce operating conditions. Mit I .—Sat WIN To eliminate any potential reductions in level of service bolow LOS C the section of Nam Lane between Lodi Avenue and Elm Street should be widened to a minimum of Sb feet curb to curb. llijLh School Access to the Lodi [filth School is available off of Ila■ Lane. because of this there Is a secondary peak in traffic levels between 1:00 and 5:00 in the afternoon. This peak is nearly .is high as the 1:00 to 6:00 pea► hours and in the southbound direction causes traffic levels high enough to reduce the level of -service on the study section, at the ela■ and Lodi intersection southbound approach. to level of Service C or less, for the existing cross-section. Critical Movement Analysis: PLANNING Calculation Form 1 Intets"*m Loo/ Alt f "AM LA_" g Deattl How B: cn - 4 : ODA hobkm $tatemmt Sugg L. *WJF LAM Go""" Step d. Left rww CMvei Step sb. VO"W A4%WV me jer A4ui* sasr Sfgwat 0-wdw mums 1 r r • . Mme. � amp F.." r.r.. P..... c... u,.n.. G.r N.. Y..s ..w •.r. • Vs /1.. . V6 } ..1...% aC r .r . to ... r t•i.r.Y -46 Goo/ w•n . no Stq f. Ssw of C'Ned rehm" NO I Nm* viwntr, b,so SUPS. Ani" Lown ra, wses. 0 ��+I ►t • it • r' r ` S. LwfasttNew L Barrier M.+..n r•./ / ..r 1N. N t« i --r 11 f Stes.. A sly.. dr r.r� c%,.V �p r dam-''- qty. p+� �•wu Cewswawrr - �L.'�t!� 1--r 1 A. At nt D As Ag f at J 21 Vehicle Speeds With any widening of the roadway cross-section. drivers may perceive the road to be safer to drive at higher speeds. thus overall vehicle speeds may -increase. This is esuecially true with the large mix of high school drivers. M11'sit ion Speed limit signs and enforcement by local police can help to reduce speeds. however. even these measures may not be entirely successful. Critical Movement Analysis: PLANNING Calculation Form 1 Intersection �: , v t IyE 4A0,-.16 _ Desitn Hour 3 �( t" Problem Statement Sup 1. Idewti/y Law G"awtry Step I. Left Tww CAeck Step 6b. YoAwwwe .44w"xw-w/or A4 -"k'6- S4wd Grp Mwlt�tAatt Slrwwd 0-rdW wwr. cw. a..r tiw r•Irr. .,....•. C-, Y...� ,wl..... ►r.- V.•.w N Y.I.r 1 � I • r � . u ww top" r .w.y r....a . Grp-" .+.. - . US .. - R qw 1 - - wyw� w 1 t� ww LO 1 t � �r-q► Sup 2. Idewtyy Yeraws• he rph Step S. AsW ww Law Vokunn, Step 7. Sawn CrkkW Yohwwes in to �. T11_.•-LJL�'/•A�1 L• 1J1� nV>�" 1 • l Step 2. I*nWy Yofa nn, in v* Step S. Assign Law Yohmmi. Step 1. Sam of Critical VoAanes Jj wr • 1'.� � rpA �_� L lfr Step I. Reeolcalau i •r I ( Step S. 1wtersectiow Lewl of Stop J. Idenivy p6sing SOCp Oft -PAM -shod) Serrke �� _ t a _ A A, -; 4} Step f. Recolcalete r... AIL_ LADE TNe 1"fEAf£t7AK 01 t p Memo plosiat Step k s, in ph c•onwwwwti •1 - A) ., -. At u J .. L. t .t.. .. ( u J 04 -------- Critical Movement Analysis: PLANNING .Calculation Form 1 Intersection LQn� H,'M u4nI E Design Hour I • —4-0 — Z: 4o I'm Problem Statement Step 1. ldewtjfy Law Ceoewtey Step 4. bft ww CAee4 Step db. Yevwr A4%w w Wlw A4 -"k'6- S4wd Grp 1 j w • wwr. cw. a..r tiw r•Irr. - - . Grp-" .+.. - . US .. LOO t w.�•wr M 1 LO ..• M>M Sup 2. Idewtyy Yeraws• he rph Step S. AsW ww Law Vokunn, Step 7. Sawn CrkkW Yohwwes in to �. T11_.•-LJL�'/•A�1 L• 1J1� Step S. d" Lend of Se wke 1 • l lfr Step I. Reeolcalau 41 Stop J. Idenivy p6sing SOCp Oft -PAM -shod) cewwwwwb OV A PV i LN - j% [ 0,4,106Ci__J �� _ t a _ A A, -; 4} eft_ t � �t N �1-_ HHy Q wC-H r futwlr o LADE TNe 1"fEAf£t7AK •1 - A) ., -. At u J .. L. t Appendix C Noise Analysis EiM.«�riiaw.f Now Rout Town amts► I&* C«t&ttf • Air OwWl, Cto«bna. CA OW14 8«.10.. fbl w 4400 267.100 NOISE IMPACT AND MITIGATION STUDY HAM LANE IMPROVEMENT PROJECT City of Lodi. CA August 21. 1984 Submitted to [ate Burdick Land Use Planning Auburn, CA Prepared by H. STANTON SHELLY Principal Consultant NOISE IMPACT STUDY - NAM LANE IMPROVEMENT PROJECT INTRODUCTION The Neu Loan Improvement Project is within the jurisdiction of the City of Lodi, as lead 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 in the project are* is traffic on local streets, both on Has Lase and on major cross streets such as Lodi Avenue mad Els Street. Peak passby sots• levels for passenger vehicles are approximately 60-70 d&A at moderate speeds and at a distance of 25 feet. (See the Appendix for definitions Of not** concepts and terminology.) Heavy trucks, motorcycles, and vehicles with faulty muffler systems produce peak passby noise levels of 70 to 90 d&A at 25 feet. Other sources of noise in the area -- ovetllyi-g aircraft, barking dogs, and similar urban disturbances -- are present, but not significant cunt r ibut of a. More distant sources, Southers Pacific Railroad activities one and a half miles east and Route 99 traffic two and a half miles east, contribute to the background level. and are noticeable In the absence of *Oise from nearby sources. E. Ambient Noise Levels The traffic noise level at a &Ivan locstlon is a combination of many factor:. 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O • A • • 1 v• • •1 n w r a w o v o •• > w a w A w n w t • r w • ! w • o • • r R • i • i • O O N► • • t • • O s w w r• N • • r• • e n p w. w • f • ► w w • s • • n p • • • w r a.� • a •- •• c • • o n r r o • w e r • n t u w > a • • w A w • • • • r\• O w s • In n n o o• s • .• w • e• s• w • • O w w r O w L A n r w O S .� O w • • _ • r 1 •� O = . f •1 • • w • •� • r I r R• R R • •. a w • • • M •-1 n w• •• is a • r • • • r r r w a • • r p r •. • • w r • • • • w A w O • u 0 n •� • • • O • w O • ! -6-6 w ►• R r w i—.6 w f• �• Q w w w w o o r r .. e• 1 ow •i •• r a r s r• o . w w a T A • a n 7 O O t • • • • ► 9 r • > O • w O w n • w s n / • r O • r s• . s r•• r 0 w n i w n• t n n • • •- n • .♦ o • • ^ •i • m • r • • w w .. o 7• s • O r 0 r • r R w • . I n • • R • w • n • • t w • P O • • r• • r v w • • w • • r • • • w • a • ♦ N •� • e • A f • r r a s o s o a w n 1 r• o• • w• o • w n r v w t w _ w• w • O w w 1 • y r ! w O O . r • r • ! w • u • ! w w w R • • • w s • • w t • • s • w .� r r n r • • si 0 • • - w A • • r n � O •� w n n O a a s •. • p• w• R t• O • 7 • a O O •• i t 1•• • > I "1 • • > O • • •� 96 w/ . o w f � .. •• • w s • w r • w s w r O • n • • • w • • r • • 7 r • O ►+ ! • w w O r ! • r n • • ! w w r n r w -. • w s u •• o w s••• w. • 0 • o w V t t • o v t r•• • • • • � s > c o • O • • n • .• � •� s t n r w w s .• .- • o s• s•• c `. S .• a e o w + a w o •+ •. • w s o • 0 o a s o s a � • r s • • n r • o •. s v •" • •� • e • • ► v t n • • + • O S _ A N r O O V M r • • • � • t O - iO - • •• •i • n •+ • v w O O O a s w r w w ♦ r O i - t • � o • • O r• o n• a • • w 1 i• R t t • H i • o r s• s ► • •� • O o • ♦ • t • + r a y o r• • • t M • r w • w s O • s • a A '� V • • e • O e • rt a • w r a A O o • r s • v • • + • w •- • r t s e+ s •p r p a v • C r • • C • • C • O o r • n ? e a » r .. r ^ O w • a a' a • o a r o • • IS a O n • s r y 6 '� O t • w r 0 O O a r a •� • O16 • • M v• t • • • w • n n • s a a a w s • • o s n n • • v a c ^ •� • O p • •� a w A v • • • w • • • • C • ♦ N • w • • • 1 O w » A 1 • • 6 1 • s • r r • �• r w • !• a • • o• • O • O • n v • n • w C • O 6 O •- n a O o • ♦ » s O • o N w 9 c O • • a a • O • N• w • ♦ • a V Q •� R N w t r a w r O a • _ w v a v■ ■ t . • r a c a � .4w a o• t � •• o+ r a + • r r o c n • r n -I • r .. a• • w � • n e � 0 0. • rn r o n • n n .. w tw n • • • a' • •. • n c + t • o r r ^ •• • n v c� O a. +• • v c v• 4c 2 M 3- • e r a e + v v � • • ♦ s � •. a O • a • • • • • s t � O s w» o n w • »» v a i o o a s .. o •_ w ? o s w • • c o v r• w w c :� + w •� • .O O o • O + O f • w ••• • • • _ N r n a • • • • • v • o > •e -� • a r � o • • • • • n • o w a > e • o+ - e s• v • c r » w w ae • -. •. • i • • • » s a .• + i o r + • r r c. n s .. n r . r r r . a � s .• • v s • • a i • �+ It • • O -. w v• w w o. > v� r r .- o • v s •. + n • w a r • » v O v. • o • O • t • • • r r a c . • • o r a � n • o _ o O? a S n • a • +. v •. • o a ♦ � ? ^ �- a • L • • v O a = • • O f 6 n •� 6 • w o e • r • c> w c • r• •. 0 0 0 0 » • It • o» o o • .- v a O + a • P a •� •� .+ a + •.+ • o + n » O o r �. n ? �• a O O a O • . 'i • O s • n n ■ • � O a • • O n a o� o c w • w • v .- a • s n • r a. n r a .• • o• • s > i o 0 0 0• v -- � s i . s w• o D a or •+ o a• A o •+• • c • c a o >> .- c c c o . a o n n •� • r» • s+ c• c o c ? O � • c O • • n p G O 7 ? • a M • w • • V . O � O • • r M • D • • ■ D 1 • • • i • P s o v • r • • w • • •. s > c o • O • • n n o O t O • c .. c • o • • c `. S • • a e o w + a w o •+ • o O c • O ♦ P r n a • • • o • w o i n • o • o •. s v •" • •� F s O O ► a o v •+ • • •. w o • s _ V� ••• a a O O V O • • • � • t O - iO - w a •i � -- n s n S n o a a ♦ r » i - t • � o • • O e o O a • v • as • R • O • i w • • s • - • w • O o • ♦ • • a r o i a • o • • » t c ♦ • • O w O s M n a a '� V • • e • O e • a a o n o 0 i � o n a s a n o w s + • • a e r t s e+ s •p p R' C C > • .• C n • C • O o r • n ? e a » r .. r ^ O w • a a' a • o a r o • • IS a 0 0 • w o to t • • c • a o c • O • o e_ o r O O •- • A t O s • w • n n • s a a a w s • • o s n n • • v a c ^ •� • O O O O a • c O. » n • w O a 0 0 o i • P p a w a • •. s • c o • O • • n n o • fr f • c .. c • o n N • o w • • • — e t n w• o • o O c w ? S r - • o r c o e i n • o •. s v •� r s r � a 7 • w • • • 70 a r V� ••• a a O O • O w • • • t D • o c n • e• • • s O ► n o a a ♦ r • n 10, � s � o • • O e A • O a S • » as • c r . r • � s • • • s r ^ O o • 7r o a • r • > • w p o • O O w • � • s n w w w • s • � • • p w • • • O e a' a n• i � c • s n O • s •. R • C O r t a •. s •p p R' C c > r .• � � o n o c w r o • o • a » .. r > w w t » a' t • o r o • • c a 0 0 • t t to p !) �• o o • c • O • O • O ? • • A t O s • w • n n • s v • •. w a r • • e o n n • •. n v c •� r o � ^ C • s O. O • a • w 0 0 i • P p a w a • •. s v o • n > • w • • .. c o o •� • D • O s w S r - • 9 • - n •- • i c� • o •. s v a O • 70 • • w O s • AL v • • a t c o • � o s ► � ♦ r • n 10, � s ■ � S /r O • A • t a s • as • c r . r • � s s • n o • + o a • r o •. • w p o • O � • s s • t i s • • • p w • • a e o v n• c O � s • c v s s • • r t a •. s •p p R' C c > r .• a � o i o c o r • O Oo » •` F > • • a a' t • • r s • a • 0 0 • t t _o • • v r o w • •. • o + Ir t O s • w • n n • s r o v r • • e o n n • •. n v •� .O. ^ C ^ s N r • e i • P • w • s v o • n > • n • • c s • D • O s w S ^ O • - n •- • i t . � �t v • a t c o • � o • s a o o IL O • • • . t • � s s • n o • + o a • r o •. » o i • s w i r e • • o a u� c � • y + s � • r t a •. s • r • • t a � o i w r O •� r . O • • • 6 a' t • • r n • • e 9 � • » t t r s o r•• r o + Ir t O w • •• t s r o v r • • e o n _ • .. . •� c . s � • s o r • • • • s s s • n s i • s • s r r r w • w • • o a S • . v • r • a s • o as a + o a a ^ r ♦ • O s V N n • • • v • O w '� O • o o s 0 i • P Supplement to Ham Lane Noise 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 yard near the house. On Ham Lane, with setbacks from the curb of only 10- 20 feet, the view of the road surface (where much 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. Stanton Shelly Acoustical Consultant 9/12/84 V N � V N w ' • t w r- s ► • r + +. � • n o c c N o e•r o• .. n •• w .> w g s up a z a 46 • w G I• p e. ♦ a V• O r t • • t • t 7 • < v • w M a O .- • •. • w .+ w O n n O r a O • >• w c P c o n e +� s a♦ r r t • w 3n. v w n • n w .• s♦ r u o a s• s• • e •� w s o n .. •. .. r s n .- .. w w a a ••= o •- o ti O t r a O a 7 •• • O n < O •+ O a• • r z • w o c w : r o •• t i n a • � • .- r • r o a a a• c r •. • w c a � c v e w o a c o• .• r w s w o P • c a • < -. s • » IN to o O ^ G ? • P • • • n a • • N i •- v w < +• w r n •• a• o v� r w • O w w t a M ► v • v -� n .. C w •. p 7 7 1 O 6 a •� P • O O .. v r .. w c • • a < a • t n< a p w •. • a c n P• o O P v .- • O ■ K v M • a t r v • ►- • • • • e � •• v n n o a + • r. w w : • r .- • • v• o o s• o o o? w a o w r n o s • a ,. • -• a P • .- c• < o o •. • . o r o e r z w • . O a O w i+ • w •1 a o c c v a w v I • P a♦• ? • • q Y 7 • • t ♦ V • q 1 • P O Y 7 a • w • O • • •. (y n p n •• w D a P • •� c �"' M r v • K O � •- O a n • • O w n 7 •- 7 O • 7 v ? r � n a w r- v c r N • o .. � r o K v �• o � v v w • w [ 1 r < O q O O o v ? w O w N a t • n • • w o o n .•� •.. r w s_ w n O M • C t-0 M O P O a • p q '•1 • C • • O • a a v • • r I a � o n ? •- • w � t w o � •. � t • o• � w � r w o -- w n v r • � v • P [ C 7 • r r a • � ?• w .., ? v c w n • a w -- ,r • v — • • a � M 7 •� O •� '� n • r y to •- > > -• w • - r o a e • � w c � w r � P s w o • o n n w � a .. r o K P w w ... • a• v• a x • W N �. aw !• • r o v t a r • c •. o c n a •. r O • • • n v • w w o a e r • s � • • o � + P o • P •. i .. • o a 0 o .. r � _ t < • P e w w w a v r • n • w a O O .• ^ t a s w P q < o a o e q o a s a o • s• c • + s• P n n o• a w ? 7 O • a• r r a a a P c a•� s •s • w • .. aw s o o • w + w n w s s • s • a � r n■ v o • s • •, q o v c o • -< n P L • w n n .. q • r � • n •• ww s s ■ s IL r o n s •+ a o a s o • z I w w o s .� •� ti o • r. s n o • • • •. w I 1911 s .. • w '•[ a O n r n v or v • i s o s w � • o. a .. w • o n a � • O • » r r • • p • o s r n s r r a n • w w • O • P r • 1021 P w P .• a P� q s s n P O • a O O - � • •� • w I t • •< a w O q v w • s r [ w a w •_ .• go, a P w O • O w t q a c o n M r • .. a v w .o To compute Lds, what* L, is the L.4 for period 1: I LA Ldn - 10 LOt 2(10 ) + 7(100 ) + 2(10 ) • 3(10 10 � ) + 2(10 LF*10 ) 47(10 LF10 ls) + (10 LG A-1 N. Stanton Shelly Acoustical Consultant AFF001.1 NOISE REFERENCES Environmental I601" "WAOUTMent sad Analysis Procedure 1. Communft Nof *. U. S. Lnritonmental Protection Agency. t y. 1. Select monitoring site in teras of existing Solos sources, receptor areas, VrI1C1 O[ 11011* Abatement and Control, Washington, D.C., topography, and mots• transmission characteristics. December 1971. 2. Make field nota* measurements of indlvidwl source• a" long-term atatla- 2. Proceedings, Conference On 1!t ! PYDIiC Health Hsrafd, S tical Variation ontheproject site (15-10 mlalt*o at a time is aacb • loCat101.). equipment mood: America* Speech and Hearing Association, Washington, . June 1968. MetrOa0111cm Mdel 601 dg Solos Distribution Analyser 7. tnfom * n Levels of Environmental Kolar Requisite to ot gruel and t)aor Model 2206 Precision Sound Level later roterct ublic Health and Welfare with an Ade mate Mar in gruel aad 1)aer Model 4270 Calibrator of • ttL. U.S.Environmental Protection Agency, f ice o} Toho Abatement and Control, Washington, D.C., March 1974. 4. Record peak sols levels for individual sources and incidents, sad the �. H1 hva Noise - A Desl n Guide for H1 hone En Inters, statlatical descriptors of interest computed by the Noise Distribution Analyser, such ss L� and L �� -l0 National ooperattve ighwayResearch rogrss Report 117, *q Highway Research Board, National Academy of Sciences, S. Based upon field measurements sad tramsperation motes modeling data Washington. D.C.. 1971. Model revised by S. Shelly for (for traffic. modified Highway Rosearcb Board Report 117), deterslS* improved accuracy. source/distance relationships on the site. S. No ft Element of the San Jos ufn Count General Plan. San 6. Compute L values from :+asured statistical descriptors and typlaal oaquin ounty Planning apartment, Stockton, A, Novtobar varlatfondof traffic volumes throughout the day: 1976. Nrly. Vol Nrly. Vol Y Period _ Kra. I2 AD?) Ptliod Nrs• (! an) A. 7 am - 9 sa 2 7.5 D. 7 pm - 10 pm ) 4.0 1. 9 on - 4 pm 7 1.6 L. 10 Pe - 12 hid. 2 2.5 C. 4 pe - 7 pm 2 7.0 P. 12 Mid- ) ave ) 0.1 (go peak) G. Peak bout 1 10 To compute Lds, what* L, is the L.4 for period 1: I LA Ldn - 10 LOt 2(10 ) + 7(100 ) + 2(10 ) • 3(10 10 � ) + 2(10 LF*10 ) 47(10 LF10 ls) + (10 LG A-1 S. Stanton Shelly N. Stantoo Shelly Acoustical consultant Acoustical Consultant APPENDIX relative to human effects and Community mise are "A-withted" decibels. Cnvfrotwa.,:A1 Noise Concepts and Def laltloos or ASA, in the usual abbreviated fors. These weighted decibel values are Sound is the rapid fluctuation of air pressure higher and lower than I then referred to as noise levels. or "wed level.@. The equlpaeat used to normal atmospheric pressure. The term mise is often used tk ossa unwanted I measure Dols* levels 12 called a Somad tAvel Mater. or undesirable sound. but this Is a very subl*ctive matter dep*Ddtrg upon In spite of the tendency to describe environmental Melee levels With the Idivldtnal, and no the terms mise and so -sad are often coast*+red inter- •!ogle -Dumber descriptors for simplicity, the cost characteristic feature changeable in normal usage. The Lrejuancl of the sound, or pit -c' . 1t It is of the notes people oxp*rtmwo to their urban comauatties is its extreme • pate tone, is the fluctuations of of fluctuationof air pretwereA second. It variabilitrs 7• So to better understand what a give noise environment 1a the sound frequency is within a certain range, generally considered 20 to really like, more Information about It is often presented by wing more than 20.000 cycles pec second ( Mort*), the sound is considered Able to soot Dae descriptor. For example. the average sole* level may be accompanied by persons with good hearing. Another characteristic of sound is its relative theaM law or atahest miss level. and also the •imhM *also level occur - loudness, usually meaeared in AeciDols ( dS), a shorthand logarithmic unit ring during a particular tlae period. In soma caws 1t is more LMrtaat to which avoids having to deal in the satroe*ly large numbers describing sound know that, for anampis. the elstmum noise level Is AS d1A and the maximum in Its basic engineering Yalta. In other words, 120 48, which would be noise level to 10 dSA. thea that the average mot" level is 33 d%A. experienced by standing close to a modern let airplane taking off, is not There are literally dossns of different typea of notes descriptors. 120 times as loud as a sound of I dl (tea very faintest sound which the ear each developed to give Informatio* on the effects of speclflc types of can bear) but rather nearly one million rises as loud. Examples of various nota* under certain coadltlons--for aircraft noise. for speech intelligibility. crspon roles sources and their relative loudness are found on Page A-8 of and for activity taterf*reace. But In recent years most governmental agencies the Appendix. in the U.S. have boon recommending ass of either La. Lmq. or Ldn. La, where The basic issue in dealing with community and environmental noise is a is a number in percent, refers to the noise level ID dSA which Is exceeded its effects, and the way It is perceived by east persons. (Sae the Effects n percent Of the time. ror *meplo. traffic noise may be ****rated along a Section. page A -d. Therefore the Dots* must he measuted, described and then freeway such that at 100 feet from the roadway 70 dSA is exceeded tea percent compared to guidollaes, regulations, and known effects. For these purposes of the time (and ninety percent of the Lima the notes is lest than 70 dSA). the decibel Is used with an "A weighting" function, meaning only that the The L10 notes level for that location is then Io dgA. The LSo, or @adian lower and higher frsquaixtes are de-sephasited similar to Mean hearins, noise level, is 4160 Often used as a descriptor. The equipo*nt for measuring rather than having a "flat" frequency response (which the stereo industry statistical noise descriptors is called a Noise Distribution Analvser. considers standard). Unless otherwise stared all references to decibels A-1 A-2 a. Stanton Shelly Acoustical cowultsat L is the sawn aquival@nt Dots* level, otherwise defined as the slsgle steady metes level which has the saw sound **stay as the actual viNly-verylag sole@ level beim described. I.D is essentially the saw as La tate" that durtag the eight them period from 10100 p.a. to 7:00 a.m. e 10 da "penalty" Is &dad to account for the expectation of a more quiet omvirommat at eight. Is other words, a location with a SS dU daytime LN would only have as Ldm of SS 1f the sols* level during the Dight dropped at lomat 10 dU. The ambient not" level refers to the combination of all sources of awls@ which mate up the rota* a periooced at a given location. The back- r*wN cols* ref*-* to the combination of distant sources which determine the alsisme e , levels in any location. is statistical descriptors the Le or Lep level is oft** "*ad as a measure of the background noise level. To mere readily be able to understand and compare the differences in mets@ levels from one location to another, equal note* contours are often developed for a given site. Contours can be constructed for Lto, Ldn• Lt, of any other Appropriate descriptor, depending upon their Intended purpose. lbat often. L10 or LdD contours are used, joining location& oa a site which have the Nae L10 or Ldn note* levels In S ds increments, similar tojoiningplaces of equal elevation on a topographic contour sap. Noise contours arm belplul and effective in land use planing and in developing seise •itlgatiat mmssures. Two concepts are particularly important to dealing with noise mi iga- thee. melee reduction. or aotsm attenuation. three terms having the same waning to general usage. tach taro means to lover noir.* levels in the area Of concern through ono or more technique*. Reflection is one common noise reduction method, which diverts sound energy from a location of high impact A -L, a. Stastom Shelly Acoustical comesltamt to as AV" of less !watt. such as with a stet" barrier. Noise abeor l" I, • mechanism by which soca socorials. such as thick grass Outdoors, or spun fib*rglas ►otos (bane imetslatlom). C tmatdemt sound energy iota beat rather than reflectiaa it* katAematicaI notRo a aro often sed to wtima awlyses of Roles eavirotemento as a gWpplsmoat to normal field noise omeweewmts. or for projecting future sets* eomditiow which eomat be mmaaccrsd. LMLma nodaltma refers to using previously saasmrd and awlveed relacioaebtpe between noise source characteristics and physical and amom*trieal eomditiow to matinees miss levels. A au§"t of models for prolec:ima aircraft not". bightrey vehicle nota* and railroad noise have beam developed by or u&mr coatract to several govsrtr*&tal agencies. and are preseatly to widespread use and acceptance - A -5 N. Stanton Shelly Acoustical Consultant Art DIM 1 THE fart n or NOISE of !Lau Hots* is a Part of out moders society -- noise from motorised labor-saviaa devices trMsportation vehicles, and recreation d*vic**. The use or conversion of energy for asy purpose is seldom accompllsh*d silently. We as humans have a capacity ra tolerste or ignore a certain amount of our solos environment. jut adverse effects are present to may espoeuros to noise. and dangers to health other than outright bearing impatruest at* also recognised. Tb* problem of controlling sols* is difficult becsuse it ♦!facts each individual pls do not hoar sounds alike, not do they perceive sounds Lo • dltt*t*at way. tto similarly, hence they do not react to sounds In the same way. rirst of all, each Person's reaction to noise will depend on characteristics of the sols* itself: 1. loudaeas of Intensity 2. rteAveocy contort 1. duration 1. r*p*titloa tate S. time of occurrence A. unfamiliarity or uniqueness. Sut the effect of noise on people Is also determined by characteristics of the listener of the situation: 7. background or ambient Dots* level /. individwl sensitivity to noise 1, activity of pteoccupatioa of listener 10. perceived need or Justification for holes. A Combination of factors determines how Ouch a person will be disturbed by • solos. dmpeadfag upon the individual, the noise, and the situation, but the effect Will fall into one of the following categories: physiological effects. psychological /owt lonal effects, and activity Interference. As as orientation to the was of the decibel as a measure of relative loudness, s list of common noise sources and their approximate noun! levels are given in Page A-$. A -b H. Stanton Shelly Acoustical Consultant physioloticol Lf(*cc$ At relatively high noise levels above 80 MA. the delicate internal ear mechanism can be altered. to cause Temporary Thresbold Shift (TTS). resulting to partial deafness for a period of a tow mtautes to a fw Weeks. depending open the sots* level and the exposure time, if these mscsesive levels ever 90 d1A are continued over long periods of time -- for example. S hears per day for several years. or if very high levels (ever 10041) ars aiperiaced for shorter periods, perwsess Threshold Shift (M) may result. meaning that irreversible loss is normal hearts$ capacity has occurred. Fortunately, fw exposures to levels causing bearing damage occur is the general community noise environment. However. some problems may occur for those choosing to attend or participate to musical and recreational events with high sound levels. or for persons engaged In occupations Involving high noise levels (Occupational sols* is regulated by State and Federal Occupational Safety and Health Regulations). tut the potential for other less obvious noise offsets exists throughout a normal daily schodule -- at home, school, shopping center, park, or highway. These various noise lapacts can cause subtle physical, menti•, and emotional stresses of varying degrees of seriousness. Activity Interference Noise disrupts human activities such as sloop. conversation, or stereo and TV *n)oysent. Studies have shown that not" not oaly say prevent sleep by Its inten- sity or characteristics but may seriously disturb the quality of sloop without fully wakening the sleeper. Conditions well as these -- community noises causing bedroom levels between 11-$O 41A -- are encountered to some exteat throughout all urbanised areas. At noise levels war SS dSA all types of normal listening activities are disrupted by Noise. Speech Intelligibility drops sharply. music listening and TV watching become strained. and aural commtmticatlons In general must be carried out at much higher volumes to be successful. Obviously. shouting to be heard and understood is both uedeslrabl* and unpleasant for all concerned. Psychological and footlosal Impacts Lass well documented and understood, but probably more widely eap* danced, ate those Ispacts of noise which cause such subtle effects as distraction. annoyance. startle, privacy or relaxation interruption. Ott*ss, and tension. These effects as a class can. It coat►awd, cause very serious emotional and psychological anxieties and disturbances. Often the cause of these reactions is not directly reiatea to the noise enviromment, as the listener is not consciously ware of the noise Intrusion. No say only be ware of an 1Ncreased irritability and un- easiness. Our unusual hostan ability to "tolerate" or "adapt to" disturbing sols* levels thus can iscur a penalty upon out subconscious body processes over an unusually wide range of sola* levels. So protection against the Intrusion of dis- turbing noise is particularly Important to mental and eswtioaal health in on active and complex urbaa community. A- 7 N. Stanton Shelly Acoustical Consultant i TYTICAL NOISE SOUKU NOISE LtVEL TYTICAL OR" RLSToMst (41A) Jet aircraft take off (501) 170 Aorto born (3') 120 pain 4 Nearing Daniel* sock mate In s sight club 110 105 possible Permanent Nearing damage Motorcycle accelerating, mo muffler (25') 100 95 Temporary Nearing Loss Motorcycle accelerating, stock muffler (25') 90 Uncomfortable Food blender (7') a!� Very Disturbing Pow r laws sorer (20') i i Steady urban traffic (251) 70 Communications Difficult Normal conversation (7') 60 Daytime street, so nearby traffic 50 1 45 Sleep Disturbance Quiet office 40 } Inside quiet boat. Soft whispor (10') 50 Very quiet Movie or recording studio 20 Seldom-esperlenceA ambient t 10 barely audible Threshold of hearing i 0 A decibel "A-wighted" (d%A) 1s a unit of measurement indicating the relative Intensity of a sound as it is heard by the human ear. An increase of 10 dbA Indicates s noise level increase of about three times, but only a doubling in Perceived loudness. A-$ Appendix D Air Quality Analysis t� r > R 0 C y i > m 41 r • a c > o c n = N "'� '. > O f ; a[ o • s C A � • s v t ► L n y ^, I'1 R y r c N N 6 p .• + Y L w O ' w V o A ,• .. > 2 A � n o _ x •rf ^ o r pp s � n v y A x O + L- x n O s r Al .f f O c � 7 � � • < w 0 t� r 41 ^ pp A f O 7 � 7 � � • < w S � it • • M + t Z • r w � .- t �y x n • a • � O 1 � wr � � � . ss � Cw .. n .. Z _• r � c v �� Q � � . ^ . • a M S r � • i s � � - o r �_ a • • r � • r • w • f N y " O • t 7 � T T C C " p a � • v . • e AAA � • : d w S t� r a ">.• won X000 ••r• ' t •'♦ • r• vrww «O. ••O n ata■ •.ssrs • w • sr 6 q Ort O � • • + r • • n ► s a• a n rn • �• a • «. e. w p /f s r •. e + 0 o s s • a a o• • n• o .• • c Nw r s• n. ■o + s �• o s r C V A 1 ••. O 0 ai • a- A pwr r p• O • An •. 7 w N V 0 •• : • .. n s• • r` • �• • M yet• w • �• • � e � a � w • N O r • • r rr.p�tt-- OI> i •p7 �• w G S r O O� i • N ••i w s• i• R • • ♦ .. ♦ w V r v v a a. oo t • n •. •� O .•1 O e r•• O v •OOH w ar =sa .• t11 �f i • Y v o s w• q r• w a w • r • q rV • • � O •♦ c s m • s; • s • r •♦ • q / • • l7 17 q a q r■ w» -. a O O w / is t r • n s s .• A r>• r w 8 r i �. w o •n, aq t a i -.• e +•na: wn ~ .. w Or a O s 7 w w w .• w.. w or>• r + o ••'e o s• so a 8S •♦ r P V V it �a. •t p> • w • • Ot 1*C1 o ae s •.. .• + Now v> • • i a• r A n+ s• • n •+ v.t+•a a• � s. wr •.c • s ws > r• • a 2• • w o • v •-av+ • we w � s ► w• w r n ti • 1� _• q •. w a s • o a •`• o s vs a o► • q w s n 1 1 • s • v v • q a ♦ O s 0 a ' n �r � owt sr • V 1 1 1 p w^ w � .• O. _ r < p•D . • rOp O O a- A pwr r p• � O • Mr N V N : • .. .►� /+ .� • r` • �• • M yet• w � • �• • � e � a � w • N O r • • r rr.p�tt-- OI> i •p7 �• w G S r O O� i • N ••i w s• i• R • • ♦ .. ♦ w V r v v = >p •a � • w 7 t •� O .•1 O e r•• O v •OOH w ar yN Ow t11 �f i • Y ♦ S Z � i •1 w r �� � • s � w / is t r v H e � 1 t 1 8 r i � = r •�• G� yQ1 � 1i� ■ r ;1i .1 O ^ O ~ .. N O � • yyyO• •tr r + �� S O V 8S •♦ r Rpw • O �a. •t p> • w • • Ot Jr.- .. w q • i r .. N y •♦ • O w r � O O at .+ w w � -so • w• w n ti • 1� �• �• O v M O < r • pr w S � a' w n • 1 1 • R. Stanton Shelly Acoustical Consultant APPENDIX fahviromental poise Concepts and Definitions Jwa0 is the rapid fluctuation of sit pressure higher and lower than mormal stmoepherlc pressure. The tars noise is often wed to mesa unwanted or medestreble sound. but We is a "" subjective matter depending upon the individual, and so the terse noise and sound are often considered Inter- changeable is morsel usage. The fr2gweney of the sound. or pitch, if it is a pars tone, is the number of fluctuations of air pressure each second. If the eemad frequency is within a certain range. generally considered 20 to 20,000 cycles per second ( Marts), the sowJW is considered awdlblt to soot peteeea with good hearing. Another characteristic of sound is its relative Iggig2se. usually measured In 4"Ib9ls ( dt), a shorthand logarithmic unit which avoids havist to deal in the extremely large numbers deacribtng sound in its basic engineering units. In other words. 120 d1, which would be experienced by staedfs,g close to a modern let airplane taking off. is not 120 times me loud ad a sword of 1 dS (the very faintest sound which the sat can hear) but rather nearly one million times as loud. Examples of various commoe sots* sources and their relative loudness are found on Page A -e of the Appendix. The basic issue in dealing with community and environmental Dots* is its affects. led the soy it is perceived by most persons. ($ea the Effects Section. page A-te. Tbar.!ote the hot** must be measured, described and then eospsred to guidelines, regulations, and known effaces. For these purposes the decibel U used with an "A wet Rht inx" function, meaning only that the lower and higher frequencies are de-o"haslaed similar to human hearing. rather than having a "flat" irequency response (which the stereo Industry considers standard). Unless otherwise stated all references to decibels a. Stances Shelly Acoustical Consultant relative to hulas effects and Cosa Ity Sot" ars "A -weighted" decibels, Of dM, in the usual abbreviated fon. These wlphted decibel values are then referred to as noise levels. or rMad levels. The equipment used to measure noise levels is called a Sound Level water. In spite of the tendency to describe environmental noise levels with single -number Aescriptorm for siWicclty. the most characteristic (secure i iof the noise people experience in their urban communities to its extreme variability. So to better usderstasd what a given noise environment is really like, sore lnformatlO* about it 18 Often presented by using more than nee descriptor. For e:ampls. the everese amide level say be accompanied by the maximum or hisheet Sola* level. and also cbe sta"M wise level mceur- ring during a particular tier period. Is soon eases it is Sore important to know that, for example. the minimus noise level is t,} 42A and the maximus noise level is 90 dSA, than that the average nota* level is f! d". There are literally dosens of different types of solve descriptors. each developed to give Information os the effects of specific types of noise under eer[ata condittosm--fot aircraft sola*, for speech late 11lgtbility, and for activity tnc*rferoece. but to retest years soot governmental agencies In the U.S. have been cecwsendlsg use of either Los LOq. or Lds. LV who-* n is a number in percent, cetera to the 00100 level is dsA which is exceeded n percent of the clew. per example, traffic "Lao say be generated gloat a freeway such that at 100 feet from the roadway 70 dM is exceeded ten percent of t N cies (and ninst7 percent of the time the nota• is less than 70 d1A). The L10 noise level for that location 19 them 10 49A. The LSO, or medlsn noise level. is also often used as a descriptor. The equipment for eessuring statistical noise descriptors is called a noise Distribution Analyser. A-2 A -I R. Stanton Shelly Acoustical Consultant L 44 to the onsnsra nutvalent notes level, otherwise defined an the Biagi• steady noise level which has the saw sowed energy as the actual vidsly-varytef sots# level being described. L 4 is essentially the Nes as LN accept that during the eight time period from 10100 P.O. to 7:00 a.m. a 10 dg "penalty" is added to account for the eepoctatton of a sore quiet emvlrorimest at sight. to other words. a location with a SS d9A daytime LN would only have on Ldn of SS if the noise level during the night dropped at least 0 dgA. The ambient acts# level rotors to the combimation of all sources of mote* which make up the n.tse a:perlenced at a gives location. The b`ck- jrov_ad noise rotors to the combination of distant sources which determine the staisssm Bound levels In any location. Ie statistical deocriptots the L" of L„ level Is often used as a measure of the background noise level. To mor* readily be able to understand and compare the differences in rise levels from ono location to another. equal noise contours are often developed for a given sit- Contours can be constructed for L10, Ldn' L1' or any other appropriate descriptor. depending upon their Intended purpose. Met often, L10 or Ldm contours are used, joining lou tions on a site which have the NN L10 or Ldn noise levels in 5 dR Increments. similar to joining places of equal elevation on a topographic contour map. Noise testours ate helpful and effective in land use planning and in developing 1010* mitlgatloe measures. 11a concepts are particularly Important is dealing with noise mitifa- tlom, luta* re/wctlon, of #wise attenuattoe, three torus having the use soamlag to general moa p. Each Ctrs Bsaes to lover notve levels In the area of coatern through one or more techniques. Reflection is one common noise reduction method, which diverts sound energy from a location of high impact A-4 N. Stanton Shelly Acoustical Conn►Itnat to an arca of less ="cc. such as with a noise barrier. Noise sbaorotion is s mechanism by which soma materials, such as thick grass outdoors. of spun flberglas batts (holes insulation). convert incident sound energy into but rather than reflectlag it. Mathematical mise so *Is are often used to making eealyses of anise environments ae s supplement to nor"L. field solve measurements, of for projecting future mots* condition& which cannot be measured. Noise modeling refers to using previously usesured sed analysed relationships between Goias source tharectetistics mad physical mad geometrical condition* to estimate oats# levels. A almbst of models for projecting aircraft noise. highway vehicle noise and railroad sets* have boon developed by of under contract to several gov*rnmestsl agencies, and are presently in wideaptud use and Iacceptance. A-1 0. Stanton Shelly Acoustical Consultant APfiled! X Tia WMCTS Or loot St ON rzAru leis* IS s part of out So"" society -- noise from motorised labor-saving devices. trameportstios vehicles, and recreation devices. The u of conversion ve e S off ergo for Say purpose Ie 941A" accomplished silently. tolerate of ignore a certain amount of our Dot" environment. gut adverse effects are present is wry exposures to noise, and danger• to health other than outright hearing lspolrment are also rocoantxed. Time problem of Castro'pn1Soles Gotsheatdifficult soundsbecusIt alike• uoradoects theyeperceive individual Sounds in a dlfterSnt coy. P e Similarly. bene. they So not react to sounds in the sass way. First of ail, each pareos's reaction to noise will depend on characterist:ce of the sole* itself: 1. lowdness of Intensity !. Frequency concert ). Outatl�u A repetition rate S. time of occurrence •. unfamiliarity of uniqueness. gut the effect of noise os people is also determin*d by characteristics of the list*Ser or the situation: 1. background of ambient noise level R. individual sensitivity to notes 1. activity or pt*occupat:on of listener 10. perceived need of Justification for noise. A Combination of factors d*t*rnlnes how such a person will be disturbed by a sots*. depending upon the Individual, the not►*, and the situation, but the offset will tall into one of the following cstegorlee: physiological effects, pgyebalogIeAl/omotlonal effects, and activity interference. As as orioststion to the use of the decibel se a measure of relstly* loudness, a list of common notes sources and their approximate 6 -sun! levels ate given In Pose A -e. A -s H. Stanton Shelly Acoustical Consultant Fhysiological Effects At relatively high raise levels above 90 dHA. the delicate internal ear mechanism can be altere& to cause Temporary Threshold Shift (TTS). resulting in partial deafness tot a period of a few minutes to a few woks. depending upon the noise level and the exposure time. If chase excessive levels over 90 'RA are continued over long periods of time -- for samaple. R bouts per day for several years. or if very Isiah levels (over WWII) are expotiaacad for shorter periods. fervawent Threshold Shift (M) may result. meaning that irreversible loss is normal hearing capacity has occurred. fortunately, few exposures to levels cawing hearing damage occur In the general community noise environment. However. soma problems way occur for those choosing to attend or participat-t In musical and recreational events with high sound levels. or for persons engaged to occupations involving blah maks levels (occupational moil* Is regulated by State and federal Occupational Safety and Health Regulations). tut the potential for other lass obvious noise effects exists throughout a morsel daily schedule -- at boos, school, shopping canter, park, ,.r highway. These various noise impacts can cause subtle physical, mental, and emotional stresses of varying degrees of seriousness. Activity Interference Noise disrupts human activities such as sleep, conversation. or stereo and TV en)oysent. Studies have shown that mots• not oelT say prevent sleep by its inten- sity or characteristics but nay seriously disturb the quality of sloop without fully wakening the sleeper. Conditions such as these -- community noises causing bedroom levels between lS-SO 42A -- are encountered to some extent throughout all urbanized areas. At sols levels over 55 dU all types of normal listening activities are disrupted by uoiso. Speech Intelligibility drops sharply._ music listening and TV watching become strained, and aural communications Is general must be carried out at such higher volume to be successful. Obviously, shouting to be heard and understood is both undesirable and unpleasant for all concerned. fsycholotical end Emotlosal impacts Lass well documented and understood, but prob4biy more widely experienced, are those impacts of noise which cause such subtle effects as distraction, annoyance. startle, privacy or relaxation interruption, stress, and tension. These ettects as a class can, LL continued, cause very serious emotional ave- psychological anxleties and disturhances. Often the cause of these reactions Is not directly raoat*d to the noise environment, as the -listener to not consciously ware of the note* intrusion. He may only be aware of an increased Irritability and on- eaainese. Our unusual human ability to "tolerate" or "adapt to" disturbing noise levels thus can Incur a penalty upon our subconscious body processes over an unusually wide range of noise levels. So protection against the Intrusion of dis- turbing noise 1s particularly Important to mental and *motional health In on active and complex urban community. A- 7 TYPICAL MOiSE SOURM 180151 ISM (d1A) 95 Jet aircraft take off (501) 130 Auto born ( )' ) 120 Nock music in a sight club 110 Uncomfortable 105 Motorcycle accelerating. N. Stanton Shelly Acoustical Consultant TYPICAL NUMAM mtSPOMS[ Pots 4 Nearing osmate Possible Perma000c Soaring damage so muffler (25') 100 95 Temporary Mooring Loss Motorcycle accelerating. stock muffler (25') 90 Uncomfortable food blender (1') W Very Disturbing Power taws mover (2o') Steady urban traffic (25') 70 Communications Difficult Normal conversation 0') 60 Diose ottNt. so nearby traffic 50 45 Sleep Disturbance Quiet ailce 40 lnstdo quiet home. Soft whisper (10') 30 Very quiet Movie of recording studio 20 Seldom-empetienced ambient 10 barely audible Thtesbold of hearing 0 A docibel-A-wigbtod' WZA) is a wait of wasurwat indicating the relative intsastty of a sound as It to board by the bum" set. An iactesse of 10 dM indiestes a wise lev41 tact**" of about three times. but only a doubling In prceived loudness. A-8 Appendix D Air Quality Analysis le E.vort1Rv" Mous SD430H Town Crsr lens e C<1ltotrNMtff Air Oueft Cuoasno. U 86014 / swvkm AIR QUALITY IMPACT AND MITIGATION STUDY AAM LANE IMPROVEMENT PROJECT City of Lodi, CA August 31, 14M4 Submitted to KAiE BURDICK AND USI PLANNING Auuurn. CA Prepared by H. STANTON SHELLY Principal Consultant HAM LANE WIDENING PROJECT AIR QUALITY SECTION I WMIX ICT I ON The air quality of a Riven area is not only dependent upon the amount of sit pollutants emitted locally or withir 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 emitted pollutants each day, and deterstne the resulting concentrations of aft pollutants defining the "air quality.' 1. EXISTING SETTING A. Regional Climate. The San Joaquin valley climate is a Mediterranean type, charactertred by mild and rainy wantetsa end hot and nearly dry stammers. Theft is a high percentage of sunshine, over 110% of the daylight hours from April to Octuber . During the summer the Pacific high pressure system typically sits near the California coast, pushing oncoming oceea-forced storm systems north through the northwest states and Canada. Subsidence of wars air aloft associated with this system cresteE the frequent summer alsosphrnC temperature inversion and stagnated conditions. (Set the Appendix for delinatiuns of commonly-esed meteorological and air quality terms.) Average ""imus teeperaturts during the summer to the Stockton - Lodi region are near 90' F., and average evening mintrstams are near Sit F. During the winter tae Pacific high pressure system moves sowthward, alluwtna storms to move through Central California. As they approach, winds are tyyically from the southeast. and as the storm passes they torn northeast. Gusting winds of 20 to 46 mph are common dun ng stores. With Mss Ilse Improverat Project 1.ir Quality Page 2 the dominance of the unstable low -Pressure system during the winter, and less sunshine, conditions favoring smog formation are at a minimus. At this time of year stable atmospheric coadttlons produce heavy ground fog, which may cover such of the Central Valley for several days to several weeks. Average maximus winter temperatures to Lodi and Stockton are nearly 60' r., and average tvenisg lows are about AO• F. The north end of the Sea Joaquin Valley receives about IA inches of precipitation annually. Very little rain falls to May sad October, usually meet half an inch, and almost none eros June through September. A majority of the retatall cors is Dmtember, January and February --- abowt 2.5 irchts pet •doth to normal ratntall pars. B. Ambient Air Quality Air quality in Lodi and the San Joaquin Valley to subject to the problems experienced by many areas of California. Emissions from millions Of rtAlcle-elites of travel each day often are not sised and diluted, but are trapped neat k-rownd level by a temperature inversion. Pollutant concentrations are a result of local emissions to Lodi, and &I" the transport of pollutam; s from vrher areas such as Stockton. Sacramento, and stem the Bay Area with westerly winds). These sources produce coacestratioss which sometimes exceed ambient air quality limits established by the statt Air Resources Board. Recent air qualitt dais from the nearest ARB moittoric! stations. Nam Lane in Lodi and Harelton Street in Stockton, are tabulated in Exhibit 1. Ozone, the primary oxidant "smog" component. is produces by couples reactions of hydrocarbons and NOm in the atmosphere. Guth vehicles and the use of organic chemicals produce emissions which drive the chemical reaction. Daily ozone concentrations are heavily dependent upon the weather And atmospheric stability. and thus vary substantially from year to year. Adverse atmospheric conditions to 19+10 produced 76 exceedances of the 10 ppm hourly standard to Lodi, and over two Boren ozone excpei,nces were still ro:orded in 1981 and 1982. Item Lone Improvement Project Air Quality EXHIBIT t JIMBlUff AIR WALL Son Joaquis County Page POLLMANT 1960 1961 196: Std Mess Units OZONE (i) Msxisum 14 17 13 10 pp". 1 -hr ase Exceedonces 76 26 26 1 data per year CARSON MUNOz1DE.l1) !bximue hour 10 9 12 20 ppm. 1 -hr ave Masiaw 8 -hour 5 ♦ 7 9 ppm, 11 -he eve 8 -hour exceedances 0 0 0 1 days per year above 9 bps %ITRCEX D1011DE (2) `taximus 13 la 19 25 pphm. 1 -Ar avc Esceadarices 0 0 0 1 days per year Sl'ULlR DIOXIDE 0) .lesimum A 3 3 5 pphs, 24 -hr ase Esceedances 0 0 0 I 2 of days per year TOTAL SUSPEX DED PAR;ICULITES (2) Annual Geom. )4sa 65 79 66 bO ug/m3 are Duly esceedances K 22 20 2 t of days store 100 usrm3 Source: California Air Resources Board monitoring data for: (l) clam line station in Loll (2) Hazelton Street station In Stockton Mae Lane improvement Project Air Quality Page A Man Lane Improvement Project Air Quality Page S Carbon sonoxtde, like oeldent, is also heavily dependent upon both vehicle emissions and weather. Nowwovr, no excem,"aces of the either the 9 ppm 11-hout ambient standard or the 20 ppm t -tour standard have been recorded recently to Lodi. both oxidant and 00 have been reduced sip►flcantly by improved emission controls on new automobiles in the past decade. Total suspended particulates are produced by vehicles, heavy Industry, and soil♦oving scttvstces such as construction and Parsing. In Stockton. two miles south of the project area, the annual average (annual 1rumotric mean) TSP concentration has been conalstantly noon the 60 ug/m3 ambient standard. The daily .-erase standard of 100 us/03 was also exceeded on over 14 the days tested in 1980. and over 20% Of the days in both I%I and 1981. Sulfur dioxide Is primarily associated with chemical and refining industries. and is not a problem to Sar. loaquto County. The superior controls required on chemical process planta ate latgely responsible for this achievement. %itrogen oxides are produced heavily by vehicle% and high-temperature industrial operations, but as yet have ..tet produced serious concentrations in the region. II. PorENTIAL AIR QUALITY IMPACTS Or P2WECr A. Sensttive Receptor Locations The air quality impacts or benefits of the Mas Lane lmprovemest Project would be telt sort directly on the properties along the improved smite on. A majority of the properties along the project are residential. with a church and a few coaeercial land apes mating up the rematoder. The extent of the change in local vehicle- r*iated pollutants is evaluated ►a the (ollowiss sections. d. Data and Methudolosy Vehicles are responsible for the emission of a number of pollutants -- hydrocarbons, particulates. NN. and others. The most widely -maid end a •ttog of vehicular emissions tapact is to model coaeestrations of •.arbon monoxide (CD) at nearby sensitive receptor locations. Roadside CO concentrations are directly related to the awaLar of vehicle trips on nearby streets. and to the average vehicle emission rate. Mowerer. averbse emisstons decrease as average speed Increases. Tine actual concentrations at the recrptors are determined by the speed and direction of the wind, and the temperature layers to the lower atmosphere. Atmospleric conditions control the •tains, diffusion, and traaspoet of the pollutants after time ate emitted, the sodel used for this study (Ret. 4) is based upon standard Gaussian line source diffusion relationships developed by Turner (Rel. S) and others. horst-case assumptions include very poor atmospheric conditions (wind speeds of i to 2 meters per second and low temperature inversion height), which occur on numerous occasions each year In the area. Roadside concentrations of W have been computed lot both peak -hour and aa■imua eight-hour traffic conditions on Has Lane, at 4 distance of 40 Ham l+ne Isprovesent Project Air Quality Page 6 feet from the middle of the road (about the middle of the average yard). C!stance IS not a significant art quality factor, however, since coaceittrations decrease very slowly as distance Increases. Composite vehicle emission factors are from the Air Resources Board IWAC program (Ref. 6). C. Project Traffic Impacts The intent of the project is to improve the flow of traffic on Nam Lane by providing four traffic lanes sad therefore sore capacity. As higher average speeds •re achieved through less- congested traffic flow. air quality emissioas and impacts would be lower on Him Lane and on aeighboting streets. However, lower emissions per vehicle would be offset somewhat by anticipated increases in vehicle volumes in fwcure years. Since no sew, trips are being generated by the project, the total number in the area -111 stay the same. Roadside M conceattatwen& ware modeled for two so-Projact cases and two Project cases for comparison, based upon different lane configurations and traffic volumes: Case i ?fo-Pr c jet t , twu lanes. 1965, Air( of 11. Silt). Case 2 Project, four lanes, 1995. ADT of 20,X)O. Care 1 Project, four lanes, TOGS. ADT of Case 4 : NO -Project. two 1&.ses, 2005, ADT of 21.300. Average fixe Lane speeds are estimated to be 30 mph during peak hour and 3S mph at other times tot Cases 1, 2, and 3. Case 4 would tw se n oust% t:oalgeated, and speeds ate estimated to ►e 20 mph at peak hour and 25 mph at other times. Traffic projections are from the project traffic studs by TAX Transportation Consultants. Sacramento. Exhibit 2 compares the roadside concentrations lot the most significant cases. Other uses not evaluated would produce smaller changes In roadside CO concentrations. Has lane Improvement Project Air Quality Page 7 Exhibit 2 - Has Lane Project 00 Concentiations (ppm) CASE PEAK NR NICK 8 INt. 1. No -Project. 1965 1.1 0.3 2. Project. 1995 1.3 0.4 3. Project. 2005 1.6 0.5 4. No -Project. 2005 2.0 1.0 It should be noted that the Exhibit 2 concentrations are based only upon vehicles an Nod Lahr. The total CO concentiatton would include a variable background concentration of from i to S ppm from other vehicular emissions and sources to the area. the modeled concentrations stow the effects of the gradual increase of traffic volumes in Cases 1. 2 and 1. Case 4 concentrations are caused by congestion sad iw speeds with only two traffic lane&. Neither the state 20 ppm Peak hour standard not the 9 ppm eight hour standard are threatened bs the Has tone traffic to any case. The project would be expected to reduce slightis local CO concentrations relative to a two-lane road. D. Overall Project Impacts Another war to evaluate the potential Impact of the Nam Lane laprovement Pro)ect is to estimate the overall change in vehicular emissions produced bi the project. The total emissions pruduaed by a group Of vehlcles depends upon the mumt.er of trips. the trip length, sad the Average speed. SiiK a the total number of trips and trip length are not changed bs the ptojr.tt, the average speed is the onls variable which affects total emrssioos. Rased upon s•. estimated higher average speed (25 mph vs. 35 mph) with protect tmplamentstion, total emissions on Nam Lane would be as shown in Exhibit 3. Mar. Lane Improvement Project Air Quality Page a } exhibit I - CKAXCM IM HAM LAME YEBICLE EMISSIONS Ips AIR QUALITY RUDEMCO CLIMATOIACY Projrrct Choate -28 ! -19 I •7 t no chi I. Felton, E.L.. California's Maas CIlmetes, Pacific Boots, Palo Alto, 1965. The Lahibit 3 analysis is derived from the &versa* *Missions tactors 2. Environ Susmmries, N. Weather Service listed to Reference 6 for the different average speeds. Note that ental Dc heU. itS. e. Environmental Orudimaat. Asheville. M.C. particulate emissloas are not related to speed, and that as speed tocreases. oxides of nitrogen are slightly Increased, which is opposite to CO amA nom-methane hydrocarbons. The CO pollutant is the most sensitive to AIR QUALITY speed, and therefore would benefit the most from the reduced congestion 3. CAlifornia A!r lid Data, Annual summaries of station air offered by the faun lanes. qua ty data, Kllalu rvices Division, California Air Resources Board, Sacramento. E. Potential Construction Impacts MODELING Wrist the trading and construction rhos•, dust may be produced, 4. Guideltae. for Alt lttr Im ! s I r s. BtAQ1Q particularly during the dry months of the year. Particulate xenerst•.on can (thea 1, line t and updates. be minimized by standard sprinkling procedures on dusty working areas ai S. turner. D. Bruce, Workbook of At ri. Drs talon Csttrat s, least once a day. AP-26, U.S. Envlro;M l Protection Agency, i . 6. '[Nh'028" computer program to deter*►ae annual compositt .enitle emission rates, based upon "EHFAC t " vehicle-fpecllic ealssion fate program, California Air Resout a Board. Sacramento. 111. Project Mitigation Measures This project would appear to have a net benefIt to the local all quality and therefore does not require Mitigation. Increasing arrrage vehicle speed. by increasing the number of traffic lanes on congested .routes. is itself aA sir quality Mitigation measure recommended on some types of projects to offset increasing trip volumes. sir PF pSi a z x ~' S• 'J A w ^ r w w w • • w • ♦, w n . rr .j O �w . GO to A .i o._ i �e �• Z w o€i •$ Rt ••��j w s • 7.� Q rr 11 O � V •• w w O ^ w � +^ �> • y n^ w •• n YZ1 � � s = �c p■ i c L • e [ • 8 � 1 w • w • 11RR�� o • ♦ � i� • , i � �e 7 tl i � • O w r 3 C � w ♦ .O. 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Zy i � • s � � t Q` � � c• tr ti t, R n w • •• r t V siw •i I A , • i� w r C < • ^ w n :7 O V• r� �•.. r w y Or pr : Cr .t�j qp w :• ..Z •^1 � y w � •r s. �r t. i r • O •i O. e n • o w M pr w P w0 ^ i OrC x , p O • • w � .O. • ~, s♦ �i M pn , ^ r r0 S. •� ^ 7M , O •,. • .Oi v 7r � pppM � i • • O w. c V 7 V _ O. w , n M. M• r Y • �, Is A O .�• w n •. n< n ^ L n r r ♦ � r w � • � � r r w � � � : � O , w IF w pn • RRR • M . �p • • • , • w w O. w A r Environmental Impact Report Ham Lane Improveme Prepared for City of Lodi September 1984 Kate &udick Land Use & PlariNng Consu{tant CITY COUNCIL JOHN R. (Randy) SNIDER, Mayor DAVID M. HINCHMAN Mayor Pro Tempore EVELYN M. OLSON JAMES W. PINKERTON, It FRED M REID CITY OF LODI CITY HAIL. 221 WEST PINE STREET POST OFFICE BOX 320 LODI. CALIFORNIA 95241 (209) 334-5634 October 18, 1984 Dear Interested Party SUBJECT: Hain Lane improvement Project Lod: Avenue to Elm Street HENRY A. CLAVES, It. City Manapr ALICE M. REIMCHE City Clerk RONALD M. STEIN City Attorney Attached is the Draft Environmental Impact Report for the Ham Lane project. The City Council has set a public hearing for 7:30 P.M., November 7, 1984. to hear comments on the adequacy of the EIR. They will not dis- cuss the desirability of the project or its alternatives, nor make any decisions on the project at this meeting. Based on comments received at the meeting, and any others submitted during the review period, City staff will prepare responses and the Final EIR. Written comments will be received up through November 21, 1984, for inclusion in the Final EIR. A second hearing will be held to discuss the Final and make a decision on the project. The tentative date for this hearing is December 5, 1984. If you have any questions about the EIR or the project in general, feel free to cat 1 Richard Prima at 333-6706. Sincerely )Jack Ronsko Works Director JLR/RCP/eeh DRAFT FOCUSED MIR0!![E11TAL IMPACT REPORT HAM LANE DtPROVL%MNT PROJECT FT � Prepared for F Y� CITY OF LODI September 1984 Prepared by LUTE BURD I CK 1545 Shirland Trace, Auburn, CA 95603 ii Table of Contents INTRODUCTION............................................................ 1 SUlMARYOF ENVIRONMENTAL IMPACTS ........................................ 4 PROJECT DESCRIPTION..................................................... 9 Project Location ................................................... 9 Project Characteristics ............................................ 9 Permit Requirements ................................................ 13 ENVIRONMENTAL SETTING, IMPACTS AND 2MITIGATIONS .......................... 21 NATURAL RESOURCES ............................................... 21 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 Growth Inducement .................................................. 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 Hain 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 .........................0........... 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 Ham Lane Project Alternative B ..................................... 59 11-2 Kam Lane Project Alternative B ..................................... 60 11-3 Ham Lane Project Alternative B ..................................... 61 11-4 Ham Lane Project Alt.-rnative B ..................................... 62 11-5 Ham Lane Project Alternative B ..................................... 63 1:. Alternative Street Cross Sections .................................. 64 LIST OF TABLES 1 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 Recommended 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 2005 Roadway Levels of Service ...................... 50 1 Introduction 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 of 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 those issues determined by the City of Lodi to require revision since the time the last EIR was prepared. 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. Those 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 calls and a letter have been received to date. Public cog=ent 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 any 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 THIS 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: Summary 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 arc: 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 expert subcontractors or members of the staff. This section serves to describe exi+ting conditions, identify potential impacts of the project and present mitigations to minimize identi- fies! 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 fine+ 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 induce►aent 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 telephore, 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 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 full description of the proposed iuprovements is presented in the Project Descrip- tion section of this report. The following list itemises 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 that 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 as 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. - 0 f -way. ight-of-way. 2) Replace removed trees and shrubs with species of similar type and nuumber. Prepare landscaping plan to identify the type, number, location, spacing and maintenance of trees to be replanted. S -Significant. M -Moderate. I -Insignificant. B -Beneficial. SUMMARY OF ENVIRONMENTAL IMPACTS S OR 31) Radezign project according to proposed Alternative B. Project Mitigated Impact Impact I I -- 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. ?litigation 9) Install speed limit signs, increase enforcement, lower speed limits. M M -I -- Decreased on -street parking. W n W S S B S M B SUMMARY OF ENVIRONMENTAL IKPACTS 6 Mitigation 9) Provide that all future developments have adequate off-street parking. NOISE -- Increase in vehicular noise. Mitigation 10) Install sealed windows across house frontages wherever feasible. 11) Reduce vehicle speed. 12) Encourage carpools, bicycle use and mass transit to reduce vehicle volumes. 13) Enforce vehicle codes concerning faulty or modified exhaust systems. 14) Implement an alternative :--hich 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.M. AIR QUALITY -- Incremental decrease in local emission concentrations. Mitigation 18) None required. M I -- Temporary construction -related increase in dust. SUMMARY OF ENVIRONMENTAL IMPACTS 7 Mitigation 19) Use water sprinkling applications daily on dusty working areas. LAND USE 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 (nay require zoning variances). CONSTRUCTION IMPACTS 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. M -- Temporary increase in noise. Mitigation 29) Follow mitigation #15-17. SUMMARY OF ENVIRONMENTAL IMPACTS 8 M I -- Temporary decrease in air quality. Mitigation 30) Follow mitigation #19. M I -- 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 construct on to avoid underground utilities. 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. Has 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 Ham 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 two-lane section of Ham Lane except for the extreme north end within Lakewood Subdivision. This portion of the street has 50-, 65- to 80 -fool. 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 urbanised section of the Cicy. 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 use section of this report for further details regarding surrounding land uses.) The project segment of Ham Lane also is characterised 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 ..-)ngestion and improve traffic flow along the four -block project section of Ham Lane. Ham Lane is an arterial road which facilitates major north-soath 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 Program. The project will meet projected traffi- 4emands to the year 2005 and beyond at a Level of Service A. Existing traftic volumes along the project IR•= i - R .� _ t V _ 1 C•/ 0.1 f-------- ' F ...�: of Ul Ham Lane Improvement to I � � : , „IR_a►;,� , Area _��^ �-'c c., ; 01 -CP c rL _ K "•1 ll-- "•'-- 1�-'---. T , ~• ' to •may! ----- - .—•.-,�'�-_- _-), : z� �: -; 4a--„r�'_ ;,, ..'.ham_ 01.1 ------------ *-C -- �. ,mss -•C. -ti` .� R.j --'!-� t . t �ry , f► i ' � j » _ ---" -- --_ amts" ux Vicinity map L I ,. - 1 M -t +:.i 4 Figure 2 _ Ol r� r7 •cam _`► -� , Imo- t t •��, R•2 R•i •_J�,_ R-7ro R.ND 1 �- . 71•!7 � _ 7Y ...�: of Ul Ham Lane Improvement to I � � : , „IR_a►;,� , Area _��^ �-'c c., ; 01 -CP c rL _ K "•1 ll-- "•'-- 1�-'---. T , ~• ' to •may! ----- - .—•.-,�'�-_- _-), : z� �: -; 4a--„r�'_ ;,, ..'.ham_ 01.1 ------------ *-C -- �. ,mss -•C. -ti` .� R.j --'!-� t . t �ry , f► i ' � j » _ ---" -- --_ amts" ux Vicinity map L I ,. - 1 M -t +:.i 4 Figure 2 4 _`► -� , Imo- t t R.ND 1 �- . 71•!7 � _ 7Y ...�: of Ul Ham Lane Improvement to I � � : , „IR_a►;,� , Area _��^ �-'c c., ; 01 -CP c rL _ K "•1 ll-- "•'-- 1�-'---. T , ~• ' to •may! ----- - .—•.-,�'�-_- _-), : z� �: -; 4a--„r�'_ ;,, ..'.ham_ 01.1 ------------ *-C -- �. ,mss -•C. -ti` .� R.j --'!-� t . t �ry , f► i ' � j » _ ---" -- --_ amts" ux Vicinity map L I ,. - 1 M -t +:.i 4 Figure 2 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 Ham 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 :he Hutchins Homestead Addition #3 in 1938. Prior to the next major subdivision in 1950 (Fairmont Park, east side of Ham Lane, south of Els), 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. Proiect 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. The 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 6y the City as necessary. As part of the project, 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 PR"KIT EEQOIRMENTS 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. b E., Pacific Bell Telephone) according to their requirements. RIGHT -0f -WAY LINE ARARTM(NTS U .12vNO PAPA.— T 22.5' 19.51 20.5' mlffIME•l (P 4j ®W1,I����� �'�'' RIGHT -0f -WAY UNE FLIGHT -0f -WAY LINE RIGHT -0i -WAY LINE -7��- CHURCH 22.51 20.5' i M!11111111111�11 Existing Roadway RIGHT -OR -WAY LINE Figure 3 LINE �RIGHT-OF-WAY r •4- 24.51 24.51 Uj RIGHT -0f -WAY LINE M!11111111111�11 Existing Roadway RIGHT -OR -WAY LINE Figure 3 &4'c -c FCOw )so Ham Lane Improvement Pian Lt QE� EXISTING SIDEWALK PROPOSED SIDEWALK EXISTING RIGHT Of WAY RIGHT Of WAY TO BE ACOUIRED (ROW) C-C CURB TO CURB Figure 3-1 Ham Lane Improvement Plan LEGEND EXISTING SIDEWALK PROPOSED SIDEWALK EXISTING RIGHT OF WAY • , •�,' RIGHT OF WAY TO OE ACOUIRED C -C CURB TO CURB Figure 3-2 11 ':S 1 .•ti's , Ham Lane Improvement Plan LEGEND EXISTING SIDEWALK PROPOSED SIDEWALK EXISTING RIGHT OF WAY • , •�,' RIGHT OF WAY TO OE ACOUIRED C -C CURB TO CURB Figure 3-2 11 .•ti's , WALNUT STREET w • r � • � •�V • F T,.• Ham Lane Improvement Plan LEGEND EXISTING SIDEWALK PROPOSED SIDEWALK EXISTING RIGHT OF WAY • , •�,' RIGHT OF WAY TO OE ACOUIRED C -C CURB TO CURB Figure 3-2 11 OAK STREET Low Is, CV Ham Lane improvement Plan LEGEND EXISTING SIDEWALK .. �: PROPOSED SIDEWALK EXISTING RIGHT OF WAY RIGHT OF WAY TO BE ACOUIREO (ROW) C -C CURB TO CURB Figure 3-3 I pow PINE STREET LEGEND EXISTING SIDEWALK PROPOSED SIDEWALK EXISTING RIGHT OF WAY RIGHT OF WAY TO BE ACOUIRED (NOW) C -C CURB TO CURB • Ham Lane Improvement Plan Figure 3-4 Ir 'G -G Elm Etred Nam Lane improvement Plan LIGIEND EXISTING SIDEWALK PROPOSED SIDEWALK EXISTING RIGHT Of WAY •: . •_ • 7 RIGHT Of WAY TO Be L , . ACOUIREO MOW) C -C CURB TO CURB Figure 3-5 VEST 1IGW-OF-WAY IZAoV I ww-,*4= 1I jid t��T - aR-�•��, �' �T EAST MW -Or -WAY 1 Alf, o' b, rrPOCAL D^rAVA♦ CUAO OVr<EA vd�l►i.IV V T 80• 440" LIA 0' 1 I Of �• b' ►d NOTE: 'rt- IS A SECTION LINE AND NOT NECESSARILY THE CENTER LINE OF EXISTING ROADWAY Ham Lane Section PROPOSED a EXISTING Typical Mid Block Environmental Setting, Impacts and Mitigations 21 Plants and Wildlife EZIS?IVG CMITIOUS The project segment of Ham Lane is primarily in single-family residential use. An 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 Ras 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 hones. It is estimated that there are nearly 100 mature ever&Teen and deciduous trees found in this area. There is no single dominant species, but a combination of ash, maple, birch, cedar, spruce, juniper end 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 Ram 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 BIR because the project is located within an urbanized area. IMPACTS AND MITIGATION MEASURES Impact: Loss of street trees and landscaping. Approximately 30 suture 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 Ras 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 Haim 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. IF ua Wt zi Ir Tree Removal Area Proposed Project J <� x NOTE: ALL INDICATED TREES TO BE REMOVED 0 Figure 5 PLANTS AND 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 accommodate 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 same or similar number and type of species as those removed. 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 that 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 land- scaping plan. It is suggested the Ray.rcod or Moraine Ash be substituted for Modesto Ash, as they are more disease -resistant (Olive, 1984). Replant:ri; could occur in box planters, but space considerations may 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 (35 to 50 feet tall) be planted 10 to 15 feet away from a dwelling. Medium site trees planted close to the sidewalk could be planted in deep -yell 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. XtJ 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. Impact: Slight potential for root disturbance of existing trees due to project construction. Aa a result of sidewalk construction, there is a slight potential for root disturbance to trees that are not removed. However, 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 Has Lane is one of the major north -south streets serving the City of Lodi. Ham 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 Ham Lane ' Lodi ��. 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 block. 7 Ham Lane between Lodi Avenue and Elm Street is currently striped with two travel lanes. Intersections are marked with crosswalks and are controlled by stop lights at the Lodi Avenue 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 Els Street. The current on -street parking capacity is approximately 135 spaces. The current traffic volumes along the project segment range between 12,400 to 14,100 ADT. Peak hour (7:00-9:00 A.M.; 4:00-6:00 P.N.) volumes are 660-940 and 1,050-1,120. Critical intersection approach movements at Ham/Lodi are 515 vehicles, while peak hour movements at Ham/Elm are 650 vehicles. ,f — (See Figure 6.) Based on this data, the levels of service (LOS) at both the Lodi and °.lm Street intersections is LOS A (see Table 1 for a definition 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 failures and blockage of various intersection approach lanes are common occurrences. Southbound vehicles wishing to turn left onto Lodi Avenue qww! up and block access to the southbound Ham Lane throughlanes. These occurrences are short in duration and are difficult to quantify. For this reason, and because 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 summed 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 development near Elm Street. Lodi High School, with access to Ham Lane on the west side of the study section,. has a distinct influence on Ham Lane traffic flows. During the 11:00-3:00 P.M. hours, traffic volumes 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. g o Rw 0 TURNER�o 0 e000 o to.aoo o �000 O � N b O � O N Q a LOCKERORD ST. 0• 5000 8600-,00-8 000 0 650 r� VICTOR RD. Ci ELM 8T. o '° 0 0 9000 m o o 2500 0 h 0 0 0 z �• o h; 0 1" o z^ 40 W LODI o o d a 0 ssoo 10, 00 1 11.500` o 0 00.000 0 o b3 i° OKAY n IM z� a W < ~ o 2500IC 3 VNE ST.= IMe W p w = O < � e A� <_ = Vo Y 0o� 0 9 00 �ap 1�0 �!� N b Cil LANE x N 10.000 10.500 0 15.500 08800 0 15.000 c o a c O N � O C, O � qr CENTURr gtjVD. o o P: N O- O O HARNEY LANE 2500 Average Daily Traffic Volumes (1990.1981) Figure 6 TRAFFIC 26 Table 1 LEVEL OF SERVICE DEFINITIONS Level of Service Traffic Flow Characteristics A Average overall travel speed of 30 mph or more. Freeflowing 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 BOing 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 maximus range was calculated using the historic growth rate in traffic volumes on Kam Lane itself (1965-1984). Table 3, Future Traffic Projections, presents the results of these calculations. Table 2 Summary of Existing Street Conditions Has Lane: Lodi to Elm Physical Conditions Traffic Conditions Two -Hay Level On -Street Volume of Parking Land Uses R.O.W. (ADT + Service 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 AM 660 pan 73 East Older Homes 65 at Lodi Permitted PM 1,050 LOS A Apts. hear to Four -Phase (Parallel clear Elm Elm at Lodi Avenue ST. Traffic Signal Curbside) Has Commercial So at Elm 14,100 LOS A (Animal AM 940 Hospital and PH 1,120 Nursery) Near Lodi Near Elm TRAFFIC Maximus Alternative Lodi to Pine 14,100 1,120 580 17,100 10360 710 19,100 1,520 790 21,100 1,760 910 23,100 1,920 990 Pine to Els 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 Mote: Medium Alternative: City Wide Growth Rate 1.7% per Year High Alternative: Lodi to Pine Growth Rate (Historic) Pine to Elm Growth Rate (Historic) Table 3 Future Traffic Projections Ham Lane I I 1984 I 1990 I 1995 �YI 2000 12005 I One One One One One PM Way PM WAy PM Way PM Hay PM way Segment ADT Peak Peak ADT Peak Peak ADT Peak Peak ADT Peak Peak 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 10360 710 19,100 1,520 790 21,100 1,760 910 23,100 1,920 990 Pine to Els 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 Mote: Medium Alternative: City Wide Growth Rate 1.7% per Year High Alternative: Lodi to Pine Growth Rate (Historic) Pine to Elm Growth Rate (Historic) TRAFFIC 29 MPACTS AND MITIGATION Impact: Decrease in existing arW 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 accomeodated 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. Bone 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 vclumes 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 7. Traffic signals will be installed as traffic signal warrants are stet. This would give the right-of-way to the vehicles on the side streets so they could make the desired traffic movementA. Impact: Potential for increased vehicle speeds. Because driers may perceive the road to be safer to drivt Inv higher speeds, overall vehicle spends may increase. TRAFFIC 30 Mitigation 8. Speed limit signs, with strict enforcement by the local police, can help to reduce speeds. However, 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 RXISTING 0MITI0NS The nrimsry source of noise in the project area is traffic noise, both on Ram Lane and on major --rose streets such as Lodi Avenue and Elm Street. Traffic noise along this s;:retch of roaLway is of several types: noise levels resulting trove pasaanger vebicles traveling rt moderate speeds during peak hours; noi3e l'evela resulting from passenger vehicles traveling at reduced speeds during peak hours; passenger vehicles traveling at excessive speeds during any hour; and Meavy trucks, sotorcyctus, busts and/or vehicles with faulty mufflosr systems traveling at moderate npeeds during any hour. Other sources o: noise in the area (overflying aircraft, barkkag dcgs 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 noire sources of a constant level such yea 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 The traffic r-ise 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 Deean shown to be a good indicator of people's perceptions of noise level. Over a longer period, the Ldescriptor is used, which is the long-term average of Leq, with 10 dB abed 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 Resear%.h 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 ism Lane, at 40 feet from the center of the street (approximately the middle of the average yard). Peak passby noise levels on Ham Lano, 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.) 05c40&. Noise levels dw4Av Figure 7 ji MOM - men Furm Moat Ur4w Vff HOOT THt'ROACT bw j r �• .r• K' d' r .firitt— 'z"..� �� sew ...o rfmcAI KCTION 2 FUTURt Moat me" WITH no PM0JtCT ,n�b��r r rr• ' K' sb' I' ASCII TY"CA . UCTION 3 FUTURE NO= LEVI" . WITH TNI M%OJECT AT MAJOR INTERSECTION= Noise levels dw4Av Figure 7 NOISE 33 Table 4 Present Ham Lane Noise Levels (dBA) 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 upon typical hourly varia- tions of urban traffic throughout a cRormal 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 Recommerded 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 recommendations (see Appendix C). Sensitive Receptors The majority of properties adjacent to Ham Lane between Lodi Avenue and Ela 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 At a sleeting 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. �L' IMPACTS AND MITIGATIONS Impact: Increase in vehicular noise. In order to quantify future noise levels resulting from the proposed project, the projected maximus 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 (dSA) Standard* Reason Vehicle Speed Acceptable Unacceptable for Case Peak Other Leq Ldn Range Range Increase 1995--4 lane Increased 2 parking 3e 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 1 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 combina- tion* of volumes and lane configurations. ROvAiver, 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 Ram Lane, behind those directly facing the project, are exposed to 14-18 dBA less noise 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 Ram Lane. However, Ram 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 Ram 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 se definitely noticeable, and are potentially disturbing. The character of the noise is again important in the amount of disturbance caused. In the Ram 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 less than 45 dBA L due to exterior sources. This j requirement is contained in State Title Al -Section 1092, Noise Insulation Standards, which apply to any new multi -family residential construction. Standard residential building design and construction-ethods generally educe 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 ) indoor standards. However, if windows are opened, interior noise levels will be only 10 to 15 dBA less than outdoors. [1 Mitigations 10. Construction of a low masonry barrier (2 to 2.5 feet high) along the front of residential properties was evaluated. "-wever, the resulting 1-2 dBA reduction in noise levels would not be perceived as noticeable reduction. 0 r NOISE 36 To achieve a 45 dBA interior noise environment, windows should be sealed, 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 prohibitions against faulty or modified loud exhaust systems --Sections 27150 and 27151. This can be implemented 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 lanes. Impact: Temporary increase in construction noise. W 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 producing 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 be utilized for concrete and backtop removal which generate 85 to 90 dBA noise levels at 50 feet. Second phase activities require similar equipment and produce 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 mixing 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. 17. Restrict hours of use for motorized equipment --for example, 7:30 A.M. to 5:30 P.M., Monday through Friday. MSTIN CONDITIONS Regional Climate WF Air Quality The Mediterranean type climate of the San Joaquin Valley is characterized 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 emitted pollutants each day, and determin* 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 cf 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-Ae state Air Resources Board. Recent air quality data from the nearest ARA monitoring stations, Ham Lane in Ladi 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 chemciai 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 doxen 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. P AIR QUALITY 38 Nitrogen Dioxide (2) Maximum 13 Table 7 25 pphm, 1 -hr ave Exceedances Ambient Air Quality 0 1 days per year San Joaquin County Pollutant 1980 1981 1982 Standard Measured Units Ozone (1) 5 pphm, 24 -hr ave Exceedances 0 Maximum 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 5 4 7 9 ppm, 8 -hr ave Exceedances 8 -hour 0 0 0 1 days per year 20 2 % of dayj above above 9 ppm Nitrogen Dioxide (2) Maximum 13 14 19 25 pphm, 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 dayj 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 soil -moving activities such as construction and farming. In Stockton, ten miles south of the project area, the annual average (annjal geometric mean) Tf 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 vehicles and high-temperature industrial operations, but as yet have not produced serious concentrations in the region (Shelley, 1984). AIR QUALITY 39 MPACTS AND MITIGATIONS Im act: 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 Han Lane speeds are estimated to be 30 mph during peak hour and 35 mph at other time for the various project years. The "no project" option would be seriously congested and speeds are estimated to be 20 mph at peak hour and 25 mph at other tines. The concentrations listed in 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 traffic 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 total 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 1. No Project Two Lanes 1985 12,500 ADT 1.1 0.3 2. Project Your 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% NKHC 19% NO +7% Part No 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 most sensitive to speed and therefore would benefit the most from the reduced congestion 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 itself 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. r i n s o v .. N V .•• S w w .e • �O + w! < . s C�`f +np NC g v vR A n _ i 40 a rO • r' � ti b , V • nV r ' w � +l is p w ew ' i • • w t M P � —G A • P w '+ • • v b a • 0. � 4 � �. A � b O r 6 7 , 1 � n 8 Y r r w • .� f r a • , • �. � w Y w .•. • ♦ ; •. A ;. r � a w D r as .•. a Ir A o • r r , R• ^ �. c •• C n • • o c r a` a • w e r ! s =, < 8 • C 7 � a S 1 • < M M 1 , .'. • • — • V V i V t 7 e � � � • � • r a • r s � • A 0 • •— a e o ^ � • 6 R � w , � 1 v � r n r� c � + �• r w w a 8 r o� •_ y r r �4 � a _ a6du r i n O , O o r n s o v .. N V .•• S w w .e • �O + w! < . s C�`f +np NC g v vR A n _ i 40 a rO • r' � ti b , V • r n O , O o r n s o v .. N V .•• S w w — �O w w! ►• c •• v oso 16 +np g v vR A u _ _ i 40 a rO • r' � ti n O , O o r u Fj N s .p v .. N V .•• r� .r — �O yy O �- O ►• c •• v oso 16 v g v vR A u _ _ i 40 a rO • r' � ti b , V • r u Fj N s .p • � Y r • ►. 0 sp f � y N w A u Fj Improvement Project Air Quality Page < carbon monoxide, like osldont, is also heavily dependent upon both etch/tie emissions wed weather. NoWrvtr, no eaceedancea of the either the 9 "a b -sofa &"lost stsndard or the 20 ►p 1 -hour standard have been recorded recently is Lodi. loth oxidant and C0 have Men reduced significantly by improved estraioo controls as now automobiles in the past decade. Total suspended particulates are produced by vehicles, heavy industry, and soil -moving ectivttlr: 111Kh as construttioa and farslng. Is Stockton, ten miles south of the project at". the annual average (annual geometric mesti) TSP coaceatratios has been consistently above the 60 ug/a3 ambient stasdard. The daily average standard of 100 ug/aI was also exceeded on over 3A2 the days tested in 1990, and .,ver 20% of the days is both 1961 and 1492. Sulfur dloxide is primarily asaoctoted with chemical and refining lndustries. and is not a probles in San Joaquin County. The superior conttr.ls required on chemical process plants are '.rgely responsible tot this achtevvment. Nitrogen oxides ate produced heavily by vehicles and high-temperature industrial operations, but as yet have not produced serious concentrations in the region. Has Lane Improvement Project Air Quality I1. POTEP(TiAL All QUALITY IMPACTS Of PROJECT A. Sensitive Receptor Locations Page S The sir quality impacts or benefits of the Nam Lase Improvemeat Project would be felt most directly on the properties along the improved section. A majority of the propertles along the project are restdeettal, with a church and a few commercial land mass making up the remainder. The extent of the choose in local vehicle- related pollutants is evaluated in :he following sectioms. 6. Data and Methodology vehicles are responsible for the emission of a number of )oilutants -- hydrocarbons, particulates. 1102. and others. The most widely -used .adication of •ehlcular emissions impact is to model concentrations of carbon monoxide ((:O) at nearby sensitive receptor locations. Roadside CO c�acentrstioss are directly related to the number of vehicle trips on nearby streets. and to the average vehicle emission rate. Noweter, average eaissloas decrease as averase speed incleasea. The actual Conclalratttins at the receptors are detersined by the speed and direction of the wind. and the temperature layers to the lower atmosphere. Atmospheric conditions control the mixing, diffusion, and trasspott of the pollutants after then are emitted. The model used for this study (Ref. 4) is based upon standard Gaussian line source diffusion relationships develoMrd by Turret (Ref. S) and others. Horst -use assumptions include vety poor atmospheric conditions (wind speeds of 1 to I meters per second and low temperature inversion height), which occur on numerous occasions each year in the area. Aciadside concentrations of CU have been computed for both peak -tour and maximum eight-hour traffic conditio.0 on Has Lane, at a d1Stdace of 40 Nam lane Improvoment Project Air Quality Page 6 feet (rum the middle of the road (about the middle 3f the average yard). (lfatance is not a significant air quality factor, however, since coocestratiose decrease eery slowly as distance increases. Composite vehicle emission factors are from the Air Resources board MAC program (oaf. 6). C. Project Traffic Impacts The latest of the ptoject is to improve the flow of traffic on Nos (Ane by providing four traffic lanes and therefore more capacity. As higher average speeds are achieved through less- congested traffic flow, air quality emissions and impacts would be lower on Nae Lane and on selghboring streets. However, lower emissions per vehicle would be offset somewhat by anticipated imcreases In vehicle volumes in future years. Since no new trips are being generated by the project, the total number to the area will stay the sone. Roodstde CO concentrations were modeled for two No -Project cases and two Project uses for comparison, based upon different lane configurations and traffic volumes: Case 1 Yo -Project, two lanes. 1985. AUT of 12,5110. Case 2 Project. four lanes. 1995. AOT of 20.300. Case 3 1 Project, tour lanes. 2W5. AUT of 25,300. Case 4 : No -Project, two lanes, .005. AUT of 25,300. Avttaae Item Lane speeds are estimated to be 30 mph during peak hour and 33 mph at other times for Cases 1. Z. and 3. Case a would he scriousl. Congested. and speeds are tsttmeteA to be 20 mph at peak hour and 2S mph at other times. Traffic projections are from the project traffic stud[ bi TAM Transportation Consultants. Sacramento. Exhibit 2 compares t roadside eonceatrat tons for the most significant cases. Other cases no evaluated would produce smaller changes In roadside CO concentrations. Has lane Improvement Project Air Quality Pro* 7 Exhibit 2 - Now Lane Project CO Concentrations (ppm) CASE ECAC I t NIGH 4 HL 1. No-Projoct. 1965 1.1 0.3 2. Project. 1995 1.3 0.4 3. Project, 2003 1.6 0.5 A. No -Project, 2005 2.0 1.0 It should be noted that the Exhibit 2 concentrations are based only upon vehicles on Now Lane. The total CO concentration would include a variable background concentration of from 1 to S ppm from other vehicular emissions and sources in the area. The modeled concentrations show the effects of the gradual increase of traffic volume" to Cases 1, 2 and 3. Case R concontratto:is are caused by contest["" and low ■peeds -itis only two trafrtc lanes. Neither the state :0 ppe peak hour standard not the 9 ppm eight hour standard are threatened h? the Liam Lane traffic in any case. The project would be expected to reduce alight!% local CO concentrations relative to a two-lane road. A. Overall Project Impacts Another war to evaluate the potential Impact of the Nes lane Irprovement Project to to estimate the overall change in venicular em a stuns produced by the project. The total emissions produced by a grnrp of vehicles depends upon the Dumber. of trips, the trip length, and the average %Pored. Since the total number of trips and trip length are not changed bt the project, the average speed is the ones variable which affects total emissions. bssed upon as estimated nights average speed (2S mph S. 35 mph) with project tasplementation, total emissions on has Lane mould be as shown in Exhibit 3. Has LAne Improvement Project Air Quality Page 8 Exhibit ) - CHANGES IN HAM LANE VEHICLE DIISSIONS 0 M IQ PA Project Cheap -28 S -19 2 ♦7 2 no chs The Exhibit i analysis is derived from the average asissions !actors listed to Reference 6 for the different average speeds. Nota that porticmlate emissions are not related to speed, and that as speed lacreeeas. oxides of altropn are slightly increased, white, is opposite to OD end ono-methese hydrocarbons. The CO pollutant is the soot sensitive to speed. and therefore would benefit the most from the reduced congestion offered by the four lanes. E. Potential Construction impacts During the grading aed construction Fhase, dust say be produced. particularly during the dry months of the year. Particulate generation can be slaisixed by stanoard sprinkling procedures on dusty working areas at least once a day. 1I1. Project Mitigation Measures This project would appear to have a net benefit to the local air duality and therefore does not require Mitigation. Increasing &%erase vehicle speed. by increasing the number of traftic lanes on consested rout*$. Is itself an &It gualitJ Mitigation measure recommended on some types of projects to offset increasing trip volumes. AIR gJALITT REFERi> M CLIMATOlACY 1. Felton. E.L.. California's Many Cla*tes. P., iflc Books, Palo Alto. 1965. 2. Station Climatic Summaries. U. S. xa.41 .leather Service Environmental Detachment. Asheville. N.C. LIN QUALITY 1. Gtlilornl Air lit �. Annual sustrrtes of station air quality data, echniu rvices Division. California Air Resources Board. Sacramento. MODELING t. Cutdellaes.tor Air lit+ IDPOC1 st of Pr . B%AQMD (then ), ane 9 and updates. S. Turner. D. Bruce, tiorkAook 0 A mos rl Dia rston Esti:.ates. AP -26. U.S. Environmental Agency. 1970. 6. 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