Maywood City Council
March 27, 2024

Draft Initial Study and Mitigated Negative Declaration
Slauson Avenue and Atlantic Boulevard Congestion Relief Improvements

4.0 Impact Analysis

4.55 c) Does the project have possible environmental effects which are individually limited, but cumulatively considerable? (Less Than Significant Impact) A significant impact may occur if the Project, in conjunction with related projects, would result in impacts that are less than significant when viewed separately but would be significant when viewed together.

When considering the proposed Project in combination with other past, present, and reasonably foreseeable future projects in the vicinity of the Project site, the proposed Project does not have the potential to cause impacts that are cumulatively considerable. As discussed in Sections 4.1 through 4.20 of this IS/MND, no environmental effects were identified as having any potentially significant impacts after mitigation measures were incorporated. As such, no environmental factors or effects were found to cause a substantial adverse effect on human beings, either directly or indirectly. Therefore, impacts would be less than significant, and no mitigation measures are required beyond those already identified in the IS/MND.

Draft Initial Study and Mitigated Negative Declaration
Slauson Avenue and Atlantic Boulevard Congestion Relief Improvements

5.0 List of Preparers

5.1 5.0 List of Preparers

5.1 City of Maywood
Steve Fowler .............................................................................................. Director of Building and Planning

5.2 Stantec Consulting Services Inc.

Mohammad Heiat, PE..............................................................................................Principal, Transportation Jeff Wilkerson, PE................................................................................................................ Project Manager David Lew, PE......................................................................................................Associate Project Engineer Gilberto Ruiz ............................................................................................... Principal Environmental Planner Michael Weber ........................................................................................................Senior Principal Scientist Brian Goss, EIT.................................................................................................................Associate Scientist Briette Shea ...............................................................................Air Quality and Climate Change Consultant Jared Varonin..................................................................................................................... Principal Biologist Hannah Hart..........................................................................................................................Project Biologist Ben Kerridge ..................................................................................................... Paleontologist/Archaeologist Emily Rinaldi-Williams..................................................................................................Architectural Historian Alyssa Bell................................................................................................................. Principal Paleontologist Lewis Simons, PEG ..........................................................................................................Principal Geologist Stephanie Slater....................................................................................................................Project Scientist Lewis Simons ........................................................................................................ Senior Principal Geologist Keith Rutherfurd, TE .....................................................................................................Principal Engineering Tracie Ferguson................................................................................................. Senior Associate, Acoustics Danny Law ...................................................................................................................................GIS Analyst Tim Jones, MA, RPA.................................................................................................. Principal Archaeologist Ben Kerridge ..................................................................................................... Paleontologist/Archaeologist Sylvia Langford ...............................................................................Technical Editor/Document Accessibility Iris Eschen.....................................................................................................Document Production Manager

Draft Initial Study and Mitigated Negative Declaration
Slauson Avenue and Atlantic Boulevard Congestion Relief Improvements

6.0 References

6.1 6.0 References
The following references were used in part in whole to prepare this IS/MND.

1. Society of Vertebrate Paleontology. 2010. Standard procedures for the assessment and mitigation of adverse impacts to paleontological resources. Available at SVP_Impact_Mitigation_Guidelines.pdf (vertpaleo.org). Accessed on March 17, 2021.

2. U.S. Geological Survey, U.S. Quaternary Faults, U.S. Quaternary Faults (arcgis.com). Accessed on October 8, 2023.

3. California Department of Conservation, MapService for Liquefaction Zones defined under the Seismic Hazards Mapping Act of 1990, CGS Seismic Hazards Program: Liquefaction Zones | CGS Seismic Hazards Program: Liquefaction Zones | California State Geoportal. Accessed on October 8, 2023.

4. California Department of Conservation, Farmland Mapping and Monitoring Program, Search for Maps, Reports, and Data (ca.gov). Accessed on October 8, 2023.

5. California Department of Conservation, Important Farmland Finder, DLRP Important Farmland Finder (ca.gov). Accessed on October 8, 2023.

6. California Department of Forestry and Fire Protection, Fire Hazard Severity Zone Viewer, https://egis.fire.ca.gov/FHSZ/, accessed on October 8, 2023.

7. Assembly Bill AB 32 Global Warming Solutions Act of 2006.

8. California Department of Fish and Game. 2009. Protocols for Surveying and Evaluating Impacts to Special Status Native Plant Populations and Natural Communities. November 24, 2009.

Sacramento, CA.

9. CDFW (California Department of Fish and Wildlife). 2018. Protocols for Surveying and Evaluating Impacts to Special Status Native Plant Populations and Sensitive Natural Communities. State of California, California Natural Resources Agency, Department of Fish and Wildlife. March 20, 2018

10. CDFW. 2023. California Natural Diversity Database. Accessed August 2023.

11. California Environmental Quality Act as amended January 1, 2021. Sections 21000-21178 of the Public Resources Code, State of California.

12. City of Maywood General Plan (No date).

13. City of Maywood Zoning Code Map.

Draft Initial Study and Mitigated Negative Declaration
Slauson Avenue and Atlantic Boulevard Congestion Relief Improvements

6.0 References

6.2 14. CNPS (California Native Plant Society). 2023. Inventory of rare and endangered plants (online).

California Native Plant Society. Sacramento. Online: CNPS Inventory of Rare Plants | California Native Plant Society. Accessed August 2023.

15. Guidelines for California Environmental Quality Act as amended January 1, 2023. Section 15000-.

16. Municode. 2023. City of Maywood – Chapter 1 – Tree Planting and Parkway Commission.

Accessed online: Title 10 - PARKS AND RECREATION | Municipal Code | Maywood, CA | Municode Library. Accessed August 2023.

17. United States Fish and Wildlife Service. 2023. National Wetlands Inventory. https://www.fws.gov/wetlands/index.html. Accessed August 2023.

18. United States Geological Survey (USGS). 2023. National Hydrography Dataset. National Hydrography Dataset | U.S. Geological Survey (usgs.gov). Accessed August 2023.

19. GeoTracker.

20. California Department of Transportation Scenic Highway Program website, California State Scenic Highway System Map (arcgis.com). Accessed on October 8, 2023.

21. SCAQMD. 1993. CEQA Air Quality Handbook. Website: CEQA Air Quality Handbook (1993) (aqmd.gov). Accessed August 18, 2023.

22. Biological Resources Survey Memorandum, Stantec Consulting Services Inc., dated September 5, 2023.

23. Paleontological Resources Assessment, Stantec Consulting Services Inc., dated October 17, 2023.

24. Traffic Analysis Memorandum, Stantec Consulting Services Inc., dated July 21, 2022.

25. Air Quality and Greenhouse Gas Emissions Study, Stantec Consulting Services Inc., dated November 1, 2023.

26. EDR Report, Slauson Avenue and Atlantic Boulevard, June 21, 2023.

27. Noise Analysis Report, Stantec Consulting Services, Inc., dated October 31, 2023.

Draft Initial Study and Mitigated Negative Declaration
Slauson Avenue and Atlantic Boulevard Congestion Relief Improvements

APPENDIX A
Mitigation Monitoring and Reporting Program
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Appendix A Mitigation Monitoring and Reporting Program
Impacts Mitigation Measure
Responsible /
Monitoring Party
Monitoring Action or
Implementation Stage
Biological Resources
The analysis contained within Section 4.4,
Biological Resources, indicated that no specialstatus wildlife species were observed during the August 2023 field survey. It also noted that these
species were not likely to occur in the Project site.

However, the analysis did note that because of the
mobility of avian species, some species may occur
as transients within the Project site and could be
affected during both construction and operation of
the proposed Project. As such, Mitigation Measures
BIO-1 through BIO-3 were identified to address
these potentially significant impacts and with their
implementation, would reduce impacts to less than
significant.

BIO-1 Nesting Bird Surveys and Avoidance
Measures
If construction of the Project would occur during the
recognized nesting season, seasonally timed
presence/absence surveys for nesting birds shall
be conducted by a qualified biologist (February 15
through September 15); surveys for raptors shall be
conducted from January 1 through August 15. If
construction activities carry over into a second
nesting season(s) the surveys will need to be
completed annually until the Project is complete. If
construction starts prior to the start of the nesting
season, and to allow for continued construction in
that specific year, surveys will need to be done at
the start of that year’s nesting season. Each survey
event will include a minimum of three survey
events, 3 days apart (with the last survey no more
than three days prior to the start of site
disturbance), if construction is scheduled to begin
during avian nesting season surveys shall be
conducted within 500 feet of all Project activities
(where accessible).

If special-status species are observed, consultation
with U.S. Fish and Wildlife Service (USFWS) and/or
California Department of Fish and Wildlife (CDFW)
is required. If breeding birds with active nests are
found prior to or during construction, a qualified
biological monitor shall establish a 300-foot buffer
around the nest and no proposed Project activities
will be allowed within the buffer(s) until the young
have fledged from the nest or the nest fails. The
prescribed buffers may be adjusted by the qualified
biologist based on existing conditions around the
nest, planned construction activities, tolerance of
City of Maywood,
Engineering and Public
Works Department
Prior to earthmoving
activities or
construction and then
during initial ground
disturbing activities,
and periodically, as
needed thereafter.

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Impacts Mitigation Measure
Responsible /
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Monitoring Action or
Implementation Stage
the species, and other pertinent factors. The
qualified biologist shall conduct regular monitoring
of the nest to determine success/failure and to
ensure that Project activities are not conducted
within the buffer(s) until the nesting cycle is
complete or the nest fails. If construction occurs
outside of avian nesting season, only a single
presence/absence survey will be required.

BIO-2 Environmental Awareness Training
All Project personnel must attend an environmental
awareness and compliance training program prior
to working on the Project site. The training program
shall present the environmental regulations and
applicable permit conditions that the Project team
shall comply with. The training program shall
include applicable measures established for the
Project to minimize impacts to water quality and
avoid sensitive resources, habitats, and species.

Dated sign-in sheets for attendees at these
meetings shall be maintained and submitted to the
City of Maywood.

City of Maywood,
Engineering and Public
Works Department
Initial training prior to
construction and
administered as
needed, provided new
contractor/staff access
the work site area.

BIO-3 Implement Best Management Practices
Grading plans for the Project shall include the
following Best Management Practices (BMPs):
• All excavation, steep-walled holes or trenches
in excess of six inches in depth shall be
covered at the close of each working day by
plywood or similar materials or provided with
one or more escape ramps constructed of
earth dirt fill or wooden planks. Trenches will
also be inspected for entrapped wildlife each
morning prior to onset of construction activities
and immediately prior to covering with plywood
at the end of each working day. Before such
holes or trenches are filled, they will be
thoroughly inspected for entrapped wildlife.

Any wildlife discovered will be allowed to
escape before construction activities are
allowed to resume or removed from the trench
City of Maywood,
Engineering and Public
Works Department
Prior to and during
construction.

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or hole by a qualified biologist holding the
appropriate permits (if required).
• Removal/disturbance of vegetation shall be
minimized to the greatest extent feasible.
• Install and maintain appropriate
erosion/sediment control measures, as
needed, throughout the duration of work
activities.

Cultural Resources
The analysis contained in Section 4.5, Cultural
Resources, indicated that there are no recorded
archaeological historical resources in the Project
corridor, although the potential to encounter buried
archaeological deposits during construction cannot
be ruled out and as such, a mitigation measure is
required. Given this, Mitigation Measure CUL-1 was
identified and once implemented, will reduce
impacts to less than significant.

CUL-1 Cultural Materials Discovered During
Construction
Should an archaeological deposit be encountered
during Project subsurface construction activities, all
ground-disturbing activities within 25 feet shall be
redirected and a qualified archaeologist meeting the
Secretary of the Interior’s Professional
Qualifications Standards for Archeology contacted
to assess the situation, determine if the deposit
qualifies as a historical resource, consult with
agencies as appropriate, and make
recommendations for the treatment of the
discovery. If the deposit is found to be significant
(i.e., eligible for listing in the CRHR), the City shall be responsible for funding and implementing
appropriate mitigation measures. Mitigation
measures may include recording the archaeological
deposit, data recovery and analysis, and public
outreach regarding the scientific and cultural
importance of the discovery. Upon completion of
the selected mitigations, a report documenting
methods, findings, and recommendations shall be
prepared and submitted to the City for review, and
the final report shall be submitted to the SCCIC at
California State University, Fullerton. Significant
archaeological materials shall be submitted to an
appropriate local curation facility and used for future research and public interpretive displays, as
appropriate.

City of Maywood,
Engineering and Public
Works Department
Prior to construction
and grading activities.

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The City shall inform its contractor(s) of the
sensitivity of the Project area for archaeological
deposits and shall verify that the following directive
has been included in the appropriate contract
documents:
“The subsurface of the construction site may be
sensitive for Native American archaeological
deposits and associated human remains, and
historic-period archaeological deposits. If
archaeological deposits are encountered during
Project subsurface construction, all grounddisturbing activities within 25 feet shall stop and a qualified archaeologist contacted to assess the
situation and make recommendations for the
treatment of the discovery. Project personnel shall
not collect or move any archaeological materials.

Archaeological deposits can include shellfish
remains; bones; flakes of, and tools made from,
obsidian, chert, and basalt; mortars and pestles;
and historical bottles and ceramics. Contractor
acknowledges and understands that excavation or
removal of archaeological material is prohibited by
law and constitutes a misdemeanor under
California Public Resources Code, Section 5097.5.”
Geology & Soils
Section 4.7, Geology and Soils, indicated that one
geological unit contained in the Project area has a
low-to-high paleontological potential, increasing
with depth. Further, the transition from low-to-high
sensitivity is estimated to occur at depths of
approximately 10 feet below ground surface, based
upon documented fossil discoveries in the vicinity.

Because the proposed Project will require some soil
disturbance, impacts to potential paleontological
resources is considered potentially significant.

However, with the implementation of Mitigation
Measures GEO-1, GEO-2, and GEO-3, these
impacts would be reduced to less-than-significant
levels.

GEO–1 Paleontological Monitoring Program
A paleontologist meeting professional standards as
defined by Murphey et al. (2019) shall be retained
as the Project Paleontologist to oversee all aspects
of paleontological mitigation, including
paleontological monitoring of earthwork and
ground-disturbing activities into undisturbed
geologic units with high paleontological potential, to
be conducted by a paleontological monitor meeting
industry standards (Murphey et al. 2019). Within the
Project Area, older alluvium has high
paleontological potential and is present at
estimated depths of 10 feet below ground surface.

City of Maywood,
Engineering and Public
Works Department
Prior to construction
and grading and soil
removal.

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Monitoring Action or
Implementation Stage
The paleontological monitoring program shall
include development of a Paleontological
Resources Monitoring and Mitigation Plan that
outlines where and when monitoring is necessary,
on-site (full-time) paleontological monitoring of
ground disturbance over 10 feet in depth, an
unanticipated discoveries plan in the event that
fossils are encountered, and final reporting.

GEO–2 Paleontological Monitoring
The Project Paleontologist shall develop a Worker’s
Environmental Awareness Program training that
communicates requirements and procedures for the
inadvertent discovery of paleontological resources
during construction to be delivered by the
paleontologist or their designated representative to
the construction crew prior to the onset of ground
disturbance.

City of Maywood,
Engineering and Public
Works Department
Prior to construction
and grading and soil
removal.

GEO–3 Inadvertent Discoveries
In the event that paleontological resources are
encountered during construction activities, all work
must stop in the immediate vicinity of the finds while
the paleontological monitor documents the find. The
designated Project Paleontologist shall assess the
find. Should the Project Paleontologist assess the
find as significant, the find shall be collected and
curated in an accredited repository along with all
necessary associated data and curation fees.

City of Maywood,
Engineering and Public
Works Department
Prior to construction
and grading and soil
removal.

Noise
Section 4.13, Noise indicates that construction
noise would be short-term and intermittent.

Furthermore, the implementation of Mitigation
Measure NOI-1 would follow the recommendations
within the 2018 FTA Transit Noise and Vibration
Assessment Manual to help achieve the City of
Maywood Municipal Code construction noise limits.

Therefore, impacts from construction noise would
be less than significant with mitigation incorporated.

NOI-1: Construction Activity
Implementation of the following mitigation plan is
required to reduce the potential construction period
noise impacts for all Grading/Excavation work
within 510 feet, all Drainage/Utilities/Sub-Grade
work within 384 feet, and all Paving work within 250
feet of residential property:
• Follow the construction time restrictions as
listed in Section 5-23.11 “Exemptions,”
Paragraph (c) in the City of Maywood Municipal
Code as much as possible.

City of Maywood,
Engineering and Public
Works Department
During construction
activities
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• Follow the construction noise mitigation
measures listed in Step 5 within Section 7.1
“Construction Noise Assessment” in the FTA
2018 Transit Noise and Vibration Impact
Assessment Manual document as feasible.
• Site equipment as far away from noisesensitive sites as possible. • Combine noise operations to occur in the
same time period. The total noise level
produced will not be substantially greater
than the level produced if the operations
were performed separately.
• Avoid nighttime activities (around
residential receptors as much as
possible). Sensitivity to noise increases
during the nighttime hours in residential
neighborhoods.
• Use specifically quieted equipment, such
as properly working mufflers on all
engines.
• Develop a noise mitigation plan that will be
developed later when detailed information
is available to make final decisions on all
specific mitigation measures. The
objective of the plan will be to minimize
construction noise using all reasonable
(e.g., cost vs. benefit) and feasible (e.g.,
possible to construct) means available.

Post a construction site notice that includes the
following information: permit number, name and
phone number of the contractor, hours of
construction allowed by code or any discretionary
approval for the work, and City telephone numbers
where violations can be reported. The notice shall
be displayed in a location that is readily visible to
the public.

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Monitoring Action or
Implementation Stage
Tribal Cultural Resources
A review of the California Historical Resources
Information System database did not identify
recorded tribal cultural resources. However, the
NAHC noted that the records search was
considered “negative” for Native American and
tribal cultural resources.

As part of its AB 52 consultation requirements, on
October 19, 2023, the City sent out letters via
certified mail to eleven tribal representatives
identified by the NAHC making them aware of the
proposed Project. The City provided the Tribes 30
days in which to request consultation on the
Project’s potential impacts to tribal cultural
resources. The following Tribes were contacted:
• Gabrieliño Band of Missi–on Indians - Kizh
Nation
• Gabrieliño / Tongva San Gabriel Band of
Mission Indians
• Gabrieliño / Tongva Nation
• Gabrieliño / Tongva Indians of California Tribal
Council
• Gabrieliño / Tongva Tribe
• Santa Rosa Band of Cahuilla Indians
• Soboba Band of Luiseño Indians
Of the Tribes contacted by the City, one Tribe
(Gabrieliño Band of Miss–on Indians - Kizh Nation)
has requested consultation. This consultation
occurred on January 30, 2024, via e-mail, in lieu of
in-person, per the Tribe’s request. In its e-mail
consultation, the Tribe provided the City with
information and documentation relative to the
Tribe’s ancestral connection with the area and
affirmed they are the lineal descendants to the
villages within and around the area of the proposed
Project. The Tribe also noted that subsurface
activities could have the potential to affect Tribal
Cultural Resources (TCR) and indicated that this
has been the case for past activities in the area.

The Tribe also provided the City with historical
TCR-1 Retain a Native American Monitor Prior to
Commencement of Ground-Disturbing Activities
A. The project applicant/lead agency shall retain a
Native American Monitor from or approved by the
Gabrieleño Band of Mission Indians – Kizh Nation.

The monitor shall be retained prior to the
commencement of any “ground-disturbing activity”
for the subject project at all project locations (i.e., both on-site and any off-site locations that are
included in the project description/definition and/or
required in connection with the project, such as
public improvement work). “Ground-disturbing
activity” shall include, but is not limited to,
demolition, pavement removal, potholing, auguring,
grubbing, tree removal, boring, grading, excavation,
drilling, and trenching.

B. A copy of the executed monitoring agreement
shall be submitted to the lead agency prior to the
earlier of the commencement of any grounddisturbing activity, or the issuance of any permit necessary to commence a ground-disturbing
activity.

C. The monitor will complete daily monitoring logs
that will provide descriptions of the relevant grounddisturbing activities, the type of construction activities performed, locations of ground-disturbing
activities, soil types, cultural-related materials, and any other facts, conditions, materials, or discoveries
of significance to the Tribe. Monitor logs will identify and describe any discovered TCRs, including but
not limited to, Native American cultural and
historical artifacts, remains, places of significance,
etc., (collectively, tribal cultural resources, or
“TCR”), as well as any discovered Native American
(ancestral) human remains and burial goods.

Copies of monitor logs will be provided to the
project applicant/lead agency upon written request
to the Tribe.

City of Maywood,
Engineering and Public
Works Department
Prior to construction
and grading and soil
removal.

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Monitoring Action or
Implementation Stage
resources attesting to the sensitivity of the area, its cultural significance and the high amount of prehistoric human activity that occurred there. The Tribe also noted that TCR objects are found in both
disturbed and undisturbed soils. Therefore,
documentation containing information related to
whether the “original” soils are present on-site is an
important consideration in their analysis of TCRs.

As such, in the absence of documentation or if it is
known that the original soils are still present within
the project footprint, the creation of protective
measures are required. The Tribe provided the City
with recommended mitigation measures and which
are noted below. With the implementation of the
mitigation measures noted below (TCR-1, TCR-2,
and TCR-3), impacts would be less than significant
with mitigation incorporated.

D. On-site tribal monitoring shall conclude upon the
latter of the following (1) written confirmation to the Kizh from a designated point of contact for the
project applicant/lead agency that all grounddisturbing activities and phases that may involve ground-disturbing activities on the project site or in
connection with the project are complete; or (2) a
determination and written notification by the Kizh to
the8rojectt applicant/lead agency that no future,
planned construction activity and/or
development/construction phase at the project site
possesses the potential to impact Kizh TCRs.

TCR-2: Unanticipated Discovery of Tribal
Cultural Resource Objects (Non-Funerary/NonCeremonial) A. Upon discovery of any TCRs, all construction
activities in the immediate vicinity of the discovery
shall cease (i.e., not less than the surrounding 50
feet) and shall not resume until the discovered TCR
has been fully assessed by the Kizh monitor and/or
Kizh archaeologist. The Kizh will recover and retain
all discovered TCRs in the form and/or manner the
Tribe deems appropriate, in the Tribe’s sole
discretion, and for any purpose the Tribe deems
appropriate, including for educational, cultural
and/or historic purposes.

City of Maywood,
Engineering and Public
Works Department
Prior to construction and
grading and soil
removal.

TCR-3: Unanticipated Discovery of Human
Remains and Associated Funerary or
Ceremonial Objects
A. Native American human remains are defined in
PRC 5097.98 (d)(1) as an inhumation or cremation,
and in any state of decomposition or skeletal
completeness. Funerary objects, called associated
grave goods in Public Resources Code Section
City of Maywood,
Engineering and Public
Works Department
Prior to construction and
grading and soil
removal.

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Implementation Stage
5097.98, are also to be treated according to this
statute.

B. If Native American human remains and/or grave
goods are discovered or recognized on the project
site, then Public Resource Code 5097.9 as well as
Health and Safety Code Section 7050.5 shall be
followed.

C. Human remains and grave/burial goods shall be
treated alike per California Public Resources Code
section 5097.98(d)(1) and (2).

D. Preservation in place (i.e., avoidance) is the
preferred manner of treatment for discovered
human remains and/or burial goods.

E. Any discovery of human remains/burial goods
shall be kept confidential to prevent further
disturbance.

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APPENDIX B
Traffic Analysis Memorandum
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Memo
lc u:\2042639600\traffic_trans\reports\los_evaluation-july_2022\mem_slauson_atlantic_lt_storage-20220721.docx To: Ziad Mazboudi From: Cathy Lawrence
Transtech
13367 Benson Avenue
Chino CA 91710
38 Technology Drive
Irvine CA 92618
File: 2042639600 Date: July 21, 2022
Reference: Slauson Avenue and Atlantic Boulevard Left-Turn Storage Evaluation Summary The I-710 Corridor Project would widen the freeway mainline and modernize the design of freeway and arterial interchanges to improve air quality, improve traffic safety, and accommodate future traffic growth in the region. Traffic forecasts show that the I-710 Corridor Project would result in a substantial increase in the peak hour eastbound left-turn and northbound left-turn traffic volumes at the intersection of Slauson Avenue and Atlantic Boulevard in the City of Maywood. Improvements to the Slauson Avenue and Atlantic Boulevard intersection are planned to accommodate the additional peak hour left-turn traffic. Those improvement plans include widening of the west leg and south leg to accommodate dual left-turn lanes at the intersection.

Stantec Consulting Services Inc. has performed an evaluation of the left-turn storage requirement for the eastbound and northbound left-turn pockets at the intersection of Slauson Avenue and Atlantic Boulevard in support of the intersection improvement design.

METHODOLOGY
Future 2035 volumes were obtained from the environmental documentation prepared for the I-710 Corridor Project (I-710 Corridor Project EIR/EIS Intersection Traffic Impact Analysis Report, LSA, January 2012).

Figure 1 illustrates the existing and future geometrics and peak hour volumes at the intersection of Slauson Avenue and Atlantic Boulevard.

Queue lengths were estimated based on both the intersection capacity utilization (ICU) methodology and the Highway Capacity Manual (HCM) methodology. Traffix, Synchro 11, and SimTraffic intersection analysis software packages were used to estimate the queue lengths based on the HCM methodology. These three software programs produced a range of queue lengths based on HCM methodology.

The analysis assumed 120 second cycle length at the intersection, random arrivals, and minimum pedestrian walk times. Adjustments to the cycle length and traffic platooning from coordination of the signals along Slauson Avenue would result in differing queue lengths.

EVALUATION RESULTS
The level of service at the intersection under the existing, future without improvements, and future with improvements are summarized in Table 1.

Table 1 Slauson Avenue and Atlantic Boulevard LOS Summary Analysis
Methodology
Existing (May 2022)
2035 Without Planned
Improvements
2035 With Planned
Improvements
AM Mid-Day PM AM Mid-Day PM AM Mid-Day PM
ICU 0.72/C 0.64/B 0.78/C 0.81/D 0.75/C 1.04/F 0.61/B 0.60/A 0.79/C HCM Delay (sec/veh) 32.9/C 30.9/C 34.3/C 32.5/C 31.2/C 55.2/E 38.3/D 38.0/D 48.0/D Bold = LOS E or F
sec/veh = seconds/vehicle
() Stantec
Design with community in mind

July 21, 2022
Ziad Mazboudi

Reference: Slauson Avenue and Atlantic Boulevard Left-Turn Storage Evaluation Summary lc u:\2042639600\traffic_trans\reports\los_evaluation-july_2022\mem_slauson_atlantic_lt_storage-20220721.docx Table 2 summarizes the expected queues based on the ICU and HCM methodologies. Without the planned intersection improvements, the eastbound and northbound left-turn queues would extend past the adjacent intersections to the west and south, respectively.

With the proposed eastbound and northbound dual left-turn lanes, based on the ICU and HCM methodologies, the maximum eastbound left-turn queue length occurs during the PM peak hour and would vary from 240 feet per lane to a conservative 350 feet per lane (total of 700 feet). Similarly, the maximum northbound left-turn queue would vary from 165 feet per lane to 220 feet per lane (total 440 feet).

If unlimited space was available for the design of the turn pockets, then dual eastbound turn pocket length of 350 feet plus 120-foot transition and dual northbound turn pocket length of 220 feet plus 120-foot transition would be sufficient to accommodate the 95th percentile queues. However, the lengths of the turn pockets are constrained by the location of adjacent turn pockets. The westbound left-turn pocket into the shopping center west of the intersection limits the length of the eastbound turn pocket at Atlantic Boulevard to approximately 240 feet, and the southbound left-turn pocket at E. 59th Place south of the intersection limits the northbound turn pocket at Slauson Avenue to approximately 160 feet. Consequently, there may be brief periods during the peak hours when vehicles extend out of the turn pockets.

CONCLUSIONS
The future increase in eastbound and northbound left-turn peak hour volumes at Slauson Avenue and Atlantic Boulevard require improvements at the intersection. With the existing lane configuration, the intersection would operate at LOS E or F during the PM peak hour under future 2035 conditions. Dual left-turn lanes eastbound and northbound are proposed which would result in LOS D or better during the peak hours. Based on estimated peak hour queues, the maximum eastbound left-turn queue length would vary from 240 feet per lane to a conservative 350 feet per lane, and the maximum northbound left-turn queue would vary from 165 feet per lane to 220 feet per lane.

Based on physical limitations, the maximum eastbound dual left-turn pocket would be approximately 240 feet in length. The maximum northbound dual left-turn pocket would be approximately 155 feet. There may be times during the peak hours when the left-turn queues exceed the available turn pocket length.

Stantec Consulting Services Inc.

Cathy Lawrence PE Keith Rutherfurd PE
Transportation Engineer Principal, Community Development Phone: 949 923 6064 949 923-6952
[email protected] [email protected] Attachment: Figure 1 Slauson Avenue and Atlantic Boulevard Existing and Future Conditions Table 1 Queue Length Analysis Summary
ICU & HCM Calculations
c. file
)U,,p~
Des,g., with comMunily 1n rrhd

LOS ANGELES RIVER

SLAUSON

ATLANTIC
I-710

PROJECT
SITE
Slauson Avenue and Atlantic Boulevard Existing and Future Conditions Figure 1

´

SLAUSON AVENUE AND ATLANTIC BOULEVARD

LEFT-TURN POCKET LENGTH EVALUATION

EXISTING VOLUMES
2035 VOLUMES
AM Peak Hour Mid-Day Peak Hour PM Peak Hour
AM Peak Hour Mid-Day Peak Hour PM Peak Hour
Future Geometrics
Existing Geometrics

SLAUSON ATLANTICSLAUSON ATLANTICSLAUSON ATLANTIC

SLAUSON ATLANTICSLAUSON ATLANTICSLAUSON ATLANTIC

SLAUSON ATLANTIC

SLAUSON ATLANTIC
II
CX)Ol~
~~" ~ 91
111 -796
fl l ~ .----102
375 ---3"- f. t ,+ 510- I I
165----. Rgg
NLO
207 ---3"- f. t ,+
811- I I
1 5 4 ----., (!) ro st N~Ol ~LO
51 5 ---3"- f. t ,+ 245- I I
415----., LOOO
OlOl~
NN~

July 21, 2022
Ziad Mazboudi

Reference: Slauson Avenue and Atlantic Boulevard Left-Turn Storage Evaluation Summary lc u:\2042639600\traffic_trans\reports\los_evaluation-july_2022\mem_slauson_atlantic_lt_storage-20220721.docx Table 2 Slauson Avenue and Atlantic Boulevard Queue Length Analysis Summary – Queue in Feet per Lane
Analysis
Methodology
Existing (May 2022)
2035 Without Planned
Improvements
2035 With Planned
Improvements
AM Mid-Day PM AM Mid-Day PM AM Mid-Day PM
ICU
EBL -- -- -- -- -- -- 190 ft 165 ft 240 ft
NBL -- -- -- -- -- -- 150 ft 125 ft 165 ft
Traffix HCM
EBL 148 ft 158 ft 165 ft 392 ft 246 ft 820 ft 205 ft 165 ft 349 ft NBL 110 ft 104 ft 108 ft 228 ft 155 ft 460 ft 160 ft 114 ft 219 ft Synchro 11 HCM1

EBL 168 ft 208 ft 190 ft 348 ft 268 ft 580 ft 250 ft 210 ft 325 ft NBL 110 ft 90 ft 83 ft 233 ft 130 ft 295 ft 193 ft 133 ft 213 ft SimTraffic HCM
EBL 207 ft 195 ft 210 ft 195 ft2 191 ft2 171 ft2 263 ft 233 ft 304 ft NBL 178 ft 142 ft 173 ft 169 ft2 161 ft2 149 ft2 206 ft 193 ft 193 ft 1 Analysis results converted from number of vehicles per lane to feet per lane based on 25 feet/vehicle. 2 Maximum left turn queues without improvements are shorter than queues with improvements since adjacent lane queues prevent vehicles from entering turn pocket.

Notes:

Cycle length 120 seconds
EBL = eastbound left
NBL = northbound left
Bold = maximum estimated queue length

I I I I I I

I I I I I I I

I I I I I I I

I I I I I I I

I I I I I I I

I I I I I I I

I I I I I I I

I I I I I I I

I I I I I I I
Design with community in mind

Intersection Capacity Utilization (ICU)
A.1

INTERSECTION CAPACITY UTILIZATION

CALCULATION WORKSHEET
INTERSECTION: Atlantic Blvd. (N/S) and Slauson Ave. (E/W) - City of Maywood CONDITION: Tuesday May 10, 2022 - no Project DATE: 21-Jul-22

INTERSECTION CAPACITY UTILIZATION (ICU) ANALYSIS

MOVEMENT LANES
SAT.

CAPACIT VOLUME V/C
(C) AM PM AM PM
NL 1 1600 145 126 0.09 * 0.08 *
NT 2 3200 655 518 0.20 0.16
NR 1 1600 166 94 0.10 0.06
SL 1 1600 71 76 0.04 0.05
ST 2 3200 509 743 0.16 * 0.23 *
SR 1 1600 168 119 0.11 0.07
EL 1 1600 191 207 0.12 * 0.13 *
ET 2 3200 878 811 0.27 0.25
ER 1 1600 121 154 0.08 0.10
WL 1 1600 102 145 0.06 0.09
WT 2 3200 796 772 0.25 * 0.24 *
WR 1 1600 91 73 0.06 0.05
CLEARANCE 0.10 0.10

CRITICAL RIGHT - -
ICU 0.72 0.78

LOS C C
NOTE:

ICU is the sum of critical movements denoted by an asterisk (*) plus critical right-turn value if any.

U:\2042639600\traffic_trans\analysis\icu\[slauson_atlantic.xls]2035 - I-710-np-midday A.2

INTERSECTION CAPACITY UTILIZATION

CALCULATION WORKSHEET
INTERSECTION: Atlantic Blvd. (N/S) and Slauson Ave. (E/W) - City of Maywood CONDITION: Tuesday May 10, 2022 - no Project DATE: 21-Jul-22

INTERSECTION CAPACITY UTILIZATION (ICU) ANALYSIS

MOVEMENT LANES
SAT.

CAPACIT VOLUME V/C
(C) -- MIDDAY -- MIDDAY
NL 1 1600 0 144 0.00 * 0.09 *
NT 2 3200 0 426 0.00 0.13
NR 1 1600 0 93 0.00 0.06
SL 1 1600 0 92 0.00 0.06
ST 2 3200 0 474 0.00 * 0.15 *
SR 1 1600 0 126 0.00 0.08
EL 1 1600 0 228 0.00 * 0.14 *
ET 2 3200 0 477 0.00 0.15
ER 1 1600 0 149 0.00 0.09
WL 1 1600 0 129 0.00 0.08
WT 2 3200 0 522 0.00 * 0.16 *
WR 1 1600 0 80 0.00 0.05
CLEARANCE 0.10 0.10

CRITICAL RIGHT - -
ICU 0.10 0.64

LOS A B
NOTE:

ICU is the sum of critical movements denoted by an asterisk (*) plus critical right-turn value if any.

U:\2042639600\traffic_trans\analysis\icu\[slauson_atlantic.xls]2035 - I-710-np-midday A.3

INTERSECTION CAPACITY UTILIZATION

CALCULATION WORKSHEET
INTERSECTION: Atlantic Blvd. (N/S) and Slauson Ave. (E/W) - City of Maywood CONDITION: 2035 (I-710 Build) - no Project DATE: 21-Jul-22

INTERSECTION CAPACITY UTILIZATION (ICU) ANALYSIS

MOVEMENT LANES
SAT.

CAPACIT VOLUME V/C
(C) AM PM AM PM
NL 1 1600 270 295 0.17 * 0.18 *
NT 2 3200 580 290 0.18 0.09
NR 1 1600 30 110 0.02 0.07
SL 1 1600 40 235 0.03 0.15
ST 2 3200 415 725 0.13 * 0.23 *
SR 1 1600 250 240 0.16 0.15
EL 1 1600 375 515 0.23 * 0.32 *
ET 2 3200 510 245 0.16 0.08
ER 1 1600 165 415 0.10 0.26
WL 1 1600 45 55 0.03 0.03
WT 2 3200 575 660 0.18 * 0.21 *
WR 1 1600 55 20 0.03 0.01
CLEARANCE 0.10 0.10

CRITICAL RIGHT - -
ICU 0.81 1.04

LOS D F
NOTE:

ICU is the sum of critical movements denoted by an asterisk (*) plus critical right-turn value if any.

U:\2042639600\traffic_trans\analysis\icu\[slauson_atlantic.xls]2035 - I-710-np-midday A.4

INTERSECTION CAPACITY UTILIZATION

CALCULATION WORKSHEET
INTERSECTION: Atlantic Blvd. (N/S) and Slauson Ave. (E/W) - City of Maywood CONDITION: 2035 (I-710 Build) - no Project DATE: 21-Jul-22

INTERSECTION CAPACITY UTILIZATION (ICU) ANALYSIS

MOVEMENT LANES
SAT.

CAPACIT VOLUME V/C
(C) -- MIDDAY -- MIDDAY
NL 1 1600 0 190 0.00 * 0.12 *
NT 2 3200 0 440 0.00 0.14
NR 1 1600 0 40 0.00 0.03
SL 1 1600 0 55 0.00 0.03
ST 2 3200 0 550 0.00 * 0.17 *
SR 1 1600 0 200 0.00 0.13
EL 1 1600 0 310 0.00 * 0.19 *
ET 2 3200 0 375 0.00 0.12
ER 1 1600 0 190 0.00 0.12
WL 1 1600 0 85 0.00 0.05
WT 2 3200 0 545 0.00 * 0.17 *
WR 1 1600 0 70 0.00 0.04
CLEARANCE 0.10 0.10

CRITICAL RIGHT - -
ICU 0.10 0.75

LOS A C
NOTE:

ICU is the sum of critical movements denoted by an asterisk (*) plus critical right-turn value if any.

U:\2042639600\traffic_trans\analysis\icu\[slauson_atlantic.xls]2035 - I-710-np-midday A.5

INTERSECTION CAPACITY UTILIZATION

CALCULATION WORKSHEET
INTERSECTION: Atlantic Blvd. (N/S) and Slauson Ave. (E/W) - City of Maywood CONDITION: 2035 (I-710 Build) - with Project DATE: 21-Jul-22

INTERSECTION CAPACITY UTILIZATION (ICU) ANALYSIS

MOVEMENT LANES
SAT.

CAPACIT VOLUME V/C
(C) AM PM AM PM
NL 2 3200 270 295 0.08 * 0.09 *
NT 2 3200 580 290 0.18 0.09
NR 1 1600 30 110 0.02 0.07
SL 1 1600 40 235 0.03 0.15
ST 2 3200 415 725 0.13 * 0.23 *
SR 1 1600 250 240 0.16 0.15
EL 2 3200 375 515 0.12 * 0.16 *
ET 2 3200 510 245 0.16 0.08
ER 1 1600 165 415 0.10 0.26
WL 1 1600 45 55 0.03 0.03
WT 2 3200 575 660 0.18 * 0.21 *
WR 1 1600 55 20 0.03 0.01
CLEARANCE 0.10 0.10

CRITICAL RIGHT - -
ICU 0.61 0.79

LOS B C
NOTE:

ICU is the sum of critical movements denoted by an asterisk (*) plus critical right-turn value if any.

U:\2042639600\traffic_trans\analysis\icu\[slauson_atlantic.xls]2035 - I-710-np-midday A.6

INTERSECTION CAPACITY UTILIZATION

CALCULATION WORKSHEET
INTERSECTION: Atlantic Blvd. (N/S) and Slauson Ave. (E/W) - City of Maywood CONDITION: 2035 (I-710 Build) - with Project DATE: 21-Jul-22

INTERSECTION CAPACITY UTILIZATION (ICU) ANALYSIS

MOVEMENT LANES
SAT.

CAPACIT VOLUME V/C
(C) -- MIDDAY -- Mid-Day
NL 2 3200 0 190 0.00 * 0.06 *
NT 2 3200 0 440 0.00 0.14
NR 1 1600 0 40 0.00 0.03
SL 1 1600 0 55 0.00 0.03
ST 2 3200 0 550 0.00 * 0.17 *
SR 1 1600 0 200 0.00 0.13
EL 2 3200 0 310 0.00 * 0.10 *
ET 2 3200 0 375 0.00 0.12
ER 1 1600 0 190 0.00 0.12
WL 1 1600 0 85 0.00 0.05
WT 2 3200 0 545 0.00 * 0.17 *
WR 1 1600 0 70 0.00 0.04
CLEARANCE 0.10 0.10

CRITICAL RIGHT - -
ICU 0.10 0.60

LOS A A
NOTE:

ICU is the sum of critical movements denoted by an asterisk (*) plus critical right-turn value if any.

U:\2042639600\traffic_trans\analysis\icu\[slauson_atlantic.xls]2035 - I-710-np-midday A.7

HCM Methodology - Traffix
A.8

Existing - AM Fri Jul 1, 2022 16:43:25 Page 1-1
-------------------------------------------------------------------------------- Slauson Ave & Atlantic Blvd
Improvements Evaluation
-------------------------------------------------------------------------------- Scenario Report
Scenario: Existing - AM
Command: Existing Counts
Volume: Existing - AM
Geometry: No-Project (Existing)
Impact Fee: Default Impact Fee
Trip Generation: Default Trip Generation
Trip Distribution: Default Trip Distribution
Paths: Default Path
Routes: Default Route
Configuration: Default Configuration
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.9

Existing - AM Fri Jul 1, 2022 16:43:25 Page 2-1
-------------------------------------------------------------------------------- Slauson Ave & Atlantic Blvd
Improvements Evaluation
-------------------------------------------------------------------------------- Impact Analysis Report
Level Of Service
Intersection Base Future Change
Del/ V/ Del/ V/ in
LOS Veh C LOS Veh C
# 70 Atlantic & Slauson C 32.9 1.075 C 32.9 1.075 + 0.000 D/V Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.10

Existing - AM Fri Jul 1, 2022 16:43:25 Page 3-1
-------------------------------------------------------------------------------- Slauson Ave & Atlantic Blvd
Improvements Evaluation
-------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Base Volume Alternative)
******************************************************************************** Intersection #70 Atlantic & Slauson
******************************************************************************** Cycle (sec): 120 Critical Vol./Cap.(X): 1.075
Loss Time (sec): 12 Average Delay (sec/veh): 32.9
Optimal Cycle: 93 Level Of Service: C
******************************************************************************** Street Name: Atlantic Slauson
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Prot+Permit Prot+Permit Prot+Permit Prot+Permit Rights: Include Include Include Include
Min. Green: 7 34 0 7 34 0 7 33 0 0 33 7
Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lanes: 1 0 2 0 1 1 0 2 0 1 1 0 2 0 1 1 0 2 0 1
------------|---------------||---------------||---------------||---------------| Volume Module:AM Peak Hour
Base Vol: 145 655 166 71 509 168 191 878 121 102 796 91 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 145 655 166 71 509 168 191 878 121 102 796 91 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 PHF Volume: 154 697 177 76 541 179 203 934 129 109 847 97 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 154 697 177 76 541 179 203 934 129 109 847 97 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 154 697 177 76 541 179 203 934 129 109 847 97 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.89 0.89 0.75 0.89 0.89 0.75 0.90 0.90 0.77 0.89 0.90 0.77 Lanes: 1.00 2.00 1.00 1.00 2.00 1.00 1.00 2.00 1.00 1.00 2.00 1.00 Final Sat.: 1683 3375 1433 1682 3375 1432 1701 3404 1461 1700 3404 1457 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.09 0.21 0.12 0.04 0.16 0.12 0.12 0.27 0.09 0.06 0.25 0.07 Crit Moves: **** **** **** ****
Green/Cycle: 0.43 0.34 0.34 0.35 0.28 0.28 0.52 0.40 0.40 0.43 0.33 0.33 Volume/Cap: 0.45 0.61 0.37 0.31 0.57 0.44 0.58 0.68 0.22 0.41 0.75 0.20 Delay/Veh: 23.6 34.2 30.6 27.6 37.5 36.0 22.8 31.2 23.8 23.6 38.2 28.7 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 23.6 34.2 30.6 27.6 37.5 36.0 22.8 31.2 23.8 23.6 38.2 28.7 LOS by Move: C C C C D D C C C C D C
HCM2kAvgQ: 110 293 126 56 234 141 148 389 77 79 394 64
******************************************************************************** Note: Queue reported is the distance per lane in feet.
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.11

Existing - AM Fri Jul 1, 2022 16:43:26 Page 4-1
-------------------------------------------------------------------------------- Slauson Ave & Atlantic Blvd
Improvements Evaluation
-------------------------------------------------------------------------------- Base Queue Length Report (feet)
-------------------------------------------------------------------------------- Northbound Southbound Eastbound Westbound
Node Intersection L -- T -- R L -- T -- R L -- T -- R L -- T -- R #70 [HCM2kAvgQ]: 110 293 126 56 234 141 148 389 77 79 394 64 Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.12

Existing - Mid-Day Fri Jul 1, 2022 16:43:27 Page 1-1
-------------------------------------------------------------------------------- Slauson Ave & Atlantic Blvd
Improvements Evaluation
-------------------------------------------------------------------------------- Scenario Report
Scenario: Existing - Mid-Day
Command: Existing Counts
Volume: Existing - Mid-Day
Geometry: No-Project (Existing)
Impact Fee: Default Impact Fee
Trip Generation: Default Trip Generation
Trip Distribution: Default Trip Distribution
Paths: Default Path
Routes: Default Route
Configuration: Default Configuration
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.13

Existing - Mid-Day Fri Jul 1, 2022 16:43:27 Page 2-1
-------------------------------------------------------------------------------- Slauson Ave & Atlantic Blvd
Improvements Evaluation
-------------------------------------------------------------------------------- Impact Analysis Report
Level Of Service
Intersection Base Future Change
Del/ V/ Del/ V/ in
LOS Veh C LOS Veh C
# 70 Atlantic & Slauson C 30.9 0.968 C 30.9 0.968 + 0.000 D/V Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.14

Existing - Mid-Day Fri Jul 1, 2022 16:43:27 Page 3-1
-------------------------------------------------------------------------------- Slauson Ave & Atlantic Blvd
Improvements Evaluation
-------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Base Volume Alternative)
******************************************************************************** Intersection #70 Atlantic & Slauson
******************************************************************************** Cycle (sec): 120 Critical Vol./Cap.(X): 0.968
Loss Time (sec): 12 Average Delay (sec/veh): 30.9
Optimal Cycle: 93 Level Of Service: C
******************************************************************************** Street Name: Atlantic Slauson
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Prot+Permit Prot+Permit Prot+Permit Prot+Permit Rights: Include Include Include Include
Min. Green: 7 34 0 7 34 0 7 33 0 0 33 7
Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lanes: 1 0 2 0 1 1 0 2 0 1 1 0 2 0 1 1 0 2 0 1
------------|---------------||---------------||---------------||---------------| Volume Module:Mid-Day Pk Hr
Base Vol: 144 426 93 92 474 126 228 477 149 129 522 80
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 144 426 93 92 474 126 228 477 149 129 522 80 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 PHF Volume: 153 453 99 98 504 134 243 507 159 137 555 85 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 153 453 99 98 504 134 243 507 159 137 555 85 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 153 453 99 98 504 134 243 507 159 137 555 85 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.88 0.89 0.75 0.88 0.89 0.74 0.89 0.90 0.76 0.89 0.90 0.76 Lanes: 1.00 2.00 1.00 1.00 2.00 1.00 1.00 2.00 1.00 1.00 2.00 1.00 Final Sat.: 1681 3375 1432 1670 3375 1410 1698 3404 1445 1685 3404 1448 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.09 0.13 0.07 0.06 0.15 0.10 0.14 0.15 0.11 0.08 0.16 0.06 Crit Moves: **** **** **** ****
Green/Cycle: 0.44 0.35 0.35 0.35 0.28 0.28 0.51 0.37 0.37 0.39 0.28 0.28 Volume/Cap: 0.41 0.39 0.20 0.28 0.53 0.34 0.51 0.40 0.29 0.33 0.59 0.21 Delay/Veh: 22.5 29.9 27.8 27.0 36.8 34.6 19.5 27.9 26.8 25.1 38.7 33.8 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 22.5 29.9 27.8 27.0 36.8 34.6 19.5 27.9 26.8 25.1 38.7 33.8 LOS by Move: C C C C D C B C C C D C
HCM2kAvgQ: 104 166 64 68 213 101 158 180 103 93 246 61
******************************************************************************** Note: Queue reported is the distance per lane in feet.
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.15

Existing - Mid-Day Fri Jul 1, 2022 16:43:27 Page 4-1
-------------------------------------------------------------------------------- Slauson Ave & Atlantic Blvd
Improvements Evaluation
-------------------------------------------------------------------------------- Base Queue Length Report (feet)
-------------------------------------------------------------------------------- Northbound Southbound Eastbound Westbound
Node Intersection L -- T -- R L -- T -- R L -- T -- R L -- T -- R #70 [HCM2kAvgQ]: 104 166 64 68 213 101 158 180 103 93 246 61 Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.16

Existing - PM Fri Jul 1, 2022 16:43:30 Page 1-1
-------------------------------------------------------------------------------- Slauson Ave & Atlantic Blvd
Improvements Evaluation
-------------------------------------------------------------------------------- Scenario Report
Scenario: Existing - PM
Command: Existing Counts
Volume: Existing - PM
Geometry: No-Project (Existing)
Impact Fee: Default Impact Fee
Trip Generation: Default Trip Generation
Trip Distribution: Default Trip Distribution
Paths: Default Path
Routes: Default Route
Configuration: Default Configuration
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.17

Existing - PM Fri Jul 1, 2022 16:43:30 Page 2-1
-------------------------------------------------------------------------------- Slauson Ave & Atlantic Blvd
Improvements Evaluation
-------------------------------------------------------------------------------- Impact Analysis Report
Level Of Service
Intersection Base Future Change
Del/ V/ Del/ V/ in
LOS Veh C LOS Veh C
# 70 Atlantic & Slauson C 34.3 1.149 C 34.3 1.149 + 0.000 D/V Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.18

Existing - PM Fri Jul 1, 2022 16:43:31 Page 3-1
-------------------------------------------------------------------------------- Slauson Ave & Atlantic Blvd
Improvements Evaluation
-------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Base Volume Alternative)
******************************************************************************** Intersection #70 Atlantic & Slauson
******************************************************************************** Cycle (sec): 120 Critical Vol./Cap.(X): 1.149
Loss Time (sec): 12 Average Delay (sec/veh): 34.3
Optimal Cycle: 93 Level Of Service: C
******************************************************************************** Street Name: Atlantic Slauson
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Prot+Permit Prot+Permit Prot+Permit Prot+Permit Rights: Include Include Include Include
Min. Green: 7 34 0 7 34 0 7 33 0 0 33 7
Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lanes: 1 0 2 0 1 1 0 2 0 1 1 0 2 0 1 1 0 2 0 1
------------|---------------||---------------||---------------||---------------| Volume Module:PM Peak Hour
Base Vol: 126 518 94 76 743 119 207 811 154 145 772 73
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 126 518 94 76 743 119 207 811 154 145 772 73 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 PHF Volume: 134 551 100 81 790 127 220 863 164 154 821 78 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 134 551 100 81 790 127 220 863 164 154 821 78 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 134 551 100 81 790 127 220 863 164 154 821 78 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.89 0.89 0.76 0.88 0.89 0.72 0.90 0.90 0.75 0.89 0.90 0.76 Lanes: 1.00 2.00 1.00 1.00 2.00 1.00 1.00 2.00 1.00 1.00 2.00 1.00 Final Sat.: 1685 3375 1437 1679 3375 1371 1701 3404 1434 1699 3404 1445 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.08 0.16 0.07 0.05 0.23 0.09 0.13 0.25 0.11 0.09 0.24 0.05 Crit Moves: **** **** **** ****
Green/Cycle: 0.44 0.34 0.34 0.38 0.31 0.31 0.51 0.37 0.37 0.44 0.32 0.32 Volume/Cap: 0.53 0.48 0.20 0.26 0.76 0.30 0.60 0.69 0.31 0.50 0.76 0.17 Delay/Veh: 26.3 31.4 28.1 25.3 40.9 32.1 23.9 33.9 27.5 23.9 40.1 29.7 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 26.3 31.4 28.1 25.3 40.9 32.1 23.9 33.9 27.5 23.9 40.1 29.7 LOS by Move: C C C C D C C C C C D C
HCM2kAvgQ: 108 212 65 55 381 91 165 373 109 116 393 52
******************************************************************************** Note: Queue reported is the distance per lane in feet.
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.19

Existing - PM Fri Jul 1, 2022 16:43:31 Page 4-1
-------------------------------------------------------------------------------- Slauson Ave & Atlantic Blvd
Improvements Evaluation
-------------------------------------------------------------------------------- Base Queue Length Report (feet)
-------------------------------------------------------------------------------- Northbound Southbound Eastbound Westbound
Node Intersection L -- T -- R L -- T -- R L -- T -- R L -- T -- R #70 [HCM2kAvgQ]: 108 212 65 55 381 91 165 373 109 116 393 52 Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.20

2035 No-Project - AM Fri Jul 1, 2022 16:43:33 Page 1-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Scenario Report
Scenario: 2035 No-Project - AM
Command: 2035 Forecast
Volume: 2035 - AM
Geometry: No-Project (Future)
Impact Fee: Default Impact Fee
Trip Generation: Default Trip Generation
Trip Distribution: Default Trip Distribution
Paths: Default Path
Routes: Default Route
Configuration: Default Configuration
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.21

2035 No-Project - AM Fri Jul 1, 2022 16:43:34 Page 2-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Impact Analysis Report
Level Of Service
Intersection Base Future Change
Del/ V/ Del/ V/ in
LOS Veh C LOS Veh C
# 70 Atlantic & Slauson C 32.5 0.951 C 32.5 0.951 + 0.000 D/V Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.22

2035 No-Project - AM Fri Jul 1, 2022 16:43:34 Page 3-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Base Volume Alternative)
******************************************************************************** Intersection #70 Atlantic & Slauson
******************************************************************************** Cycle (sec): 120 Critical Vol./Cap.(X): 0.951
Loss Time (sec): 12 Average Delay (sec/veh): 32.5
Optimal Cycle: 93 Level Of Service: C
******************************************************************************** Street Name: Atlantic Slauson
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Prot+Permit Prot+Permit Prot+Permit Prot+Permit Rights: Include Include Include Include
Min. Green: 7 34 0 7 34 0 7 33 0 0 33 7
Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lanes: 1 0 2 0 1 1 0 2 0 1 1 0 2 0 1 1 0 2 0 1
------------|---------------||---------------||---------------||---------------| Volume Module:AM Peak Hour
Base Vol: 270 580 30 40 415 250 375 510 165 45 575 55
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 270 580 30 40 415 250 375 510 165 45 575 55 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 284 611 32 42 437 263 395 537 174 47 605 58 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 284 611 32 42 437 263 395 537 174 47 605 58 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 284 611 32 42 437 263 395 537 174 47 605 58 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.75 0.92 0.78 0.92 0.92 0.78 0.63 0.92 0.79 0.92 0.92 0.78 Lanes: 1.00 2.00 1.00 1.00 2.00 1.00 1.00 2.00 1.00 1.00 2.00 1.00 Final Sat.: 1417 3505 1490 1743 3505 1487 1205 3505 1508 1739 3505 1486 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.20 0.17 0.02 0.02 0.12 0.18 0.33 0.15 0.12 0.03 0.17 0.04 Crit Moves: **** **** **** ****
Green/Cycle: 0.45 0.35 0.35 0.36 0.28 0.28 0.50 0.43 0.43 0.32 0.28 0.28 Volume/Cap: 0.65 0.49 0.06 0.14 0.44 0.62 0.86 0.36 0.27 0.16 0.63 0.14 Uniform Del: 22.5 30.3 25.6 25.6 35.2 37.4 24.0 23.0 22.0 28.7 38.1 32.8 IncremntDel: 3.6 0.3 0.0 0.2 0.3 2.9 15.4 0.1 0.2 0.2 1.3 0.2 InitQueuDel: 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Delay Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Delay/Veh: 26.1 30.7 25.7 25.8 35.5 40.4 39.3 23.1 22.2 29.0 39.4 33.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 26.1 30.7 25.7 25.8 35.5 40.4 39.3 23.1 22.2 29.0 39.4 33.0 LOS by Move: C C C C D D D C C C D C
HCM2kAvgQ: 228 233 19 28 176 230 392 172 102 33 272 41
******************************************************************************** Note: Queue reported is the distance per lane in feet.
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.23

2035 No-Project - AM Fri Jul 1, 2022 16:43:34 Page 4-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Base Queue Length Report (feet)
-------------------------------------------------------------------------------- Northbound Southbound Eastbound Westbound
Node Intersection L -- T -- R L -- T -- R L -- T -- R L -- T -- R #70 [HCM2kAvgQ]: 228 233 19 28 176 230 392 172 102 33 272 41 Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.24

2035 No-Project - Mid-Day Fri Jul 1, 2022 16:43:37 Page 1-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Scenario Report
Scenario: 2035 No-Project - Mid-Day
Command: 2035 Forecast
Volume: 2035 - Mid-Day
Geometry: No-Project (Future)
Impact Fee: Default Impact Fee
Trip Generation: Default Trip Generation
Trip Distribution: Default Trip Distribution
Paths: Default Path
Routes: Default Route
Configuration: Default Configuration
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.25

2035 No-Project - Mid-Day Fri Jul 1, 2022 16:43:37 Page 2-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Impact Analysis Report
Level Of Service
Intersection Base Future Change
Del/ V/ Del/ V/ in
LOS Veh C LOS Veh C
# 70 Atlantic & Slauson C 31.2 0.986 C 31.2 0.986 + 0.000 D/V Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.26

2035 No-Project - Mid-Day Fri Jul 1, 2022 16:43:37 Page 3-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Base Volume Alternative)
******************************************************************************** Intersection #70 Atlantic & Slauson
******************************************************************************** Cycle (sec): 120 Critical Vol./Cap.(X): 0.986
Loss Time (sec): 12 Average Delay (sec/veh): 31.2
Optimal Cycle: 93 Level Of Service: C
******************************************************************************** Street Name: Atlantic Slauson
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Prot+Permit Prot+Permit Prot+Permit Prot+Permit Rights: Include Include Include Include
Min. Green: 7 34 0 7 34 0 7 33 0 0 33 7
Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lanes: 1 0 2 0 1 1 0 2 0 1 1 0 2 0 1 1 0 2 0 1
------------|---------------||---------------||---------------||---------------| Volume Module:Mid-Day Pk Hr
Base Vol: 190 440 40 55 550 200 310 375 190 85 545 70
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 190 440 40 55 550 200 310 375 190 85 545 70 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 200 463 42 58 579 211 326 395 200 89 574 74 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 200 463 42 58 579 211 326 395 200 89 574 74 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 200 463 42 58 579 211 326 395 200 89 574 74 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.92 0.92 0.78 0.91 0.92 0.77 0.92 0.92 0.79 0.91 0.92 0.78 Lanes: 1.00 2.00 1.00 1.00 2.00 1.00 1.00 2.00 1.00 1.00 2.00 1.00 Final Sat.: 1748 3505 1486 1735 3505 1464 1749 3505 1493 1729 3505 1491 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.11 0.13 0.03 0.03 0.17 0.14 0.19 0.11 0.13 0.05 0.16 0.05 Crit Moves: **** **** **** ****
Green/Cycle: 0.44 0.34 0.34 0.35 0.28 0.28 0.51 0.41 0.41 0.35 0.28 0.28 Volume/Cap: 0.56 0.39 0.08 0.16 0.58 0.51 0.66 0.27 0.33 0.23 0.60 0.18 Uniform Del: 23.1 29.9 26.7 25.9 36.9 36.0 19.8 23.6 24.1 26.6 37.7 33.2 IncremntDel: 2.1 0.2 0.1 0.2 0.9 1.0 3.4 0.1 0.3 0.3 1.0 0.2 InitQueuDel: 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Delay Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Delay/Veh: 25.2 30.1 26.7 26.1 37.8 37.0 23.1 23.7 24.5 26.9 38.7 33.4 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 25.2 30.1 26.7 26.1 37.8 37.0 23.1 23.7 24.5 26.9 38.7 33.4 LOS by Move: C C C C D D C C C C D C
HCM2kAvgQ: 155 169 26 38 251 172 246 125 126 60 253 52
******************************************************************************** Note: Queue reported is the distance per lane in feet.
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.27

2035 No-Project - Mid-Day Fri Jul 1, 2022 16:43:38 Page 4-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Base Queue Length Report (feet)
-------------------------------------------------------------------------------- Northbound Southbound Eastbound Westbound
Node Intersection L -- T -- R L -- T -- R L -- T -- R L -- T -- R #70 [HCM2kAvgQ]: 155 169 26 38 251 172 246 125 126 60 253 52 Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.28

2035 No-Project - PM Fri Jul 1, 2022 16:43:41 Page 1-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Scenario Report
Scenario: 2035 No-Project - PM
Command: 2035 Forecast
Volume: 2035 - PM
Geometry: No-Project (Future)
Impact Fee: Default Impact Fee
Trip Generation: Default Trip Generation
Trip Distribution: Default Trip Distribution
Paths: Default Path
Routes: Default Route
Configuration: Default Configuration
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.29

2035 No-Project - PM Fri Jul 1, 2022 16:43:41 Page 2-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Impact Analysis Report
Level Of Service
Intersection Base Future Change
Del/ V/ Del/ V/ in
LOS Veh C LOS Veh C
# 70 Atlantic & Slauson E 55.2 1.796 E 55.2 1.796 + 0.000 D/V Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.30

2035 No-Project - PM Fri Jul 1, 2022 16:43:41 Page 3-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Base Volume Alternative)
******************************************************************************** Intersection #70 Atlantic & Slauson
******************************************************************************** Cycle (sec): 120 Critical Vol./Cap.(X): 1.796
Loss Time (sec): 12 Average Delay (sec/veh): 55.2
Optimal Cycle: 180 Level Of Service: E
******************************************************************************** Street Name: Atlantic Slauson
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Prot+Permit Prot+Permit Prot+Permit Prot+Permit Rights: Include Include Include Include
Min. Green: 7 34 0 7 34 0 7 33 0 0 33 7
Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lanes: 1 0 2 0 1 1 0 2 0 1 1 0 2 0 1 1 0 2 0 1
------------|---------------||---------------||---------------||---------------| Volume Module:PM Peak Hour
Base Vol: 295 290 110 235 725 240 515 245 415 55 660 20 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 295 290 110 235 725 240 515 245 415 55 660 20 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 311 305 116 247 763 253 542 258 437 58 695 21 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 311 305 116 247 763 253 542 258 437 58 695 21 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 311 305 116 247 763 253 542 258 437 58 695 21 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.29 0.92 0.78 0.79 0.92 0.74 0.34 0.92 0.78 0.90 0.92 0.78 Lanes: 1.00 2.00 1.00 1.00 2.00 1.00 1.00 2.00 1.00 1.00 2.00 1.00 Final Sat.: 551 3505 1481 1509 3505 1414 649 3505 1489 1713 3505 1479 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.56 0.09 0.08 0.16 0.22 0.18 0.84 0.07 0.29 0.03 0.20 0.01 Crit Moves: **** **** ****
Green/Cycle: 0.44 0.28 0.28 0.44 0.28 0.28 0.53 0.44 0.44 0.33 0.28 0.28 Volume/Cap: 1.09 0.31 0.28 0.53 0.77 0.63 1.18 0.17 0.66 0.15 0.72 0.05 Uniform Del: 34.2 33.8 33.4 23.3 39.4 37.5 34.0 20.2 26.5 28.2 39.3 32.0 IncremntDel: 79.8 0.2 0.4 1.2 3.7 3.2 99.9 0.1 2.6 0.2 2.7 0.1 InitQueuDel: 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Delay Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Delay/Veh: 114.0 33.9 33.8 24.5 43.1 40.7 133.9 20.3 29.1 28.4 42.0 32.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 114.0 33.9 33.8 24.5 43.1 40.7 133.9 20.3 29.1 28.4 42.0 32.0 LOS by Move: F C C C D D F C C C D C
HCM2kAvgQ: 460 116 84 178 377 223 820 73 334 39 333 14
******************************************************************************** Note: Queue reported is the distance per lane in feet.
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.31

2035 No-Project - PM Fri Jul 1, 2022 16:43:42 Page 4-1
-------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Base Queue Length Report (feet)
-------------------------------------------------------------------------------- Northbound Southbound Eastbound Westbound
Node Intersection L -- T -- R L -- T -- R L -- T -- R L -- T -- R #70 [HCM2kAvgQ]: 460 116 84 178 377 223 820 73 334 39 333 14 Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.32

2035 With-Project - AM Fri Jul 1, 2022 16:43:44 Page 1-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Scenario Report
Scenario: 2035 With-Project - AM
Command: 2035 Forecast
Volume: 2035 - AM
Geometry: With-Project
Impact Fee: Default Impact Fee
Trip Generation: Default Trip Generation
Trip Distribution: Default Trip Distribution
Paths: Default Path
Routes: Default Route
Configuration: Default Configuration
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.33

2035 With-Project - AM Fri Jul 1, 2022 16:43:45 Page 2-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Impact Analysis Report
Level Of Service
Intersection Base Future Change
Del/ V/ Del/ V/ in
LOS Veh C LOS Veh C
# 70 Atlantic & Slauson D 38.3 0.548 D 38.3 0.548 + 0.000 D/V Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.34

2035 With-Project - AM Fri Jul 1, 2022 16:43:45 Page 3-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Base Volume Alternative)
******************************************************************************** Intersection #70 Atlantic & Slauson
******************************************************************************** Cycle (sec): 130 Critical Vol./Cap.(X): 0.548
Loss Time (sec): 12 Average Delay (sec/veh): 38.3
Optimal Cycle: OPTIMIZED Level Of Service: D
******************************************************************************** Street Name: Atlantic Slauson
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected
Rights: Include Include Include Include
Min. Green: 7 39 0 7 39 0 7 35 0 0 35 7
Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lanes: 2 0 2 0 1 1 0 2 0 1 2 0 2 0 1 1 0 2 0 1
------------|---------------||---------------||---------------||---------------| Volume Module:AM Peak Hour
Base Vol: 270 580 30 40 415 250 375 510 165 45 575 55
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 270 580 30 40 415 250 375 510 165 45 575 55 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 284 611 32 42 437 263 395 537 174 47 605 58 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 284 611 32 42 437 263 395 537 174 47 605 58 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 284 611 32 42 437 263 395 537 174 47 605 58 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.89 0.92 0.76 0.92 0.92 0.77 0.89 0.92 0.77 0.92 0.92 0.76 Lanes: 2.00 2.00 1.00 1.00 2.00 1.00 2.00 2.00 1.00 1.00 2.00 1.00 Final Sat.: 3400 3505 1438 1753 3505 1466 3400 3505 1466 1753 3505 1447 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.08 0.17 0.02 0.02 0.12 0.18 0.12 0.15 0.12 0.03 0.17 0.04 Crit Moves: **** **** **** ****
Green/Cycle: 0.14 0.37 0.37 0.07 0.30 0.30 0.19 0.43 0.43 0.04 0.28 0.28 Volume/Cap: 0.61 0.47 0.06 0.36 0.42 0.60 0.61 0.36 0.28 0.63 0.61 0.14 Uniform Del: 52.9 31.2 26.4 58.0 36.4 38.8 48.3 25.1 24.1 61.2 40.5 34.9 IncremntDel: 2.4 0.3 0.0 1.9 0.3 2.3 1.8 0.1 0.2 15.7 1.1 0.2 InitQueuDel: 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Delay Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Delay/Veh: 55.3 31.5 26.4 60.0 36.7 41.1 50.1 25.2 24.3 76.9 41.7 35.1 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 55.3 31.5 26.4 60.0 36.7 41.1 50.1 25.2 24.3 76.9 41.7 35.1 LOS by Move: E C C E D D D C C E D D
HCM2kAvgQ: 160 243 20 50 183 238 205 186 111 73 287 43
******************************************************************************** Note: Queue reported is the distance per lane in feet.
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.35

2035 With-Project - AM Fri Jul 1, 2022 16:43:45 Page 4-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Base Queue Length Report (feet)
-------------------------------------------------------------------------------- Northbound Southbound Eastbound Westbound
Node Intersection L -- T -- R L -- T -- R L -- T -- R L -- T -- R #70 [HCM2kAvgQ]: 160 243 20 50 183 238 205 186 111 73 287 43 Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.36

2035 With-Project - Mid-DayFri Jul 1, 2022 16:43:48 Page 1-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Scenario Report
Scenario: 2035 With-Project - Mid-Day
Command: 2035 Forecast
Volume: 2035 - Mid-Day
Geometry: With-Project
Impact Fee: Default Impact Fee
Trip Generation: Default Trip Generation
Trip Distribution: Default Trip Distribution
Paths: Default Path
Routes: Default Route
Configuration: Default Configuration
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.37

2035 With-Project - Mid-DayFri Jul 1, 2022 16:43:48 Page 2-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Impact Analysis Report
Level Of Service
Intersection Base Future Change
Del/ V/ Del/ V/ in
LOS Veh C LOS Veh C
# 70 Atlantic & Slauson D 38.0 0.533 D 38.0 0.533 + 0.000 D/V Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.38

2035 With-Project - Mid-DayFri Jul 1, 2022 16:43:48 Page 3-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Base Volume Alternative)
******************************************************************************** Intersection #70 Atlantic & Slauson
******************************************************************************** Cycle (sec): 130 Critical Vol./Cap.(X): 0.533
Loss Time (sec): 12 Average Delay (sec/veh): 38.0
Optimal Cycle: OPTIMIZED Level Of Service: D
******************************************************************************** Street Name: Atlantic Slauson
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected
Rights: Include Include Include Include
Min. Green: 7 39 0 7 39 0 7 35 0 0 35 7
Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lanes: 2 0 2 0 1 1 0 2 0 1 2 0 2 0 1 1 0 2 0 1
------------|---------------||---------------||---------------||---------------| Volume Module:Mid-Day Pk Hr
Base Vol: 190 440 40 55 550 200 310 375 190 85 545 70
Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 190 440 40 55 550 200 310 375 190 85 545 70 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 200 463 42 58 579 211 326 395 200 89 574 74 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 200 463 42 58 579 211 326 395 200 89 574 74 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 200 463 42 58 579 211 326 395 200 89 574 74 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.89 0.92 0.75 0.92 0.92 0.76 0.89 0.92 0.76 0.92 0.92 0.77 Lanes: 2.00 2.00 1.00 1.00 2.00 1.00 2.00 2.00 1.00 1.00 2.00 1.00 Final Sat.: 3400 3505 1434 1753 3505 1436 3400 3505 1443 1753 3505 1463 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.06 0.13 0.03 0.03 0.17 0.15 0.10 0.11 0.14 0.05 0.16 0.05 Crit Moves: **** **** **** ****
Green/Cycle: 0.11 0.36 0.36 0.06 0.31 0.31 0.18 0.41 0.41 0.08 0.31 0.31 Volume/Cap: 0.53 0.37 0.08 0.52 0.53 0.47 0.53 0.27 0.34 0.66 0.53 0.16 Uniform Del: 54.7 31.0 27.7 58.9 37.1 36.3 48.3 25.5 26.3 58.3 37.3 32.9 IncremntDel: 1.5 0.2 0.1 4.1 0.5 0.8 0.9 0.1 0.3 11.2 0.5 0.2 InitQueuDel: 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Delay Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Delay/Veh: 56.1 31.2 27.8 63.0 37.6 37.1 49.2 25.6 26.6 69.4 37.8 33.0 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 56.1 31.2 27.8 63.0 37.6 37.1 49.2 25.6 26.6 69.4 37.8 33.0 LOS by Move: E C C E D D D C C E D C
HCM2kAvgQ: 114 178 27 74 255 175 165 134 136 117 253 53 ******************************************************************************** Note: Queue reported is the distance per lane in feet.
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.39

2035 With-Project - Mid-DayFri Jul 1, 2022 16:43:49 Page 4-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Base Queue Length Report (feet)
-------------------------------------------------------------------------------- Northbound Southbound Eastbound Westbound
Node Intersection L -- T -- R L -- T -- R L -- T -- R L -- T -- R #70 [HCM2kAvgQ]: 114 178 27 74 255 175 165 134 136 117 253 53 Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.40

2035 With-Project - PM Fri Jul 1, 2022 16:43:51 Page 1-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Scenario Report
Scenario: 2035 With-Project - PM
Command: 2035 Forecast
Volume: 2035 - PM
Geometry: With-Project
Impact Fee: Default Impact Fee
Trip Generation: Default Trip Generation
Trip Distribution: Default Trip Distribution
Paths: Default Path
Routes: Default Route
Configuration: Default Configuration
Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.41

2035 With-Project - PM Fri Jul 1, 2022 16:43:52 Page 2-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Impact Analysis Report
Level Of Service
Intersection Base Future Change
Del/ V/ Del/ V/ in
LOS Veh C LOS Veh C
# 70 Atlantic & Slauson D 48.0 0.645 D 48.0 0.645 + 0.000 D/V Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.42

2035 With-Project - PM Fri Jul 1, 2022 16:43:52 Page 3-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Level Of Service Computation Report
2000 HCM Operations Method (Base Volume Alternative)
******************************************************************************** Intersection #70 Atlantic & Slauson
******************************************************************************** Cycle (sec): 130 Critical Vol./Cap.(X): 0.645
Loss Time (sec): 12 Average Delay (sec/veh): 48.0
Optimal Cycle: OPTIMIZED Level Of Service: D
******************************************************************************** Street Name: Atlantic Slauson
Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R
------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected
Rights: Include Include Include Include
Min. Green: 7 39 0 7 39 0 7 35 0 0 35 7
Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Lanes: 2 0 2 0 1 1 0 2 0 1 2 0 2 0 1 1 0 2 0 1
------------|---------------||---------------||---------------||---------------| Volume Module:PM Peak Hour
Base Vol: 295 290 110 235 725 240 515 245 415 55 660 20 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 295 290 110 235 725 240 515 245 415 55 660 20 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 311 305 116 247 763 253 542 258 437 58 695 21 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0
Reduced Vol: 311 305 116 247 763 253 542 258 437 58 695 21 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 311 305 116 247 763 253 542 258 437 58 695 21 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module:

Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.89 0.92 0.76 0.92 0.92 0.72 0.89 0.92 0.75 0.92 0.92 0.76 Lanes: 2.00 2.00 1.00 1.00 2.00 1.00 2.00 2.00 1.00 1.00 2.00 1.00 Final Sat.: 3400 3505 1445 1753 3505 1372 3400 3505 1425 1753 3505 1445 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module:

Vol/Sat: 0.09 0.09 0.08 0.14 0.22 0.18 0.16 0.07 0.31 0.03 0.20 0.01 Crit Moves: **** **** **** ****
Green/Cycle: 0.11 0.30 0.30 0.16 0.35 0.35 0.18 0.41 0.41 0.04 0.27 0.27 Volume/Cap: 0.85 0.29 0.27 0.89 0.62 0.52 0.89 0.18 0.76 0.76 0.74 0.05 Uniform Del: 57.0 34.9 34.6 53.5 34.9 33.5 52.1 24.8 33.2 61.5 43.3 35.2 IncremntDel: 17.3 0.2 0.3 27.3 1.0 1.0 14.8 0.1 5.7 34.4 3.1 0.1 InitQueuDel: 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Delay Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Delay/Veh: 74.4 35.0 35.0 80.8 35.9 34.5 66.9 24.9 38.9 95.9 46.4 35.3 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 74.4 35.0 35.0 80.8 35.9 34.5 66.9 24.9 38.9 95.9 46.4 35.3 LOS by Move: E D C F D C E C D F D D
HCM2kAvgQ: 219 121 89 317 339 208 349 84 406 96 362 16
******************************************************************************** Note: Queue reported is the distance per lane in feet.
******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.43

2035 With-Project - PM Fri Jul 1, 2022 16:43:52 Page 4-1 -------------------------------------------------------------------------------- -------------------------------------------------------------------------------- Base Queue Length Report (feet)
-------------------------------------------------------------------------------- Northbound Southbound Eastbound Westbound
Node Intersection L -- T -- R L -- T -- R L -- T -- R L -- T -- R #70 [HCM2kAvgQ]: 219 121 89 317 339 208 349 84 406 96 362 16 Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to VA CONSULTING, IRVINE A.44

HCM Methodology - Synchro
A.45

Existing - AM Peak Hour Synchro 11 Report
70: Atlantic & Slauson HCM 6th Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 191 878 121 102 796 91 145 655 166 71 509 168 Future Volume (veh/h) 191 878 121 102 796 91 145 655 166 71 509 168 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.95 1.00 0.96 0.99 0.95 1.00 0.95 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1525 1525 1525 1525 1525 1525 1513 1513 1513 1513 1513 1513 Adj Flow Rate, veh/h 203 934 39 109 847 23 154 697 87 76 541 57 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 6 6 6 6 6 6 7 7 7 7 7 7
Cap, veh/h 284 1048 443 232 931 397 383 1073 456 304 1006 427 Arrive On Green 0.13 0.36 0.36 0.09 0.32 0.32 0.10 0.37 0.37 0.08 0.35 0.35 Sat Flow, veh/h 1452 2898 1225 1452 2898 1235 1441 2874 1221 1441 2874 1219 Grp Volume(v), veh/h 203 934 39 109 847 23 154 697 87 76 541 57 Grp Sat Flow(s),veh/h/ln 1452 1449 1225 1452 1449 1235 1441 1437 1221 1441 1437 1219 Q Serve(g_s), s 10.0 36.4 2.5 5.5 33.6 1.5 7.3 24.1 5.8 3.7 18.1 3.8 Cycle Q Clear(g_c), s 10.0 36.4 2.5 5.5 33.6 1.5 7.3 24.1 5.8 3.7 18.1 3.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 284 1048 443 232 931 397 383 1073 456 304 1006 427 V/C Ratio(X) 0.71 0.89 0.09 0.47 0.91 0.06 0.40 0.65 0.19 0.25 0.54 0.13 Avail Cap(c_a), veh/h 337 1205 509 241 1002 427 398 1073 456 312 1006 427 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 25.3 36.1 25.3 26.1 39.0 28.2 19.3 31.1 25.4 21.0 31.2 26.6 Incr Delay (d2), s/veh 5.7 7.9 0.1 1.5 11.5 0.1 0.7 3.0 0.9 0.4 2.1 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 6.7 19.7 1.3 3.5 19.1 0.8 4.4 13.4 3.2 2.2 10.6 2.1 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 31.0 43.9 25.3 27.5 50.5 28.2 20.0 34.1 26.3 21.5 33.3 27.2 LnGrp LOS C D C C D C B C C C C C
Approach Vol, veh/h 1176 979 938 674
Approach Delay, s/veh 41.1 47.4 31.1 31.4
Approach LOS D D C C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 10.9 49.3 11.8 47.9 13.8 46.5 16.7 43.1 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 7.1 36.9 8.1 49.9 10.5 33.5 16.5 41.5 Max Q Clear Time (g_c+I1), s 5.7 26.1 7.5 38.4 9.3 20.1 12.0 35.6 Green Ext Time (p_c), s 0.0 3.7 0.0 5.0 0.0 3.1 0.2 2.8 Intersection Summary
HCM 6th Ctrl Delay 38.5
HCM 6th LOS D
A.46

Existing - Mid-Day Pk Hr Synchro 11 Report
70: Atlantic & Slauson HCM 6th Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 228 477 149 129 522 80 144 426 93 92 474 126 Future Volume (veh/h) 228 477 149 129 522 80 144 426 93 92 474 126 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.94 0.98 0.93 0.99 0.96 0.99 0.95 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1781 1781 1781 1781 1781 1781 1722 1722 1722 1722 1722 1722 Adj Flow Rate, veh/h 243 507 69 137 555 11 153 453 9 98 504 12 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 8 8 8 8 8 8 12 12 12 12 12 12
Cap, veh/h 390 950 397 366 799 332 492 1442 614 511 1418 603 Arrive On Green 0.14 0.28 0.28 0.10 0.24 0.24 0.09 0.44 0.44 0.08 0.43 0.43 Sat Flow, veh/h 1697 3385 1414 1697 3385 1406 1640 3272 1394 1640 3272 1390 Grp Volume(v), veh/h 243 507 69 137 555 11 153 453 9 98 504 12 Grp Sat Flow(s),veh/h/ln 1697 1692 1414 1697 1692 1406 1640 1636 1394 1640 1636 1390 Q Serve(g_s), s 11.6 15.2 4.4 6.8 18.0 0.7 5.5 10.8 0.4 3.5 12.4 0.6 Cycle Q Clear(g_c), s 11.6 15.2 4.4 6.8 18.0 0.7 5.5 10.8 0.4 3.5 12.4 0.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 390 950 397 366 799 332 492 1442 614 511 1418 603 V/C Ratio(X) 0.62 0.53 0.17 0.37 0.69 0.03 0.31 0.31 0.01 0.19 0.36 0.02 Avail Cap(c_a), veh/h 495 1199 501 391 888 369 573 1442 614 522 1418 603 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 26.0 36.5 32.7 27.3 41.9 35.3 13.9 21.8 18.9 14.0 22.8 19.4 Incr Delay (d2), s/veh 1.6 0.5 0.2 0.6 2.1 0.0 0.4 0.6 0.0 0.2 0.7 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 8.3 10.4 2.8 5.0 12.2 0.5 3.6 7.6 0.3 2.3 8.4 0.4 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 27.6 37.0 32.9 28.0 44.0 35.3 14.2 22.4 18.9 14.2 23.5 19.5 LnGrp LOS C D C C D D B C B B C B
Approach Vol, veh/h 819 703 615 614
Approach Delay, s/veh 33.9 40.7 20.3 21.9
Approach LOS C D C C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 11.2 57.4 13.2 38.2 12.1 56.5 18.6 32.8 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 7.5 41.5 10.5 42.5 13.5 35.5 21.5 31.5 Max Q Clear Time (g_c+I1), s 5.5 12.8 8.8 17.2 7.5 14.4 13.6 20.0 Green Ext Time (p_c), s 0.0 3.1 0.1 3.7 0.2 3.3 0.4 2.8 Intersection Summary
HCM 6th Ctrl Delay 29.9
HCM 6th LOS C
A.47

Existing - PM Peak Hour Synchro 11 Report
70: Atlantic & Slauson HCM 6th Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 207 811 154 145 772 73 126 518 94 76 743 119 Future Volume (veh/h) 207 811 154 145 772 73 126 518 94 76 743 119 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.93 1.00 0.93 0.99 0.93 0.99 0.93 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1811 1811 1811 1811 1811 1811 1826 1826 1826 1826 1826 1826 Adj Flow Rate, veh/h 220 863 74 154 821 4 134 551 10 81 790 5 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 6 6 6 6 6 6 5 5 5 5 5 5
Cap, veh/h 321 1017 422 284 932 385 386 1470 611 476 1458 605 Arrive On Green 0.13 0.30 0.30 0.10 0.27 0.27 0.08 0.42 0.42 0.08 0.42 0.42 Sat Flow, veh/h 1725 3441 1429 1725 3441 1423 1739 3469 1442 1739 3469 1439 Grp Volume(v), veh/h 220 863 74 154 821 4 134 551 10 81 790 5 Grp Sat Flow(s),veh/h/ln 1725 1721 1429 1725 1721 1423 1739 1735 1442 1739 1735 1439 Q Serve(g_s), s 9.8 28.3 4.6 7.1 27.4 0.2 4.7 13.1 0.5 2.8 20.5 0.2 Cycle Q Clear(g_c), s 9.8 28.3 4.6 7.1 27.4 0.2 4.7 13.1 0.5 2.8 20.5 0.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 321 1017 422 284 932 385 386 1470 611 476 1458 605 V/C Ratio(X) 0.69 0.85 0.18 0.54 0.88 0.01 0.35 0.37 0.02 0.17 0.54 0.01 Avail Cap(c_a), veh/h 398 1190 494 332 1047 433 438 1470 611 484 1458 605 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 26.7 39.7 31.4 27.6 41.9 32.0 16.4 23.7 20.1 14.9 26.1 20.2 Incr Delay (d2), s/veh 3.6 5.2 0.2 1.6 8.2 0.0 0.5 0.7 0.0 0.2 1.4 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 7.6 18.3 2.9 5.4 18.3 0.2 3.3 9.2 0.3 2.0 13.4 0.2 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 30.3 45.0 31.6 29.2 50.1 32.0 17.0 24.4 20.1 15.1 27.5 20.3 LnGrp LOS C D C C D C B C C B C C
Approach Vol, veh/h 1157 979 695 876
Approach Delay, s/veh 41.3 46.7 22.9 26.4
Approach LOS D D C C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 11.0 55.3 13.7 40.0 11.4 54.9 16.6 37.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 7.1 40.9 12.5 41.5 10.5 37.5 17.5 36.5 Max Q Clear Time (g_c+I1), s 4.8 15.1 9.1 30.3 6.7 22.5 11.8 29.4 Green Ext Time (p_c), s 0.0 3.8 0.1 4.6 0.1 4.7 0.3 3.1 Intersection Summary
HCM 6th Ctrl Delay 35.8
HCM 6th LOS D
A.48

2035 No-Project - AM Peak Hour Synchro 11 Report
70: Atlantic & Slauson HCM 6th Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 375 510 165 45 575 55 270 580 30 40 415 250 Future Volume (veh/h) 375 510 165 45 575 55 270 580 30 40 415 250 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.95 0.98 1.00 0.99 1.00 0.99 0.94 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1575 1575 1575 1575 1575 1575 1575 1575 1575 1575 1575 1575 Adj Flow Rate, veh/h 395 537 85 47 605 -16 284 611 -57 42 437 142 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 456 1180 501 378 732 327 433 1094 488 355 889 374 Arrive On Green 0.22 0.39 0.39 0.07 0.24 0.00 0.14 0.37 0.00 0.07 0.30 0.30 Sat Flow, veh/h 1500 2993 1270 1500 2993 1335 1500 2993 1335 1500 2993 1260 Grp Volume(v), veh/h 395 537 85 47 605 -16 284 611 -57 42 437 142 Grp Sat Flow(s),veh/h/ln 1500 1496 1270 1500 1496 1335 1500 1496 1335 1500 1496 1260 Q Serve(g_s), s 21.1 15.9 5.2 2.6 23.0 0.0 14.7 19.5 0.0 2.1 14.4 10.7 Cycle Q Clear(g_c), s 21.1 15.9 5.2 2.6 23.0 0.0 14.7 19.5 0.0 2.1 14.4 10.7 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 456 1180 501 378 732 327 433 1094 488 355 889 374 V/C Ratio(X) 0.87 0.46 0.17 0.12 0.83 -0.05 0.66 0.56 -0.12 0.12 0.49 0.38 Avail Cap(c_a), veh/h 484 1219 517 396 751 335 433 1094 488 377 889 374 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 23.9 26.8 23.6 26.9 42.9 0.0 22.0 30.4 0.0 23.5 34.7 33.4 Incr Delay (d2), s/veh 14.7 0.3 0.2 0.1 7.4 0.0 3.6 2.1 0.0 0.1 1.9 2.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 13.9 9.5 2.8 1.7 14.1 0.0 9.3 11.6 0.0 1.4 9.3 6.4 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 38.6 27.1 23.7 27.1 50.3 0.0 25.6 32.4 0.0 23.6 36.7 36.3 LnGrp LOS D C C C D A C C A C D D
Approach Vol, veh/h 1017 636 838 621
Approach Delay, s/veh 31.3 49.9 32.3 35.7
Approach LOS C D C D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.8 48.4 10.0 51.8 18.0 40.1 28.0 33.9 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 7.0 39.1 7.0 48.9 13.5 32.6 25.8 30.1 Max Q Clear Time (g_c+I1), s 4.1 21.5 4.6 17.9 16.7 16.4 23.1 25.0 Green Ext Time (p_c), s 0.0 3.8 0.0 4.1 0.0 3.0 0.4 1.8 Intersection Summary
HCM 6th Ctrl Delay 36.2
HCM 6th LOS D
A.49

2035 No-Project - Mid-Day Pk Hr Synchro 11 Report
70: Atlantic & Slauson HCM 6th Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 310 375 190 85 545 70 190 440 40 55 550 200 Future Volume (veh/h) 310 375 190 85 545 70 190 440 40 55 550 200 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.94 0.98 1.00 0.99 1.00 0.99 0.95 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 326 395 111 89 574 0 200 463 -47 58 579 90 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 455 1152 485 427 830 370 465 1474 657 529 1375 582 Arrive On Green 0.17 0.33 0.33 0.08 0.24 0.00 0.10 0.42 0.00 0.07 0.39 0.39 Sat Flow, veh/h 1767 3526 1484 1767 3526 1572 1767 3526 1572 1767 3526 1492 Grp Volume(v), veh/h 326 395 111 89 574 0 200 463 -47 58 579 90 Grp Sat Flow(s),veh/h/ln 1767 1763 1484 1767 1763 1572 1767 1763 1572 1767 1763 1492 Q Serve(g_s), s 15.0 10.2 6.5 4.2 17.8 0.0 7.1 10.6 0.0 2.1 14.4 4.7 Cycle Q Clear(g_c), s 15.0 10.2 6.5 4.2 17.8 0.0 7.1 10.6 0.0 2.1 14.4 4.7 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 455 1152 485 427 830 370 465 1474 657 529 1375 582 V/C Ratio(X) 0.72 0.34 0.23 0.21 0.69 0.00 0.43 0.31 -0.07 0.11 0.42 0.15 Avail Cap(c_a), veh/h 557 1396 587 434 884 394 541 1474 657 546 1375 582 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 25.1 30.6 29.4 27.4 41.9 0.0 16.2 23.4 0.0 16.4 26.7 23.8 Incr Delay (d2), s/veh 3.4 0.2 0.2 0.2 2.1 0.0 0.6 0.6 0.0 0.1 0.9 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 10.7 7.7 0.1 3.2 12.5 0.0 5.2 7.9 0.0 1.5 10.2 3.1 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 28.5 30.8 29.6 27.7 44.0 0.0 16.8 23.9 0.0 16.5 27.7 24.3 LnGrp LOS C C C C D A B C A B C C
Approach Vol, veh/h 832 663 616 727
Approach Delay, s/veh 29.7 41.8 23.5 26.4
Approach LOS C D C C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 10.5 54.7 11.1 43.7 13.9 51.3 22.1 32.8 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 7.1 40.3 7.1 47.5 14.5 32.9 24.5 30.1 Max Q Clear Time (g_c+I1), s 4.1 12.6 6.2 12.2 9.1 16.4 17.0 19.8 Green Ext Time (p_c), s 0.0 3.1 0.0 3.1 0.2 3.8 0.6 2.7 Intersection Summary
HCM 6th Ctrl Delay 30.3
HCM 6th LOS C
A.50

2035 No-Project - PM Peak Hour Synchro 11 Report
70: Atlantic & Slauson HCM 6th Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 515 245 415 55 660 20 295 290 110 235 725 240 Future Volume (veh/h) 515 245 415 55 660 20 295 290 110 235 725 240 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.95 0.98 1.00 0.99 0.91 0.96 0.90 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 542 258 348 58 695 -53 311 305 27 247 763 263 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 550 1448 611 408 870 388 364 1085 440 526 996 400 Arrive On Green 0.24 0.41 0.41 0.07 0.24 0.00 0.14 0.31 0.31 0.11 0.28 0.28 Sat Flow, veh/h 1781 3554 1500 1781 3554 1585 1781 3554 1442 1781 3554 1428 Grp Volume(v), veh/h 542 258 348 58 695 -53 311 305 27 247 763 263 Grp Sat Flow(s),veh/h/ln 1781 1777 1500 1781 1777 1585 1781 1777 1442 1781 1777 1428 Q Serve(g_s), s 27.7 5.6 21.5 2.6 22.0 0.0 13.7 7.8 1.6 11.2 23.6 19.5 Cycle Q Clear(g_c), s 27.7 5.6 21.5 2.6 22.0 0.0 13.7 7.8 1.6 11.2 23.6 19.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 550 1448 611 408 870 388 364 1085 440 526 996 400 V/C Ratio(X) 0.98 0.18 0.57 0.14 0.80 -0.14 0.85 0.28 0.06 0.47 0.77 0.66 Avail Cap(c_a), veh/h 550 1448 611 423 888 396 364 1085 440 526 996 400 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 28.1 22.7 27.4 26.6 42.5 0.0 26.2 31.7 29.5 23.7 39.6 38.1 Incr Delay (d2), s/veh 34.4 0.1 1.3 0.2 5.1 0.0 17.6 0.6 0.3 0.7 5.6 8.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 23.2 4.2 12.3 2.1 15.4 0.0 11.8 6.2 1.0 8.3 16.3 12.2 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 62.5 22.8 28.7 26.8 47.7 0.0 43.8 32.3 29.8 24.4 45.2 46.3 LnGrp LOS E C C C D A D C C C D D
Approach Vol, veh/h 1148 700 643 1273
Approach Delay, s/veh 43.3 49.6 37.8 41.4
Approach LOS D D D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 15.0 41.1 10.5 53.4 18.0 38.1 30.0 33.9 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 10.5 36.0 7.0 48.5 13.5 33.0 25.5 30.0 Max Q Clear Time (g_c+I1), s 13.2 9.8 4.6 23.5 15.7 25.6 29.7 24.0 Green Ext Time (p_c), s 0.0 2.0 0.0 3.0 0.0 3.5 0.0 2.3 Intersection Summary
HCM 6th Ctrl Delay 42.9
HCM 6th LOS D
A.51

2035 With-Project - AM Peak Hour Synchro 11 Report
70: Atlantic & Slauson HCM 6th Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 375 510 165 45 575 55 270 580 30 40 415 250 Future Volume (veh/h) 375 510 165 45 575 55 270 580 30 40 415 250 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.95 1.00 1.00 1.00 1.00 1.00 0.95 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1575 1575 1575 1575 1575 1575 1575 1575 1575 1575 1575 1575 Adj Flow Rate, veh/h 395 537 85 47 605 -16 284 611 -57 42 437 142 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 509 1046 442 107 736 328 398 1228 548 103 1024 434 Arrive On Green 0.17 0.35 0.35 0.07 0.25 0.00 0.14 0.41 0.00 0.07 0.34 0.34 Sat Flow, veh/h 2910 2993 1263 1500 2993 1335 2910 2993 1335 1500 2993 1268 Grp Volume(v), veh/h 395 537 85 47 605 -16 284 611 -57 42 437 142 Grp Sat Flow(s),veh/h/ln 1455 1496 1263 1500 1496 1335 1455 1496 1335 1500 1496 1268 Q Serve(g_s), s 15.5 17.1 5.6 3.6 22.9 0.0 11.2 18.2 0.0 3.2 13.5 10.0 Cycle Q Clear(g_c), s 15.5 17.1 5.6 3.6 22.9 0.0 11.2 18.2 0.0 3.2 13.5 10.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 509 1046 442 107 736 328 398 1228 548 103 1024 434 V/C Ratio(X) 0.78 0.51 0.19 0.44 0.82 -0.05 0.71 0.50 -0.10 0.41 0.43 0.33 Avail Cap(c_a), veh/h 570 1167 493 128 835 373 449 1228 548 125 1024 434 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 47.3 30.9 27.2 53.4 42.8 0.0 49.5 26.2 0.0 53.5 30.4 29.2 Incr Delay (d2), s/veh 6.0 0.4 0.2 2.8 6.0 0.0 4.6 1.4 0.0 2.5 1.3 2.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 10.0 10.2 3.1 2.6 13.9 0.0 7.7 10.8 0.0 2.3 8.7 5.8 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 53.3 31.3 27.4 56.3 48.7 0.0 54.1 27.7 0.0 56.1 31.7 31.2 LnGrp LOS D C C E D A D C A E C C
Approach Vol, veh/h 1017 636 838 621
Approach Delay, s/veh 39.5 50.5 38.5 33.2
Approach LOS D D D C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.8 53.7 10.0 46.5 17.9 45.6 22.5 34.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 7.0 41.0 7.2 46.8 15.5 32.5 20.5 33.5 Max Q Clear Time (g_c+I1), s 5.2 20.2 5.6 19.1 13.2 15.5 17.5 24.9 Green Ext Time (p_c), s 0.0 4.0 0.0 4.0 0.2 3.1 0.4 2.5 Intersection Summary
HCM 6th Ctrl Delay 40.2
HCM 6th LOS D
A.52

2035 With-Project - Mid-Day Pk Hr Synchro 11 Report
70: Atlantic & Slauson HCM 6th Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 310 375 190 85 545 70 190 440 40 55 550 200 Future Volume (veh/h) 310 375 190 85 545 70 190 440 40 55 550 200 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.94 1.00 1.00 1.00 1.00 1.00 0.95 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 1856 Adj Flow Rate, veh/h 326 395 111 89 574 0 200 463 -47 58 579 90 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 3 3 3 3 3 3 3 3 3 3 3 3
Cap, veh/h 468 1008 421 154 834 372 339 1594 711 132 1509 641 Arrive On Green 0.14 0.29 0.29 0.09 0.24 0.00 0.10 0.45 0.00 0.07 0.43 0.43 Sat Flow, veh/h 3428 3526 1474 1767 3526 1572 3428 3526 1572 1767 3526 1497 Grp Volume(v), veh/h 326 395 111 89 574 0 200 463 -47 58 579 90 Grp Sat Flow(s),veh/h/ln 1714 1763 1474 1767 1763 1572 1714 1763 1572 1767 1763 1497 Q Serve(g_s), s 10.9 10.8 7.0 5.8 17.8 0.0 6.7 9.9 0.0 3.8 13.5 4.4 Cycle Q Clear(g_c), s 10.9 10.8 7.0 5.8 17.8 0.0 6.7 9.9 0.0 3.8 13.5 4.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 468 1008 421 154 834 372 339 1594 711 132 1509 641 V/C Ratio(X) 0.70 0.39 0.26 0.58 0.69 0.00 0.59 0.29 -0.07 0.44 0.38 0.14 Avail Cap(c_a), veh/h 586 1190 497 214 1014 452 414 1594 711 169 1509 641 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 49.4 34.5 33.1 52.6 41.8 0.0 51.7 20.7 0.0 53.1 23.5 20.9 Incr Delay (d2), s/veh 2.6 0.2 0.3 3.4 1.5 0.0 1.6 0.5 0.0 2.3 0.7 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 8.4 8.2 4.5 4.9 12.4 0.0 5.3 7.5 0.0 3.1 9.6 2.9 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 52.1 34.7 33.4 56.0 43.3 0.0 53.4 21.2 0.0 55.4 24.2 21.3 LnGrp LOS D C C E D A D C A E C C
Approach Vol, veh/h 832 663 616 727
Approach Delay, s/veh 41.3 45.0 33.3 26.3
Approach LOS D D C C
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 10.5 58.7 12.0 38.8 13.4 55.9 17.9 32.9 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 8.5 41.5 11.5 40.5 11.5 38.5 17.5 34.5 Max Q Clear Time (g_c+I1), s 5.8 11.9 7.8 12.8 8.7 15.5 12.9 19.8 Green Ext Time (p_c), s 0.0 3.2 0.1 3.0 0.2 4.2 0.5 3.2 Intersection Summary
HCM 6th Ctrl Delay 36.6
HCM 6th LOS D
A.53

2035 With-Project - PM Peak Hour Synchro 11 Report
70: Atlantic & Slauson HCM 6th Signalized Intersection Summary Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations
Traffic Volume (veh/h) 515 245 415 55 660 20 295 290 110 235 725 240 Future Volume (veh/h) 515 245 415 55 660 20 295 290 110 235 725 240 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.94 1.00 1.00 1.00 0.90 1.00 0.92 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 542 258 348 58 695 -53 311 305 27 247 763 263 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2
Cap, veh/h 677 1304 548 133 874 390 418 992 399 319 1199 490 Arrive On Green 0.20 0.37 0.37 0.07 0.25 0.00 0.12 0.28 0.28 0.18 0.34 0.34 Sat Flow, veh/h 3456 3554 1493 1781 3554 1585 3456 3554 1431 1781 3554 1451 Grp Volume(v), veh/h 542 258 348 58 695 -53 311 305 27 247 763 263 Grp Sat Flow(s),veh/h/ln 1728 1777 1493 1781 1777 1585 1728 1777 1431 1781 1777 1451 Q Serve(g_s), s 18.0 5.9 23.1 3.7 22.0 0.0 10.4 8.1 1.7 15.9 21.7 17.6 Cycle Q Clear(g_c), s 18.0 5.9 23.1 3.7 22.0 0.0 10.4 8.1 1.7 15.9 21.7 17.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 677 1304 548 133 874 390 418 992 399 319 1199 490 V/C Ratio(X) 0.80 0.20 0.64 0.43 0.80 -0.14 0.74 0.31 0.07 0.77 0.64 0.54 Avail Cap(c_a), veh/h 677 1304 548 148 903 403 418 992 399 319 1199 490 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 46.0 25.9 31.4 53.1 42.4 0.0 51.0 34.1 31.8 46.9 33.5 32.2 Incr Delay (d2), s/veh 6.8 0.1 2.4 2.2 4.9 0.0 7.1 0.8 0.3 11.2 2.6 4.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 13.0 4.5 13.3 3.1 15.3 0.0 8.5 6.5 1.1 12.6 14.8 10.9 Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 52.9 26.0 33.8 55.3 47.3 0.0 58.1 34.9 32.1 58.2 36.1 36.4 LnGrp LOS D C C E D A E C C E D D
Approach Vol, veh/h 1148 700 643 1273
Approach Delay, s/veh 41.0 51.5 46.0 40.5
Approach LOS D D D D
Timer - Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 23.0 38.0 10.5 48.5 16.0 45.0 25.0 34.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 18.5 32.5 7.0 44.0 11.5 39.5 20.5 30.5 Max Q Clear Time (g_c+I1), s 18.9 10.1 6.7 25.1 13.4 23.7 21.0 25.0 Green Ext Time (p_c), s 0.0 1.9 0.0 2.8 0.0 5.6 0.0 2.1 Intersection Summary
HCM 6th Ctrl Delay 43.6
HCM 6th LOS D
A.54

HCM Methodology - SimTraffic
A.55

Existing - AM Peak Hour SimTraffic Report - Multiple Runs SimTraffic Performance Report
70: Atlantic & Slauson Performance by movement
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Denied Del/Veh (s) 2.6 0.5 2.7 2.7 0.4 2.8 2.9 0.4 2.9 3.2 0.3 3.1 Total Del/Veh (s) 48.7 27.1 10.9 58.0 37.4 17.0 46.5 35.7 15.9 38.6 35.0 13.6 70: Atlantic & Slauson Performance by movement
Movement All
Denied Del/Veh (s) 1.1
Total Del/Veh (s) 32.8
Total Zone Performance
Denied Del/Veh (s) 1.1
Total Del/Veh (s) 1146.4
A.56

Existing - AM Peak Hour SimTraffic Report - Multiple Runs Queuing and Blocking Report
Intersection: 70: Atlantic & Slauson
Movement EB EB EB EB WB WB WB WB NB NB NB NB
Directions Served L T T R L T T R L T T R
Maximum Queue (ft) 170 393 352 125 130 421 371 125 140 391 388 125 Average Queue (ft) 139 260 217 57 96 291 241 62 102 256 214 71 95th Queue (ft) 207 406 350 136 164 435 370 146 178 394 373 148 Link Distance (ft) 540 540 654 654 582 582
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 145 100 105 100 115 100
Storage Blk Time (%) 8 23 23 0 8 43 30 0 6 36 21 0
Queuing Penalty (veh) 36 44 28 1 32 44 27 1 20 52 35 0
Intersection: 70: Atlantic & Slauson
Movement SB SB SB SB
Directions Served L T T R
Maximum Queue (ft) 144 276 256 145
Average Queue (ft) 70 201 162 72
95th Queue (ft) 153 267 264 149
Link Distance (ft) 515 515
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 120 120
Storage Blk Time (%) 0 29 9 0
Queuing Penalty (veh) 0 20 15 1
Zone Summary
Zone wide Queuing Penalty: 356
A.57

Existing - Mid-Day Pk Hr SimTraffic Report - Multiple Runs SimTraffic Performance Report
70: Atlantic & Slauson Performance by movement
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Denied Del/Veh (s) 3.0 0.4 3.0 3.1 0.3 3.1 3.1 0.3 3.0 3.0 0.3 3.1 Total Del/Veh (s) 36.5 29.7 9.1 40.1 40.5 10.9 29.1 25.9 7.2 27.7 30.5 9.8 70: Atlantic & Slauson Performance by movement
Movement All
Denied Del/Veh (s) 1.3
Total Del/Veh (s) 28.9
Total Zone Performance
Denied Del/Veh (s) 1.3
Total Del/Veh (s) 1276.5
A.58

Existing - Mid-Day Pk Hr SimTraffic Report - Multiple Runs Queuing and Blocking Report
Intersection: 70: Atlantic & Slauson
Movement EB EB EB EB WB WB WB WB NB NB NB NB
Directions Served L T T R L T T R L T T R
Maximum Queue (ft) 170 356 275 125 130 334 289 125 137 253 216 94 Average Queue (ft) 130 161 123 61 97 209 162 44 79 146 99 33 95th Queue (ft) 195 300 242 127 166 319 276 114 142 240 192 77 Link Distance (ft) 540 540 654 654 582 582
Upstream Blk Time (%) 0
Queuing Penalty (veh) 0
Storage Bay Dist (ft) 145 100 105 100 115 100
Storage Blk Time (%) 6 8 9 0 7 37 19 0 4 14 5 0
Queuing Penalty (veh) 15 18 14 1 17 47 15 0 8 21 4 0
Intersection: 70: Atlantic & Slauson
Movement SB SB SB SB
Directions Served L T T R
Maximum Queue (ft) 144 315 266 145
Average Queue (ft) 83 199 152 56
95th Queue (ft) 172 303 270 139
Link Distance (ft) 515 515
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 120 120
Storage Blk Time (%) 1 22 10 0
Queuing Penalty (veh) 2 20 13 0
Zone Summary
Zone wide Queuing Penalty: 195
A.59

Existing - PM Peak Hour SimTraffic Report - Multiple Runs SimTraffic Performance Report
70: Atlantic & Slauson Performance by movement
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Denied Del/Veh (s) 2.8 0.6 2.6 2.8 0.3 2.8 3.1 0.3 3.0 2.8 0.4 2.9 Total Del/Veh (s) 49.6 36.0 16.1 61.8 45.3 19.0 48.0 30.0 11.3 43.0 38.8 15.7 70: Atlantic & Slauson Performance by movement
Movement All
Denied Del/Veh (s) 1.0
Total Del/Veh (s) 37.5
Total Zone Performance
Denied Del/Veh (s) 1.0
Total Del/Veh (s) 1253.6
A.60

Existing - PM Peak Hour SimTraffic Report - Multiple Runs Queuing and Blocking Report
Intersection: 70: Atlantic & Slauson
Movement EB EB EB EB WB WB WB WB NB NB NB NB
Directions Served L T T R L T T R L T T R
Maximum Queue (ft) 170 467 428 125 130 438 391 125 140 316 272 125 Average Queue (ft) 147 284 246 83 106 313 269 45 99 202 156 45 95th Queue (ft) 210 464 401 158 163 466 409 122 173 306 252 120 Link Distance (ft) 540 540 654 654 582 582
Upstream Blk Time (%) 1 0
Queuing Penalty (veh) 0 0
Storage Bay Dist (ft) 145 100 105 100 115 100
Storage Blk Time (%) 8 28 28 1 15 46 37 0 7 23 11 0
Queuing Penalty (veh) 32 58 42 3 57 66 27 1 19 30 11 0
Intersection: 70: Atlantic & Slauson
Movement SB SB SB SB
Directions Served L T T R
Maximum Queue (ft) 144 451 381 145
Average Queue (ft) 68 295 248 64
95th Queue (ft) 161 423 362 160
Link Distance (ft) 515 515
Upstream Blk Time (%) 0
Queuing Penalty (veh) 0
Storage Bay Dist (ft) 120 120
Storage Blk Time (%) 0 40 23 0
Queuing Penalty (veh) 1 30 28 0
Zone Summary
Zone wide Queuing Penalty: 405
A.61

2035 No-Project - AM Peak Hour SimTraffic Report - Multiple Runs SimTraffic Performance Report
70: Atlantic & Slauson Performance by movement
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Denied Del/Veh (s) 3.0 0.6 2.9 3.4 0.2 2.8 3.0 0.4 2.7 3.0 0.3 3.2 Total Del/Veh (s) 53.4 24.5 7.6 42.3 49.0 13.6 64.3 32.7 10.2 33.4 37.4 13.2 70: Atlantic & Slauson Performance by movement
Movement All
Denied Del/Veh (s) 1.4
Total Del/Veh (s) 36.8
Total Zone Performance
Denied Del/Veh (s) 1.4
Total Del/Veh (s) 1177.6
A.62

2035 No-Project - AM Peak Hour SimTraffic Report - Multiple Runs Queuing and Blocking Report
Intersection: 70: Atlantic & Slauson
Movement EB EB EB EB WB WB WB WB NB NB NB NB
Directions Served L T T R L T T R L T T R
Maximum Queue (ft) 170 492 418 125 130 378 336 125 140 462 391 108 Average Queue (ft) 162 290 189 59 53 230 189 40 128 270 216 29 95th Queue (ft) 195 518 411 131 142 330 287 115 169 476 392 105 Link Distance (ft) 540 540 654 654 582 582
Upstream Blk Time (%) 1 0 0
Queuing Penalty (veh) 0 0 0
Storage Bay Dist (ft) 145 100 105 100 115 100
Storage Blk Time (%) 39 1 9 1 49 29 0 40 16 19 0
Queuing Penalty (veh) 99 4 15 1 22 16 0 117 42 6 0
Intersection: 70: Atlantic & Slauson
Movement SB SB SB SB
Directions Served L T T R
Maximum Queue (ft) 144 270 220 144
Average Queue (ft) 41 179 125 75
95th Queue (ft) 118 267 221 141
Link Distance (ft) 515 515
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 120 120
Storage Blk Time (%) 0 22 3 2
Queuing Penalty (veh) 0 9 8 4
Zone Summary
Zone wide Queuing Penalty: 343
A.63

2035 No-Project - Mid-Day Pk Hr SimTraffic Report - Multiple Runs SimTraffic Performance Report
70: Atlantic & Slauson Performance by movement
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Denied Del/Veh (s) 3.1 0.5 3.1 3.1 0.2 3.1 3.1 0.3 2.9 2.9 0.3 3.0 Total Del/Veh (s) 48.5 27.0 10.4 38.3 42.5 11.1 34.3 25.8 5.6 32.9 36.5 11.7 70: Atlantic & Slauson Performance by movement
Movement All
Denied Del/Veh (s) 1.3
Total Del/Veh (s) 31.8
Total Zone Performance
Denied Del/Veh (s) 1.3
Total Del/Veh (s) 1283.4
A.64

2035 No-Project - Mid-Day Pk Hr SimTraffic Report - Multiple Runs Queuing and Blocking Report
Intersection: 70: Atlantic & Slauson
Movement EB EB EB EB WB WB WB WB NB NB NB NB
Directions Served L T T R L T T R L T T R
Maximum Queue (ft) 170 388 294 125 130 312 262 125 140 244 190 107 Average Queue (ft) 145 186 115 58 92 216 168 47 96 134 95 19 95th Queue (ft) 191 423 299 123 166 312 271 125 161 238 178 69 Link Distance (ft) 540 540 654 654 582 582
Upstream Blk Time (%) 1
Queuing Penalty (veh) 0
Storage Bay Dist (ft) 145 100 105 100 115 100
Storage Blk Time (%) 23 1 5 2 1 43 20 0 7 12 6 0
Queuing Penalty (veh) 43 4 9 3 2 37 14 0 16 24 2 0
Intersection: 70: Atlantic & Slauson
Movement SB SB SB SB
Directions Served L T T R
Maximum Queue (ft) 144 336 293 145
Average Queue (ft) 61 227 174 76
95th Queue (ft) 153 338 286 157
Link Distance (ft) 515 515
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 120 120
Storage Blk Time (%) 0 31 12 0
Queuing Penalty (veh) 0 17 23 1
Zone Summary
Zone wide Queuing Penalty: 195
A.65

2035 No-Project - PM Peak Hour SimTraffic Report - Multiple Runs SimTraffic Performance Report
70: Atlantic & Slauson Performance by movement
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Denied Del/Veh (s) 172.3 165.2 175.5 2.9 0.2 2.9 57.5 53.8 67.6 178.7 175.4 171.3 Total Del/Veh (s) 160.2 35.1 16.7 66.2 74.3 27.8 214.6 46.3 10.9 113.3 110.1 95.1 70: Atlantic & Slauson Performance by movement
Movement All
Denied Del/Veh (s) 122.8
Total Del/Veh (s) 94.6
Total Zone Performance
Denied Del/Veh (s) 122.8
Total Del/Veh (s) 1430.2
A.66

2035 No-Project - PM Peak Hour SimTraffic Report - Multiple Runs Queuing and Blocking Report
Intersection: 70: Atlantic & Slauson
Movement EB EB EB EB WB WB WB WB NB NB NB NB
Directions Served L T T R L T T R L T T R
Maximum Queue (ft) 170 583 532 125 129 436 391 125 140 612 554 125 Average Queue (ft) 169 545 354 93 52 320 280 17 139 504 360 58 95th Queue (ft) 171 650 634 143 129 455 410 76 149 714 643 143 Link Distance (ft) 540 540 654 654 582 582
Upstream Blk Time (%) 80 0 38 0
Queuing Penalty (veh) 0 0 0 0
Storage Bay Dist (ft) 145 100 105 100 115 100
Storage Blk Time (%) 82 0 5 10 0 67 54 0 88 2 19 0
Queuing Penalty (veh) 99 2 19 12 0 37 11 0 128 7 21 0
Intersection: 70: Atlantic & Slauson
Movement SB SB SB SB
Directions Served L T T R
Maximum Queue (ft) 144 559 563 145
Average Queue (ft) 129 527 536 144
95th Queue (ft) 180 565 554 158
Link Distance (ft) 515 515
Upstream Blk Time (%) 36 70
Queuing Penalty (veh) 0 0
Storage Bay Dist (ft) 120 120
Storage Blk Time (%) 16 61 52 41
Queuing Penalty (veh) 59 144 250 149
Zone Summary
Zone wide Queuing Penalty: 938
A.67

2035 With-Project - AM Peak Hour SimTraffic Report - Multiple Runs 07/01/2022
70: Atlantic & Slauson Performance by movement
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Denied Del/Veh (s) 2.9 0.7 2.8 3.2 0.2 3.2 3.0 0.4 3.0 2.8 0.3 3.1 Total Del/Veh (s) 54.2 24.3 7.7 72.4 40.0 14.1 67.0 27.2 9.6 63.6 35.6 13.4 70: Atlantic & Slauson Performance by movement
Movement All
Denied Del/Veh (s) 1.3
Total Del/Veh (s) 35.5
Total Zone Performance
Denied Del/Veh (s) 1.3
Total Del/Veh (s) 1309.3
A.68

2035 With-Project - AM Peak Hour SimTraffic Report - Multiple Runs 07/01/2022
Intersection: 70: Atlantic & Slauson
Movement EB EB EB EB EB WB WB WB WB NB NB NB
Directions Served L L T T R L T T R L L T
Maximum Queue (ft) 235 258 262 224 125 130 300 267 125 157 169 378 Average Queue (ft) 158 200 130 113 49 71 211 174 35 120 156 209 95th Queue (ft) 247 263 232 199 112 152 293 265 104 206 196 349 Link Distance (ft) 534 534 648 648 576
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 250 250 100 105 100 145 145
Storage Blk Time (%) 0 2 0 9 0 1 43 18 0 2 22 9
Queuing Penalty (veh) 0 4 0 15 0 2 19 10 0 6 62 24
Intersection: 70: Atlantic & Slauson
Movement NB NB SB SB SB SB
Directions Served T R L T T R
Maximum Queue (ft) 264 125 144 245 220 145
Average Queue (ft) 142 27 47 169 125 77
95th Queue (ft) 245 97 129 237 213 141
Link Distance (ft) 576 510 510
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 100 120 120
Storage Blk Time (%) 15 0 0 20 3 1
Queuing Penalty (veh) 4 0 0 8 8 3
Zone Summary
Zone wide Queuing Penalty: 167
A.69

2035 With-Project - Mid-Day Pk Hr SimTraffic Report - Multiple Runs 07/01/2022
70: Atlantic & Slauson Performance by movement
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Denied Del/Veh (s) 3.0 0.5 2.9 3.3 0.3 3.0 3.2 0.3 3.0 2.7 0.3 3.1 Total Del/Veh (s) 58.8 28.8 9.3 67.2 38.4 12.8 67.3 26.1 6.1 69.4 31.5 13.3 70: Atlantic & Slauson Performance by movement
Movement All
Denied Del/Veh (s) 1.3
Total Del/Veh (s) 34.9
Total Zone Performance
Denied Del/Veh (s) 1.3
Total Del/Veh (s) 1170.3
A.70

2035 With-Project - Mid-Day Pk Hr SimTraffic Report - Multiple Runs 07/01/2022
Intersection: 70: Atlantic & Slauson
Movement EB EB EB EB EB WB WB WB WB NB NB NB
Directions Served L L T T R L T T R L L T
Maximum Queue (ft) 210 229 189 169 124 130 285 267 125 156 169 271 Average Queue (ft) 126 169 110 91 55 96 187 153 52 78 125 158 95th Queue (ft) 215 233 185 163 109 163 273 242 130 181 193 246 Link Distance (ft) 534 534 648 648 576
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 250 250 100 105 100 145 145
Storage Blk Time (%) 0 0 0 5 0 6 37 15 0 0 8 5
Queuing Penalty (veh) 0 0 0 9 1 16 31 11 0 1 18 9
Intersection: 70: Atlantic & Slauson
Movement NB NB SB SB SB SB
Directions Served T R L T T R
Maximum Queue (ft) 204 80 144 288 241 145
Average Queue (ft) 108 16 57 207 164 79
95th Queue (ft) 190 54 136 283 249 154
Link Distance (ft) 576 510 510
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 100 120 120
Storage Blk Time (%) 5 1 24 7 1
Queuing Penalty (veh) 2 4 13 14 3
Zone Summary
Zone wide Queuing Penalty: 132
A.71

2035 With-Project - PM Peak Hour SimTraffic Report - Multiple Runs 07/01/2022
70: Atlantic & Slauson Performance by movement
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Denied Del/Veh (s) 3.3 1.1 3.0 3.1 0.2 3.1 3.3 0.4 3.2 66.8 66.0 66.2 Total Del/Veh (s) 79.9 26.3 17.9 82.0 48.6 17.1 105.5 37.4 7.5 126.3 77.4 83.2 70: Atlantic & Slauson Performance by movement
Movement All
Denied Del/Veh (s) 25.3
Total Del/Veh (s) 64.5
Total Zone Performance
Denied Del/Veh (s) 25.3
Total Del/Veh (s) 1558.5
A.72

2035 With-Project - PM Peak Hour SimTraffic Report - Multiple Runs 07/01/2022
Intersection: 70: Atlantic & Slauson
Movement EB EB EB EB EB WB WB WB WB NB NB NB
Directions Served L L T T R L T T R L L T
Maximum Queue (ft) 262 274 480 361 125 130 373 339 125 157 170 422 Average Queue (ft) 229 256 240 124 99 78 248 205 27 138 162 208 95th Queue (ft) 297 304 538 321 143 152 350 312 105 193 179 408 Link Distance (ft) 534 534 648 648 576
Upstream Blk Time (%) 2
Queuing Penalty (veh) 0
Storage Bay Dist (ft) 250 250 100 105 100 145 145
Storage Blk Time (%) 2 23 0 1 15 2 54 30 0 6 40 1
Queuing Penalty (veh) 2 28 1 3 19 8 30 6 0 8 58 3
Intersection: 70: Atlantic & Slauson
Movement NB NB SB SB SB SB
Directions Served T R L T T R
Maximum Queue (ft) 367 112 144 548 552 145
Average Queue (ft) 125 34 141 514 528 145
95th Queue (ft) 290 84 158 575 559 146
Link Distance (ft) 576 510 510
Upstream Blk Time (%) 37 59
Queuing Penalty (veh) 0 0
Storage Bay Dist (ft) 100 120 120
Storage Blk Time (%) 3 0 53 26 23 55
Queuing Penalty (veh) 4 0 192 62 111 200
Zone Summary
Zone wide Queuing Penalty: 733
A.73

Draft Initial Study and Mitigated Negative Declaration
Slauson Avenue and Atlantic Boulevard Congestion Relief Improvements

APPENDIX C
Air Quality and Greenhouse Gas Emissions Study
IJ

AIR QUALITY AND GREENHOUSE GAS

EMISSIONS STUDY
Slauson Avenue and Atlantic Boulevard
Congestion Relief Improvements
November 1, 2023
Prepared for:

City of Maywood
4319 E Slauson Avenue
Maywood, California 90270
Prepared by:

Stantec Consulting Services Inc.
38 Technology Drive, Suite 200
Irvine CA 92618-5312
Project Number: 2042639600

() Stantec

Air Quality and Greenhouse Gas Emissions Study
Project Number: 2042639600
Revision Description Author Date Quality
Check
Date Independent
Review
Date
IJ

Air Quality and Greenhouse Gas Emissions Study
Project Number: 2042639600
The conclusions in the Report titled Air Quality and Greenhouse Gas Emissions Study are Stantec’s professional opinion, as of the time of the Report, and concerning the scope described in the Report. The opinions in the document are based on conditions and information existing at the time the scope of work was conducted and do not take into account any subsequent changes. The Report relates solely to the specific project for which Stantec was retained and the stated purpose for which the Report was prepared. The Report is not to be used or relied on for any variation or extension of the project, or for any other project or purpose, and any unauthorized use or reliance is at the recipient’s own risk.

Stantec has assumed all information received from City of Maywood (the “Client”) and third parties in the preparation of the Report to be correct. While Stantec has exercised a customary level of judgment or due diligence in the use of such information, Stantec assumes no responsibility for the consequences of any error or omission contained therein.

This Report is intended solely for use by the Client in accordance with Stantec’s contract with the Client.

While the Report may be provided by the Client to applicable authorities having jurisdiction and to other third parties in connection with the project, Stantec disclaims any legal duty based upon warranty, reliance or any other theory to any third party, and will not be liable to such third party for any damages or losses of any kind that may result.

Prepared by:

Signature
Briette Shea
Printed Name
Reviewed by:

Signature
Brian Goss
Printed Name
Approved by:

Signature
Michael Weber
Printed Name
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Air Quality and Greenhouse Gas Emissions Study
Project Number: 2042644200 i
Table of Contents
ACRONYMS / ABBREVIATIONS ...............................................................................................III 1 INTRODUCTION .........................................................................................................1.1

1.1 Purpose of Analysis.................................................................................................................... 1.1

1.2 Project Description ..................................................................................................................... 1.1

1.3 Surrounding Land Uses.............................................................................................................. 1.2 2 AIR QUALITY..............................................................................................................2.3

2.1 Environmental Setting ................................................................................................................ 2.3

2.1.1 Criteria Air Pollutants........................................................................................................... 2.3

2.1.2 Attainment Status ................................................................................................................ 2.4

2.1.3 Odors................................................................................................................................... 2.7

2.1.4 Toxic Air Contaminants ....................................................................................................... 2.7

2.1.5 Sensitive Receptors ............................................................................................................ 2.9

2.2 Regulatory Setting...................................................................................................................... 2.9

2.2.1 Federal ................................................................................................................................ 2.9

2.2.2 State .................................................................................................................................. 2.10

2.2.3 Regional ............................................................................................................................ 2.12 3 GREENHOUSE GAS................................................................................................. 3.14

3.1 Environmental Setting .............................................................................................................. 3.14

3.1.1 Greenhouse gases............................................................................................................ 3.14

3.1.2 Global Warming Potential.................................................................................................. 3.15

3.1.3 Sources of Greenhouse Gas Emissions ........................................................................... 3.16

3.1.4 Effects of Global Climate Change ..................................................................................... 3.17

3.2 Regulatory Setting.................................................................................................................... 3.17

3.2.1 State .................................................................................................................................. 3.17 4 METHODOLOGIES AND THRESHOLDS ................................................................4.23

4.1 Methodology ............................................................................................................................. 4.23

4.1.1 Construction ...................................................................................................................... 4.23

4.1.2 Operation........................................................................................................................... 4.23

4.2 Thresholds................................................................................................................................ 4.23

4.2.1 Air Quality.......................................................................................................................... 4.23

4.2.2 Greenhouse Gas ............................................................................................................... 4.24 5 EVALUATION OF ENVIRONMENTAL IMPACTS....................................................5.25

5.1 Air Quality ................................................................................................................................. 5.25

5.1.1 Impact Analysis ................................................................................................................. 5.25

5.2 Greenhouse Gas Emissions..................................................................................................... 5.29

5.2.1 Impact Analysis ................................................................................................................. 5.29 6 REFERENCES ..........................................................................................................6.31 IJ

Air Quality and Greenhouse Gas Emissions Study
Project Number: 2042644200 ii

LIST OF TABLES
Table 1: California and National Ambient Air Quality Standards ...............................................................2.5 Table 2: Attainment Status of the South Coast Air Basin ..........................................................................2.6 Table 3: Los Angeles-North Main Street Monitoring Station......................................................................2.6 Table 4: SCAQMD Air Quality Significance Thresholds ..........................................................................4.24 Table 5: Project Construction Emissions ................................................................................................. 5.26 Table 6: Project Construction Emissions ................................................................................................. 5.27 Table 7: Project Construction GHG Emissions........................................................................................5.29

LIST OF APPENDICES
Appendix A: Air Quality and GHG Modeling Results
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Air Quality and Greenhouse Gas Emissions Study
Project Number: 2042644200 iii
Acronyms / Abbreviations
μg/m3
AB
ACBMs
ADA
ATCMs
AQMP
CAAQS
CAARP
CARB
CCAA
CEQA
CH4
CO
CO2
CO2e
DPM
EO
FCAA
GHG
GWP
HAP
HFC
H2S
LST
MMT
MMTCO2e
MTCO2e
NAAQS
NESHAP
NF3
N2O
NOx
NO2
O3
Pb
PFCs
PM
PM2.5
PM10
ppb
ppm
Project
ROG

RTP/SCS
SB
SCAB
SCAG
Micrograms Per Cubic Meter
Assembly Bill
Asbestos-Containing Building Materials
Americans with Disabilities Act
Airborne Toxic Control Measures
Air Quality Management Plan
California Ambient Air Quality Standards
Climate Action, Adaptation, and Resilience Plan
California Air Resources Board
California Clean Air Act
California Environmental Quality Act
Methane
Carbon Monoxide
Carbon Dioxide
Carbon dioxide equivalent
Diesel Particulate Matter
Executive Order
Federal Clean Air Act
Greenhouse Gases
Global Warming Potential
Hazardous Air Pollutants
Hydrofluorocarbons
Hydrogen Sulfide
Localized Significance Threshold
Million Metric Tons
Million Metric Tons of Carbon Dioxide Equivalents
Metric Tons of Carbon Dioxide Equivalents
National Ambient Air Quality Standards
National Emissions Standards for Hazardous Air Pollutants Nitrogen Trifluoride
Nitrous Oxide
Oxides of Nitrogen
Nitrogen Dioxide
Ozone
Lead
Perfluorocarbons
Particulate Matter
Fine particulate matter; particulate matter 2.5 microns or smaller Particulate matter; particulate matter 10 microns or smaller parts per billion
parts per million
Slauson Avenue and Atlantic Boulevard Congestion Relief Improvements Project Reactive Organic Gases
Regional Transportation Plan/Sustainable Communities Strategy Senate Bill
South Coast Air Basin
Southern California Association of Governments
IJ

Air Quality and Greenhouse Gas Emissions Study
Project Number: 2042644200 iv
SCAQMD
SF6
SMAQMD
SO2
SOX
TAC
USEPA
VOC
South Coast Air Quality Management District
Sulfur Hexafluoride
Sacramento Metropolitan Air Quality Management District Sulfur Dioxide
Sulfur Oxides
Toxic Air Contaminants
United States Environmental Protection Agency
Volatile Organic Compounds
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Air Quality and Greenhouse Gas Emissions Study
Project Number: 2042644200 1.1
1 Introduction

1.1 Purpose of Analysis
The purpose of this Air Quality and Greenhouse Gas Emissions Study is to evaluate the existing conditions and potential air quality and greenhouse gas (GHG) emissions impacts resulting from the Slauson Avenue and Atlantic Boulevard Congestion Relief Improvements Project (Project).

1.2 Project Description
The Project site is a linear transportation corridor along Slauson Avenue, located within the central portion of the City of Maywood, California. The Project is intended to improve the operation of the Slauson Avenue and Atlantic Boulevard intersection, relieve congestion during both AM and PM peak hours, and to alleviate existing queuing conditions. Construction activities would be focused on the Slauson Avenue/Atlantic Boulevard intersection, while the remainder of activities would be associated with traffic signals and synchronization along the approximately 1.1-mile-long Project corridor.

The Project would involve the following improvements to the Slauson Avenue/Atlantic Boulevard intersection: widening the east and west legs of Slauson Avenue and the south leg of Atlantic Boulevard to accommodate dual left turn lanes on eastbound Slauson Avenue and northbound Atlantic Boulevard; reconstructing curb returns at all four corners to accommodate current truck turning standards; closing the mid-block median opening along Slauson Avenue; reducing the width of the existing median islands along the east and west legs of Slauson Avenue and north leg of Atlantic Boulevard; grinding and overlaying the existing intersection approaches and construction decorative paver crosswalks; and restriping the lanes and crosswalks. The Project would also include updating traffic signals and traffic signal synchronization at the following nine intersections:
• Slauson Avenue/Maywood Avenue;
• Slauson Avenue/Everett Avenue;
• Slauson Avenue/Loma Vista Avenue;
• Slauson Avenue/Carmelita Avenue;
• Slauson Avenue/Corona Avenue;
• Slauson Avenue/Gifford Avenue;
• Slauson Avenue/Fishburn Avenue;
• Slauson Avenue/Pine Avenue; and
• Slauson Avenue/Atlantic Boulevard.

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Air Quality and Greenhouse Gas Emissions Study
Project Number: 2042644200 1.2
The Project would include various other improvements, including constructing new Americans with Disabilities Act (ADA)-compliant curb ramps, relocating commercial signs, removing approximately seven parking stalls, relocating existing commercial driveways, and relocating three existing Metro bus stops.

The total disturbance area associated with implementation of the Project would be approximately 1.5 acres. Construction would occur over a 12-month period.

1.3 Surrounding Land Uses
The Project corridor is urbanized and largely built-out as an existing transportation land use. Adjacent land uses along the east/west portion of the corridor are almost exclusively retail/commercial but periodically punctuated by multi-family residential. Land use adjacent to the north/south portion of the corridor include commercial (first parcel depth) and single-family residential (second parcel depth).

IJ

Air Quality and Greenhouse Gas Emissions Study
Project Number: 2042644200 2.3
2 Air Quality

2.1 Environmental Setting
The Project is located within the City of Maywood in Los Angeles County, which is within the South Coast Air Basin (SCAB). Regulatory oversight authority regarding air quality rests at the local, state, and federal levels with the South Coast Air Quality Management District (SCAQMD), California Air Resources Board (CARB), and U.S. Environmental Protection Agency (USEPA), respectively. The SCAB covers approximately 12,000 square miles, consisting of Orange County and the urbanized areas of San Bernardino, Riverside, and Los Angeles counties. The distinctive climate of the SCAB is determined by its terrain and geographic location. The SCAB is a coastal plain with connecting broad valleys and low hills, bounded by the Pacific Ocean to the southwest and high mountains around the perimeter. The general region lies in the semi-permanent high-pressure zone of the eastern Pacific, resulting in a mild climate tempered by cool sea breezes with light average wind speeds. The usually mild climatological pattern is interrupted occasionally by periods of extremely hot weather, winter storms, or Santa Ana winds. The SCAB is classified as a dry-hot desert climate (SCAQMD 1993).

2.1.1 CRITERIA AIR POLLUTANTS
Criteria air pollutants includes ozone (O3), carbon monoxide (CO), nitrogen dioxide (NO2), sulfur dioxide (SO2), particulate matter (measured both in units of smaller than 2.5 microns in diameter [PM2.5] and in units of particulate matter smaller than 10 microns in diameter [PM10]), and lead (Pb).

Ozone. Most ground-level ozone is formed as a result of complex photochemical reactions in the atmosphere between reactive organic gases (ROG), nitrogen oxides (NOx), and oxygen. ROG and NOx are considered precursors to the formation of ozone, a highly reactive gas that can damage lung tissue and affect respiratory function. While ozone in the lower atmosphere is considered a damaging air pollutant, ozone in the upper atmosphere is beneficial, as it protects the Earth from harmful ultraviolet radiation. However, atmospheric processes preclude ground-level ozone from reaching the upper atmosphere (USEPA 2022a).

Carbon Monoxide. CO is a colorless, odorless, poisonous gas produced by the incomplete combustion of fossil fuels. Elevated levels of CO can result in harmful health effects, especially for the young and elderly, and can also contribute to global climate change (USEPA 2022a).

Nitrogen Dioxide. NO2 is a brownish, highly reactive gas primarily produced as a result of the burning of fossil fuels. NO2 can also lead to the formation of ozone in the lower atmosphere. NO2 can cause respiratory ailments, especially in the young and elderly, and can lead to degradations in the health of aquatic and terrestrial ecosystems (USEPA 2022a).

Sulfur Dioxide. SO2 is primarily emitted from the combustion of coal and oil by steel mills, pulp and paper mills, and non-ferrous smelters. High concentrations of SO2 can aggravate existing respiratory and cardiovascular diseases in asthmatics and others who suffer from emphysema or bronchitis. SO2 also contributes to acid rain, which in turn, can lead to the acidification of lakes and streams (USEPA 2022a).

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Air Quality and Greenhouse Gas Emissions Study
Project Number: 2042644200 2.4
Particulate Matter. Airborne PM is not a single pollutant, but rather is a mixture of many chemical species. PM is a complex mixture of solids and aerosols composed of small droplets of liquid, dry solid fragments, and solid cores with liquid coatings. Particles vary widely in size, shape, and chemical composition, and may contain inorganic ions, metallic compounds, elemental carbon, organic compounds, and compounds from the earth’s crust. Particles are defined by their diameter for air quality regulatory purposes. Those with a diameter of 10 microns or less (PM10) are inhalable into the lungs and can induce adverse health effects. Fine particulate matter is defined as particles that are 2.5 microns or less in diameter (PM2.5). Therefore, PM2.5 compromises a portion of PM10. Emissions from combustion of gasoline, oil, diesel fuel or wood produce much of the PM2.5 pollution found in outdoor air, as well as significant proportion of PM10. PM10 also includes dust from construction sites, landfills and agriculture, wildfires and brush/waste burning, industrial sources, wind-blown dust from open lands, pollen, and fragments of bacteria.

PM may be either directly emitted from sources (primarily particles) or formed in the atmosphere through chemical reactions of gases (secondary particles) such as SO2, NOx, and certain organic compounds (USEPA 2022a).

Lead. Sources of Pb include pipes, fuel, and paint, although the use of Pb in these materials has declined dramatically over the years. Historically, a main source of Pb was automobile emissions. Pb can be inhaled directly or ingested by consuming Pb-contaminated food, water, or dust. Fetuses and children are most susceptible to Pb poisoning, which can result in heart disease and nervous system damage (USEPA 2022b). Through regulations, USEPA has gradually reduced the Pb content of gasoline. This program has essentially eliminated violations of the Pb standard in urban areas except those areas with Pb point sources.

2.1.2 ATTAINMENT STATUS
The USEPA and the California Air Resources Board (CARB) designate air basins where ambient air quality standards are exceeded as “nonattainment” areas. If standards are met, the area is designated as an “attainment” area. If there is inadequate or inconclusive data to make a definitive attainment designation, they are considered “unclassified.” National nonattainment areas are further designated as marginal, moderate, serious, severe, or extreme as a function of deviation from standards. Attainment status is based on the National Ambient Air Quality Standards (NAAQS) and the California Ambient Air Quality Standards (CAAQS). Each standard has a different definition, or “form” of what constitutes attainment, based on specific air quality statistics. For example, the federal 8-hour CO standard is not to be exceeded more than once per year; therefore, an area is in attainment of the CO standard if no more than one 8-hour ambient air monitoring values exceeds the threshold per year. In contrast, the federal annual standard for PM2.5 is met if the 3-year average of the annual average PM2.5 concentration is less than or equal to the standard.

The Federal Clean Air Act (FCAA) identifies two types of NAAQS. Primary standards provide public health protection, including protecting the health of sensitive populations such as asthmatics, children, and the elderly. Secondary standards provide public welfare protection, including protection against decreased visibility and damage to animals, crops, vegetation, and buildings. The CAAQS are equal to or more stringent than the NAAQS and include pollutants for which national standards do not exist.

IJ

Air Quality and Greenhouse Gas Emissions Study
Project Number: 2042644200 2.5
Table 1 presents the applicable CAAQS and NAAQS.

Table 1: California and National Ambient Air Quality Standards Pollutant Averaging Time California Standards1 National Standards2 Primary Secondary
Ozone (O3)
8-hour 0.070 ppm (137 µg/m3) 0.070 ppm (137 µg/m3) Same as Primary 1-hour 0.090 ppm (180 µg/m3) -- Standards
Carbon monoxide
(CO)
8-hour 9 ppm (10 mg/m3) 9 ppm (10 mg/m3) -- 1-hour 20 ppm (23 mg/m3) 35 ppm (40 mg/m3) Nitrogen dioxide
(NO2)
Annual arithmetic
mean 0.030 ppm (57 µg/m3) 0.053 ppm (100 µg/m3) Same as Primary Standard 1-hour 0.18 ppm (339 µg/m3) 100 ppb (188 µg/m3) --
Sulfur dioxide (SO2)
Annual arithmetic
mean -- 0.030 ppm --
24-hour 0.04 ppm (105 µg/m3) 0.14 ppm --
3-hour -- -- 0.5 ppm
(1,300 µg/m3)
1-hour 0.25 ppm (655 µg/m3) 0.075 ppm (196 µg/m3) --
Respirable
Particulate Matter
Smaller than 10
Microns in Diameter
(PM10)
Annual arithmetic
mean 20 µg/m3 --
Same as Primary
Standards
24-hour 50 µg/m3 150 µg/m3
Respirable
Particulate Matter
Smaller than 2.5
Microns in Diameter
(PM2.5)
Annual arithmetic
mean 12 µg/m3 12 µg/m3 15 µg/m3
24-hour -- 35 µg/m3 Same as Primary
Standards
Sulfates 24-hour 25 µg/m3 -- --
Lead (Pb)
30-day average 1.5 µg/m3 -- --
Calendar quarter -- 1.5 µg/m3
Same as Primary
Standard Rolling 3-month
average -- 0.15 µg/m3
Hydrogen sulfide
(H2S) 1-hour 0.03 ppm (42 µg/m3) -- --
Vinyl chloride
(chloroethene) 24-hour 0.01 ppm (26 µg/m3) -- --
Visibility reducing
particles 8-hour
In 1989, the Air Resources
Board converted the general
statewide 10-mile visibility
standard to instrumental
equivalents, which are
extinction of 0.23 per
kilometer.
-- --
Notes:

1. CO, SO2 (1- and 24-hour), NO2, O3, PM10, and visibility reducing particles standards are not to be exceeded.

2. Not to be exceeded more than once a year except for annual standards. -- = no standard established
µg/m3
= micrograms per cubic meter
mg/m3
= milligrams per cubic meter
ppm = parts per million
Source: CARB 2016.

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Attainment Status
Table 2 presents the federal and state attainment status for the SCAB, in which the Project is located.

The Project is in an area designated non-attainment for both the federal and state standards for O3 and PM2.5, the state standard for PM10, and the federal standard for lead (SCAQMD 2018).

Table 2: Attainment Status of the South Coast Air Basin Pollutant Federal Designation State Designation
Ozone (O3) –
1-Hour and 8-Hour Non-Attainment (Extreme) Non-Attainment Carbon Monoxide (CO) –
1-Hour and 8-Hour Attainment/Maintenance Attainment
Nitrogen Dioxide (NO2) –
1-Hour and Annual Attainment Attainment
Sulfur Dioxide (SO2) – Annual Unclassifiable/Attainment * Particulate Matter (PM10) – 24-Hour Attainment/Maintenance Non-Attainment Particulate Matter (PM2.5) – Annual Non-Attainment (Serious) Non-Attainment Lead (Pb) – 3-Month Rolling Non-Attainment *
Hydrogen Sulfide (H2S) – 1-Hour * Attainment
Sulfates – 24-Hour * Attainment
Vinyl Chloride – 24-Hour * Attainment
Note: * = Not Applicable/No Standards.

Source: SCAQMD 2018.

Ambient Air Quality
Local air quality can be evaluated by reviewing relevant air pollution concentrations near the Project.

Table 3 summarizes published monitoring data from the Los Angeles-North Main Street Monitoring Station located at 1630 North Main Street, approximately 5.7 miles northwest of the Project site. The station monitors ambient ozone, PM10, and PM2.5, and NO2.

Table 3: Los Angeles-North Main Street Monitoring Station Air
Pollutant
Averaging
Time Item 2019 2020 2021
Ozone
1-Hour Max 1 Hour (ppm) 0.093 0.185 0.099
Days > State Standard (0.090 ppm) 0 14 1
8-Hour
Max 8 Hour (ppm) 0.080 0.118 0.085
Days > State Standard (0.070 ppm) 2 22 2
Days > National 2015 Standard (0.070 ppm) 2 22 2
Days > National 2008 Standard (0.075 ppm) 1 16 1
PM10 24-Hour
Max 24-Hour Averages (µg/m3) 93.9 185.2 138.5
Annual Average (µg/m3) * 33.9 30.9
Days > National 24-Hr Standard * * 0.0
Days > State 24-Hr Standard * 35.6 17.2
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Air
Pollutant
Averaging
Time Item 2019 2020 2021
PM2.5 24-Hour
Max 24-Hour Averages (µg/m3) 43.5 175.0 61.1
Annual Average (µg/m3) 10.8 15.0 14.8
Days > National 24-Hr Standard 1.0 12.1 13.0
NO2 1 Hour
Max 1 Hour (ppb) 69.7 61.8 77.8
Days > National 1-Hr Standard (100 ppb) 0 0 0
Days > State 1-Hr Standard (180 ppb) 0 0 0
Notes:
µg/m3
= micrograms per cubic meter
ppm = parts per million
ppb = part per billion
* indicates that insufficient data was available to determine the value.

Source: CARB 2023a.

2.1.3 ODORS
Typically, odors are generally regarded as an annoyance rather than a health hazard. However, manifestation of a person’s reaction to foul odors can range from the physiological, including circulatory and respiratory effects, nausea, vomiting, and headache.

The ability to detect odors varies considerably among the population and overall is quite subjective. Some individuals can smell very minute quantities of specific substances; others may not have different reactions to the same odor and in fact an odor that is offensive to one person may be perfectly acceptable to another (e.g., fast food restaurant). It is important to also note that an unfamiliar odor is more easily detected and is more likely to cause complaints than a familiar one. This is because of the phenomenon known as odor fatigue, in which a person can become desensitized to almost any odor and recognition only occurs with an alteration in the intensity.

Quality and intensity are two properties present in any odor. The quality of an odor indicates the nature of the smell experience. For instance, if a person describes an odor as flowery or sweet, then the person is describing the quality of the odor. Intensity refers to the strength of the odor. For example, a person may use the word strong to describe the intensity of an odor. Odor intensity depends on the odorant concentration in the air. When an odorous sample is progressively diluted, the odorant concentration decreases. As this occurs, the odor intensity weakens and eventually becomes so low that the detection or recognition of the odor is quite difficult. At some point during dilution, the concentration of the odorant reaches a detection threshold. An odorant concentration below the detection threshold means that the concentration in the air is not detectable by the average human.

2.1.4 TOXIC AIR CONTAMINANTS
Toxic air contaminants (TACs) are air pollutants that may cause or contribute to an increase in mortality or serious illness, or which may pose a hazard to human health. TACs are usually present in minute quantities in the ambient air but, due to their high toxicity, they may pose a threat to public health even at very low concentrations. Because there is no threshold level below which adverse health impacts are not IJ

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expected to occur, TACs differ from criteria pollutants for which acceptable levels of exposure can be determined and for which state and federal governments have set ambient air quality standards. TACs, therefore, are not considered “criteria pollutants” under either the FCAA or the California Clean Air Act (CCAA) and are not subject to NAAQS or CAAQS ambient air quality standards. Instead, USEPA and CARB regulate hazardous air pollutants (HAPs) and TACs, respectively, through statutes and regulations that generally require the use of the maximum or best available control technology to limit emissions. In conjunction with YSAQMD rules, these federal and state statutes and regulations establish the regulatory framework for TACs. At the national level, USEPA has established National Emission Standards for Hazardous Air Pollutants (NESHAPs) in accordance with the requirements of the FCAA and subsequent amendments. These are technology-based, source-specific regulations that limit allowable emissions of HAPs.

Within California, TACs are regulated primarily through the Tanner Air Toxics Act (Assembly Bill [AB] 1807) and the Air Toxics Hot Spots Information and Assessment Act of 1987 (AB 2588). AB 1807 sets forth a formal procedure for CARB to designate substances as TACs. The following provides a summary of the primary TACs of concern within the State of California and related health effects.

Diesel Particulate Matter
Diesel particulate matter (DPM) was identified as a TAC by the CARB in August 1998. DPM is emitted from both mobile and stationary sources. In California, on-road diesel-fueled vehicles contribute approximately 42 percent of the statewide total, with an additional 55 percent attributed to other mobile sources such as construction and mining equipment, agricultural equipment, and transport refrigeration units. Stationary sources, contributing about three percent of emissions, include shipyards, warehouses, heavy equipment repair yards, and oil and gas production operations. Emissions from these sources are from diesel-fueled internal combustion engines. Stationary sources that report DPM emissions also include heavy construction, manufacturers of asphalt paving materials and blocks, and diesel-fueled electrical generation facilities (CARB 2023b).

In October 2000, CARB issued a report entitled Risk Reduction Plan to Reduce Particulate Matter Emissions from Diesel-Fueled Engines and Vehicles, which is commonly referred to as the Diesel Risk Reduction Plan (DRRP). The DRRP provides a mechanism for combating the DPM problem. The goal of the DRRP is to reduce concentrations of DPM. The key elements of the DRRP are to clean up existing engines through engine retrofit emission control devices, to adopt stringent standards for new diesel engines, and to lower the sulfur content of diesel fuel through advanced technology emission control devices on diesel engines. When fully implemented, the DRRP will significantly reduce emissions from both old and new diesel-fueled motor vehicles and from stationary sources that burn diesel fuel. In addition to these strategies, CARB continues to promote the use of alternative fuels and electrification. As a result of these actions, DPM concentrations and associated health risks in future years are projected to decline (CARB 2023b). In comparison to year 2010 inventory of statewide DPM emissions, CARB estimates that emissions of DPM in 2035 will be reduced by more than 50 percent.

DPM is typically composed of carbon particles (also called “soot” or “black carbon”) and numerous organic compounds, including over 40 known cancer-causing organic substances. Examples of these chemicals include polycyclic aromatic hydrocarbons, benzene, formaldehyde, acetaldehyde, acrolein, and 1,3-butadiene. Diesel exhaust also contains gaseous pollutants, including volatile organic compounds IJ

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and NOx. NOx emissions from diesel engines are important because they can undergo chemical reactions in the atmosphere leading to formation of PM2.5 and O3.

In California, diesel exhaust particles have been identified as a carcinogen accounting for an estimated 70 percent of the total known cancer risks in California. DPM is estimated to increase statewide cancer risk by 520 cancer occurrences per million residents exposed over an estimated 70-year lifetime. Noncancer health effects associated with exposure to DPM include premature death, exacerbated chronic heart and lung disease, including asthma, and decreased lung function in children. Short-term exposure to diesel exhaust can also have immediate health effects. Diesel exhaust can irritate the eyes, nose, throat and lungs, and it can cause coughs, headaches, lightheadedness, and nausea. In studies with human volunteers, diesel exhaust particles made people with allergies more susceptible to the materials to which they are allergic, such as dust and pollen. Exposure to diesel exhaust also causes inflammation in the lungs, which may aggravate chronic respiratory symptoms and increase the frequency or intensity of asthma attacks (CARB 2023b).

Individuals most vulnerable to non-cancer health effects of DPM are children whose lungs are still developing and the elderly who often have chronic health problems. The elderly and people with emphysema, asthma, and chronic heart and lung disease are especially sensitive to DPM (CARB 2023b).

In addition to its health effects, DPM significantly contributes to haze and reduced visibility.

2.1.5 SENSITIVE RECEPTORS
Those who are sensitive to air pollution include children, the elderly, and persons with pre-existing respiratory or cardiovascular illness. For the purposes of CEQA, the SCAQMD considers a sensitive receptor a location that houses or attracts children, the elderly, people with illnesses, or others who are especially sensitive to the effects of air pollutants. Examples of sensitive receptors include hospitals, residences, convalescent facilities, and schools.

The nearest sensitive receptors to the Project site are residents occupying the single-family houses to the north and south of Slauson Avenue, with the closest approximately 200 feet from the site.

2.2 Regulatory Setting
Air quality within the project area is regulated by several jurisdictions including the USEPA, CARB, and the SCAQMD. Each of these jurisdictions develops rules, regulations, and policies to attain the goals or directives imposed upon them through legislation. Although USEPA regulations may not be superseded, both state and local regulations may be more stringent.

2.2.1 FEDERAL
U.S. Environmental Protection Agency
At the federal level, the USEPA has been charged with implementing national air quality programs. The USEPA’s air quality mandates are drawn primarily from the FCAA, which was signed into law in 1970.

Congress substantially amended the FCAA in 1977 and again in 1990.

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Federal Clean Air Act
The FCAA required the USEPA to establish NAAQS, and also set deadlines for their attainment. Two types of NAAQS have been established: primary standards, which protect public health, and secondary standards, which protect public welfare from non-health-related adverse effects, such as visibility restrictions. NAAQS are summarized in Table 1.

National Emission Standards for Hazardous Air Pollutants Pursuant to the FCAA of 1970, the USEPA established the NESHAPs. These are technology-based source-specific regulations that limit allowable emissions of HAPs. Among these sources include asbestos-containing building materials (ACBMs). NESHAPs include requirements pertaining to the inspection, notification, handling, and disposal of ACBMs associated with the demolition and renovation of structures.

Non-Road Diesel Rule
The USEPA has established a series of increasingly strict emissions standards for new off-road diesel equipment, on-road diesel trucks, and locomotives. New construction equipment used for the Project, including heavy-duty trucks and off-road construction equipment, would be required to comply with the emissions standards.

2.2.2 STATE
California Air Resources Board
The CARB is the agency responsible for coordination and oversight of state and local air pollution control programs in California and for implementing the CCAA of 1988. Other CARB duties include monitoring air quality (in conjunction with air monitoring networks maintained by air pollution control districts and air quality management districts), establishing CAAQS, which in many cases are more stringent than the NAAQS, and setting emissions standards for new motor vehicles. The emission standards established for motor vehicles differ depending on various factors including the model year, and the type of vehicle, fuel and engine used. The CAAQS are summarized in Table 1.

California Clean Air Act
The CCAA requires that all air districts in the state endeavor to achieve and maintain CAAQS for O3, CO, SO2, and NO2 by the earliest practical date. The CCAA specifies that districts focus attention on reducing the emissions from transportation and area-wide emission sources, and the act provides districts with authority to regulate indirect sources. Each district plan is required to either (1) achieve a 5 percent annual reduction, averaged over consecutive 3-year periods, in district-wide emissions of each nonattainment pollutant or its precursors, or (2) to provide for implementation of all feasible measures to reduce emissions. Any planning effort for air quality attainment would thus need to consider both state and federal planning requirements.

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Assembly Bills 1807 & 2588 - Toxic Air Contaminants
Within California, TACs are regulated primarily through AB 1807 (Tanner Air Toxics Act) and AB 2588 (Air Toxics Hot Spots Information and Assessment Act of 1987). The Tanner Air Toxics Act sets forth a formal procedure for CARB to designate substances as TACs. This includes research, public participation, and scientific peer review before CARB designates a substance as a TAC.

Existing sources of TACs that are subject to the Air Toxics Hot Spots Information and Assessment Act are required to: (1) prepare a toxic emissions inventory; (2) prepare a risk assessment if emissions are significant; (3) notify the public of significant risk levels; and (4) prepare and implement risk reduction measures.

Assembly Bill 617
In response to AB 617 (C. Garcia, Chapter 136, Statutes of 2017), the CARB established the Community Air Protection Program. The Community Air Protection Program includes community air monitoring and community emissions reduction program’s focus is to reduce exposure in communities most impacted by air pollution. The Legislature has appropriated funding to support early actions to address localized air pollution through targeted incentive funding to deploy cleaner technologies in these communities, as well as grants to support community participation in the AB 617 process. AB 617 also includes new requirements for accelerated retrofit of pollution controls on industrial sources, increased penalty fees, and greater transparency and availability of air quality and emissions data, which will help advance air pollution control efforts throughout the State.

Regulatory Attainment Designations
Under the CCAA, CARB is required to designate areas of the state as attainment, nonattainment, or unclassified with respect to applicable standards. An “attainment” designation for an area signifies that pollutant concentrations did not violate the applicable standard in that area. A “nonattainment” designation indicates that a pollutant concentration violated the applicable standard at least once, excluding those occasions when a violation was caused by an exceptional event, as defined in the criteria. Depending on the frequency and severity of pollutants exceeding applicable standards, the nonattainment designation can be further classified as serious nonattainment, severe nonattainment, or extreme nonattainment, with extreme nonattainment being the most severe of the classifications. An “unclassified” designation signifies that the data does not support either an attainment or nonattainment designation. The CCAA divides districts into moderate, serious, and severe air pollution categories, with increasingly stringent control requirements mandated for each category.

The USEPA designates areas for O3, CO, and NO2 as “does not meet the primary standards,” “cannot be classified,” or “better than national standards.” For SO2, areas are designated as “does not meet the primary standards,” “does not meet the secondary standards,” “cannot be classified,” or “better than national standards.” However, CARB terminology of attainment, nonattainment, and unclassified is more frequently used. The USEPA uses the same sub-categories for nonattainment status: serious, severe, and extreme. In 1991, USEPA assigned new nonattainment designations to areas that had previously been classified as Group I, II, or III for PM10 based on the likelihood that they would violate national PM10 standards. All other areas are designated “unclassified.” IJ

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As noted previously, the SCAB is designated non-attainment for both the federal and state standards for O3 and PM2.5, the state standard for PM10, and the federal standard for lead (SCAQMD 2016).

Low-Emission Vehicle Program
The CARB first adopted Low‐Emission Vehicle (LEV) program standards in 1990. These first LEV standards ran from 1994 through 2003. LEV II regulations, running from 2004 through 2010, represent continuing progress in emission reductions. As the State’s passenger vehicle fleet continues to grow and more sport utility vehicles and pickup trucks are used as passenger cars rather than work vehicles, the more stringent LEV II standards were adopted to provide reductions necessary for California to meet federally mandated clean air goals outlined in the 1994 State Implementation Plan (SIP). In 2012, CARB adopted the LEV III amendments to California’s LEV regulations. These amendments include more stringent emission standards for both criteria pollutants and greenhouse gases for new passenger vehicles.

On-Road Heavy-Duty Vehicle Program
The CARB has adopted standards for emissions from various types of new on‐road heavy‐duty vehicles.

Section 1956.8, Title 13, California Code of Regulations contains California’s emission standards for on‐ road heavy‐duty engines and vehicles, and test procedures. CARB has also adopted programs to reduce emissions from in‐use heavy‐duty vehicles including the Heavy‐Duty Diesel Vehicle Idling Reduction Program, the Heavy‐Duty Diesel In‐Use Compliance Program, the Public Bus Fleet Rule and Engine Standards, and the School Bus Program and others.

In addition, the CARB’s Truck and Bus regulation was established to meet federal attainment standards.

This regulation requires heavy-duty diesel vehicles that operate in California to reduce TAC emissions from their exhaust. Diesel exhaust is responsible for 70 percent of the cancer risk from airborne toxics.

Therefore, as of January 1, 2023, nearly all trucks and buses are required to have 2010 or newer model year engines to reduce PM and NOx emissions. To help ensure that the benefits of this regulation are achieved, starting in 2020, only vehicles compliant with this regulation were registered by the California Department of Motor Vehicles.

Naturally-Occurring Asbestos Regulations
CARB has adopted two Airborne Toxic Control Measures (ATCMs) which regulates the control of Naturally Occurring Asbestos (NOA) associated with construction, surfacing, grading, mining, and quarrying activities. The SCAQMD is responsible for enforcing Asbestos ATCMs. There are no known likely areas of NOA in the Project area (USGS 2011).

2.2.3 REGIONAL
South Coast Air Quality Management District
The SCAQMD is the agency primarily responsible for ensuring that NAAQS and CAAQS are not exceeded, and the air quality conditions are maintained in the SCAB. Responsibilities of SCAQMD include, but not limited to, preparing plans for the attainment of ambient air quality standards, adopting IJ

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and enforcing rules and regulations concerning sources of air pollution, issuing permits for stationary sources of air pollution, inspecting stationary sources of air pollution, responding to citizen complaints, monitoring ambient air quality and meteorological conditions, and implementing programs and regulations required by the FCAA and the CCAA.

SCAQMD 2022 Air Quality Management Plan
SCAB is designated as non-attainment for both federal and state standards for O3 and PM2.5, the state standard for PM10, and the federal standard for lead. Because the SCAB currently exceeds these NAAQS and CAAQS, the SCAQMD is required to implement strategies to reduce pollutant levels to recognized acceptable standards. The most recent air plan is the 2022 Air Quality Management Plan (AQMP), created in conjunction with the Southern California Association of Governments (SCAG), CARB, and USEPA to meet federal ozone and PM2.5 standards.

The 2022 AQMP accounts for projected population growth and predicted future emissions in energy and transportation demand, and determined control strategies for the eventual achievement of the NAAQS attainment designations. These control strategies are either organized into the SCAQMD rules and regulations, or otherwise set forth as formal SCAQMD recommendations to other agencies. The 2022 AQMP includes policies that are consistent with the SCAQMD and specify review according to the recommendations of SCAQMD guidelines. Other policies are aimed at reducing transportation emissions and emissions from major stationary sources (SCAQMD 2022).

SCAQMD Rules and Regulations
The SCAQMD rules are regulations that may apply to the Project include, but are not limited to, the following:
• Rule 401: Visible Emissions. This rule prohibits discharges of visible air contaminants from any single source.
• Rule 402: Nuisance. This rule prohibits the discharge from any source such quantities of air contaminants or other materials which cause injury, detriment, nuisance, or annoyance to any considerable number of persons or to the public, or which endanger the comfort, repose, health, or safety of any such persons or the public.
• Rule 403: Fugitive Dust. The purpose of this Rule is to reduce the amount of particulate matter in the ambient air as a result of anthropogenic fugitive dust sources by requiring actions to prevent, reduce, or mitigate fugitive dust emissions.

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3 Greenhouse Gas Emissions

3.1 Environmental Setting
To fully understand global climate change, it is important to recognize the naturally occurring “greenhouse effect” and to define the GHGs that contribute to this phenomenon. Various gases in the earth’s atmosphere, classified as atmospheric GHGs, play a critical role in determining the earth’s surface temperature. Solar radiation enters the earth’s atmosphere from space and a portion of the radiation is absorbed by the earth’s surface. The earth emits this radiation back toward space, but the properties of the radiation change from high-frequency solar radiation to lower-frequency infrared radiation. GHGs, which are transparent to solar radiation, are effective in absorbing infrared radiation. As a result, this radiation that otherwise would have escaped back into space is now retained, resulting in a warming of the atmosphere. This phenomenon is known as the greenhouse effect.

3.1.1 GREENHOUSE GASES
Among the prominent GHGs contributing to the greenhouse effect are carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O), hydrofluorocarbons (HFCs), perfluorocarbons (PFCs), nitrogen trifluoride (NF3), and sulfur hexafluoride (SF6). Primary GHGs attributed to global climate change are discussed in the following subsections.

Carbon Dioxide. CO2 is a colorless, odorless gas. CO2 is emitted in a number of ways, both naturally and through human activities. The largest source of CO2 emissions globally is the combustion of fossil fuels such as coal, oil, and gas in power plants, automobiles, industrial facilities, and other sources. A number of specialized industrial production processes and product uses such as mineral production, metal production, and the use of petroleum-based products can also lead to CO2 emissions. The atmospheric lifetime of CO2 is variable because it is so readily exchanged in the atmosphere (USEPA 2023a).

Methane. CH4 is a colorless, odorless gas that is not flammable under most circumstances. CH4 is the major component of natural gas, about 87 percent by volume. It is also formed and released to the atmosphere by biological processes occurring in anaerobic environments. CH4 is emitted from a variety of both human-related and natural sources. Human-related sources include fossil fuel production, animal husbandry (enteric fermentation in livestock and manure management), rice cultivation, biomass burning, and waste management. These activities release significant quantities of methane to the atmosphere.

Natural sources of methane include wetlands, gas hydrates, permafrost, termites, oceans, freshwater bodies, non-wetland soils, and other sources such as wildfires. The atmospheric lifetime of CH4 is about 12 years (USEPA 2023a).

Nitrous Oxide. N2O is a clear, colorless gas with a slightly sweet odor. N2O is produced by both natural and human-related sources. Primary human-related sources of N2O are agricultural soil management, animal manure management, sewage treatment, mobile and stationary combustion of fossil fuels, adipic acid production, and nitric acid production. N2O is also produced naturally from a wide variety of biological sources in soil and water, particularly microbial action in wet tropical forests. The atmospheric lifetime of N2O is approximately 120 years (USEPA 2023a).

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Hydrofluorocarbons. HFCs are man-made chemicals, many of which have been developed as alternatives to ozone-depleting substances for industrial, commercial, and consumer products. The only significant emissions of HFCs before 1990 were of the chemical HFC-23, which is generated as a byproduct of the production of HCFC-22 (or Freon 22, used in air conditioning applications). The atmospheric lifetime for HFCs varies from just over a year for HFC-152a to 260 years for HFC-23. Most of the commercially used HFCs have atmospheric lifetimes of less than 15 years (e.g., HFC-134a, which is used in automobile air conditioning and refrigeration, has an atmospheric life of 14 years) (USEPA 2023a).

Perfluorocarbons. PFCs are colorless, highly dense, chemically inert, and nontoxic. There are seven PFC gases: perfluoromethane (CF4), perfluoroethane (C2F6), perfluoropropane (C3F8), perfluorobutane (C4F10), perfluorocyclobutane (C4F8), perfluoropentane (C5F12), and perfluorohexane (C6F14). Natural geological emissions have been responsible for the PFCs that have accumulated in the atmosphere in the past; however, the largest current source is aluminum production, which releases CF4 and C2F6 as byproducts. The estimated atmospheric lifetimes for CF4 and C2F6 are 50,000 and 10,000 years, respectively (USEPA 2023a).

Nitrogen Trifluoride. NF3 is an inorganic, colorless, odorless, toxic, nonflammable gas used as an etchant in microelectronics. NF3 is predominantly employed in the cleaning of the plasma-enhanced chemical vapor deposition chambers in the production of liquid crystal displays and silicon-based thin film solar cells. In 2009, NF3 was listed by California as a potential GHG to be listed and regulated under AB 32 (Section 38505 Health and Safety Code).

Sulfur Hexafluoride. SF6 is an inorganic compound that is colorless, odorless, nontoxic, and generally nonflammable. SF6 is primarily used as an electrical insulator in high voltage equipment. The electric power industry uses roughly 80percent of all SF6 produced worldwide. Leaks of SF6 occur from aging equipment and during equipment maintenance and servicing. SF6 has an atmospheric life of 3,200 years (USEPA 2023b).

Black Carbon. Black carbon is the most strongly light-absorbing component of PM emitted from burning fuels such as coal, diesel, and biomass. Black carbon contributes to climate change both directly by absorbing sunlight and indirectly by depositing on snow and by interacting with clouds and affecting cloud formation. Black carbon is considered a short-lived species, which can vary spatially and, consequently, it is very difficult to quantify associated global-warming potentials. The main sources of black carbon in California are wildfires, off-road vehicles (locomotives, marine vessels, tractors, excavators, dozers, etc.), on-road vehicles (cars, trucks, and buses), fireplaces, agricultural waste burning, and prescribed burning (planned burns of forest or wildlands). California has been an international leader in reducing emissions of black carbon, including programs that target reducing PM from diesel engines and burning activities (CARB 2013).

3.1.2 GLOBAL WARMING POTENTIAL
Each GHG differs in its ability to absorb heat in the atmosphere based on the lifetime, or persistence, of the gas molecule in the atmosphere. Often, estimates of GHG emissions are presented in carbon dioxide equivalents (CO2e), which weight each gas by its global warming potential (GWP).

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Expressing GHG emissions in CO2e takes the contribution of all GHG emissions to the greenhouse gas effect and converts them to a single unit equivalent to the effect that would occur if only CO2 were being emitted. Based on a 100-year time horizon, CH4 traps over 25 times more heat per molecule than CO2 were being emitted, and N2O absorbs approximately 298 times more heat per molecules than CO2.

Additional GHGs with high GWP include NF3, SF6, PFCs, and black carbon.

3.1.3 SOURCES OF GREENHOUSE GAS EMISSIONS
On a global scale, GHG emissions are predominantly associated with activities related to energy production; changes in land use, such as deforestation and land clearing; industrial sources; agricultural activities; transportation; waste and wastewater generation; and commercial and residential land uses.

World-wide, energy production including the burning of coal, natural gas, and oil for electricity and heat is the largest single source of global GHG emissions.

United States of America
In 2021, GHG emissions in the U.S. totaled 6,340.2 million metric tons (MMT) of CO2e. Within the U.S., the largest contributor to GHG emissions is the transportation sector (28 percent). The next largest contributors are from electricity production (25 percent) and industry (23 percent), followed by the commercial and residential sector (13 percent) and the agricultural sector (10 percent). Transportation emissions primarily come from burning fossil fuels for our cars, trucks, ships, trains, and planes. Over 90 percent of the fuel used for transportation is petroleum-based, which includes primarily gasoline and diesel. The bulk of emissions generated from energy production come from burning fossil fuels, mostly coal and natural gas. Industry emissions are also primarily generated from fossil fuels burned for heat, the use of certain products that contain GHGs, and the handling of waste. Similar to industry sector emissions, commercial and residential uses arise primarily from fossil fuels for heat, the use of certain products that contain GHGs, and the handling of waste. Agricultural emissions come from livestock such as cows, agricultural soil, and rice production. The land use and forestry sector within the U.S. serves as a carbon sink. Carbon sinks absorb CO2 from the atmosphere. Land areas across the U.S. absorbed approximately 12 percent of the 2021 GHG emissions (USEPA 2023c).

California
In 2020, GHG emissions within California totaled 369.2 MMT of CO2e. Similar to national emissions, in California, the transportation sector is the largest contributor. Transportation emissions account for approximately 37 percent of the total statewide GHG emissions. The majority of transportation emissions are derived from passenger vehicles and heavy-duty trucks. Emissions associated with industrial uses are the second largest contributor, totaling roughly 20 percent. Industrial emissions are driven by fuel combustion from sources that include refineries, oil and gas extraction, cement plants, and the portion of cogeneration emissions attribution to thermal energy output. Electricity generation (in state and imports) totaled roughly 16 percent. Emissions from the electricity generation sector have declined over the years due to the increase in renewable generation that continues to replace fossil power (CARB 2022a).

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3.1.4 EFFECTS OF GLOBAL CLIMATE CHANGE
There are uncertainties as to exactly what the climate changes will be in various local areas of the earth.

There are also uncertainties associated with the magnitude and timing of other consequences of a warmer planet: sea level rise, spread of certain diseases out of their usual geographic range, the effect on agricultural production, water supply, sustainability of ecosystems, increased strength and frequency of storms, extreme heat events, increased air pollution episodes, and the consequence of these effects on the economy.

Within California, climate changes would likely alter the ecological characteristics of many ecosystems throughout the state. Such alterations would likely include increases in surface temperatures and changes in the form, timing, and intensity of precipitation. For instance, historical records are depicting an increasing trend toward earlier snowmelt in the Sierra Nevada. This snowpack is a principal supply of water for the state, providing roughly 50 percent of state’s annual runoff. If this trend continues, some areas of the state may experience an increased danger of floods during the winter months and possible exhaustion of the snowpack during spring and summer months. An earlier snowmelt would also impact the state’s energy resources. An early exhaustion of the Sierra snowpack may force electricity producers to switch to more costly or non-renewable forms of electricity generation during spring and summer months. A changing climate may also impact agricultural crop yields, coastal structures, and biodiversity.

As a result, resultant changes in climate will likely have detrimental effects on some of California’s largest industries, including agriculture, wine, tourism, skiing, recreational and commercial fishing, and forestry.

3.2 Regulatory Setting
There are considerable regulatory actions regarding GHGs and climate change at the state and local level. The following includes the key state and regional regulations applicable to the Project.

3.2.1 STATE
Assembly Bill 32 and Senate Bill 32
AB 32 requires that GHGs emitted in California be reduced to 1990 levels by the year 2020. GHGs, as defined under AB 32, include CO2, CH4, NOX, HFCs, PFCs, and SF6. Since AB 32 was enacted, a seventh chemical, NF3, has also been added to the list of GHGs. CARB is the state agency charged with monitoring and regulating sources of GHGs. AB 32 states the following:

Global warming poses a serious threat to the economic well‐being, public health, natural resources, and the environment of California. The potential adverse impacts of global warming include the exacerbation of air quality problems, a reduction in the quality and supply of water to the state from the Sierra snowpack, a rise in sea levels resulting in the displacement of thousands of coastal businesses and residences, damage to marine ecosystems and the natural environment, and an increase in the incidences of infectious diseases, asthma, and other human health-related problems.

CARB approved the 1990 GHG emissions level of 427 MMTCO2e on December 6, 2007. Therefore, to meet the state’s target, emissions generated in California in 2020 were required to be equal to or less IJ

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than 427 MMTCO2e. In order to set a framework for the state to meet this target, CARB was tasked with creating a Scoping Plan (as described below). California announced in July 2018 that the state emitted 427 MMTCO2e in 2016 and achieved AB 32 goals (CARB 2018a).

Senate Bill (SB) 32 was signed into law on September 8, 2016. SB 32 states that “In adopting rules and regulations to achieve the maximum technologically feasible and cost‐effective GHG emissions reductions authorized by this division, the state [air resources] board shall ensure that statewide GHG emissions are reduced to at least 40 percent below the statewide GHG emissions limit no later than December 31, 2030.”
Assembly Bill 1279: The California Climate Crisis
AB 1279 was signed into law in 2022 and establishes the policy of the State to achieve carbon neutrality as soon as possible, but no later than 2045 and maintain net negative GHG emissions thereafter. AB 1279 would also ensure that by 2045 the statewide anthropogenic GHG emissions are reduced by at least 85 percent below 1990 levels. The bill would require CARB to ensure that an updated Scoping Plan identifies and recommends measures to achieve carbon neutrality, and to identify and implement policies and strategies that enable carbon dioxide removal and carbon capture, utilization, and storage technologies to complement AB 1279’s emissions reduction requirements. 2022 Climate Change Scoping Plan
The 2022 Scoping Plan was approved in December 2022 and assesses progress toward achieving the SB 32 2030 target and laying out a path to achieve carbon neutrality no later than 2045. The 2022 Scoping Plan focuses on outcomes needed to achieve carbon neutrality by assessing paths for clean technology, energy deployment, natural and working lands, and others, and is designed to meet the State’s long-term climate objectives and support a range of economic, environmental, energy security, environmental justice, and public health priorities (CARB 2022b).

Cap-and-Trade Program
CARB administers the state’s cap-and-trade program, which covers GHG sources that emit more than 25,000 metric tons of carbon dioxide equivalent per year (MTCO2e/year), such as refineries, power plants, and industrial facilities. This market-based approach to reducing GHG emissions provides economic incentives for achieving GHG emission reductions.

Senate Bill 375: The Sustainable Communities and Climate Protection Act of 2008 SB 375 was signed into law on September 30, 2008. According to SB 375, the transportation sector is the largest contributor of GHG emissions, which emits more than 40 percent of the total GHG emissions in California. SB 375 states that, “without improved land use and transportation policy, California will not be able to achieve the goals of AB 32.” SB 375 does the following: (1) requires metropolitan planning organizations to include sustainable community strategies in their regional transportation plans for reducing GHG emissions, (2) aligns planning for transportation and housing, and (3) creates specified incentives for the implementation of the strategies.

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CARB has prepared a Proposed Update to the SB 375 Greenhouse Gas Emission Reduction Targets in 2018 which set updated GHG reduction targets for metropolitan planning organizations for 2020 and 2035 (CARB 2023c). Pursuant to SB 375, the reduction targets for per capita vehicular emissions for the SCAG planning area were 8 percent by 2020 and are 19 percent by 2035.

Assembly Bill 1493: Pavley Regulations and Fuel Efficiency Standards AB 1493, enacted on July 22, 2002, required CARB to develop and adopt regulations and fuel efficiency standards that reduce GHGs emitted by passenger vehicles and light duty trucks. Implementation of the regulation was delayed by lawsuits filed by automakers and by USEPA’s denial of an implementation waiver. USEPA subsequently granted the requested waiver in 2009, which was upheld by the by the U.S.

District Court for the District of Columbia in 2011.

The standards were phased in during the 2009 through 2016 model years. When fully phased in, the near‐term (2009–2012) standards resulted in an approximately 22 percent reduction compared with the 2002 fleet, and the mid‐term (2013–2016) standards resulted in about a 30 percent reduction. Several technologies stand out as providing significant reductions in emissions at favorable costs. These include discrete variable valve lift or camless valve actuation to optimize valve operation, rather than relying on fixed valve timing and lift as has historically been done; turbocharging to boost power and allow for engine downsizing; improved multi‐speed transmissions; and improved air conditioning systems that operate optimally, leak less, and/or use an alternative refrigerant.

The second phase of the implementation for AB 1493 was incorporated into Amendments to the Low‐ Emission Vehicle Program, referred to as LEV III or the Advanced Clean Cars program. The Advanced Clean Cars program combines the control of smog‐causing pollutants and GHG emissions into a single coordinated package of requirements for model years 2017 through 2025. The regulation would reduce GHGs from new cars by 34 percent from 2016 levels by 2025. The rules would reduce pollutants from gasoline and diesel‐powered cars and would deliver increasing numbers of zero‐emission technologies, such as full battery electric cars, newly emerging plug‐in hybrid electric vehicles, and hydrogen fuel cell cars. The regulations would also provide adequate fueling infrastructure for the increasing numbers of hydrogen fuel cell vehicles planned for deployment in California.

Senate Bill 1368: Emission Performance Standards
Enacted in 2006, SB 1368 directs the California Public Utilities Commission to adopt a performance standard for GHG emissions for the future power purchases of California utilities. SB 1368 seeks to limit carbon emissions associated with electrical energy consumed in California by forbidding procurement arrangements for energy longer than five years from resources that exceed the emissions of a relatively clean, combined cycle natural gas power plant.

Because of the carbon content of its fuel source, a coal‐fired plant cannot meet this standard because such plants emit roughly twice as much carbon as natural gas, combined cycle plants. Accordingly, the law effectively prevents California’s utilities from investing in, otherwise financially supporting, or purchasing power from new coal plants located in or out of the state. The California Public Utilities Commission adopted the regulations required by SB 1368 on August 29, 2007. The regulations IJ

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implementing SB 1368 establish a standard for baseload generation owned by, or under long‐term contract to publicly owned utilities, of 1,100 pounds of CO2 per megawatt-hour.

Senate Bill 1078: Renewable Electricity Standards
SB 1078 (September 12, 2002) required California to generate 20 percent of its electricity from renewable energy by 2017. SB 107 changed the due date to 2010 instead of 2017. On November 17, 2008, the governor signed Executive Order (EO) S‐14‐08, which established the Renewable Portfolio Standard (RPS) target for California requiring that all retail sellers of electricity serve 33 percent of their load with renewable energy by 2020. EO S‐21‐09 directed CARB to adopt a regulation by July 31, 2010, requiring the state’s load serving entities to meet a 33 percent renewable energy target by 2020. CARB approved the Renewable Electricity Standard on September 23, 2010, by Resolution 10‐23. In 2011, the state legislature adopted this higher standard in SB X1‐2. Renewable sources of electricity include wind, small hydropower, solar, geothermal, biomass, and biogas.

Senate Bill 350: Clean Energy and Pollution Reduction Act of 2015 SB 350 (October 7, 2015) reaffirms California’s commitment to reducing its GHG emissions and addressing climate change. Key provisions include an increase in the RPS, higher energy efficiency requirements for buildings, initial strategies toward a regional electricity grid, and improved infrastructure for electric vehicle charging stations.

Senate Bill 100: California Renewables Portfolio Standard Program SB 100 (September 10, 2018) revised the RPS goals to achieve the 50 percent renewable resources target by December 31, 2026, and to achieve a 60 percent target by December 31, 2030. The bill requires that retail sellers and local publicly owned electric utilities procure a minimum quantity of electricity products from eligible renewable energy resources so that the total kilowatt hours of those products sold to their retail end‐use customers achieve 44 percent of retail sales by December 31, 2024; 52 percent by December 31, 2027; and 60 percent by December 31, 2030. The bill also establishes a state policy that eligible renewable energy resources and zero-carbon resources supply 100 percent of all retail sales of electricity to California end-use customers and 100 percent of electricity procured to serve all State agencies by December 31, 2045. Under the bill, the State cannot increase carbon emissions elsewhere in the western grid or allow resource shuffling to achieve the 100 percent carbon-free electricity target.

Executive Order S-01-07: Low Carbon Fuel Standard
EO S-01‐07 was signed on January 18, 2007. The EO mandates that a statewide goal shall be established to reduce the carbon intensity of California’s transportation fuels by at least 10 percent by 2020. In particular, the EO established a Low Carbon Fuel Standard (LCFS) and directed the Secretary for Environmental Protection to coordinate the actions of the California Energy Commission, CARB, the University of California, and other agencies to develop and propose protocols for measuring the “life‐cycle carbon intensity” of transportation fuels. This analysis supporting development of the protocols was included in an implementation plan for the State Alternative Fuels Plan adopted by California Energy Commission on December 24, 2007, and was submitted to CARB for consideration as an “early action” item under AB 32. CARB adopted the LCFS on April 23, 2009.

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The LCFS was subject to legal challenge in 2011. Ultimately, CARB was required to bring a new LCFS regulation for consideration in February 2015. The proposed LCFS regulation was required to contain revisions to the 2010 LCFS and new provisions designed to foster investments in the production of the low‐carbon fuels, offer additional flexibility to regulated parties, update critical technical information, simplify and streamline program operations, and enhance enforcement. The Office of Administrative Law approved the regulation on November 16, 2015. The regulation was last amended in 2018. The 2018 amendments strengthen the carbon intensive fuel reduction targets beyond 2020 to support SB 32. Other major changes to the 2018 amendments include expanding the fuel types and eligible activities to participate in the LCFS (CARB 2018b).

Executive Order S-13-08: Climate Adaptation Strategy
EO S‐13‐08 states that “climate change in California during the next century is expected to shift precipitation patterns, accelerate sea level rise and increase temperatures, thereby posing a serious threat to California’s economy, to the health and welfare of its population and to its natural resources.” Pursuant to the requirements in this EO, the 2009 California Climate Adaptation Strategy was adopted, which is the “… first statewide, multi‐sector, region‐specific, and information‐based climate change adaptation strategy in the United States.” Objectives include analyzing risks of climate change in California, identifying and exploring strategies to adapt to climate change, and specifying a direction for future research.

Executive Order B-48-18
In January 2018, Governor Brown signed EO B-48-18 requiring all State entities to work with the private sector to have at least 5 million zero emission vehicles (ZEVs) on the road by 2030, as well as install 200 hydrogen fueling stations and 250,000 electric vehicle charging stations by 2025. It specifies that 10,000 of the electric-vehicle charging stations should be direct current fast chargers. This order also requires all State entities to continue to partner with local and regional governments to streamline the installation of ZEV infrastructure. The Governor’s Office of Business and Economic Development is required to publish a Plug-in Charging Station Design Guidebook and update the 2015 Hydrogen Station Permitting Guidebook to aid in these efforts. All State entities are required to participate in updating the 2016 ZeroEmissions Vehicle Action Plan to help expand private investment in ZEV infrastructure with a focus on serving low-income and disadvantaged communities. Additionally, all state entities are to support and recommend policies and actions to expand ZEV infrastructure at residential land uses, through the LCFS Program and recommend how to ensure affordability and accessibility for all drivers.

Executive Order N-79-20
In September 2020, Governor Newsom signed EO N-79-20, which sets the following goals for the State:
100 percent of in-state sales of new passenger cars and trucks shall be zero-emission by 2035; 100 percent of medium- and heavy-duty vehicles in the State shall be zero-emission by 2045 for all operations where feasible and by 2035 for drayage trucks; and 100 percent of off-road vehicles and equipment in the State shall be zero-emission by 2035, where feasible.

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3.2.2 REGIONAL
SCAG Regional Transportation Plan/Sustainable Communities Strategy The SCAG is the designated Metropolitan Planning Organization for the following six counties: Imperial, Los Angeles, Orange, Riverside, San Bernardino, and Ventura. The SCAG develops long-range regional transportation plans, including sustainable communities strategies pursuant to SB 375, growth forecast components, regional transportation improvement programs, regional housing needs allocations, and a portion of the SCAQMD air quality plans (SCAG 2023).

In September 2020, the SCAG Regional Council approved the 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS), which is entitled Connect SoCal. Connect SoCal is a long-range visioning plan that builds upon and expands land use and transportation strategies to increase mobility options and achieve a more sustainable growth pattern. Implementation of Connect SoCal is projected to achieve a 19 percent reduction in GHG emissions per capita by 2035 compared to the year 2005. Some of the specific goals of Connect SoCal which are applicable to the Project include improving mobility and travel safety for people and goods (Goal 2), reducing GHG emissions and improving air quality (Goal 5), and encouraging more efficient travel (Goal 8) (SCAG 2020).

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4 Methodologies and Thresholds

4.1 Methodology

4.1.1 CONSTRUCTION
Project construction emissions were estimated using Sacramento Metropolitan Air Quality Management District’s (SMAQMD) Roadway Construction Model, Version 9.0.0. The SMAQMD Roadway Construction Model relies on vehicle emission factors from EMFAC2017 Version 1.0.2 and off-road equipment types, horsepower, and load factors consistent with CalEEMod default values. It is noted that the SMAQMD Roadway Construction Model is an industry-standard model for estimating emissions from roadway construction projects throughout the state.

Project construction was assumed to begin in 2024 and to occur over a 12-month period. The Project length was measured to be approximately 1.1 miles, and the total disturbance area would be 1.49 acres.

Construction is expected to require approximately 850 cubic yards of soil export and approximately 750 cubic yards of asphalt import. The haul trucks were assumed to have a capacity of 20 cubic yards per truck. Construction equipment use, worker trips, and vendor trips were based on model default assumptions. Consistent with SCAQMD Rule 403, water trucks were assumed to be used during grounddisturbing activities (SCAQMD 2005).

4.1.2 OPERATION
The Project would involve the construction of improvements to intersections along Slauson Avenue. The Project would not result in an increase in vehicle traffic, and the only emissions that would occur during operations on the Project site would be VOC off-gassing emissions from asphalt. The VOC off-gassing emissions would be similar to what already occurs under existing conditions. As a result, operational emissions were not quantified and are not evaluated in this analysis because they are expected to be equivalent to those that already occur under baseline conditions.

4.2 Thresholds

4.2.1 AIR QUALITY
The SCAQMD has adopted mass daily thresholds of significance for NOx, VOC, PM10, PM2.5, SOx, CO, and Pb, as well as Localized Significance Thresholds (LSTs) for NOx, PM10, PM2.5, and CO, to determine the significance of a project’s potential air quality impacts. The LSTs are intended to represent the maximum emissions from a project that would not cause or contribute to an exceedance of the CAAQS or NAAQS, and were developed based on the ambient concentrations of each criteria pollutant at specific source receptor areas. It is noted that the use of LSTs is a voluntary approach to analysis and may implemented at the discretion of local agencies (SCAQMD 2008a).

Table 4, below, presents the mass daily thresholds and the voluntary LSTs applied to the Project and used for purposes of this analysis. The LSTs are based on a one-acre site with a 50-meter receptor distance in IJ

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the Central LA area (Site Receptor Area 1).1 The closest sensitive receptor is approximately 200 feet (60 meters) from the Project site.

Table 4: SCAQMD Air Quality Significance Thresholds
Thresholds Emissions (lbs/day)
Mass Emissions Thresholds1 VOC NOX SOX CO PM10 PM2.5 Pb Construction 75 100 150 550 150 55 3
Operation 55 55 150 550 150 55 3
Localized Significance Thresholds2 VOC NOX SOX CO PM10 PM2.5 Pb Construction N/A 74 N/A 882 15 5 N/A
Operation N/A 74 N/A 882 4 2 N/A
Notes: N/A = not applicable

1. Source: SCAQMD 1993.

2. Source: SCAQMD 2009.

4.2.2 GREENHOUSE GAS EMISSIONS
After the adoption of AB 32, the SCAQMD established a GHG working group to develop thresholds of significance for the analysis of GHG emissions. In December 2008, the SCAQMD Board adopted the Interim CEQA Greenhouse Gas Significance Threshold, which established a screening threshold of 10,000 MTCO2e/year for industrial projects and 3,000 MTCO2e/year for residential and commercial projects (SCAQMD 2008b). Additionally, the SCAQMD working group recommended that instead of an individual construction GHG threshold, construction emissions should be amortized over the life of the project (30 years) and evaluated with a project’s annual, operational GHG emissions. As noted previously, this analysis does not evaluate operational GHG emissions from the Project as they would not differ from existing conditions. In order to present a conservative analysis, total Project construction GHG emissions are compared to the lesser screening threshold of 3,000 MTCO2e/year. 1 The proposed Project is expected to result in approximately 1.49 acres of permanent disturbance. SCAQMD provides LSTs for sites that are 1, 2, and 5 acres in size. The thresholds for the 1-acre site are the smallest and, thus, most conservative of the LSTs. As a result, the LSTs for a 1-acre site are appropriate for the proposed Project. .,

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5 Evaluation of Environmental Impacts
This document evaluates the potential air quality and GHG emission impacts related to the Project.

5.1 Air Quality
Would the project:

Potentially
Significant
Impact
Less than
Significant
with Mitigation
Incorporated
Less than
Significant
Impact No Impact
a. Conflict with or obstruct implementation of
the applicable air quality plan?
b. Result in a cumulatively considerable net
increase of any criteria pollutant for which
the project region is a nonattainment area for
an applicable federal or state ambient air
quality standard?
c. Expose sensitive receptors to substantial
pollutant concentrations?
d. Result in other emissions (such as those
leading to odors) adversely affecting a
substantial number of people?

5.1.1 Impact Analysis
a. Conflict with or obstruct implementation of the applicable air quality plan? Less than Significant Impact. Air districts are required to prepare air quality plans to identify strategies to bring regional emissions into compliance with the CAAQS and NAAQS. Air districts establish emissions thresholds for individual projects to demonstrate the point at which a project would be considered to increase the air quality violations. A project would conflict with the applicable air quality plan if they exceeded any emissions thresholds for which the region is in nonattainment for.

As noted previously, the SCAB is designated as a non-attainment area for both the federal and state standards for O3 and PM2.5, the state standard for PM10, and the federal standard for lead (SCAQMD 2018). Accordingly, SCAQMD has prepared air quality plans, including the 2022 AQMP, to achieve attainment of the applicable ozone and PM standards. The SCAQMD’s adopted thresholds of significance indicate the levels of emissions that projects may emit while the region still moves towards attainments of the CAAQS and NAAQS. Projects that exceed thresholds would be considered to potentially conflict with the 2022 AQMP.

The Project consists of the construction of improvements to the Slauson Avenue/Atlantic Boulevard intersection, as well as minor improvements to several other intersections along Slauson Avenue.

Project emissions would be generated during construction from off-road equipment as well as fugitive dust from earth-moving activities. As shown under Impact b, Project construction emissions would be IJ
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below the applicable SCAQMD mass emissions thresholds of significance and, as shown under Impact c, Project construction emissions would also be below the SCAQMD LSTs. Moreover, as an intersection improvement project, the Project would not increase population, housing, employment, or vehicle trips in the region and would not affect the emissions projections included in the 2022 AQMP. Consequently, the Project would not conflict with or obstruct implementation of the applicable air quality plan and the potential impact would be less than significant.
b. Result in a cumulatively considerable net increase of any criteria pollutant for which the project region is non-attainment under an applicable federal or state ambient air quality standard? Less than Significant Impact. The Project is a construction project and would not result in an operational phase that would generate emissions that differ from existing conditions. Implementation of the Project would not increase population, housing, employment, or vehicle trips in the region, and roadway maintenance activities are expected to be similar to what already occurs. It is noted that VOC off-gassing emissions would occur following asphalt paving of the Project site. However, the difference in off-gassing emissions compared to what already occurs under existing conditions would be negligible. Therefore, no air quality impact would occur related to Project operations, and the following discussion focuses on construction emissions of criteria pollutants.

Construction activities associated with the Project would result in emissions of criteria pollutants due to the use of off-road equipment, heavy-duty haul trucks, and employee commutes to and from the Project site. In addition, fugitive dust would be generated from earth-moving activities. Emissions from construction-related activities are generally short-term in duration but may still cause adverse air quality impacts. The estimated criteria pollutant emissions associated with Project construction are presented in Table 5.

Table 5: Construction Criteria Pollutant Emissions Compared to SCAQMD Mass Thresholds Emissions (lbs/day)
VOC NOX SOX CO PM10 PM2.5 Pb
Project Construction 4.70 54.40 0.15 45.45 12.24 3.94 - SCAQMD Threshold of Significance 75 100 150 550 150 55 3 Exceed Threshold? No No No No No No No
Source: Roadway Construction Emissions Model, Version 9.0.0, Appendix A.

In accordance with SCAQMD methodology, projects that do not exceed the established mass daily threshold values do not add significantly to a cumulative air quality impact. As shown in Table 5, Project construction emissions would fall below SCAQMD mass daily thresholds.

Because the Project’s emissions do not exceed SCAQMD thresholds, the proposed Project would not result in a cumulatively considerable net increase of any criteria pollutant for which the Project region is non-attainment under an applicable federal or state ambient air quality standard, and the potential impact would be less than significant.
c. Expose sensitive receptors to substantial pollutant concentrations? Less than Significant Impact. Sensitive receptors are defined as populations that are more susceptible to the effects of pollution than the population at large. Sensitive receptors are facilities that IJ

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house or attract children, the elderly, and people with illnesses or others who are especially sensitive to the effects of air pollutant. Land uses identified to be sensitive receptors include residences, schools, playgrounds, childcare centers, athletic facilities, long-term health care facilities, rehabilitation centers, convalescent centers, and retirement homes. The nearest sensitive receptors are located approximately 200 feet (60 meters) northeast from the Project site boundary.

Projects that generate emissions that are below the applicable LSTs for the site receptor area are not expected to expose sensitive receptors to substantial concentrations of criteria pollutants. As shown in Table 6, the Project’s construction emissions would be below the applicable LSTs.

Table 6: Construction Criteria Pollutant Emissions Compared to SCAQMD LSTs Emissions (lbs/day)
NOX CO PM10 PM2.5
Project Construction 54.40 45.45 12.24 3.94
SCAQMD LST 74 882 15 5
Exceed Threshold? No No No No
Source: Roadway Construction Emissions Model, Version 9.0.0, Appendix A.

Fugitive dust would be generated during Project construction and, specifically, earth-moving activities.

Most of this fugitive dust would remain localized and would be deposited near the Project site. However, the potential for impacts from fugitive dust exists unless control measures are implemented to reduce the emissions from the Project site. However, SCAQMD Rule 403, Fugitive Dust, limits the discharge of PM emissions and establishes Best Available Control Measures that are applicable to all construction activities (SCAQMD 2005). Consistent with the SCAQMD Best Available Control Measures, the Project would be required to use water trucks to stabilize soils. In addition, as demonstrated in Table 6, PM10 emissions from construction would not exceed the applicable LST.

Exposure to DPM from diesel vehicles and off-road construction equipment can result in health risks to nearby sensitive receptors. While the Project would involve the use of diesel fueled vehicles and offroad equipment, construction would be temporary. In addition, as demonstrated in Table 5 and Table 6, Project construction would result in emissions below the SCAQMD thresholds for criteria pollutant emissions, which includes particulate matter. According to CARB, DPM emissions have also been shown to be highly dispersive in the atmosphere with the DPM concentration decreasing with distance from the source (CARB 2005). Therefore, the concentration of DPM at the nearest receptors would be substantially reduced, and construction of the Project would not result in an increase in health risks due to exposure to DPM.

Based on the discussion above, the Project would not expose sensitive receptors to substantial pollutant concentrations, and the potential impact would be less than significant. d. Result in other emissions (such as those leading to odors) adversely affecting a substantial number of people?
Less than Significant Impact. The SCAQMD has identified land uses commonly subject to odor complaints. These land uses include agriculture (farming and livestock), wastewater treatment, food processing plants, chemical plants, composting, refineries, landfills, dairies, and fiberglass molding IJ

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(SCAQMD 1993). The Project entails intersection improvement activities that would not involve any of the land uses identified to result in odor complaints nor involve any components with the potential to create objectionable odors affecting a substantial number of people.

Construction activities associated with the Project could result in short-term odorous emissions from diesel exhaust associated with diesel-fueled equipment. However, these emissions would be intermittent and would dissipate rapidly from the source. Furthermore, SCAQMD regulates objectionable odors through Rule 402, Nuisance (SCAQMD 1976). Thus, although not anticipated, if odor complaints are made during implementation of the Project, the SCAQMD would ensure that such odors are addressed, and any potential odor effects are minimized or eliminated.

The Project would not result in other emissions, such as those leading to odors, adversely affecting a substantial number of people, and the potential impact would be less than significant.

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5.2 Greenhouse Gas Emissions
Would the project:

Potentially
Significant
Impact
Less than
Significant
with Mitigation
Incorporated
Less than
Significant
Impact
No
Impact
a. Generate greenhouse gas emissions,
either directly or indirectly, that may have a
significant impact on the environment?
b. Conflict with an applicable plan, policy, or
regulation adopted for the purpose of
reducing the emissions of greenhouse
gases?

5.2.1 Impact Analysis
a. Generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment?
Less than Significant Impact. The Project is a construction project and would not result in an operational phase that would generate emissions that differ from existing conditions. Therefore, no GHG emissions impact would occur related to Project operations, and the following discussion focuses on construction emissions of GHGs.

The Project would generate GHG emissions during construction from off-road equipment and on-road vehicle exhaust from worker vehicle trips and hauling truck trips. Table 7, below, presents a summary of the estimated GHG emissions that would result from Project construction. To be consistent with SCAQMD’s GHG emissions policy, the table also presents construction emissions amortized over a 30-year Project lifetime.

Table 7: Construction GHG Emissions
Project Emissions MTCO2e
Construction Emissions 1,232.35
Amortized Construction Emissions 41.08
SCAQMD Threshold of Significance 3,000
Exceed Threshold? No
Source: Roadway Construction Emissions Model, Version 9.0.0, Appendix A.

The SCAQMD indicated that projects which result in GHG emissions below the applicable screening thresholds would result in a less than significant impact related to GHG emissions. As shown in Table 7, construction of the Project would emit an estimated total of 1,232.35 MTCO2e, which is well below the 3,000 MTCO2e significance threshold applied in this analysis. As a result, the Project would not generate GHG emissions, either directly or indirectly, that would be considered to have a substantial adverse effect on the environment, and the potential impact would be less than significant. □ □ □
□ □ □
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Air Quality and Greenhouse Gas Emissions Study
Project Number: 2042644200 5.30
b. Conflict with an applicable plan, policy, or regulation adopted for the purpose of reducing the emissions of greenhouse gases?
Less than Significant Impact. In 2006, the State Legislature enacted AB 32, also known as the California Global Warming Solutions Act of 2006. AB 32 required CARB to adopt statewide GHG emissions limits to achieve statewide GHG emissions levels at the same levels they were atmospherically in 1990 by the year 2020. SB 32, signed in 2016, expands on the mandate of AB 32 by requiring CARB to ensure that state GHG emissions are reduced to 40 percent below the 1990 emission level by the year 2030. AB 1279 was enacted in 2022, and requires that the state achieve carbon neutrality as soon as possible, but no later than 2045. CARB approved the 2022 Scoping Plan in December 2022, which built upon the 2008 and 2017 Scoping Plans in order to meet California’s SB 32 and AB 1279 GHG reduction targets.

For this analysis, the applicable plans adopted for the purpose of reducing GHG emissions are the CARB’s 2022 Scoping Plan and the SCAG RTP/SCS. The City of Maywood is currently developing a Climate Action, Adaptation, and Resilience Plan (CAARP), which is intended to provide a roadmap to accelerate GHG emissions reductions and support the City and its residents in addressing the impacts of climate change (City of Maywood 2023). However, the CAARP has not yet been released nor adopted by the City Council.

The 2022 Scoping Plan includes an action item wherein construction equipment shall be 25 percent electrified by 2030 and 75 percent electrified by 2045. Project construction is expected to be complete prior to 2030 and, as a result, this action item is not applicable. The vast majority of the remaining action items and measures in the 2022 Scoping Plan apply to local governing agencies and land development projects and are not applicable to the Project, which would not constitute a new source of operational emissions. Specific goals within the SCAG RTP/SCS that are relevant to the Project include (1) improving mobility, accessibility, reliability, and travel safety for people and goods; (2) reducing GHG emissions and improving air quality; and (3) leveraging new transportation technologies and data-driven solutions that result in more efficient travel. Congestion management and signal coordination, both of which are components of the Project, are shown to reduce GHG emissions. Roadway improvements that reduce congestion, improve vehicle operating speeds, reduce idling and stop-and-go conditions, result in lower emission rates (CARB 2014; CARB 2019). Because the Project would involve implementation of congestion relief features, the Project would directly support the GHG reduction strategies established in the RTP/SCS as well as the carbon neutrality goal of the 2022 Scoping Plan.

Considering the above, the Project would not conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emissions of GHGs. Therefore, potential impacts would be less than significant.

IJ

Air Quality and Greenhouse Gas Emissions Study
Project Number: 2042644200 6.31
6 References
California Air Resources Board (CARB). 2005. Air Quality and Land Use Handbook: A Community Health Perspective. Website: http://forms.cupertino.org/inc/pdf/SR85/Exhibit%20G%20- %20CARB%20Air%20Quality%20and%20Land%20Use%20Handbook%202005.pdf. Accessed August 21, 2023.
_____. 2013. GHG Short-Lived Climate Pollutant Inventory. Website: https://ww2.arb.ca.gov/ghg-slcpinventory. Accessed July 31, 2023. _____. 2014. Impacts of Traffic Operations Strategies on Passenger Vehicle Use and Greenhouse Gas Emissions, Policy Brief. Website: https://ww2.arb.ca.gov/sites/default/files/2020- 06/Impacts_of_Traffic_Operations_Strategies_on_Passenger_Vehicle_Use_and_Greenhouse_G as_Emissions_Policy_Brief.pdf. Accessed August 18, 2023. _____. 2016. Ambient Air Quality Standards. Website: https://ww2.arb.ca.gov/sites/default/files/2020- 07/aaqs2.pdf. Accessed August 21, 2023.
_____. 2018a. Climate Pollutants Fall Below 1990 Levels for the First Time. Website:
https://ww2.arb.ca.gov/news/climate-pollutants-fall-below-1990-levels-first-time. Accessed August 21, 2023.
_____. 2018b. Low Carbon Fuel Standard 2018 Amendments. Website: https://dof.ca.gov/wpcontent/uploads/Forecasting/Economics/Documents/LCFS_SRIA_CARB_11-16-17.pdf.

Accessed August 21, 2023.
_____. 2019. Environmental Impacts of Congestion Management Strategies: A White Paper. Website:
https://ww2.arb.ca.gov/sites/default/files/classic/research/apr/past/18rd028.pdf. Accessed August 18, 2023.
_____. 2022a. California Greenhouse Gas Emissions for 2000 to 2020: Trends of Emissions and Other Indicators. Website: https://ww2.arb.ca.gov/sites/default/files/classic/cc/inventory/2000- 2020_ghg_inventory_trends.pdf. Accessed July 18, 2023.
_____. 2022b. 2022 Scoping Plan. Website: https://ww2.arb.ca.gov/sites/default/files/2022-12/2022- sp_1.pdf. Accessed July 31, 2023.
———. 2023a. iADAM: Air Quality Data Statistics. Website: https://www.arb.ca.gov/adam. Accessed August 16, 2023.
_____. 2023b. Overview: Diesel Exhaust & Health. Website: https://ww2.arb.ca.gov/resources/overviewdiesel-exhaust-and-health. Accessed July 31, 2023. _____. 2023c. SB 375 Regional Plan Climate Targets. Website: https://ww2.arb.ca.gov/ourwork/programs/sustainable-communities-program/regional-plan-targets. Accessed July 31, 2023.

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Air Quality and Greenhouse Gas Emissions Study
Project Number: 2042644200 6.32
City of Maywood. 2023. Climate Action, Adaptation, and Resilience Plan. Website:
https://www.cityofmaywood.com/411/Climate-Action-Adaptation-and-Resilience. Accessed August 18, 2023.

Southern California Association of Governments (SCAG). 2020. Connect SoCal 2020-2045 Regional Transportation Plan/Sustainable Communities Strategy. Website:
https://scag.ca.gov/sites/main/files/file-attachments/0903fconnectsocal-plan_0.pdf?1606001176.

Accessed August 18, 2023.
_____. 2023. About Us. Website: https://scag.ca.gov/about-us. Accessed August 18, 2023.

South Coast Air Quality Management District (SCAQMD). 1976. Rule 402, Nuisance. Website:
http://www.aqmd.gov/docs/default-source/rule-book/rule-iv/rule-402.pdf?sfvrsn=4. Accessed August 18, 2023.
_____. 1993. CEQA Air Quality Handbook. Website: http://www.aqmd.gov/home/rulescompliance/ceqa/air-quality-analysis-handbook/ceqa-air-quality-handbook-(1993). Accessed August 18, 2023.
_____. 2005. Rule 403, Fugitive Dust. Website: http://www.aqmd.gov/docs/default-source/rule-book/ruleiv/rule-403.pdf?sfvrsn=4. Accessed August 18, 2023. ———. 2008a. Final Localized Significance Thresholds Methodology. Website:
http://www.aqmd.gov/docs/default-source/ceqa/handbook/localized-significance-thresholds/finallst-methodology-document.pdf?sfvrsn=2. Accessed August 18, 2023. ———. 2008b. Draft Guidance Document, Interim CEQA Greenhouse Gas (GHG) Significance Threshold. Website: http://www.aqmd.gov/docs/default-source/ceqa/handbook/greenhousegases-(ghg)-ceqa-significance-thresholds/ghgattachmente.pdf?sfvrsn=2. Accessed August 18, 2023.
———. 2009. Appendix C – Mass Rate LST Look-up Tables. Website: http://www.aqmd.gov/docs/defaultsource/ceqa/handbook/localized-significance-thresholds/appendix-c-mass-rate-lst-look-uptables.pdf?sfvrsn=2. Accessed August 18, 2023. ———. 2016. National Ambient Air Quality Standards (NAAQS) and California Ambient Air Quality Standards (CAAQS) Attainment Status for South Coast Air Basin. Website:
http://www.aqmd.gov/docs/default-source/clean-air-plans/air-quality-management-plans/naaqscaaqs-feb2016.pdf?sfvrsn=14. Accessed July 16, 2023. ———. 2022. 2022 Air Quality Management Plan. Website: http://www.aqmd.gov/docs/defaultsource/clean-air-plans/air-quality-management-plans/2022-air-quality-management-plan/final2022-aqmp/final-2022-aqmp.pdf?sfvrsn=16. Accessed July 31, 2023.

IJ

Air Quality and Greenhouse Gas Emissions Study
Project Number: 2042644200 6.33
U.S. Environmental Protection Agency (USEPA). 2022a. Criteria Air Pollutants. Website:
https://www.epa.gov/criteria-air-pollutants?msclkid=402121eaa62811ec9f3a5e32e281714a.

Accessed July 31, 2023.
_____. 2022b. Lead. Website: https://www.epa.gov/lead. Accessed July 31, 2023. _____. 2023a. Overview of Greenhouse Gas Emissions. Website:
https://www.epa.gov/ghgemissions/overview-greenhouse-gases. Accessed July 31, 2023. _____. 2023b. Sulfur Hexafluoride (SF6) Basics. Website: https://www.epa.gov/eps-partnership/sulfurhexafluoride-sf6-basics. Accessed July 31, 2023. _____. 2023c. Inventory of U.S. Greenhouse Gas Emissions and Sinks. Website:
https://www.epa.gov/ghgemissions/inventory-us-greenhouse-gas-emissions-and-sinks. Accessed July 31, 2023.

U. S. Geological Survey (USGS). 2011. Reported Historic Asbestos Mines, Historic Asbestos Prospects, and Other Natural Occurrences of Asbestos in California. Website:
https://pubs.usgs.gov/of/2011/1188/. Accessed August 18, 2023.

IJ

Air Quality and Greenhouse Gas Emissions Study
Project Number: A-1
Appendix A Air Quality and GHG Modeling Results
IJ

The maximum pounds per day in row 11 is summed over overlapping phases, but the maximum tons per phase in row 34 is not summed over overlapping phases.

Road Construction Emissions Model, Version 9.0.0
Daily Emission Estimates for -> Total Exhaust Fugitive Dust Total Exhaust Fugitive Dust Project Phases (Pounds) ROG (lbs/day) CO (lbs/day) NOx (lbs/day) PM10 (lbs/day) PM10 (lbs/day) PM10 (lbs/day) PM2.5 (lbs/day) PM2.5 (lbs/day) PM2.5 (lbs/day) SOx (lbs/day) CO2 (lbs/day) CH4 (lbs/day) N2O (lbs/day) CO2e (lbs/day) Grubbing/Land Clearing 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Grading/Excavation 4.70 45.45 54.40 12.24 2.24 10.00 3.94 1.86 2.08 0.15 14,541.99 2.88 0.88 14,875.08 Drainage/Utilities/Sub-Grade 2.79 29.02 26.05 11.12 1.12 10.00 3.10 1.02 2.08 0.06 5,766.48 1.19 0.08 5,819.51 Paving 1.39 18.95 20.07 0.90 0.90 0.00 0.66 0.66 0.00 0.07 7,171.35 0.76 0.72 7,405.62 Maximum (pounds/day) 4.70 45.45 54.40 12.24 2.24 10.00 3.94 1.86 2.08 0.15 14,541.99 2.88 0.88 14,875.08 Total (tons/construction project) 0.44 4.47 4.93 1.20 0.21 0.99 0.38 0.17 0.21 0.01 1,328.80 0.24 0.08 1,358.42 Notes: Project Start Year -> 2024
Project Length (months) -> 12
Total Project Area (acres) -> 1
Maximum Area Disturbed/Day (acres) -> 1
Water Truck Used? -> Yes
Phase Soil Asphalt Soil Hauling Asphalt Hauling Worker Commute Water Truck Grubbing/Land Clearing 0 0 0 0 320 40
Grading/Excavation 850 0 1,290 0 920 40
Drainage/Utilities/Sub-Grade 0 0 0 0 680 40
Paving 0 750 0 1,140 520 40
CO2e emissions are estimated by multiplying mass emissions for each GHG by its global warming potential (GWP), 1 , 25 and 298 for CO2, CH4 and N2O, respectively. Total CO2e is then estimated by summing CO2e estimates over all GHGs.

Total Emission Estimates by Phase for -> Total Exhaust Fugitive Dust Total Exhaust Fugitive Dust Project Phases
(Tons for all except CO2e. Metric tonnes for CO2e) ROG (tons/phase) CO (tons/phase) NOx (tons/phase) PM10 (tons/phase) PM10 (tons/phase) PM10 (tons/phase) PM2.5 (tons/phase) PM2.5 (tons/phase) PM2.5 (tons/phase) SOx (tons/phase) CO2 (tons/phase) CH4 (tons/phase) N2O (tons/phase) CO2e (MT/phase) Grubbing/Land Clearing 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Grading/Excavation 0.28 2.70 3.23 0.73 0.13 0.59 0.23 0.11 0.12 0.01 863.79 0.17 0.05 801.58 Drainage/Utilities/Sub-Grade 0.11 1.15 1.03 0.44 0.04 0.40 0.12 0.04 0.08 0.00 228.35 0.05 0.00 209.07 Paving 0.05 0.63 0.66 0.03 0.03 0.00 0.02 0.02 0.00 0.00 236.65 0.03 0.02 221.71 Maximum (tons/phase) 0.28 2.70 3.23 0.73 0.13 0.59 0.23 0.11 0.12 0.01 863.79 0.17 0.05 801.58 Total (tons/construction project) 0.44 4.47 4.93 1.20 0.21 0.99 0.38 0.17 0.21 0.01 1328.80 0.24 0.08 1,232.35 CO2e emissions are estimated by multiplying mass emissions for each GHG by its global warming potential (GWP), 1 , 25 and 298 for CO2, CH4 and N2O, respectively. Total CO2e is then estimated by summing CO2e estimates over all GHGs.

The CO2e emissions are reported as metric tons per phase.

Daily VMT (miles/day)
Total PM10 emissions shown in column F are the sum of exhaust and fugitive dust emissions shown in columns G and H. Total PM2.5 emissions shown in Column I are the sum of exhaust and fugitive dust emissions shown in columns J and K.

Slauson Avenue and Atlantic Boulevard Congestion Relief Improvemen PM10 and PM2.5 estimates assume 50% control of fugitive dust from watering and associated dust control measures if a minimum number of water trucks are specified.

Slauson Avenue and Atlantic Boulevard Congestion Relief Improvemen PM10 and PM2.5 estimates assume 50% control of fugitive dust from watering and associated dust control measures if a minimum number of water trucks are specified.

Total PM10 emissions shown in column F are the sum of exhaust and fugitive dust emissions shown in columns G and H. Total PM2.5 emissions shown in Column I are the sum of exhaust and fugitive dust emissions shown in columns J and K.

Total Material Imported/Exported
Volume (yd3/day)

Road Construction Emissions Model, Version 8.1.0 8/28/2023 Road Construction Emissions Model Version 9.0.0
Project Name
Input Type
Please use "Clear Data Input & User Overrides" button first before changing the Project Type or begin a new project.

The user is required to enter information in cells D10 through D24, E28 through G35, and D38 through D41 for all project types. yellow or blue background can be modified. Program defaults have a white background.

Optional data input sections have a blue background. Only areas with a Data Entry Worksheet
Slauson Avenue and Atlantic Boulevard Congestion Relief Improvements Construction Start Year 2024 and 2040 (inclusive)
Enter a Year between 2014
Project Type
4) Other Linear Project Type: Non-roadway project such as a pipeline, transmission line, or levee construction 3) Bridge/Overpass Construction : Project to build an elevated roadway, which generally requires some different equipment than a new roadway, such as a crane 2) Road Widening : Project to add a new lane to an existing roadway 1) New Road Construction : Project to build a roadway from bare ground, which generally requires more site preparation than widening an existing roadway Project Construction Time 12.00 months
Working Days per Month 22.00 days (assume 22 if unknown) Predominant Soil/Site Type: Enter 1, 2, or 3
3) Blasted Rock : Use for Salt Springs Slate or Copper Hill Volcanics (Folsom South of Highway 50, Rancho Murieta) 2) Weathered Rock-Earth : Use for Laguna formation (Jackson Highway area) or the Ione formation (Scott Road, Rancho Murieta) 1) Sand Gravel : Use for quaternary deposits (Delta/West County) Project Length 1.10 miles
Total Project Area 1.49 acres
Maximum Area Disturbed/Day 1.00 acre
Water Trucks Used? 1 2. No

1. Yes
Material Type
Material Hauling Quantity Input
Phase Haul Truck Capacity (yd3
) (assume 20 if
unknown) Import Volume (yd3
/day) Export Volume (yd3/day)
Grading/Excavation
Grubbing/Land Clearing

20.00 850.00
Paving
Drainage/Utilities/Sub-Grade
Grading/Excavation
Grubbing/Land Clearing
Paving
Drainage/Utilities/Sub-Grade

20.00 750.00
On-road Fleet Emissions Mitigation
Mitigation Options
Select "2010 and Newer On-road Vehicles Fleet" option when the on-road heavy-duty truck fleet for the project will be limited to vehicles of model year 2010 or newer Off-road Equipment Emissions Mitigation
Select "Tier 4 Equipment" option if some or all off-road equipment used for the project meets CARB Tier 4 Standard The remaining sections of this sheet contain areas that can be modified by the user, although those modifications are optional.

Will all off-road equipment be tier 4?
cells J18 to J22)
instructions in cells E18 to E20 otherwise see instructions provided in (for project within "Sacramento County", follow soil type selection 2 Asphalt
Soil
All Tier 4 Equipment
ges/googlemaps.aspx#regionalseries
http://www.conservation.ca.gov/cgs/information/geologic_mapping/Pa determine soil type outside Sacramento County.

California Geologic Survey (see weblink below) can be used to E20 are specific to Sacramento County. Maps available from the Please note that the soil type instructions provided in cells E18 to 2 Note: Required data input sections have a yellow background. can be used to confirm compliance with this mitigation measure (http://www.airquality.org/Businesses/CEQA-Land-Use-Planning/Mitigation).

Select "20% NOx and 45% Exhaust PM reduction" option if the project will be required to use a lower emitting off-road construction fleet. The SMAQMD Construction Mitigation Calculator macros when loading this spreadsheet.
will only work if you opted not to disable
clear data previously entered. This button
To begin a new project, click this button to
Data Entry Worksheet 2 11111 111 111

Road Construction Emissions Model, Version 8.1.0 8/28/2023 Note: The program's estimates of construction period phase length can be overridden in cells D50 through D53, and F50 through F53.

Program Program
User Override of Calculated User Override of Default
Construction Periods Construction Months Months Phase Starting Date Phase Starting Date Grubbing/Land Clearing 0.00 1.20 1/1/2024
Grading/Excavation 5.40 1/1/2024
Drainage/Utilities/Sub-Grade 3.60 6/14/2024
Paving 3.00 1.80 10/2/2024
Totals (Months)
Note: Soil Hauling emission default values can be overridden in cells D61 through D64, and F61 through F64.

Soil Hauling Emissions User Override of Program Estimate of User Override of Truck Default Values Calculated User Input Miles/Round Trip Miles/Round Trip Round Trips/Day Round Trips/Day Daily VMT Miles/round trip: Grubbing/Land Clearing 30.00 0 0.00
Miles/round trip: Grading/Excavation 30.00 43 1290.00
Miles/round trip: Drainage/Utilities/Sub-Grade 30.00 0 0.00 Miles/round trip: Paving 30.00 0 0.00
Emission Rates ROG CO NOx PM10 PM2.5 SOx CO2 CH4 N2O CO2e Grubbing/Land Clearing (grams/mile) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Grading/Excavation (grams/mile) 0.03 0.41 3.02 0.11 0.05 0.02 1,693.55 0.00 0.27 1,772.92 Draining/Utilities/Sub-Grade (grams/mile) 0.03 0.41 3.02 0.11 0.05 0.02 1,693.55 0.00 0.27 1,772.92 Paving (grams/mile) 0.03 0.41 3.02 0.11 0.05 0.02 1,693.27 0.00 0.27 1,772.62 Grubbing/Land Clearing (grams/trip) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Grading/Excavation (grams/trip) 0.00 0.00 4.44 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Draining/Utilities/Sub-Grade (grams/trip) 0.00 0.00 4.44 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Paving (grams/trip) 0.00 0.00 4.44 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Hauling Emissions ROG CO NOx PM10 PM2.5 SOx CO2 CH4 N2O CO2e Pounds per day - Grubbing/Land Clearing 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Tons per const. Period - Grubbing/Land Clearing 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Pounds per day - Grading/Excavation 0.08 1.16 9.02 0.32 0.14 0.05 4,816.41 0.00 0.76 5,042.11 Tons per const. Period - Grading/Excavation 0.00 0.07 0.54 0.02 0.01 0.00 286.09 0.00 0.04 299.50 Pounds per day - Drainage/Utilities/Sub-Grade 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Tons per const. Period - Drainage/Utilities/Sub-Grade 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Pounds per day - Paving 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Tons per const. Period - Paving 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Total tons per construction project 0.00 0.07 0.54 0.02 0.01 0.00 286.09 0.00 0.04 299.50 Note: Asphalt Hauling emission default values can be overridden in cells D91 through D94, and F91 through F94.

Asphalt Hauling Emissions User Override of Program Estimate of User Override of Truck Default Values Calculated User Input Miles/Round Trip Miles/Round Trip Round Trips/Day Round Trips/Day Daily VMT Miles/round trip: Grubbing/Land Clearing 30.00 0 0.00
Miles/round trip: Grading/Excavation 30.00 0 0.00
Miles/round trip: Drainage/Utilities/Sub-Grade 30.00 0 0.00 Miles/round trip: Paving 30.00 38 1140.00
Emission Rates ROG CO NOx PM10 PM2.5 SOx CO2 CH4 N2O CO2e Grubbing/Land Clearing (grams/mile) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Grading/Excavation (grams/mile) 0.03 0.41 3.02 0.11 0.05 0.02 1,693.55 0.00 0.27 1,772.92 Draining/Utilities/Sub-Grade (grams/mile) 0.03 0.41 3.02 0.11 0.05 0.02 1,693.55 0.00 0.27 1,772.92 Paving (grams/mile) 0.03 0.41 3.02 0.11 0.05 0.02 1,693.27 0.00 0.27 1,772.62 Grubbing/Land Clearing (grams/trip) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Grading/Excavation (grams/trip) 0.00 0.00 4.44 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Draining/Utilities/Sub-Grade (grams/trip) 0.00 0.00 4.44 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Paving (grams/trip) 0.00 0.00 4.44 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Emissions ROG CO NOx PM10 PM2.5 SOx CO2 CH4 N2O CO2e
Pounds per day - Grubbing/Land Clearing 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Tons per const. Period - Grubbing/Land Clearing 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Pounds per day - Grading/Excavation 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Tons per const. Period - Grading/Excavation 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Pounds per day - Drainage/Utilities/Sub-Grade 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Tons per const. Period - Drainage/Utilities/Sub-Grade 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Pounds per day - Paving 0.07 1.03 7.97 0.28 0.12 0.04 4,255.65 0.00 0.67 4,455.07 Tons per const. Period - Paving 0.00 0.03 0.26 0.01 0.00 0.00 140.44 0.00 0.02 147.02 Total tons per construction project 0.00 0.03 0.26 0.01 0.00 0.00 140.44 0.00 0.02 147.02 Note: Worker commute default values can be overridden in cells D121 through D126.

Worker Commute Emissions User Override of Worker
User Input Commute Default Values Default Values
Miles/ one-way trip 20 Calculated Calculated
One-way trips/day 2 Daily Trips Daily VMT
No. of employees: Grubbing/Land Clearing 8 16 320.00
No. of employees: Grading/Excavation 23 46 920.00
No. of employees: Drainage/Utilities/Sub-Grade 17 34 680.00 No. of employees: Paving 13 26 520.00
Emission Rates ROG CO NOx PM10 PM2.5 SOx CO2 CH4 N2O CO2e Grubbing/Land Clearing (grams/mile) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Grading/Excavation (grams/mile) 0.01 0.84 0.06 0.05 0.02 0.00 306.70 0.00 0.01 308.54 Draining/Utilities/Sub-Grade (grams/mile) 0.01 0.84 0.06 0.05 0.02 0.00 306.70 0.00 0.01 308.54 Paving (grams/mile) 0.01 0.84 0.06 0.05 0.02 0.00 306.55 0.00 0.01 308.39 Grubbing/Land Clearing (grams/trip) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Grading/Excavation (grams/trip) 0.98 2.66 0.27 0.00 0.00 0.00 65.99 0.07 0.03 76.61 Draining/Utilities/Sub-Grade (grams/trip) 0.98 2.66 0.27 0.00 0.00 0.00 65.99 0.07 0.03 76.61 Paving (grams/trip) 0.98 2.66 0.27 0.00 0.00 0.00 65.96 0.07 0.03 76.57 12 Data Entry Worksheet 3

Road Construction Emissions Model, Version 8.1.0 8/28/2023 Emissions ROG CO NOx PM10 PM2.5 SOx CO2 CH4 N2O CO2e
Pounds per day - Grubbing/Land Clearing 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Tons per const. Period - Grubbing/Land Clearing 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Pounds per day - Grading/Excavation 0.13 1.97 0.16 0.09 0.04 0.01 628.76 0.01 0.02 633.57 Tons per const. Period - Grading/Excavation 0.01 0.12 0.01 0.01 0.00 0.00 37.35 0.00 0.00 37.63 Pounds per day - Drainage/Utilities/Sub-Grade 0.09 1.46 0.11 0.07 0.03 0.00 464.73 0.01 0.01 468.29 Tons per const. Period - Drainage/Utilities/Sub-Grade 0.00 0.06 0.00 0.00 0.00 0.00 18.40 0.00 0.00 18.54 Pounds per day - Paving 0.07 1.11 0.09 0.05 0.02 0.00 355.21 0.01 0.01 357.93 Tons per const. Period - Paving 0.00 0.04 0.00 0.00 0.00 0.00 11.72 0.00 0.00 11.81 Total tons per construction project 0.01 0.21 0.02 0.01 0.00 0.00 67.47 0.00 0.00 67.99 Note: Water Truck default values can be overridden in cells D153 through D156, I153 through I156, and F153 through F156.

Water Truck Emissions User Override of Program Estimate of User Override of Truck Default Values Calculated User Override of Default Values Calculated User Input Default # Water Trucks Number of Water Trucks Round Trips/Vehicle/Day Round Trips/Vehicle/Day Trips/day Miles/Round Trip Miles/Round Trip Daily VMT Grubbing/Land Clearing - Exhaust 1 5 5 8.00 40.00
Grading/Excavation - Exhaust 1 5 5 8.00 40.00
Drainage/Utilities/Subgrade 1 5 5 8.00 40.00
Paving 1 5 5 8.00 40.00
Emission Rates ROG CO NOx PM10 PM2.5 SOx CO2 CH4 N2O CO2e Grubbing/Land Clearing (grams/mile) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Grading/Excavation (grams/mile) 0.03 0.41 3.02 0.11 0.05 0.02 1,693.55 0.00 0.27 1,772.92 Draining/Utilities/Sub-Grade (grams/mile) 0.03 0.41 3.02 0.11 0.05 0.02 1,693.55 0.00 0.27 1,772.92 Paving (grams/mile) 0.03 0.41 3.02 0.11 0.05 0.02 1,693.27 0.00 0.27 1,772.62 Grubbing/Land Clearing (grams/trip) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Grading/Excavation (grams/trip) 0.00 0.00 4.44 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Draining/Utilities/Sub-Grade (grams/trip) 0.00 0.00 4.44 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Paving (grams/trip) 0.00 0.00 4.44 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Emissions ROG CO NOx PM10 PM2.5 SOx CO2 CH4 N2O CO2e
Pounds per day - Grubbing/Land Clearing 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Tons per const. Period - Grubbing/Land Clearing 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Pounds per day - Grading/Excavation 0.00 0.04 0.32 0.01 0.00 0.00 149.35 0.00 0.02 156.34 Tons per const. Period - Grading/Excavation 0.00 0.00 0.02 0.00 0.00 0.00 8.87 0.00 0.00 9.29 Pounds per day - Drainage/Utilities/Sub-Grade 0.00 0.04 0.32 0.01 0.00 0.00 149.35 0.00 0.02 156.34 Tons per const. Period - Drainage/Utilities/Sub-Grade 0.00 0.00 0.01 0.00 0.00 0.00 5.91 0.00 0.00 6.19 Pounds per day - Paving 0.00 0.04 0.32 0.01 0.00 0.00 149.32 0.00 0.02 156.32 Tons per const. Period - Paving 0.00 0.00 0.01 0.00 0.00 0.00 4.93 0.00 0.00 5.16 Total tons per construction project 0.00 0.00 0.04 0.00 0.00 0.00 19.71 0.00 0.00 20.64 Note: Fugitive dust default values can be overridden in cells D183 through D185.

User Override of Max Default PM10 PM10 PM2.5 PM2.5
Acreage Disturbed/Day Maximum Acreage/Day pounds/day tons/per period pounds/day tons/per period Fugitive Dust - Grubbing/Land Clearing 0.00 0.00 0.00 0.00 0.00 Fugitive Dust - Grading/Excavation 1.00 10.00 0.59 2.08 0.12 Fugitive Dust - Drainage/Utilities/Subgrade 1.00 10.00 0.40 2.08 0.08 Fugitive Dust
Data Entry Worksheet 4

I I I I I I I I I

Road Construction Emissions Model, Version 8.1.0 8/28/2023 Off-Road Equipment Emissions
Default
Grubbing/Land Clearing Number of Vehicles Override of Default ROG CO NOx PM10 PM2.5 SOx CO2 CH4 N2O CO2e Override of Default Number of Vehicles Program-estimate Default Equipment Tier (applicable only
when "Tier 4 Mitigation" Option Selected) Equipment Tier Type pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day Model Default Tier Model Default Tier Aerial Lifts 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Air Compressors 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Bore/Drill Rigs 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Cement and Mortar Mixers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Concrete/Industrial Saws 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Cranes 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1 Model Default Tier Model Default Tier Crawler Tractors 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Crushing/Proc. Equipment 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 2 Model Default Tier Model Default Tier Excavators 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Forklifts 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Generator Sets 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Graders 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Off-Highway Tractors 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Off-Highway Trucks 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Other Construction Equipment 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Other General Industrial Equipm 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Other Material Handling Equipm 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Pavers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Paving Equipment 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Plate Compactors 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Pressure Washers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Pumps 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Rollers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Rough Terrain Forklifts 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Rubber Tired Dozers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Rubber Tired Loaders 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Scrapers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 3 Model Default Tier Model Default Tier Signal Boards 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Skid Steer Loaders 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Surfacing Equipment 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Sweepers/Scrubbers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Tractors/Loaders/Backhoes 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Trenchers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Welders 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 User-Defined Off-road Equipment If non-default vehicles are used, please provide information in 'Non-default Off-road Equipment' tab ROG CO NOx PM10 PM2.5 SOx CO2 CH4 N2O CO2e Type pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day 0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Grubbing/Land Clearing pounds per day 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Grubbing/Land Clearing tons per phase 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Default
Grading/Excavation Number of Vehicles Override of Default ROG CO NOx PM10 PM2.5 SOx CO2 CH4 N2O CO2e Override of Default Number of Vehicles Program-estimate Default Equipment Tier (applicable only
when "Tier 4 Mitigation" Option Selected) Equipment Tier Type pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day Model Default Tier Model Default Tier Aerial Lifts 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Air Compressors 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Bore/Drill Rigs 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Cement and Mortar Mixers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Concrete/Industrial Saws 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0 Model Default Tier Model Default Tier Cranes 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1 Model Default Tier Model Default Tier Crawler Tractors 0.42 2.20 4.75 0.18 0.17 0.01 758.65 0.25 0.01 766.83 Model Default Tier Model Default Tier Crushing/Proc. Equipment 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 3 Model Default Tier Model Default Tier Excavators 0.54 9.80 4.21 0.21 0.19 0.02 1,500.80 0.49 0.01 1,516.98 Model Default Tier Model Default Tier Forklifts 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Generator Sets 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 2 Model Default Tier Model Default Tier Graders 0.71 3.31 8.31 0.27 0.25 0.01 1,281.02 0.41 0.01 1,294.82 Model Default Tier Model Default Tier Off-Highway Tractors 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Off-Highway Trucks 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Other Construction Equipment 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Other General Industrial Equipm 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Other Material Handling Equipm 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Pavers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Paving Equipment 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Plate Compactors 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Pressure Washers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Pumps 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 2 Model Default Tier Model Default Tier Rollers 0.29 3.70 3.05 0.16 0.15 0.01 508.29 0.16 0.00 513.77 Model Default Tier Model Default Tier Rough Terrain Forklifts 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Rubber Tired Dozers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1 Model Default Tier Model Default Tier Rubber Tired Loaders 0.25 1.50 2.33 0.08 0.07 0.01 605.51 0.20 0.01 612.05 2 Model Default Tier Model Default Tier Scrapers 1.52 11.93 15.39 0.61 0.56 0.03 2,938.20 0.95 0.03 2,969.87 3 Model Default Tier Model Default Tier Signal Boards 0.17 0.90 1.08 0.04 0.04 0.00 147.94 0.02 0.00 148.69 Model Default Tier Model Default Tier Skid Steer Loaders 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Surfacing Equipment 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Sweepers/Scrubbers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 4 Model Default Tier Model Default Tier Tractors/Loaders/Backhoes 0.58 8.94 5.79 0.27 0.24 0.01 1,207.07 0.39 0.01 1,220.05 Model Default Tier Model Default Tier Trenchers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Welders 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 N/A
N/A
N/A
Equipment Tier

0.00 Number of Vehicles

0.00 0.00 N/A
Mitigation Option
Mitigation Option

0.00 0.00
N/A

0.00 0.00
N/A
N/A
Data Entry Worksheet 5

Road Construction Emissions Model, Version 8.1.0 8/28/2023 User-Defined Off-road Equipment If non-default vehicles are used, please provide information in 'Non-default Off-road Equipment' tab ROG CO NOx PM10 PM2.5 SOx CO2 CH4 N2O CO2e Type pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day 0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Grading/Excavation pounds per day 4.49 42.29 44.91 1.82 1.67 0.09 8,947.48 2.86 0.08 9,043.06 Grading/Excavation tons per phase 0.27 2.51 2.67 0.11 0.10 0.01 531.48 0.17 0.00 537.16 Default
Drainage/Utilities/Subgrade Number of Vehicles Override of Default ROG CO NOx PM10 PM2.5 SOx CO2 CH4 N2O CO2e Override of Default Number of Vehicles Program-estimate Default Equipment Tier (applicable only
when "Tier 4 Mitigation" Option Selected) Equipment Tier pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day Model Default Tier Model Default Tier Aerial Lifts 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1 Model Default Tier Model Default Tier Air Compressors 0.24 2.41 1.63 0.08 0.08 0.00 375.26 0.02 0.00 376.63 Model Default Tier Model Default Tier Bore/Drill Rigs 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Cement and Mortar Mixers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Concrete/Industrial Saws 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Cranes 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Crawler Tractors 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Crushing/Proc. Equipment 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Excavators 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Forklifts 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1 Model Default Tier Model Default Tier Generator Sets 0.29 3.66 2.54 0.11 0.11 0.01 623.04 0.03 0.00 625.06 1 Model Default Tier Model Default Tier Graders 0.35 1.66 4.16 0.13 0.12 0.01 640.51 0.21 0.01 647.41 Model Default Tier Model Default Tier Off-Highway Tractors 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Off-Highway Trucks 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Other Construction Equipment 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Other General Industrial Equipm 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Other Material Handling Equipm 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Pavers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Paving Equipment 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1 Model Default Tier Model Default Tier Plate Compactors 0.04 0.21 0.25 0.01 0.01 0.00 34.48 0.00 0.00 34.65 Model Default Tier Model Default Tier Pressure Washers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1 Model Default Tier Model Default Tier Pumps 0.31 3.72 2.58 0.12 0.12 0.01 623.04 0.03 0.00 625.12 Model Default Tier Model Default Tier Rollers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1 Model Default Tier Model Default Tier Rough Terrain Forklifts 0.10 2.29 1.35 0.04 0.04 0.00 333.74 0.11 0.00 337.33 Model Default Tier Model Default Tier Rubber Tired Dozers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Rubber Tired Loaders 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1 Model Default Tier Model Default Tier Scrapers 0.76 5.97 7.70 0.30 0.28 0.02 1,469.10 0.48 0.01 1,484.93 3 Model Default Tier Model Default Tier Signal Boards 0.17 0.90 1.08 0.04 0.04 0.00 147.94 0.02 0.00 148.69 Model Default Tier Model Default Tier Skid Steer Loaders 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Surfacing Equipment 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Sweepers/Scrubbers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 3 Model Default Tier Model Default Tier Tractors/Loaders/Backhoes 0.43 6.71 4.34 0.20 0.18 0.01 905.30 0.29 0.01 915.04 Model Default Tier Model Default Tier Trenchers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Welders 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 User-Defined Off-road Equipment If non-default vehicles are used, please provide information in 'Non-default Off-road Equipment' tab ROG CO NOx PM10 PM2.5 SOx CO2 CH4 N2O CO2e Type pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day 0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Drainage/Utilities/Sub-Grade pounds per day 2.69 27.53 25.62 1.04 0.99 0.05 5,152.40 1.18 0.04 5,194.88 Drainage/Utilities/Sub-Grade tons per phase 0.11 1.09 1.01 0.04 0.04 0.00 204.04 0.05 0.00 205.72 Default
Paving Number of Vehicles Override of Default ROG CO NOx PM10 PM2.5 SOx CO2 CH4 N2O CO2e Override of Default Number of Vehicles Program-estimate Default Equipment Tier (applicable only
when "Tier 4 Mitigation" Option Selected) Equipment Tier Type pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day Model Default Tier Model Default Tier Aerial Lifts 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Air Compressors 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Bore/Drill Rigs 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Cement and Mortar Mixers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Concrete/Industrial Saws 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Cranes 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Crawler Tractors 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Crushing/Proc. Equipment 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Excavators 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Forklifts 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Generator Sets 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Graders 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Off-Highway Tractors 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Off-Highway Trucks 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Other Construction Equipment 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Other General Industrial Equipm 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Other Material Handling Equipm 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1 Model Default Tier Model Default Tier Pavers 0.18 2.89 1.74 0.08 0.07 0.00 455.16 0.15 0.00 460.07 1 Model Default Tier Model Default Tier Paving Equipment 0.16 2.57 1.49 0.07 0.07 0.00 394.46 0.13 0.00 398.72 Model Default Tier Model Default Tier Plate Compactors 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Pressure Washers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Pumps 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 2 Model Default Tier Model Default Tier Rollers 0.29 3.70 3.05 0.16 0.15 0.01 508.29 0.16 0.00 513.76 Model Default Tier Model Default Tier Rough Terrain Forklifts 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Rubber Tired Dozers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Rubber Tired Loaders 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 N/A
N/A
N/A
N/A
N/A
Equipment Tier
N/A
N/A
N/A
N/A
Equipment Tier
N/A
N/A
N/A
N/A

0.00 0.00

0.00 0.00

0.00 0.00
Number of Vehicles

0.00 0.00

0.00 0.00

0.00 0.00

0.00 Number of Vehicles
Mitigation Option
Mitigation Option

0.00 N/A
Data Entry Worksheet 6
I

Road Construction Emissions Model, Version 8.1.0 8/28/2023 Model Default Tier Model Default Tier Scrapers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 3 Model Default Tier Model Default Tier Signal Boards 0.17 0.90 1.08 0.04 0.04 0.00 147.94 0.02 0.00 148.69 Model Default Tier Model Default Tier Skid Steer Loaders 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Surfacing Equipment 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Sweepers/Scrubbers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 3 Model Default Tier Model Default Tier Tractors/Loaders/Backhoes 0.43 6.71 4.34 0.20 0.18 0.01 905.31 0.29 0.01 915.05 Model Default Tier Model Default Tier Trenchers 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Model Default Tier Model Default Tier Welders 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 User-Defined Off-road Equipment If non-default vehicles are used, please provide information in 'Non-default Off-road Equipment' tab ROG CO NOx PM10 PM2.5 SOx CO2 CH4 N2O CO2e Type pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day pounds/day 0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Paving pounds per day 1.24 16.77 11.70 0.56 0.51 0.03 2,411.17 0.75 0.02 2,436.30 Paving tons per phase 0.04 0.55 0.39 0.02 0.02 0.00 79.57 0.02 0.00 80.40 Total Emissions all Phases (tons per construction period) => 0.41 4.16 4.07 0.17 0.16 0.01 815.08 0.24 0.01 823.27 N/A
N/A
Equipment Tier
N/A
N/A
N/A
N/A
N/A

0.00 Number of Vehicles

0.00 0.00

0.00 0.00

0.00 0.00
Data Entry Worksheet 7

Road Construction Emissions Model, Version 8.1.0 8/28/2023 Equipment default values for horsepower and hours/day can be overridden in cells D403 through D436 and F403 through F436.

User Override of Default Values User Override of Default Values Equipment Horsepower Horsepower Hours/day Hours/day
Aerial Lifts 63 8
Air Compressors 78 8
Bore/Drill Rigs 221 8
Cement and Mortar Mixers 9 8
Concrete/Industrial Saws 81 8
Cranes 231 8
Crawler Tractors 212 8
Crushing/Proc. Equipment 85 8
Excavators 158 8
Forklifts 89 8
Generator Sets 84 8
Graders 187 8
Off-Highway Tractors 124 8
Off-Highway Trucks 402 8
Other Construction Equipment 172 8
Other General Industrial Equipment 88 8
Other Material Handling Equipment 168 8
Pavers 130 8
Paving Equipment 132 8
Plate Compactors 8 8
Pressure Washers 13 8
Pumps 84 8
Rollers 80 8
Rough Terrain Forklifts 100 8
Rubber Tired Dozers 247 8
Rubber Tired Loaders 203 8
Scrapers 367 8
Signal Boards 6 8
Skid Steer Loaders 65 8
Surfacing Equipment 263 8
Sweepers/Scrubbers 64 8
Tractors/Loaders/Backhoes 97 8
Trenchers 78 8
Welders 46 8

END OF DATA ENTRY SHEET
Data Entry Worksheet 8

Draft Initial Study and Mitigated Negative Declaration
Slauson Avenue and Atlantic Boulevard Congestion Relief Improvements

APPENDIX D
Biological Resources Survey Memorandum
IJ

Memo
To: Gilberto Ruiz, Principal Environmental
Planner
Stantec
801 S. Figueroa, Suite 300
Los Angeles, CA 90017
From: Hannah Hart, Project Biologist
Stantec
300 North Lake Avenue Suite 400
Pasadena, CA 91101
Project/File: 2042639600 Date: September 5, 2023
Reference: City of Maywood - Slauson Avenue and Atlantic Boulevard Congestion Relief Improvements Project
1 Introduction
To support the preparation of the Initial Study Mitigated Negative Declaration for the Slauson Avenue and Atlantic Boulevard Congestion Relief Improvements Project (Project) a baseline biological survey of the Project and adjacent areas was conducted on August 22, 2023. This memorandum summarizes the results of the survey and desktop review conducted in support of the proposed Project. 2 Existing Site Conditions
The Project site is located in the City of Maywood, Los Angeles County, California and includes nine intersections located within the project site along Slauson Avenue from about Maywood Avenue (western limits) and Atlantic Boulevard (eastern limits). The Project site is approximately 15 miles east of the Pacific Ocean and approximately five miles southeast of downtown Los Angeles. The Project site is within a densely developed urban area surrounded by residential and retail/commercial properties (see Attachment A, Figures 1).

The Biological Study Area (BSA) includes the Project site and a 300-foot buffer. 3 Vegetation Communities/Land Cover Types
No natural vegetation communities occurred within the BSA. Most of the plant species present are either nonnative or a landscaped ornamental species. There are sporadic ruderal native species present but were not found in high enough densities/abundance to designate a specific vegetation community (see Appendix A, Figure 2).
() Stantec
Design with community in mind

August 28, 2023
Gilberto Ruiz

Reference: City of Maywood

3.1 Land Cover Types

3.1.1 DISTURBED/DEVELOPED
The BSA is characterized as disturbed/developed land cover type and does not include any natural communities. Plant observations during the August 2023 survey were primarily comprised of ornamental plant species located within medians in the roadway, along the sidewalks, residential yards, retail/commercial developments, and schools. The most dense stand of ornamental trees was in the shopping centers near the intersection of Slauson Avenue and Atlantic Boulevard; see Attachment B for photos of BSA.
4 Jurisdictional Waters and Wetlands
Based on database searches of the United States Fish and Wildlife Service (USFWS) National Wetlands Inventory and United States Geological Survey (USGS) National Hydrography Dataset (NHD), there are multiple NHD underground pipelines within the BSA, but no mapped above ground aquatic resources were found. There are storm drains along Slauson Avenue and the intersecting streets, some of which indicate that they drain to the Pacific Ocean. No wetlands or other potentially jurisdictional aquatic resources were found or are anticipated to occur within the BSA.
5 Common Wildlife
Common wildlife directly observed onsite during the August 2023 survey included western gull (Larus occidentalis), mourning dove (Zenaida macroura), American crow (Corvus brachyrhynchos), and California ground squirrel (Otospermophilus beecheyi); no other wildlife species were observed during the August 2023 survey event. Common species known to occur in the general area, but not observed, include (but are not limited to) house finch (Haemorhous mexicanus), house sparrow (Passer domesticus), northern mockingbird (Mimus polyglottos), black phoebe (Sayornis nigricans), western fence lizard (Sceloporus occidentalis), and western honeybee (Apis mellifera).
6 Special-Status Plants
The table in Attachment C presents a list of special-status plants, including federally and state listed species and California Rare Plant Rank (CRPR) 1-4 species that are known to occur within 10 miles of the BSA (Attachment A, Figures 3 and 4 provide a depiction of known species locations).

Record searches of the California Natural Diversity Database (CNDDB) was performed for special-status plant taxa. Each of the taxa identified in the record searches was assessed for their potential to occur within the BSA based on the following criteria:

Design with community in mind

August 28, 2023
Gilberto Ruiz

Reference: City of Maywood
• Present: Taxa were observed within the BSA during recent botanical surveys or population has been acknowledged by CDFW, USFWS, or local experts.
• High: Both a documented recent record (within 10 years) exists of the taxa within the BSA, or immediate vicinity (approximately 5 miles) and the environmental conditions (including soil type) associated with taxa presence occur within the BSA.
• Moderate: Both a documented recent record (within 10 years) exists of the taxa within the BSA, or the immediate vicinity (approximately 5 miles) and the environmental conditions associated with taxa presence are marginal or limited within the BSA, or the BSA is located within the known current distribution of the taxa and the environmental conditions (including soil type) associated with taxa presence occur within the BSA.
• Low: A historical record (over 10 years) exists of the taxa within the BSA or general vicinity (approximately 10 miles), and the environmental conditions (including soil type) associated with taxa presence are marginal or limited within the BSA.
• Not Likely to Occur: The environmental conditions associated with taxa presence do not occur within the BSA.

Based on the results of the literature and database (see Attachment B), a total of 30 special-status plant species were found to historically occur within 10 miles of the Project area. These species were evaluated for their potential to occur in the proposed Project area based on considerations of local records, habitat conditions, and environmental requirements. After this evaluation, no special-status plant species were considered to have potential to occur at or near the proposed Project site. No special-status plant species were observed during the August 2023 survey.
7 Special-Status Wildlife
Special-status taxa include those listed as threatened or endangered under the Federal Endangered Species Act (FESA) or California Endangered Species Act (CESA), taxa proposed for such listing, Species of Special Concern, and other taxa that have been identified by USFWS, California Department of Fish and Wildlife (CDFW), or local jurisdictions as unique or rare and that have the potential to occur within the BSA.

The CNDDB was queried for occurrences of special-status wildlife taxa within 10 miles of the BSA. The table in Attachment C summarizes the special-status wildlife taxa known to occur regionally and their potential for occurrence in the BSA (Attachment A, Figures 3 and 4 provide a depiction of previously reported species locations). Each of the taxa identified in the database reviews/searches were assessed for its potential to occur within the BSA based on the following criteria:
• Present: Taxa (or sign) were observed in the BSA or in the same watershed (aquatic taxa only) during the most recent surveys, or a population has been acknowledged by CDFW, USFWS, or local experts.

Design with community in mind

August 28, 2023
Gilberto Ruiz

Reference: City of Maywood
• High: Habitat (including soils) for the taxa occurs onsite, and a known occurrence occurs within the BSA or adjacent areas (within 5 miles of the BSA) within the past 20 years; however, these taxa were not detected during the most recent surveys.
• Moderate: Habitat (including soils) for the taxa occurs onsite, and a known regional record occurs within the database search, but not within 5 miles of the BSA or within the past 20 years; or a known occurrence occurs within 5 miles of the BSA and within the past 20 years and marginal or limited amounts of habitat occurs onsite; or the taxa’s range includes the geographic area and suitable habitat exists.
• Low: Limited habitat for the taxa occurs within the BSA and no known occurrences were found within the database search and the taxa’s range includes the geographic area. • Not Likely to Occur: The environmental conditions associated with taxa presence do not occur within the BSA.

Based on the results of the literature and database review (see Attachment C), a total of 32 special-status wildlife species were found to historically occur within 10 miles of the BSA. These species were evaluated for their potential to occur in the proposed Project area based on considerations of local records, habitat conditions, and environmental requirements. After this review, there are no special-status wildlife species considered to have potential to occur at or near the BSA. No special-status wildlife species or their sign were observed during the August 2023 survey.
8 Sensitive Natural Communities
Sensitive natural communities are defined by CDFW (2018) as “communities that are of limited distribution statewide or within a county or region and are often vulnerable to environmental effects of projects.” All vegetation within the state is ranked with an “S” rank; however, only those that are of special concern (S1- S3 rank) are evaluated under California Environmental Quality Act (CEQA). None of the vegetation communities identified within the BSA are listed as sensitive. 9 Designated Critical Habitat
Federally Designated Critical Habitat (DCH) is a term defined and used in FESA as specific geographic areas that contain features essential to the conservation of an endangered or threatened species and that may require special management and protection. Critical habitat may also include areas that are not currently occupied by the species but will be needed for its recovery.

There is no DCH mapped within or adjacent to the BSA.

Design with community in mind