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5.10 TRANSPORTATION

This section describes the impacts of the vehicular traffic associated with the various TWRS alternatives on the roadway system of the Hanford Site and vicinity. As described in Section 4.10, the roadways of primary concern would be 1) the segment of Stevens Road at the 1100 Area, which is the primary Site entrance from the city of Richland; and 2) the segment of Route 4, which is a continuation of Stevens Road northward into the Hanford Site, west of the Wye Barricade. Stevens Road and Route 4 are by far the Hanford Site's most heavily traveled north-south route, and both of the road segments experienced heavy peak hour congestion in the recent past, although congestion has declined in 1995 as Site employment levels declined. The standard traffic Level of Service hierarchy ranges from Level of Service A (least congested) to Level of Service F (most congested). Conditions worse than Level of Service D are considered unacceptable. Prior to mid-1995, morning peak hour congestion on Stevens Road frequently reached Level of Service F, while on Route 4, it frequently reached Level of Service E.

To estimate vehicular traffic impacts, expected incremental traffic volumes (approximately 98 percent personal vehicles and 2 percent trucks for all EIS alternatives) were added to estimated future baseline Hanford Site traffic volumes. The analysis focused on the peak year of activity for each EIS alternative, which differed based on the alternative-specific schedule for construction and operation. The approximate time frames before and after the peak year when increased traffic congestion also would be expected were identified as well. Because Hanford Site traffic volumes typically reach their daily peaks during the morning shift change, this analysis focused on the morning peak hour, the time period of expected greatest impact.

For the tank waste No Action, Long-Term Management, and In Situ Fill and Cap alternatives and all capsule alternatives, there would be negligible impacts on traffic conditions on the two roadways of primary concern. All of the remaining tank waste alternatives would contribute to level of service conditions, which are considered unacceptable (Level of Service E and F). The impacts of these alternatives generally would build prior to the peak year and decline in the years following the peak year. The peak year for the various EIS alternatives except Phased Implementation would be from 2001 to 2004 depending on the alternative. For the Phased Implementation (Total) alternative, the peak year of traffic impacts would be in 2010.

Impacts of TWRS alternatives' rail transport to and from the Hanford Site are described in Section 5.10.3. Transportation accident risks are described in Section 5.12 (Accidents).

There are a number of key assumptions that underlie the EIS traffic impact analysis, which include the following.

• Approximately 12 percent of the future total average daily traffic on Stevens Road would occur during the morning peak hour, while about 25 percent of the average daily traffic on Route 4 west of the Wye Barricade would occur during the morning peak. This assumption was based on traffic data from the last few years (BFRC 1993 and WHC 1994c).
• All TWRS day shift employee vehicular traffic would occur during the Hanford Site's morning peak hour, with an assumed average of 1.35 persons/vehicle to account for carpooling and vanpooling.
• There would be heavy use by TWRS employees of both the new State Route 240 Access Road (Beloit Avenue), which avoids Stevens Road and Route 4 entirely, and of the Route 2/11A route to the 200 Areas from the Wye Barricade, which avoids the critical segment of Route 4 west of the Wye Barricade.
• It is assumed that approximately 11 percent of TWRS employees would commute from areas west of the Hanford Site (e.g., Benton City and Prosser) and that about 6 percent would commute from West Richland. This was the distribution of Hanford Site employee points of origin in 1992 (BFRC 1993). These TWRS commuters were assumed largely to use alternatives to Stevens Road and Route 4, i.e., the Yakima Barricade Site entrance (commuters from the west), or Route 10 (West Richland commuters).

The transportation of borrow material from the potential Vernita Quarry and McGee Ranch borrow sites during closure, which would occur under all alternatives except No Action and Long-Term Management, would increase truck traffic on State Route 24 and on Route 11A leading to the 200 Areas. This traffic increase would take place during the construction of Hanford Barriers after waste treatment was completed. Hanford Barrier construction would occur almost entirely in the 2020's under all alternatives. No quantitative analysis has been performed, but given the projected long-term declines in overall Hanford Site employment, no substantial traffic congestion would be expected at this future date.

The onsite transport of waste from the inactive miscellaneous underground storage tanks would occur by a specially designed truck. There could be occasional interference with normal traffic flow onsite during these waste transport activities to ensure safety during the waste transport operations; however, the impact of these disruptions to peak community employee traffic could be mitigated by scheduling truck traffic during nonpeak hours.

5.10.1 Tank Waste Alternatives

The traffic impacts of each EIS alternative are described in the following text and summarized in Table 5.10.1.

No Action Alternative (Tank Waste)

Traffic impacts under the No Action alternative would be lowest of all the tank waste alternatives because this alternative would have the lowest employment levels (routine tank farm operations only). On Stevens Road, total morning peak hour traffic volumes would be approximately 3,100 (Table 5.10.1), which is about 6 percent lower than the 1992 levels that were evaluated as Level of Service F (highly congested). Thus, a Level of Service in the D to E range would be expected, which represents congestion approaching unacceptable conditions. On Route 4 west of the Wye Barricade, morning peak hour volumes would exceed 1,900, which is nearly 20 percent below the congested (Level of Service E) conditions observed in mid-1994. Thus, acceptable traffic conditions would be expected.

Long-Term Management Alternative

This alternative would have the same traffic volumes and impacts as the No Action alternative until the 2030's when there would be construction of new underground tanks. Because projecting future traffic levels 35 years in the future has large uncertainties, the traffic impacts of the Long-Term Management alternative were assumed to be the same as for No Action. Thus in 2001, it was assumed that traffic congestion would be approaching unacceptable levels on Stevens Road and acceptable levels on Route 4 west of the Wye Barricade.

Table 5.10.1 Peak Year Traffic Impacts

In Situ Fill and Cap Alternative

Under the In Situ Fill and Cap alternative, incremental traffic volumes in all years would be small because of the small workforce associated with the alternative (less than 150 in any year). Incremental traffic on the roadways of concern would not exceed 50 vehicles in the morning peak hour, which would have a negligible impact on traffic conditions.

In Situ Vitrification Alternative

Under the In Situ Vitrification alternative, during the peak year of 2004, morning peak hour volumes would reach 3,600 vehicles on Stevens Road at the 1100 Area. Additionally, traffic would be congested on the State Route 240 Bypass Highway approaching the intersection with Stevens Road. The TWRS traffic on Stevens Road would represent an increase of 33 percent above baseline levels in that year. Traffic congestion would be extremely heavy (Level of Service F). On Route 4 west of the Wye Barricade, morning peak hour volumes would be 2,100 vehicles, with TWRS vehicles representing an increase of about 25 percent above baseline traffic volumes. Traffic conditions would be somewhat congested (Level of Service D), as the volumes would be approximately 10 percent lower than the volumes that produced Level of Service E on the same road in 1994. Congestion on both roads would begin to build up in 2001 and would remain steady until 2007.

Ex Situ Intermediate Separations Alternative

Under the Ex Situ Intermediate Separations alternative, peak traffic flows would occur in the year 2002 and would result in extreme peak hour congestion (Level of Service F) on both roadways of interest. On Stevens Road, the morning peak hour volume would be about 4,700 vehicles. This would be well over the volumes that produced Level of Service F conditions in 1994. Additionally, traffic would be congested on the State Route 240 Bypass Highway approaching the intersection with Stevens Road. The TWRS traffic would increase peak hour volumes on Stevens Road by over 60 percent above the baseline. On Route 4, TWRS traffic volumes (3,100 vehicles) would be 70 percent above the baseline, which would produce total peak hour volume about 30 percent higher than the Level of Service E conditions observed in 1994. Congestion would begin to build up in 1999 and would continue at high levels until 2004.

Ex Situ No Separations Alternative

With the Ex Situ No Separations alternative, morning peak hour conditions in the year 2000 would be extremely congested (Level of Service F) on both roadways of concern. On Stevens Road in the 1100 Area, traffic volumes would be about 4,800 vehicles, with the alternative's traffic representing an increase of 60 percent over the baseline. Additionally, traffic would be congested on the State Route 240 Bypass approaching the intersection with Stevens Road. On Route 4 west of the Wye Barricade, traffic volumes would be approximately 3,200, an increase of 70 percent over baseline levels. Severely congested conditions would begin in 1999 and last through 2001.

In Situ Vitrification Alternative

Under the In Situ Vitrification alternative, during the peak year of 2004, morning peak hour volumes would reach 3,600 vehicles on Stevens Road at the 1100 Area. Additionally, traffic would be congested on the State Route 240 Bypass Highway approaching the intersection with Stevens Road. The TWRS traffic on Stevens Road would represent an increase of 33 percent above baseline levels in that year. Traffic congestion would be extremely heavy (Level of Service F). On Route 4 west of the Wye Barricade, morning peak hour volumes would be 2,100 vehicles, with TWRS vehicles representing an increase of about 25 percent above baseline traffic volumes. Traffic conditions would be somewhat congested (Level of Service D), as the volumes would be approximately 10 percent lower than the volumes that produced Level of Service E on the same road in 1994. Congestion on both roads would begin to build up in 2001 and would remain steady until 2007.

Ex Situ Intermediate Separations Alternative

Under the Ex Situ Intermediate Separations alternative, peak traffic flows would occur in the year 2002 and would result in extreme peak hour congestion (Level of Service F) on both roadways of interest. On Stevens Road, the morning peak hour volume would be about 4,700 vehicles. This would be well over the volumes that produced Level of Service F conditions in the recent past. Additionally, traffic would be congested on the State Route 240 Bypass Highway approaching the intersection with Stevens Road. The TWRS traffic would increase peak hour volumes on Stevens Road by over 60 percent above the baseline. On Route 4, TWRS traffic volumes (3,100 vehicles) would be 70 percent above the baseline, which would produce total peak hour volume about 30 percent higher than the Level of Service E conditions observed in 1994. Congestion would begin to build up in 1999 and would continue at high levels until 2004.

Ex Situ No Separations Alternative

With the Ex Situ No Separations alternative, morning peak hour conditions in the year 2000 would be extremely congested (Level of Service F) on both roadways of concern. On Stevens Road in the 1100 Area, traffic volumes would be about 4,800 vehicles, with the alternative's traffic representing an increase of 60 percent over the baseline. Additionally, traffic would be congested on the State Route 240 Bypass approaching the intersection with Stevens Road. On Route 4 west of the Wye Barricade, traffic volumes would be approximately 3,200, an increase of 70 percent over baseline levels. Severely congested conditions would begin in 1999 and last through 2001.

Ex Situ Extensive Separations Alternative

The Ex Situ Extensive Separations alternative would have the most intense traffic impacts of the EIS alternatives. In the peak year of 2003, extremely severe congestion (Level of Service F) would occur during the morning peak hour on both Stevens Road at the 1100 Area and on Route 4 west of the Wye Barricade. On Stevens Road, peak hour volumes would be approximately 6,200 vehicles, which would be a 130 percent increase over baseline conditions. This volume also would be 2,800 more vehicles than caused extreme congestion (Level of Service F) conditions on Stevens Road in 1992. Additionally, traffic would be congested on the State Route 240 Bypass approaching the intersection of Stevens Road. On Route 4 west of the Wye Barricade, traffic volumes would be approximately 4,700 vehicles, an increase of approximately 150 percent over the expected baseline volume. Severe congestion would begin in the year 2002 and continue through 2004.

Ex Situ/In Situ Combination 1 Alternative

Under this alternative, morning peak hour traffic volumes would occur in 2001 and would result in severe congestion (Level of Service F) on Stevens Road at the 1100 Area and slightly less severe but still unacceptable (Level of Service E) congestion on Route 4 west of the Wye Barricade. Additionally, traffic would be congested on the State Route 240 Bypass Highway approaching the intersection with Stevens Road. On Stevens Road, morning peak hour volumes would be about 3,700 vehicles. This would be about 350 vehicles (10 percent) more than the volumes that created Level of Service F in 1992. On Route 4 west of the Wye Barricade, morning peak hour volume would be approximately 2,200 vehicles, slightly less than the volumes that created Level of Service E in 1994. Congestion would begin to build up in 1999 and continue through 2004.

Ex Situ/In Situ Combination 2 Alternative

This alternative would have similar peak traffic volumes and resulting traffic impacts as the Ex Situ/ In Situ Combination 1 alternative. In the peak year of 2001, severe congestion (Level of Service F) would occur on Stevens Road at the 1100 Area, and slightly less severe but still unacceptable congestion (Level of Service E) would occur on Route 4, west of the Wye Barricade. Traffic on the 240 Bypass Highway approaching the intersection with Stevens Road also would occur. Morning peak hour volumes on Stevens Road would be about 3,600 vehicles. This would be about the same as the volumes that created Level of Service F in 1992. On Route 4 west of the Wye Barricade, morning peak hour volumes would be about 2,200 vehicles, which is almost the same as the volumes that created Level of Service E in 1994.

Phased Implementation Alternative

Phase 1

The greatest morning peak hour traffic volumes under Phase 1 of Phased Implementation would occur in 1999. These volumes would lead to severe congestion (Level of Service F) on Stevens Road at the 1100 Area and severe congestion (Level of Service E to Level of Service F) on Route 4 west of Wye Barricade. There also would be congestion on State Route 240 Bypass Highway approaching the intersection with Stevens Road. On Stevens Road, morning peak hour volumes would be approximately 4,300 vehicles, which would be about 30 percent more vehicles than the volume that produced Level of Service F conditions in 1992. On Route 4 west of Wye Barricade, morning peak hour volumes would be about 2,700 vehicles. This would be nearly 15 percent more vehicles than the volume that created Level of Service E conditions in 1994. This phase of the alternative's impacts would begin to build up in 1998 and would continue until 2000.

Total Alternative

The Phased Implementation alternative, when fully implemented, would involve the impacts detailed for Phase 1 as well as impacts associated with Phase 2 of the alternative. The peak traffic flows would occur in the year 2010 and would result in extreme peak hour congestion (Level of Service F) on both roadways of interest. On Stevens Road, the morning peak hour volume would be approximately 5,600 vehicles. On Route 4, the incremental TWRS traffic volumes of 2,900 vehicles would produce peak hour traffic that would result in Level of Service F conditions. Congestion would begin to build in 2007 and would continue at high levels and continue for several years after the 2010 peak.

5.10.2 Capsule Alternatives

Because employment under the cesium and strontium capsule alternatives would be less than 50 employees in the peak year, traffic volumes would be small. The capsule alternatives' incremental traffic volumes would have negligible impacts on traffic conditions at the Hanford Site.

5.10.3 Rail Traffic

Rail traffic volume would be relatively small for all EIS alternatives, and small impacts on the rail systems would be expected (Table 5.10.2). The No Action (Tank Waste) alternative would involve no rail traffic. The Long-Term Management alternative would involve approximately 65 rail trips per year during new tank construction in the 2030's and 2080's. The In Situ Fill and Cap alternative would involve three rail trips per year to deliver materials to the Site during construction and operations. The In Situ Vitrification alternative would involve 16 rail trips per year for transporting construction materials and chemicals used during operations to the Site.

The Ex Situ Intermediate Separations alternative would involve an average of 25 rail trips per year to deliver materials to the Site during construction and operations phases, and 17 rail trips per year to transport HLW to the potential geologic repository. In the year 2020 , when both waste processing operations and HLW shipments are ongoing, total rail traffic would be 42 trips per year (more than 3 trips per month).

Table 5.10.2 Rail Traffic Volumes

The Ex Situ No Separations alternative (Vitrification) would require 38 rail trips per year during construction and operations and 145 rail trips per year for HLW transport to the potential geologic repository. During the year 2020, when operation and HLW shipments overlap, a total of 50 rail trips per year ( approximately 4 rail trips per month) would be expected. The calcination option for the No Separations alternative would involve 18 trips per year during construction and operations, 51 HLW shipments per year to the potential geologic repository, and a combined peak (in 2020) of 69 rail trips per year (up to 6 trips per month).

The Ex Situ Extensive Separations alternative would require 30 rail trips per year to the Site during construction and operations phases and 5 trips per year of HLW shipments to the potential geologic repository. From 2022 to 2023 , when both operations and HLW shipments would be ongoing, rail trips would average 35 per year (3 per month). The Ex Situ/In Situ Combination 1 alternative would require 14 rail trips to the Site during construction and operations and 12 HLW rail shipments per year to the potential geologic repository. From 2022 to 2023 , when both operations and HLW shipments would be ongoing, rail trips would average 26 per year (2 per month). The Ex Situ/In Situ Combination 2 alternative would involve 9 trips per year during construction and operations, 7 HLW rail shipments per year, and 16 rail trips per year during 2020 when both operations and HLW shipments would be ongoing.

Phased Implementation (Phase 1) would involve 11 rail shipments per year to bring materials onto the Site, but no offsite shipments of HLW. The total Phased Implementation alternative would require 26 rail shipments per year during construction and operations, 17 rail shipments per year to the potential geologic repository. This results in 43 rail trips per year ( 3 to 4 rail trips per month) from 2022 to 2028 when both operations activities and HLW shipments would be ongoing.

Rail traffic volumes associated with the capsule alternatives would be minimal, as discussed in the following text. The No Action and Onsite Disposal alternatives would involve no rail traffic. The Overpack and Ship alternative would involve six rail shipments of HLW per year to the potential geologic repository in 2028 and 2029 only. Rail trips associated with the Vitrify with Tank Waste alternative were included in the rail trips estimated for each of the tank waste ex situ alternatives.