Chapter 1 - Caltrans - State of California

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Chapter 3 Comments and Coordination Table 2.2-5 Summary of MSAT Emissions for Year 2016 (in grams per day) Alternatives Alt # 1 (No-BUILD) Alt # 2 (Minimum Standard Part-Time HOV lane) Alt # 3 (Full Standard Part-Time HOV lane) Time Period Truck % Total VMT Diesel PM MF Peak 7.3 203,244 635 477 105 547 24 157 Only Off-Pk 12.6 221,778 1,346 788 159 781 36 273 MF HOV MF HOV Source The Department’s Air Quality Study April 2008 Formaldehyde Peak 9.2 162,906 661 452 96 488 22 152 Off-Pk 12.6 221,778 1,346 788 159 781 36 273 Peak 0 40,338 24 105 30 144 7 29 Off-Pk N/A; HOV lane in operation during peak periods only Peak 9.2 162,906 661 452 96 488 22 152 Off-Pk 12.6 221,778 1,346 788 159 781 36 273 Peak 0 40,338 24 105 30 144 7 29 Off-Pk N/A; HOV lane in operation during peak periods only Table 2.2-6 Summary of MSAT Emissions for Horizon Year 2036 (grams per day) Alternatives Alt # 1 (No-BUILD) Alt # 2 (Minimum Standard Part-Time HOV lane) Alt # 3 (Full Standard Part-Time HOV lane) Time Period Truck % Total VMT Diesel PM MF Peak 7.3 258,306 399 286 53 305 12 103 Only Off-Pk 6.3 281,850 422 381 90 442 21 122 MF HOV MF HOV Source The Department’s Air Quality Study April 2008 Formaldehyde Peak 9.2 207,042 395 261 54 277 12 90 Off-Pk 6.3 281,850 453 462 114 541 26 144 Peak 0 51,264 15 76 22 101 5 21 Off-Pk N/A; HOV lane in operation during peak periods only Peak 9.2 207,042 395 261 54 277 12 90 Off-Pk 6.3 281,850 453 462 114 541 26 144 Peak 0 51,264 15 76 22 101 5 21 Off-Pk N/A; HOV lane in operation during peak periods only 154 IS/EA VEN-SB US101 HOV Project Butadiene Butadiene Benzene Benzene Acrolein Acrolein Acetaldehyde Acetaldehyde
Chapter 3 Comments and Coordination same. This increase in emissions would be offset due to increases in speeds and reductions in congestion (which are associated with lower MSAT emissions). Regardless of alternative chosen, emissions would likely be lower than present levels in the design year as a result of EPA’s and California’s control programs that are projected to reduce MSAT emissions by at least 57 to 87% between 2000 and 2020. Local conditions may differ from these national projections in terms of fleet mix and turnover, VMT growth rates, and local control measures. However, the magnitude of the EPA-projected reductions is so great (even after accounting for VMT growth) that MSAT emissions in the study area are likely to be lower in the future in nearly all cases when compared to the present level. Both 2016 and 2036 result in similar trends that indicate a decrease in MSAT emissions for all BUILD Alternatives when compared to the existing MSAT emissions. Because the proposed project is not expected to attract rerouted trips from elsewhere in the transportation network, estimated VMT for each of the BUILD Alternatives are expected to be the same MINIMUM BUILD and FULL BUILD have the same overall (mainline plus HOV) MSAT emissions. As shown in Tables 2.2-5 and 2.2-6, all BUILD emissions are slightly higher than the NO BUILD MSAT emissions although the VMT stayed the same. This increase in emissions would be offset due to increases in speeds and reductions in congestion (which are associated with lower MSAT emissions). Regardless of alternative chosen, emissions would likely be lower than present levels in the design year as a result of EPA’s and California’s control programs that are projected to reduce MSAT emissions by at least 57 to 87% between 2000 and 2020. Local conditions may differ from these national projections in terms of fleet mix and turnover, VMT growth rates, and local control measures. However, the magnitude of the EPA-projected reductions is so great (even after accounting for VMT growth) that MSAT emissions in the study area are likely to be lower in the future in nearly all cases when compared to the present level. The additional travel lanes proposed as part of the project alternatives would have the effect of moving some traffic closer to nearby homes and/or businesses; therefore, under BUILD alternatives, there may be localized areas where ambient concentrations of MSATs could be higher under certain BUILD alternatives than the NO BUILD alternative. The CARB’s “Air Quality and Land Use Handbook” identifies the following land uses as particularly sensitive to MSATs: residential areas, schools, hospitals and other health care facilities, day care and other child care facilities, and parks and playgrounds. However, as discussed above, the magnitude and the duration of these potential increases compared to the NO BUILD alternative cannot be accurately IS/EA VEN-SB US101 HOV Project 155
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VENTURA / SANTA BARBARA 101 HOV PRO
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List of Figures List of Figures Fig
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Chapter 1Proposed Project 1.1 Intro
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Chapter 1 Proposed Project Backgrou
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Total Population Race White Black o
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Housing Units Owner Occupied Renter
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Chapter 5 Distribution List Elected
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California Native Plant Society 909
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Community Based Organizations Ventu
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Richard Zavala Rincon Island/ Greka
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Evan E Skei Resident 6770 Ojai Ave.
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Mary C & James Cox Resident 7062 Ox
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Virginia Cotsis Resident 6820 Santa
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Doug and Jaleh White 8128 Puesta De
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Harry Van Wingerden 3902 Via Real C
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Thomas J. McGillis, M.D. 5206 Beckf
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Appendix A CEQA Checklist Appendix
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) Violate any air quality standard
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Potentially significant impact Less
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Please refer to section e) 12. POPU
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Appendix B Traffic Flow Charts Exis
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2015 Build Appendix B Traffic Flow
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2035 Build Appendix B Traffic Flow
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Appendix C Title VI Policy Statemen
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Appendix D Glossary and Abbreviated
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Appendix E Minimization and/or Miti
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Impact Avoidance or Minimization Me
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Appendix F Noise Aerial Maps and Ta
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20-Minute Noise Measurement Locatio
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Table B Predicted Noise Reduction F
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Appendix G Letter to the State Hist
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Chapter 1 - Caltrans - State of California

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