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

2.1.2 Concept B

Under Concept B, the contractor would use SLC-37 at Cape Canaveral AS and SLC-6 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 B. Specific descriptions for implementation of this alternative 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 and tested prior to shipment to the launch site (i.e., Cape Canaveral AS or Vandenberg AFB) in near flightworthy condition.

2.1.2.1 Launch Vehicle Concept.

The EELV would consist of several variations of a Delta IVB (DIV) launch vehicle, including small (DIV-S), medium (DIV-M), and large (heavy) (DIV-H) launch vehicles, shown in Figure 2.1-8. This system would use a common booster core (CBC), with a Hypergolic Upper Stage (HUS), Delta Cryogenic Upper Stage (DCUS), or Heavy Delta Cryogenic Upper Stage (HDCUS) as second stages, depending upon the payload requirements. The small and medium vehicles would use one CBC first-stage core booster; the heavy vehicle would use one first-stage CBC and two CBC strap-ons. The strap-ons are the standard version of the CBC with Titan IV nose cones and appropriate separation hardware added. They have shorter burn times than the center core and would be jettisoned prior to burnout of the center core vehicle. A Delta IVB Medium Plus (DIV-M+) vehicle, consisting of a DIV-M with solid rocket motors (SRMs), would be utilized for some commercial missions (not shown in Figure 2.1-8). The SRM booster casing would be composed of graphite epoxy. Table 2.1-6 provides data for the launch vehicle components.

The medium and heavy upper stages would be fueled by LH2 and LO2, and the small vehicle upper stages would utilize Aerozine-50 (A-50) and N2O4. All propellant transfer would occur on the launch pad.

The CBC is a new design for the EELV program using a Rocketdyne RS-68 engine and would be a common element for all Concept B launch vehicles. The CBC casing would be composed of aluminum alloy and composite structures. The CBC propellants are LH2 and LO2.

The HUS would be designed to satisfy the low end of the NMM in terms of payload delivery to orbit and would be used on the DIV-S only. The DCUS would be used for the DIV-M, and the HDCUS would be used for the DIV-H. The DIV-S and the DIV-M both satisfy the medium lift requirement of the NMM.

For some small vehicle missions, a third stage (Star 48B) containing solid propellant would be utilized. The propellant would be composed of ammonium perchlorate (NH4ClO4), aluminum (Al), and hydroxyl-terminated polybutadiene (HTPB) (binder material). The third stage would be encapsulated with the payload and transported to the launch pad. For the medium and heavy vehicles, fueling of the reaction control system (RCS) would occur in the payload processing facility. The RCS propellant would be anhydrous hydrazine (N2H4) and helium (He).

The payload fairings would be developed from existing Delta and Titan IV designs. The fairing structures for the DIV-H would be made of aluminum; small and medium vehicle payload fairings would be a graphite-epoxy composite.

The CBC avionics’ basic architecture and all elements would be developed from Delta II/III avionics that provide single-fault tolerant control that monitors electrical power for all critical functions. The upper-stage avionics provide the inertial sensing and data processing for the navigation, guidance, control, and sequencing; radio frequency (RF) communication electronics; flight termination; and the telemetry, power, and distribution network.

The FTS would be a redundant system that would provide the capability to terminate a vehicle undergoing erratic flight before it could endanger people and property. The system for Concept B would rely upon existing technologies that have been used for the Titan, Delta, and space shuttle programs.

Figure 2.1-2 depicts a representative launch vehicle ascent sequence. After completing its mission, the CBC would fall into the ocean and would not be recovered. Less than 25 gallons of hydraulic fluid would remain in the booster when it falls into the ocean and sinks. The payload fairings would separate from the vehicle prior to orbit, fall into the ocean, and would not be recovered. The upper-stage engine would cut off when the payload reached the desired orbit. The upper stages (HUS, DCUS, and HDCUS) of the launch vehicle would boost the payload into orbit, where the upper stage would separate from the payload. Residual propellant within the upper stages would be vented to minimize orbital debris due to breakup.

2.1.2.2 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 SLC (i.e., SLC-37 or SLC-6), 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. Exact facility locations at each launch site are described for Cape Canaveral AS in Section 2.1.2.6 and for Vandenberg AFB in Section 2.1.2.9.

Unloading Facilities. Barge/boat unloading facilities at each location would be used to unload CBCs transported by barge or boat. Airstrips at each location would be utilized to unload flight hardware transported by cargo aircraft. Hardware transported by truck would be received at appropriate processing facilities or interim storage facilities.

Storage Facilities. CBCs, upper stages, fairings, and other flight hardware may be stored in these facilities, if necessary, prior to processing. These facilities would also be utilized to store ground support equipment (GSE). Horizontal Integration Facility (HIF). An HIF would be utilized for vehicle processing. Functions performed in the HIF would include the receiving, integration of CBCs and strap-ons for the DIV-H, and check-out of the CBC and upper stages. In addition, this facility would house many support functions required for integration of the launch vehicle.

Payload Processing Facility. Preprocessed and fueled payloads would be encapsulated within this facility. The Star 48B would be integrated with the payload and encapsulated. The payload would be inspected, any final assembly and checkout conducted, and if required, storable propellant (N2H4) loaded. Encapsulation of the payload within the fairing would be the final operation prior to transport to the launch pad.

Launch Complex. The launch complex would include the launch table and installation/interface points for various support services. It would also contain launch exhaust ducts that direct the exhaust flame from the launch vehicle away from the launch deck and complex for safe dispersal. The launch pad would include an MST, a Fixed Umbilical Tower (FUT), and an SEB that would provide miscellaneous support systems that need to be close to the launch pad, as well as propellant and gas storage areas.

Launch Control Center. Launches would be controlled at the launch control center once SLC operations/procedures had been completed. Propellant and Gas Holding Areas. Propellant and gas holding areas would include a gas storage area and LH2 and LO2 holding areas at the SLC. An LH2 system, consisting of a double-walled tank; a leak detection system; and a piping system would be used for CBC, DCUS, and HDCUS fueling. This would include an 850,000-gallon tank at Cape Canaveral AS and an 850,000-gallon tank at Vandenberg AFB. This area would also include an unloading area, a piping system, a sloped spill runoff area, a propane flare stack, a hydrogen burn stack to burn excess vapor, a fire suppression system, power, and instrumentation. Piping to the launch pad would be installed. In addition, an LO2 system consisting of a double-walled tank, pumps, and a piping system would be required for CBC, DCUS, and HDCUS loading. Facilities would include a 250,000-gallon tank at Cape Canaveral AS and a 300,000-gallon tank at Vandenberg AFB. An unloading area, an LH2 leak detection system, and a piping system would also be required. At Vandenberg AFB, an existing berm that slopes to an existing containment area would be utilized for secondary containment. At Cape Canaveral AS, a containment system would be designed in accordance with Range Safety and OSHA requirements. The earthen berm containment areas would accommodate 100 percent of the liquid volume because of the rapid volatilization of any potential spills.

The gas storage area would include storage and handling facilities for GHe and liquid nitrogen (LN2). At both Cape Canaveral AS and Vandenberg AFB, one 20,000-gallon tank of LN2 and four 300-cubic-foot vessels of GHe would be required. GN2 would also be provided to the launch facilities via existing pipelines. Additional piping would be installed, as required. Two additional GN2 truck connections would be required at Cape Canaveral AS.

A-50 and N2O4 for the HUS would be transported to the site by DOT-approved supply tankers following procedures similar to those used currently for the Delta II program. These chemicals would not be stored on site. The loading area would include secondary containment and a leak detection system. Mobile scrubbers and a bubble overflow scrubber on the FUT would require air permits similar to those required for current Delta II operations. Small quantities of MMH required for the DCUS would be provided in DoD-approved drums. It has not yet been determined whether air permits for scrubbers would be required; because of the small amounts of MMH used, permits may not be required. Hypergolic rinseate would be managed and disposed of in accordance with applicable federal, state, and installation requirements.

Solid propellant would not be stored in the launch pad area. Existing solid propellant storage facilities would be utilized at each launch location. At Cape Canaveral AS, solid propellant would be stored in a new Delta III building within Area 57E to be constructed in 1998, and within portions of Buildings 50801 and 50803. At Vandenberg AFB, solid propellant would be stored in Building 1670.

2.1.2.3 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 pad. Figure 2.1-9 provides an overview of the Concept B launch operation concept.

Launch process operations that would occur at the launch site include launch preparation, launch operations, and post-launch refurbishment of the launch pad. Table 2.1-7 lists the types and total estimated quantities of hazardous materials used for these processes for each Concept B launch. 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 SPCC plan. Vehicle Receiving/Inspection. The major transportation methods for this concept would include barge/boat, air, and truck. The CBCs, CBC/interstage, and CBC strap-ons would be shipped to the launch site by barge/boat and received at the barge unloading facilities. Upon arrival, the CBCs would be moved to the HIF or an interim storage facility. Some of the payload fairings would be transported to the launch site via aircraft and received at the airstrip; the upper stage and the remainder of the payload fairings would be transported by truck.

Once at the launch site, the payload fairings would be transported to the payload encapsulation facility. The HUS, CUS, and HDCUS would be transported to the HIF or an interim storage facility. Items received would be inspected and prepared for integration/encapsulation at designated facilities. Liquid propellant for the launch vehicle would be shipped directly from the manufacturing location. All propellant would be shipped in accordance with DOT regulations in Title 49 CFR Parts 100-199. LO2 and LH2 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 and A-50 would be transported via truck by one of the authorized shippers (Directorate of Aerospace Fuels Management or NASA) to the launch site. Solid rocket motors could be shipped by truck, rail, barge, or aircraft.

Horizontal Integration Facility Processing. Receiving, integration, and check-out of the CBC and upper stages would be performed in the HIF. When the launch vehicle is ready, it would be transported to the launch pad. Payload Encapsulation. This process would involve encapsulating the payload within the payload fairing, which would entail mating the payload-attach fittings, payload, and fairing, and conducting automated tests to ensure that all interfaces are verified. The third stage would be encapsulated with the payload, if required, for some small vehicle missions. Fueling of the payload would be conducted prior to encapsulation in payload processing.

Launch Vehicle Transfer and Erection. During this process, the unfueled launch vehicle would be moved to the launch pad from the HIF and erected. The assembled launch vehicle and umbilicals would then be raised and connected to the launch table.

Launch Pad Processing. The launch pad processing for all three vehicles would be similar, with the exception of the propellant servicing of the upper stages and attitude control systems. The vehicle would be erected and the launch mount unit secured to the launch table. The MST/mobile assembly shelter (MAS) (at Vandenberg AFB only) would be moved over the pad, and access platforms would be lowered or rotated in place to gain access to critical vehicle points. Interfaces at the pad include electrical, engine purge lines, GHe purge lines, ground equipment purge lines, LO2 and LH2 fill and drain lines, and vent lines, as applicable. The encapsulated payload would be hoisted by the MST crane and positioned over the upper stage.

Upon completion of final vehicle preparations for launch, the MST/MAS would be moved into the launch position, and final countdown would commence. The vehicle would undergo a final "hold fire" test to ensure range safe operation, followed by fueling of the vehicle stages. The final countdown would then be completed and the vehicle launched.

If deluge water were required, approximately 200,000 to 300,000 gallons of water per launch would be sprayed into the flame deflector to cool the rocket exhaust and minimize damage to the launch pad. At Cape Canaveral AS, deluge water remaining in the launch duct after launch would be released to grade in accordance with permit requirements. Pretreated deluge water that could not be released to grade would be released to the WWTP. At Vandenberg AFB, water would be transported to the SLC-6 deluge treatment plant for treatment and disposal into evaporation ponds. Wastewater would be disposed of in accordance with applicable federal, state, and local regulations.

Approximately 30,000 gallons of water would be required for pad wash- down after DIV-M+ vehicle launches. This water would be neutralized and disposed of according to installation requirements.

Flight Support Operations. Flight operations after launch include the downlinking of composite vehicle performance and system payload telemetry data to the NASA TDRSS. These data would be routed to recording stations, as required for processing, data archiving, analysis, and monitoring by launch team personnel. Pre- and post-launch telemetry data would be used to perform event reconstruction, trend analysis, and vehicle performance evaluation. Flight support operations also include range safety control throughout all phases of the mission.

Post Launch Operations. This process would include pad refurbishment in preparation for the next launch. Following launch, some of the components would require sandblasting and repainting; ablative material would be applied on some areas.

Small leaks and spills could occur during fueling, as could 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. Collected wastewater would be disposed of in accordance with applicable federal, state, and local regulations.

If a launch were to be canceled or delayed beyond the launch window, it would be necessary to defuel the launch vehicle in accordance with EWR 127-1 requirements. Defueling is accomplished through pneumatic-activated valves that allow propellant to drain to ground/mobile storage containers. Electrically activated valves would allow high-pressure helium to vent to the atmosphere.

2.1.2.4 Safety Systems.

Concept B would be subject to the same rules and policies described in Section 2.1.1.4 for Concept A. Systems with aspects unique to Concept B are described below.

Fire Protection System. Fire protection, alarm, and fire suppression systems would be provided for all fuel (A-50, LH2, N2H4) holding areas and support facilities. Gas (H2) detectors, detecting the lower explosive limit in the LH2 storage area, would activate the alarms to the Air Force Fire Department. Flame detection alarms would also automatically activate deluge systems and notify the Fire Department. At Cape Canaveral AS, fire suppression water would be obtained through an existing 10-inch potable water line; a fire suppression water tank (144,000-gallon minimum) and pumps would likely be required. At Vandenberg AFB, an existing tank above the launch complex would be utilized for fire suppression water. All launch pads at both locations would require installation of an underground fire suppression water loop encircling the site. This loop would contain approximately 15 hydrants; the total anticipated fire suppression water flow would be 1,500 to 2,000 gallons per minute (gpm). For oxidizer fueling performed by truck, a deluge system would not be included because N2O4 and water are highly reactive. Flushdown hoses, however, would be available.

Security. Security requirements, an integral component of project safety, would be incorporated within the project design and through operational procedures. Elements of site security would include a perimeter security fence, a clear zone, security lighting, security standby power, an intrusion detection system, and security patrol roads. Security procedures include the use of entry controllers, alarm monitors, closed circuit television (CCTV), alarm/security response teams, radios, and vehicles in accordance with Air Force regulations.

Launch Hazard Area Safety. The procedures for launch safety would be the same for Concept B as described for Concept A, except for the number of beach closures at Vandenberg AFB. Jalama Beach County Park would be closed to the public during some SLC-6 launches, depending on the launch azimuth. Ocean Beach County Park would not be closed during launches from SLC-6.

Quantity-Distance Criteria. The facilities associated with Concept B would be sited to meet ESQD criteria.

2.1.2.5 Project Location and Access - Cape Canaveral AS.

EELV launch operations would be conducted at the 120-acre SLC-37 (Pads 37A and 37B) at Cape Canaveral AS, in the north-central portion of the station. SLC-37 was originally used for the Apollo Program. The only remaining structures at SLC-37 are concrete support equipment buildings that served as bases for the two launch pad umbilical towers, the former launch control center, miscellaneous retaining walls, and the concrete pad/refractory brick pad areas.

Cape Canaveral AS is accessible through Gate 1 from SR 401 (Figure 2.1-10). Once on Cape Canaveral AS, access to the site is along Samuel C. Phillips Parkway to Beach Road, which connects to SLC-37.

2.1.2.6 Support Structures/Operations - Cape Canaveral AS.

Launch rates associated with Concept B are provided in Table 2.1-8. Approximately 540 personnel are expected to be required to support EELV program operations by 2007. Launch operations for Cape Canaveral AS would be as described in Section 2.1.2.3 and would be conducted in the structures listed in Table 2.1-9. Figures 2.1-10 and 2.1-11 provide the general location of facilities at Cape Canaveral AS and the site layout plan for SLC-37, respectively. Most of the area would be utilized for launch operations. Under Concept B, the projected 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 B would generate an average of 1,730 vehicle trips daily, with 360 trips expected to occur during the peak hour.

2.1.2.7 Project Construction Activities - Cape Canaveral AS.

Construction at Cape Canaveral AS would begin after Engineering and Manufacturing Development (EMD) award (June 1998) and would be completed by July 2000. Construction personnel requirements would average 220, with a maximum of 405 personnel required during peak construction activities in June 1999. Proposed construction activities at Cape Canaveral AS are described below.

Existing Facility Modification

At SLC-37, launches are planned from both Pads 37A and 37B. Modifications required to support EELV activities would include the following (see Figure 2.1-11):

Port of Canaveral Dock. A dock at the Port of Canaveral would be used for EELV program activities. Any additional required road or facility improvements would be the responsibility of the Port of Canaveral.

Building 1348 (Hangar C). This building would be used for GSE storage. Upgrades to Hangar C would include interior asbestos and lead-based paint abatement, minor interior modifications, and construction of new entrances. Additional storage space (approximately 20,000 square feet) would be required on Cape Canaveral AS; available facility space has not yet been identified.

Building 75251, Missile Inert Storage (MIS). This building would be used for hardware storage. Upgrades to Building 75251 would include interior and exterior modifications and installation of new doors.

Buildings 33008 and 43400. These buildings would be used for storage. Modifications to Buildings 33008 and 43400 would be required to support EELV program activities. The extent of modifications required has not yet been determined.

Buildings 38800, 38804, 38835, Centaur Processing Facility. These facilities would be used for storage of fairings and upper stages, as well as other support activities. Interior modifications to these buildings would be required. The launch control area within Building 38835 would be modified. Building 43400. A portion of this building would be utilized as a machine shop. Interior modifications would be required.

Area 57E. Portions of existing Buildings 50801 and 50803, and a new building scheduled for construction for the Delta III program, all within Area 57E, would be utilized for storage and processing.

Infrastructure. New wastewater, electrical, and water lines would be installed (see Figure 2.1-11). Some improvements would be made along existing road corridors; new wastewater and electrical lines may be installed through undisturbed areas between SLC-37 and Samuel C. Phillips Parkway.

New Facilities

Horizontal Integration Facility. An HIF would be constructed near SLC-37 on the south side of Beach Road (see Figure 2.1-11). The facility would be of a hangar-like configuration, with a parking lot in front. A fire detection system and sprinkler system would be installed. An estimated 14 acres would be disturbed for construction of the HIF.

Electric Substation. An electrical substation and associated connections would be constructed in the vicinity of Patrol Road and Samuel C. Phillips Parkway, at the area of Building 43302 (which would be removed). All electrical lines would be run underground.

Alternative Facilities

Two alternative facilities have been identified at Cape Canaveral AS for Concept B activities, in the event that the preferred locations are not available in the time period required to support the EELV program. These facilities are described below.

Horizontal Integration Facility. An alternate location for construction of the HIF is adjacent to the CPF Complex (Buildings 38800/38804/38805). U.S. Air Force Roll-On/Roll-Off Dock. If the Port of Canaveral Dock is not available to support EELV, the existing Air Force Roll-On/Roll-Off Dock would be modified. Limited dredging activities may be required in previously dredged areas. The dock would be modified to accommodate the turning radius of the transport vehicle/dolly in the egress area.

Construction Phase

The majority of new construction, except for construction of the HIF, would occur within the previously disturbed SLC-37 area or along existing road corridors. The entire area of SLC-37 inside the new security fence would be cleared of vegetation (approximately 25 to 30 acres for Pad 37A and 55 acres for Pad 37B). 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 2.1-11). The construction laydown areas would be located between Pads 37A and 37B.

Earthwork for construction would be performed in accordance with the construction Storm Water Pollution Prevention Plan and the SPCC plan. To contain collected wastewater, a temporary truck washdown area with an impoundment would be provided within the boundaries of the construction laydown areas.

Approximately 80 acres of land, including the area for construction of the HIF and electric substation, would be disturbed during construction. Depending upon the final design and grading plans, 5,000 to 9,000 cubic yards of material would be excavated and 110,000 to 180,000 cubic yards of fill would be required. Fill material would come from borrow areas located off station. Unsuitable cut material would be removed from the project area to a spoil site on Cape Canaveral AS, or to other approved locations. Appropriate erosion control would be implemented at the stockpile. Construction materials generally would be trucked through Gate 1 over Samuel C. Phillips Parkway to SLC-37.

During the construction period, approximately 3,300 gpd of water would be required for general activities (e.g., site washdown, cement mixing, personnel requirements). Wastewater generation would average approximately 2,000 gpd. In addition, approximately 5,000 to 8,000 tons of solid waste would be generated, of which an estimated 3 to 5 percent would be recycled. Removal of construction debris would be the responsibility of the construction contractor; any hazardous materials found 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 sites on Cape Canaveral AS under Concept B is estimated to generate an average of 1,400 daily vehicle trips, with 150 trips expected during the peak hour. Construction traffic entering and exiting project construction sites during the peak construction period in June 1999 is expected to be 2,550 trips, with 270 trips occurring during the peak hour.

2.1.2.8 Project Location and Access - Vandenberg AFB.

EELV launch operations would be conducted at the 100-acre SLC-6 at South Vandenberg AFB. The SLC-6 site was originally constructed in 1970 for the Titan IIIM manned launch vehicle that was to be used for the Manned Orbital Laboratory (MOL) program. After the MOL program was cancelled, SLC-6 was modified for the space shuttle program, but was never used for this program. Most of the facilities are currently in mothball status. Some of the other facilities are currently being used by the California Commercial Spaceport and a launch contractor. 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 2.1-12).

2.1.2.9 Support Structures/Operations - Vandenberg AFB. Launch rates associated with Concept B are provided in Table 2.1-8. Approximately 400 personnel are expected to be required to support EELV launch operations by 2007. Launch site operations would be as described in Section 2.1.2.3 and would occur in the structures listed in Table 2.1-10. Figures 2.1-12 and 2.1-13 provide the general location of facilities at Vandenberg AFB and the site layout plan for SLC-6, respectively. Most of the SLC-6 area would be utilized for launch operations.

Under Concept B, the projected 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 B would generate an average of 1,280 vehicle trips daily, with 270 trips occurring during the peak hour.

2.1.2.10 Project Construction Activities - Vandenberg AFB.

At Vandenberg AFB, construction would begin after EMD award (June 1998) and would be completed by February 2001. Construction personnel requirements would average 173, with a maximum of 350 personnel required during peak construction activities between January and March 2000. Proposed construction activities at Vandenberg AFB are described below.

Existing Facility Modification

SLC-6. The MST, bridge cranes, launch mount and exhaust ducts, and LO2 and LH2 storage areas would be modified. Other modifications would include:

South Vandenberg AFB Boat Dock. Modifications would consist of dredging approximately 20,000 cubic yards of sediment from the existing harbor channel. Dredging would be accomplished to the previously dredged depth. Disposal of material would be conducted in accordance with U.S. Army Corps of Engineers (USACE) permit requirements.

Building 836. Building 836 would be utilized for receiving, inspection, and storage of CBCs and upper stages. Minor interior modifications would be required.

Building 375, Integrated Processing Facility and Building 1032 (Astrotech). The IPF would require minor exterior and interior modifications. The Astrotech facility would likely require construction of a new high bay for encapsulation of heavy payloads.

Buildings 330, 398, and 520. These facilities would be utilized for storage and refurbishment of GSE. Minor interior modifications would be required at all three facilities.

Building 1670. Building 1670 would be utilized for SRM storage and processing. Minor interior modifications would be required. Infrastructure. Utility modifications would occur within previously disturbed areas of SLC-6.

New Facilities

New Horizontal Integration Facility. A new HIF would be constructed in the northern portion of SLC-6. This area was the laydown area used during the initial construction of SLC-6 and is now a parking lot. Approximately 14 acres would be disturbed during construction.

Alternative Facilities

Two alternative facilities have been identified for Concept B activities at Vandenberg AFB, in the event that the preferred facilities are not available in the time period required to support the EELV program. These facilities are described below. Building 2520. If Building 375 is not available for payload encapsulation activities, Building 2520 would be utilized for unbagging of payload fairings and encapsulation of small and medium payloads.

Building 7525. If Building 330 is not available to support EELV, Building 7525 would be utilized for GSE storage and refurbishment, and sandblasting and painting activities. If Building 836 is not available for storage of flight hardware, Building 7525 would be utilized for this purpose. The extent of modifications required has not yet been determined.

Construction Phase

Most of the construction activities would take place within the previously disturbed SLC-6 area or along existing road corridors. SLC-6 consists of 100 acres of semi-improved grounds within a perimeter fence. 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, to the north of the construction site. Earthwork for construction would be performed in accordance with the construction Storm Water Pollution Prevention Plan and the SPCC plan. To contain collected wastewater, a truck washdown area and impoundment within the boundaries of the construction laydown areas would be provided. Depending upon the final design and grading plans, 4,500 to 7,500 cubic yards of material would be excavated, and 80,000 to 135,000 cubic yards of fill would be required. Fill material would come from the Vandenberg AFB Manzanita Borrow Area. Unsuitable cut material would be removed from the project area to the Manzanita spoil site, or to other approved locations. Top-soil would be removed and stockpiled on site for re-spreading on disturbed areas for revegetation and erosion control after completion of construction. Appropriate erosion control would be implemented at the stockpile. Construction materials generally would be trucked through the Coast Gate, then over Coast Road to SLC-6.

During the construction period, approximately 2,100 gpd of water would be required for general activities (e.g., site washdown, cement mixing, personnel requirements). Wastewater generation would average approximately 1,400 gpd. In addition, approximately 2,200 to 3,800 tons of solid waste would be generated, of which it is estimated that 3 to 5 percent would be recycled. Removal of construction debris would be the responsibility of the construction contractor; any hazardous materials found during construction (e.g., asbestos, lead-based paint) would be abated in accordance with applicable regulations.

From 1998 to 2001, construction traffic entering and exiting project construction sites on Vandenberg AFB under Concept B is estimated to generate an average of 1,100 daily vehicle trips, with 115 trips expected during the peak hour. Construction traffic entering and exiting project construction sites during the peak construction period between January and March 2000 is expected to be 2,200 trips, with 230 trips occurring during the peak hour.