Appendices to Applicant-Prepared Preliminary Draft … · · 2013-12-04UARP License Application PDEA ─ Appendices ... requirements of the local agency requirements for maintaining

Copyright © 2005 Sacramento Municipal Utility District - the following Appendix G: APPENDIX G TO APPLICANT-PREPARED PRELIMINARY DRAFT ENVIRONMENTAL ASSESSMENT

DRAFT TRANSPORTATION MANAGEMENT PLAN UPPER AMERICAN RIVER PROJECT FERC PROJECT NO. 2101

APPENDIX G TO

APPLICANT-PREPARED PRELIMINARY DRAFT ENVIRONMENTAL ASSESSMENT

IOWA HILL DEVELOPMENT CONSTRUCTION DRAFT TRANSPORTATION MANAGEMENT PLAN

UPPER AMERICAN RIVER PROJECT FERC PROJECT NO. 2101

SACRAMENTO MUNICIPAL UTILITY DISTRICT UPPER AMERICAN RIVER PROJECT

(FERC NO. 2101)

IOWA HILL DEVELOPMENT CONSTRUCTION DRAFT TRANSPORTATION MANAGEMENT PLAN

Prepared by:

CH2MHILL Sacramento, California

AND

Devine Tarbell & Associates, Inc.

Sacramento, California

Prepared for:

Sacramento Municipal Utility District Sacramento, California

JUNE 2005

Sacramento Municipal Utility District Upper American River Project

FERC Project No. 2101

UARP License Application PDEA ─ Appendices 06/17/2005 Copyright © 2005 Sacramento Municipal Utility District Page TOC G-i

TABLE OF CONTENTS Section & Description Page

1.0 INTRODUCTION .............................................................................................................. 1

2.0 TRANSPORTATION FACILITIES .................................................................................. 5

2.1 Roadway Alignment............................................................................................ 5 2.2 Truck Routes........................................................................................................... 9 2.3 Transportation Improvements................................................................................. 9 2.4 Pedestrian/Bicycle Facilities................................................................................... 9 2.5 Public Transportation.............................................................................................. 9 2.6 School Bus Service ............................................................................................... 10 2.7 Rail Traffic............................................................................................................ 10 2.8 Air Traffic ............................................................................................................. 10

3.0 CONSTRUCTION ACTIVITIES AND EXPECTED IMPACTS ................................... 10

3.1 Project Description and Construction Activities................................................... 10 3.2 Construction Workforce Travel ............................................................................ 12 3.3 Traffic and LOS Impacts ...................................................................................... 13 3.4 Location-Specific Issues ....................................................................................... 13

3.4.1 Construction Workforce Travel ................................................................ 13 3.4.2 Truck Traffic............................................................................................. 14

3.5 Air Traffic Impacts ............................................................................................... 14 3.6 Hazards Impacts.................................................................................................... 14 3.7 Emergency Access Impacts .................................................................................. 15 3.8 Parking Impacts .................................................................................................... 15

4.0 TRAFFIC HANDLING STRATEGIES AND REQUIREMENTS ................................. 15

4.1 Traffic Control Standards ..................................................................................... 15 4.2 Construction Work Hours ..................................................................................... 15 4.3 Lane Closures........................................................................................................ 16 4.4 Driveway Access .................................................................................................. 16 4.5 Emergency Access ................................................................................................ 16 4.6 Parking .................................................................................................................. 16 4.7 Coordination to Avoid Traffic Safety Hazards to School Buses and School

Children................................................................................................................. 16 4.8 Transit Access....................................................................................................... 17 4.9 Timing of Heavy Equipment and Building Materials Deliveries and Pick Ups... 17 4.10 Options and Incentives for Construction Workforce Ridesharing........................ 17

Sacramento Municipal Utility District Upper American River Project FERC Project No. 2101

PDEA - Appendices UARP License Application 06/17/2005 Page TOC G-ii Copyright © 2005 Sacramento Municipal Utility District

TABLE OF CONTENTS Section & Description Page

5.0 TRANSPORTATION MANAGEMENT PLAN STATEGIES ....................................... 18

5.1 Public Awareness.................................................................................................. 18 5.2 Incident Management Program............................................................................. 18 5.3 Transportation Demand Management Strategies.................................................. 18

6.0 MEASURES TO ENSURE PUBLIC CONVENIENCE AND SAFETY........................ 18

6.1 General Requirements........................................................................................... 18 6.2 Traffic Control ...................................................................................................... 21 6.3 Dust and Erosion Control...................................................................................... 21 6.4 Roadway Crossings............................................................................................... 21

7.0 IMPLEMENTATION MONITORING............................................................................ 22

8.0 LITERATURE CITED ..................................................................................................... 22



UARP License Application PDEA ─ Appendices 06/17/2005 Copyright © 2005 Sacramento Municipal Utility District Page TOC G-iii

LIST OF TABLES Table No. & Description Page

Table 2.1-1. Traffic characteristics for streets and highways in the Iowa Hill Development Project Area. .................................................................................5

Table 3.3-1. Level of Service (LOS) during construction (2015). ........................................13



UARP License Application PDEA ─ Appendices 06/17/2005 Copyright © 2005 Sacramento Municipal Utility District Page TOC G-v

LIST OF FIGURES Figure No. & Description Page

Figure 1.0-1 Proposed Iowa Hill Development Pumped Storage Development Location ......3

Figure 2.1-1 Highways and Roadways to Serve the Iowa Hill Development .........................7

Figure 4.7-1 School Bus Routes Affected by Construction Workforce ................................19



UARP License Application PDEA ─ Appendices 06/17/2005 Copyright © 2005 Sacramento Municipal Utility District Page TOC G-vii

LIST OF APPENDICES Appendix & Description Page APPENDIX A IOWA HILL DEVELOPMENT COMPLIANCE WITH LORS TABLE...............................................................................A1

• Table A-1. Relevant objectives and policies for El Dorado County ...............................................................................A4 • Table A-2. Iowa Hill Development compliance with laws, ordinances, regulations, and standards................................................A5



UARP License Application PDEA ─ Appendices 06/17/2005 Copyright © 2005 Sacramento Municipal Utility District Page TOC G-ix

LIST OF ACRONYMS Acronyms

ADT average daily traffic AVO average vehicle occupancy Caltrans California Department of Transportation CCR California Code of Regulations CVC California Vehicle Code LORS Laws, Ordinances, Regulations and Standards LOS level of service MPH miles per hour MUTCD Manual of Uniform Traffic Control Devices NB northbound SB southbound EB eastbound WB westbound PDEA Preliminary Draft Environmental Assessment Project Iowa Hill Pumped Storage Development ROW right-of-way SHC State Highway Code SMUD Sacramento Municipal Utility District TMP Transportation Management Plan USA Underground Service Alert UARP Upper American River Project WATCH Work Area Traffic Control Handbook



UARP License Application PDEA ─ Appendices 06/17/2005 Copyright © 2005 Sacramento Municipal Utility District Page G-1

1.0 INTRODUCTION

This report presents a construction Transportation Management Plan (TMP) for the Iowa Hill Pumped Storage Development (Iowa Hill Development or project) for the Upper American River Project (UARP) relicensing. The proposed Iowa Hill Development would be located on Iowa Hill approximately one-mile upstream of the existing Slab Creek Dam on the south bank of the Slab Creek Reservoir. The 13,335-acre-foot capacity Slab Creek Reservoir is a component of the UARP, located on the South Fork American River (SFAR), near the communities of Camino, Swansboro/Mosquito, Pollock Pines and the city of Placerville. Figure 1.0-1 shows the location of the proposed development. The principle of a pumped-storage project, like the Iowa Hill Development, is to make use of electricity during lower energy demand periods or when non-dispatchable energy from wind resources is available to pump water from a lower reservoir to a higher reservoir, then to generate electricity by releasing water from the upper reservoir during high energy demand periods and during times of electrical emergencies. Generally, the low energy (off-peak) pumping periods occur at night and weekends, while the high energy (on-peak) generation periods are in the early afternoon to late evenings in summer and early morning and late evenings in winter. The Iowa Hill Development would incorporate the use of existing UARP infrastructure and the construction of new facilities. The primary features of the development include: 1) the use of the existing Slab Creek Reservoir as a lower reservoir; 2) the construction of a new 6,400-acre-foot capacity reservoir atop Iowa Hill (the upper reservoir); 3) the excavation of underground tunnels/shafts and a cavern to enclose a 400 MW powerhouse and pumping facility within Iowa Hill; 4) the construction of an underwater intake/outlet structure in Slab Creek Reservoir; 5) the upgrade and improvement of existing access roads; and 6) the construction of a new 230-kV switchyard adjacent to the upper reservoir and about 2 miles of new electrical transmission line that would tie-in to existing UARP transmission lines. A more detailed project description is provided in Section 3.1. The objective of the TMP is to plan for ways to minimize construction-related traffic congestion impacts where appropriate. This detailed plan includes the mitigation of traffic impacts and existing transportation facilities within the project limits. It is designed to satisfy the requirements of the local agency requirements for maintaining traffic. This TMP outlines the traffic control requirements for public and emergency vehicle access, hours of operation, and conditions for maintaining traffic in the project area. Construction of the proposed project is expected to begin no sooner than July 2009. Construction activities must be preceded by three important steps that will occur in succession. The first of these is an action by the Federal Energy Regulatory Commission (FERC) to issue SMUD a new UARP license in 2007 that authorizes the construction of the Iowa Hill Development. Following this action, the SMUD Board of Directors must approve the construction of the project. After the SMUD Board has approved the project, SMUD staff would require approximately 2 years to

Figure 1.0-1 Proposed Iowa Hill Pumped Storage Development Location

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develop a detailed construction plan, ultimately approved by FERC. Finally, after these three steps are complete the construction activities would begin. The duration of the construction phase of the project is anticipated to be approximately 5 years (60 months). By definition, this is a draft TMP; the final plan will be completed after additional engineering is completed (in approximately 2008).

2.0 TRANSPORTATION FACILITIES

2.1 Roadway Alignment

El Dorado County’s transportation system is primarily focused on highway facilities. Most in-county travel is in automobiles, because low-density development patterns have limited the viability of facilities or services related to transit, bicycles, and pedestrians. The roadways and highways that would serve the Iowa Hill Development are shown in Figure 2.1-1. They include: U.S. Highway 50 (U.S. 50), Carson Road, Larsen Drive, North Canyon Road, Slab Creek Dam Access Road, Slab Creek Reservoir Access Road, Cable Road, and Iowa Hill Road. For roadways in the project area, Table 1 identifies the existing roadway classification, number of lanes, existing (2004) annual average daily traffic (AADT), weekday peak hour traffic, future (2015, which represents the most conservative estimate for traffic volumes during construction) annual average daily traffic, and future weekday peak hour traffic. Table 2.1-1. Traffic characteristics for streets and highways in the Iowa Hill Development Project Area.

Existing (2004) Future, No Project Conditions (2015)c

Roadway Arterial Classification

Number of Lanes

Shoulder Condition

Average Daily

Volumea

PM Peak Hour

Volumeb

Estimated Daily

Volume

Estimated PM Peak Volume

US 50 Highway 4 10-foot 20,400 2,800 27,130 3,720 Carson Road Rural Minor

Arterial 2 Unimproved 4,634 364 6,170 490

Cable Road Rural Local Collector

2 Unimproved N/A N/A N/A N/A

Larsen Drive Rural Local Collector


North Canyon Drive

Rural Local Collector


N/A = Data not available

a Estimated number of vehicles per day in both directions. b Vehicles per hour in both directions (peak hour assumed to be 5 p.m. to 6 p.m.) c Future projections are based upon a 3 percent growth factor calculated from existing data U.S. 50 is the primary east-west transportation corridor through the county that serves all of the county’s major population centers. U.S. 50 provides connections to Sacramento County and the State of Nevada. It accesses nearly all of the recreation areas and tourist attractions for visitors. U.S. 50 is also the major commute route from El Dorado County to employment locations in the greater Sacramento area and the major shipping route for goods movement by truck. From the


PDEA ─ Appendices UARP License Application 06/17/2005 Page G-6 Copyright © 2005 Sacramento Municipal Utility District

Sacramento County line to the City of Placerville, U.S. 50 is a four-lane freeway with an eastbound truck-climbing lane on the steep Bass Lake grade and short sections of high occupancy vehicle (HOV) lanes from the county line to El Dorado Hills Boulevard. This freeway segment of U.S. 50 has two lanes in each direction, 10-foot paved outside shoulders and 5-foot paved inside shoulders, and a 70-foot-wide grassy median. U.S. 50 transitions to a conventional 4-lane highway through the City of Placerville with traffic signals at 3 major intersections. East of Placerville, U.S. 50 is a 4-lane highway with a mix of grade-separated interchanges and at-grade intersections up to east of Pollock Pines. About 22 miles east of Placerville, U.S. 50 becomes a 2-lane rural highway with occasional passing lanes until it reaches South Lake Tahoe. In the project area, there are two connections from U.S. 50 to Carson Road: an unsignalized at-grade intersection between Placerville and Camino (designated the “old highway” intersection in this document, and denoted as “Junction Old Highway” by Caltrans) and a grade-separated interchange near central Camino area (east Camino interchange). Carson Road is a two-lane, east-west roadway. It is classified as a rural minor arterial. Carson Road extends from Camino to Placerville and runs parallel to U.S. 50 for most of its length. It has unimproved shoulder on both sides of the road. Cable Road is a two-lane, rural local collector that runs generally north-south (with many curves). This road is paved up to the Sierra Express Drive intersection. The remaining segment of Cable Road, from this intersection to Iowa Hill Road, is loose gravel road or dirt. It has unimproved shoulder on both sides of the road. Cable Road would serve as the primary access route for the upper reservoir site. Cable Road would be graveled from Sierra Express Drive to the Iowa Hill Development as part of the project improvements. This improvement would occur within the existing county road easement. Iowa Hill Road, off of Cable Road, is the access road to the upper reservoir site. Iowa Hill Road is a dirt road with no shoulder. Iowa Hill Road would be graveled as part of the project improvements. Larsen Drive is a two-lane, rural local collector that runs generally north-south between North Canyon Road and Carson Road. It also connects North Canyon Road to Cable Road. North of North Canyon Road, Larsen Drive becomes an east-west road and is a minor rural collector. It has unimproved shoulders on both sides of the road. North Canyon Road is a two-lane north-south rural local collector between Placerville and Camino. It has unimproved shoulders on both sides of the road. Slab Creek Dam Access Road, off of North Canyon Road, provides access to the lower reservoir site. Slab Creek Dam Access Road is a gravel road with varying roadway width and no shoulder. It connects to Slab Creek Reservoir Access Road at Slab Creek Reservoir. Both Slab Creek Dam Access Road and Slab Creek Reservoir Access Road would be upgraded as part of the project.

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Figure 2.1-1 Highways and Roadways to Serve Iowa Hill Development

0 2,500 5,000

Feet

LEGENDTRANSMISSION LINES

HIGHWAY

ROADS

STREAMS AND RIVERS

LAKES




2.2 Truck Routes

There are no weight and load restrictions on the roads impacted by the project. On occasion, construction managers or workers may need to travel between the upper and lower reservoir sites. When such trips are necessary, construction workforce will use roads to avoid the Camino central core. The route from the upper reservoir to the lower reservoir would use; Iowa Hill Road, Cable Road, Larsen Drive, North Canyon Road, Slab Creek Dam Access Road, and Slab Creek Reservoir Access Road.

2.3 Transportation Improvements

There are no planned improvements on these roads prior to the completion of the construction proposed by the circulation element of El Dorado County’s 2004 General Plan. However, as part of the project, SMUD plans to gravel the 4-mile-long unpaved portion of Cable Road/Iowa Hill Road to the upper reservoir site, widen the 0.8-mile-long Slab Creek Reservoir Access Road from near the existing Slab Creek Dam to the entrance of the powerhouse tunnel, and pave the entire 2-mile-long Slab Creek Dam Access Road/Slab Creek Reservoir Access Road from North Canyon Road to the powerhouse tunnel entrance (SMUD 2003).

2.4 Pedestrian/Bicycle Facilities

The non-motorized transportation system within the project area is composed of the local and regional bikeways and trails in El Dorado County. With the exception of students commuting to school, bicycles and other forms of non-motorized transportation have not been widely used as a transportation mode for commuting in most parts of El Dorado County. The low use of non-motorized vehicles is attributable to the county’s low-density development pattern and related lack of investment in bicycle and pedestrian facilities. Most bicycling and walking in the county occurs for recreational and social purposes.

2.5 Public Transportation

Public transportation in El Dorado County consists of the following services and facilities:

• El Dorado County Transportation Authority;

• Taxi service; and

• Vanpools and carpools. The El Dorado County Transportation Authority (EDCTA) provides transit service in Camino. It primarily serves the residents of western El Dorado County, providing scheduled fixed-route service, daily commute service to Sacramento, dial-a-ride service in Placerville and Camino, and chartered social service routes. Lifeline service is also provided to the elderly, the disabled, and Sacramento commuters. For EDCTA’s fixed-route service, 7 routes are local, and 12 are commuter routes to Sacramento County. Of these routes, one route goes through Camino along



Carson Road with a bus stop near the Camino post office. This bus route operates 6 times a day in each direction. The buses operate at 90-minute intervals during the peak hours. Westbound routes stop in Camino between 7:30 a.m. and 4:30 p.m. Eastbound routes stop in Camino between 8:15 a.m. and 5:00 p.m.

2.6 School Bus Service

Camino School (K-8) is located on Snows Road south of U.S. 50. Bus service for school students is provided by the Camino Union School District. The school district runs four bus routes, with buses operating between 7:00 a.m. and 8:00 a.m., and 3:00 p.m. and 4:00 p.m. Kindergarten classes are from 9:00 a.m. to 2:00 p.m., with busses running from 7:45 to 8:45 in the morning and 2:10 to 3:10 in the afternoon. In the project vicinity, the buses operate on Carson Road, Cable Road, Larsen Drive, and North Canyon Road. The buses stop along the road to pickup and drop-off students near their homes.

2.7 Rail Traffic

Currently there are no active rail transportation facilities. However, the former Southern Pacific right-of-way and track within the county, now known as the Sacramento-Placerville Transportation Corridor, has requirements regarding preservation of the potential for reinstatement of rail transportation capabilities. The former Camino, Placerville, and Lake Tahoe Railroad right-of-way was purchased with state funding that requires its use for rail unless the funding is returned.

2.8 Air Traffic

There are four general aviation airports within the county. The public airport closest to the Iowa Hill Development site, Placerville Airport, is owned and operated by El Dorado County. The county’s airports are used by the general public as well as military and other government agencies for training flights, search and rescue missions, and fire suppression support. There is also a small landing strip in Swansboro/Mosquito.

3.0 CONSTRUCTION ACTIVITIES AND EXPECTED IMPACTS

This section describes the potential transportation impacts of the Iowa Hill Development. The construction phase of the Iowa Hill Development would occur over an approximate 5-year time period. During the construction period, construction work will primarily occur during weekdays (i.e., from Monday to Friday). Construction work during the weekend will only be required if construction delays require additional work days to regain time lost. Work during the weekend will be avoided due to higher volume of tourist traffic.

3.1 Project Description and Construction Activities

The initial phases of construction would consist of upgrading existing access roads. SMUD plans to gravel the 4-mile-long unpaved portion of Cable Road/Iowa Hill Road from near Sierra




Express Drive to the upper reservoir site, widen the 0.8-mile-long Slab Creek Reservoir Access Road from near the existing Slab Creek Dam to the entrance of the powerhouse tunnel, and pave the entire 2-mile-long Slab Creek Dam Access Road/Slab Creek Reservoir Access Road from North Canyon Road to the powerhouse tunnel entrance. These, and other roads in the project vicinity, will serve as the main avenues of access to the upper and lower construction areas. Once the access roads have been upgraded, an area of approximately 150 acres at the upper reservoir site will be cleared of vegetation and topsoil. The upper reservoir would not result from construction of a dam being built across an existing stream or river; rather it would be developed by building a berm on the top of Iowa Hill. The berm for the upper reservoir would be constructed from crushed rock from the tunneling operation, earth from the upper reservoir basin, a clay or high-density polyethylene (HDPE) liner to prevent leakage, and appropriate revetment/rock where needed to minimize bank erosion. During construction of the upper reservoir, SMUD would balance the excavation and fill requirements eliminating any need for permanent spoil areas at the upper reservoir. During the preliminary planning phases of the Iowa Hill Development, two alternatives for transporting rock from the tunnel excavation to the berm construction were evaluated. The first was use of haul trucks that would transport the materials along local roads from the Slab Creek Reservoir end of the tunnel excavation to Iowa Hill. The second alternative was to implement a vertical material handling system (VMHS), such as a vertical conveyor to transport the rock directly up the construction tunnels to the top of Iowa Hill. After receiving public comments from local residents concerning the potential impacts of haul trucks, the first alternative has been dropped from consideration. The VMHS alternative would use a “top down” approach to excavate the rock. Starting at the site of the ventilation shaft portal SMUD would drill and blast, working down approximately 600 feet to the powerhouse site and, using the VMHS, would move the rock up through the shaft to Iowa Hill. From the site of the ventilator shaft portal, the rock could either be trucked approximately one-third of a mile, and up approximately 400 feet, and deposited at the upper reservoir site, or transported via a conveyor system to the upper reservoir site. To access the ventilator shaft portal from the upper reservoir site a new, 1/3-mile-long road would be constructed within the project site. Once the upper reservoir and tunnels are complete, the remaining aspects of the project construction would be largely underground. The underground powerhouse and other underground facilities will be constructed in the second phase of the construction period. The transmission line tie-line would also be constructed in the second phase of the period. The operation of the Iowa Hill Development would be integrated into the overall operation of the UARP, and of SMUD’s other power supply resources. Use of the development will be controlled remotely by SMUD’s Energy Management Center located in Sacramento. Direct access to the upper reservoir will be prohibited to protect the public from safety issues at the unmanned reservoir. The development is expected to require the addition of two full-time operations and maintenance (O&M) personnel to SMUD’s Fresh Pond Office, which is responsible for O&M across the entire UARP.



The use of the Iowa Hill Development will vary day-to-day depending upon on a variety of factors. There will be times when the development is not in use, times when the pumping/generation cycle is heavily used, and a variety of in-between cases representing moderate levels of daily use. Under the “heavy use” scenario of operation, water elevations in Slab Creek Reservoir would exhibit an average daily increase then decrease of 9 to15 feet (maximum of 30 feet) rather than the current weekly fluctuation of approximately 30 feet. The project would not change the maximum fluctuation in Slab Creek Reservoir. Reservoir elevations would generally rise during daylight hours, in response to generation, and fall during nighttime hours, in response to pumping. This typical operations scenario would apply to all days of the week except non-summer Sundays. Because all hours of the day on non-summer Sundays are generally off-peak (i.e., experience low electrical demand) the reservoir elevations would likely fall throughout the day as water is pumped into the upper reservoir. A more detailed description of the development is provided in the Iowa Hill Pumped Storage Development Project Description (SMUD 2003), available on SMUD’s relicensing website at http://hydrorelicensing.smud.org/docs/iowa/Iowa_PD.pdf.

3.2 Construction Workforce Travel

The construction workforce is expected to total 830 construction personnel over the course of the 5-year construction period, for an average of 166 personnel per year. The level of traffic would vary with the specific construction activities, but the peak workforce of 235 would occur during months 30 to 36. It is likely that 25 percent of the workforce will come from within El Dorado County. However, to provide a worse case traffic analysis it was assumed that all of the workforce would come from the greater Sacramento area. During the peak construction period, assuming an average vehicle occupancy (AVO) of 1.3 for commuting, construction workers will generate an estimated 360 daily vehicle trips, 180 of which will occur during the project’s morning peak hour (assumed to be 5:30 a.m. to 6:30 a.m.) and 180 will occur during the project’s evening peak hour (assumed to be 3:30 p.m. to 4:30 p.m.). Note that these hours fall outside the normal highway peak traffic commute hours (7:00 a.m. to 8:00 a.m., and 5:00 p.m. to 6:00 p.m.), but do overlap with the afternoon school bus hour of 3:00 p.m. to 4:00 p.m. During other months of construction, the workforce will vary from 34 to 183 persons, who will be traveling to both the upper reservoir and lower reservoir sites. During the peak construction period, the workers will be going to the upper reservoir site. For trips to the upper reservoir site, it is anticipated most (90 percent) of the workers will use the east Camino interchange, turn left on Carson Road, turn right on Cable Road, and continue on Cable Road to Iowa Hill Road to the construction site. Some of the workers (assumed to be 10 percent) will make a left off U.S. 50 at the “Old Highway” intersection, turn right on Carson Road, turn left on Cable Road, and continue on Cable Road to Iowa Hill Road to the construction site. During initial mobilization, and occasionally on other work days, there could also be up to approximately 25 truck trips per day carrying heavy equipment and other deliveries (e.g., Fed Ex or UPS trucks) to the upper and lower reservoir sites. These deliveries would occur between 9:00 a.m. and 2:00 p.m. The heavy equipment and delivery trucks approaching from Sacramento area




could use the Old Highway intersection or the east Camino interchange. Again, it is expected that approximately 10 percent of the trucks will use the Old Highway intersection and the rest will use the east Camino interchange. The rock from the lower reservoir site would be hoisted up through the ventilator shaft then trucked (or conveyed) approximately one-third mile to the upper reservoir site. Outside of months 30 to 36 (i.e., during the remaining portions of the 5-year construction period), the potential traffic and public safety impact is expected to be less than described for the peak construction period due to fewer project construction worker trips. However, the impacts described below may still occur (albeit to a lesser degree).

3.3 Traffic and LOS Impacts

Both construction worker and truck trips through the central Camino area will increase traffic volumes on the study area roadway. However, the impacts will be lessened because the anticipated normal work hours (between 6:30 a.m. and 3:30 p.m.) are set outside the peak periods for traffic. There may be some shift work during portions of the underground work, which are also outside the peak periods for traffic. Also, most of the construction traffic will be traveling in the off-peak direction (i.e., eastbound/northbound in the morning and southbound/westbound in the afternoon). An operations analysis indicates that the three critical intersections (the Old Highway intersection, westbound ramps and Carson Road, and eastbound ramps and Carson Road) will operate at an acceptable level of service (LOS) for both the morning and afternoon construction peaks (LOS E is the standard used in the El Dorado County General Plan). Table 3.3-1 summarizes estimates for LOS at those three intersections in 2015 with and without the project construction traffic.

Table 3.3-1. Level of Service (LOS) during construction (2015). Intersection Peak No Project Project

A.M. A / C A / C U.S. 50 / Junction Old Highway P.M. C / C C / C A.M. A / A A / A Carson Road / Westbound Ramps P.M. A / A A / A A.M. A / A A / B Carson Road / Eastbound Ramps P.M. A / A A / A

A / B = Major Street / Minor Street LOS LOS for intersections is determined (per the 2000 Highway Capacity Manual ) using the average delay per vehicle at the intersection. LOS A to C indicates average delays less than 25 seconds (for unsignalized intersections).

3.4 Location-Specific Issues

3.4.1 Construction Workforce Travel

The only potential critical operations issue is the left turn movement from eastbound U.S. 50 to Carson Road at the Old Highway intersection. It is assumed that 10 percent of the construction



and truck traffic will use this intersection. In that case, queuing on U.S. 50 (for eastbound trucks) should be minimal. The queue at the left turning pocket should not be a problem even if 20 percent of the construction traffic uses this intersection. However, if more than 20 percent of the construction traffic uses this intersection (as opposed to the east Camino interchange), there may be queues that spill over beyond the left-turn pocket on U.S. 50, which could cause traffic congestion on U.S. 50, as well as a traffic safety impact. If this occurs, the construction worker training (described in Section 4.7) will include specific direction for workers to use the East Camino Interchange. Westbound construction worker and truck trips approaching from east (South Lake Tahoe area), are expected to use the east Camino interchange. In addition to potential effects on the usual traffic in the Camino area, the project’s construction traffic has the potential to exacerbate the traffic congestion that currently occurs annually during the Apple Hill season. The Apple Festival is held in Apple Hill beginning in September and ending on December 24. During this period, it is estimated that approximately 500,000 tourists visit the Apple Hill area. Most of the tourist traffic during the Apple Hill season occurs on weekends; however, weekday traffic in the area from tourists is higher during Apple Hill season than during other times of the year.

3.4.2 Truck Traffic

In addition to traffic congestion that may be caused from construction workers going to and from the worksites, truck traffic will result from two sources: Truck deliveries of small materials and supplies, and deliveries of large equipment and machinery. It is estimated that up to 25 truck deliveries will occur daily during initial mobilization and occasionally during other work days. Most of these truck deliveries will follow routes described in Section 3.2 and because they will be few in number and spread throughout the day they will not adversely affect traffic or circulation. However, there will be a few trucks carrying oversize loads of equipment or machinery. Bringing these oversize loads to the upper reservoir site may require special considerations due to the turn radii of the roads. Prior to the finalization of this Plan, an engineering analysis of the roads will be made and routes will be identified for transport of oversized loads. Section 4.0 will be revised, if necessary, to provide sufficient strategies for handling oversize loads. If necessary, procedures for temporary lane closures will be developed as described in Section 6.2, Traffic Control.

3.5 Air Traffic Impacts

Construction will not affect air traffic levels at nearby airports.

3.6 Hazards Impacts

Construction will not affect current design features.




3.7 Emergency Access Impacts

Construction will not affect emergency vehicle access on public roads. Although increases in traffic during peak construction periods may increase traffic congestion, the increase will not be significant because the LOS will not be degraded to level E or lower.

3.8 Parking Impacts

Parking for approximately 30 construction workers will be provided near the powerhouse access tunnel entrance, and parking for approximately 30 workers will be provided at the upper reservoir. With a peak workforce projection of 235 workers, additional offsite parking will need to be provided that does affect current parking needs in the vicinity. SMUD is also considering an option for offsite parking (and a shuttle service) near U.S. 50. This will reduce the number of construction worker trips on most of the adjacent roads (depending on the location of the parking lot), and reduce some of the other traffic impacts described in this section.

4.0 TRAFFIC HANDLING STRATEGIES AND REQUIREMENTS

This section outlines some general strategies and requirements for minimizing the traffic and roadway impacts of the proposed construction. In addition, the contractor will be required to comply with all applicable Laws, Ordinances, Regulations and Standards (LORS). A list of these LORS is provided in Appendix A.

4.1 Traffic Control Standards

All temporary signing, lighting, and traffic control devices during construction will conform to applicable standards. These include Manual of Uniform Traffic Control Devices (MUTCD) and the California Supplement of MUTCD.

4.2 Construction Work Hours

Although aboveground construction work will be conducted throughout daylight hours (i.e., between sunrise and sunset) most work hours for the proposed project will be from 6:30 a.m. to 3:30 p.m. During construction of the underground plant, two or three shifts may be used. However, whenever more than one shift is used, work hours will be scheduled so as to avoid typical peak hour commutes (i.e., between 7 a.m. to 8 a.m. and 5 p.m. to 6 p.m.). Therefore, most of the trips related to the project will occur outside the peak periods and most of the trips will be in the off-peak direction of travel, so there will be minimal impact to existing traffic operations. Also, these work hours avoid conflicts with school bus routes during the morning, but partially overlap with the afternoon school bus hour of 3:00 p.m. to 4:00 p.m., as discussed in Section 4.7.



4.3 Lane Closures

The proposed project should not require any lane closures. However, if the transport of oversize machinery or equipment requires temporary lane closures, procedures will be developed as described in Section 6.2, Traffic Control.

4.4 Driveway Access

While it is not expected that any private driveways will be affected, construction activities should not block business, office, or residential parking lots and access points. The contractor would maintain full ingress and egress at private driveways along the adjacent streets; any blockage of individual driveways must be described in the traffic control plans (which will be prepared prior to construction). At least 10 days prior to performing work that will block access points, operations must be coordinated with all business and property owners along local streets and highways, within the limits of contract work, for temporary driveway closures. The subcontractor would provide alternate access to properties, at the property/business owner’s approval.

4.5 Emergency Access

It is anticipated that at least one travel lane will be maintained on all public streets, so there are no specific issues related to emergency access. If any closures are needed, emergency response service providers would be notified at least one week in advance of planned roadway closures and provided a copy of detour plans filed with the county. Emergency response service providers include police and fire departments and ambulance companies. In no circumstance should the only access to a developed area be cut off for any period of time. Alternate routes must be available, or provisions must be made for temporary emergency providers to be stationed inside the cut-off area.

4.6 Parking

To the extent possible, all employee vehicle parking should take place on designated parking areas at the job site. However, the available onsite parking (30 at lower reservoir site and 30 at upper reservoir site) will likely not be sufficient for the peak construction months. Before beginning construction, SMUD is considering the option for an offsite parking facility, located near U.S. 50. This parking lot would be large enough to meet the demand for parking related to construction; shuttle service for workers (to and from the construction site) would be provided. If the offsite parking facility proves to be infeasible, SMUD will provide additional parking within its facilities to accommodate the construction-related parking.

4.7 Coordination to Avoid Traffic Safety Hazards to School Buses and School Children

The Camino Union School District operates a K-8 school (Camino School) at 3060 Snows Road, south of U.S. 50. Most of the students in the project area are bused to school. The buses stop




along the road to pickup and drop-off students near their homes. Morning pickup times at the stops occur from 7:00 a.m. to 8:00 a.m., while afternoon drop-off times occur from 3:00 p.m. to 4:00 p.m. Hazards to school buses and school children are minimized with the coordination of the majority of project site construction commute traffic occurring before 6:30 a.m. Additionally, materials delivery to the project site would occur between 9:00 a.m. and 2:00 p.m. while school is in session. However in the afternoon, the construction traffic may directly conflict with school bus trips, as well as with children walking home from their bus stops, and with vehicles transporting children to their homes from the bus stops. Figure 4.7-1 shows the areas where school bus trips and construction workforce would overlap travel routes. To ensure safety of the school children, training of construction workers will include information about bus routes and times so that construction workers will be aware of the presence of school children.

4.8 Transit Access

Impacts to transit are expected to be minimal. Only one or two scheduled buses run during the afternoon peak hour for construction (and none in the morning peak). Since the LOS on roadways is expected to be maintained at acceptable levels, bus operations should not be affected.

4.9 Timing of Heavy Equipment and Building Materials Deliveries and Pick Ups

Truck deliveries to the construction site should occur between 9:00 a.m. and 2:00 p.m. only. Deliveries should not occur at other time periods because of the potential for conflicts with commute traffic and school bus schedule.

4.10 Options and Incentives for Construction Workforce Ridesharing

The traffic analysis provided in Section 2.1 indicates that there would be no significant traffic impacts to roadway capacity and circulation due to the addition of the project’s construction workforce. The traffic analysis used an AVO of 1.3 persons for construction workforce trip generation, which is based on the general trip making characteristics of most construction projects. Should a lower number of carpooling occur (less than 1.3 AVO), there should still be adequate roadway capacity in the study area as roadway facilities would continue to operate with satisfactory levels of service. However, as a means to encourage ridesharing SMUD would facilitate carpooling between the construction workforce by providing a message board at the construction site where workers would be able to post messages regarding opportunities to carpool to the construction site.



5.0 TRANSPORTATION MANAGEMENT PLAN STATEGIES

5.1 Public Awareness

SMUD will organize public meetings to inform the public of the possible traffic impacts due to construction workers and measures taken to minimize the effects as necessary. A community workshop is scheduled for early 2005 to present this draft TMP and discuss issues raised by the community. During construction, SMUD will maintain a telephone hotline and email/web communication link to allow community members to voice any concerns.

5.2 Incident Management Program

Given the low volume of traffic on project area roadways, there is no need for an incident management program. Construction traffic (workers and deliveries) using SR 50 will be covered by existing incident management protocol for local and state agencies.

5.3 Transportation Demand Management Strategies

Potential transportation demand management (TDM) strategies for encouraging carpools are described in Section 4.10. Parking strategies are described in Section 4.6. Given the low level of transit use in the area, other TDM strategies are not expected to have a significant impact and are not recommended.

6.0 MEASURES TO ENSURE PUBLIC CONVENIENCE AND SAFETY

This section describes additional actions that will be taken by SMUD and/or its contractors to minimize construction impacts upon traffic and circulation resulting from the development.

6.1 General Requirements

The contractor would comply with the Public Convenience and Safety sections of the Applicable Standard Specifications and this TMP. Materials temporarily stored on the project site during the execution of the work would be placed so as to eliminate or minimize any hazard to the public and so that no damage to public or private property will result. Public safety is a prime consideration. During construction of the project the contractor would constantly preserve the protection of the public. Any property damage caused by the contractor would be repaired to the satisfaction of the owner agency (e.g., El Dorado County Department of Transportation) at the contractor’s expense. The contractor would be responsible for maintaining local property, public and business access within the limits of construction activities. While closures to access points (driveways and roadways) are not anticipated, it will be necessary to provide advance notification to the landowners of any property to which the existing access will be closed for a period of time exceeding 2 hours. Notification would be by written notice. In those areas where a number of

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UARP License Application PDEA 13 ─ Appendices 06/17/2005 Copyright © 2005 Sacramento Municipal Utility District Page 13 G-21

tenants or lessees may be present, doorknob hangers would be placed on or at the building entrance or the property access point to be closed.

6.2 Traffic Control

The contractor would comply with the Public Convenience and Public Safety and Traffic Control sections of the Applicable Standard Specifications and this TMP. The contractor would be responsible for implementing these measures within the construction limits and on the approaches to the construction area. During the hours that work is permitted, the contractor may—with local agency’s approval—close traffic lanes in accordance with the details included in the traffic control plan (to be developed), and standard traffic control plans and standard lane closure details for the performance of the required work. Lane closures would not be performed without proper advance warning devices, signing and flag person control in conformance with the appropriate standard specifications and this TMP. The details included in this plan are a guide for the contractor’s use in providing the required traffic control devices for the project. The local agency would be sole judge of the spacing, length, and sequence of the lane closure areas. The contractor would be solely and completely responsible for furnishing, installing, and maintaining all warning signs and devices necessary to safeguard the general public and the work, and to provide for the proper safe routing of the vehicular and pedestrian traffic during the performance of the work. This requirement would apply continuously and not be limited to normal working hours. The use of flagmen, barricades, flashing beacons and barricades, and construction signing would also comply with the current edition of the “Work Area Traffic Control Handbook” (WATCH). Where conflicts exist between the WATCH and the Manual of Uniform Traffic Control Devices (MUTCD), the local agency would resolve the conflict.

6.3 Dust and Erosion Control

The contractor would comply with the dust and Erosion Control sections of the applicable standard specifications, the Erosion Control, Sedimentation and Restoration Plan (CS99215-200) and this TMP. The contractor would be responsible for implementing dust control measures within the project limits and approaches to the construction area. Dust control would be enforced at all times and as described by the local agency. The contractor would clean the work areas prior to opening the areas of uncontrolled traffic.

6.4 Roadway Crossings

The roadway crossings would be identified in the utility construction specifications and project drawings. The crossings would be accomplished with the same type of construction traffic control measures as outlined in this plan so as to minimize impacts to the traveling public. The local agency would review the contractor’s proposed plan for conformance with the applicable standard specifications and require revisions as appropriate, prior to construction.


PDEA 13 ─ Appendices UARP License Application 06/17/2005 Page 13 G-22 Copyright © 2005 Sacramento Municipal Utility District

7.0 IMPLEMENTATION MONITORING

To ensure that the elements of this TMP would be implemented under the general direction of SMUD, SMUD and El Dorado County will designate a person to periodically monitor the construction activity and make sure all laws and regulations are followed. The contractor would coordinate with the designated persons if any issue arises. In addition the contractor would also coordinate with the designated persons if any member of the community raises any issue or concern. SMUD will post a project phone number at the upper and lower reservoir sites and on its webpage (as described in Section 5.1) for use by members of the public to report any violations of traffic protocols established in this TMP.

8.0 LITERATURE CITED

California Department of Transportation (Caltrans), Transportation Management Plan Guidelines, Division of Traffic Operations, Office of Systems Management Operations, July 1, 2001. California Department of Transportation (Caltrans), Work Area Traffic Control Handbook (WATCH), 2001. California Department of Transportation (Caltrans), Manual of Uniform Traffic Control Devices (MUTCD), California Supplement, May 2004. El Dorado County, El Dorado County General Plan: Transportation and Circulation Element, July 2004. Federal Highway Administration (FHWA), Manual of Uniform Traffic Control Devices (MUTCD), July 2004. Sacramento Municipal Utility District (SMUD), Socioeconomic Assessment of Iowa Hill Construction and Operations Technical Report, January 2005. SMUD, Iowa Hill Pumped Storage Development Project Description, Draft Revision 1, November 2003.

Copyright © 2004 Sacramento Municipal Utility District - the following Appendix A: IOWA HILL DEVELOPMENT COMPLIANCE WITH LORS TABLE

APPENDIX A

IOWA HILL DEVELOPMENT COMPLIANCE WITH LORS TABLE



UARP License Application PDEA 13 ─ Appendices 06/17/2005 Copyright © 2005 Sacramento Municipal Utility District Page 13 G-A1

LAWS, ORDINANCES, REGULATIONS AND STANDARDS LORS related to traffic and transportation is summarized in the following subsections. Federal Title 49, Code of Federal Regulations (CFR), Sections 171-177 (49 CFR 171-177), governs the transportation of hazardous materials, the types of materials defined as hazardous, and the marking of the transportation vehicles. 49 CFR 350-399, and Appendices A-G, Federal Motor Carrier Safety Regulations, address safety considerations for the transport of goods, materials, and substances over public highways. 49 CFR 397.9, the Hazardous Materials Transportation Act of 1974, directs the U.S. Department of Transportation to establish criteria and regulations for the safe transportation of hazardous materials. State State laws that apply to this project include the following sections of this California Vehicle Code (CVC), unless specified otherwise: California Street and Highways Code (S&HC), Sections 660, 670, 1450, 1460 et seq., 1470, and 1480, regulates right-of-way encroachment and granting of permits for encroachments on state and county roads. Sections 13369, 15275, and 15278 address the licensing of drivers and classifications of licenses required to operate particular types of vehicles. In addition, certificates permitting the operation of vehicles transporting hazardous materials are addressed. Sections 25160 et seq. addresses the safe transport of hazardous materials. Sections 2500-2505 authorize the issuance of licenses by the Commissioner of the California Highway Patrol (CHP) to transport hazardous materials, including explosives. Sections 31303-31309 regulate the highway transportation of hazardous materials, routes used, and restrictions. CVC Section 31303 requires hazardous materials to be transported on state or interstate highways that offer the shortest overall transit time possible. Sections 31600-31620 regulate the transportation of explosive materials. Sections 32000-32053 regulate the licensing of carriers of hazardous materials and include noticing requirements.


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Sections 32100-32109 establish special requirements for the transportation of substances presenting inhalation hazards and poisonous gases. CVC Section 32105 requires shippers of inhalation or explosive materials to contact the CHP and apply for a Hazardous Material Transportation License. Upon receiving this license, the shipper will obtain a handbook specifying approved routes. Sections 34000-34121 establish special requirements for transporting flammable and combustible liquids over public roads and highways. Sections 34500, 34501, 34501.2, 34501.3, 34501.4, 34501.10, 34505.5-7, 34506, 34507.5, and 34510-11 regulate the safe operation of vehicles, including those used to transport hazardous materials. S&HC, Sections 117 and 660-72, and CVC, Sections 35780 et seq., require permits to transport oversized loads on county roads. California S&HC Sections 117 and 660 to 711 requires permits for any construction, maintenance, or repair involving encroachment on state highway rights-of-way. CVC Section 35780 requires approval for a permit to transport oversized or excessive loads over state highways California State Planning Law, Government Code Section 65302, requires each city and county to adopt a General Plan, consisting of seven mandatory elements, to guide its physical development. Section 65302(b) requires that a circulation element be one of the mandatory elements. All construction in the public right-of-way will need to comply with the “Manual of Traffic Controls for Construction and Maintenance of Work Zones” (Caltrans 1996). California Department of Transportation (Caltrans) weight and load limitations for state highways applies to all state and local roadways. The weight and load limitations are specified in the CVC Sections 35550 to 35559. The following provisions, from the CVC, apply to all roadways and are therefore applicable to this project. General Provisions: The gross weight imposed upon the highway by the wheels on any axle of a vehicle shall not exceed 20,000 pounds and the gross weight upon any one wheel, or wheels, supporting one end of an axle, and resting upon the roadway, shall not exceed 10,500 pounds. The maximum wheel load is the lesser of the following: a) the load limit established by the tire manufacturer, or b) a load of 620 pounds per lateral inch of tire width, as determined by the manufacturer’s rated tire width. Vehicles with Trailers or Semi-trailers:




The gross weight imposed upon the highway by the wheels on any one axle of a vehicle shall not exceed 18,000 pounds and the gross weight upon any one wheel, or wheels, supporting one end of an axle and resting upon the roadway, shall not exceed 9,500 pounds, except that the gross weight imposed upon the highway by the wheels on any front steering axle of a motor vehicle shall not exceed 12,500 pounds. Local The transportation elements of local plans that are applicable to the Iowa Hill Development are summarized in Table A-1 and in the following subsection. El Dorado County (County) Transportation and Circulation Element of the General Plan identifies the goals, policies and implementation measures that ensure compatibility between land use, infrastructure, and transportation modes (motorized and non-motorized). The plan describes the County’s circulation diagram and functional roadway classification system. The element establishes standards that guide the development of the transportation system and management of access to the highway system by new development, throughout the unincorporated areas of the County (El Dorado County 2004). The El Dorado County has adopted Metropolitan Transportation Plan (MTP) prepared by Sacramento Area Council of Governments (SACOG). The MTP represents the blueprint for major transportation investments in the El Dorado region over the 25-year period from 2000 to 2025. The plan provides a vision for the regional transportation system, now and in the future, and is designed to achieve specific goals defined by the El Dorado community. Other regional policies related to the Iowa Hill Development are described in Table A-1. The plans and programs describe the framework for managing the transportation resources in the area of the project site. Table A-1 summarizes the relevant policies for El Dorado County transportation and circulation element of the General Plan. Table A-1. Relevant objectives and policies for El Dorado County. Relevant Policies, El Dorado County Transportation and Circulation Element of the General Plan Conformance of Project with Policy The County shall plan and design its roadway system in a manner that strives to meet Level of Service LOS E on all roadways in the county. In no case should the County plan for worse than LOS E on rural county roadways.

The project will not impact the County’s ability to meet LOS rates on a permanent basis.

The County shall assess fees on new development sufficient to cover the fair share portion of that development’s impacts on the local and regional transportation system.

The project proponent will submit the necessary fees described in this policy, as determined by the County.

The County shall promote transit services in designated corridors where population and employment densities are sufficient or could be increased to support those transit services, particularly within the spheres of influence of the cities and along existing transit corridors in the rural area of the county.

The project will not interfere with the County’s plans to support transit services in rural areas.



Compliance with Laws, Ordinances, Regulations, and Standards All applicable LORS and administering agencies are summarized subsequently. Table A-2 describes how the Iowa Hill Development will comply with all LORS pertaining to traffic and transportation impacts.



Table A-2. Iowa Hill Development compliance with laws, ordinances, regulations, and standards.

Authority Administering

Agency Requirements Compliance 49 CFR, Section 171-177 and 350-300 Chapter II, Subchapter C and Chapter III, Subchapter B

U.S. Department of Transportation and Caltrans

Requires proper handling and storage of hazardous materials during transportation.

Project and transportation will comply with all standards for the transportation of hazardous materials.

CVC §31300 et seq. Caltrans Requires transporters to meet proper storage and handling standards for transporting hazardous materials on public roads.

Transporters will comply with standards for transportation of hazardous materials on state highways during construction and operations. The project will conform to CVC §31303 by requiring that shippers of hazardous materials use the shortest route possible to and from the site.

CVC §§31600 - 31620 Caltrans Regulates the transportation of explosive materials.

The project will conform to CVC 31600 - 31620.

CVC §§32000 - 32053 Caltrans Regulates the licensing of carriers of hazardous materials and includes noticing requirements.

The project will conform to CVC 32000 - 32053.

CVC §§32100 - 32109 and 32105.

Caltrans Establishes special requirements for the transportation of substances presenting inhalation hazards and poisonous gases. Requires that shippers of inhalation or explosive materials contact the CHP and apply for a Hazardous Material Transportation License.

The project will conform by requiring shippers of inhalation or explosive materials to contact the CHP and obtain a Hazardous Materials Transportation License.

CVC §§34000 -34121. Caltrans Establishes special requirements for the transportation of flammable and combustible liquids over public roads and highways.

The project will conform to CVC §§34000 - 34121.

CVC §§34500, 34501, 34501.2, 34501.3, 34501.4, 34501.10, 34505.5-7, 34506, 34507.5 and 34510-11.

Caltrans Regulates the safe operation of vehicles, including those used to transport hazardous materials.

The project will conform to these sections in the CVC.

CVC §§35550-35559 Caltrans Regulates weight and load limitations. The project will conform to these sections in the CVC. CVC §§25160 et seq. Caltrans Addresses the safe transport of hazardous

materials. The project will conform to these sections in CVC.

CVC §§2500-2505. Caltrans Authorizes the issuance of licenses by the Commissioner of the CHP for the transportation of hazardous materials including explosives.




Table A-2. Iowa Hill Development compliance with laws, ordinances, regulations, and standards.

Authority Administering

Agency Requirements Compliance CVC §§13369, 15275, and 15278.

Caltrans Addresses the licensing of drivers and classifications of licenses required for the operation of particular types of vehicles. In addition, certificates permitting the operation of vehicles transporting hazardous materials are required.


S&HC §§117, 660-711 Caltrans Requires permits from Caltrans for any roadway encroachment during truck transportation and delivery.

Encroachment permits will be obtained by transporters, as required.

CVC §35780; S&HC §660-711; 21 CCR 1411.1-11411.6

Caltrans Requires permits for any load that exceeds Caltrans weight, length, or width standards for public roadways.

Transportation permits will be obtained by transporters for all overloads, as required.

S&HC §§660, 670, 1450, 1460 et seq., 1470, and 1480

Caltrans Regulates right-of-way encroachment and the granting of permits for encroachments on state and county roads.


California State Planning Law, Government Code Section 65302

Caltrans Project must conform to the General Plan. Project will comply with El Dorado County General Plan.

Circulation and Transportation Element of the El Dorado County General Plan

El Dorado County

Specifies long-term planning goals and procedures for transportation infrastructure system quality in El Dorado County.

Project will comply with goals and policies for County transportation and traffic system.

CCR California Code of Regulations CVC California Vehicle Code CFR Code of Federal Regulations S&HC California Streets and Highways Code

Documents

Appendices to Applicant-Prepared Preliminary Draft … · · 2013-12-04UARP License Application PDEA ─ Appendices ... requirements of the local agency requirements for maintaining