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III. ENVIRONMENTAL SETTING,IMPACTS AND MrrIGATION MEASURES B. AIR QUALITY Mitigation Measures Proposed as Part of the Project None. Mitigation Measures Identified in This Report None required. Impact B.3: Mobile emissions generated by project traffic would increase CO concentrations at intersections in the project vicinity(Less than Significant). Increased CO concentrations are usually associated with roadways that are congested and with heavy traffic volumes. The SJVUAPCD has developed a preliminary screening method used to determine with fair certainty whether or not a project would substantially contribute to a violation of CO standards at any given intersection. The District has established that if either of the following criteria is met at any of the intersections affected by a project,the project could potentially create a violation of the CO standard: • A traffic study for the project indicates that the Level of Service(LOS)on one or more streets or at one or more intersections in the project vicinity will be reduced to LOS E or F;or • A traffic study indicates that the project will substantially worsen an already existing LOS F on one or more streets or at one or more intersections in the project vicinity. For those intersections where the project could create a violation of the CO standard, the District recommends conducting a more detailed analysis using methodologies outlined in the Transportation Project-Level Carbon Monoxide Protocol(CO Protocol)developed by the Institute of Transportation Studies at University of California at Davis. If after using this protocol there is still the potential for a violation to occur,the District recommends conducting a full CO dispersion modeling effort using Caltrans' CALINE4 model. Table III.0-7 in Section III.C,Traffic Circulation and Safety,shows existing a.m. and p.m. peak- hour traffic level of service conditions at the four study intersections: (1)Navy Drive and Fresno Avenue, (2)Charter Way and Stockton Street, (3)Charter Way and Fresno Avenue, and(4)Navy Drive and Pershing Avenue. As shown in Table III.0-7,each of these intersections currently operates at LOS C or better,except the unsignalized Charter Way/Stockton Street intersection (particularly the Stop-sign-controlled southbound Stockton Street left turn),which operates at LOS E during the a.m. peak-hour and LOS F during the p.m.peak-hour. The traffic analysis determined that with the inclusion of the project, study intersections would continue to operate at LOS C or better during a.m. and p.m. peak-hours,except the Charter Way/Stockton Street intersection. Under existing plus project conditions,the a.m. peak-hour LOS at the Charter Way/ Stockton Street intersection would drop from LOS E to LOS F,and the p.m. peak-hour LOS F would be worsened. Stockton Scavenger Transfer Station!~anion III.B.14 ESA/990190