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L. EXECUTIVE SUMMARY (Continued) The Caltrans (nude for the Preparation of Traffic Impact Studies indicates that Caltrans endeavors to maintain a target level of service at the transition between LOS C and LOS D. At unsignalized intersections, a traffic impact would be considered "adverse but not significant' if the LOS standard is exceeded but the projected traffic does not satisfy traffic signal warrants. Under �- these conditions,the only means to completely alleviate delays to stop-controlled vehicles may be to install a traffic signal. However, the unsatisfied signal warrants would imply that the reduction in delay for the stop-controlled vehicles may not justify the new delays that would be incurred by the major street traffic (which at two-way stop-controlled intersections is not currently required to stop). Under these circumstances, installation of a signal would not be recommended and the substandard LOS for stop-controlled vehicles would be considered an"adverse but not significant'impact. .. With respect to pavement impacts, an impact to the existing pavement structural section may be recognized if the Project will increase the traffic index by an amount of 1.0 or more. The traffic y index is discussed in more detail in a later section of this report. Generally-accepted traffic engineering principles and methods were employed to estimate the amount of traffic expected to be generated by the Project and to analyze the traffic conditions v expected to exist in the future. The conclusion of this traffic impact study is that the existing road network can be mitigated to accommodate the proposed development for opening-year and cumulative conditions. The conclusions and recommendations for each study intersection and road Lr segment are presented below. Intersection of SR 33 and I-5 Southbound Ramps 4 The intersection is currently operating at acceptable levels of service and is expected to continue to operate at acceptable levels of service based on the near-term without-Project conditions. Haul Route 1 is not expected to create opening-day significant impacts. However, Haul Route 3 is ;r expected to result in an opening-day impact that would require mitigation. _ The intersection is expected to operate at a level of service E in the year 2025 even without the proposed Project. Haul Route 1 is not expected to create additional significant impacts in the year 6. 2025. However, Haul Route 3 would exacerbate the cumulative year 2025 impacts to a level of service F. L To mitigate the impacts created by Haul Route 3 on opening day the Project may be conditioned to operate at a maximum annual production of 1.9 million tons while Haul Route 3 is in operation. If the Project is limited to 1.9 million tons per year, the near-term with Project level of service will be C and no significant impacts will occur. To mitigate significant impacts in the cumulative conditions, the Project may be conditioned to eliminate Haul Route 3 after the pending construction of the Bird Road/SR 132 interchange,at which time only Haul Route I would be allowable. L Intersection of SR 33 and I-5 Northbound Ramps The intersection is currently operating at acceptable levels of service and is expected to continue to operate at acceptable levels of service based on the near-term without-Project conditions. Haul " Routes 1 and 3 are not expected to create opening-day significant impacts. The intersection is expected to operate at acceptable levels of service in the year 2025 without the proposed Project. Haul Route 1 is not expected to create additional significant impacts in the year 2025. However, Haul Route 3 would create an unacceptable cumulative year 2025 level of service. i L L