Project Study Report/ Project Development Support

(PSR/PDS)Imperial Avenue Extension

April 2006County of Imperial

California

This Project Study Report (Project Development Support) has been prepared under the direction of the following registered civil engineer. The registered civil engineer attests to the technical information contained herein and the engineering data upon which recommendations, conclusions, and decisions are based.

04/12/2006

Don Bloodworth, P.E. DATE Dokken Engineering with Vanessa Hobson, E.I.T.

Don Bloodworth C60954 12/31/06

TABLE OF CONTENTS 1. INTRODUCTION ................................................................................................................. 4

2. BACKGROUND.................................................................................................................... 5

3. NEED AND PURPOSE......................................................................................................... 6

A. Purpose Statement ........................................................................................................... 6 B. Need Statement ................................................................................................................ 6 Table 1: Level of Service Descriptions for Intersections ................................................................................... 8 Table 2: City of El Centro Circulation System Performance Criteria ............................................................. 9 Table 3: County of Imperial Circulation System Performance Criteria .......................................................... 9 Table 4: Existing and Forecast Intersection Operations.................................................................................. 9 Table 5: Existing and Forecast Street Segment Volumes (City of El Centro Classifications) ....................... 10 Table 6: Existing and Forecast Street Segment Volumes (Imperial County Classifications) ........................ 11

4. ALTERNATIVES................................................................................................................ 12

5. SYSTEM & REGIONAL PLANNING ............................................................................. 13

6. ENVIRONMENTAL DETERMINATION AND ENVIRONMENTAL ISSUES......... 14

7. RIGHT OF WAY & UTILITIES....................................................................................... 23

8. FUNDING/SCHEDULING................................................................................................. 24 Table 7: Cost Estimate Summary for Preferred Alternative........................................................................... 24

9. PROGRAMMING RECOMMENDATION ..................................................................... 24

10. PROJECT REVIEWS ...................................................................................................... 24

11. PROJECT PERSONNEL................................................................................................. 25

12. ATTACHMENTS ............................................................................................................. 27 A. Vicinity Map B. Traffic Volumes and Operational Analysis C. Typical Cross Section D. Preferred Alternative Layout with Right of Way and Utilities E. Preliminary Environmental Assessment Report (PEAR)/Initial Site Assessment (ISA)

Checklist F. Engineer’s Estimate

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1. Introduction This Project Study Report (PSR) (Project Development Support) (PDS) addresses the proposal to construct a 7,000-foot (2.13 km) extension of the existing Imperial Avenue in order to accommodate existing and planned growth and circulation within the City of El Centro and the unincorporated areas of the County of Imperial. This extension would be constructed from a new, proposed interchange at Imperial Avenue and Interstate 8 (I-8), southerly to a T-intersection with McCabe Road. The existing Imperial Avenue/I-8 interchange is not configured to serve north-south traffic across I-8. Extending Imperial Avenue to the south in conjunction with reconstruction the current interchange will provide traffic continuity to service the expansion of private development south of I-8 and will relieve traffic congestion at adjacent I-8 interchanges. Attachment A provides a map of the project vicinity. Imperial Avenue / I-8 Interchange According to the Interstate 8/Imperial Avenue Interchange Reconstruction Imperial County—Initial Study/Environmental Assessment and Proposed Mitigated Negative Declaration dated December 2003, Caltrans and the Project Development Team (PDT) identified six (6) Alternatives for the interchange, including a No-Build Alternative for study. Alternative 2, which is currently in development, was chosen as the preferred alternative since it provides the greatest ramp access and the highest traffic capacity. This new interchange consists of a type L-2 diamond configuration north of I-8 and a type L-9 configuration south of I-8. A four-lane Imperial Avenue overcrossing and a free right-turn loop ramp to eastbound I-8 are included in this arrangement. According to Traffic Studies prepared for the interchange, the loop ramp provides the optimum accommodation of current and future increases in traffic from southbound Imperial Avenue to eastbound I-8 by eliminating a conflicting left turn from southbound Imperial Avenue onto the eastbound I-8 ramp. The proposed Imperial Avenue Extension connects the southern interchange terminus directly with McCabe Road by following a straight line southerly. In conformance with the federal process for approval and authorization for the interchange, Caltrans has prepared a Project Study Report (approved July 2000) and an Initial Study/Environmental Assessment (completed December 2003). Imperial Avenue Arterial Extension The Project Approval and Environmental Document (PA/ED) phase of project development was originally expected to be initiated in 2005 and completed in 2007. The PA/ED phase is expected to cost $250,000. Cost estimations were calculated for the year of construction (2008) to reflect a 3.5 percent increase for inflation compounded annually. Total estimated project costs, in 2008 dollars, are $4,960,000 (which includes $3,695,000 in capital costs). The project development and construction administration costs will be approximately $1,264,000. The City of El Centro and regional circulation elements identify the Imperial Avenue Extension Project as one of the most important inter-regional projects in the Imperial Valley. The extension is designated as a “major arterial” with Class II Bike Lanes for

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bicyclists and sidewalks for pedestrians. Danenberg Drive, which intersects the Imperial Avenue Extension, is also designated as a “major arterial” road. The extension is also consistent with other local planning documents, including the Imperial Valley Association of Government’s Regional Transportation Plan. The County and the City will seek Federal funding for this work. Federal funding will necessitate adhering to the Federal process for project approval and authorization.

2. Background The existing Imperial Avenue/I-8 interchange and overcrossing were constructed in 1967 as a trumpet-type or modified L-12 design with the purpose of providing access to developed areas north of I-8 in El Centro. At the time, land usage south of I-8 was agricultural and no development was planned in the area for the 20-year design period of the interchange. Southerly access to and from I-8 was determined to be adequate for agricultural purposes and is still utilized at both the La Brucherie Avenue overcrossing, located about 0.5 miles (0.8 km) west of Imperial Avenue and the Eighth Street overcrossing located about 0.5 miles (0.8 km) to the east. Additional access to the areas south of I-8 is also provided by the diamond interchange at Fourth Street (SR-86) approximately 1 mile (1.6 km) to the east. Existing developments south of I-8 generate traffic that must use these adjacent overcrossings and interchanges in a circuitous and inefficient manner. Further development planned south of I-8 is expected to exacerbate existing congested traffic conditions at adjacent interchanges. Efforts have been ongoing since the early 1970s to redesign and reconstruct the interchange in order to correct existing and predicted deficiencies. A general lack of funding and support has prevented the completion of design plans and reconstruction. The first effort to reconstruct the interchange was marked by the approval of a Project Report (PR) on April 10, 1971, which identified the need to extend the interchange to accommodate proposed development south of I-8. The City of El Centro requested that the interchange be modified to provide access to planned development south of I-8 and to accommodate the associated future traffic increases (resolution No.71-34, approved October 27, 1971). A Negative Declaration (ND) was prepared and approved by Caltrans in 1973 for an interchange reconstruction project providing southerly access to designated future development areas. Caltrans prepared an Initial Study/Environmental Assessment (IS/EA) in 1982. However, a final environmental document (FED) was not approved. A subsequent Negative Declaration/Finding of No Significant Impact (ND/FONSI) for the interchange was signed on August 28, 1989. Upon request from the Imperial Valley Association of Governments (IVAG) Caltrans prepared a PSR for the interchange, which was approved on June 6, 2000. This PSR (PDS) for the Imperial Avenue Extension was commissioned by the County to evaluate the conditions further for programming justification. Since both the 1990 City of El Centro Amended General Plan and the City of El Centro Redevelopment Plan provide specifically for the extension of Imperial Avenue to areas south of I-8 that are planned for development, the extension is consistent with long-range planning goals and policies of the City.

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According to the Interstate 8/Imperial Avenue Interchange Reconstruction Imperial County—Initial Study/Environmental Assessment and Proposed Mitigated Negative Declaration dated December 2003, both English-language and Spanish-language members of the public, various public agencies, and civic groups were provided the opportunity to comment by mail and at a public scoping meeting held June 18, 2002 at the City of El Centro City Council Chambers. Additional opportunities to comment will be available during the public review period subsequent to circulation of the Draft Environmental Document (DED) for the proposed project. Substantive comments will be considered and incorporated into the Final Environmental Document (FED) and final project design.

3. Need and Purpose

A. Purpose Statement

The purpose of the Imperial Avenue Extension project is to: 1) accommodate existing and planned growth and traffic circulation system improvements within the City of El Centro and local unincorporated Imperial County area south of the I-8/Imperial Avenue interchange, 2) improve safety and lower accident rates at the interchange, and 3) improve drainage near the adjoining interchange.

B. Need Statement

Traffic in the project area is primarily inter-regional traffic. Imperial Avenue north of I-8 is a major north-south route through the City of El Centro. Motorists wishing to continue to the south and east from Imperial Avenue must enter the I-8 freeway and exit at Fourth Street (SR-86) 1 mile (1.6 km) to the east. This traffic pattern exacerbates the congested traffic condition that already exists at the Fourth Street (SR-86)/I-8 Interchange. Motorists wishing to continue to the south and west from Imperial Avenue must enter the I-8 freeway and exit at Forrester Road 3 miles (4.8 km) to the west. The extension of Imperial Avenue is expected to produce the beneficial effect of reducing predicted traffic congestion levels at the I-8/Fourth Street interchange by providing an alternative north-south route across I-8 on Imperial Avenue to and from the vicinity of the McCabe Road/Fourth Street Intersection. It should be noted that if and when SR-86 is relinquished to the City, Imperial Avenue will be the primary arterial used. The proposed interchange reconstruction is needed to remove constraints to future improvements of the local and regional arterial systems. The proposed extension of Imperial Avenue south of I-8 will work in conjunction with the new interchange to complement the goals of both the 1990 City of El Centro Amended General Plan and the City of El Centro Redevelopment Plan, which provide for orderly, planned commercial growth and residential development south of I-8. Reconstruction of the interchange and extension of Imperial Avenue facilitate Objective 2.1 of the County of Imperial General Plan Open Space & Circulation Element, which states, “Develop a balanced circulation system which will provide for the economical, efficient, and safe movement of people and goods within and through the County.” The proposed interchange reconstruction and

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extension would not only reduce out of direction travel to and from the city center, but would also promote bicycling as an alternative mode of transportation in El Centro by completing a route in the City Master Bicycle Plan. Construction of Imperial Avenue on the south side of the interchange is a joint project of the City of El Centro and Imperial County.

Regional population forecasts anticipate a 95 percent increase in population in Imperial County from the base year 2000 to 2020. This increase in population will create demand for additional housing, employment, and public facilities and will result in increased traffic in the region. The projected 2030 traffic volumes on Imperial Avenue indicate that reconstruction of the Imperial Avenue/I-8 interchange would relieve capacity and operational problems in the area. Single-family subdivision development has already occurred south of the I-8/Imperial Avenue interchange in both the southeast and southwest quadrants. A water treatment plant and Imperial County offices as well as a County Jail Facility have also been constructed in areas south of the project area. Development south of I-8 is expected to increase recreational demand in the area, including demand for bicyclist and pedestrian facilities. Research of available parcel maps indicates that there are several private subdivisions planned for the area immediately south of the proposed interchange. The Farmer Estates subdivision is located immediately south and west of the new, proposed interchange. Desert Village Unit 5 is located south and east of the new, proposed interchange at the future intersection with Danenberg Drive. Buena Vista Park is located south and east of the new, proposed interchange between the future intersections of Manuel A. Ortiz and Valley View Avenues. Coordinating with the developers of these subdivisions will be necessary and important. It is equally important to coordinate with the Imperial Irrigation District (IID), which operates the Dahlia Lateral and Date Drain running adjacent to the proposed roadway extension.

Planning Objectives The proposed extension of Imperial Avenue helps to facilitate goals of the City of El Centro General Plan “Circulation” and “Conservation Elements”. The proposed project also provides consistency with other area projects and State, Regional, and local planning documents including the Imperial Valley Association of Governments’ 20-year Regional Transportation Plan (RTP) and the latest Interstate 8 Transportation Concept Report. This project is also consistent with the 2002 Imperial County Transportation Plan Update Highway Element, June 2002. The proposed extension project is also consistent with Southern California Association of Governments’ (SCAG) 2000/2001-2005/2006 Draft Regional Transportation Improvement Program (2001 RTIP) and SCAG’s 2001-2025 Regional Transportation Plan (2001 RTP).

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Capacity and Transportation Demand Imperial Avenue is a critical link for traffic circulation within the community of El Centro. Traffic on Imperial Avenue north of the I-8 interchange was anticipated to increase 90 percent by the year 2030. Currently, north/south traffic must cross I-8 on other arterials such as Eighth Street and Fourth Street to the east or La Brucherie Avenue to the west. The extension of Imperial Avenue southward towards McCabe Road will address regional traffic increases and circulation by providing people with alternate routes for accessing planned developments to the south and the city center and SR-86 to the north. An analysis of the existing freeway and roadways within the project area was performed utilizing the methods defined within the 2000 Highway Capacity Manual (HCM). The analysis evaluated traffic operations for the two feasible project alternatives: the No-Build Alternative and the Build Alternative. The No-Build Alternative proposes to maintain all facilities in the current condition. The Build Alternative proposes to extend Imperial Avenue south to a T-intersection with McCabe Road. The build alternate will incorporate the future intersections of Wake Avenue, Danenberg Drive, and Manuel A. Ortiz and Valley View Avenues. The Traffic Operations Analysis report, included as Attachment B, identifies existing and future traffic conditions and establishes a definite need for interchange improvements and the extension of Imperial Avenue.

Level of Service (LOS) is a qualitative measure used to describe operational conditions within a traffic stream and service factors observed by motorists. The levels are depicted with letter designations A through F, with LOS A representing the best operating conditions and LOS F the worst. Table 1 defines the characteristics associated with each service category.

Table 1: Level of Service Descriptions for Intersections

Level Of Service

Average Control Delay Per Vehicle (Seconds/Vehicle)

Signalized Intersection

Average Control Delay Per Vehicle (Seconds/Vehicle) Unsignalized Intersection

LOS A 0.0 ≤ 10.0 0.0 ≤ 10.0 LOS B 10.01 to 20.0 10.01 to 15.0 LOS C 20.1 to 35.0 15.1 to 25.0 LOS D 35.1 to 55.0 25.1 to 35.0 LOS E 55.1 to 80.0 35.1 to 50.0 LOS F ≥ 80.0 ≥ 50.0

Source: Highway Capacity Manual, 2000.

Street segment analysis is based upon the comparison of daily traffic volumes (ADTs) to the County of Imperial Roadway Classification Level of Service, and ADT Tables. Table 2 provides Level of Service estimates based on the City of El Centro traffic volumes and roadway characteristics. Table 3 provides Level of Service estimates based on the County of Imperial traffic volumes and roadway characteristics.

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Table 2: City of El Centro Circulation System Performance Criteria Level Of Service Roadway Classification Number

of Lanes A B C D E Freeway 4 30,000 40,000 50,000 60,000 70,000

Four Lane Arterial 4 14,800 24,700 29,600 33,400 37,000 Two Lane Arterial 2 2,000 4,500 7,700 11,800 17,500

Collector 2 1,900 4,100 7,100 10,900 16,200 Residential Street 2 * * 1,500 * *

Residential or Cul-de-Sac Loop Street 2 * * 200 * *

* Levels of service are not applied to residential streets since their primary purpose is to serve abutting lots, not carry through traffic. Levels of service normally apply to roads carrying through traffic between major trip generators and attractors.

Source: Table C-2 El Centro General Plan.

Table 3: County of Imperial Circulation System Performance Criteria Level Of Service Roadway Classification X-Section

A B C D E Prime Arterial 106/126 22,200 37,000 44,600 50,000 57,000 Minor Arterial 82/102 14,800 24,700 29,600 33,400 37,000

Major Collector 64/84 13,700 22,800 27,400 30,800 34,200 Minor Collector Street 40/70 1,900 4,100 7,100 10,900 16,200

Local Street 40/60 * * 4,500 * * Residential Street 40/60 * * 1,500 * *

Residential Cul-de-Sac or Loop Street 40/60 * * 200 * *

* Levels of service are not applied to residential streets since their primary purpose is to serve abutting lots, not carry through traffic. Levels of service normally apply to roads carrying through traffic between major trip generators and attractors.

Source: Table 3 Imperial County General Plan.

Based upon the County of Imperial’s goals, LOS C is proposed as the minimum operating level for the Imperial Avenue Extension and associated ramps and intersections within the project area. Due to the recent signalization of the Fourth Street (SR-86)/I-8 Interchange, the existing intersection operations at the influential intersections nearest to the project site are an acceptable LOS C or better. The Fourth Street/McCabe Road intersection also operates at LOS C. Table 4 summarizes the existing and future intersection operations.

Table 4: Existing and Forecast Intersection Operations

Existing Year 2030

Intersection Peak Hour Control Type Delaya LOSb Control

Type Delaya LOSb

Fourth Street (SR-86) / I-8 Westbound Ramps

AM PM Signalized 17.6

20.5 B C Signalized 21.9

33.3 C C

Fourth Street (SR-86) / I-8 Eastbound Ramps

AM PM Signalized 24.9

28.6 C C Signalized 25.2

26.7 C C

Fourth Street (SR-86) / McCabe Road

AM PM TWSCc 15.9

18.1 C C Signalized 34.2

34.9 C C

Imperial Avenue / I-8 Westbound Ramps N/A N/A N/A N/A Signalized 26.8

33.9 C C

Imperial Avenue / I-8 Eastbound Ramps N/A N/A N/A N/A Signalized 14.8

17.2 B B

Imperial Avenue / Wake Avenue N/A N/A N/A N/A Signalized 19.1

20.6 B C

Imperial Avenue / McCabe Road N/A N/A N/A N/A Signalized 22.7

20.8 C C

Footnotes: a. Average delay expressed in seconds per vehicle b. LOS = Level of Service c. TWSC – Two-Way Stop Controlled intersection. Minor street left turn delay is reported.

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Several street segments in the project area were analyzed under “Existing Buildout” conditions using both the City of El Centro and Imperial County’s General Plan Classifications for each street segment. Table 5 shows the results of the analysis and also shows the City of El Centro’s General Plan Classification for each segment. Based on LLG’s City of El Centro Preliminary Circulation Element Update (South of I-8), all of the street segments in the project area are calculated to operate at LOS C or better under Existing Buildout conditions. All of the street segments in the study area are calculated to operate at an acceptable LOS C or better in the Year 2030 with the exception of Fourth Street (SR-86) between I-8 and Danenberg Drive. If Fourth Street was widened to six-lanes between I-8 and Danenberg Drive, LOS C operations could be achieved. Table 5: Existing and Forecast Street Segment Volumes (City of El Centro Classifications)

Existing Year 2030 Segment City of El Centro

General Plan Classificationa

ADTb LOSc City of El Centro

General Plan Classificationa

ADTd LOSc

La Brucherie Avenue

I-8 to McCabe Road 2-lane Arterial 5,000 C 4-lane Collector 16,720 B

South of McCabe Road 2-lane Arterial 1,900 A 4-lane Collector 8,240 A

Imperial Avenue I-8 to McCabe Road

(4 lane scenario) N/A N/A N/A 4-lane Arterial 12,420 A

South of McCabe Road (6 lane scenario) N/A N/A N/A 6-lane Prime

Arterial 12,420 A

Clark Road

I-8 to McCabe Road 2-lane Arterial 4,100 B 4-lane Collector 12,570 A

South of McCabe Road 2-lane Arterial 3,300 B 4-lane Collector 6,800 A

Fourth Street (SR-86)

I-8 to Danenberg Drive 4-lane Arterial 22,600 B 4-lane

Arterial 32,050 D

Danenberg Drive to McCabe Road

4-lane Arterial 7,400 A 4-lane

Arterial 27,740 C

South of McCabe Road 4-lane Arterial 5,200 A 4-lane

Arterial 13,780 A

McCabe Road West of La Brucherie

Avenue 2-lane

Collector 3,900 B 4-lane Collector 9,250 A

La Brucherie Avenue to Imperial Avenue

2-lane Collector 4,200 C 4-lane

Collector 19,260 B

Imperial Avenue to Clark Road

2-lane Collector 5,200 C 4-lane

Collector 23,350 C

Clark Road to Fourth Street (SR-86)

2-lane Collector 3,700 B 4-lane

Collector 24,770 C

East of Fourth Street (SR-86)

2-lane Collector 2,400 B 6-lane Prime

Arterial 35,210 B

General Notes: a. Based on LLG’s City of El Centro Preliminary Circulation Element Update (South of I-8) report, dated March 30, 2005 (See Appendix F). b. Volumes shown in ADT (Average Daily Traffic). Source = Caltrans and LLG commissioned counts in July 2004 and December 2004. A 10%

growth factor was applied to the July 2004 counts to account for summertime counts when traffic is lower. Some ADTs were derived based on a 15% relationship to the AM and PM peak hour intersection turn movements.

c. LOS = Level of Service d. Volumes shown in ADT (Average Daily Traffic). A 12% growth factor was applied to the Year 2025 Average Daily Traffic (ADT) volumes

obtained from the Imperial County Traffic Model. The volumes were also updated to include other planned projects not currently included in the forecast.

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Table 6 shows the results of the analysis and also shows the Imperial County’s General Plan Classification for each segment. Based on Imperial County’s Circulation and Scenic Highway Element, all of the street segments in the project area are calculated to operate at LOS C or better under Existing Buildout conditions. All of the street segments in the study area are calculated to operate at an acceptable LOS C or better in the Year 2030 with the exception of Fourth Street (SR-86) between I-8 and Danenberg Drive and McCabe Road east of Fourth Street (SR-86). If Fourth Street (SR-86) was widened to six-lanes between I-8 and Danenberg Drive and McCabe Road was widened to six-lanes east of Fourth Street (SR-86), LOS C operations could be achieved.

Table 6: Existing and Forecast Street Segment Volumes (Imperial County Classifications)

Existing Year 2030 Segment Imperial County

General Plan Classificationa

ADTb LOSc Imperial County

General Plan Classificationa

ADTd LOSc

La Brucherie Avenue

I-8 to McCabe Road 2-lane Minor Collector 5,000 C 4-lane

Major Collector 16,720 B

South of McCabe Road 2-lane Minor Collector 1,900 B 4-lane

Major Collector 8,240 A

Imperial Avenue I-8 to McCabe Road

(4 lane scenario) N/A N/A N/A 4-lane Major Collector 12,420 A

South of McCabe Road (6 lane scenario) N/A N/A N/A 6-lane

Prime Arterial 12,420 A

Clark Road

I-8 to McCabe Road 2-lane Minor Collector 4,100 B 4-lane

Minor Arterial 12,570 A

South of McCabe Road 2-lane Minor Collector 3,300 B 4-lane

Minor Arterial 6,800 A

Fourth Street (SR-86)

I-8 to Danenberg Drive 4-lane Minor Arterial 22,600 B 4-lane

State Highway 32,050 D

Danenberg Drive to McCabe Road

4-lane Minor Arterial 7,400 A 4-lane

State Highway 27,740 C

South of McCabe Road 4-lane Minor Arterial 5,200 A 4-lane

State Highway 13,780 A

McCabe Road West of La Brucherie

Avenue 2-lane

Minor Collector 3,900 B 4-lane Major Collector 9,250 A

La Brucherie Avenue to Imperial Avenue

2-lane Minor Collector 4,200 C 4-lane

Minor Arterial 19,260 B

Imperial Avenue to Clark Road

2-lane Minor Collector 5,200 C 4-lane

Minor Arterial 23,350 B

Clark Road to Fourth Street (SR-86)

2-lane Minor Collector 3,700 B 4-lane

Minor Arterial 24,770 C

East of Fourth Street (SR-86)

2-lane Minor Collector 2,400 B 4-lane

Minor Arterial 35,210 E

General Notes: a. Based on Imperial County’s Circulation and Scenic Highways Element dated December 16, 2003. b. Volumes shown in ADT (Average Daily Traffic). Source = Caltrans and LLG commissioned counts in July 2004 and December

2004. A 10% growth factor was applied to the July 2004 counts to account for summertime counts when traffic is lower. Some ADTs were derived based on a 15% relationship to the AM and PM peak hour intersection turn movements.

c. LOS = Level of Service d. Volumes shown in ADT (Average Daily Traffic). A 12% growth factor was applied to the Year 2025 Average Daily Traffic

(ADT) volumes obtained from the Imperial County Traffic Model. The volumes were also updated to include other planned projects not currently included in the forecast.

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As shown in Tables 5 and 6, Imperial Avenue between I-8 and McCabe Road is calculated to operate at LOS A in both the near-term and the Year 2030. This is true whether the Imperial Avenue extension is built to a four-lane or six-lane capacity. Since four lanes would be more than sufficient to handle the expected volumes in the Year 2030, it is recommended that the Imperial Avenue Extension be built as a four-lane roadway with the ability to be re-striped to six lanes in the future. The roadway should be classified as a Four-Lane Arterial in the City of El Centro’s Circulation Element and as a Four-Lane Major Collector in Imperial County’s Circulation Element. Traffic Accident Analysis and Safety The majority of the accidents that have occurred at the I-8/ Imperial Avenue Interchange are of the ramp-runoff type where motorists failed to successfully maneuver the existing loop turns for both the eastbound I-8 exit ramp to northbound Imperial Avenue and the southbound Imperial Avenue entrance ramp to eastbound I-8. The overcrossing and entrance and exit ramps would be upgraded in the proposed project, better compensating for factors of driver inattention and confusion. Accident rates for the interchange are shown in the IS/EA document dated December 2003. There is no accident data available for the Imperial Avenue Extension because there is no existing road in service.

4. Alternatives

Concurrence by the Project Development Coordinator for further study of the feasible alternatives included in this PSR (PDS) does not constitute approval of any non-standard features identified currently or in the future. Separate documentation and approval(s) will be required as per Chapter 21 of the Project Development Procedures Manual (PDPM).

An exhibit showing the full project area is included as Attachment C. Conceptual drawings showing the proposed typical section and plan view layout are included in Attachments C, D, respectively. Attachment F contains engineer’s estimate outlining costs for the design alternative. The two alternatives under consideration are:

• No Build Alternative Imperial Avenue is not extended and no additional access is provided to southerly areas near the Imperial Avenue/I-8 Interchange. It should be noted that Imperial Avenue will be partially extended to construct the new interchange. The No Build Alternative does not fulfill the project’s purpose and need.

• Build Alternative Imperial Avenue is extended from the new, proposed Imperial Avenue/I-8 interchange to a T-intersection with McCabe Road to the south. Intersections with the future Wake Avenue, Danenberg Drive, and Manuel A. Ortiz and Valley View

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Avenues are planned along this route. It should be noted that the new, proposed interchange must be built in order for the Imperial Avenue extension to serve the project’s purpose and need.

Structure Advance Planning Studies

Structure advance planning studies were not prepared for this project because there are no structures involved in the extension of Imperial Avenue. All roadway facilities for the Build Alternative will be at grade and near existing grade.

5. System & Regional Planning

Interstate 8 (I-8), adopted in 1964, runs west to east from Ocean Beach to its terminus at the California-Arizona state line near Yuma, Arizona. Within Imperial County, I-8 is included as part of the Interregional Road System (IRRS), the National Highway System (NHS), the International Border Trade Corridors (IBTC), the International Corridors of Economic Significance (ICES) and the national network for Surface Transportation Assistance Act (STAA) trucks. This project is one of the highest priority projects for Imperial County. The City of El Centro General Plan calls for southerly access from the Imperial Avenue/I-8 interchange and the relief of traffic congestion at the Fourth Street/I-8 interchange. As discussed in Section 3, the proposed project provides consistency with the Imperial Valley Association of Governments’ 20-year Regional Transportation Plan (RTP) and the latest Interstate 8 Transportation Concept Report. This project also provides consistency with the 2002 Imperial County Transportation Plan Update Highway Element, Southern California Association of Governments’ (SCAG) 2000/2001-2005/2006 Draft Regional Transportation Improvement Program (2001 RTIP) and SCAG’s 2001-2025 Regional Transportation Plan (2001 RTP). The proposed project is consistent with the objectives, policies, and actions identified in these documents. Within the “Circulation Element” of the City of El Centro General Plan, the proposed extension of Imperial Avenue is a major arterial to serve future population growth. The proposed extension would reduce the direction of travel to and from the city center of El Centro north of I-8, and to the cities of Imperial and Brawley further north on SR-86. In addition, the project helps to facilitate goals of the City of El Centro General Plan by reducing the frequency and length of local vehicle trips and the promotion of bicycling as an alternate mode of transportation in the City. The Land Use, Resource Management, Public Safety, Noise, and Recreation Elements of the General Plan also contain supporting policies which influence the proposed project.

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6. Environmental Determination and Environmental Issues

Biological Resources The majority of the project area north of I-8 is primarily used for commercial and residential purposes. To the south of I-8, the project area had been actively farmed until 1985 and presently consists of abandoned dirt lots with some developed residential subdivisions near the project limits. The area immediately surrounding the interchange consists of bare dirt slopes landscaped with tamarisk (Tamarix sp.), eucalyptus, and small California fan palms (Washingtonia filifera). The biological resource that occurs within the project area is the sensitive Western Burrowing Owl (Athene cunicularia), protected under the Migrating Bird Treaty Act. Per a biological evaluation completed on September 12, 2001, approximately three burrowing owls and five burrows were observed on the dirt berms surrounding the interchange and bridge abutments on the southeast side of I-8. The District biologist has determined that no substantial impacts to biological resources would be expected from this project as planned if the conditions described below are implemented. For the sensitive Western Burrowing Owl, mitigation would be construction-related and would include limitations on the timing of construction (during the breeding season of this species) and/or exclusion of owl burrows during the non-breeding season and prior to construction. The preferred mitigation for impacts to burrowing owls is to establish a construction window that would avoid any work during breeding season (February 1 to August 31). A qualified biologist must survey within the impact area and excavate all owl burrows and potential owl burrows within the impact zone and within an additional 164 ft (50 m) beyond to avoid having owls attempt to nest on site. The surveys and excavations will be based on methods established by the USFWS and the California Burrowing Owl Consortium (1993). Additional surveys under the supervision of a biologist will be required on a weekly basis until construction begins to assure that new holes are not made or occupied by owls. If, despite these efforts, owls are found nesting within right of way during construction, the nest(s) will be designated as an Environmentally Sensitive Area(s) and no construction will occur within a radius of 164 ft (50 m) until nesting is complete. Artificial burrows will be designed and placed at specific locations within and/or adjacent to the project vicinity. Design, number, and location of burrows will be coordinated with district biologist, resident engineer, and maintenance, as well as Imperial Irrigation District (IID) staff. Any graded areas within the project limits must be seeded with an appropriate erosion control mix and any trees removed will be replaced. In addition, any vegetation clearing including tree removal within the project limits will be limited to the period from September 1 to January 31, the time of year that is outside the breeding season. On February 3, 1999, President Clinton signed Executive Order 13112 requiring Federal agency action to combat the introduction or spread of invasive species in the United States. Federal Highway Administration (FHWA) guidance issued August 10, 1999

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directs the use of the state’s noxious weed list (January 6, 1999) to define the invasive plants that must be considered as part of the National Environmental Policy Act (NEPA) analysis for a proposed project. No plants found on the Federal Noxious Weed Regulations (7 CFR 360) list were observed in the project area. Noxious weeds found on the California Exotic Pest Plant Council Exotic Pest Plants of Greatest Ecological Concern (October 1999) were detected in the project surround areas and include Australian saltbrush (Atriplex semibaccata; List A-2; Most Invasive Wildland Pest Plants: Regional), and tamarisk (Tamarisk chinensis and T. gallica; List A-1; Most Invasive Wildland Pest Plants: Widespread). Other, non-invasive vegetation in the area consists of eucalyptus (Eucalyptus ssp.) and small palms. Invasive species exist within the projects areas will be removed prior to construction and replaced with non-invasive landscaping elements that will include drought tolerant native species, whenever practicable. Invasive species may be introduced or spread within the project limits during soil disturbance activities (clearing/grubbing and grading), be present on construction equipment brought onsite or taken offsite, and inadvertently included in seed mixes or in the soil of container stock. Measures to minimize and eradicate invasive vegetation will be implemented. In areas of particular sensitivity, such as the Date Drain, extra precautions shall be taken to exclude invasive species if found in or adjacent to construction areas. These may include the inspection and cleaning of construction equipment or other eradication strategies. No adverse impacts to sensitive habitat areas involving invasive species are anticipated as a result of the proposed project. A list of the sensitive plant and animal species occurring within these areas is provided in the Preliminary Environmental Assessment Report (PEAR), included as Attachment E. These sensitive species include the western burrowing owl and the California palm fan. The western burrowing owl is currently protected under the Migratory Bird Treaty Act.

Drainage No surface water bodies or natural drainages exist within or near the vicinity of the project location. Regionally, this project is located within Hydrologic Unit 723.10 (Imperial Valley). The water bodies within this hydrologic unit are: Alamo River, Imperial Valley Drains, New River, Ramer Lake, Wiest Lake, and the Wister Unit. These waterbodies drain into the Salton Sea and contain 303(d) pollutants, including those listed below:

• Alamo River pollutants: selenium, pesticides, and sedimentation/siltation. • Imperial Valley Drain Pollutants: selenium, sedimentation/siltation, and

pesticides. • New River pollutants: sedimentation/ siltation, bacteria, nutrients, volatile organic

compounds (VOCs), and pesticides. • Salton Sea pollutants: salinity, nutrients, and selenium.

Drainage from the existing area does not contribute substantially to pollutant levels in the above-mentioned regional water bodies.

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A natural-lined irrigation ditch, the Date Drain, presumably operated by the Imperial Irrigation District (IID), runs in a north-south direction from McCabe Road to the future Imperial Avenue interchange. The ditch is located along and near the boundary of abutting properties. The Date Drain contains drainage from adjacent farmlands and transports water ultimately to the Salton Sea. It appears as if the Date Drain can be avoided by the roadway alignment. Any relocation or undergrounding of the Date Drain will be coordinated with the IID. The proposed project is located within the Imperial Valley, which is underlain with very deep silty, wet clay. This soil is characteristic of floodplains, basins, and lakebeds. Subsurface investigations made during the years from 1999 to 2001 indicate groundwater levels in the project area are approximately 7.5 ft (2.3 m) to 8.5 ft (2.6 m) below the existing ground surface. Groundwater throughout the Imperial Valley Hydrologic Unit is generally considered poor and unusable for municipal and agricultural purposes. Groundwater levels in the region may fluctuate according to variances in agricultural irrigation practices and precipitation.

The project site is not located within a floodplain. The closest floodplain in the area is the New River Floodplain, which is located away from the project area. No floodplain issues exist within the project vicinity. Stormwater Pollution Prevention In accordance with State Water Resources Control Board Order No. 99-06-DWQ, a Storm Water Pollution Prevention plan (SWPPP) must be developed for all construction projects equaling or exceeding 0.4 hectares of disturbed soil. A Preliminary Stormwater Pollution Prevention Study was prepared to examine Best Management Practices (BMPs) based on the preliminary design alternative for the I-8/Imperial Avenue Interchange project. Surface water runoff associated with the proposed project will be detained and treated pursuant to the requirements of the National Pollutant Discharge Elimination System (NPDES). The proposed project would require a NPDES permit (Permit # CAS029998) for stormwater discharges associated with Department construction projects.

Cultural Resources

Research of site and survey records for all historic sites over 45 years old and all prehistoric sites as well as the National Register of Historic Places, California Historic Landmarks, and California Points of Historical Interest revealed that two cultural resource investigations had been conducted within the project area. According to the Preliminary Environmental Analysis Report (PEAR), dated April 2005, the Department conducted an archaeological survey in 1979 and a historic property survey in 2002. Both surveys were conducted for modifications to the Imperial Avenue/I-8 Interchange. No

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cultural resources were identified during either survey. The proposed project would not impact historic or archaeological resources within the study area. Paleontological Resources

A paleontological assessment would be required for the proposed project vicinity. The study is needed to assess known and potential paleontological resources with the proposed project vicinity through literary records as well as field survey.

Visual Resources

The setting of the proposed project is a unique visual environment comprised of a variety of existing or expected land uses. The majority of the land south of I-8 is vacant or in agriculture, with some existing and planned housing developments near the project area. The visual quality of the area is low to moderate, varying according to specific locations. The project area is very flat, below sea level and altered only by built objects. Due to the flat topography of the surrounding area, views of the new pavement and the removal of existing vegetation and landscape would be limited to those utilizing the extended portion of Imperial Avenue, the overcrossing or the freeway, and those who reside in the existing and planned housing developments running along the proposed alignment. Overall, the visual impact created by the additional paving is expected to be low. In accordance with FHWA guidelines, a Visual Impact Assessment was completed for the proposed I-8/Imperial Avenue Interchange by Department staff on August 21, 2002. The 2002 VIA determined that the proposed sound abatement walls or for the proposed project would create adverse visual impacts. Additional adverse visual impacts are expected with the interchange project due to slopes at the bridge ends, the width of the overcrossing, and fencing associated with the overcrossing. An up-to-date comprehensive Visual Impact Assessment should be prepared for the extension project to evaluate the extent of potential visual impacts. The FHWA Visual Impact Assessment for Highway Project guidelines should be followed to quantify the visual analysis. The project will comply with EO 13112: Invasive Species. A landscape concept plan will be developed in accordance with the Department’s standards and the City’s expectations. A variety of trees, shrubs, and groundcovers will be selected to maintain a balance between safety, aesthetics, cost, maintenance requirements, and natural resource preservation and conservation. Drought tolerant plants will be utilized to the best extent possible.

Air Quality

The proposed extension project is located in Salton Sea Air Basin (SSAB). According to the PEAR, the SSAB is currently classified under federal standards as nonattainment for both particulate matter (PM10) and ozone (O3) , and attainment or unclassified for carbon monoxide (CO), sulfur dioxide (SO2), nitrogen dioxide (NO2), and lead. Imperial County

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is designated as “nonattinment-serious” for PM10 and “nonattainment-marginal” for the 8-hour standard for O3. For the 1-hour O3 standard, the designation is “Section 185A”, previously called “transitional”. According to the PEAR, the SSAB is currently classified by the State as an “nonattainment-moderate” for O3; “nonattaintment” for PM10; “unclassified” for CO, hydrogen sulfide, and PM2.5 (with the exception of Calexico, which is designated “nonattainment”); “attainment” for SO2, NO2, and lead; “unclassified for visibility-reducing particles; and “attainment” for sulfates. The proposed interchange project is included in the approved Southern California Association of Governments (SCAG) 2001 Regional Transportation Plan (RTP). It is also included in the SCAG 2002 Regional Transportation Improvement Plan (RTIP). The Federal Transit Administration (FTA) made a conformity determination on the SCAG RTP in April, 2001 and the RTIP in April, 2002 (Caltrans 2003). The design concept and scope of the proposed interchange project has not changed from what is included in the RTP and RTIP, therefore the proposed project comes from a conforming transportation plan and program. Regional Particulate Mater 10 (PM10) State Improvement Plan (SIP) budget compliance was accounted for during the RTP and RTIP conformity determinations. The proposed project fully conforms to the improvement plan’s purpose of attaining and maintaining national ambient air quality standards. The proposed interchange project is located in an unclassified/attainment area for federal carbon monoxide standards, and an unclassified area for state carbon monoxide standards. Therefore, hot spot analysis for CO is not required. The proposed project is also located in a non-attainment area for the federal and state Particulate Matter (PM10) standards. Therefore, local hot spot analysis for particulate matter is required. Air quality may be affected during construction of the project. The emission of dust and particulates can result from construction activities including vehicle travel over unpaved surfaces. Compliance with Imperial Valley Air Pollution Control District’s (APCD) Rules and Regulations during construction will serve to mitigate construction related air quality impacts by incorporating standard dust control measures into the project plans and specifications.

Noise Abatement Within the project area, noise receptors include single-family residences, an apartment complex and planned residences along the future extension route of Imperial Avenue. The Department completed a Noise Study Report and Noise Abatement Decision Report in accordance with the Department’s current Traffic Noise Analysis Protocol for New Highway Construction and Reconstruction Projects. Long term noise levels at the closest receptors are anticipated to approach or exceed the Noise Abatement Criteria. During the PA/ED phase, a preliminary reasonable/feasible analysis of potential noise abatement measures will be identified in the noise study to be completed.

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The residential subdivision Desert Estates in the northeast corner of the project area is surrounded by a masonry wall. It is not known at this time whether a masonry wall is planned for the unconstructed portion of Desert Estates, Desert Village Unit 5. The planned private subdivision Farmer Estates sits in the northwest corner of the project area. In accordance with the Final Environmental Impact Report (FEIR) for the Farmer Estates Residential Subdivision, prepared in 1991, the developer will be required to construct additional walls to abate existing and future noise impacts in conjunction with completion of the subdivision project. The planned residential subdivision of Buena Vista Park is located just east of the project area center. It is not known at this time whether a sound barrier is planned for this subdivision but it is likely that one will be necessary. Temporary noise abatement measures may be required during construction. The abatement procedures may include scheduling these activities during appropriate hours, notifying affected parties, and establishing temporary noise barriers.

Hazardous Material/Waste

A Hazardous Waste Initial Site Assessment (ISA), dated April 2005, has been prepared for the extension project, shown within Attachment E. The records search conducted for the project site revealed 10 sites of potential environmental concern on two different properties within 1 mile (1.6km) of the proposed project site. No other hazardous materials have been reported within this radius. There were no visible signs of illegal dumping activities observed at the project site. Proposed R/W acquisitions for the project area south of I-8 consist of former agricultural lands. Pesticide testing will be conducted to determine whether pesticide use in the adjacent agricultural fields would pose a hazardous threat. The testing results will be incorporated into the impact analysis contained in the environmental document. The project area was screened by the California Department of Transportation Staff for aerially deposited land (ADL) and a determination was made that ADL testing was not warranted. Screening is based on traffic volume and distance the proposed work is from the main lanes. ADL deposits occur within 20 feet (6 m) of roadways. Older routes with 20,000-30,000 ADT prior to 1985 do not have significant concentrations of ADL. The nearby portion of I-8 had less than 20,000 ADT prior to 1985 and the remainder of the project area is currently unpaved; therefore, no hazardous waste impacts or concerns are anticipated due to the southerly extension of Imperial Avenue. California Department of Transportation Staff determined that no hazardous waste sources exist within the project area.

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Geologic Hazards A preliminary geologic review was performed for the Interchange project to reveal potential geologic hazards impacting the project vicinity. The analysis concluded that no significant geologic hazards exist to prohibit construction. Liquefaction, which occurs when loose, saturated, generally fine sands and silts are subjected to strong ground shaking, was identified in the report as a potential phenomenon in the project area. This phenomenon is not of major concern due to the Imperial Avenue extension consisting entirely of at grade roadway. A final geotechnical investigation, involving subsurface exploration and laboratory testing, will be completed. The proposed project is located within the Imperial Valley, which is underlain with clay and silt deposits. Topographic relief within the project limits is largely flat with natural drainage northward toward the Salton Sea. Groundwater within the project area was determined to be 7.5 ft (2.3 m) to 8.5 ft (2.6 m) below the existing ground surface and may experience fluctuations due to local agricultural practices. The Imperial Valley is the spreading center of the San Andreas Rift and is the most seismically active area within the contiguous United States. No known active faults cross the project area. Several active faults exist within the region, some of which may be capable of producing earthquakes of up to a Maximum Credible Magnitude of 7.5 on the Richter scale. Standard design and construction measures will be incorporated to address seismic risk and to provide a maximum level of safety to the traveling public.

Recyclable Materials

Construction procedures can utilize recyclable materials from deconstruction of existing structures and roadway sections. Materials such as asphalt concrete (AC) and Portland Cement Concrete (PCC) can be crushed for reuse as aggregate base for the new structural section. Utilizing renewable resources can save cost and materials for construction of the project.

Land Use/Socioeconomics/Farmland The proposed project is intended to meet existing and projected traffic demand associated with local land use plans. The Imperial Avenue extension project is located within the City of El Centro Redevelopment Project area. The largely vacant area south of I-8 between La Brucherie Avenue and Clark Road is zoned R-1 with a Tourist/Commercial and Regional Commercial (CT/RC) overlay. Lands within the northwest quadrant of the project area are planned for the Farmer’s Estates Subdivision residential development. A Final Environmental Impact Report (FEIR) was approved for this project by the City of El Centro in May 1991 and Final Tentative Maps were approved by the El Centro City Council in 2003. In the northeast quadrant of the project area, a number of single-family homes have been constructed and occupied, including the Desert Estates South subdivision. Just south of this, a single-family residence subdivision (Desert Village) is

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planned and has been approved. Continuing further south, an existing water treatment facility and an equestrian area can be found. Still further south, the Buena Vista Estates Subdivision is approved for the construction of residential units. The northern 32.4 ha (80 ac) of the Buena Vista site are in the Tier I Growth Area of the City’s Urban Development Program within the “Land Use Element” of the City of El Centro General Plan. The remaining land is Tier II. The proposed project would not impact lands covered under Section 4(f) of the 1966 Department of Transportation Act. No parks currently exist south of I-8. However, it should be noted that the amount of City of El Centro parkland currently exceeds the 1.2 ha (2.9 ac)/1000 persons ration set as a goal in its general plan. The Imperial Irrigation District (IID) electrical utility poles located within the project area will be relocated nearby as needed. The Dahlia Lateral, a concrete-lined irrigation channel operated by the IID, is identified to be undergrounded within a special easement. The Date Drain, a natural lined irrigation ditch operated by the IID, appears as if it can be avoided by the Imperial Avenue Extension although accurate survey data is required for a final determination. The proposed project is located within an area of Farmland of Local Importance, according to mapping prepared by the California Department of Conservation and pursuant to the Farmland Mapping and Monitoring Program of the California Resources Agency. The extension project would displace farmland in the southeast quadrant of the existing interchange. It should be noted that this land is not currently in agricultural production. Nonetheless, impacts to farmland must be determined pursuant to the Farmland Protection Policy Act if farmland is converted to nonagricultural use by a federal agency, in this case the FHWA. According to the PEAR, it is required that federal form AD-1006, Farmland Conversion Impact Rating, be completed by the California Natural Resources Conservation Service (NRCS) and FHWA to assess potential impacts to farmlands. This form will be completed during environmental documentation. An Expert Panel Development Forecasting Workshop was conducted in El Centro on August 21, 2002 for the purpose of compiling information for an Economic Development Corridors Initiative, intended by the Federal Highway Administration (FHWA) to assess socioeconomic impacts of the I-8/Imperial Avenue reconstruction project and other highway projects in Imperial County. Participants included representatives of FHWA, the Department, the City of El Centro, and local public and private economic interests. According to the Interstate 8/Imperial Avenue Interchange Reconstruction Imperial County—Initial Study/Environmental Assessment and Proposed Mitigated Negative Declaration dated December 2003, consensus at the workshop was that the proposed project would benefit the local community and economy.

The Department completed a Community Impact Assessment (CIA) in 2002 to evaluate potential social and economic impacts associated with the proposed project. While the CIA determined that the proposed project would produce socioeconomic impacts, such impacts were not expected to be significant. According to the PEAR, the Department based the CIA on incomplete 1990 and 2000 Census Data. It was recommended that a

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FHWA Community Impact Assessment Checklist be completed to satisfy Executive Order 12898, requiring that FHWA demonstrate that the proposed project would not have the effect of (1) excluding persons and populations from participation; (2) denying persons and populations the benefits of federal programs; or (3) subjecting persons to discrimination because of race, color, or national origin. Section 4(f) Evaluation

The proposed project would not impact lands covered under Section 4(f) of the 1966 Department of Transportation Act. Wild and Scenic Rivers

The proposed project would not impact wetlands or Waters of the US. Wetlands

The proposed project would not impact a Wild and Scenic River. Environmental Processing

The proposed project is consistent with improvements to the I-8/Imperial Avenue Interchange and is intended to meet existing and projected traffic demand associated with local land use plans. According to the Preliminary Environmental Assessment Report (PEAR) included as Attachment E, the potential impacts associated with the project would be reduced to below a level of significance with appropriate mitigation measures. The appropriate level of environmental documentation for the project may be a joint Initial Study (IS) to satisfy the California Environmental Quality Act (CEQA) guidelines and an Environmental Assessment (EA) to satisfy the National Environmental Policy Act (NEPA) guidelines. These documents would presumably lead to issuance of a Mitigated Negative Declaration (MND) and a Finding of No Significant Impact (FONSI). The following technical studies are recommended prior to completing a final environmental processing:

• Air Quality Analysis (Hot spot analysis for particulate matter PM10) • Paleontological Assessment • Pesticide Testing

Compliance with NEPA clearance is required because of potential modifications to the intersection with I-8 on-ramp and off-ramp, which is a federal interstate facility, and to qualify for Federal Funding. FHWA would be the lead agency for NEPA processing and for any required coordination with other federal resource agencies. The Department serves as FHWA’s agent providing oversight of environmental processing and document preparation. The City of El Centro would be the Lead Agency for CEQA (with Department oversight); the City of El Centro or their consultant would be responsible for

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providing the Department and FHWA with the reports and technical studies needed to complete the required documentation and approvals under CEQA and NEPA.

The following environmental permits and approvals may be required for the project: • Section 7 of the Endangered Species Act of 1973 • NPDES Permit #CAS029998 for Stormwater Discharges

Potential impacts that may require mitigation include the following: • Noise (e.g., sound walls, berms) • Visual (e.g., plant removal/replacement, sound walls, retaining walls) • Biological

7. Right of Way & Utilities

Record Maps, as-built records, and APN Maps were reviewed for this project but proved inconclusive in determining the precise location of private, public, and Imperial Irrigation boundaries and easements. A more thorough Right of Way Study will need to be performed to establish the precise locations of all boundaries and easements. However, right of way acquisitions are anticipated along the entire length of the Imperial Avenue Extension project. To record a conservative cost estimate, right of way costs were determined as a permanent acquisition of the full street width for the entire length of the Imperial Avenue Extension to McCabe Road. A map illustrating the locations of approx. right of way lines is shown in Attachment D. Utilities Review of right-of-way maps, as-built records, and design drawings revealed the existence of several utilities in the area of potential construction. These drawings combined with field investigations indicate the presence of overhead utility poles and drainage facilities within the project area that are operated by the Imperial Irrigation District. There are two rows of overhead utility poles operated by the Imperial Irrigation District (IID) that are located along the proposed alignment. One row is along the westerly side of the proposed alignment, another on the easterly side. These two rows of poles may require relocation or undergrounding. The Dahlia Lateral, a concrete-lined irrigation channel operated by the IID, is anticipated to be undergrounded within a special easement. The Date Drain, a natural lined irrigation ditch operated by the IID, may be avoided by the Imperial Avenue Extension project, although accurate survey data is required for a final determination. The exact location of all facilities will be determined by formal Right of Way and Topographic Studies, to be performed. A map illustrating the locations of the existing utility lines is shown in Attachment D. The IID appears to

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be the sole owner of utilities within the project limits. Full coordination and cooperation with the IID will be required.

8. Funding/Scheduling

The Imperial Avenue / I-8 Interchange project (project ID: 0515) is currently funded in the 2004 RTIP for $4.7 million, utilizing a combination of local, regional, and federal funds. The Imperial Avenue Extension project is not currently funded. Extension project milestones were originally scheduled as follows:

Initiate PA/ED August 2005 PA/ED Approval February 2007 Initiate PS&E February 2007 Complete PS&E February 2008 Construction Completion February 2009

Table 7 is a summary of escalated project costs, in 2008 dollars, to be utilized for long-range planning purposes.

Table 7: Cost Estimate Summary for Preferred Alternative

Total Capital Costs in 2008 dollars

Total Support Costs in 2008 dollars

Total Project Costs In 2008 dollars

Build Alternative $3,695,000 $1,264,000 $4,960,000 A detailed Engineer’s Cost Estimate is shown in Attachment F.

9. Programming Recommendation

To accommodate existing and planned growth and circulation system improvement within the City of El Centro and local unincorporated Imperial County areas south of the I-8/Imperial Avenue interchange, it is recommended to secure funding for this project and to release those funds for continued study of the feasible alternative during the PA/ED phase of the project. The Preferred Alternative may be refined during the PA/ED phase as more information becomes available.

10. Project Reviews

This PSR(PDS) has been not yet been reviewed. FHWA determination of "acceptability" for new/revised access configurations is required prior to circulating the NEPA document to the public. It is requested that this PSR(PDS) be utilized to obtain FHWA acceptance of the project. FHWA formal "approval" will be provided upon completion of the planning and environmental (NEPA) process.

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11. Project Personnel

Frank Fiorenza, PE County of Imperial Deputy Director of Public Works - Engineering

County of Imperial 155 South 11th Street El Centro, CA 92243

(760) 482-4462

William S. Brunet, PE County of Imperial County Director of Public Works

County of Imperial 155 South 11th Street El Centro, CA 92243

(760) 482-4462

Terry L. Hagen City of El Centro Director of Public Works/City Engineer

City of El Centro 1275 Main Street El Centro, CA 92243

(760) 337-4500

Ismael Gomez Imperial Irrigation District Water Department

333 E. Barioni Blvd. PO Box 937 Imperial, CA 92251

(760) 339-9108

John Kilps Imperial Irrigation District Water Department

333 E. Barioni Blvd. PO Box 937 Imperial, CA 92251

(760) 339-9260

Paul Peschel Imperial Irrigation District Water Department

333 E. Barioni Blvd. PO Box 937 Imperial, CA 92251

(760) 339-9256

Sam Singh Imperial Irrigation District Power Department

333 E. Barioni Blvd. PO Box 937 Imperial, CA 92251

(760) 482-3425

Ernie Benitez Imperial Irrigation District Power Department

333 E. Barioni Blvd. PO Box 937 Imperial, CA 92251

(760) 482-3405

Randy Gray Imperial Irrigation District Right of Way Section

333 E. Barioni Blvd. PO Box 937 Imperial, CA 92251

(760) 339-9239

Ross Cather, PE Caltrans Project Manager

State of California Department of Transportation District 11 2829 Juan Street PO Box 85406 San Diego, CA 92186-5406

(619) 688-3633

Don Pope Caltrans

Caltrans 5251 Viewridge Court San Diego, CA 92123

(858) 616-6530

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Michael W. Brewster Caltrans

Caltrans 5251 Viewridge Court San Diego, CA 92123

(858-616-6639

Marvin Canton, PE Caltrans

State of California Department of Transportation District 11 2829 Juan Street PO Box 85406 San Diego, CA 92186-5406

Chris Johnson, PE Dokken Engineering Consultant Project Manager

Dokken Engineering 9665 Chesapeake Drive, Suite 435 San Diego, CA 92123

(858) 514-8377 ext. 206

Don Bloodworth, PE Dokken Engineering Consultant Project Engineer

Dokken Engineering 9665 Chesapeake Drive, Suite 435 San Diego, CA 92123

(858) 514-8377 ext. 212

Vanessa Hobson, EIT Dokken Engineering Consultant Assistant Engineer

Dokken Engineering 9665 Chesapeake Drive, Suite 435 San Diego, CA 92123

(858) 514-8377 ext. 218

Bill Graham Estrada+EDAW Partnership Environmental

Estrada+EDAW 1420 Kettner Boulevard, Suite 620 San Diego, CA 92101-2434

(619) 233-1454 ext. 340

John Keating, PE, TE LLG Engineers Consultant Traffic Engineer

Linscott, Law & Greenspan Engineers 4542 Ruffner Street Suite 100 San Diego, CA 92111

(858) 300-8800

Lisa Carr LLG Engineers Consultant Traffic Engineer

Linscott, Law & Greenspan Engineers 4542 Ruffner Street Suite 100 San Diego, CA 92111

(858) 300-8800

Gloria Moreno County of Imperial

County of Imperial 155 South 11th Street El Centro, CA 92243

(760) 482-4462

Manuel Ortiz County of Imperial

County of Imperial 155 South 11th Street El Centro, CA 92243

(760) 482-4462

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12. Attachments

G. Vicinity Map H. Traffic Volumes and Operational Analysis I. Typical Cross Section J. Preferred Alternative Layout with Right of Way and Utilities K. Preliminary Environmental Assessment Report (PEAR)/Initial Site Assessment (ISA)

Checklist L. Engineer’s Estimate