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Implementation of the Reduced Development Alternative would reduce some impacts related to air quality emissions and greenhouse gas emissions. At the same time, with the Reduced Development Alternative, overall regional emissions with truck traffic may be increased because if the cargo containers originally assumed for Phase II were shipped by truck(vs.rail),the diesel emissions,including VOC and NOx,and GHG associated with trucks within the region would significantly increase. 5.2.2 Relation to Project Objectives The Reduced Development Alternative would only partially meet the following stated objectives for the project, but would meet the other stated objectives: • To expand capacity in order to meet the growing demand for rail transport within the region by 2013 through 2035. To provide local and area shippers and receivers of goods with increased opportunities for transport via rail as an alternative to long-haul shipment by truck on the regional highway network, • To provide additional capacity for rail transport within an established,regionally-significant area in close proximity to two major highways (I 5 and SR 99) and the Union Pacific's Oakland and Fresno Subdivisions (which are connected to the Union Pacific's national network), and adjacent to or near light industrial,Waal and other complementary,non-residential uses. As stated above,this alternative would only meet the projected increase in demand until 2021 5.2.3 Feasibility The Reduced Development Alternative is infeasible because it would not meet the project objectives. This alternative would not provide certain of the specific social, economic, and other project benefits outlined above or in the Statement of Overriding Considerations or to the same extent as the proposed project. 5.3 MODERNIZATION-ONLY ALTERNATIVE The Modernization-Only Alternative assumes modernization of the current facility only, without any additionall acquisition or utilization of land to physically expand the footprint of the facility. The current facility layout would be redesigned in a simile fashion to the proposed project to reduce internal traffic conflicts.The cutrent gate entrance would be moved to the northeast corner of the facility and an Automated Gate System (AGS) would be added to increase drayage truck processing time. The current gate building would be demolished and replaced with a more modern improvement near the relocated gate entrance/driveway.A new communications tower would be constructed to improve yard communications and efficiencies. This alternative could potentially include the construction of other, ancillary buildings to modernize the facility, including a Driver Help Center and Crew Shanty but the existing facility footprint would not be large enough to support all proposed buildings, including the new 14,101 square foot Maintenance Building. As noted, this alternative would not include the acquisition or utilization of any additional land to physically expand the facility footprint.The loading ramp of the facility would therefore not be expanded/elongated and no additional parking for containers would be constructed. Union Pacific estimates that a more efficient facility layout within the existing footprint would only marginally increase lift capacity by two to four percent. Current lift capacity is mostly constrained by the length of the existing loading ramp and the amount of cargo container parking space within the existing footprint. Findings of Fact/ 32 November 2012 Statement of Overriding Considerations