4.14 TRANSPORTATION PHYSICAL SETTING

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1 This section describes the road transportation system in the vicinity of the proposed Project and the impacts of the proposed Project. The analysis in this section is based on field surveys conducted by the Applicant in July 2012 (see Appendix 9), a review of local and regional maps, and reviews of appropriate agency documents (County Public Works Dept. daily volume counts and speed zone surveys) PHYSICAL SETTING Roadways are classified according to their function. The County of Santa Barbara uses Primary and Secondary roadway classifications based on roadway design characteristics and the types of land uses served. Arterial type facilities are designated as Primary roads and collector type facilities designated as Secondary roads. Roadway classifications are shown in Table Table Roadway Classifications Classification Primary 1 (P-1) Primary 2 (P-2) Primary 3 (P-3) Secondary 1 (S-1) Purpose and Design Factors Roadways designed to serve primarily non- residential development. Roadways would have a minimum of 12-foot wide lanes with shoulders and few curb cuts. Signals would be spaced at 1 mile or more intervals. Roadways which serve a high proportion of non-residential development with some residential lots and few or no driveway curb cuts. Lane widths are a minimum of 12 feet with well spaced curb cuts. Signal intervals at a minimum of 1/2 mile. Roadways designed to serve nonresidential development and residential development. More frequent driveways are acceptable. Potential signal intervals of 1/2-1/4 mile. Roadways designed to primarily serve non- residential development and large lot residential development with well-spaced driveways. Roadways would be 2 lanes with infrequent driveways. Signal would generally occur at intersections with primary roads. Design Capacity LOS C Threshold 2 Lane 4 Lane 2 Lane 4 Lane 19,990 47,760 15,900 38,200 17,900 42,480 14,300 34,000 15,700 37,680 12,500 30,100 11,600 NA 9,300 NA

2 Classification Secondary 2 (S-2) Secondary 3 (S-3) Purpose and Design Factors Roadways designed to serve residential and non-residential land uses. Roadways would be 2 lanes with close to moderately spaced driveways. Roadways designed to primarily serve residential with small to medium lots. Roadways are 2 lanes with more frequent driveways. Design Capacity LOS C Threshold 2 Lane 4 Lane 2 Lane 4 Lane 9,100 NA 7,300 NA 7,900 NA 6,300 NA Intersection, Roadway, and Freeway Evaluation The operations of intersections are described using a lettering system called Level of Service (LOS). Levels of Service range from LOS A, which is the best operating conditions, to LOS F, signifying failure. Intersections present a number of variables that can influence LOS, including curb parking, transit buses, turn lanes, signal spacing, pedestrians, and signal timing. Intersections that are signalized are analyzed based upon average control delay per vehicle which is a measure of driver discomfort, frustration, fuel consumption, and increased travel time. Average control delay includes deceleration, queue movement, stopped time, and start-up acceleration time. The Highway Capacity Manual (TRB 2010) provides an industry-standard method for calculating average control delay. Intersections that are not signalized are analyzed based upon average control vehicular delay. Control delay is the increased time of travel for a vehicle approaching and going through a stopped intersection. This is also based upon the Highway Capacity Manual. Level of Service descriptions and average control delay are summarized in Table The LOS definition for roadways (stretches of roadways without intersections) is based on the average travel speed along the roadway. The values for Santa Barbara County were adopted by the County for screening traffic impacts (see Table ) and are based on daily traffic volumes. The California Department of Transportation (Caltrans) develops its own screening criteria for determining LOS on the roadways under Caltrans jurisdiction. The roadway capacities listed in the table are rule of thumb figures. Some factors that affect these capacities are intersections (in the case of surface roadways), degrees of access control, roadway grades, design geometries (horizontal and vertical alignment standards), sight distance, levels of truck and bus traffic, and levels of pedestrian and bicycle traffic. The LOS definition for freeway segments differs from the delay methodology used for intersections and roadways. Operating conditions along the freeway are based on the density of the traffic and is expressed in vehicles per mile per lane (veh/mi/lane). This methodology has been adopted by Caltrans District 5 to evaluate mainline freeway operating conditions and is based on the Highway Capacity Manual. Table shows the definitions of the LOS grades for freeway locations. Trucks and other large or heavy vehicles, e.g., wider-than-normal vehicles, slower moving tractors, affect LOS by occupying more roadway space and by having reduced operating

3 qualities compared to passenger cars. Because heavy vehicles accelerate more slowly than passenger cars, gaps form in traffic flows that affect the efficiency of the roadway. The County's standard is to provide LOS C or better and Caltrans' desire is to provide operations that do not exceed an LOS of C-D Existing Roadway Network Roadways Roadways within the Project area that would be used during construction and/or operation of the proposed Project are listed below. Most of these roadways would be considered secondary major roadways, with 2 lanes and infrequent driveways. Roadways and intersections are shown in Figure Intersections Foxen Canyon Road Santa Maria Mesa Road East Betteravia Road Rosemary Road East Battles Road Cat Canyon Road East Palmer Road Dominion Road The following intersections are the primary intersections that are utilized by the baseline traffic and would potentially be utilized by the proposed Project traffic. All of the intersections are two-way stop controlled traffic flow, with the main traffic roadway having free flow. Figures through show the intersection configurations. Foxen Canyon Road and Santa Maria Mesa Road; East Betteravia and Rosemary Road; Dominion Road and Foxen Canyon Road Table Intersection Levels of Service & Delay Level of Service Signalized Intersection Delay (seconds/vehicle) Unsignalized Intersection Delay (seconds/vehicle) Description of Operating Conditions A Less than 10 Less than 10 Excellent conditions. No loaded cycles and little to no delay. B > 10 to 20 > 10 to 15 Very good conditions. A stable flow of traffic. C > 20 to 35 > 15 to 25 D > 35 to 55 > 25 to 35 Good conditions. Stable operations continue. Loading is intermittent. Occasionally drivers may have to wait and backups may develop behind turning vehicles. Fair conditions. Approaching instability. Delays may be lengthy during short times within the peak hours

4 Level of Service Signalized Intersection Delay (seconds/vehicle) Unsignalized Intersection Delay (seconds/vehicle) E > 55 to 80 > 35 to 50 F > 80 > 50 Source: Highway Capacity Manual (TRB 2010). Description of Operating Conditions Poor conditions. At or near capacity with possible long queues for left turning vehicles. Full utilization of every signal cycle is seldom attained. Failure conditions. Gridlock with stoppages of long duration. Table Roadway Levels of Service Screening Classifications Roadway Number of LOS Classes (Average Daily Traffic) Class Lanes A B C D E Santa Barbara County Freeway 6 44,000 74,400 88,800 99, ,000 Freeway 4 29,600 49,600 59,200 66,600 74,000 Arterial 4 23,900 27,900 31,900 35,900 39,900 Arterial 2 12,000 14,000 16,000 18,000 20,000 Major 4 19,200 22,300 25,500 28,700 31,900 Major 2 9,600 11,200 12,800 14,400 16,000 Collector 2 7,100 8,200 9,400 10,600 11,800 Caltrans Freeway Vehicles/lane/hour 710 1,170 1,680 2,090 2,350 Source: Santa Barbara County 1996; TRB Table Freeway Segment Level of Service Thresholds Level of Service Description Density (vehicles/mile/lane) A Free flow speeds prevail. 11 B Free flow speeds continue. Maneuverability is only slightly restricted. > 11 to 18 C D E Speeds at or near free flow speeds. Maneuverability within the traffic stream is noticeably restricted, lane changes require more care. Speeds decline slightly with increasing flows. Maneuverability within the traffic stream is more limited with reduced driver comfort. Operation at capacity. No usable gaps with little room to maneuver. Disruptions create queuing. > 18 to 26 > 26 to 35 > 35 to 45 F Breakdown in traffic flow. Failure. > 45 Source: Highway Capacity Manual, TRB

5 Figure Project Area Roadways and Intersections

6 Figure East Betteravia Road and Rosemary Road Intersection Source: Google Earth

7 Figure Dominion Road and Foxen Canyon Road Intersection Source: Google Earth

8 Figure Santa Maria Mesa Road and Foxen Canyon Road Intersection Source: Google Earth Existing Pedestrian & Bicycle and Transit Facilities There are currently no established bicycle facilities (bike paths, etc) in the project area, however, Foxen Canyon Road is designated as a Class II bikeway between Sisquoc and Garey and is used by bicyclists on a recreational basis. There are no established transit or bus services along Foxen Canyon Road Existing Intersection, Roadway and Freeway Operations LOS The traffic volumes, lane configurations, and traffic control were used to determine the existing conditions at the study intersections. The results of this analysis are provided in Table Table shows the volumes on the project-area roadways and the estimated LOS. Existing operations for the roadway segments within the project area were determined by correlating the

9 existing ADT volumes and the corresponding capacity for each roadway, providing a LOS based on the screening approach. This analysis found that all of the project-area roadways currently operate at LOS A. Traffic flows on roadway networks are most constrained at the intersections. Therefore, the traffic analysis focuses on the operating conditions at the primary three intersections during peak travel periods. For the project area, traffic demands are highest at the key intersections during the A.M. and P.M. peak hour periods, which were estimated to 10% of the ADT. LOS for the key intersections were calculated using the operations method outlined in the Highway Capacity Manual (HCM) and codified in the Highway Capacity Software (HCS). The HCM levels of service are based on the average delay per vehicle in seconds. HCS inputs also included an increase in truck percentage for the area (10%) as the agricultural dominance of the area would increase the trucks utilizing area roadways. The LOS for all intersections were determined to be LOS A and the results are shown in Table Table Baseline Roadway and Intersection LOS Location Type ADT Delay LOS Intersections Foxen Canyon Road and Santa Maria Mesa Road; 2-way stop - 8.8/10.3 B 6 East Betteravia and Rosemary Road; 2-way stop - 9.5/13.2 B 2, 6 Dominion Road and Foxen Canyon Road 2-way stop - 9.4/12.7 B 6 Roadways Foxen Canyon Road 1 Secondary A Santa Maria Mesa Road 4 Secondary A East Betteravia Road 2 Secondary A Rosemary Road 5 Secondary A East Battles Road 5 Secondary A Cat Canyon Road (from GWP Lease) 5 Secondary A East Palmer Road (from GWP Lease) 5 Secondary A Dominion Road (from GWP Lease) 6 Secondary A Notes: 1) Based on Santa Barbara County Public Works year 2011 data. 2) Based on Santa Barbara County Public Works 2012 data. 3) ADT estimated for Dominion, Foxen based on 2011 data. 4) Based on Santa Barbara County Public Works 2009 data. 5) estimated due to lack of data. 6) based on ERG July 2012 counts. Delay and LOS determined utilizing the HCS with 10% trucks REGULATORY SETTING The following sections summarize the federal, state and local regulations relevant to this analysis of transportation-related impacts Federal Regulations The U.S. Department of Transportation was established by an act of Congress on October 15, The mission of the Department is to serve the United States by ensuring a fast, safe, efficient, accessible and convenient transportation system that meets our vital national interests and enhances the quality of life of the American people, today and into the future. Local

10 roadway regulations, however, have been delegated to the States and local municipalities to implement State Regulations Maximum load limits for trucks and safety requirements for oversized vehicles are generally regulated by the California Department of Transportation (Caltrans) for operation on highways (Cities and Counties retain authority on their roads). California Proposition 111 was on the June 5, 1990 ballot as a legislatively-referred constitutional amendment and was approved. It was also known as the Traffic Congestion Relief and Spending Limitation Act Of Proposition 111 s official ballot summary stated: This measure would enact a statewide traffic congestion relief program and update the spending limit on state and local government to better reflect the needs of a growing California population. It would provide new revenues to be used to reduce traffic congestion by building state highways, local streets and roads, and public mass transit facilities. This measure would enact a 55% increase in truck weight fees and a five-cent-per-gallon increase in the fuel tax on August 1, 1990, and an additional one cent on January 1 of each of the next four years. This measure updates the state appropriations limit to allow for new funding for congestion relief, mass transit, health care, services for the elderly, and other priority state programs, while still providing an overall limit on state and local spending. This measure would continue to provide that public education and community colleges receive at least 40% of the state General Fund budget, and would provide that revenues in excess of the state appropriations limit are allocated equally between education and taxpayers Local Regulations Santa Barbara County Association of Governments (SBCAG) 2008 Regional Transportation (RTP) The 2008 RTP was adopted by SBCAG on October 15, 2009, and replaces the 2004 RTP. As a regional transportation vision through the year 2030, it is composed of a financial plan and a strategic plan. The goals of the 2008 RTP incorporate those from the 2004 RTP including the goal of sustaining mobility, fostering economic development, enhancing the environment, reducing energy consumption, promoting transportation-friendly development patterns, and encouraging fair and equitable access to residents affected by socioeconomic, geographic and commercial limitations. In addition, the 2008 RTP expands on those goals to encompass transportation security. Santa Barbara County Congestion Management Program The Congestion Management Plan (CMP) is required by law (California State Government Code Section 65089), for all urban counties in the State. The CMP for Santa Barbara County is administered by the Santa Barbara County Association of Government. The goal of the CMP is to reduce or maintain current congestion levels through supply side measures, such as capital improvements, and demand side measures, such as travel demand management (TDM) programs and coordinated local jurisdiction land use planning. To measure the effectiveness of the CMP, certain key roadways are selected for regular monitoring. This designated roadway system

11 includes all State Highways and principal arterials within the incorporated Cities and unincorporated area of Santa Barbara County. The County of Santa Barbara must maintain a certain level of service, or congestion level, on streets designated in the CMP in order to receive funding from various Federal and State transportation and air quality funding programs (Government Code Section ). In general, LOS D or better is the CMP standard for roadways and intersections, but the CMP recognizes that some facilities are currently operating at LOS E or below. Where facility traffic levels exceed this standard, the CMP requires that agencies adopt a Deficiency Plan to improve operation of the facility. Agencies that fail to do so are out of conformity. As of the most recent CMP, the County of Santa Barbara was in conformity because all of its facilities which exceed CMP standards had adopted Deficiency Plans. At the project level, if a proposed development is located adjacent to or near one of the CMP designated highways and arterials, then the proposed development must also meet the CMP specified thresholds of significance. In addition, the CMP provides its own classification system used when determining eligibility for funding rather than the classification system contained within the County s Circulation Element. However, the Inter-modal Surface Transportation Efficiency Act (ISTEA), passed in 1991, established new policies that fund a variety of modes of transportation, including cars, trucks, buses, trains, bicycles, and walking. ISTEA requires the comprehensive planning of appropriate modes of transportation for natural and built environments and air quality standards. County of Santa Barbara Public Works Department, Transportation Division The Public Works Department regulates roadway encroachment through permits. Short term impacts during construction and temporary activities are regulated through review and approval of Traffic Control Plans, etc. Long term impacts associated with private activities and improvements on and adjacent to public roads are regulated through Encroachment Permits. Planning & Development The Circulation Element of the County Comprehensive Plan provides specific policies related to the traffic and transportation implications of proposed development. The following policies of the Circulation Element are relevant to the proposed project: Policy B-a, Roadway Standards: A project that would contribute ADTs to a roadway where the Estimated Future Volume does not exceed the policy capacity would be considered consistent with this section of the Circulation Element. Policy D-1, Intersection Standards: Projects contributing PHTs (peak hour trips) to intersections that operate at an Estimated Future Level of Service that is better than LOS C shall be found consistent with this section of this Element unless the project results in a change in V/C (volume/capacity) ratio greater than 0.20 for an intersection operating at LOS A or 0.15 for an intersection operating at LOS B. Policy V-A, Circulation Element Policies: The roadway classifications, intersection levels of service, and capacity levels adopted in this Element shall apply to all roadways and intersections within the unincorporated area of the County, with the exception of those roadways and intersections located within an area included in an adopted community or area plan. Roadway classifications, intersection levels of service, and

12 capacity levels adopted as part of any community or area plan subsequent to the adoption of this Element shall supersede any standards included as part of this Element. Policy V-E, Circulation Element Policies: A determination of project consistency with the standards and policies of this Element shall constitute a determination of project consistency with the Land Use Element's Land Use Development Policy #4 with regard to roadway and intersection capacity IMPACT ASSESSMENT The Notice of Preparation for this EIR identified a number of items related to potential transportation impacts, including existing road capacities, ingress and egress, emergency access, need for new roads, and congestion impacts. The Project was evaluated pursuant to the County s environmental thresholds, as discussed below County Environmental Thresholds According to the County s Environmental Thresholds and Guidelines Manual, a significant traffic impact would occur when: a. The addition of project traffic to an intersection increases the volume to capacity (V/C) ratio by the value provided below, or sends at least 15, 10 or 5 trips to an intersection operating at LOS D, E or F. LEVEL OF SERVICE (including Project) INCREASE IN VOLUME/CAPACITY GREATER THAN A 0.20 B 0.15 C 0.10 D E F Or the addition of: 15 trips 10 trips 5 trips b. Project access to a major road or arterial road would require a driveway that would create an unsafe situation, or would require a new traffic signal or major revisions to an existing traffic signal. c. Project adds traffic to a roadway that has design features (e.g., narrow width, road side ditches, sharp curves, poor sight distance, inadequate pavement structure) or receives use which would be incompatible with substantial increases in traffic (e.g. rural roads with use by farm equipment, livestock, horseback riding, or residential roads with heavy pedestrian or recreational use, etc.) that will become potential safety problems with the addition of project or cumulative traffic. Exceeding the roadway capacity designated in the Circulation Element may indicate the potential for the occurrence of the above impacts. d. Project traffic would use a substantial portion of an intersection(s) capacity where the intersection is currently operating at acceptable levels of service (A-C) but with cumulative traffic would degrade to or approach LOS D (V/C 0.81) or lower. Substantial is defined as a

13 minimum change of 0.03 for intersections which would operate from 0.80 to 0.85 and a change of 0.02 for intersections which would operate from 0.86 to 0.90, and 0.01 for intersections operating at anything lower Impacts of Construction Activities Short-term construction traffic would be generated by the project during the construction of pipelines. Some additional traffic would also be associated with materials movement into the Cantin Lease site to erect the new equipment. Traffic resulting from construction workers and equipment traveling to and from the project site would be limited in duration, would generally be similar to the type of traffic generated by existing oilfield operations, which involves heavy, slow-moving trucks capable of causing potential congestion and traffic safety impacts for the duration of the construction phase (approximately 60 days). The number of trucks could range up to 18 per peak day. While construction activity would not substantially increase traffic on project-area roadways, worst-case scenario assumptions indicate increased traffic on Foxen Canyon Road by up to 18 truck trips per day. These increases are not anticipated to significantly impact the operation of area intersections, considering the number of lanes, low volumes and ample sight distance on Foxen Canyon Road. Therefore, impacts due to construction traffic impacts to LOS are less than significant (Class III). Impact Number Trans-1 Impact Description Construction activities associated with pipeline construction could impact area businesses and produce safety impacts Project Phase Pipeline construction Impact Class The additional short-term traffic generated by the proposed Project related to construction of the Cantin Lease equipment would not produce enough traffic to cause safety or access issues. However, pipeline construction activities could result in potentially significant traffic safety impacts on the surrounding roadway network or cause interruptions to area businesses due to loss of access. Adherence to mitigation requiring identification of, and adherence to, designated routes and procedures would ensure impacts are reduced to less than significant levels. See the mitigation measures section below Impacts of Operations At buildout, the proposed project would generate traffic associated with LCO transportation and an additional employee. Transportation of light crude oil as proposed by the Applicant could generate as much as 8 trips per day of trucks to/from the Cantin Lease (or a total of 16 one-way trips). With inclusion of the oil sales transmission line, oil produced onsite would be shipped off-site in the new pipeline, eliminating trucking of all oil produced by area leases. This would eliminate the current operations 8-9 peak day trucks from the Cantin and GWP Leases. Therefore, there would be a slight decrease or a no-net increase of total daily trips to area intersections and would therefore be a less than significant impact. In the event it is not feasible to ship the produced oil off-site via pipeline (i.e., due to pipeline maintenance, etc) oil would be transported off-site using tanker trucks. If tanker trucks are necessary, an estimated 157 daily truck trips would be required for oil sales transport plus an II

14 additional 8 trucks trips for LCO transport (these may be able to be combined with the crude oil transport trips). Existing truck traffic totals 8-9 trucks per day, for a total potential increase of up to 157 truck trips during pipeline shutdowns. Impact Number Trans-2 Impact Description Activities associated with emergency pipeline operations could cause exceedance of the thresholds for LOS at area intersections during peak hours Project Phase Emergency during operations Impact Class Roadways: The addition of 157 additional truck trips to area roads would increase traffic on Foxen Canyon Road by 27% and on East Betteravia by an estimated 4% and would correspondingly increase the truck fraction from an estimated 10% to 14-37%. Levels of Service along these two roadways would still be an LOS A. Intersections: At the Foxen Canyon and Betteravia intersections, delays would increase to 11.4 and 20.6 seconds, respectively. These levels would be an LOS B and C with V/C ratios of 0.17 and 0.21, respectively. An LOS of B or C with those corresponding V/C ratios could potentially produce significant impacts. Mitigation measures are discussed below CUMULATIVE IMPACTS The County s Environmental Thresholds were developed, in part, to define the point at which a project s contribution to a regionally significant impact constitutes a significant effect at the s. In this instance, the project has been found not to exceed the threshold of significance for traffic. Therefore, the project s contribution to the regionally significant traffic congestion is not considerable, and is less than significant. Daily traffic on Foxen Canyon Road is below the County s policy thresholds for maximum capacity. Other oil and gas projects in Cat Canyon, which propose increasing oil production, may use the proposed Project pipeline, and the proposed Project could therefore reduce potential cumulative traffic impacts in the area. Potential beneficial effects of the proposed Project are that use of the pipeline could reduce oil truck traffic below current levels and could minimize the amount of oil truck traffic associated with future oil and gas development projects. The proposed Project would not result in a cumulatively considerable contribution to transportation-related impacts in the region MITIGATION AND RESIDUAL IMPACTS Mitigation measure Trans-1 is related to Impact Trans-1, potential localized safety and access infringement during pipeline construction. MM Trans-1 Pipeline Construction Traffic Control and Monitoring Plan. The Applicant shall prepare, provide funding for, and implement a Construction Traffic Control and Monitoring Plan, which shall be approved by the County. This Plan shall include, but is not limited to, the following: 1. Provide access to the affected properties at all times during the construction for applicably sized vehicles; if access to businesses is not possible during the work hours, provide lost-sales compensation; II

15 2. Provide traffic controls when lanes are closed due to pipeline construction, e.g., flaggers, detour signs, orange safety cones; 3. Close the pipeline trench for the non-work hours with approved plating, and surround the trench with safety barriers if necessary; 4. Provide detours for emergency vehicles; 5. Provide alternative routes for bicycles and pedestrians if feasible; 6. Notify the residents or owners of any properties adjacent to the pipeline ROW of the construction schedule at least one week before construction in their vicinity; and 7. Monitor for road damage from construction-related activities and compare the affected roads at the end of the construction to the pre-construction conditions; repair any visible construction-caused damage to restore the road to its pre-construction condition or better. PLAN REQUIREMENTS AND TIMING: The Applicant shall provide P&D with a plan prior to construction final permit issuance. MONITORING: P&D compliance monitoring staff would maintain the approved plan on file and monitor for compliance during construction activities. Mitigation measure Trans-2 is related to Impact Trans-2, potential exceedance of thresholds for LOS at area intersections in the event of an emergency during peak hours. MM Trans-2 Emergency Operations Traffic Plan. The Applicant shall prepare an Emergency Operations Traffic Plan that shall require avoidance of peak period traffic on Foxen Canyon and Betteravia roads to ensure that LOS and V/C ratios are not exceeded due to emergency operations crude oil trucking. The Plan shall describe peak traffic periods, including early morning peaks on Betteravia Road primarily associated with agricultural operations. The plan shall also indicate the maximum number of trucks allowed to operate per day during pipeline shutdowns. PLAN REQUIREMENTS AND TIMING: The Applicant shall provide the Plan to P&D for review and approval prior to Zoning Clearance. MONITORING: P&D staff shall monitor for compliance with the Plan during emergency operations. Residual Impact: Adherence to these mitigation measures would ensure traffic-related impacts of the proposed Project would be less than significant, Class II ALTERNATIVES ANALYSIS Alternatives evaluated include the No Project Alternative and the Due North Alternative pipeline route. Each is described below. Alternatives are compared in Section 6.0 of this EIR

16 No Project Alternative. Under the No Project alternative, the pipeline would not be built and the equipment would not be installed at the Cantin Lease. Without the pipeline, crude oil would continue to be transported by truck, up to the APCD limits of 600 bpd from the Cantin Lease and 2,500 bpd from the GWP Lease. Truck traffic associated with these crude oil transportation levels would be less than under the emergency operations scenario (Impact Trans-2), and impacts would therefore be less than significant (Class III). As the pipeline would not be constructed, Impact Trans-1 would be eliminated. Due North Pipeline Route Alternative. The shorter Due North Alternative pipeline route reduces the total truck trips necessary to construct the pipeline. However, the peak-day and peak-hour construction-related truck trips would be the same as for the proposed Project. All other impacts associated with both normal and emergency operations would be the same as the proposed Project, including Impact Trans-1 and its associated mitigation measure. References Transportation Research Board (TRB) Highway Capacity Manual Fifth Edition. McTrans, Highway Capacity Software, version