| SECTION 4.0 | ENVIRONMENTAL SETTING, IMPACTS, AND MITIGATION |
| PROPOSED PROJECT |
This section assesses potential surface traffic and transportation-related impacts associated with the proposed Project. Proposed converter station sites in San Francisco and Pittsburg are examined and compared with respect to their potential impacts on surface transportation in the study area. The descriptions for transportation facilities and transportation impacts distinguish between the San Francisco and Pittsburg study areas since each jurisdiction is geographically separated.
This assessment addresses the potential impacts of additional truck traffic associated with the proposed Project to roadway and intersection levels of service on the likely delivery routes. Additional transportation factors examined in this section include transit, pedestrian and bicyclist impacts, safety, goods movement, and any potential impacts to rail transportation networks. This assessment includes consideration of transportation facilities such as highways, local roads, public transportation facilities, and bicycle and pedestrian circulation in the study areas and whether these facilities potentially would be affected by the Project locally or region-wide.
The analysis of regional transportation systems uses a more qualitative method than the analysis for the local transportation network due to the nominal increase in traffic expected to be associated with operations of the proposed Project. The quantitative analysis focuses on the local roadway network in the immediate vicinity of the converter station sites (and temporary laydown areas) and evaluates the resulting additional average daily truck and car trips on the existing local road network.
Level of Service (LOS) is a qualitative description of traffic congestion according to volume-to-capacity ratios calculated for road segments or intersections. A ratio of 1:1 means the roadway is operating at capacity during a specific time period. The ratios are converted into letters that indicate the degree of congestion – A (free flowing traffic) through F (over-saturated conditions with severe delays).
The roadway analysis compares existing traffic volumes, supplemented with LOS data, on roads providing access to the proposed Project sites with the additional traffic anticipated from Project site preparation and construction (all of which should last 27 to 30 months including site demolition and preparation, construction, and cable laying), and then from operation of the facilities. It also identifies potential routes for transporting construction materials to the converter station sites and for hauling demolition debris and excavated soil and the associated potential effects on the local and regional road network. Cumulative impacts are addressed, particularly on the regional roadway system. Additional impacts on transit and any impacts on local bicycle and pedestrian circulation are also evaluated.
Applicable state laws and city ordinances relevant to performing the transportation analysis for this Project are considered in the potential impacts. Information sources include the following:
This section addresses surface transportation associated with onshore activities and does not address the offshore submarine DC cable route. The cable route and associated marine traffic are discussed in Section 4.9, Marine Transportation and Commercial Fishing.
4.10.1.1.1 Interstate 280 (Regional Access to San Francisco). Interstate 280 (I-280) begins in the South of Market district of San Francisco, extends southwest through Daly City, then proceeds south adjacent to suburban Peninsula communities such as Woodside, Palo Alto, and Los Altos before heading into downtown San Jose. I-280 is comprised of six to eight lanes of mixed flow traffic in the area near the proposed Project in San Francisco. Access to the San Francisco Converter Station sites from I-280 southbound is by the 25th Street exit, while the Cesar Chavez Street exit provides access from I-280 northbound. At Cesar Chavez, average daily traffic volumes range from 90,000 to 111,000 in each direction (Caltrans, 2004).
4.10.1.1.2 U.S. Highway 101 (Regional Access to San Francisco).U.S. Highway 101 (U.S. 101) serves as one of California's primary western arteries, linking San Francisco to Marin County in the north and to the Peninsula in the south. Access for the San Francisco Project sites to and from U.S. 101 is via the Cesar Chavez Street interchange for both northbound and southbound traffic. In the vicinity of the proposed Project, U.S. 101 is an eight-lane, limited-access freeway that connects to Interstate 80 (I-80) west of the San Francisco-Oakland Bay Bridge. Between I-80 and the Golden Gate Bridge, U.S. 101 continues through San Francisco as a six-lane surface roadway along Van Ness Avenue, Lombard Street, and Doyle Drive. At Cesar Chavez, U.S. 101 carries more than 240,000 vehicles per day in each direction (Caltrans, 2004).
4.10.1.1.3 Interstate 80 (Regional Access to San Francisco and the East Bay).I-80, which merges with U.S. 101 southwest of downtown San Francisco, is generally an east-west freeway, extending from downtown San Francisco in the west to Sacramento and beyond in the east. The San Francisco-Oakland Bay Bridge is located along this freeway, connecting San Francisco with the East Bay, eventually linking with SR 4 in Hercules. Access to the Bay Bridge from the Project Converter Station sites is via U.S. 101. Daily traffic volumes on the 10-lane bridge average 286,000 vehicles per day in each direction. North and east of the Bridge, I-80 provides six to eight travel lanes, including high-occupancy vehicle (HOV) facilities. In Emeryville, average daily traffic volumes can reach 300,000 vehicles in each direction (Caltrans, 2004).
4.10.1.1.4 SR 4 (Regional Access to Pittsburg).SR 4 connects I-80 in Hercules with State Route 160 in Antioch before continuing on through Oakley and Brentwood to Stockton and the Central Valley. As it traverses Pittsburg, SR 4 is a limited-access highway providing four to six travel lanes with standard paved shoulders and security fencing. The speed limit along SR 4 varies between 65 and 45 miles per hour (m.p.h.) as the road transitions between urban and rural settings. The Loveridge Road exit is used to access the proposed Standard Oil Converter Station site. The Railroad Avenue exit connects SR 4 to the onshore portion of the proposed cable route to the Pittsburg PG&E Substation. The City of Pittsburg General Plan 2020 (2000) indicates that traffic volumes on SR 4 will double between 2000 and 2025. Currently, average daily volumes range from 109,000 to 122,000 in each direction between Railroad Avenue and Loveridge Road (Caltrans, 2004). The maximum volumes are at the confluence of State Route 242 in Concord, where 120,000 vehicles can pass in each direction.<
The Contra Costa County Transportation Authority Expenditure Plan identifies widening of SR 4 in Pittsburg as a priority project. The project, to be completed in 2007, will widen the freeway to six lanes and add HOV lanes and a median to allow a continuation of the Bay Area Rapid Transit (BART) track from Bay Point Station to Loveridge Road. This project is currently under construction and is expected to be completed prior to construction of the proposed Trans Bay Cable Project.
Third Street. Third Street functions as the principal north-south arterial within the study area, extending north from its interchange with U.S. 101 and Bayshore Boulevard to its intersection with Market Street. It serves as the main commercial street, as well as a primary access route to industrial development along San Francisco's southern waterfront, carrying approximately 11,000 vehicles per day in each direction at 22nd Street (San Francisco Department of Parking and Traffic, 2001). The intersection is operating at LOS B during the afternoon peak and at LOS C further south at Cesar Chavez (SFRA, 2004). The Transportation Element of the San Francisco General Plan designates Third Street as a Major Arterial and Primary Transit Route (San Francisco Planning Department, 1995). The plan also names Third Street as a Neighborhood Commercial Street and a Citywide Bicycle Route. The proposed HWC Converter Station site is located a block to the east of Third Street and east of Illinois Street between 23rd and 24th streets.
In terms of physical design, south of Mission Creek, Third Street has been converted from a six-lane arterial to a four-lane road with light rail in the median. Parking is generally prohibited on both sides of the street.
Illinois Street. Illinois Street, which parallels Third Street to the east and terminates at Islais Creek, is a two-lane industrial street with curb parking and a freight rail track in the middle. It carries approximately 5,000 vehicles per day in both directions (San Francisco Department of Parking and Traffic, 2001). During the afternoon peak, Illinois Street is currently operating at LOS A in the study (Bayview Hunters Point Redevelopment Projects and Rezoning EIR 2004). To facilitate the movement of goods and materials along the Central Waterfront, the Port of San Francisco is constructing a new bridge linking Illinois Street with the road network and rail spur serving Piers 90/96 south of Islais Creek. The two-lane, one-track lift bridge is designed to accommodate all truck and freight rail traffic. It will be open in mid-2006.
Cesar Chavez Street. Cesar Chavez Street is a major arterial and a Citywide Bicycle Route carrying approximately 11,000 vehicles per day in both directions at Pennsylvania Avenue, which is west of and parallel to Third Street (San Francisco Department of Parking and Traffic, 2004). At Evans Avenue, Cesar Chavez is currently operating at LOS D during the afternoon peak. West of Evans, the four-lane street continues through the Mission District until terminating at Guerrero Avenue. Cesar Chavez Street provides direct access to both I-280 and U.S. 101 and to the proposed Project converter station sites via Illinois Street.
Cargo Way. Cargo Way is a four-lane road connecting Third Street with the Port of San Francisco's Piers 90 through 96. It provides access to the alternative San Francisco construction laydown area at Pier 94/96. It carries approximately 8,000 vehicles daily in both directions (San Francisco Department of Parking and Traffic, 2001) and, during the afternoon peak, is currently operating at LOS C at Third Street (Bayview Hunters Point Redevelopment Projects and Rezoning EIR, 2004).
Other Local Streets. Other local streets that serve the San Francisco HWC Converter Station site and the proposed construction laydown area include: Illinois Street, 22nd, 23rd, 24th, and 25th Streets. The 22nd Street connects Potrero Hill with the Central Waterfront, terminating east of Illinois Street. This two-lane local street has parking on both sides. More industrial in character are parallel east-west streets (22nd, 23rd, 24th, and 25th Streets), all of which provide access to the proposed HWC converter station site and the proposed construction laydown area at the end of 25th Street. Traffic signals are located at the intersections of Third Street with all cross streets between 22nd Street and Cargo Way.
4.10.1.2.2 Pittsburg Standard Oil Converter Station.
Pittsburg-Antioch Highway. This two-lane, east-west arterial extending from North Parkside Drive in Pittsburg to Antioch has the character of a semi-rural road with two 14-foot travel lanes and two 8-foot paved shoulders but no sidewalks. East of the signalized intersection at Loveridge Road near the proposed Standard Oil Converter Station site and adjacent construction laydown area, the character of the road becomes an intercity highway allowing 50 m.p.h. travel. East of Loveridge Road, average daily traffic volumes are currently at 9,500 and are expected to triple to 28,900 by 2025 (City of Pittsburg, 2000). The current peak period LOS at Loveridge Road is C, which is within acceptable standards (CCCMP, 2003). The proposed access road for the Standard Oil Converter Station would connect to the Pittsburg-Antioch Highway.
Loveridge Road. Loveridge Road is a primary north-south arterial connecting SR 4 with the industrial district in east Pittsburg. North of the intersection with the Pittsburg-Antioch Highway, which is signalized, Loveridge Road is a five-lane street with the middle lane used for left turns. This segment serves surrounding industries and does not offer curb parking. The City of Pittsburg General Plan 2020 Draft Environmental Impact Report indicates average daily traffic volumes on Loveridge Road will increase from approximately 17,000 vehicles per day to over 20,000 by 2025.
Railroad Avenue. Railroad Avenue is one of the primary north-south arterials in Pittsburg, distributing traffic from SR 4 north to the center of the city and south to residential areas. North of SR 4, the arterial has four lanes with median and left-turn pockets and some curb parking. In this segment, the street is grade-separated at rail crossings over the Union Pacific Railroad (UPRR) and under the Burlington Northern Santa Fe Railroad (BNSF), and at-grade at Central Avenue. North of Tenth Street, the street narrows and becomes part of the historic center grid. Average daily traffic volumes on Railroad Avenue are expected to increase from approximately 30,000 currently to 40,600 in 2025.
Other Local Streets. Other local streets in Pittsburg include West Tenth Street (access to the onshore portion of the cable route to the PG&E substation) and Arcy Lane (access to the northern portion of the onshore AC/DC cable route between the Standard Oil site and New York Slough and the alternative construction laydown area at Delta Energy Center). In general, the streets are two-lane and have 25 m.p.h. speed limits. West Tenth Street, which connects Pittsburg with Bay Point along Willow Pass Road, accommodates approximately 12,500 vehicles per day (City of Pittsburg, 2000). It is a three-lane, east-west city street with the middle lane used for left turns. Parking is allowed on both sides of the street. The character of the street changes west of the entrance to the Mirant Pittsburg Power Plant where the right-of-way (ROW) narrows and parking and sidewalks are eliminated. At the intersection of West Tenth Street and Herb White Way, a two-lane residential street, peak period LOS is C, which is within acceptable standards (CCCMP, 2003). Arcy Lane is a dead-end, two-lane street with limited shoulders and no parking near the Pittsburg-Antioch border. It extends from its intersection with the Pittsburg-Antioch Highway to the gates of the Calpine Delta Energy Center and Delta Diablo Sanitation District sites.
Shipments of equipment and materials that are off-loaded at the Port of Oakland would be transported by truck on designated truck routes that allow the height and weight of these deliveries. Caltrans determines height and weight restrictions for truck deliveries on state and federal routes, whereas local roadways are governed by the codes of respective local jurisdictions. The information for state and federal roadways is compiled on a map of truck networks on California State Highways. The map for Caltrans District 4 (San Francisco Bay Area) is illustrated on Figure 4.10-3. The expected local truck routes to the San Francisco and Pittsburg sites are shown on Figure 4.10-4A and 4.10-4B, respectively.
Ferry services also operate to and from San Francisco.
The Pittsburg Standard Oil site is not served by public transit.
4.10.2.1 Federal
Caltrans District 4 governs state and federal highways throughout the San Francisco Bay Area. Regulations for vehicle restrictions have been developed for the regional highway network. The regulations restrict type of cargo, height and weight of vehicles on the regional highway system as designated in Truck Networks on California State Highways (Caltrans Traffic Operations Program, Office of Truck Services, December 27, 2005.)
Among the Project's basic attributes is the fact that once installed, the proposed converter stations would be minimally staffed and/or remotely operated. Principal transportation impacts are, therefore, associated with construction and installation, and would be temporary. It is assumed that the majority of converter station equipment would be delivered as containerized marine cargo to the Port of Oakland. The resultant impacts of the Project on surface transportation would affect regional highways and surface routes between the Port of Oakland and the delivery sites in San Francisco and Pittsburg.
Additional significance criteria utilized in this transportation assessment for non-San Francisco components follow; these criteria are adapted from CEQA, Appendix G.
For this analysis, the impact would be considered to be potentially significant if any of the following were to occur:
4.10.3.2.1 Construction-related Impacts. Regarding truck shipments and deliveries, it is estimated that 700 Project-related container shipments (refer to Table A.4-4 in Appendix A of this EIR) from overseas would arrive at the Port of Oakland and would be shipped by truck to the converter station site in San Francisco. Trucks would travel from the Port north on I-880, west across the Bay Bridge on I-80, and south along Highway 101 to the Cesar Chavez exit. One possible exception involves oversized loads (e.g., transformers, cable reels), which due to their weight and size might be rerouted on a different land route or offloaded in San Francisco. Trucks would continue on local streets, traveling eastbound on Cesar Chavez Street and turning left onto Illinois Street to reach the proposed converter station site (Figure 4.10-4A). Shipments that needed to be temporarily stored would be unloaded either at the proposed construction laydown area at the eastern end of 25th Street (Western Pacific site) or at the alternative laydown area (Pier 94/96) east of Cargo Way. To access the Western Pacific site, trucks would turn left from Cesar Chavez onto Illinois Street and then right onto 25th Street. To access the alternative laydown area (Pier 94/96), trucks would turn right onto Illinois Street, cross the new Islais Creek bridge, and turn left onto Cargo Way. At a later time, the equipment or material would be reloaded on trucks to travel the short distance between the laydown area and the converter station site, using the same streets to reach Illinois Street and the converter station site. Local truck shipments for the Project (not originating at the Port of Oakland) would follow the same routing in the study area. For hauling demolition debris and potentially contaminated soil, the most probable truck route to landfills would be over Cesar Chavez Street to nearby I-280 via Pennsylvania Street and then south along I-280 and U.S. 101.
The total number of deliveries to the HWC site would approximate 3,578 container shipments as well as local suppliers' shipments dispersed over an estimated 27-30 month period during the Project's site preparation and construction phases. This number includes truck trips for hauling demolition debris, contaminated soil, and equipment from the HWC site during the first 3 months. The number of truck trips to the San Francisco Project site would be expected to peak between the 10th and 12th months of construction, with an estimated maximum of 22 deliveries per day (based on an average of 22 work days per month) and decline thereafter.
Average daily traffic volumes are approximately 5,000, 8,000, and 11,000 on Illinois, Cargo Way, and Cesar Chavez, respectively. Typical peak period LOSs for these streets range from LOS B to C, well within acceptable San Francisco traffic circulation standards (San Francisco County Transportation Authority, 2004). The local streets are not expected to operate below City of San Francisco standards during the construction period. As a result, the cumulative effect of these trips on local streets would be a less-than-significant impact. Although traffic levels on these streets may increase in 2006 after the new Illinois Street bridge and Third Street light rail improvements are completed, the maximum number of 22 daily trips to and from the Project site over a short period of time would not adversely affect traffic operations or reduce LOSs on Illinois, Cargo Way, or Cesar Chavez Streets or other local streets in the Central Waterfront area to a level below the City of San Francisco standard. As a result, there would be a less-than-significant impact to local roads in the study area.
Cumulative Traffic Impacts. The portions of I-280 and U.S. 101 that Project delivery trucks would follow operate at LOS D or E during peak periods (San Francisco County Transportation Authority, 2004). The LOS on I-280 outbound in the p.m. peak has deteriorated to LOS F. The additional daily truck trips and construction worker auto commute trips have the potential to contribute to peak period delay on these roadways. According to the 2235 Third Street Transportation Study (Wilbur Smith Associates, 2005), traffic will increase on local streets in the study area over the next 10 years. The converter station would be constructed within the next 5 years when the local streets used for truck shipments and worker auto trips are expected to continue to operate within City standards.
Impact TRAFFIC-1: Cumulative Traffic Impacts. Project-related trips to and from the HWC Converter Station site would contribute to delays on the regional roadway system, a potentially significant impact.
Mitigation Measure TRAFFIC-1: Coordination to Reduce Cumulative Traffic Impacts. Truck shipments on the regional roadway shall be scheduled for non-peak periods when delays are less prevalent, as practical. The construction contractor shall coordinate with Caltrans to identify appropriate routings and times for site deliveries and comply with Caltrans recommendations. This mitigation measure would successfully mitigate the Project's contribution to cumulative impacts occurring on the regional roadway system.
Implementation Responsibility: Project proponent/construction contractor
Requirements and Timing: Work with truck shipment and delivery company and Caltrans to schedule truck delivery times; negotiations with truck company to occur prior to actual delivery
Monitoring Requirements: City of Pittsburg, in consultation with the City and County of San Francisco, to monitor and ensure compliance
Resulting Level of Significance. Mitigation Measure TRAFFIC-1 would reduce Impact TRAFFIC-1 to a less-than-significant level.
Oversized Loads. Oversized shipments would require a permit from Caltrans that identifies the permitted hours of operation and the size of the truck to transport the shipment on the regional roadway network. Coordination with Caltrans would be required as part of Project implementation. Each converter station would receive a total of six oversized loads (four transformers and two smoothing reactors), beginning in month 12 of the Project schedule (refer to Table A.4-4 in Appendix A). The transformers would each be approximately 31.3 feet by 12.9 feet by 16.5 feet (9.55 meters by 3.94 meters by 5 meters), weighing approximately 192 tons. The smoothing reactors would be approximately 12.9 feet by 16.5 feet (3.94 meters by 5 meters) and weigh approximately 17 tons. In San Francisco, there are no weight restrictions to trucking on the aforementioned local streets (San Francisco Department of Parking and Traffic, 2003). However, height restrictions ranging from 13.5 feet to 17 feet have been imposed on streets traveling under U.S. 101 and I‑280 in the study area and on Third Street at Islais Creek. Oversized loads, such as transformers, that require clearances over 13.5 feet would have to travel on streets that are not designated with severe clearance restrictions. For example, Cesar Chavez Street has restricted clearances under U.S. 101 and I-280 that would preclude transformer shipments using this street. Accordingly, Third Street and Illinois Street would be utilized instead.
The transition from the Bay Bridge to local streets to reach Third Street in San Francisco would have to be coordinated with Caltrans, which is conducting seismic work on the Bay Bridge approach structure and ramps, and with the Department of Parking and Traffic and the San Francisco Police Department, which may be required to escort the oversized loads on City of San Francisco streets. It is possible that the transformers, due to their weight and size, might be rerouted on a different land route or offloaded in San Francisco, thus avoiding the Bay Bridge altogether.
Impact TRAFFIC-2: Oversized Loads. Oversized shipments would require a permit from Caltrans that identifies the permitted hours of operation and the size of the truck to transport the shipment on the regional roadway network. If the permit conditions were not followed adequately, this would constitute a potentially significant adverse impact.
Mitigation Measure TRAFFIC-2: Coordination of Oversized Loads. Coordination with Caltrans and local jurisdictions shall be conducted to ensure proper permitting for oversized loads, which shall be required in advance of construction.
Implementation Responsibility: Project proponent/construction contractor
Requirements and Timing: Obtain permit from Caltrans and coordinate with Caltrans and applicable local jurisdictions, prior to and during construction, as appropriate
Monitoring Requirements: City of Pittsburg, in consultation with the City and County of San Francisco, to monitor and ensure compliance
Resulting Level of Significance. Mitigation Measure TRAFFIC-2 would reduce Impact TRAFFIC-2 to a less-than-significant level.
Construction Worker Trips. Between the 12th and 19th months of the construction period, an estimated maximum of 45 daily employee auto trips is expected at the construction site, for a possible maximum of 67 truck and commute trips during the workday. The additional temporary work trips in combination with truck shipment trips are not expected to produce local traffic impacts in the study area since temporary construction delivery trips are typically not considered to be potentially significant cumulative impacts under the San Francisco Planning Code. The cumulative effect of these additional trips on the regional roadway system is described under Cumulative Impacts above. Mitigation Measure TRAFFIC-1 would also reduce cumulative regional roadway impacts to a less-than-significant level.
Vehicular Safety. An adverse impact would occur if temporary street closures were necessary due to Project-related deliveries of equipment or materials or from cumulative impacts resulting from construction work on other nearby projects, the timing for which is undetermined and is part of larger planning efforts (see Section 7.0 for the cumulative impacts project list). In addition, construction activities may require the temporary closure of Illinois Street, which serves as the route for the Bay Trail through the Central Waterfront area. Illinois Street is being redesigned with bike lanes, which could be affected by street closures as well, which would result in a potentially significant impact.
Impact TRAFFIC-3: Temporary Street Closures Affecting Traffic, Bicycle, and Pedestrian Circulation. The temporary closure of streets for Project-related construction would affect traffic circulation in the study area and may impede the delivery and access to businesses in the area and the use of the Bay Trail and bicycle circulation for short intervals. This impact is considered to be potentially significant.
Mitigation Measure TRAFFIC-3: Signage for Temporary Street Closures. Any needed temporary closure of local streets in San Francisco will be mitigated by coordinating street closures with the San Francisco Department of Parking and Traffic (DPT) and, if appropriate, erecting signage that reroutes traffic onto neighboring streets. The coordination would account for providing continued access for emergency vehicles in the study area and ensure that the City of San Francisco's Emergency Operations Plan could be activated without impediment. With these mitigation measures, temporary construction impacts on traffic circulation would be mitigated to a less-than-significant level.
Implementation Responsibility: Project proponent/construction contractor
Requirements and Timing: Approval from and coordination with San Francisco Department of Parking and Traffic (DPT) before construction starts and during construction, as applicable
Monitoring Requirements: City of Pittsburg, in consultation with the City and County of San Francisco, to monitor and ensure compliance
Resulting Level of Significance. Mitigation Measure TRAFFIC-3 would reduce Impact TRAFFIC-3 to a less-than-significant level.
Transit Service Impacts. MUNI will begin operating the Third Street light rail in 2006, most likely as an extension of the J-line, extending from the Market Street subway and The Embarcadero along Third Street to Visitacion Valley and connecting with crosstown bus routes along the way. The peak and midday service will be comparable to the existing J-line frequencies, which would provide sufficient capacity and service to accommodate the work trips of construction workers at the San Francisco Converter Station site if they chose to commute by public transportation. In addition, Route 48 provides crosstown service over Potrero Hill to the Project site along 22nd Street. Although construction activities would be one block removed from these transit services, truck shipments that accessed the proposed construction laydown area (Western Pacific site) would have to pass the new MUNI light rail facility on 25th Street, which will be used for light rail pull-ins and pull-outs once the facility is operational in the fall of 2008.
Impact TRAFFIC-4: Impacts on Metro East Light Rail Facility. If truck shipments were destined for the proposed laydown area (Western Pacific site) at the same time MUNI begins using 25th Street to dispatch light rail vehicles to Third Street, they could conflict with the most active light rail dispatch and return hours at the beginning and end of the peak periods. This is considered to be a potentially significant impact.
Mitigation Measure TRAFFIC-4: Reducing Impact on the Movement of MUNI Light Rail Vehicles into and out of the Metro East Maintenance Facility. Construction contractor will coordinate with MUNI to define times for scheduling of truck deliveries to the proposed laydown area (Western Pacific site) if the truck deliveries were to occur during the peak period. Alternatively, particularly if the peaker project is implemented at the Western Pacific site at the same time as the Trans Bay Cable Project is under construction, the Project laydown area could be located at Pier 94/96. As indicated in Section 4.10.3.2.1, Construction-related Impacts, truck deliveries to the Pier 94/96 laydown area would not produce significant impacts along Cargo Way and would avoid a potential conflict with the movement of MUNI light rail vehicles along 25th Street.
Implementation Responsibility: Project proponent/construction contractor
Requirements and Timing: Coordinate and schedule truck deliveries with San Francisco MUNI and DPT, prior to and during construction
Monitoring Requirements: City of Pittsburg, in consultation with City and County of San Francisco, to monitor and ensure compliance
Resulting Level of Significance. Mitigation Measure TRAFFIC-4 would reduce Impact TRAFFIC-4 to a less-than-significant level.
Parking. In the San Francisco study area, most streets have curb parking on both sides of the street. However, parking is often pre-empted by construction projects that temporarily restrict parking on the surrounding streets. By 9 a.m. on weekdays, most available curb parking in the area is taken. However, given the frequent transit service offered throughout the City of San Francisco and the City's Transit First policy, the City of San Francisco does not consider limited parking availability to be a significant impact.
Rail. Construction of the converter station would not affect rail operation in the study area. Truck deliveries and construction activities would occur on site to avoid blocking rail spur tracks that will be operational on Illinois Street after completion of bridge construction across Islais Creek by the Port of San Francisco in 2006. This is considered to be a less-than-significant impact to rail operations in the study area.
4.10.3.2.2 Operations-related Impacts. The converter stations would operate with minimal staff and/or be remotely operated. Therefore, there would be very few or no daily commute trips or truck delivery or hauling trips to the San Francisco Converter Station site after on-going operation was established. No transportation impacts, including transit, bicycle, and pedestrian circulation impacts, would occur after operation commenced. Because there are no long-term traffic impacts associated with the proposed Project, no plans or policies of the San Francisco General Plan, nor capital projects, nor improvements identified in the San Francisco County Transportation Authority Expenditure Plan would be affected by the proposed Project.
Truck Shipments and Deliveries. Large equipment, including 192-ton transformers, would be delivered directly to the converter station site. Equipment and materials would be delivered either directly to the converter station site or the adjacent laydown area. Truck routes for these shipments and the frequency of truck trips are described below. In addition, an assessment of work trips to the Project site for construction activities is provided.
From the Port of Oakland, truck shipments would travel from I-880 northbound to I-80 (Eastshore Freeway), diverting eastward onto SR 4 in Hercules (Figure 4.10‑1). Trucks would exit SR 4 in Pittsburg, traveling north on Loveridge Road (City of Pittsburg Ordinance 05-1238, Section 3, 2005, identifies specific arterials as truck routes). The Standard Oil site would have access from the Pittsburg-Antioch Highway east of Loveridge Road. A new two-lane road would be constructed off the Pittsburg-Antioch Highway north across Kirker Creek into the Project site. However, heavy loads such as the 192-ton transformers would access the site via the alternative access road off Loveridge Road since they would exceed the capacity of the proposed bridge over Kirker Creek. Use of the alternative access road would involve trucks continuing north on Loveridge Road across the Pittsburg-Antioch Highway to an existing narrow unpaved road that parallels the south side of the BNSF railroad tracks and enters the Standard Oil site from the north. This is the existing access to the Standard Oil site. This existing access road would be upgraded prior to use.
The proposed construction laydown area immediately to the north of the Standard Oil site would have access from the new access road, which extends north from the Pittsburg-Antioch Highway, or from the north along the existing road that parallels the BNSF tracks. Since the proposed laydown area and converter station sites are next to one another, transshipment from the laydown area to the Project site would occur over internal roads on the Standard Oil property that would not affect local circulation.
An alternative construction laydown area off Arcy Lane on the Delta Energy Center facility property is also under consideration. Access between this alternative laydown area and the Standard Oil site would be via Arcy Lane, the Pittsburg-Antioch Highway, and the proposed new access road or Loveridge Road to the site.
Local shipments that do not originate from the Port of Oakland would most likely use SR 4 and the local street network to access the Standard Oil site as described above.
The number of daily truck deliveries to the Standard Oil
Converter Station site would vary according to the phase of the construction
work. The total number of deliveries would be approximately 2,522 shipments
(container and local suppliers) dispersed over a 27- to
30-month period during the Project's site preparation and construction phase.
The number of deliveries would increase over the first year of construction,
peaking in the 11th and 12th months, and then would
decline over the remaining months of construction. An estimated total of 364
truck round trips, or a maximum of 17 deliveries per day, would occur in the 11th month of construction.
The few additional daily truck trips would not deteriorate LOS
conditions along Loveridge Road. North of SR 4, Loveridge Road operates at LOS
A and B (unimpeded circulation) throughout the day with the exception of the
Loveridge Road/Pittsburg-Antioch Highway intersection, where p.m. peak
conditions are LOS E (City of Pittsburg, 2003;
Reinders, 2005).
Cumulative Traffic Impacts. The City of Pittsburg has approved several commercial and industrial development projects along Loveridge Road (see Section 7.0 for cumulative impacts discussion). The cumulative traffic generated from the other projects and the proposed Project would likely increase the average daily traffic volumes on Loveridge Road. Given the current traffic volumes and unimpeded level of service on Loveridge Road, the road has capacity to absorb the expected cumulative traffic increases, except at the Loveridge Road/Pittsburg-Antioch Highway intersection, where LOS E occurs during the p.m. peak.
In contrast, the regional highway network to be used by project-related truck deliveries has substantial traffic volumes and persistent peak period delays (Caltrans, 2004). The greatest average daily traffic volumes on I-80 along the Eastshore Freeway would be at Powell Street in Emeryville, where approximately 300,000 vehicles pass in each direction. On SR 4, the maximum daily volumes would be at Highway 242 in Concord (approximately 120,000 vehicles in each direction). According to Caltrans, these volumes produce substantial delays, particularly during peak periods. The additional Project-related truck trips – 17 per day during the peak month and declining thereafter – would add to the cumulative effect of existing and forecasted traffic volumes on I-80 and SR 4.
Impact TRAFFIC-1: Cumulative Traffic Impacts. The Cumulative Traffic Impacts (Impact TRAFFIC-1) on the regional roadway system described in Section 4.10.3.2.1 applies to the Pittsburg Standard Oil Converter Station site. Project-related traffic passing through the congested Loveridge Road/Pittsburg-Antioch Highway intersection during the p.m. peak would contribute a maximum of 62 trips per day during the peak month, tapering off as Project construction is completed. The 62 trips do not represent a significant cumulative effect because the City of Pittsburg standard requires a project to contribute more than one percent of the volume to an existing intersection with inadequate capacity to meet cumulative demand (General Plan, Pittsburg 2020, 2004).
Mitigation Measure TRAFFIC-1: Coordination to Reduce Cumulative Traffic Impacts. Mitigation Measure TRAFFIC-1 described in Section 4.10.3.2.1 shall be applied at the Pittsburg Standard Oil Converter Station site. No other significant cumulative transportation-related impacts would be expected to occur on local roads.
Implementation Responsibility: Project proponent/construction contractor
Requirements and Timing: Work with truck shipment and delivery company and Caltrans to schedule truck delivery times; negotiations with truck company to occur prior to actual delivery
Monitoring Requirements: City of Pittsburg to monitor and ensure compliance
Resulting Level of Significance. Mitigation Measure TRAFFIC-1 would reduce Impact TRAFFIC-1 to a less-than-significant level.
Oversized Loads. Oversized shipments would require a permit from Caltrans that identifies the permitted hours of operation and the size of the truck to transport the shipment on the regional roadway network. Coordination with Caltrans would be required as part of project implementation
Impact TRAFFIC-2: Oversized Loads. The Oversized Loads impact (Impact TRAFFIC-2) described in Section 4.10.3.2.1 applies to the Pittsburg Standard Oil Converter Station site.
Mitigation Measure TRAFFIC-2: Coordination of Oversized Loads. Mitigation Measure TRAFFIC-2 described in Section 4.10.3.2.1 shall be applied at the Pittsburg Standard Oil Converter Station site.
Implementation Responsibility: Project proponent/construction contractor
Requirements and Timing: Obtain permit from Caltrans and coordinate with Caltrans and applicable local jurisdictions, prior to and during construction, as appropriate
Monitoring Requirements: City of Pittsburg to monitor and ensure compliance
Resulting Level of Significance. Mitigation Measure TRAFFIC-2 would reduce Impact TRAFFIC-2 to a less-than-significant level.
Construction Worker Trips. Between the 12th and 19th months of the construction period, an estimated maximum of 45 daily employee auto trips is expected at the construction site, for a maximum total of 62 daily truck and commute trips. The additional temporary work trips in combination with truck shipment trips are not expected to produce local traffic impacts in the study area given the acceptable LOS on local roads (see Truck Shipments and Deliveries above). This would be considered a less-than-significant impact to local roads in the study area. The cumulative effect of Project-related vehicle work trips on regional roadways is discussed under Cumulative Traffic Impacts above. As stated, Mitigation Measure TRAFFIC-1 would reduce these cumulative impacts to a less-than-significant level.
Access Road Encroachment on Pittsburg-Antioch Highway. Coordination with the City of Pittsburg and acquisition of the appropriate permit would occur prior to construction of the proposed new road and its encroachment onto the Pittsburg-Antioch Highway. This would be done as part of the Project and does not represent a significant impact.
Vehicular Safety. The intersection of Loveridge Road/Pittsburg-Antioch Highway is signalized, facilitating the turning movement of trucks through the intersection. The proposed new access to the Standard Oil site is off the Pittsburg-Antioch Highway approximately 0.5 mile to the east of this intersection. A new road built as part of the project to provide access to this site would have no traffic controls. As part of Project implementation, the sponsor would coordinate with the City of Pittsburg to ensure that all access roads remain open to emergency vehicle access during construction activities and the movement of Project-related shipments would not impede the activation of the City's Emergency Operations Plan or the movement of emergency vehicles.
Impact TRAFFIC-5: Traffic Impacts During Construction. The new road providing access to the Standard Oil site from the Pittsburg-Antioch Highway would have no traffic controls. At maximum allowable speeds of 50 miles per hour, truck left-turn movements from the Pittsburg-Antioch Highway onto the proposed access road would not be safe without traffic controls, and would result in a potentially significant impact.
If the alternate laydown area (Delta Energy Center) were utilized, a similar impact would occur 0.5-mile farther east at Arcy Lane, where trucks would turn left from the Pittsburg-Antioch Highway north onto Arcy Lane to access the nearby alternative construction laydown area. This also would be a potentially significant impact.
Mitigation Measure TRAFFIC-5: Improve Vehicular Safety. A Traffic Control Plan that identifies measures to improve vehicular safety in this location shall be developed and submitted to the City of Pittsburg for approval prior to project implementation.
Implementation Responsibility: Project proponent/construction contractor
Requirements and Timing: Submit Traffic Control Plan and obtain approval from Pittsburg and implement, prior to and during construction
Monitoring Requirements: City of Pittsburg to monitor and ensure compliance
Resulting Level of Significance. Mitigation Measure TRAFFIC-5 would reduce Impact TRAFFIC-5 to a less-than-significant level.
Transit Service and Bicycle and Pedestrian Impacts. There is no direct transit service access to the Standard Oil site. The surrounding roadways do not have designated bicycle lanes nor are they part of an established pedestrian circulation network. As a result, Project construction would not adversely affect existing public transportation facilities and services. No circulation impacts to existing transit, bicycle, or pedestrian circulation would result from Project implementation.
Parking. Construction employee parking would be accommodated on site or at the designated laydown area since curb parking on area streets near the Standard Oil site is negligible. Therefore, it is expected that no parking impacts would occur.
Rail Facilities. The BNSF railroad operations, although close to the project site and access roads, would not be disrupted by construction activities since truck deliveries and construction activity would not cross over or use the BNSF ROW. It is proposed that the onshore cable route between the Standard Oil Converter Station site and New York Slough be bored (Horizontal Directional Drill) under the BNSF ROW, therefore, no impacts on rail operations would be expected to occur. No railroad impacts would be expected to result from project implementation.
4.10.3.3.2 Operations-related Impacts. There would be very few if any daily commute trips or truck deliveries to the Standard Oil Converter Station site after on-going operation was established. As a result, there would be no adverse impact to the plans and policies in the City of Pittsburg General Plan or to the Contra Costa County Congestion Management Agency Expenditure Plan. Therefore, no transportation impacts would occur after operation of the Pittsburg Converter Station site commenced. It is expected that a security gate would be installed on the proposed access road at the intersection with the Pittsburg-Antioch Highway to prevent unauthorized access to the converter station and along the roadway.
Caltrans. 2004. Traffic and Vehicle Data Systems Unit.
2005. Caltrans Traffic Operations Program, Office of Truck Services. December 27.
CCCMP (Contra Costa Congestion Management Program). 2003. CMP Level-of-Service Standards Monitoring Report, January 2005.
City of Pittsburg. 2000. City of Pittsburg General Plan 2020: Draft Environmental Impact Report.
2004. General Plan, Pittsburg 2020: A Vision for the 21st Century.
Reinders, Paul. 2005. City of Pittsburg Department of Engineering. Phone conversation and fax with Mark Weisman, URS Corporation. October 25.
2006. City of Pittsburg Department of Engineering. Update of Loveridge Road/Pittsburg-Antioch Highway intersection Level of Service. March.
San Francisco County Transportation Authority. 2004. Congestion Management Program, Spring 2004 Level of Service Monitoring.
San Francisco Department of Parking and Traffic. 2001. Daily Traffic Volumes Counted.
2003. Restricted Traffic Streets Map, Updated September 2003.
2004. Daily Traffic Volumes Counted.
San Francisco Planning Department. 1995. Transportation Element of the San Francisco General Plan.
SFRA (San Francisco Redevelopment Agency) 2004. Bayview Hunters Point Redevelopment Projects and Rezoning Draft EIR. October 19.
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