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Alternative 2: Prol2osedProject with Alternate-Northern Access Road. r ' E Because the traffic distribution pattern would essentially be the same for this alternative as Alternative 1, the potential for noise impacts associated with this alternative would also be similar. The only difference between Alternatives 1 and 2 is that the project-generated truck traffic would not utilize the portion of Koster Road between the project site and Blewett Road, where there are no noise-sensitive land uses to be affected by the project- " ' generated traffic. Therefore, no:significant noise impacts are identified for off-site traffic with this alternative. Alternative 3: Proposed Project with Bird Road Access to New Interchange E Alternative 3 would route project-generated traffic from the southwest corner of the project site onto an existing bridge over the California Aqueduct, past Residence#2, and on to the E proposed Vernalis Interchange. Mining and reclamation would occur as in the proposed project, except that the quarry ,i processing plant would be relocated to the southwest corner of the site. Access to and from the project site would be provided by obtaining easements through private lands to the south connecting to the new proposed interchange project of Granite Construction which, if constructed, would be located on Interstate 5 between 1-580 and Blewett Road. Granite proposes to extend Bird Road to the east of 1-5. This road would extend in a southeasterly direction up to the right-of-way of the California Aqueduct. The proponent's i i haul road would tie into Bird Road at the point in which Bird Road turns south roughly 4 000 feet southwest of the southwest corner or the proposed project. This alternative would require construction of the new haul road, crossing an existing bridge over the California Aqueduct, improvements to Bird Road east of 1-5, and the widening of the north bound on-ramp of the proposed interchange. Bird Road would require widening for a left hand turn pocket on to the private road and an extra lane for the merging right hand turn traffic. The merging lane for right hand turn traffic would extend roughly 7,000 feet west on Bird Road and the north bound on-ramp. The extra lane would i merge and terminate approximately 500 feet before the intersection of the north bound on-ramp and Interstate 5. This alternative would reduce truck traffic noise levels along the routes utilized in Alternatives 1 and 2, but would route all of the project traffic adjacent to Residence #2, which is located immediately southwest of the project site. During peak hour conditions, ,4 the predicted traffic noise level at Residence #2 would be approximately 60 dB Lq and the overall LdI for a typical day at that location would be approximately 60 dB. Although these levels do not exceed the San Joaquin County Noise Standard of 65 dB Ldn (applicable at i the property line of the residential use), the project-generated traffic noise levels would exceed existing ambient noise levels by approximately 10 dB at Residence #2 during the peak hour truck traffic flows. Due to the elevated position of the bridge over the aqueduct and the close proximity of this bridge to Residence #2, it does not appear feasible to f y Draft Environmental Impact Ret 4-95 ER-96-3 i Report , l