Evolved Expendable Launch Vehicle Program
DRAFT ENVIRONMENTAL IMPACT STATEMENT (DEIS)

Chapter 2 - Alternatives Including the Proposed Action

DRAFT ENVIRONMENTAL IMPACT STATEMENT (DEIS)
FOR THE
EVOLVED EXPENDABLE LAUNCH VEHICLE (EELV) PROGRAM
April 1998

2.1.1 Concept A

Under Concept A, the contractor would use Space Launch Complex (SLC)-41 at Cape Canaveral AS and SLC-3W at Vandenberg AFB for EELV system activities, as well as other facilities at both locations. The following is a general description of the launch vehicle and facility requirements for Concept A. Specific descriptions for implementation of this concept at Cape Canaveral AS and Vandenberg AFB follow the general description. Construction would include modifications to existing facilities and construction of new facilities. Most of the components (boosters, upper stages, and avionics modules) would be assembled before shipment to the launch site (i.e., Cape Canaveral AS or Vandenberg AFB) in flightworthy condition.

2.1.1.1

Launch Vehicle Concept. The EELV family of vehicles would consist of two configurations of medium lift variant (MLV) (MLV-D and MLV-A) and two configurations of heavy lift variant (HLV) (HLV-L and HLV-G) as shown in Figure 2.1-1. MLVs would use one booster; HLVs would use three boosters. MLV-D and HLV-L configurations would use a Storable Upper Stage (SUS), while MLV-A and HLV-G configurations would use a Cryogenic Upper Stage (CUS). Table 2.1-1 provides data for the launch vehicle components.

All Concept A launch vehicles would use the Russian-designed RD-180 booster engine, which is fueled by kerosene fuel (rocket propellant [RP-1]) and liquid oxygen (LO2) and ignited by triethyl boron/triethyl aluminum (PG-2). Avionics would be used for guidance, power, telemetry, ordnance separation, and range safety. The Flight Termination System (FTS) would provide the capability for range safety personnel to terminate a vehicle undergoing erratic flight before it could endanger people and property.

Figure 2.1-2 shows a representative launch vehicle ascent sequence. After they are expended, the boosters would fall into the ocean and would not be recovered. The payload fairings would separate from the vehicle prior to orbit and fall into the ocean; they would not be recovered. The upper stage (CUS or SUS) of the space launch vehicle boosts the satellite into orbit, where the launch vehicle separates from the satellite. Residual propellant within the CUS would be vented to minimize orbital debris caused by breakup.

2.1.1.2 Primary Support Structures.

Various support structures and equipment would be necessary to process and launch the vehicle. These would consist of structures at the proposed launch complex (i.e., SLC-41 or SLC-3W), as well as facilities and utilities located elsewhere on the launch site. The primary support structures and equipment that would be required at both Cape Canaveral AS and Vandenberg AFB are described in the following paragraphs. Facility locations at each launch site are described for Cape Canaveral AS in Section 2.1.1.6 and for Vandenberg AFB in Section 2.1.1.9. Unloading Facilities. Flight hardware transported by truck would be unloaded to the appropriate processing facilities or to storage facilities until needed for launch. Hardware delivered by cargo aircraft would be unloaded at the airstrips at both locations.

Storage Facilities. The EELV program would require storage of flight hardware to meet launch responsiveness requirements. Vehicle Processing Facilities (VPFs). These facilities would be used for booster and upper-stage processing (e.g., installation of interstage adapters, payload fairings, and booster nose cones; installation of batteries and destruct ordnance into the upper stages and boosters).

Payload Processing Facilities (PPFs). Preprocessed and fueled payloads would be encapsulated within these facilities; payload processing and encapsulation would occur within existing PPFs. The payload would be inspected at these facilities; any final assembly and checkout would be conducted, and, if required, storable propellant would be loaded on the payload.

Assembly Facilities. The launch vehicle would be assembled on the launch platform associated with the assembly facility. The fuel servicing systems, including vapor abatement as required, support all off-pad hydrazine load and emergency detanking operations. Other services that would be provided in this facility include transferring gaseous nitrogen (GN2) and gaseous helium (GHe) into the launch vehicle for reaction control and systems verification. When vehicle assembly is complete, the launch system would be moved on rails to the launch pad for propellant loading, final check out, and launch. Launch Pad. Each launch pad would consist of a deck, launch platform rails, hardpoints and tiedowns, vehicle servicing connections to the launch platform, pad water systems, and equipment housing. The launch pad would also contain launch exhaust ducts that direct the exhaust flame from the launch vehicle for safe dispersal away from the launch deck and complex. Vehicle servicing on the pad includes, as required, transfer of GN2, GHe, and propellants into the launch vehicle. Propellant vapor abatement systems and a hydrogen vent stack would be provided at the launch pad. The hydrogen flare stack pilot would use propane at Cape Canaveral AS and natural gas at Vandenberg AFB.

Launch Control Support. The launch control support facilities include one launch control center at each range. The EELV launch control centers would interface with the Range Operations Control Center (ROCC).

Propellant and Gas Holding Areas. Propellant holding areas would be used to store RP-1, LO2, liquid hydrogen (LH2), monomethyl hydrazine (MMH), and nitrogen tetroxide (N2O4). The gas storage area would include storage and handling facilities for GHe and GN2; the propellant and gas holding areas would be located at the SLC. Secondary containment for propellants would be sized to contain a minimum of 110 percent of the stored commodity tank volume.

An RP-1 tank, pump, and piping system would be used for the common booster. This would include a 90,000-gallon RP-1 tank, an unloading area, pumps, a piping system, secondary containment, and a leak detection system. Piping to the launch pad would be installed. In addition, LO2 tanks and a piping system would be required for the common booster. Facilities would include two 300,000-gallon tanks, an unloading area, pumps, and a piping system.

An LH2 fuel tank and piping system would be required for the CUS. Facilities would include a 55,000-gallon tank farm, an unloading area, pumps, a piping system, secondary containment, a leak detection system, a flare stack to burn excess vapor, a fire suppression/deluge system, power, and instrumentation. Piping to the launch pad would be installed. In addition, an LO2 storage (28,000 gallons) and servicing area would be required for the CUS. Requirements for the SUS propellant systems include mobile MMH and N2O4 storage tanks, propellant conditioning units, and scrubbers. The double-walled storage tanks (2,500 gallons each) are truck-mounted and DOT-certified. The propellant conditioning units maintain the required temperature during SUS loading. Existing scrubbers would be used for vapor abatement at both sites. The systems would also include tanks for temporary storage of waste fuels, piping, secondary containment, and leak detection systems. Mobile packed-tower N2O4 and hydrazine fuel scrubbers currently being used by both the Air Force and NASA for payload loading and other hypergolic propellant transfer operations would be used for SUS loading at Cape Canaveral AS. The packed-tower N2O4 scrubber and bubble-cap hydrazine fuel scrubber currently available at SLC-3E would be used for SUS loading at Vandenberg AFB.

2.1.1.3 Launch Site Operations.

The launch vehicle components would be shipped separately to each launch site (i.e., Cape Canaveral AS or Vandenberg AFB). Upon arrival, the components would undergo a variety of receiving inspections and off-line processing in the facilities noted above before final integration on the launch platform associated with the assembly facility. Figure 2.1-3 provides an overview of the Concept A launch operation concept.

Launch process operations to be conducted at the launch site would include launch preparation, launch operations, and post-launch refurbishment. The operations process would be standard for both launch sites, as described below. Launch process operations for the MLV vehicle configurations, using the processes described below, would take approximately 30 days; launch process operations for the HLV vehicle configurations would take approximately 60 days.

Table 2.1-2 lists the types and total estimated amounts of hazardous materials used per launch for these processes under Concept A. All hazardous materials used would be handled in accordance with applicable federal, state, and local regulations. Any spill of these materials would be collected and disposed of by a certified subcontractor in accordance with the Spill Prevention, Control, and Countermeasures (SPCC) plan.

Receive and Check-Out Vehicle Components. The SUS, fairings, and associated hardware (i.e., batteries, interstage skirts, and destruct ordnance) would be shipped via truck to both launch sites. The CUS would be transported by cargo aircraft, and the boosters would be transported via truck or by cargo aircraft. The boosters would be delivered in near- flightworthy condition and either placed in storage at the launch site or in the processing flow. Once flightworthy vehicle components (e.g., boosters, ordnance, batteries) have been delivered to the launch sites, a receiving inspection would be performed, which would include downloading transportation data to verify that no out-of-specification conditions existed as a result of transportation to the site. Payload fairings would arrive cleaned, double-bagged, and ready for storage. No additional cleaning would be required at the launch site.

Propellants for the launch vehicle would be shipped directly from the manufacturing location. All propellants would be shipped in accordance with DOT regulations, found in Title 49 Code of Federal Regulations (CFR) Parts 100-199. LO2, LH2, and RP-1 would be transported by truck and would be shipped from the manufacturing locations to the launch site. After the Directorate of Aerospace Fuels Management, located at Kelly AFB, Texas, approves the shipment of N2O4, it would be shipped by rail or truck from the manufacturing location to the launch site. MMH would be transported via truck by one of the authorized shippers (Directorate of Aerospace Fuels Management or NASA) to the launch site.

Store Vehicle Components. Flightworthy vehicle components would be stored until needed for launch. The function begins when the component is placed in storage, and ends when the component is removed from storage for service.

Process Components. Final processing required to make vehicle components ready for integration into the launch vehicle in the assembly facility would occur under this function. This includes transport of the vehicle elements from the check-out/storage facility to the processing facility, as required. Processing includes installation of any loose items shipped (including destruct ordnance and batteries) and installation of the interstage adapters to the upper-stage elements. The function begins with completion of element inspection or element removal from storage, and ends when the launch vehicle components are ready for integration in the assembly facility.

Encapsulate Payload. This function begins when payload processing has been completed, and ends when the encapsulated payload is ready for transport to the assembly facility. This function also includes receipt of payload fairing sectors, establishment of a clean environment, encapsulation of the payload within the fairing, and positioning and securing the encapsulated payload on the transporter.

Integrate Launch Vehicle. Transporting, erecting, assembling, and integrating vehicle elements, including the encapsulated payload, into the completed launch vehicle would occur under this function. The function begins with transportation of processed vehicle elements to the assembly facility, and ends with the mating of the payload to the launch vehicle. Conduct Integrated Systems Test. This function would be the final integrated test conducted within the assembly facility prior to launch countdown and would verify the functionality of all interfaces and services between the launch vehicle and the payload. Upon successful completion of this function, the vehicle would be configured for transport to the pad. This function begins with completion of all payload mating operations, and ends with the launch vehicle ready for transport to the pad.

Perform Launch Countdown. Under this function, the launch system would be moved from the assembly facility to the pad. Activities performed for this function include moving equipment to safe positions, performing an interface test, loading propellants, performing initial FTS closed-loop checks, final range verification, countdown, engine firing, thrust verification, and final countdown. For a launch, the launch platform would be rolled into position at the launch pad. Launch platform/pad connections include GN2 and GHe, conditioned air, propellants, power, and data. Following a successful validation test, the booster would be fueled with RP-1 and LO2 at the launch pad. No nonessential on-pad personnel access would be allowed during propellant transfer. The LH2 and LO2 for the CUS and the MMH and N2O4 for the SUS would also be loaded at the launch pad. Vapor emissions from these propellants would be controlled by vapor abatement devices (scrubbers or incinerators) at propulsion system vents to minimize air quality impacts. Once the pad is cleared of all nonessential personnel, final communication and vehicle checks would be performed. After range safety has verified safe operations, final countdown would be completed and the vehicle would be launched.

At launch, water would be sprayed at the launch vehicle exhaust, cooling the exhaust to minimize damage to the launch pad and providing acoustic damping. Approximately 50,000 gallons of water would be required for pad deluge for each launch. It is estimated that approximately 10,000 gallons of water would be lost as mist or vapor and 40,000 gallons would collect in the launch duct. Remaining deluge and wash water within the flame duct would be tested in the duct after launch in accordance with applicable regulations. At Cape Canaveral AS, deluge water remaining in the launch duct after launch would be pumped out to a percolation area or to the wastewater treatment plant (WWTP) if treatment is required. Deluge water dispersed as mist would not be collected. At Vandenberg AFB, deluge water would remain in the launch duct until it is pumped out into tankers, and delivered to the WWTP at SLC-6. Wastewater would be disposed of in accordance with applicable federal, state, and local regulations.

Flight Support Operations. During the flight, data would be transmitted to either ground-based telemetry or through the Tracking and Data Relay Satellite System (TDRSS) to recording ground stations. Data would be available real-time at the launch control centers at Cape Canaveral AS and Vandenberg AFB. Data collected would include final trajectory and orbital information, orbital insertion parameters, anomaly data (if an anomaly occurs), significant event descriptions, and spacecraft flight environment during flight. Perform Post-Launch Countdown. This function would follow vehicle lift-off after the pad has been declared safe for access. It would include inspection of the launch pad facilities, launch platform, and equipment for damage, as well as general clean-up and performance of maintenance and repairs necessary to accommodate the next launch cycle. System design (e.g., aft umbilicals, auto couplers, rise-off disconnects, protective covers, and water deluge), combined with the use of liquid propulsion systems, would minimize refurbishment required after each launch. This function ends when the launch platform and the launch pad are certified as ready for the next launch. Although launch vehicle and payload fueling would be completed in a closed system, there may be small leaks and spills during fueling, as well as other hazardous material spills. These materials would be cleaned up, if necessary, by dilution with water, absorption or adsorption by the appropriate materials, and collection of the waste materials into DOT-approved waste containers for disposal. Disposal of waste materials would be conducted in accordance with applicable federal, state, and local regulations.

2.1.1.4 Safety Systems.

Specific safety plans would be developed to ensure that each launch operation is in compliance with applicable regulations, as specified in numerous compliance documents, and by various organizations, including the following:

EWR 127-1 provides overall safety regulations for both Cape Canaveral AS and Vandenberg AFB. The objective of the range safety program is to ensure that the general public, launch area personnel, foreign land masses, and launch area resources are provided an acceptable level of safety, and that all aspects of prelaunch and launch operations adhere to public law. EWR 127-1 provides a framework for review and approval of all hazards associated with construction, prelaunch, and launch operations and incorporates all Air Force, DoD, and other applicable health and safety standards.

Fire Protection System. Fire protection, alarm, and fire suppression systems would be provided for all fuel holding areas and support facilities. Flame detectors in the fuel holding area would activate both the area deluge system and alarms to the Air Force Fire Department. A fire detection and alarm system would be provided in oxidizer holding areas. However, a deluge system would not be included because N2O4 and water are highly reactive. Security. Security requirements, an integral component of project safety, would be incorporated within the project design and operational procedures. Site security measures would include a perimeter security fence, a clear zone, an entrapment area road, security lighting, security standby power, an intrusion detection system, and security patrol roads. Procedures for security would include the use of entry controllers, alarm monitors, alarm/security response teams, radios, and vehicles in accordance with Air Force regulations.

Launch Hazard Area Safety. Both Cape Canaveral AS and Vandenberg AFB have established safety procedures for the areas affected by launch operations. Launches are not allowed to proceed if they present an undue hazard to persons and property due to potential dispersion of hazardous materials, propagation of blast, or other effects. At both launch locations, a standard dispersion computer model, run by installation meteorological/ environmental personnel, would be used for both normal and aborted launch scenarios prior to launch. If the model predicted that populated areas lay within the toxic hazard corridor (THC), the launch would be delayed until more favorable meteorological conditions existed.

At Cape Canaveral AS, Range Safety would monitor launch surveillance areas to ensure that the risks to people, aircraft, and surface vessels were within acceptable limits. Control areas and airspace would be closed to the public as required. A Notice to Mariners and Notice to Airmen would be provided in accordance with established procedures to provide warning to personnel.

At Vandenberg AFB, the coastal waters and surrounding areas would be patrolled prior to launch, and train movement through the base would be monitored. Both Jalama Beach and Ocean Beach county parks would be closed to public access prior to launches from SLC-3W. A Notice to Mariners and Notice to Airmen would be provided in accordance with established procedures to provide warnings to marine craft and aircraft. In accordance with 30 SW Instruction 91-105, Evacuating or Sheltering of Personnel on Offshore Oil Rigs, the Air Force would notify oil rig companies of an upcoming launch event approximately 10 to 15 days in advance. The Air Force’s notification, provided through the Department of the Interior’s Minerals Management Service, would request that operations on the oil rigs in the path of the launch vehicle overflight be temporarily suspended and that personnel be evacuated or sheltered.

Detanking or other procedures to be followed in the event of a launch delay or cancellation would be established and would generally be in accordance with procedures used for current vehicle systems. Mission/Vehicle Reliability. Mission and launch vehicle reliability would meet the requirements set forth in the SPD prepared for the EELV program (see Appendix E). Mission reliability is measured from launch commit and is defined as the probability of successfully placing the payload into its delivery orbit with the required accuracy, and then executing a collision avoidance maneuver.

Quantity-Distance Criteria. Explosive Safety Quantity-Distance (ESQD) criteria are used to establish safe distances from launch complexes and associated support facilities to nonrelated facilities and roadways. These regulations are established by DoD and Air Force Explosive Safety Standards. The criteria utilize the trinitrotoluene, also called TNT, explosive equivalent of propellant onboard a fueled launch vehicle, or stored components or propellant, to determine safe distances from space launch operations or processing and holding areas. The facilities associated with this concept would be sited to meet these criteria.

2.1.1.5 Project Location and Access - Cape Canaveral AS.

EELV launch operations would be conducted at the 47-acre SLC-41 at Cape Canaveral AS, in the northwestern portion of the station. SLC-41 was used by the Air Force from 1964 to 1977 for Titan III launches. Renovated in 1986, it has been used for Titan IV launches since 1989. The last Titan IVB launch at SLC-41 has been tentatively scheduled for 1998.

Access to Cape Canaveral AS is provided through Gate 1 from State Route (SR) 401 (Figure 2.1-4). Once on Cape Canaveral AS, access to the site is along Samuel C. Phillips Parkway to Titan III Road, which connects to SLC-41.

2.1.1.6 Support Structures/Operations - Cape Canaveral AS.

The launch rates associated with Concept A are provided in Table 2.1-3. Approximately 240 personnel are expected to be required to support EELV launch operations by 2003. Launch site operations for Cape Canaveral AS would be as described in Section 2.1.1.3 and would be conducted in the structures listed in Table 2.1-4. Figures 2.1-4 and 2.1-5 provide the general location of facilities at Cape Canaveral AS and the site layout plan for SLC-41, respectively. The entire SLC-41 area would be utilized for launch operations. Under Concept A, the activities associated with EELV would generate the following average utility demands at Cape Canaveral AS during the projected peak launch year (2015): Based upon employment projections and project activities, Concept A would generate 770 average daily vehicle trips. The evening peak-hour volume (PHV) is projected to be 160 vehicles.

2.1.1.7 Project Construction Activities - Cape Canaveral AS.

At Cape Canaveral AS, construction activities would begin in July 1998 and continue through June 2000. Most of the ground-disturbing activities would occur between August 1998 and June 1999. Construction of the second assembly facility would occur between the first quarter of 2002 and the first quarter of 2004. Additional ground-disturbing activities would occur at the Hangar J driveway between April and May 2000. Construction personnel requirements would average 260, with a maximum of 382 during peak construction activities. Proposed construction activities at Cape Canaveral AS are described below.

Existing Facility Modification

SLC-41. Most of SLC-41 would be modified for this concept. Major modifications would include changing the existing site topography, as required, to support rail system work and facility modification/new construction. Modifications at the SLC would be as follows:

Building 1721, Hangar J, Booster Storage and Check Out. The existing driveway would be modified to provide an increased turning radius. Interior utilities would be modified to meet program requirements.

Building 38804, Centaur Processing Facility (CPF) Upper Stage Storage and Check Out. The existing facility would be modified to accommodate new support equipment.

Facility 38835, Centaur Processing Building (CPB) Launch Control Center. The interior of this facility would be renovated to meet program requirements. Road Modifications. The road turning radius at the northeastern corner of Skid Strip Road and Samuel C. Phillips Parkway would be modified to allow transport of the launch vehicle.

Infrastructure. Utility lines required for the EELV program would be modified within SLC-41 in previously disturbed areas. In addition, a new fiber optic line may be required from the CPB to SLC-41 along the previously disturbed road corridor.

New Facilities

Assembly Facilities. Two identical assembly facilities, located in separate complexes of identical design, would be constructed south of SLC-41 along the current Titan IVB transporter rail line. Construction of the two assembly facilities would disturb approximately 15 acres. A single fence, utility shed, and guardhouse would be constructed within each complex, and an asphalt parking area would be constructed adjacent to each complex. The transporter track systems would be modified to allow movement of the launch systems to the launch pad, assembly facilities, and refurbishment areas in the Integrate Transfer Launch (ITL) area.

Utilities for each assembly facility would include an electrical substation, a diesel generator, and two water chillers. Electrical power, potable water, GN2, and GHe lines would need to be extended from SLC-41 to each assembly facility along the previously disturbed road corridor.

Construction Phase

Most of the construction activities would take place along existing road corridors. At the assembly facilities site, vegetation would be removed to create a cleared area approximately 300 feet wide. Construction equipment laydown areas, personal vehicle parking, temporary mobile offices (trailers), maintenance facilities, and other ancillary construction areas would be sited in previously disturbed areas (see Figure 2.1-5).

Earthwork for construction would be performed in accordance with the construction Storm Water Pollution Prevention Plan and project SPCC Plan that would be developed for this project.

A temporary truck washdown area would be provided within the boundaries of the construction laydown areas. In order to contain collected wastewater, the washdown area would be provided with an impoundment containing a sump that would allow water to percolate into the ground.

Approximately 15 acres of land would be disturbed for construction of the assembly facilities. Depending upon the final design and grading plans, earth movement would involve a minimum of about 24,000 cubic yards of cut and fill material. Unsuitable cut material would be removed from the project area to a spoil site located off station or at other approved locations. Appropriate erosion control would be implemented at the stockpile. Construction materials would generally be transported by truck through Gate 1 over Samuel C. Phillips Parkway to Titan III Road to SLC-41.

During the construction period, water use would average approximately 4,000 gpd for general activities (e.g., site washdown, cement mixing, personnel requirements). Some water would also be used for dust control. Wastewater generation would average approximately 3,760 gpd. In addition, approximately 3,580 tons of solid waste would be generated, of which the contractor expects to recycle 3,100 tons. The construction contractor would remove construction debris; any hazardous materials identified during construction (e.g., asbestos, lead-based paint) would be abated in accordance with applicable regulations.

From 1998 through 2000, construction traffic entering and exiting project construction sties on Cape Canaveral AS under Concept A is estimated to generate an average of 1,640 daily vehicle trips, with 170 trips expected during the peak hour. Construction traffic entering and exiting project construction sites during the peak construction period is expected to be 2,400 trips, with 250 trips occurring during the peak hour.

2.1.1.8 Project Location and Access - Vandenberg AFB.

EELV launch operations would be conducted at the 33-acre SLC-3W at South Vandenberg AFB. SLC-3W was used for Atlas D/Agena launches from 1960 to 1963, for Thor Agena launches from 1963 to 1972, and for Atlas E/F launches from 1972 to 1995. SLC-3W is currently inactive and requires minimal maintenance.

Access to the SLC would be primarily through the Vandenberg AFB South Gate entrance via SR 246, then over Air Force-controlled secondary roadways, including Arguello Boulevard and Bear Creek and Coast roads (Figure 2.1-6).

2.1.1.9 Support Structures/Operations - Vandenberg AFB.

Launch rates associated with Concept A are provided in Table 2.1-3. Approximately 135 personnel are expected to be required to support EELV launch operations by 2006. Launch site operations for Vandenberg AFB would be as described in Section 2.1.1.3 and would occur in the structures listed in Table 2.1-5. Figures 2.1-6 and 2.1-7 provide the general location of facilities at Vandenberg AFB and the site layout plan for SLC-3W, respectively. The entire SLC-3W area would be utilized for launch operations.

Under Concept A, the activities associated with EELV would generate the following average utility demands at Vandenberg AFB during the projected peak launch year (2007): Based upon employment projections and project activities, Concept A would generate 430 average daily vehicle trips, with 90 trips anticipated during the peak hour.

2.1.1.10 Project Construction Activities - Vandenberg AFB.

At Vandenberg AFB, construction would begin in February 2000 and continue through February 2002. Most of the ground-disturbing activities would occur between March and September 2000. Construction personnel requirements would average 252, with a maximum of 324 during peak construction activities. Proposed construction activities at Vandenberg AFB are described below.

Existing Facility Modification

SLC-3W. Most of SLC-3W (within the fence line) would be modified for this concept. Major modifications would include: Mobile systems for N2O4 and MMH, and any necessary scrubbers, would be utilized.

Building 7525, Booster Assembly Building (BAB). New entrance/exit driveways would be constructed in the front and rear of the facility. Construction would occur on the previously disturbed roadway shoulder. Road/Pavement Improvements. Intersections at the following locations along the booster tow route would be widened to accommodate the turning radii of booster transporters: Coast and Bear Creek roads (south of intersection), Bear Creek and Napa roads (west of intersection), and Napa and Alden roads (intersection area) (see Figure 2.1-6). The route widening would occur in previously disturbed areas. Existing power poles at the northeastern side of Coast and Bear Creek roads would have to be relocated, and the traffic signal at Utah and New Mexico avenues would need to be modified (see Figure 2.1-6).

Infrastructure. New utility lines and connections would be located in previously disturbed areas or within construction areas or other proposed facilities. These would include water, wastewater, electrical, and gas lines.

New Facilities

Assembly Facility. An assembly facility containing a new power substation would be constructed approximately 500 feet northeast of the launch pad. Upper-Stage Processing Facility (USF). A 3,200-square-foot USF would be constructed across Bear Creek Road from SLC-3. A concrete apron would be constructed on one side of the facility, and an asphalt surface would be constructed for transporter laydown. This site is currently the SLC-3 fallback parking area that has been previously disturbed. The facility would require a security fence, water lines, and a septic tank. Construction would occur in the northern corner of the SLC-3 fallback area.

Construction Phase

Initial construction would consist primarily of clearing and grading, and demolition of existing structures at the project site. Most construction activities would take place within the previously disturbed SLC-3W area or along existing road corridors. Construction equipment laydown, personal vehicle parking, temporary mobile offices (trailers), maintenance facilities, and other ancillary construction areas would be sited in previously disturbed areas at the SLC-3 fallback parking area.

Earthwork for construction would be performed in accordance with the construction Storm Water Pollution Prevention Plan and project SPCC Plan that would be developed for this concept.

To contain collected wastewater, a temporary truck washdown area with an impoundment would be provided within the boundaries of the construction laydown areas.

Approximately 33 acres of land within the SLC-3W fenceline would be disturbed during construction. Depending upon the final design and grading plans, earth work would involve a minimum of about 142,000 cubic yards of cut material. An equal amount of fill material would come from borrow areas on Vandenberg AFB (Manzanita Borrow Area). Unsuitable cut material would be returned to the embankment cut at the SLC that would be regraded prior to site revegetation. Some spoil material may be disposed of on the base landfill. A site restoration plan would be developed to replace non-native plant species disturbed during construction with native vegetation. Construction materials would generally be trucked through the Coast Gate entrance (see Figure 2.1-6), then to SLC-3W.

During the construction period, water use would average approximately 8,240 gpd for general activities (e.g., site washdown, cement mixing, personnel requirements). Some water would also be utilized for dust control. Wastewater generation would average approximately 3,760 gpd. In addition, approximately 4,920 tons of solid waste would be generated; the contractor estimates that 4,600 tons would be recycled. The construction contractor would remove construction debris; hazardous materials found during construction (e.g., asbestos, lead-based paint) would be abated in accordance with applicable regulations.

From 2000 to 2002, construction traffic entering and exiting project construction sites on Vandenberg AFB under Concept A is estimated to generate an average of 1,600 daily vehicle trips, with 170 trips expected during the peak hour. Construction traffic entering and exiting project construction sites during the peak construction period is expected to be 2,000 trips, with 210 trips occurring during the peak hour.