Reso 2004-069 - Laserfiche WebLink

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POIIC~ rLU1,Y POTS\T1:1I,LY SIG~'PIG~~T LESS "rn 1~ ~O SOCRCES ISSUES sic~iHic,~~r r.~i.Fas sic~~n~icn~'r t~~r:~cT ISSI ES ~11T1G:1110~ 1~1PACT IACORPORA"TED The proposed haul route would be as follows: The primary haul route would direct loaded trucks from the DMMS around the south end of the Monarch Bay Golf Course, north on the Bay Trail and 1v~Ionarch Bay Drive, east on Marina Boulevard, north on Doolittle Drive, and west on Davis Street to Oyster Bay Regional Shoreline Park. Empty trucks would return from Oyster Bay Regional Shoreline Park to the DMMS via Fairway Drive to reduce traffic on Marina Boulevard. Additional truck traffic resulting from the project would temporarily disrupt existing transportation and circulation patterns in the vicinity. Impacts would include direct disruption of traffic flows and street operations. Traffic analysis of the proposed haul route found that the Project would significantly affect roadway segments and intersections if the truck traffic were to increase delay or reduce capacity during peak traffic periods. The impacts during peak traffic periods would be significant because they would result in either roadway or intersection levels of service that would be unacceptable (i.e., worse than LOS D). The decrease in traffic volumes outside the peak periods typically is sufficient to allow the additional truck traffic without significant delays. Delays also would be experienced by drivers during off-peak hours, but because of the lower volume, fewer people would be affected by the delays during those periods. The haul route for the transport of dredged materials would be in effect for approximately 60 working days; consequently, impacts would be temporary. Monarch Bay Drive is a two-lane roadway along the western bayfront. Monarch Bay Drive services recreation land uses along the bayfront. "the roadway is posted at 30 miles per hour (mph) with limited on-street parking. Fairwa}~ D-'ive is a designated truck route wish atwo-lane divided roadway with bicycle lanes. The roadway services residential land uses and is a designated school route. Fairway Drive is posted at 30 mph and has on-street parking poolittle Drive (SR 6I) is a designated truck route with a two-to four-lane arterial with parking on both sides. The roadway services both residential and commercial uses. Doolittle Drive is posted at 35 mph and has bike lanes from the flood control channel north to Fairway Drive. Doolittle Drive is a designated local truck route. Davis Street (SR 1 l2) is a designated truck route with atwo-lane roadway with bicycle Janes. The roadway services industrial land uses. Davis Street is posted at 30 mph and has on-street parking ,~'Iarina Boulevard is a designated [ruck route wish atwo-lane divided roadway with bicycle lanes. The roadway services residential land uses and is a designated school route. Manna Boulevard is posted at 30 mph and has on-street parking Construction-generated traffic would be temporary and therefore would not result in any long-term degradation in operating conditions or level of service on any Project roadways. The primary impacts from the movement of trucks would include short-teen and intermittent lessening of roadway capacities due to slower movements and larger turning radii of the trucks compared to passenger vehicles. The proposed haul route would be along major collectors and arterials. As discussed above, transport of dredged material could generate up to 93 off-site truck round trips (187 one-way trips) per day. These Project-generated trips would not be substantial relative to background traffic conditions on all roadways in the affected areas, and would fall within the daily fluctuations of traffic volumes for these roadways. This short-term increase in vehicle trips would not significantly affect lerent acceleration and tutrning radiirtlaan vehicleosµtheir presence could adverseply affecpt traf~ficlfl w conditions (a and trucks have diffe potentially significant impact). Project truck traffic occurring weekdays could coincide with peak-period traffic, and therefore, could have the potential to impede traffic flow. Proposed hours of construction are Monday through Friday, 8:00 a.m. to 5:00 p.m., avoiding the use of city streets during the a.m. and p.m. peak-hours (7:00 a.m. to 5:00 a.m. and 4:00 p.m. to 6:00 p.m.), thus lessening the effect on peak-period traffic. Implementation of mitigation measures in the Mitigation Monitoring Program would ensure potential impacts associated with temporary increases in truck traffic would be mitigated to ales-than-significant level. ,, ~___L i ~nnn San Leandro Dredged Material Management Site 14 Sediment Removal Project