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Vantage to Pomona Heights Chapter 4 230 kV Transmission Line Project FEIS Environmental Consequences PAGE 4-168 measures would be implemented on the ground. Rolling slowdown and flagging procedures, signage and illumination requirements, and locations of approved access point from I-82 or SR-243 would be detailed in the plan. The purpose of the Traffic Management Plan is to mitigate, supplement, and further outline measures required for safe equipment access to the ROW corridor and temporary work areas during Project construction and to address potential transportation related impacts and provide for public safety. Federal Highway Administration (FHWA) review and concurrence is required by WSDOT for approving Pacific Power’s application to cross I-82 land owned by WSDOT. WSDOT is responsible for processing Pacific Power’s utility permit or franchise application(s) to cross I-82 and SR-243. A permanent access break, authorizing the use of Exit 11, would be required for maintenance purposes and a temporary access break would be required for construction. The Traffic Management Plan would be submitted to WSDOT, JBLM YTC Public Works Department, Grant County, Kittitas County and/or Yakima County, as applicable, for review and approval prior to any construction activities taking place. Along with the RDFs detailed in Section 2.3.4, the Traffic Management Plan would reduce impacts on transportation resources in the Project area. RDFs applicable to transportation resources include: GEN-1, GEN-4, BIO-14, LU-1, LU-3, LU-5, LU-8, LU-11, LU-12, LU-13, LU-20, VIS-4, SGW-1, PHS-5, and TR-1 through TR-11. Refer to Chapter 2, Section 2.3 for a complete list and description of RDFs. Surface access to the Project’s proposed overhead and/or underground structures and work areas would be required during construction and operation. Disturbance calculations for the NNR Alternative Overhead and Underground Design Options were based on the presence of existing roads (see Section 2.2.3.2, Table 2-4, and Appendix A-Construction Access Levels). For the NNR Alternative - Underground Design Option, direct continuous access adjacent to the duct bank would be required, unlike the NNR Alternative - Overhead Design Option which would require direct access only to each overhead transmission line structure. In most cases, existing public roads would be used to transport construction equipment to the approved access roads, construction staging areas, and equipment and materials storage yards with appropriate approvals from jurisdictional agencies. A prerequisite of obtaining a permanent break in access permits from the FHWA and WSDOT is obtaining access permission approvals from adjacent private landowners and other state and federal agencies. This permission would be secured prior to applying for a permanent or temporary break in access permit. The proposed Project would cross or run parallel to transportation ROW corridors. Along county roads, structures may be located within the county road ROW. Transmission line/conductor stringing activities over state highways and county roads will require the temporary closure of traffic lanes for safety, potentially resulting in traffic congestion and traffic delays. Bucket trucks would be placed on either side of the roadway to ensure the safe installation and tensioning of conductors crossing the roadway. Figure 4.7-1 below shows how bucket trucks would be used during the stringing of lines/conductors across highways. Damage to the existing road infrastructure could occur as a result of heavy equipment or vehicles utilizing the road system and could cause local traffic delays. All vehicles utilizing public roads would be within the legal size and weight limit. Oversized vehicles would have obtained the necessary permits and be properly flagged and accompanied by escort vehicles, as necessary. The operation of equipment and vehicles would potentially track dust, soil, gravel, and other material onto roadway surfaces, but the implementation of a Stormwater Pollution Prevention Plan would minimize impacts on roads resulting in low impacts. Where applicable, stabilized construction access areas would consist of a pad of aggregate rock underlain with geotextile fabric, crushed rock, steel rumble pad or equivalent per WSDOT-approved best management practice. Stabilized construction access points would be installed before any adjacent road grading or other substantial ground disturbing activity occurs. The number of access points from existing public roads would be limited to the fewest number feasible. Whenever practicable, access pads