Resources and Impacts
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This chapter discusses the existing study area environment and anticipated impacts to social, economic, and environmental resources within the study area from implementation of the improvements described in the previous chapter. Only those issues pertinent to the project are discussed.

To establish the existing social, economic and environmental conditions within the study area: 1) existing information sources were assembled and reviewed; 2) additional analyses were conducted, where appropriate; 3) interviews were conducted with local, state, and federal agencies; 4) public information meetings were conducted with residents of the study area; 5) knowledgeable persons within the study area were interviewed; and 6) field reviews of the area were conducted. This information was then compared with standards or criteria to determine the positive or negative effects of the project alternatives.

The discussion that follows documents the findings of the information gathering activities and any analyses conducted, defines the criteria used to ascertain impacts, and then describes the impacts expected from implementing the project alternatives.

The ability of the existing roadway and its intersections to meet existing traffic demand was analyzed and described in Chapter 1. Readers wishing additional detail are referred to the Traffic Report for the Fourth Street Corridor Study (Montaño Road to Alameda Boulevard) prepared by Wilson & Company for this project. Copies of this report are available for review at the Village of Los Ranchos, NMSHTD, and FHWA. Addresses for these agencies appear at the beginning of this document.

According to the analysis, during the evening peak hours, unacceptable levels of service (LOS E or F) occur for several turning movements at the Osuna Road/4^th Street intersection. Unacceptable LOS were noted for southbound left, right, and through movements at this intersection. In addition, the unsignalized intersection of 4^th Street and Chavez Road also demonstrated an unacceptable LOS for the eastbound left turning movement.

Although problems were demonstrated at intersections, the 4^th Street four-lane mainline operated relatively well. With current traffic volumes along 4^th Street, the roadway maintained an acceptable LOS (LOS A to C) throughout the study area.

Impacts to traffic operations may occur if proposed improvements would improve or worsen traffic operations at intersections or the roadway under current or future conditions.

Projected peak hour volumes were applied to existing intersection lane configurations and the 1994 Highway Capacity Manual’s capacity analyses were repeated. This analysis was conducted to determine the problems that would be expected solely due to growth in traffic volumes by the design year.

According to the analysis, additional intersection movements will fall to unacceptable LOS in the future. Unacceptable LOS were noted for the eastbound left and through, westbound right and

through, and southbound left movements at the Osuna Road/4^th Street intersection and for the eastbound left, right, and through, westbound right and through movements at the El Pueblo Road/4^th Street intersection; therefore, the no build alternative will produce unacceptable traffic operations at these intersections.

Despite the problems demonstrated at the study area intersections, the 4^th Street four-lane mainline continued to operate well in the future. Although the LOS for 4^th Street drops to D in some areas, the roadway maintained an acceptable LOS throughout the study area.

The traffic operations analyses suggested that operational deficiencies existed only at intersections within the study area. These intersections suffered an unacceptable LOS because of vehicles making turns from through lanes. This suggests that these operational deficiencies may be corrected by adding dedicated left- and right-turning lanes to these intersections.

Year 2020 traffic projections were identical for both the no build and the build alternatives. Although one build alternative added a two-way left-turn lane to 4^th Street in the southern portion of the project area, this added lane does not appreciably increase the roadway’s capacity. Therefore, under projected year 2020 travel demand, all roadway alternatives operate at an acceptable level of service throughout the entire project area.

This alternative would realign Chavez Road further north to match the existing Osuna Road alignment and would add: 1) northbound dedicated left- and right-turn lanes and a southbound dedicated left-turn lane to 4^th Street; 2) dedicated left- and right-turn lanes to Osuna Road; and 3) eastbound dedicated left- and a right-through lane to Chavez Road. As a result, intersection operation improves. The traffic operations analysis established that this intersection would operate at an acceptable LOS C under future conditions; therefore, traffic operations would be improved.

This alternative would realign Osuna Road south to match the existing Chavez Road alignment and would add: 1) northbound dedicated left- and right-turn lanes and a southbound dedicated left-turn lane to 4^th Street; 2) dedicated left- and right-turn lanes to Osuna Road; and 3) eastbound dedicated left- and a right-through lane to Chavez Road. As a result, intersection operation improves. The traffic operations analysis established that this intersection would operate at an acceptable LOS C under future conditions; therefore, traffic operations would be improved.

This alternative adds a circulation roadway between Chavez Road and the existing Northdale shopping center intersection at Osuna Road. The Chavez Road/4th street intersection will become right-out (southbound) only. As in the other alternatives, this alternative would add: 1) northbound dedicated left- and right-turn lanes and a southbound dedicated left-turn lane to 4^th Street; 2) dedicated left- and right-turn lanes to Osuna Road; and 3) eastbound dedicated left- and a right-through lane to the circulation roadway. As a result, intersection operation improves. The traffic operations analysis established that this intersection would operate at an acceptable LOS C under future conditions; therefore, traffic operations would be improved.

This alternative would add a left-turn lane to both northbound and southbound 4^th Street; however, this improvement is provided for safety benefits and doesn't appreciably improve traffic operations. The intersection operates at a LOS B with or without the improvements.

This alternative would reconfigure the intersection to a single lane roundabout. Because of the ability of the roundabout concept to keep traffic constantly moving, the intersection improves to a LOS A; therefore, traffic operations would be improved.

This alternative would add a dedicated left-turn lane to both northbound and southbound 4^th Street and to westbound El Pueblo Road. As a result of these improvements, the intersection improves from a LOS F in the no build condition to a LOS B; therefore, traffic operations would be improved.

The majority of the property along the 4^th Street corridor is utilized for service or retail commercial uses. Approximately one-third of the properties along 4^th Street are occupied by single or multi-family dwellings, including several mobile home parks and housing developments. The remaining property along the 4^th Street corridor is vacant or used for industrial/manufacturing, wholesale or warehousing, parking, public institutions (schools), agricultural, or parks or recreation.

The majority of the property along the 4^th Street corridor is privately owned with limited public ownership. Five schools are located within a mile (1.6 kilometers (km)) of 4^th Street, including Taft Middle School (on Guadalupe Trail 250 feet (ft) (76 meters (m)) west of 4^th Street), Los Ranchos Elementary School (adjoining 4^th Street at Los Ranchos), Taylor Middle School (on Guadalupe Trail 250 ft (76 m) west of 4^th Street), Alameda Elementary School (on Alameda Boulevard 300 ft (91 m) west of 4^th Street), and Alvarado Elementary School (on Solar Road 4620 ft (1408 m) west of 4^th Street). The Village also manages land north and south of Paseo del Norte, which is excess right of way (ROW) owned by NMSHTD.

The Village of Los Ranchos de Albuquerque adopted a Master Plan in 1992 in accordance with the desires and needs of residents, property owners, and business people within the Village as expressed through the Citizens Advisory Planning Committee, special surveys, and public hearings. The purpose of the Master Plan was to develop a vision for development within the Village by establishing a number of Village goals and policies and techniques to achieve these goals. Several of the adopted goals included: agricultural preservation, irrigation system preservation, open space preservation, vegetation and wildlife preservation, preservation of the rural nature of the Village and its roadways, and revitalization of the general Village business climate, but especially along 4^th Street.

The zoning in most of the study area is determined by the Village and is primarily retail commercial with several special use, agricultural/residential, and residential zones. Bernalillo County exercises zoning jurisdiction over the unincorporated portion of the project area east of 4^th Street from the Chamisal Lateral to Ortega Road and along both sides of the roadway north of Ortega Road. The zoning within this area is primarily neighborhood commercial and single family residential. The City of Albuquerque is responsible for zoning along the west side of 4^th Street from Montaño Road to Camino Español and on the east side of 4^th Street from Montaño Road south to Alamosa Road. The zoning within this area is primarily neighborhood commercial.

Study area residents use community facilities or senior centers outside the Village. The Nativity of the Blessed Virgin Mary Parish, located on the south side of Alameda Boulevard along the east side of 4^th Street, and the Alameda Community Center and Park, located north of Alameda Boulevard east of 4^th Street, provide meeting places and activities for the area.

The Bernalillo County Fire and Rescue Department and the Los Ranchos Fire Department provide fire protection to the study area and police services are provided by the Bernalillo County Sheriff’s Office. A new Bernalillo County Sheriff’s Substation on the northeast corner of La Chamisal Lane and 4^th Street is nearly completed.

Impacts to land use or zoning may occur if proposed improvements would: 1) not conform to current land use plans or zoning ordinances; 2) result in permanent displacement of residents or users of the area through direct acquisition or changes to existing land uses (e.g. farmlands); 3) create lot sizes that do not meet liquid waste or water supply regulations; 4) result in displaced individuals unable to find comparable housing in the area; or 5) affect neighborhoods, public facilities, and families having special composition (e.g. handicapped) and which may require special considerations.

The no build alternative would not affect existing land uses, zoning, or neighborhoods within the project area and would not displace residents or businesses; however, the no build alternative would do nothing to improve the business climate within the Village and especially along 4^th Street.

Encroachments into the existing roadway ROW are common throughout the project area. These encroachments may involve portions of structures, walls, fences, porches, or parking areas. In some areas, the removal of these encroachments may be necessary to construct the 4-lane roadway with shoulders and tapers alternative or to establish and maintain adequate sight distance. Removal of encroachments will follow standard NMSHTD procedures. Property owners with encroaching structures will be notified of the encroachment by letter and given a period of time to remove the encroaching structure. This letter will also offer the opportunity for a hearing if requested by the property owner. Removal of the encroaching structure will be negotiated with the property owner.

Some of these structures encroach upon the clear zone and not the roadway. Because of this, the Village may seek a design exception for clear zone width from the NMSHTD. In seeking a design exception, the Village would be required to prove that the impacted buildings would be non-hazardous to motorists based on available historical accident data and the specified clear zone from AASHTO. Should a design exception be granted, the encroaching structures would remain in place.

Table 3.1-1 summarizes the proposed ROW acquisitions by character zone and alternative. These proposed acquisitions are illustrated in Figures 3.2-1 through 3.2-9 and discussed in the following paragraphs. The total acres (hectares) to be acquired for roadway improvements listed below include ROW needed to accommodate roadway widening, curb, gutter, and sidewalks (where

Figure 3.2-1

Figure 3.2-2

Figure 3.2-3

Figure 3.2-4

Figure 3.2-5

Figure 3.2-6

Figure 3.2-7

Figure 3.2-8

Figure 3.2-9

applicable), as well as ROW needed for bus bays for transit improvements and retention facilities for stormwater system improvements. Please note that areas required for stormwater system improvements may not need to be acquired but may be utilized through easement agreements. No structures would be displaced or acquired in areas designated for stormwater retention facilities.

Any acquisitions and relocations of displaced residents or commercial properties will be conducted in accordance with the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, as amended, including the preparation of a relocation plan. Based on current vacancy rates and costs, housing affordable to displaced residents is available within the vicinity of the project. There appear to be no special relocation considerations (handicapped individuals, etc.) that will impact this project. In addition, there appear to be adequate opportunities for the displaced businesses to remain in the project area, with the exceptions noted below, but there are no guarantees that this will occur.

Any of the build alternatives that propose installation of curb and gutter, sidewalks, and intersection lighting (all but the four-lane roadway with shoulders and tapers) conflict with the Village’s Master Plan. The Master Plan states an aversion to "…features which represent urbanization and an adverse impact upon the rural atmosphere of the area." Examples of these features specified in the Master Plan include curbs, gutters, storm sewers, sidewalks, and residential street lights. However, the Master Plan also recognizes the economic importance of 4^th Street to the Village and recommends that the findings of the 4^th Street Corridor Study be integrated into Village Ordinances. The Mayor of Los Ranchos and the Board of Trustees recognize these conflicts with the existing Master Plan (see letter from the Mayor in Appendix C) and have formed a Committee to revise the Plan by September 1999. Therefore, the Master Plan will be amended to allow amenities such as curb, gutter, sidewalks, stormwater drainage system, and lighting along 4^th Street.

The realignment of Chavez Road would require approximately 0.8 acres (0.3 hectares) of additional ROW (see Figure 3.2-2). This alternative would require no building acquisitions. This amount of ROW does not include additional ROW required on 4^th Street to accommodate roadway widening and the installation of curb and gutter and sidewalks near the intersection (see roadway improvement alternative discussion below).

The realignment of Osuna Road would require approximately 1.2 acres (0.5 hectares) of additional ROW (see Figure 3.2-1). This amount of ROW does not include additional ROW required on 4^th Street to accommodate roadway widening and the installation of curb and gutter and sidewalks near the intersection. That amount is included in the total ROW and discussed below in the roadway improvement alternative section.

This alternative would require the acquisition and relocation of four structures, including, three single-family residences (330 Osuna Road, 322 Osuna Road, 318 Osuna Road) located on the south side of Osuna Road and one structure housing two commercial properties (Crown Coachworks, 336 Osuna Road and Excell Dry Cleaners, 6570 4^th Street) located on the southeast corner of 4^th Street/Osuna Road. Although there appear to be adequate opportunities for the displaced residences and one of the displaced businesses to remain in the project area, there are no guarantees that this will occur. However, there appears to be no suitably zoned (C2) property within the Village for relocation of the paint and body shop.

During the public involvement meetings, residents of the Chavez Road neighborhood expressed concerns that any of the alternatives that realigned the 4^th Street/Osuna Road/Chavez Road would increase traffic volumes through their neighborhood. They felt that volumes would increase because vehicles would have more direct access between Rio Grande Boulevard, 4^th Street, and Osuna Road. However, because additional trip origins and destinations are not created with these improvements, traffic volumes would not be expected to change substantially. The only increase in traffic that might be expected would be Chavez neighborhood residents that currently avoid Chavez Road because of the operational problems at the intersection.

This alternative adds a circulation roadway between Chavez Road and the existing Northdale shopping center intersection at Osuna Road. The Chavez Road/4th Street intersection will become right-out (southbound) only. This alternative would acquire one business (Taco Bell, 6601 4^th Street) and approximately 1.0 acres (0.4 hectares) of additional ROW from Northdale Shopping Center (see Figure 3.2-3). This amount of ROW does not include additional ROW required on 4^th Street to accommodate roadway widening and the installation of curb and gutter and sidewalks near the intersection (see roadway improvement alternative discussion below).

Preferred Roadway Build Alternative - Five-lane roadway with raised center median, curb and gutter, and sidewalk

In this alternative, a five-lane roadway with a raised center median and curb and gutter and sidewalk along both sides would be constructed. The new section centerline would be offset approximately 8.5 ft (2.6 m) west of the existing centerline. An additional 15 ft (4.6 m) of ROW would be acquired along the west side of the roadway.

This alternative would require a total of 1.8 acres (0.7 hectares) of additional ROW (see Figure 3.2-4). Approximately 1.2 acres (0.5 hectares) of additional ROW would be needed for roadway improvements, although no buildings would be acquired. A storm water drainage system would require approximately 2.8 acres (1.1 hectares) of easements for three possible retention facilities. Transit improvements would also require 0.6 acres (0.2 hectares) of additional ROW for five new bus bays.

This alternative would acquire approximately 0.2 acres (0.1 hectares) of additional ROW on all sides of the intersection to accommodate roadway widening for dedicated left- and right-turn lanes from 4^th Street (see Figure 3.2-5). No buildings would be acquired. This amount of ROW does not include additional ROW required on 4^th Street to accommodate roadway widening and the installation of curb and gutter and sidewalks near the intersection (see roadway improvement alternative discussion below

This alternative would acquire additional ROW on all sides of the 4^th Street/Ranchitos Road intersection (see Figure 3.2-6). Approximately 0.3 acres (0.1 hectares) of additional ROW would be needed to accommodate the roundabout, curb and gutter, and sidewalks at the intersection.

The roundabout would produce a central area available for additional landscaping or art treatments. This could be used to promote a Village theme and result in greater community cohesion.

Preferred Roadway Build Alternative - Four-lane roadway with curb and gutter and sidewalk

The new section centerline would be offset approximately 0.5 ft (0.2 m) west of the existing centerline. An additional 1.0 ft (0.3 m) of ROW would be acquired along the west side of the roadway. This alternative would require an additional 0.8 acres (0.3 hectares) of ROW (see Figure 3.2-7). Little additional ROW would be acquired for roadway improvements in this section (0.1 acres or 0.04 hectares). No buildings would be acquired. A stormwater drainage system would require 5.3 acres (2.1 hectares) of easements for 6 possible retention facilities. Transit improvements would require 0.7 acres (0.3 hectares) of additional ROW for six new bus bays.

To provide the necessary clear zone through most of the project area, the new section centerline would be offset approximately 8 ft (2.4 m) west of the existing centerline. An additional 14 ft (4.2 m) of ROW would be acquired along the west side of the roadway. This alternative would require a total of 2.5 acres (1.0 hectare) of additional ROW (see Figure 3.2-7). Approximately 2.0 acres (0.8 hectares) of additional ROW would be required for roadway improvements. Improvements to stormwater drainage would require approximately 5.3 acres (2.1 hectares) of easements or right of way for 6 possible retention facilities if necessary. Transit improvements would require 0.5 acres (0.2 hectares) of additional ROW for 6 new bus bays.

This alternative requires the most ROW because of the four-lane tapered configuration and clear zone requirements. Three existing building structures, the Old Ranchos Farm building 7017 4^th Street) between Pueblo Solano and Roehl Road, a building that is part of a commercial complex (7511 4^th Street) located north of the Chamisal Lateral Wasteway, and the Antique Cooperative (7601 4^th Street) may encroach into the footprint of this alternative. However, as discussed earlier, these buildings encroach upon the clear zone and not the actual roadway section of the alternative; therefore, a design exception shall be requested from the NMSHTD. Should a design exception be granted, the buildings would remain in place.

The four-lane roadway with shoulders and tapers has a more rural appearance than the alternatives that provide curb and gutter and sidewalk; therefore, this section would comply with the Village’s Master Plan. No revisions to the Master Plan would be required with the construction of this section in either Character Zone 2 or 3.

This alternative would acquire approximately 0.2 acres (0.1 hectares) of additional ROW at the intersection to accommodate roadway widening for dedicated turn lanes on El Pueblo Road and to accommodate installation of curb and gutter and sidewalks at the intersection. No buildings would be acquired (see Figure 3.2-8).

Preferred Roadway Build Alternative - Four-lane roadway with curb and gutter and sidewalk

The new section centerline would be offset approximately 0.5 ft (0.2 m) west of the existing centerline. An additional 1.0 ft (0.3 m) of ROW would be acquired along the west side of the roadway. This alternative will require 0.6 acres (0.2 hectares) of additional ROW (see Figure 3.2-9). Little additional ROW would be acquired for roadway improvements in this section (0.1 acres or 0.04 hectares). No buildings would be acquired. A stormwater drainage system would require approximately 6.3 acres (2.5 hectares) of easements for 7 possible retention facilities. Of the 6.3 acres, 3.3 acres (1.3 hectares) may be acquired for two retention facilities located north of Paseo de Norte on both the east and west sides of 4^th Street. Transit improvements would require 0.5 acres (0.2 hectares) of additional ROW for four new bus bays.

To provide the necessary clear zone through most of the project area, the new section centerline would be offset approximately 8 ft (2.4 m) west of the existing centerline. An additional 14 ft (4.2 m) of ROW would be acquired along the west side of the roadway. This alternative will require 1.9 acres (0.8 hectares) of additional ROW. Approximately 1.6 acres (0.6 hectares) of additional ROW will be required for roadway improvements. Improvements to stormwater drainage would require approximately 6.3 acres (2.5 hectares) of easements for 7 possible retention facilities if necessary. Of the 6.3 acres, 3.3 (1.3 hectares) may be acquired for two retention facilities located north of Paseo de Norte on both sides of 4^th Street. Transit improvements would require 0.3 acres (0.1 hectares) of additional ROW for four new bus bays.

Two existing buildings, David Montoya Construction Company on the southwest corner of Ortega Road and 4^th Street (8831 4^th Street) and a residence (8747 4^th Street) located north of Paseo del Norte, may encroach into the footprint of this alternative. However, as discussed earlier, these buildings encroach upon the clear zone and not the actual roadway section of the alternative; therefore, a design exception for clear zone width shall be requested from the NMSHTD. Should a design exception be granted, the buildings would remain in place.

The study area is contained within the Village of Los Ranchos de Albuquerque, Bernalillo County, and City of Albuquerque census tracts 35.01, 35.02, and 36.00. Tract 35.01 is situated between 4^th Street and Edith Boulevard and between Paseo del Norte and Montaño Road. Tract 35.02 extends west of 4^th Street to the Rio Grande and is also situated between Paseo del Norte and Montaño Road. Tract 36.00 extends north of Paseo del Norte to the Bernalillo/Sandoval County line and between Rio Grande and Edith Boulevard. The census tracts are shown in Figure 3.3-1.

A comparison of selected census information from each of these tracts with the same information for the City of Albuquerque and Bernalillo County is presented in Table 3.3-1. As shown in Table 3.3-1, a population of greater Hispanic origin than the general county or city population characterizes Tracts 35.01 and 36.00 (56 and 52 percent, respectively, compared to 34 and 37 percent for the city and the county, respectively). However, these tracts do not appear to be economically disadvantaged. The median family incomes in 1989 for Tracts 35.01, 35.02, and 36.00 are $21,667, $35,341, and $24, 545, respectively. Tracts 35.02 and 36.00 have slightly fewer persons below the poverty level than the city or county.

All three tracts have a greater percentage of owner-occupied housing than the city and county and the owner-occupied housing in Tracts 35.02 and 36.00 is generally of greater value than that of both the city and county. In Tract 35.02 and in Tract 36.00, 36 percent and 25 percent, respectively, of the houses are valued greater than $150,000, compared to 10 percent and 11 percent for the city and county, respectively. All three tracts have a higher percentage of housing constructed prior to 1960 than both the city and county; therefore this is an older, well-established area.

Figure 3.3-1

Social and economic impacts may result if the proposed improvements: 1) produce changes in neighborhood or community cohesion; 2) produce changes in travel patterns and accessibility; 3) affect roadway and traffic safety or overall public safety; 4) specially benefit or harm social groups (e.g. elderly); 5) cause economic effects on the regional and/or local economy ( e.g. tax revenues); 6) affect the economic viability of existing roadway-related businesses; or 7) disrupt or substantially change existing economic patterns.

The no build alternative would allow the downward socioeconomic trend along 4^th Street to continue. The economic, safety, and accessibility benefits that will result from project implementation, will not be realized under the no build scenario.

All build alternatives will produce intersection improvements and improved safety. According to the Institute of Transportation Engineers' 1993 Traffic Safety Toolbox, channeling left-turns at signalized intersections may be expected to reduce accidents by 15 percent and at unsignalized intersections by 30 percent without a raised median separation.

The installation of curb and gutter, sidewalks, and intersection lighting in the urban section alternatives may serve to stimulate economic development of the area and may also serve to promote greater community cohesion. This could occur by encouraging area residents to walk to local destinations thereby promoting greater opportunities for interaction among Village residents.

The construction phase of the project may result in some temporary inconvenience for businesses and residents of the project area. Construction activities for the roadway and utilities may produce short-term interruptions to driveway and pedestrian access. As a result, some short-term loss of patronage to project area businesses may occur. A traffic control plan that will ensure continued assess to businesses and residences will minimize construction effects to businesses and residents. Improved safety, drainage, and traffic operations of the roadway and improved pedestrian access after construction is complete will offset any temporary inconvenience to the area.

Bernalillo County may experience a loss of tax revenues from the build alternatives. ROW acquisition will remove land from the County’s tax roles. However, most of the land acquired for the build alternatives is of relatively little tax value. Therefore, the loss to the County will be more than offset by the economic stimulation resulting from project construction.

As discussed in the previous section, several businesses may be acquired for construction of certain build alternatives. As a result, the gross receipts taxes paid to the Village by these businesses may be lost. Although adequate opportunities may exist for these businesses (with the exception of Crown Coachworks, 336 Osuna Road) to relocate within the Village limits, there are no assurances that this will occur.

The project would have a positive, temporary effect on local employment resulting from jobs associated with project construction. According to estimates by the FHWA, approximately 10 on-site jobs are created for every $1,000,000 spent in highway construction costs; therefore, this project may create approximately 10 on-site jobs, depending on the alternative selected. In addition, indirect benefits would also be provided to local businesses that supply construction materials and other goods and services.

According to Executive Order 12898 on Environmental Justice, no federal action shall have disproportionately high and adverse human health or environmental effects upon minority and low income populations. No disproportionate impacts to minority, ethnic, or economic groups are anticipated as a result of any of the build alternatives. The proposed alternatives would not permanently disrupt any existing or proposed neighborhood, or adversely affect community cohesion. In fact, pedestrian enhancements and the use of common Village themes in the construction of improvements may result in improved community cohesion.

To facilitate the orderly movement of traffic entering and exiting 4^th Street and improve overall roadway safety, access to abutting properties will be controlled. As an element of the design of improvements to 4^th Street, access points will be consolidated where possible and shared access drives will be considered where practical. The final driveway access scheme may be modified to comply with the NMSHTD’s Regulations for Driveways and Median Openings on Non-Access Controlled Highways (SHTD Rule 89-1(L)). The modifications will be determined during final design and after the property owner interviews are conducted. Although residences and businesses will not lose access to 4^th Street, access modifications may result in inconveniences to residents or businesses in the area.

Proposed pedestrian facilities enhancements may result in improved community cohesion. All intersection alternatives will upgrade intersections and sidewalks within the project limits to be in compliance with the Americans with Disabilities Act (ADA) requirements. These improvements will provide enhanced access to those with mobility impairments and will generally improve accessibility for pedestrians in the area.

Taft Middle School’s Side-by-Side program for handicapped students will especially benefit from the proposed improvements (see Section 3.15). The Side-by-Side program uses frequent field trips to businesses in the 4^th Street area to teach life responsibilities to the students. ADA compliant improvements to the roadway and especially to the intersection of Solar Drive/4^th Street will allow wheelchairs to utilize sidewalks and provide positive separation from motor vehicles.

Removal of business parking along 4^th Street is problematic. According to the Village of Los Ranchos Zoning Ordinance, all parking spaces required for commercial parking shall be located on the same site as the building; therefore, remote parking or shared parking is a violation of the zoning code. However, the Master Plan also recognizes the economic importance of 4^th Street to the Village and recommends that the findings of the 4^th Street Corridor Study be integrated into Village Ordinances. On November 18, 1998, the Board of Trustees of the Village of Los Ranchos de Albuquerque passed a resolution (see Appendix C) supporting the recommendations of the Detailed Analysis of Alternatives Report for the 4^th Street Corridor Study that are being analyzed in this EA. If the build alternatives that require replacement parking are selected, the Zoning Ordinance will be amended to reflect the desirability of shared and off-site parking along 4^th Street.

The amount of parking lost and/or displaced by character zone is discussed in detail by alternative below. Parking spaces were considered lost when replacement space was unavailable elsewhere on the premises and displaced when there appeared to be replacement space available on the premises.

Access modification to local residences and businesses would occur in all intersection alternatives. The existing primary access to the Northdale Shopping Center from 4^th Street would be closed and access would be gained through a new entrance to the north.

All three build alternatives at the intersection of Osuna Road/Chavez Road/4^th Street would result in improved intersection safety. The provision of dedicated turning lanes at the intersection will remove turning vehicles from the through traffic streams and will result in fewer rear end accidents. In addition, the provision of pedestrian facilities at the intersections with curbs that effectively separate pedestrian and vehicles will increase safety for pedestrians near the intersection.

Preferred Intersection Build Alternative - Realignment of Chavez Road to Osuna Road and Resignalization

This alternative requires no commercial property acquisition; therefore, no gross receipts tax revenues would be lost to the Village. No permanent loss of parking would occur in this alternative, but an estimated 25 parking spaces would be displaced within Northdale Shopping Center. This alternative would also effectively separate the southern one-eighth of the property in the Shopping Center from the remainder, making pedestrian access from the Taco Bell to the remainder of the shopping center more difficult; however, with the closure of the existing Chavez Road/4^th Street intersection, it may be possible to vacate the existing Chavez Road ROW in this area and offer it in trade to Northdale as replacement parking or for other uses. Negotiations with the property owner will occur as final design of this alternative occurs.

This alternative would require the acquisition of two commercial properties (Crown Coachworks, 336 Osuna NW and Excell Dry Cleaners, 6570 4^th NW) on the southeast corner of 4^th Street/Osuna Road. As a result, gross receipts tax revenues from these businesses may be lost to the Village. These businesses and its employees may relocate; however, there are no guarantees that the businesses will relocate within the study area, and, if not, the jobs provided by these businesses may be lost to the area. According to the owner of Crown Coachworks, suitable property zoned for this commercial use (C-2) is not currently available within the Village; therefore, this business is likely to relocate outside the Village limits.

No permanent loss of parking would occur in this alternative, but approximately 25 parking spaces would be displaced by this alternative on both the east and west sides of 4^th Street. Businesses with parking affected by this alternative appear to have sufficient replacement parking space available; however, replacement parking will be negotiated with the property owners during final project design.

This alternative requires the acquisition of one commercial property in the Northdale Shopping Center (Taco Bell, 6601 4^th Street); therefore, the gross receipts tax revenues generated by this business may be lost to the Village. This business and its employees will relocate; however, there are no guarantees that the businesses will relocate within the study area, and, if not, the jobs provided by these businesses may be lost to the area.

The existing primary access to the Northdale Shopping Center from 4^th Street would be closed and access would be gained through a new entrance to the north and in the northwest corner of the circulation roadway.

This alternative would displace an estimated 30 parking spaces on both the east and west sides of 4^th Street. It appears that the businesses have sufficient lot space to reconfigure parking and not decrease the number of available parking spaces on their property. Approximately 10-11 parallel parking spaces along Chavez Road would be created in the design of the plaza alternative; however, replacement parking will be negotiated with the property owners during final project design.

The plaza created in the center of the new circulation roadway would produce an area available for additional landscaping or art treatments. This area could be used to promote a Village theme or produce a Village entryway and result in greater community cohesion.

Preferred Roadway Build Alternative - Five-lane roadway with raised center median, curb and gutter, and sidewalk

This alternative would require no commercial building acquisitions; therefore, no gross receipts tax revenues would be lost to the Village.

This alternative will offset the roadway 8.5 ft (2.6 m) to the west and will require an additional 15 ft (4.6 m) of ROW along the west side of the roadway. This will move the roadway closer to the businesses along the west side of 4^th Street and may require businesses with parking adjacent to 4th Street to reconfigure parking areas. Approximately 85 parking spaces would be displaced by this alternative on both the east and west sides of 4^th Street. It appears that these businesses have sufficient replacement space on the premises. However, approximately 18 parking spaces at two businesses (Gemini Fireworks, 6525 4^th Street, and PPMSA Photo Service, 6519 4^th Street) along the west side of 4^th Street would be lost (see Figure 3.3-2). These parking spaces are adjacent to 4^th Street and the businesses have no space to replace the lost parking on their property. Space for replacement parking is available on the vacant lot to the north across Sandia View Road; however, this would require the customer to cross Sandia View Road to gain access to the businesses. Customers of PPMSA Photo Service would be required to walk over 200 ft (61 m) to get to this business. Use of this off-site parking would violate the Village’s existing zoning ordinance; however, the Village recognizes the conflicts within the current Zoning Ordinance; and will amend the ordinance to allow shared and off-site parking along 4^th Street. Negotiations with property owners will occur as final design of the improvements proceeds. The impacts to these businesses are summarized in Table 3.3-2 below.

This alternative would require no commercial building acquisitions; therefore, no gross receipts tax revenues would be lost to the Village. It appears that approximately 10 parking spaces at the shopping center on the northwest corner of 4^th Street and Ranchitos Road would be displaced by this alternative; however, replacement parking will be negotiated with the property owners during final project design.

This alternative would require no commercial building acquisitions; therefore, no gross receipts tax revenues would be lost to the Village. Approximately 6 parking spaces at the shopping center on the northwest corner of 4^th Street and Ranchitos Road would be displaced by this alternative. Approximately 7 parking spaces on the southwest corner of the intersection (Norwest Bank, 7827 4^th NW) would be lost (see Figure 3.3-3). Eighteen total parking spaces are currently provided at this business. The loss of 7 parking spaces constitutes a loss of 39 percentage of available parking. These parking spaces are directly adjacent to Ranchitos Road and it appears there is limited additional space available to replace the lost parking spaces on the existing property. However, space for replacement parking is available on a vacant lot to the west. Use of this off-site parking would violate the Village’s existing zoning ordinance; however, the Village recognizes the conflicts within the current Zoning Ordinance; and will amend the ordinance to Figure 3.3-2

Figure 3.3-3

allow shared and off-site parking along 4^th Street. Negotiations with property owners will occur as final design of the improvements proceeds.

In addition to the loss of parking, egress from the Norwest Bank may be modified. Currently, traffic exiting the drive-up banking window at the Bank can turn northbound or southbound onto 4^th Street. With the proposed roundabout configuration at this intersection, traffic exiting the Bank’s drive-up will be limited to a right turn (southbound) onto 4^th Street.

The roundabout would produce a central area available for additional landscaping or art treatments. This could be used in conjunction with improvements in the southern project area to produce a continuous Village theme and result in greater community cohesion.

This alternative would require no commercial building acquisitions; therefore, no gross receipts tax revenues would be lost to the Village. Access modification to local residences and businesses would occur. Although residences and businesses will not lose access to 4^th Street, access modifications may result in inconveniences to residents or businesses in the area.

This alternative will offset the roadway 8 ft (2.4 m) to the west and will require an additional 14 ft (4.2 m) of ROW. This will move the roadway closer to the businesses along the west side of 4^th Street. Approximately 52 parking spaces would be displaced by this alternative on the west side of 4^th Street. These businesses have sufficient space to reconfigure parking and not lose parking spaces; however, replacement parking will be negotiated with the property owners during final project design.

This alternative would result in the greatest amount of parking loss. Approximately 58 parking spaces along the west side of 4^th Street would be lost (see Figure 3.3-4). These parking spaces are adjacent to 4^th Street and businesses have little space to replace the lost parking on their property without extensive property modification. Space is available south of the Los Rancho Plaza (along the north side of Schulte Road) for parallel and angle parking that will accommodate the 15 spaces lost in front of the Plaza, but use of property in front of a residence would be required. Nine parallel parking spaces would be available in front of the strip shopping center on the northwest corner of Green Valley Road and 4^th Street. Replacement for the remaining parking spaces is available in the rear of the shopping center. This would require extensive property modification and perhaps some additional property acquisition along the western property boundary. Additionally, customers would be required to park behind buildings with building entrances on the front. This would result in an inconvenience to shoppers. Replacement parking will be negotiated with the property owners during final project design.

Family Barber Center and Green Valley Meats would be required to seek shared parking with an adjacent business since it appears that replacement parking is not available on these sites. Replacement parking areas are available on north and west of the strip shopping center on the southwest corner of Tyler Road and 4^th Street. Parking of the west side of the center would require property modification and perhaps some additional property acquisition along the western property boundary. Use of this off-site parking would violate the Village’s existing zoning ordinance; however, the Village recognizes the conflicts within the current Zoning Ordinance; and will amend the ordinance to allow shared and off-site parking along 4^th Street. Negotiations with property owners will occur as final design of the improvements proceeds. The loss of parking is summarized in Table 3.3-3 below.

Figure 3.3-4

This alternative would require no commercial or residential building acquisitions; therefore, no gross receipts tax revenues generated would be lost to the Village. No parking would be lost or displaced by this alternative.

Preferred Roadway Build Alternative - Four-lane roadway with curb and gutter and sidewalk

This alternative would require no commercial or residential building acquisitions; therefore, no gross receipts tax revenues would be lost to the Village. No parking would be lost or displaced by this alternative.

Access modification to local residences and businesses would occur. Although residences and businesses will not lose access to 4^th Street, access modifications may result in inconveniences to residents or businesses in the area.

This alternative would require no commercial or residential building acquisitions; therefore, no gross receipts tax revenues would be lost to the Village. This alternative will offset the roadway 8 ft (2.4 m) to the west and will require an additional 14 ft (4.2 m) of ROW. This will move the roadway closer to the businesses along the west side of 4^th Street. Although no parking would be lost, 6 parking spaces would be displaced by this alternative; therefore, replacement parking will be negotiated with the property owners during final project design.

There are several areas classified by the National Resources Conservation Service (NRCS) as Important Farmland or Farmland of Statewide Importance within one mile of 4^th Street, but none in the immediate project area. These areas are separated from 4^th Street by barriers that will not be crossed during the proposed 4^th Street improvements, such as 2^nd Street, irrigation channels, and laterals. The following areas are identified as Important Farmland on the NRCS map for Bernalillo County, New Mexico:

• A large area (approximately 1700 acres (689 hectares)) west of 4^th Street was noted as Prime Farmland. This area is within approximately 0.75 miles (1.2 km) of 4^th Street near Montaño Boulevard.

• Approximately 60 acres (24 hectares) of Prime Farmland was noted 0.5 miles (0.8 km) west of 4^th Street and north of Ranchitos Road.
• Approximately 50 acres (20 hectares) of Prime Farmland was noted 0.8 miles (1.3 km) west of 4^th Street south of Alameda Boulevard.

• Approximately 450 acres (182 hectares) of Prime Farmland was noted 0.25 miles (0.4 km) east of 4^th Street between Los Ranchos Road and Alameda Boulevard.

According to the Village of Los Ranchos de Albuquerque’s Comprehensive Zoning Ordinance, agricultural activities are defined as, "The tilling of the soil, the raising of crops, horticulture, and animal husbandry". There are approximately 10 areas along the 4^th Street study corridor which could be used for these purposes; however, only a few pockets are zoned for special or agricultural use. According to the Master Plan, agriculture is considered to be the "highest and best" use of the land in the area and the key to the rural atmosphere of the Village. It is the Village’s policy to encourage the preservation of agricultural land wherever and whenever possible.

To support agricultural activities and the accompanying need for irrigation water in the area, the Middle Rio Grande Conservancy District (MRGCD) owns and operates a network of irrigation and drainage canals in the area (see Figure 3.4-1 through 3.4-3). Four MRGCD irrigation ditches cross the 4^th Street corridor between Alameda Boulevard and Montaño Road (Gallegos Lateral - south of Vineyard Road, Chamisal Lateral Wasteway - 660 ft (201 m) south of Ranchitos Road, Chamisal Lateral - Sarah Lane, and Derramadera Ditch - St. Francis Road). All of these ditches cross within the project area. In addition to those owned by MRGCD, several smaller irrigation ditches are privately owned and maintained. Five of these privately-owned ditches are located within the project area. According to the Master Plan, the Village’s irrigation and drain system is considered a vital component of the unique character of the area. Ditches are used for irrigation, support of vegetation, and support of water table levels.

Impacts to farmland may occur if prime, unique, or farmlands of state or local importance are rendered unusable or unprofitable for agricultural operations. The Farmland Protection Policy Act (7 USC 4201-4209, 1981) requires that the loss of prime or important farmland be avoided or mitigated to minimize impacts.

The no build alternative will have no effects on agricultural lands in the project area.

A records search and field survey was conducted to ensure compliance with the National Historic Preservation Act of 1969, as amended, the Cultural Properties Act, and the New Mexico Prehistoric

Figure 3.4-1

Figure 3.4-2

Figure 3.4-3

and Historic Sites Preservation Act to ensure the identification and evaluation of any cultural or archeological resources within the project area.

A preliminary cultural resource records search and Class I evaluation of the project involved a review of the New Mexico Cultural Resource Information System (NMCRIS) files and identified all cultural resources within 0.5 miles of the project. A review of the New Mexico State Register of Cultural Properties and the National Register of Historic Places was also completed searching for all registered properties within 0.5 miles of the project area. Additional research included consultation with a variety of historic documents and maps, archeological and historical settlements, historic roads, and irrigation canals.

A total of 15 cultural resources were recorded within 0.5 miles of the proposed project, including the important prehistoric-early historic pueblos of Alameda (LA 421) and Chamisal (LA 22765); however, no cultural resources have been previously identified within the project area. Six properties listed on the State and National historic registers are located within 0.5 miles of the project, but only one, the Juan Chavez House (HPD 936), is adjacent to 4^th Street.

The portion of 4^th Street within the project area is of historic interest. The road was first graded in 1910 and was incorporated into El Camino Real - New Mexico 1, which was the first major highway development in New Mexico. From 1926 to 1937, the road was part of the U.S. 66 highway system and saw considerable traffic and related development associated within this use. With the realignment of U.S. 66, in 1937, this northern portion of 4^th Street was incorporated into the U.S. 85 highway system. The road was first paved in 1922, and sections of the concrete roadbed associated with the U.S. 85 construction are apparently still intact below the existing roadbed; however, most of the roadway and associated buildings and structures have seen considerable modifications and renovation in recent years. The original roadbed has been removed just north of the project area as a part of another project. There are probably isolated buildings along the project area that qualify for National Register nomination under the thematic canopy of "Historic and Architectural Resources of the Route 66 Thoroughfare in New Mexico" (Kammer 1993) or "Auto-oriented Commercial Development in Albuquerque, New Mexico, 1916-1956" (Wilson 1996). However, the project area does not qualify for district nomination under these thematic nominations and the roadbed itself does not have the historic integrity to justify preservation or mitigative treatment.

Three major irrigation canals and two secondary canals (one abandoned) cross 4^th Street within the study area. Many of the canals and all of the drains in the Albuquerque area were built following the Middle Rio Grande Reclamation Project in the late 1920s and 1930s. The older pre-reclamation canals (i.e., Chamisal, Deramadera, and Los Griegos) in the Los Ranchos area were extensively modified during this period. Improvements of these canals have continued in modern times and most of the gates and turn-out structures along the canal are of modern construction.

A field survey was conducted for this project and included the existing roadway ROW, 15 ft (4.6 m) west of the existing ROW; and 18 locations where stormwater retention facilities were to be located. This survey did not uncover cultural resources that were likely to yield important information on local history. A number of cultural localities were also found in the project area, including a highway accident memorial marker, secondary irrigation canals, sign posts, and a middle 20^th century house foundation; however, these localities are considered unlikely to yield important information on local history and no further research or mitigative treatment is recommended.

Impacts to cultural or archeological resources may occur if the project results in: 1) damage to archeological or cultural remains expected to yield important information on local history; 2) prevention of recovering information from remains expected to yield important information on local history; 3) damage, demolition, or disturbance to the setting of historic structures; or 4) interference with the usage of a historic site.

The no-build alternative would not affect existing cultural and archeological resources within the project area.

Canal siphon-culverts under 4^th Street will be removed and new siphon structures and headgates will be constructed with any of the build alternatives. The specific structural features of the canals in the project area are of modern construction (built between 1950 and 1960) and are not considered of historic value. Although the siphons may be replaced, the canals will continue to function as originally designed and irrigation waters will not be impaired or restricted as a result of the construction. Therefore, the project development will have no effect on the historic integrity of these canal systems.

No cultural resources were identified within the proposed project area that require further research or treatment. The records search and archeological survey suggest that no cultural historical resources will be directly affected by the project. The New Mexico Historic Preservation Division has concurred that the project will have no adverse effect on properties included in or eligible for inclusion in the National Register of Historic Places. No additional investigations are recommended. A copy of this correspondence is included in Appendix D.

There is, on any project, a possibility that buried cultural remains occur within the fluvial environmental of the study area or are concealed by modern developments. Clearly, much of the area has been disturbed by previous road construction and the placement of utilities below the road. However, there is a possibility that intact, but buried, cultural remains are present. Because of this, it is recommended that archeological monitoring of the project be completed, at intervals, during excavations in excess of 3 ft (1 m). If cultural resources are found, the NMSHTD and the State Historic Preservation Officer will be notified.

This intersection alternative will not impact any known cultural resources and no further research or mitigation treatment is recommended.

This alternative would require the acquisition of four buildings. The buildings include three single-family residences (330 Osuna Road, 322 Osuna Road, and 318 Osuna Road) and one commercial structure that contains two businesses (336 Osuna Road and 6570 4^th Street). The residences were construction circa 1950. The commercial building was constructed in 1965. The structures have been photographed and are described on New Mexico Historic Buildings Inventory forms. None of these buildings appear to have historic value; therefore, this intersection alternative will not impact any known cultural resources and no further research or mitigation treatment is recommended.

This alternative would require the acquisition of one commercial building (Taco Bell, 6601 4^th Street). The structure has been photographed and is described on a New Mexico Historic Buildings Inventory form. This building was constructed sometime between 1985-1990 and has no historic value; therefore, this intersection alternative will not impact any known cultural resources and no further research or mitigation treatment is recommended.

Preferred Roadway Build Alternative - Five-lane roadway with raised center median, curb and gutter, and sidewalk

Three cultural localities were recorded during the archeological survey in Character Zone 1. Remnants of an abandoned secondary irrigation canal were found at 6313 4^th Street. The concrete headers for the siphon or culvert structure are visible but no evidence of the culvert under the road can be seen. The MRGCD’s Gallegos Irrigation Canal in the project vicinity is an earth-banked ditch that crosses under 4^th Street in a buried pipe approximately 98 ft (30 m) south of the intersection of 4^th Street and Solar Road. The canal is exposed about 165 ft (50 m) to the west of 4^th Street. Although the siphons may be replaced, the canal will continue to function as originally designed and irrigation waters will not be impaired or restricted as a result of the construction. Therefore, project development will have no effect on the historic integrity of the canal system.

The remains of a 20^th century house foundation approximately 300 ft (100 m) north of the junction of Solar Road and 4^th Street, approximately 16 ft (5 m) east of 4^th Street. The concrete foundation measures approximately 16 ft (5 m) by 23 ft (7 m) in size. No evidence of the house walls or superstructure remain. Cultural materials in the area include clear bottle glass, plastic pipe, ceramic pipe, metal pipe, bricks, and concrete. The remains have no historic value and do not warrant inclusion into the New Mexico Cultural Resources Information System files. No further research or treatment of this structure is recommended.

Roadway and drainage improvements in this alternative and in the four-lane roadway with curb and gutter and sidewalk alternatives in Character Zones 2 and 3 will require the removal of the concrete slab under the existing roadway. This concrete slab is associated with early roadway construction; however, the roadway has seen considerable modification and renovation and the roadbed does not have the historic integrity to justify preservation or mitigation treatment.

One cultural locality, a secondary canal of the Chamisal Lateral System directly south of the Ranchitos Road and 4^th Street intersection, was noted in this area. The canal siphon-culverts associated with this canal may be removed and new siphon structures and headgates will be constructed if necessary; however, the specific structural features of the canals were built between 1950 and 1960 and are not of historic value. Although the siphons may be replaced, the canal will continue to function as originally designed and irrigation waters will not be impaired or restricted as a result of the construction. Therefore, project development will have no effect on the historic integrity of the canal system.

Preferred Roadway Build Alternative - Four-lane roadway with curb and gutter and sidewalk

The Juan Chavez House (HPD 936), is situated on the west side of 4^th Street and south of Ranchitos Road; however, this property will not be affected by any of the proposed improvements.

Three cultural localities were recorded during the archeological survey within Character Zone 2, including the secondary canal of the Chamisal Lateral System that was described earlier, two masonry block sign posts signifying the entrance to a historical subdivision, and the Chamisal Lateral wasteway irrigation canal. The masonry block sign posts and low masonry walls are located along the west side of 4^th Street at the entrance to the Pueblo Solano subdivision. The sign posts and walls are the entrance to this historic subdivision that was built in 1940. The sign posts consist of cut-sandstone block pylons about 5 ft (1.50 m) high and 17 inches (50 cm) square. The pylons are set on concrete pediments. The south pylon is marked "Pueblo" and the north pylon is marked "Solano." This minor cultural feature does not justify inclusion in the NMCRIS system or require further research or mitigative treatment.

The MRGCD’s Chamisal Lateral Wasteway crosses 4^th Street approximately 740 ft (225 m) south of Los Ranchos Road. This canal was constructed during the late 1930s to carry overloads and to supply additional water to the El Pueblo Canal and was probably rebuilt when the roadway was widened from two to four lanes in the 1950s. The canal crosses under 4^th Street in a siphon-culvert structure with concrete headers and existing walls. Although the siphons may be replaced, the canal will continue to function as originally designed and irrigation waters will not be impaired or restricted as a result of the construction. Therefore, the project development will have no effect on the historic integrity of this canal system.

This build alternative will have no adverse effect on properties included in or eligible for inclusion in the National Register of Historic Places.

This alternative will affect the cultural features described above differently than the four-lane roadway with curb and gutter and sidewalk alternative; however, this alternative will not affect properties of historic value. Selection of this alternative will not require removal of the early roadway concrete slab under the existing roadway; however, this alternative requires the roadway to be offset approximately 8.0 ft (2.4 m) west of the existing centerline. As a result, the subdivision sign posts may need to be moved outside the clear zone. The Juan Chavez House (HPD 936) will not be affected by construction of this alternative.

This alternative will also reconstruct the siphons of the Chamisal Lateral Wasteway; however, the canal will continue to function as originally designed and irrigation waters will not be impaired or restricted as a result of the construction. Therefore, the project development will have no effect on the historic integrity of this canal system.

Two minor cultural localities were recorded within Character Zone 3 during the archeological survey. One of these was a white-painted wooden cross inscribed with, "Ricky Lucero, Born 11/4/70, Died 12/23/93" (located on the west side of 4^th Street on the north ramp of the Paseo del Norte overpass). Another small wooden cross is also located at this site and both crosses are decorated with artificial flowers. These crosses are located within 4^th Street ROW and may be removed by this alternative.

The other minor cultural locality is part of MRGCD’s Chamisal Lateral that crosses 4^th Street approximately 740 ft (225 m) north of Ranchitos Road. This lateral may represent a part of the old Los Ranchos Ditch. A survey of the ditch in 1910, indicated that it was an old canal constructed prior to 1800; however, the concrete siphon-culvert structure that crosses 4^th Street was probably built when 4^th Street was widened from a two-lane to a four-lane highway in the 1950s. Although the siphons may be replaced, the canal will continue to function as originally designed and irrigation waters will not be impaired or restricted as a result of the construction. Therefore, the project development will have no effect on the historic integrity of this canal system.

Selection of this alternative will not require removal of the early roadway concrete slab under the existing roadway; however, this alternative will also require removal of the highway accident memorial markers. This alternative will also reconstruct the siphons of the Chamisal Lateral Wasteway; however, the canal will continue to function as originally designed and irrigation waters will not be impaired or restricted as a result of the construction. Therefore, the project development will have no effect on the historic integrity of this canal system.

Natural drainage in the area is provided by the Rio Grande River, although the natural drainage patterns of the area have been modified by irrigation of agricultural land and commercial and residential development. According to groundwater contamination remediation reports within the project area, groundwater is encountered between 30 ft (9.1 m) and 43 ft (13.1 m) below ground surface. Hydrological studies associated with these remediation efforts have determined that groundwater in the area has a slight hydraulic gradient to the south and southeast (away from the Rio Grande).

Albuquerque municipal water service has been available throughout the study area since the 1970s, although a number of businesses and residences still utilize private wells. A public sewer system has only recently become available to much of the study area. Consequently, the majority of the study area has utilized individual liquid waste disposal systems (septic tanks and cesspools) for many years. There is no ordinance that requires property owners to connect to the public sewer system, but it is highly encouraged by the Village.

Impacts to water quality may occur if: 1) water quality (surface or groundwater) is degraded below state and federal standards; 2) roadway runoff or other nonpoint source pollution has an adverse impact on water resources; or, 3) the quality or quantity of water is contaminated to the extent that established uses are adversely affected.

All build alternatives will provide storm water collection. In the preferred roadway build alternatives, the four- and five-lane sections with curb and gutter and sidewalk, and in all intersection improvement alternatives, stormwater will be collected by the curb and gutters, filtered through drop inlets, and then transported to stormwater retention facilities. Each drainage collection system will be an independent system that collects stormwater for approximately 600 ft (183 m) of roadway. These drainage systems will be located throughout the length of the project.

Each drainage system will have drop inlets with filtration systems. The filtration systems will have a lined chamber capable of trapping roadway contaminants such as oil, grease, and other debris. From the drop inlets, stormwater will be transmitted to a trunk line under the center of the roadway and then transported to a series of stormwater retention facilities located approximately every 600 ft (183 m). The retention facilities will be underground basins capable of containing a 100-year rainfall event. The existing facilities north of Paseo del Norte on both the east and west sides of 4^th Street will be aboveground.

Drop inlets with filtration systems will require periodic maintenance to remove collected debris and contaminants. The removed material will be disposed as a solid waste in a manner approved by local regulatory authorities.

The retention facilities will be designed to maximize protection of groundwater. Because the proposed retention facilities are within 50 ft (15 m) of groundwater, a notice of intent to discharge to groundwater will be filed with the New Mexico Environment Department's (NMED) Groundwater Bureau; however a discharge permit may not be required. Groundwater must be protected from the contamination contained within roadway runoff, and therefore all water quality standards and permit requirements for the protection of groundwater will be met. However, the storm water retention facilities will be constructed to provide maximum protection to groundwater and wildlife resources. Roadway runoff will be routed first into a lined chamber capable of containing design flows of a 5-year rainfall event. From this chamber, the discharge will overflow to an unlined area capable of containing a 100-year rainfall event and providing treatment of the influent by settling and dilution with storm water and eventually allowing the water to infiltrate. NMED Groundwater Bureau will review the design of the storm water retention facility and determine whether a discharge plan is required.

Because of the depths to groundwater in the project area, it is not anticipated that "dewatering" (removal of shallow groundwater) will be needed for project construction, any temporary construction dewatering that occurs will be coordinated with NMED’s Surface Water Bureau. This will ensure that any contaminated groundwater removed is treated and disposed of in accordance with state and federal regulations.

To identify problems or potential problems associated with hazardous materials, Wilson & Company completed an Initial Site Assessment (ISA) Report for the study area. This investigation was performed to evaluate the potential for soil or groundwater contamination that could preclude or favor certain improvement alternatives, adversely influence construction activities, or impact acquisition of ROW. In addition, the ISA identified areas where additional testing is required to thoroughly evaluate subsurface conditions.

As a result of the ISA, several problems or potential problems related to hazardous materials and past and current land uses were noted on 11 properties within the study area. Three of these properties were located outside the project area and would not affect the no build nor any of the build alternatives. Subsurface testing was recommended at the remaining eight sites. In addition to these sites, testing is recommended at an additional site that may be impacted by one of the realignment alternatives at the intersection of Osuna Road/Chavez Road/4^th Street. As a result, subsurface testing is recommended at nine sites within the project area that may potentially impact project construction. These sites are discussed in detail in the appropriate Character Zone.

Impacts from hazardous materials may occur if: 1) contaminated properties are acquired for additional ROW; 2) soil or groundwater contamination is caused to spread during project construction; or, 3) contaminated properties pose a physical danger to construction crews.

No hazardous materials impacts would result from the no build alternative since no additional ROW would be acquired and existing soils would remain undisturbed. Any unknown hazardous materials that may have migrated into the existing ROW would also remain undisturbed under the no build scenario.

Proposed improvements associated with the build alternatives will result in subsurface disturbance near potentially contaminated sites. Once testing is completed on the potentially-contaminated sites, the presence and extent of subsurface contamination will be delineated and the impacts can be assessed. Once the impact assessment is completed, measures will be implemented to minimize risks from subsurface contamination. These measures may include:

• Remediation of contaminated site
• Incorporate design elements into the project to minimize subsurface disturbance in certain areas

• Avoidance of these areas

The Preliminary Site Investigation (and Detailed Site Investigation, if recommended) will be completed prior to the plan, specification, and estimates (PSE) approval. The investigation will result in estimated quantities and special provisions to guide the handling and treatment of contaminated materials in the contract and construction documents.

Improvements to the storm water drainage system in all build alternatives will result in subsurface disturbances ranging from approximately 3 ft (0.9 m) to 10 ft (3 m). Construction of stormwater drainage detention facilities will result in subsurface disturbance to a depth of approximately 3 ft (0.9 m) and slightly less in the rural roadway alternatives. Roadway improvements will result in a disturbance approximately 3 ft (0.9 m) deep; however, the preferred roadway build alternatives will require the removal of a concrete slab under the existing roadway. The removal of this slab, 3 ft (0.9 m) deep and 20 ft (6 m) wide, will result in more extensive subsurface disturbance than the rural section. Lighting installations at intersections and along the corridor will result in subsurface disturbance of approximately 2 ft (0.6 m). All disturbances will occur within the proposed ROW.

Construction activity safety may be improved by minimizing or eliminating contact with hazardous materials and by training workers to deal with hazardous materials. Individual liquid waste disposal systems and agricultural practices may introduce pathogenic organisms, pesticides, or fertilizers into groundwater. Individuals that risk contact with these materials should be informed of the risks associated with such contact and should be trained and equipped to deal with the associated hazards. Because of the depth to groundwater and the degree of subsurface disturbance anticipated, dewatering will probably not be required. However, if dewatering is required, dewatering plans will include provisions to evaluate the potential for encountering contamination and plans for proper handling and disposal of contaminated groundwater.

In addition to those areas of known and suspected contamination discussed in the Initial Site Assessment, any construction project has the potential to discover new and previously undocumented cases of contamination. Construction of improvements to 4^th Street would involve soil disturbance and ROW acquisition in some locations. Although the initial site assessment identified specific areas of known and suspected contamination, undiscovered hazardous substances could potentially affect the project. If previously undiscovered contamination is encountered during project construction, work will be stopped immediately and the necessary steps will be followed for the proper treatment and disposal of hazardous materials, as identified within current NMSHTD policy and guidelines.

No affects or impacts from known environmentally suspect properties would occur as a result of construction of this alternative.

This alternative would require acquisition of two commercial businesses and three single-family residences. If this alternative is selected, prior to demolition, an asbestos and lead survey of the buildings will be conducted. If the buildings contain asbestos, a licensed asbestos removal contractor will remove the asbestos containing materials. Removed asbestos will be treated, transported, and disposed of in a manner approved by NMED and any notifications required by the Occupational Health and Safety Bureau of NMED will also be strictly followed.

Lead-based paint was commonly used in buildings constructed prior to 1980. Prior to demolition of acquired buildings, a lead-based paint survey will also be conducted. If lead based paint is detected, it will be tested to determine if the material should be treated as a hazardous waste. If it meets the criteria for a hazardous material, the lead-based paint residue will be disposed of in a manner approved by NMED.

Because public sewer has only recently been available in the area, the three single family residences are assumed to possess septic tanks for liquid waste disposal. According to the property owner, both the paint and body shop and the dry cleaners utilize a single septic tank for liquid waste disposal. If these properties are acquired, the liquid waste systems will be surveyed and closed according to NMED standards.

The two commercial businesses (located in one building) to be acquired. One property is a small satellite facility for dry cleaning drop off and pick up with the actual dry cleaning occurring at another location. This location has been occupied by a dry cleaning business since 1985. During the ISA investigation, no hazardous substances were observed stored at this facility and no problems were noted.

One property was not investigated in the ISA because the alternative that would require acquisition of this facility had not yet been developed; therefore, a supplemental on-site interview and hazardous material questionnaire was completed. This property is an automotive paint and body shop that has occupied this location since 1990. Prior to this use, an automotive supply shop occupied this building (1970 to 1990). This property was not identified in the Site Environmental Audit (SEA) report as a property that handles, generates, treats, stores, or disposes of hazardous waste or reportable amounts of hazardous materials. No underground storage tanks were reported on the property and no hazardous materials incident reports were filed with the Fire Department for this business. During the on-site interview, paint thinner, waste thinner, diesel fuel, and raw paint material were observed stored in labeled, 55-gallon drums on the property exterior on cement pads. Staining under the containers was not observed; however, no secondary contaminant was provided. Waste thinner and used rags are collected and disposed of every other month by the EnviroSolve company. According to the business owner, their business uses approximately 330 gallons (1250 liters) of paint thinner and 160 gallons (606 liters) of diesel fuel annually. Approximately 2 to 3 cars are painted daily. The majority of the property is paved and little ground surface staining was observed.

Because a septic tank is located on the property and the tank continues to be used for liquid waste disposal, this property poses a concern if acquired for the build alternative. Although it appeared that paint and thinner wastes were being disposed of properly, incidental or unintentional hazardous waste may have entered the liquid waste disposal system over the past 10 years (e.g., through hand washing, brush, rag, equipment washing, or accidental spillage). In addition, although the current dry cleaning business operates as a satellite facility, it is unknown if dry cleaning ever occurred during its 13 years of businesses at this location. Therefore, because of the possible disposal of hazardous materials in the septic tank at some time in the past, testing is recommended to thoroughly evaluate subsurface conditions prior to acquisition.

No affects or impacts from known environmentally suspect properties would occur as a result of construction of this alternative.

This alternative would require acquisition of one commercial building. Although the building was constructed relatively recently, prior to demolition, an asbestos and lead survey of the building should be conducted. If either is found, the materials will be removed and disposed of in the manner discussed previously.

According to the ISA, further investigation was recommended for one site. This leaking underground storage tank site exhibited measurable contamination and is near 4^th Street. Contamination was not fully delimited at this site.

Roadway improvements will result in a subsurface disturbance approximately 3 ft (0.9 m) deep; however, this alternative will require the removal of a concrete slab under the existing roadway. The removal of this slab, 3 ft (0.9 m) deep and 20 ft (6 m) wide, will result in extensive subsurface disturbances. These disturbances may encounter contamination at this site; therefore, additional investigations, including subsurface soil testing are warranted.

No affects or impacts from known environmentally suspect properties would occur as a result of construction of either of the intersection improvement alternatives.

According to the ISA, additional investigations, including subsurface soil testing, are warranted at the following five locations for either roadway improvement alternative:

• A site that has a long history housing auto repair facilities and soil staining was observed during the field investigations (property was subsequently paved).
• A site that has a long history housing auto repair facilities and soil staining was observed during field investigations.
• A company that performs electroplating and finishing of steel and aluminum parts for the electronics, aerospace, and semi-conductor industries. Since this company began operating at this site in 1978, the New Mexico Environment Department (NMED) has found contamination and cited frequent violations of environmental codes and regulations. Given the nature and longevity of the contamination at this location and the frequency of violations noted by NMED, testing was recommended.
• A LUST site where the horizontal limits and magnitude of contamination were not established.
• A LUST site that was first reported in 1994 with additional contamination discovered during UST removal in 1998. The extent of contamination was not established.

Preferred Roadway Build Alternative - Four-lane roadway with curb and gutter and sidewalk

Roadway improvements would result in a subsurface disturbance approximately 3 ft (0.9 m) deep; however, this alternative would require the removal of a concrete slab under the existing roadway. The removal of this slab, would result in extensive subsurface disturbances. These disturbances may encounter contamination at these sites; therefore, additional investigations, including subsurface soil testing, are warranted.

The new section centerline for this alternative would be offset approximately 8.0 ft (2.4 m) west of the existing centerline, requiring an additional 14 ft (4.3 m) of ROW along the west side of the roadway. This would require excavation closer to one site and may increase the risks of encountering contamination. These disturbances may encounter contamination at these sites; therefore, additional investigations, including subsurface soil testing, are warranted.

No affects or impacts from known environmentally suspect properties would occur with construction of this alternative.

According to the ISA, subsurface investigation was recommended for two sites within this character zone:

• A site that has a long history housing auto repair facilities and service stations. Soil staining was observed during the field investigation.
• Questionable storage practices and soil staining were observed on one site during the field investigation. The business disposed of liquid waste in a septic tank. Tenants reported overflowing septic tanks during heavy rains.

Preferred Roadway Build Alternative - Four-lane roadway with curb and gutter and sidewalk

Roadway improvements would result in a subsurface disturbance approximately 3 ft (0.9 m) deep; however, this alternative would require the removal of a concrete slab under the existing roadway. The removal of this slab, would result in extensive subsurface disturbances. These disturbances may encounter contamination at these sites; therefore, additional investigations, including subsurface soil testing, are warranted. In addition, a proposed stormwater detention facility is located south of an environmentally suspect site. Subsurface disturbance at this proposed facility would be approximately 3 ft (0.9 m) deep and may encounter potential soil contamination from the neighboring site; therefore, subsurface testing will occur at this site prior to site selection and construction activities.

The new section centerline for this alternative would be offset approximately 8.0 ft (2.4 m) west of the existing centerline, requiring an additional 14 ft (4.2 m) of ROW along the west side of the roadway. This would require excavation closer to the environmentally suspect site at one site and may increase the risks of encountering contamination. In addition, a proposed stormwater detention facility is located south of the environmentally suspect site at one site. Subsurface disturbance at this proposed facility would be approximately 3 ft (0.9 m) deep and may encounter potential soil contamination from the neighboring site; therefore, subsurface testing will occur at this site prior to site selection and construction activities.

Underground gas, power, water, sanitary sewer, telephone, fiber optics, and cable television are all located within or adjacent to the corridor ROW. Overhead power and telephone parallel the entire project and services cross 4^th Street at several locations.

Albuquerque municipal water service has been available throughout the study area since the 1970s, although a number of businesses and residences still utilize private wells. A public sewer system has only become available recently to much of the study area, consequently the majority of the study area has utilized individual liquid waste disposal systems for many years and are still not required to connect to the public sewer system. This, compounded with the shallow water table, may threaten the quality of the aquifer, which is the main source of water for the area.

According to PNM Gas Services, gas lines are located in the 4^th Street ROW. The lines were installed in the 1940s and 1950s and are due for replacement. If relocation of these lines were required for roadway improvements, PNM would replace the lines five to six months before actual road construction began.

Electric power lines, both for distribution and major transmission, exist throughout the corridor. Poles are located both east and west within the ROW with distribution wires crossing the corridor at multiple locations. Along the east ROW line, a 46,000 volt sub-transmission service exists that was constructed in the mid-1920's. It provides continuous service to the Sandia Pueblo, Town of Bernalillo, Santa Domingo Pueblo, Santa Ana Pueblo, Algodones, San Felipe Pueblo, Cochiti Pueblo, and the southern outskirts of Santa Fe. Although removal of this line is not feasible, consolidation of the existing distribution lines and utility poles within the corridor may be possible. In addition to overhead distribution power lines, overhead telephone, TV cable, and corridor lighting occurs.

Impacts to existing and planned utilities may occur if utility lines or utility services are disrupted for long periods of time or if the project interferes with any planned expansions or improvements to utility services.

No impacts to existing and planned utilities will occur under the no build alternative.

Other than possible short term interruptions in service, no impacts to underground utilities; such as gas, phone, water, or sewer, are expected to occur from construction of any of the intersection improvement alternatives or the four- or five-lane roadway with curb and gutters and sidewalks. If the four-lane roadway with shoulders and tapers is selected, however, some relocations of utilities would be required. This alternative would offset the roadway 8.0 ft (2.4 m) to the west and would require 14 ft (4.2 m) of additional ROW west of 4^th Street to meet clear zone requirements. This shift would require that existing utility poles, lighting fixtures, and mailboxes along the west side of 4^th Street be relocated outside the clear zone.

The Los Griegos and Alameda 7.5 minute topographic quadrangle maps do not indicate any active gravel pits or mines within the 4th Street study corridor; therefore, neither the no build nor any of the build alternatives would affect mineral resources in the project area.

FHWA established Noise Abatement Criteria (NAC) by land use as guideline traffic noise values (see Table 3.10-1). By definition, impacts occur when traffic noise levels approach (come within one dBA of) or exceed the NAC appropriate for a particular land use. Under these criteria, land uses such as residences, schools, motels, and churches are considered noise sensitive. All of these land uses occur within the project area.

To determine existing noise levels, field monitoring of traffic noise during peak traffic periods was conducted. Average noise levels were measured at three locations near the roadway using a Quest 1800 Sound Level Meter. Noise readings were recorded in A-weighted decibels (expressed as Leq dBA). Leq, or equivalent noise level, is a logarithmic, time averaged noise descriptor used by most state and federal agencies to describe the noise conditions within an area. These measurements demonstrated that existing noise levels were relatively consistent throughout the study area. Measured noise levels during peak traffic periods ranged from 69 Leq dBA near Los Ranchos Elementary School to 72 Leq dBA near the intersection of 4^th Street/El Pueblo Road. In general, higher noise levels were recorded nearer the roadway. Highest noise readings occurred during the evening traffic peak period, except near the intersection of 4^th Street/El Pueblo Road, where the morning traffic peak had higher measured noise levels. This was probably caused by higher traffic speeds in the southbound direction during the morning peak.

The field readings suggested that many residences and businesses in close proximity to the roadway currently approach or exceed the NAC. These readings also suggested that as traffic volumes increase with area growth, additional properties will approach or exceed the NAC.

Monitoring results were supplemented with computer modeling. Noise impacts resulting from roadway traffic were evaluated using the FHWA noise prediction model STAMINA2.0/OPTIMA (STAMINA). STAMINA utilizes local information on traffic volumes, speed, vehicle classification data, roadway lane configuration, and site acoustical characteristics to predict peak hour traffic noise at selected receiver locations. Traffic counts and projections were obtained from the traffic study prepared by Wilson & Company for this project. Traffic volumes for the implementation year 2000 were estimated by straight line interpolation between existing and projected horizon year 2020 traffic volumes. To adjust STAMINA for project area conditions, information collected during field measurements was entered in the model and the modeling results were compared to actual field measurements. Receiver sites for the noise modeling analysis were representative of land uses near the roadway, but residences were emphasized. Twenty-nine receiver locations were selected. These receiver locations are presented in Figures 3.10-1 through 3.10-3.

Because of the slightly different traffic characteristics of the three character zones (primarily related to traffic volumes), separate model runs were made for each of the character zones. The results of this modeling analysis are presented in Table 3.10-2. According to the analysis, existing noise impacts at residences and other sensitive land uses was predicted within approximately 226 ft (69 m), 245 ft (75 m), and 190 ft (58 m) of the roadway in Character Zones 1, 2, and 3, respectively. Applying these distances to aerial photographs of the study area resulted in

Figure 3.10-1

Figure 3.10-2

Figure 3.10-3

approximately 13, 36, and 53 residences in the three character zones that may be currently impacted by noise; however, these numbers may over-represent the number of impacted receivers because the shielding effects of buildings, walls, and other noise attenuators was not applied. STAMINA predicted noise impacts at commercial facilities within 66 ft (20 m), 66 ft (20 m), and 12 ft (3.7 m) of the roadway in Character Zones 1, 2, and 3, respectively. Applying these distances to aerial photographs of the area suggested that a total of approximately 55 commercial facilities were predicted by the model to exceed the NAC under existing traffic conditions within the project area.

Noise impacts may occur when either: 1) the projected noise levels fall within one dBA of or exceed the NAC shown in Table 3.10-1; or 2) the projected noise levels increase 10 dBA or more over existing noise levels.

As discussed earlier, STAMINA modeling for existing traffic conditions predicted noise impacts at a large number of residences and commercial facilities within the study area. Because current noise levels exceed the NAC and future traffic growth will result in even higher levels, noise mitigation methods must be investigated. Mitigation will be discussed later in this section.

STAMINA modeling results for the build alternatives for the year 2020 are presented in Tables 3.10-3 through 3.10-6. Additional noise impacts are expected at residences and commercial facilities within the project area; however, it is important to note that exceedances of NAC occur now and would be expected to increase as a result of traffic growth regardless of whether or not the build alternatives are constructed. The build alternatives only shift the roadway a maximum of 8.5 ft (2.6 m); therefore, noise levels are increasing primarily as a result of predicted traffic volume increases and not as a result of project implementation.

Tables 3.10-3 through 3.10-6 demonstrate that relatively consistent noise levels are found throughout the project area and only slight increases (normally one to two dBA) in traffic noise are expected in the horizon year with any of the build alternatives. Therefore, the selection of alternatives will make no substantial nor perceivable (considered to be 3 dBA or greater) differences to noise levels in the project area.

As discussed above, noise levels are projected to approach or exceed the NAC throughout most of the project area, but no substantial (10 dBA) increases in traffic noise levels are predicted by the analysis. Although the increase in noise levels is related to expected increases in traffic volumes and not project improvements, noise abatement must still be considered. The most common type of noise mitigation is the construction of noise walls between the roadway and the affected properties.

Noise mitigation is implemented where the efforts are feasible, cost effective, and have public support. Feasibility of mitigation measures is determined by considering factors such as local access constraints, safety, community aesthetics and cohesion, visual impact of the control measure, engineering constraints on height, drainage considerations, and engineering requirements.

Because commercial properties along the roadway rely on visibility, it was assumed, based upon previous experience, that noise walls would be unacceptable to businesses; therefore, walls were not considered at businesses.

Because noise walls are normally effective only if they protect several receivers and if they are intact and without openings, noise walls were also not considered in areas where frequent openings in the walls would be required to provide access to the roadway (driveways). Aerial photographs of the project area were then used to determine areas where walls could be installed and not interfere with driveway openings. Only one area was found that met these criteria: a relatively dense residential area on the west side of 4^th Street near Wayne Road.

STAMINA was then used to determine if a noise wall constructed in this area could produce a 5 dBA noise reduction at these properties. One home experienced a 5 dBA reduction in noise levels (from 72 dBA to 67 dBA) by extending an existing wall an additional 50 ft (15.2 m) to the south (see Figure 3.10-3). Raising the existing 6 ft (1.8 m) wall to 8 ft (2.4 m) would reduce noise levels by 1 to 2 dBA for homes within the Compound de Don Diego subdivision located north of this house. These subdivision homes would not receive a 5 dBA reduction in noise levels but levels would be lowered from 66 dBA at two homes nearest 4^th Street to 64 dBA and 65 dBA; therefore levels would not approach or exceed the NAC. Total wall length would be 280 ft (85.3 m) and 8 ft (2.4 m) in height.

The cost effectiveness of modifying the wall was then examined. Cost effectiveness is based on the cost of the wall structure per receiver protected. NM State Highway Commission policy considers noise walls cost effective if they do not exceed a cost of $40,000 per protected structure (per receiver). For this analysis, a typical cost of $15 per square foot (0.3 per square m) was used to estimate noise wall cost. The results of this analysis suggested that modifying the wall would be cost effective. Therefore, the modification of the existing wall in this area is proposed. However, the decision must also consider the desires of the affected community. The decision to modify the wall will be made after affected individuals have had an opportunity to respond to the proposed wall following the public hearing process.

Although noise walls will not be constructed within the majority of the project area, other noise reduction measures will be integrated into project design. Recent studies have shown that the choice of pavement type may also affect traffic noise levels. Generally, the harder the surface (concrete), the greater the tire noise levels that emanate from the roadway surface. As a result, noise reduction benefits have been documented when a courser aggregate mix is used for the roadway surface. To mitigate noise, as much as is feasible, these types of road surfaces will be used on this project.

The air quality of the Albuquerque area is largely determined by pollutants emitted into the air shed (primarily from motor vehicles) and the lack of pollutant dispersion due to topographical and meteorological characteristics of the Rio Grande Valley. The metropolitan area is situated in a river valley bordered by a high plateau on the west and the Sandia Mountains on the east. While serving to protect the valley area from passing storms and general wind flow patterns, this topography also reduces the ventilation within the valley and allows accumulation of various pollutants during certain times of the year. Because of these events, Bernalillo County historically experienced frequent exceedances of the National Ambient Air Quality Standard (NAAQS) for carbon monoxide (CO). Since 1992, however, no exceedances of the NAAQS for CO have been measured in Bernalillo County. As a result, the U.S. Environmental Protection Agency (EPA) redesignated Bernalillo County from "nonattainment" to "maintenance" status for the CO NAAQS.

To determine the air quality status of the study area, data from nearby monitoring stations were examined for the most recent three-year period available (1995-1997). The results of this effort are presented in Table 3.11-1. As demonstrated by Table 3.11-1, air quality in the project area complies with all monitored NAAQS. The NAAQS for ozone and inhalable particulates were revised in January 1998, but compliance with these revised standards has not yet been established.

Source: City of Albuquerque Air Pollution Control Division

Impacts to air quality may occur if the project causes: 1) an increase in air pollutants that will result in a violation of ambient air quality standards; 2) an increase in the number of violations of a standard; 3) an increase in the severity of violations of the standards; or 4) the project is not a part of an approved Transportation Improvement Plan or Program (conformity).

The proposed improvements to 4^th Street were assessed for their effects on levels of CO in the project area by performing a project-level air quality analysis. The analysis was prepared in accordance with EPA’s procedures outlined in the document, Guideline for Modeling Carbon Monoxide from Roadway Intersections, November, 1992. The analysis included the use of three models: MOBILE5A, SIDRA, and CAL3QHC. MOBILE5A (MOBILE), a mobile source emissions model developed by EPA, was used to generate vehicle emission factors specific to Bernalillo County utilizing local information on fuel characteristics, temperatures, and project area speeds (see Appendix A). MOBILE input parameters provided by the Albuquerque Air Pollution Control Division (APCD) for Air Quality Impact Assessment Modeling within Bernalillo County (8/98) were used for this analysis.

In addition to the emission factors derived from MOBILE, SIDRA, US Highway Capacity Manual (1994) Version, was used to calculate emission factors for the roundabout alternative proposed for the intersection of Ranchitos Road and 4^th Street. SIDRA is an intersection capacity analysis software used for complex intersection configurations, including roundabouts. The model generates a number of intersection performance characteristics, including delay, fuel consumption, and pollutant emissions.

CAL3QHC, an EPA-developed dispersion model, was then used to predict CO levels at air quality receptor locations within the study area. This model requires emission factors from MOBILE or SIDRA, traffic data, meteorological data, and receptor information as model inputs. Traffic counts and projections were obtained from the traffic study prepared by Wilson & Company for this project. Traffic volumes for the implementation year 2000 were estimated by straight line interpolation between existing and projected horizon year 2020 traffic volumes. This analysis assumed worst-case meteorological conditions.

CAL3QHC estimates pollutant concentrations for a one-hour period based on a supplied background concentration. Background concentrations of CO were obtained from data collected by APCD at the nearest air monitoring site (see Table 3.11-1). Based on 1995 through 1997 air monitoring data, a background value of 2.8 parts per million was used. To obtain the eight-hour concentrations necessary for comparison with the NAAQS, a persistence factor of 0.59 was applied to one-hour concentrations. This persistence factor was recommended by APCD based upon a historical comparison of the ratio of measured eight-hour to one-hour concentrations at the same monitor.

Carbon monoxide concentrations were estimated at 60 air quality receptors near the roadway and its intersections. The receptors included in this analysis generally represented worst case sites for the roadway and included existing commercial and residential land uses. The receptor locations are presented in Figures 3.10-1 through 3.10-3 in the previous section.

The results of the air quality modeling analysis are presented in Tables 3.11-2 through 3.11-5. In general, carbon monoxide levels are expected to remain relatively constant or decline slightly in the study area through 2020. Although the vehicle fleet in 2020 will operate cleaner (with less emissions) than the current fleet, traffic volumes are expected to increase, thereby offsetting some of these air quality improvements. However, even near the intersection of 4^th Street and Montaño Road where the highest levels of CO are predicted, the levels will not approach the 9.0 parts per million NAAQS. Therefore, no air quality impacts would occur with the no build alternative.

According to the air quality modeling analysis, none of the build alternatives produced substantial changes to CO levels in the project area. Although traffic operations are improved in several areas, these improvements may translate to only slight changes in air quality.

The results of the air quality modeling for all intersection improvement alternatives are presented in Table 3.11-2. As a result of the realignment scenarios, the roadway may be moved further from or closer to certain receivers near the intersection; however, the greatest difference produced at any receiver in 2020 near the intersection is 1.0 ppm. This increase produces levels of 4.2 ppm, which is less than one-half the NAAQS; therefore, this increase is not substantial.

The results of the air quality modeling for the roadway improvements are presented in Table 3.11-3. The proposed roadway improvements produce no substantial changes to CO levels in the area.

The results of the air quality modeling for all proposed improvements in Character Zone 2 are presented in Table 3.11-4. According to the analysis, neither the selection of the roadway section (4-lane urban or rural) nor the selection of particular intersection improvement alternatives (reconfiguration or roundabout) has a substantial influence on CO levels in this area.

The results of the air quality modeling for all proposed improvements in Character Zone 3 are presented in Table 3.11-5. According to the analysis, neither the selection of the roadway section (4-lane urban or rural) nor intersection reconfiguration has a substantial influence on CO levels in this area.

The 1990 Clean Air Act Amendments (CAAA) require transportation projects to conform to (be consistent with) air quality implementation plans. To be a conforming project, it must be a part of an approved transportation plan and program and must not result in violations of the federal CO standard in the area substantially affected by the project as shown by a project level analysis. The project level CO analysis described above demonstrated that no CO levels near or approaching the NAAQS would be found with the build alternative; therefore, no impacts would result from implementation of the proposed improvements to 4^th Street.

The project must also be contained within an approved transportation plan and program. All proposed improvements to 4^th Street are consistent with the roadway assumptions appearing in the 2020 Metropolitan Transportation Plan for the Albuquerque Metropolitan Planning Area and the air quality conformity demonstration of this plan. The improvements are also included in the Transportation Improvement Program for the Albuquerque Metropolitan area. Therefore, all proposed improvement alternatives conform to the SIP.

The project is within an area of relatively high density suburban land uses. Existing and past human intrusion and activities have resulted in the removal and/or displacement of essentially all native plant and animal species. Consequently, there is no native habitat within the project area; however, a number of trees and shrubs have been provided for landscaping. Trees in the area consist primarily of conifers, cottonwoods, elm, and mulberry, but the majority of trees do not exceed 10 inches (25 centimeters (cm)) in diameter.

Impacts to vegetation and wildlife may occur if the project results in: 1) loss or degradation of habitat; 2) permanent removal of mature trees or shrubs; 3) introduction and establishment of noxious and undesirable weedy plant species precluding successful revegetation with desirable species; or 4) inadequate vegetal cover to stabilize the site to acceptable conditions in terms of stability and productivity.

The no build alternative would not adversely affect existing vegetation or wildlife.

All construction projects have the potential to introduce noxious and undesirable weedy plant species into the construction area or to leave the construction areas without adequate stabilizing ground cover. To prevent these occurrences, topsoil removed for construction will be stockpiled and used for surface fill in reclamation of disturbed areas. Disturbed areas will be revegetated using native species that approximate predisturbance plant community composition or native plant communities likely to be found in the area.

This alternative would not adversely affect existing vegetation or wildlife.

This alternative would not adversely affect existing vegetation or wildlife.

This alternative would remove existing landscaping from the Taco Bell site; however, much of the interior portion of the new plaza created by this alternative would be landscaped. As a result, vegetation would increase with this alternative.

Preferred Roadway Build Alternative - Five-lane roadway with raised center median, curb and gutter, and sidewalk

Although an additional 15 ft (4.6 m) of ROW would be acquired along the west side of the roadway for this alternative, only limited amounts of landscaping at few businesses would be removed (mostly shrubs, but approximately four mature trees); however, all landscaping removed during construction would be replaced.

Landscaping would be removed from the southwest and northeast corners of this intersection with this alternative; however, all removed landscaping would be replaced.

Landscaping would be removed from the southwest and northeast corners of this intersection with this alternative; however, all removed landscaping would be replaced.

Preferred Roadway Build Alternative - Four-lane roadway with curb and gutter and sidewalk

Because this alternative acquires only 1 foot (0.3 m) of additional ROW from the west side of the roadway, this alternative would not adversely affect existing vegetation or wildlife in either Character Zone 2 or 3.

This alternative acquires 14 ft (4.2 m) of additional ROW from the west side of the roadway in both Character Zones 2 and 3. This will also result in acquisition of landscaping throughout the character zone. Although much of this landscaping could be replaced, it would be located within the clear zone of the roadway; therefore, replacement landscaping would have to be vegetation that would not interfere with an errant vehicle’s return to the roadway. This would require the replacement of any removed shrubs and trees with grasses and similar low-growing species. Approximately 40 trees in several locations may be removed by this alternative. These trees are less than 10 in. (25 cm) in diameter and consist of conifers, trees of heaven, cottonwoods, elm, and mulberry.

Landscaping would be removed from the northeast corner of this intersection with this alternative; however, all removed landscaping would be replaced.

To determine the presence of rare or endangered species in the project area, federal and state natural resource agencies were contacted and a field survey was conducted. The results of these efforts are discussed below.

Nearly every parcel of land along 4^th Street is occupied by a residence or a business. There are only a few open lots along the project area. Consequently, there is no native habitat within the project area. The residential conditions and high disturbance along 4^th Street preclude the possibility of habitat for rare, threatened, or endangered plants adjacent to the road.

The residential habitat within the project area also precludes the occurrence of most protected species of animals that occur in the area. The only areas that afford remote habitat for rare species of animals occur along the irrigation ditches which cross 4^th Street. There are at least 16 species of rare, threatened, endangered, or species of concern animals which could occur in the general valley area near 4^th Street including 1 reptile species, 8 bird species, and 7 bat species. Nearly all of these would be accidental or overflights of the area. For example, bald eagles have seen sighted flying over Paseo del Norte just west of 4^th Street, but there is no diagnostic habitat for this species in the area. Whooping cranes are regularly sighted flying over the area, but there is no habitat for them within the project limits. Species such as ferruginous hawk and loggerhead shrike could occasionally extend from their more preferred mesa habitat into the valley, but there is no suitable nesting habitat for them within the project limits. There could be potential habitat in the general area for several bat species listed as species of concern big free-tailed bat (Nyctinomops macrotis), fringed myotis bat (Myotis thysanodes thysanodes), long-legged myotis bat (Myotis volans interior), occult little brown myotis bat (Myotis lucifugus occultus), western small-footed myotis bat (Myotis ciliolabrum melanorhinus), and Yuma myotis bat (Myotis yumanensis yumanensis). In particular, there may be areas adjacent to the irrigation ditches (outside of the project limits) which could provide potential habitat for these species. There was, however, no suitable roosting habitat for these species within the project limits. New Mexico meadow jumping mouse could also occur within grassy areas along irrigation ditches, but the portions of the irrigation ditches within the project area lacked suitable vegetation for these species. Some of these species could potentially occur within 0.5 miles (0.8 km) of 4^th Street. There are many multiple-acre land holdings within 0.5 miles (0.8 km) of 4^th Street. Some of these land holdings have agricultural fields, while others have ponds or stands of cottonwood trees. These more rural settings could provide habitat for migratory birds such as geese and cranes. Species such as the aforementioned whooping crane could potentially make brief stops in these habitats during their migrations to and from Bosque del Apache.

Impacts to threatened and endangered species may occur if the project jeopardizes the continued existence of any listed or proposed species or if the project is likely to result in the destruction, or adverse modification, of designated or proposed critical habitat for endangered or threatened species.

The no build alternative will have no effects to threatened and endangered species or critical habitat in the study area.

Due to the extensive disturbances that have occurred within the project area, none of the build alternatives will affect threatened and endangered species or critical habitat.

As discussed previously, the study area is located within the historic floodplain of the Rio Grande and is characterized by a relatively shallow water table. The roadway within the project area also crosses four irrigation channels which convey water during the irrigation season. The proximity of groundwater and the presence of these ditches provides the potential for the presence of wetlands; therefore, to ensure the protection of wetland resources, as required in Executive Order 11990, Protection of Wetlands, a field survey was conducted. As a result of this survey, no jurisdictional wetlands, as described in the Federal Manual for Identifying and Delineating Jurisdictional Wetlands, exist in the project area. The survey of 4^th Street indicated that there was insufficient groundwater to support wetland development adjacent to the roadway.

Although the existing ditch systems which cross 4^th Street support wetland habitats and wetland vegetation, such as coyote willow (Salix exigua), the ditches are above Headwaters of the United States and are not considered jurisdictional wetlands by the U. S. Army Corps of Engineers. Seepage areas outside the banks of earthen ditches often support wetland vegetation. However, no seepage areas that would qualify as jurisdictional wetlands were found in the project area, although such areas could occur along the ditches within 0.5 miles (0.8 km) of 4^th Street.

Impacts to wetlands may occur if the project: 1) affects the stability and quality of the wetland; 2) affects the flood control capacity of the wetland; 3) affects the water pollution abatement capacity of the wetland; or, 4) affects fish and wildlife habitat.

The no build alternative will have no effects on wetlands or sensitive habitat in the project area.

No jurisdictional wetlands exist in the project area; therefore, none of the build alternatives will affect wetland resources or Waters of the United States.

Continuous sidewalks or bicycle facilities are not provided within the study area. Discontinuous segments of sidewalk are provided near the southern end of the study (south of Solar Road). In other areas, pedestrians must walk on the roadway surface or on unpaved areas adjacent to the roadways. This creates unsafe and unpleasant conditions for pedestrians, especially during inclement weather, and causes even greater problems for the handicapped. Nine pedestrian/bicycle accidents were reported in the study area for the years 1994, 1995, and 1996. Because of the potential for these types of accidents to be more likely to cause injury, these accidents are of great concern.

Pedestrian and handicapped facility problems are especially acute in the southern project area near Taft Middle School. Taft operates a Side-by-Side program for handicapped students. The disabilities of some of these students confine them to wheelchairs. The Side-by-Side program uses frequent field trips to businesses in the 4^th Street area to teach life responsibilities to the students. Because no sidewalks are provided, the teachers must push the students on residential streets until they cross 4^th Street. Crossing 4^th Street is normally accomplished at the traffic signal at Solar Drive; however, the intersection at Solar Drive is not compliant with the Americans with Disabilities Act and resultant regulations. As a result, the wheelchairs cannot access the limited sidewalks present in this area and must instead cross in the street. This produces a safety concern for the students and their teachers.

Albuquerque Public Schools (APS) classifies two areas within the corridor as "high hazard walking conditions". These two areas are near the intersections of 4^th Street/Ortega Road and 4^th Street/Los Ranchos Road. As a result of these classifications, special allowances are made to provide bus access to children attending schools in the area. Normally most of these children would be required to walk to school. Residential walls and utility poles in these areas occupy the entire roadway shoulder and, therefore, pedestrians are required to enter the roadway.

A number of existing and proposed bicycle and multi-purpose trails occur within the study area (see Figures 3.15-1 and 3.15-2). According to the Bernalillo County 1996 Trails & Bikeways Facility Plan and 1998 Bikeways Master Plan for the Albuquerque Urban Area; the bike facilities that cross 4^th Street listed below were identified within the study area. Only two of these existing bike facilities (a bike route on El Pueblo Road and trail on Paseo del Norte) cross 4^th Street within the project area.

• Bike lanes on Montaño Road
• Bike route on El Pueblo Road
• A primary multi-purpose trail crosses under the 4^th Street corridor on the south side of Paseo del Norte.
• Trail on Alameda Boulevard
• Bike lanes on Alameda Boulevard

Currently Los Ranchos Elementary School actively discourages the use of 4^th Street by students on bicycles. According to the school, few children actually ride bicycles to school because of the unsafe conditions on 4^th Street.

Four proposed secondary trails cross the 4^th Street corridor within the study area. These proposed secondary trails are to supplement and provide access to the primary trail system. These proposed secondary trails parallel the following irrigation ditches in the study area. Two of these proposed trails are located within the project area (the trails along the Chamisal Lateral and Wasteway).

Figure 3.15-1

Figure 3.15-2

• The Derramadera Ditch from the Chamisal Lateral to the Alameda Drain/2nd Street.
• The Chamisal Lateral from the Gallegos Lateral to the Albuquerque Main Canal.
• The Chamisal Wasteway from Pueblo Acequia to Chamisal Lateral.

• The Gallegos Lateral from Gallegos Lateral to Alameda Drain/2^nd Street.

The 1998 Bikeways Master Plan identifies three proposed bike routes in the study area. These proposed routes are also within the project area.

• A proposed route crosses 4^th Street at Roehl Road.
• A proposed route crosses 4^th Street at Chavez Road.
• A proposed route follows Guadalupe Trail south from El Pueblo. South of the intersection of Mullen Road and 4^th Street, the proposed bike route joins and parallels the west side of 4^th Street for approximately 2000 ft (610 m) south. The proposed trail leaves 4^th Street continues west and then south following Guadalupe Trail.

Existing and proposed bike routes in the project vicinity provide or will provide important east-west connections to major bike trails in the area, such as the Paseo del Bosque Trail to the west and the North Diversion Channel Trail to the east. A bike trail along 2^nd Street, east of the project area, is also proposed. The proposed bike route on Chavez Road and the existing route on El Pueblo Road will provide connections to these intersections that may be developed as commercial and community nodes in the future (as recommended in the Revitalization Study).

According to the Village of Los Ranchos Master Plan, approximately 10 generalized equestrian use areas cross 4^th Street within the study area (see Figure 3.15-3). This informal trail system in the Village is concentrated along the waterways and crosses, parallels, and shares street ROW. The commonly used areas which cross 4^th Street, include: Willow Road (outside the project area), Tyler Road, Pueblo Solano, Roehl Road, Los Ranchos Road, Ranchitos Road, Chamisal Lateral, El Pueblo, Ortega Road, and Alameda Boulevard (outside the project area).

Impacts to pedestrian, equestrian, and bicycle facilities may occur if the project results in current or planned pedestrian or bicycle destinations becoming inaccessible or if a decrease in pedestrian or bicyclist safety occurs.

The no build alternative would have no impacts on existing pedestrian and bicycle facilities. The undesirable conditions that currently exist for bicyclists and pedestrians would continue.

During the public involvement meetings held for this project, the need for improving bicycle facilities along 4^th Street was identified by a number of area residents. With the exception of improving connections to the bicycle network in the southern project area, improved bicycle facilities are not proposed as a part of improvements to the 4^th Street corridor; however, existing and proposed bicycle facilities will not be affected by the build alternatives. The economic importance of the roadway to the Village imposed constraints upon the alternatives considered. Provision of dedicated bicycle lanes or widened outer lanes for bicycle use, would have required the acquisition of additional properties not discussed in Section 3.2. As a result, loss of Village gross receipt revenues through acquisitions and relocations of businesses could be quite substantial; therefore, improvement alternatives considered were designed to minimize the amount of relocations and acquisitions that would be required.

Although no provisions for additional facilities will be provided, existing bicycle and equestrian crossings will be delineated with crosswalks and signage. The crosswalk areas and signage could be enhanced to reflect a Village theme (i.e., brick crosswalk or specific designs on signs).

Figure 3.15-3

Sidewalk improvements between Solar Road and Mullen Road will construct a facility of extra width (12 feet [3.7 m]) to accommodate a shared pedestrian and bicycle facility. Although Guadalupe Trail is a bicycle route throughout this area, Guadalupe Trail is discontinuous between Solar Road and Mullen Road. As a result, 4^th Street is used to connect the two discontinuous pieces of Guadalupe Trail. However, with proposed 4^th Street roadway improvements, there will be insufficient width for bicycles and motor vehicles to safely share the roadway. To prevent excessive right of way acquisition and to eliminate the need for bicyclists to enter the roadway for a short distance and then cross the roadway to connect to Guadalupe Trail, a shared pedestrian and bicycle facility will be constructed. The shared facility will be striped and signed to minimize conflicts between bicyclists and pedestrians.

This shared pedestrian and bicycle facility will provide a connection for bicycles between the discontinuous portions of Guadalupe Trail by using the extra width shared facility and residential streets (Solar Road, Harmony Lane, Floretta Road, Kensington Drive, and Grecian Avenue). Although the connection is provided, it requires approximately 0.8 miles (1.3 km) of out-of-direction travel by bicyclists, which is not recommended by the City of Albuquerque. During final design, the City of Albuquerque has agreed to work with project designers to further improve this connection and minimize out-of-direction travel.

Pedestrian improvements are also planned for the east side of 4^th Street between Alamosa Road and Solar Road. The west side of 4^th Street has pedestrian facilities in this area. No improvements to the roadway will occur in this area.

All intersection improvement alternatives and the four- and five-lane roadway alternatives with curb and gutter and sidewalk (the preferred build alternatives) will improve pedestrian facilities. In addition, the sidewalks will be compliant with ADA and resultant regulations; therefore, handicapped access along the corridor will also be improved. Curb and gutter would effectively separate pedestrians and vehicles and would, therefore, increase safety for pedestrians. The proposed installation of curb and gutter and sidewalks conflict with the Village’s Master Plan. However, the Master Plan also recognizes the economic importance of 4^th Street to the Village and recommends that the findings of the 4^th Street Corridor Study be integrated into Village Ordinances. The Mayor of Los Ranchos and the Board of Trustees recognize these conflicts with the existing Master Plan (see letter from the Mayor in Appendix C) and have formed a Committee to revise the Plan by September 1999. Therefore, the Master Plan will be amended to allow amenities such as curb, gutter, sidewalks, stormwater drainage system, and lighting along 4^th Street.

This alternative will not impact the accessibility of any current or planned pedestrian or bicycle destinations, but it will result in improved pedestrian safety. The provision of pedestrian facilities that effectively separate pedestrian and vehicles will increase safety for pedestrians near the intersection.

A proposed route follows Guadalupe Trail south from El Pueblo. South of the intersection of Mullen Road and 4^th Street, the proposed bike route joins and parallels the west side of 4^th Street for approximately 2000 ft (610 m) south. The proposed trail leaves 4^th Street continues west and then south following Guadalupe Trail. The sidewalk on the west side of 4^th Street will be expanded to 12 ft (3.6 m) from Mullen Road to Solar Road (a distance of approximately 660 ft (200 m)) to safely accommodate both pedestrian and bicycle traffic and to provide connectivity of the route along 4^th Street. However, we propose that the proposed bike route be redesignated to the following path: from 4^th Street the proposed bike route will follow Solar Road west for approximately 1700 ft (518 m) to Harmony Road; will follow Harmony Road south for approximately 500 ft (150 m) to Grecian Avenue; then will travel east for approximately 1200 ft (366 m) to tie back to Guadalupe Trail.

This alternative will not impact the accessibility of any current or planned pedestrian or bicycle destinations, but it will result in improved pedestrian safety. The provision of pedestrian facilities at the intersections with curbs that effectively separate pedestrian and vehicles will increase safety for pedestrians near the intersection.

This alternative will not impact the accessibility of any current or planned pedestrian or bicycle destinations, but the construction of the roundabout of Ranchitos Road and 4^th Street will result in improved pedestrian and safety. Traffic would slow as it approached the reduced lanes into the roundabout and move more smoothly through it. Pedestrian crossings will be placed on the outer intersection legs, keeping pedestrians out of the roundabout. Crossings will be brightly striped, "yield to pedestrian in crosswalk" signs will be erected, and medians between lanes would provide refuge for pedestrians crossing the streets. In addition, the provision of curbs would effectively separate pedestrian and vehicles and increase safety for pedestrians.

Preferred Roadway Build Alternative - Four-lane roadway with curb and gutter and sidewalk

As discussed earlier, this alternative would result in improvements to pedestrian facilities in both Character Zones 2 and 3.

This alternative would have no impacts on existing pedestrian and bicycle facilities in Character Zones 2 and 3. The undesirable conditions that currently exist for bicyclists and pedestrians would continue.

Seven areas were identified as used for parks or open space within the study area. Only four of these areas were utilized as parks. The rest were areas of open space or dedicated landscaping associated with housing developments and were not zoned by the Village of Los Ranchos for recreational use. Only one of these areas, Nativity Fields Park, was located within the project area. The four areas zoned and utilized as parks within the study area were:

• Goodrich Park - 400 ft (122 m) east of 4^th Street along the north side of Delamar Road
• Grecian Park - 1450 ft (442 m) west of 4^th Street and north of Grecian Road
• Ellison Soccer Fields - east of 4^th Street and north of Ortega Road
• Nativity Fields Park - 440 ft (134 m) east of 4^th Street and south of Paseo del Norte.

Impacts to recreational facilities may occur if the project: 1) acquires, uses, or impairs the use of recreational or significant cultural or archeological facilities; or, 2) acquires Land and Water Conservation Act Section 6(f) property and does not provide replacement property.

The no build alternative will have no effects upon existing or planned recreational facilities in the study area.

None of the build alternatives will affects existing or planned recreational facilities in the study area. None of the proposed ROW acquisitions under any build alternative includes recreational or significant cultural or archeological facilities or any Land and Water Conservation Act Section 6(f) property.

To determine compliance with Executive Order 11988, Protection of Floodplains, flood plain maps of the project area were obtained from the Federal Emergency Management Agency (FEMA). Within the study area, 59 non-contiguous areas within the 100-year floodplain were identified in the FEMA Flood Insurance Rate Maps. These areas varied in size and ranged between 0.5 acres (0.2 hectares) and 65 acres (26 hectares). Most of these areas were irregularly shaped pockets except along the Albuquerque Metropolitan Arroyo Flood Control Authority’s North Diversion Channel (northeast of 4^th Street) and along a portion of 2^nd Street (southeast of 4^th Street).

The following 100-year flood plains were noted within 500 ft (152 m) of 4^th Street and between Montaño Road and Alameda Boulevard (see Figures 3.4-1 through 3.4-3 in Section 3.4 Agricultural Lands and Irrigation Systems):

• 200 ft (61 m) west of 4^th Street between Gene and Gavilan Roads (outside project area)
• Adjacent to 4^th Street at Alamosa Road

• 500 ft (152 m) west of 4^th Street and north of Solar Road

• 500 ft (152 m) east of 4^th Street and north of Willow Road
• Adjacent to 4^th Street at Nara Visa Road

• 100 ft (30 m) west of 4^th Street and both north and south of Green Valley Road
• 150 ft (46 m) east of 4^th Street and both north and south of Enchantment Circle
• 25 ft (8 m) west of 4^th Street and south of Chamisal
• 260 ft (79 m) east of 4^th Street and south of Los Ranchos

• Adjacent to 4^th Street and south of Ranchitos Road

• Adjacent to 4^th Street and north of Ranchitos Road
• 100 ft (30 m) west of 4^th Street and along south portion of Paseo del Norte

• Adjacent to 4^th Street and between Paseo del Norte and Ortega Road
• 100 ft (30 m) west of 4^th Street between Ortega Road and El Dorado Drive

Impacts to floodplains may occur if the project: 1) encroaches on floodplains; 2) provides improvements that would support or encourage development in floodplains; 3) is put at risk from flooding; or, 4) promotes floodplain development that is inconsistent with a community’s floodplain development plan.

The no build alternative will have no effects upon the existing flood plains of the project area.

According Executive Order 11988, potential impacts to floodplain areas must be identified, studied, and assessed to minimize the risk of flood loss, minimize impacts of flooding, and to preserve the beneficial values of the floodplains. No floodplain impacts are anticipated as a result of any of the drainage, roadway, or intersection improvements. Proposed improvements are consistent with requirements of FHPM 6-7-3-2, Location and Hydraulic Design of Encroachments of Flood Plains, and will not encroach on a floodplain.

The visual characteristics of the area are largely determined by the commercial and residential uses of the area. These uses vary in appearance from older homes of possible historic significance, mobile home parks, to recent commercial buildings and storage lots. East of the study area, the Sandia Mountains are visible to most area travelers and residents.

Electric power lines, both for distribution and major transmission, exist throughout the corridor. Utility poles are located on both the east and west sides of 4^th Street within the ROW. Numerous crossings of the roadway with distribution wires produces a "cluttered" appearance.

The overall appearance of the study area would be of an urban to semi-urban area, although the project area lacks the roadway amenities commonly associated with urban situations (curb and gutter, roadway lighting, and sidewalks).

Impacts to visual resources may occur if the project results in permanent modifications that: 1) change the appearance of the roadway, its landscaping treatments, or its associated structures; 2) substantially alter the views available to residents near the project; or, 3) substantially alter the views available to users of the roadway.

The no build alternative would not affect any visual resources or result in visual impacts within the study area.

All intersection improvement alternatives and the alternatives proposing a four- or five-lane roadway with curb and gutter and sidewalk (the preferred build alternatives) will change the appearance of the study area. The Master Plan states an aversion to "…features which represent urbanization and an adverse impact upon the rural atmosphere of the area." Examples of these features specified in the Master Plan include curbs, gutters, storm sewers, sidewalks, and residential street lights. However, the Master Plan also recognizes the economic importance of 4^th Street to the Village and recommends that the findings of the 4^th Street Corridor Study be integrated into Village Ordinances. The Mayor of Los Ranchos and the Board of Trustees recognize these conflicts with the existing Master Plan (see letter from the Mayor in Appendix C) and have formed a Committee to revise the Plan by September 1999. Therefore, the Master Plan will be amended to allow amenities such as curb, gutter, sidewalks, stormwater drainage system, and lighting along 4^th Street.

Consolidation of the existing distribution lines and utility poles within the corridor may eliminate crossings and some private light services. Removing or relocation of electrical distribution lines would require the purchase of easement behind or just outside the ROW lines. Such a relocation effort would require that adjacent businesses and/or residences meet code requirements for service hook-up. Each lighting agreement customer would need to be approached individually to discuss the relocation and/or elimination of their lighting services.

Additional lighting will be added at this intersection with all the intersection improvement alternatives. Although additional or modified lighting may be noticeable to residents and businesses near the intersection, the lighting will be designed in a manner to minimize intrusive effects. In addition, the lighting will be of the minimum intensity necessary to produce safety benefits.

The plaza alternative would remove existing landscaping from the Taco Bell site; however, much of the interior portion of the new plaza created by this alternative would be landscaped. As a result, landscaping opportunities would increase with this alternative.

Preferred Roadway Build Alternative - Five-lane roadway with raised center median, curb and gutter, and sidewalk

Additional lighting would be added throughout the corridor in this alternative. Although additional or modified lighting may be noticeable to residents and businesses near the roadways, the lighting would be designed in a manner to minimize intrusive effects. In addition, the lighting would be of the minimum intensity necessary to produce safety benefits.

Although an additional 15 ft (4.6 m) of ROW would be acquired along the west side of the roadway for this alternative, only limited amounts of landscaping at few businesses would be removed; however, all landscaping removed during construction would be replaced.

The build alternative would result in a more urban roadway and streetscape, with sidewalks, curb and gutter, and roadway lighting. These elements can be softened to create a less urban streetscape. Improvements in this area may incorporate elements into project design to promote and enhance a Village of Los Ranchos theme or identification. Design elements may include, but not be limited to, decorative lighting, median treatments, and colored and/or patterned concrete for sidewalks or medians.

Additional lighting would be added at this intersection. Although additional or modified lighting may be noticeable to residents and businesses near the intersection, the lighting would be designed in a manner to minimize intrusive effects. In addition, the lighting would be of the minimum intensity necessary to produce safety benefits.

Landscaping would be removed from the southwest and northeast corners of this intersection with this alternative; however, all removed landscaping would be replaced.

Additional lighting would be added at this intersection. Although additional or modified lighting may be noticeable to residents and businesses near the intersection, the lighting would be designed in a manner to minimize intrusive effects. In addition, the lighting would be of the minimum intensity necessary to produce safety benefits.

Landscaping would be removed from the southwest and northeast corners of this intersection with this alternative; however, all removed landscaping would be replaced. The roundabout would produce a central area available for additional landscaping or art treatments.

Preferred Roadway Build Alternative - Four-lane roadway with curb and gutter and sidewalk

Additional lighting would be added throughout the corridor in this alternative; however, lighting fixtures would be less frequent than in Character Zone 1. Although additional or modified lighting may be noticeable to residents and businesses near the roadways, the lighting would be designed in a manner to minimize intrusive effects. In addition, the lighting would be of the minimum intensity necessary to produce safety benefits.

This build alternative would result in a more urban roadway and streetscape, with sidewalks, curb and gutter, and roadway lighting. These elements can be softened to create a less urban streetscape. Improvements in this area may incorporate elements into project design to promote and enhance a Village of Los Ranchos theme or identification. Design elements may include, but not be limited to, possibly decorative lighting and colored and/or patterned concrete for sidewalks.

Additional lighting would be added to the Ranchitos Road/4^th Street intersection approaches and throughout the corridor only at locations that warrant lighting for safety purposes (i.e., Los Ranchos Elementary). Although additional or modified lighting may be noticeable to residents and businesses near the roadways, the lighting would be designed in a manner to minimize intrusive effects. In addition, the lighting would be of the minimum intensity necessary to produce safety benefits.

This alternative acquires 14 ft (4.2 m) of additional ROW from the west side of the roadway. As a result, mature trees in several locations may be removed by this alternative. This would also result in acquisition of landscaping throughout the character zone. Although much of this landscaping could be replaced, it would be located within the clear zone of the roadway; therefore, replacement landscaping would have to be vegetation that would not interfere with an errant vehicle’s return to the roadway. This would require the replacement of any removed shrubs and trees with grasses and similar low-growing species. Approximately 30 trees in several locations may be removed by this alternative. These trees are less than 10 in. (25 cm) in diameter and consist of conifers, cottonwoods, elm, and mulberry.

This build alternative would result in a more rural-appearing roadway and streetscape. The general appearance of the roadway would appear very similar to its existing appearance, but with additional open space (clear zone) next to the roadway.

Additional lighting added at this intersection. Although additional or modified lighting may be noticeable to residents and businesses near the intersection, the lighting will be designed in a manner to minimize intrusive effects. In addition, the lighting will be of the minimum intensity necessary to produce safety benefits. Landscaping would be removed from the northeast corner of this intersection with this alternative; however, all removed landscaping would be replaced.

Preferred Roadway Build Alternative - Four-lane roadway with curb and gutter and sidewalk

Additional lighting would be added throughout the corridor in this alternative; however, lighting fixtures would be even less frequent than in Character Zone 2. Although additional or modified lighting may be noticeable to residents and businesses near the roadways, the lighting would be designed in a manner to minimize intrusive effects. In addition, the lighting would be of the minimum intensity necessary to produce safety benefits.

This build alternative would result in a more urban roadway and streetscape, with sidewalks, curb and gutter, and roadway lighting. These elements can be softened to create a less urban streetscape. Improvements in this area may incorporate elements into project design to promote and enhance a Village of Los Ranchos theme or identification. Design elements may include, but not be limited to, possibly decorative lighting and colored and/or patterned concrete for sidewalks.

Additional lighting would be added to the approaches to the intersections of 4^th Street and Ranchitos and El Pueblo Road. Minimal additional lighting may be added throughout the corridor only at locations that warrant lighting for safety purposes. Although additional or modified lighting may be noticeable to residents and businesses near the roadways, the lighting would be designed in a manner to minimize intrusive effects. In addition, the lighting would be of the minimum intensity necessary to produce safety benefits.

This alternative acquires 14 ft (4.2 m) of additional ROW from the west side of the roadway. As a result, mature trees in several locations may be removed by this alternative. This would also result in acquisition of landscaping throughout the character zone. Although much of this landscaping could be replaced, it would be located within the clear zone of the roadway; therefore, replacement landscaping would have to be vegetation that would not interfere with an errant vehicle’s return to the roadway. This would require the replacement of any removed shrubs and trees with grasses and similar low-growing species. Approximately 10 trees in several locations may be removed by this alternative. These trees are less than 10 in. (25 cm) in diameter and consist of conifers, trees of heaven, cottonwoods, elm, and mulberry.

This build alternative would result in a more rural-appearing roadway and streetscape. The general appearance of the roadway would appear very similar to its existing appearance, but with additional open space (clear zone) next to the roadway.

The physical construction of proposed improvements to 4^th Street Corridor will have some short-term adverse affects to residents living near areas of construction and users of the roadway.

Construction activities result in nuisance noise, dust and particulates, traffic congestion and utility relocations. These impacts will be an unavoidable consequence of project construction and will be temporary. Measures to minimize construction impacts will be incorporated into construction contract specifications.

The alternatives in each character zone with curb and gutter and sidewalks will require a lengthier construction process than the alternatives with roadway shoulders and tapers. The process will include construction of sidewalks, installation of the stormwater drainage system with curb and gutter, lighting installation, and removal of a concrete slab located under the existing roadway. Prolonged construction in these alternatives will lengthen the temporary adverse affect to residents and businesses near areas of construction and users of the roadway.

Construction of the build alternatives will result in minor short term impacts to air quality resulting from construction activities. An increase in particulates (dust) can be expected as a consequence of top soil disturbance and operation of heavy equipment during the construction phase. These short term impacts will be mitigated by standard erosion control strategies and compliance with state and local construction requirements. Top soil disturbance permits will be obtained from the Albuquerque Environmental Health Department.

Under Section 402(p) of the Clean Water Act, a National Pollutant Discharge Elimination System (NPDES) general permit is required for all construction activities when five or more acres of land are expected to undergo excavation and/or grading during construction. The main objectives of the permitting program are to reduce erosion, minimize sedimentation, and eliminate the discharge of non-storm water pollutants. A Notice of Intent and a Storm Water Pollution Prevention Plan (SWPPP) will be submitted to the EPA. A SWPPP will be prepared when applicable, and will incorporate temporary control measures during construction, permanent control measures when the project is completed, and good housekeeping practices for the control and prevention of release of non-storm water discharges.

Noise from construction equipment and activities may also impact the residents within the study area. Measures to minimize construction noise will be incorporated into construction contracts.

Traffic flow and access to businesses may also be affected by project construction. To ensure that adequate access is maintained to all businesses, a traffic control plan will be developed prior to the start of construction. The traffic control plan will be prepared in accordance with NMSHTD requirements and the specific needs of area businesses and residents.

A number of permits, licenses or concurrences must be obtained prior to the onset of construction. Some of these requirements have been discussed in earlier sections of the document, but several appear here for the first time. These requirements are summarized in this section to provide a comprehensive list to assist in securing necessary approvals. Each permit, license or concurrence is listed below by title, function, and the responsible agency.

• File Notice of intent to discharge to groundwater (discharge permit may not be required) - construction of the storm water retention facilities - New Mexico Environment Department
• Licenses for modifications made to irrigation facilities - Middle Rio Grande Conservancy District and the U.S. Bureau of Reclamation
• Notification and coordination of construction dewatering - construction of the storm water retention facilities - New Mexico Environment Department
• Notification of pending demolition of property - This notification, provided to the New Mexico Environment Department, Air Pollution Bureau, is used to determine whether or not asbestos is present in the building to be demolished. The notification must be submitted regardless of whether or not asbestos is present.
• National Pollutant Discharge Elimination System general permit - for excavation and/or grading - Environmental Protection Agency.
• Topsoil Disturbance Permit – Albuquerque Environmental Health Department

Most secondary impacts are expected to be positive (such as economic stimulation) from creating a roadway with better system continuity, increased safety, better traffic operations, improved pedestrian and bicycle facilities, and improved drainage.

The proposed improvements to 4^th Street are consistent with the long-range transportation planning and future land use development of Bernalillo County. Thus, the local short-term impacts resulting from the proposed action are consistent with the long-term productivity, safety and welfare of the County.

Implementation of the proposed action would involve a commitment of natural and fiscal resources. The project would require a commitment of land at several locations along the mainline and at the storm water runoff retention facilities for the duration of the project. However, if these improvements were no longer necessary, the land could be reclaimed for other uses. At this time, it is not anticipated that such a conversion would ever be necessary or desirable; however, if a more permanent area-wide drainage system were implemented, the storm water retention facilities could be reclaimed.

Fossil fuels, labor and construction material, including cement, aggregate and bituminous materials, would be required for project construction. These materials are generally not retrievable. The use of these materials would not have an adverse effect on the continued availability of these resources. Construction would also require an expenditure of state and federal funds that would not be retrievable.

The commitment of these resources would benefit the residents and economy of the area by providing improved accessibility and safety. These benefits are anticipated to outweigh the commitment of the resources used for the project.

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