| SECTION 7.0 | CUMULATIVE IMPACTS |
7.1 INTRODUCTION
The cumulative impact assessment for the Trans Bay Cable Project (TBC Project) provided in this section is based on the California Environmental Quality Act (CEQA) and the CEQA Guidelines which require that the discussion of cumulative impacts be "guided by the standards of practicality and reasonableness" (Public Resources Code, § 21083(b)); and, that "the discussion include a list of past, present, and reasonably anticipated future projects producing related or cumulative impacts" (Code of Regulations, Title 14, § 15130(b)(1)(A)). The CEQA Guidelines require that cumulative impacts be discussed when they are significant, and that the discussions of cumulative impacts reflect the severity of the impacts and their likelihood of occurrence. However, the CEQA Guidelines state that the discussion need not present cumulative impacts in as great a detail as is provided for a project's impacts.
Therefore, the purpose of this section of the EIR is to:
The TBC Project includes an AC/DC converter station and ancillary facilities in the Pittsburg area, a DC cable routed within Suisun Bay, San Pablo Bay, and San Francisco Bay, and a DC/AC converter station and ancillary facilities in the Potrero Point, San Francisco area. Ancillary facilities include the AC transmission line tie-ins between the PG&E Pittsburg Substation and the AC/DC converter station in the Pittsburg area, and the tie-in between the San Francisco distribution grid and the DC/AC converter station in the Potrero area.
The study area includes portions of the cities of Pittsburg and San Francisco, and the study corridor for the cable route as depicted on Figure 3-1 in Section 3.0, and Map A.2-1, sheets 1 through 10, in Appendix A. For this cumulative impacts assessment, the study area generally is defined as the area within a 1-mile radius of the converter station and ancillary facilities for each site. In addition, the study area includes any portions of the cable route study corridor that intercept existing and proposed infrastructure such as bridges, tunnels, utilities, terminals, ports, docks, shipping channels and navigational markers, other types of similar facilities, and on-going operations and programs by governmental and commercial interests that utilize and/or maintain these infrastructure features in the study corridor.
Information regarding recent and potential future projects was mostly obtained from federal, State and local agency contacts, internet websites, and reviews of available environmental documents. Projects that were identified for consideration in the assessment include those: 1) that have commenced or have been recently completed; 2) where an application has been submitted to agencies for required approvals and permits; and 3) that have been previously approved and may be implemented in the near future. Since information pertaining to construction schedules, construction workforce and other details is typically not available for projects that are contemplated but have not been formally proposed, such projects are not included in this assessment.
Potential cumulative impacts were identified if the TBC Project impacts could potentially contribute to the impacts of reasonably foreseeable future projects under construction at the same time. The magnitude of such cumulative impacts is dependent, in part, on the extents of construction overlap in time and geographic area. For the purposes of this cumulative impact assessment, it is estimated that the construction phase for the TBC Project is 27 to 30 months, beginning in 2007.
The potential environmental impacts of the TBC Project are primarily related to construction activities and disturbances at the selected converter station sites and ancillary facilities, and during installation of the DC cable route within the Bay environment and at both landfall sites. Construction and disturbance impacts mostly include short-term disturbances to land use, land-based traffic and transportation, marine-based traffic and transportation, biological resources, noise, air quality, visual resources, and geologic conditions. Potential long-term significant adverse impacts have been identified for the proposed San Francisco HWC Converter Station site with regard to cultural and historic resources associated with demolition of structures during site preparation.
The potential cumulative impact of the TBC Project and other projects under consideration in this cumulative impact assessment is limited primarily to the additive construction impacts of the individual projects. No potentially significant cumulative impacts have been identified for the operational phase of the TBC Project.
7.2 CUMULATIVE IMPACTS ANALYSIS
The projects considered in the cumulative impact assessment are presented in the following sections. For each project and/or project category, a brief description is provided of the project or the activities taking place if there is an on-going operation or program by a governmental or commercial interest, followed by an assessment of potential cumulative impacts. The projects are presented under the categories of Pittsburg facilities vicinity, Bay Area cable route, and San Francisco/Potrero facilities vicinity. The areas under consideration include land-based commercial and industrial projects within a 1-mile radius of the Pittsburg and San Francisco facilities sites, and the cable route study corridor as illustrated on Figure 3-1 in Section 3.0 and Map A.2-1, sheets 1 through 10 in Appendix A. The timeframes for these projects and programs, where available, are also provided.
7.2.1 Pittsburg Facilities Vicinity
7.2.1.1 Project Descriptions
Development projects that are subject to the permitting jurisdiction of the City of Pittsburg Planning Department that may contribute to potential cumulative impacts associated with the TBC Project are available for review at the City of Pittsburg website in the document titled "Project Pipeline List" updated on December 7, 2005 (City of Pittsburg, 2005). The City of Pittsburg's Project Pipeline List includes the following categories of projects that are in various stages (i.e., pending approval, under construction, and built): single-family residential, apartments/condominiums, mixed-use projects, and commercial. Many of these projects are already built or are under construction (i.e., construction phases would not be expected to overlap with the TBC Project). In addition, very few of the listed projects are located in proximity to the proposed or alternative TBC Project components in Pittsburg. Therefore, the potential for significant cumulative impacts to occur in Pittsburg is considered to be low.
One approved project of potential interest is the planned Mariner Walk Residential Development, which is located northeast of the alternative Pittsburg West Tenth Street Converter Station site and southeast of the alternative Mirant Pittsburg Converter Station site. The planned Mariner Walk Residential Development project is a subdivision of 15.6 acres for purposes of development of 123 detached, single-family clustered units with common private driveways and a 0.95-acre improved and privately-maintained linear parkway. The project would require relocation of an existing 5-acre public park from the northwestern corner of the property to a 3.45-acre site at the southeastern corner of the property, in order to position the park in a more accessible location near the Eighth Street linear park and make the current park site available for residential construction. The location of the proposed development is west of Herb White Way and north of West Eighth Street. Adjacent land uses include a mixture of residential, institutional, and industrial uses, and roads. Existing neighborhoods of older single-family houses are located north and south of the property. Herb White Way, a two-lane street, is east of the property with a neighborhood of recently-constructed single-family homes located on the opposite side of Herb White Way. St. Peter Martyr, a K-8 school, abuts the property to the northeast, and the Delta Diablo Sanitation District pump station abuts the property to the southwest. A Calpine power transmission corridor, and several above-ground tanks that are part of the Mirant Pittsburg Power Plant are located on adjacent property to the west, and are separated from the site by a landscaped earthen berm. The "Project Pipeline List" status of the Mariner Walk project is "approved."
7.2.1.2 Cumulative Impacts Assessment
Construction of the AC/DC converter station and the ancillary facilities concurrent with any of the projects listed in the City of Pittsburg "Project Pipeline List" as having a status of either under construction, pending, or approved is not expected to result in any significant cumulative impacts. Construction and operation of the TBC Project would not be expected to have any significant cumulative impacts with the construction and operation of those projects listed in the "Project Pipeline List."
7.2.2 Bay Area Cable Route
Projects or activities that pertain to governmental and commercial infrastructure, operations, and programs in the Bay Area that may contribute to potential cumulative impacts associated with the TBC Project are described in this section.
7.2.2.1 Vessel, Port, and Terminal Operations
7.2.2.1.1 Infrastructure and Activities Description. There are 8 ports, 26 marine terminals, and 2 naval terminals in the Bay Area. A snapshot of the scope and magnitude of vessel traffic that occurred in the Bay Area in 2000 in terms of passenger and cargo vessels, tanker traffic, tow or tug, and barges is summarized in Table 7.2-1, and can be reviewed in greater detail in the U.S. Army Corps of Engineers (USACE) document titled Waterborne Commerce of the United States, Calendar Year 2000, Part 4 – Waterways and Harbors of the Pacific Coast, Alaska and Hawaii (USACE, 2000).
TABLE 7.2-1
SCOPE AND MAGNITUDE OF VESSEL TRAFFIC
Facilities Location |
Total Vessel Calls |
Oil Tankers |
Carquinez Strait | 2,544 | 320 |
Port of Richmond |
5,626 | 353 |
Port of San Francisco |
28,562 |
96 |
Port of Oakland |
6,555 | 11 |
Port of Redwood City |
215 | 0 |
Commercial shipping, naval/Coast Guard vessel operations, passenger transport, and private recreational boating are the primary activities that would occur within the proposed TBC Project cable installation route and, thereby, constitute a basis for consideration of potential cumulative impacts associated with installation of the DC cable. The passenger transport operations and schedules of the several different ferry lines within the Bay Area can be accessed from web sources including the following:
7.2.2.1.2 Cumulative Impacts Assessment. The incremental and minimal impact associated with the proposed submarine TBC Project cable installation using the C/S Giulio Verne and/or barge operations within the Bay would not result in significant cumulative impacts related to commercial shipping, naval/Coast Guard vessel operations, or passenger/private recreational boating.
7.2.2.2 New Benicia-Martinez Bridge and Retrofit Project (I-680)
7.2.2.2.1 Project Description. This California Department of Transportation (Caltrans) project includes retrofitting the existing bridge and constructing a new bridge across the Carquinez Strait between Benicia and Martinez for traffic on Interstate 680 (I-680). Retrofitting began in August 1998 and was completed in 2002. The existing bridge will be converted to one-way traffic. The new bridge is being built east of the existing railroad bridge, which lies east of the existing vehicular bridge. In addition to the construction of the new bridge, the project also includes improving highway approaches to the bridge, expansion to four lanes, carpool lane, bicycle and pedestrian path, as well as new toll plaza facilities. The construction of the new bridge began in fall 2001 was completed in 2005. (Source: http://www.dot.ca.gov/dist4/route680.htm).
7.2.2.2.2 Cumulative Impacts Assessment. The bridge design accommodates current vessel operations in the Carquinez Strait. The incremental and minimal impact associated with the proposed submarine TBC Project cable installation using the C/S Giulio Verne and/or barge operations within the strait would not result in a significant cumulative impact to marine water quality or marine biological resources since this bridge project is already completed.
7.2.2.3 Carquinez Bridge Replacement Project (I-80)
7.2.2.3.1 Project Description. The Carquinez Bridge consists of two separate bridges, one for westbound and one for eastbound traffic. Caltrans began replacing the bridge that carries the westbound lanes of I-80 over the Carquinez Strait in 2000 with a suspension bridge, which is located west of the existing bridge. The bridge was opened to traffic in late 2003 with three mixed flow lanes, a carpool lane, and a pedestrian/bicycle path. Ramps were completed in 2004. The westbound bridge was constructed in 1927, and is one of the two steel truss bridges often referred to in combination as "the Carquinez Bridge." The project is needed because the existing bridge does not meet current seismic design or traffic safety standards. The existing bridge will be dismantled in 2006 (Source: http://www.dot.ca.gov/ dist4/carquinez.htm).
7.2.2.3.2 Cumulative Impacts Assessment. The bridge design accommodates current vessel operations in the Carquinez Strait. The incremental and minimal impact associated with the proposed submarine TBC Project cable installation using the C/S Giulio Verne and/or barge operations within the strait would not result in a significant cumulative impact to marine water quality or marine biological resources since this bridge project would already be completed prior to construction of the TBC Project.
7.2.2.4 San Francisco Bay to Stockton Phase III – John F. Baldwin Navigation Channel Project
7.2.2.4.1 Project Description. The proposed project would involve
deepening approximately 16 miles of existing navigational channels extending
from north of Angel Island and central San Francisco Bay to the vicinity of
Pacheco Creek in Suisun Bay to 35 feet. The purpose of the channel deepening
is to provide improved direct access of large oil tankers to the petroleum
refineries and terminals adjacent to the Carquinez Strait. This would reduce
vessel-to-vessel lightering of crude oil at Anchorage No. 9 and reduce
tanker traffic in San Francisco Bay. Once dredging and disposal for the
channel deepening alternative began, the project should take approximately
30 months to complete. The project is currently in the concept phase and
funding availability is being studied (Sources: http://www.epa.gov/
fedrgstr/EPA-IMPACT/1995/April/Day-26/pr-809.html;
http://www.slc.ca.gov/Division_Pages/
DEPM/DEPM_Programs_and_Reports/Shore_Terminals/Text/19%20sec%204%20Cumulative%20Projects%20Analysis.doc).
7.2.2.4.2 Cumulative Impacts Assessment. The routing and design (i.e., burial depth) of the proposed TBC submarine cable take into account current known future dredging operations and would avoid potential conflicts with future deepening of dredge/shipping channels. The incremental and minimal impact associated with the proposed TBC submarine cable installation using the C/S Giulio Verne and/or barge operations within the strait would not result in a significant cumulative impact to marine resources.
7.2.2.5 Mare Island Reuse Plan
7.2.2.5.1 Project Description. Mare Island is located on the western edge of the City of Vallejo in southwestern Solano County. It is flanked by the Napa River on the east, the Carquinez Strait on the south, and the San Pablo Bay on the west. Mare Island is approximately 3.5 miles long and 1 mile wide. The island is relatively flat and ranges in elevation from sea level to 285 feet above sea level in the southern regional park area.
The Navy established a shipyard in 1854 known as Naval Magazine, NSY Mare Island. The 5,252-acre facility included approximately 996 buildings with 10.5 million square feet of space, 4 dry docks, 20 ship berths, 2 shipbuilding ways, 3 finger piers, and 21 large industrial sites. Water transit route accessibility includes over 1.5 miles of piers and docks. Conversion of the Mare Island Naval Shipyard and related properties from military to civilian use continues. The land has been transferred to the City of Vallejo for redevelopment. A potential liquid natural gas (LNG) facility and a 1,500 MW power plant on Mare Island proposed by Shell and Bechtel in 2002 was suspended by these companies in 2003. Subsequently, the City Council voted to reaffirm the city's commitment to the Mare Island Reuse Plan, which would, in effect, permanently cancel the project. The plan designates parcel 12, which would have been the site of the LNG receiving terminal, as open space and recreation area. Parcel 10, where the power plant would have been built, is zoned for light industrial use. (Sources: http://www.fas.org/man/company/shipyard/mare_island.htm; http://www.vallejosearch.com/ vallejo_mare_island.htm; and http://www.nrel.gov/vehiclesandfuels/ngvtf/pdfs/lng_import_ngvtf _sac.pdf).
7.2.2.5.2 Cumulative Impacts Assessment. The incremental and minimal impact associated with proposed TBC Project cable installation using the C/S Giulio Verne and/or barge operations within the vicinity of Mare Island would not result in a significant cumulative impact to marine resources.
7.2.2.6 Deepening of the Suisun Bay Channel for the Concord Naval Weapons Station
7.2.2.6.1 Project Description. The Concord Naval Weapons Station is on the southern shore of the Suisun Bay in northern Contra Costa County, between the cities of Martinez and Pittsburg. The weapons station ships munitions around the world. The sponsor for this project is TRANSCOM Military Command and the USACE has been tasked with the evaluation and potential construction of a deep draft navigation channel (‑42 feet mean lower low water [MLLW]) to accommodate the current and future fleets of container ships. Design and construction are contingent upon modeling results and testing to determine impacts. (Source: http://www.watertransit.org/pubs/eir/Section3.01_Dredging.pdf.).
7.2.2.6.2 Cumulative Impacts Assessment. The DC cable installation would occur mostly outside of the area of the deep draft navigation channels. Where the DC cable installation crosses a USACE-dredge channel, the installation would be placed well below the maximum dredge depth. The incremental and minimal marine impacts associated with installation of the submarine cable would not result in significant cumulative impacts on marine resources.
7.2.2.7 Long-term Management Strategy (LTMS) Program
7.2.2.7.1 Project Description. The LTMS program is designed to provide a regional plan for the disposal of dredged material from the San Francisco Bay over the next 50 years. The LTMS program began in January 1990 as a federal/state partnership among the four agencies that have regulatory authority for dredged material in the San Francisco Bay, and include the USACE, the U.S. Environmental Protection Agency (EPA) Region IX, the San Francisco Bay Regional Water Quality Control Board (RWQCB), and the San Francisco Bay BCDC. These four lead agencies share responsibility for managing the various components of the LTMS. The LTMS Final EIS/EIR indicates that approximately 6 million cubic yards (mcy) of sediments must be dredged and disposed each year from shipping channels and related navigational facilities in the Bay Area. The estimated total volume of dredged material that would require disposal over the 50-year LTMS planning horizon is approximately 300 mcy. The policy alternatives involve different volumes of dredged sediment being disposed at in-Bay, ocean, and upland/wetland reuse sites. Under current regulatory conditions, 80 percent or more of the dredged material would continue to be disposed of at designated sites in the Bay, with only a small percentage of material disposed of outside the estuary at the new offshore ocean site or used in "beneficial reuse" applications, such as wetlands restoration (Source: http://swr.nmfs.noaa.gov/overview/ overview.htm).
7.2.2.7.2 Cumulative Impacts Assessment. The proposed submarine cable installation would occur outside of designated in-Bay, ocean, and upland/wetland dredge disposal reuse sites. As such, DC cable installation would not conflict with the LTMS. The potential incremental and minimal marine impacts associated with installation of the TBC Project submarine cable, including possible limited dredging activities near Pittsburg, would not be expected to result in significant cumulative impacts on marine water quality or marine biological resources.
7.2.2.8 Ferry Point Pier and Terminal Projects
7.2.2.8.1 Project Description. The Miller-Knox
Regional Shoreline Land Use-development Plan (LUDP) was amended in October 1995
to include the Ferry Point pier and terminal projects. The Miller-Knox
Regional Shoreline is located off of Point Richmond and just north of the
north end of the Richmond Harbor Channel entrance. The Ferry Point parcels,
including the Ferry Point Terminus site and the Ferry Point Pier, have been
given zoning and land use designations appropriate for their proposed uses.
The Ferry Point parcels added a total of 28 acres to the Miller-Knox
Regional Shoreline. The Ferry Point Pier has been rehabilitated and fishing
facilities have been established. (Source:
http://www.slc.ca.gov/Division_Pages/
DEPM/DEPM_Programs_and_Reports/Shore_Terminals/PDF/19%20sec%204C%201.pdf).
7.2.2.8.2 Cumulative Impacts Assessment. The incremental and minimal impact associated with the proposed TBC Project cable installation using the C/S Giulio Verne and/or barge operations within the vicinity of the Ferry Point pier and terminal would not be expected to result in a significant cumulative impact to marine vessel operations, fishing, or marine biological resources.
7.2.2.9 Port of Oakland Harbor Navigation Improvement (-50-Foot) Project
7.2.2.9.1 Project Description. Deepening Oakland Harbor to -50 feet MLLW would involve dredging approximately 12 to 13 mcy. The USACE submitted the Feasibility Study and Environmental Impact Statement/Report to the Assistant Secretary of the Army for Civil Works in February 1999. The project was authorized in the 1999 Water Resources Act. The dredging and transport and disposal will take approximately 4 years with completion in 2006. Transport of dredged material may be via barge through the Bay Area. (Source: http://www.portofoakland.com/pdf/eirs_01d.pdf).
7.2.2.9.2 Cumulative Impacts Assessment. The proposed TBC Project cable installation would occur outside of the Oakland Harbor and the designated in-Bay, ocean, and upland/wetland dredge disposal reuse sites and would occur subsequent to completion of the Oakland Harbor deepening project. Therefore, no significant cumulative impacts would occur.
7.2.2.10 Richmond Outer Harbor and Southampton Shoal Channel Deepening Project
7.2.2.10.1 Project Description. This channel is immediately south of the
Richmond-San Rafael Bridge. Southampton Shoal is the entrance to the
Richmond Harbor and the Richmond Longwharf Maneuvering Area. The dredging
will deepen the channel from -45 feet to -50 feet, and resulted in as much
as 9 mcy of sediment requiring disposal. The project is part of the USACE
2005 O&M Dredging program and work was scheduled to commence in June of
2005. Dredged material disposal would be placed at the Alcatraz Dredged
Materials Disposal Site SF-11. (Source: http://www.sfmx.org/support/hsc/acrobat/
hsc_army_corp_5-12-05.pdf).
7.2.2.10.2 Cumulative Impacts Assessment. The proposed TBC Project cable installation would occur outside of the Richmond Outer Harbor/Southampton Shoal area and the SF-11 sites. In addition, the construction time frames would not coincide. As such, cable installation would not conflict with the dredging project, and would not have the potential to result in a significant cumulative impact.
7.2.2.11 Richmond-San Rafael Bridge Seismic Retrofit Project
7.2.2.11.1 Project Description. The bridge is a part of I-580 spanning Richmond (Contra Costa County) on the east across the Bay to Point San Quentin (Marin County) on the west. The approximately 4.5-mile-long bridge is located between the San Andreas and Hayward faults, and without retrofit, would be vulnerable to a major seismic event.
Seismic retrofit construction activities were planned within the same alignment as the existing bridge. Development of seismic retrofit construction strategies on the bridge required separating the bridge into four segments: 1) concrete trestle section; 2) west approach structure; 3) main steel truss superstructure; and 4) east approach structure.
A single deck parallel concrete trestle extends from Point San Quentin to the west approach structure. This part of the bridge was completely replaced along the existing alignment due to severe corrosion of the existing structure. Construction began in December 2000 and was completed in September of 2005.
7.2.2.11.2 Cumulative Impacts Assessment. The incremental and minimal impact associated with the proposed submarine cable installation using the C/S Giulio Verne and/or barge operations combined with the fact that this bridge project has been completed indicate that no significant impacts to marine resources would occur.
7.2.2.12 Point Molate Reuse Project
7.2.2.12.1 Project Description. The Point Molate site covers approximately 290
acres in the Potrero Hills on San Pablo Peninsula on the eastern shore of
San Francisco Bay. Point Molate is in the northern portion of the City of
Richmond and is approximately 1.5 miles north of the Richmond-San Rafael
Bridge. Point Molate is surrounded on the north, east, and south by Chevron.
In 1995, the Point Molate Navy Fuel Depot (Point Molate) was listed for
closure and disposition under the Defense Base Closure and Realignment Act
(BRAC) of 1990. The Point Molate Reuse Plan, which was adopted
by the Richmond City Council in March 1997. The City of Richmond established
the City Council as the Local Reuse Authority (LRA). The LRA is the official
governmental agency responsible for the reuse planning and disposition
strategy for the Point Molate site. The reuse options include open space and
recreational, educational, residential, and commercial developments, but
implementation of any use is likely to take several years. General Plan and
zoning changes will be necessary for long-term reuse of Point Molate
property. Future project proposals will be analyzed for consistency with the
final approved Reuse Plan and Certified Program EIR/EIS. Subsequent Negative
Declaration and Supplemental EIRs will be prepared for specific project
proposals as necessary. (Source: http://kcrt.com/specialfeatures/ptmolate/
index.html).
7.2.2.12.2 Cumulative Impacts Assessment. The incremental and minimal impact on marine resources associated with the proposed TBC Project cable installation using the C/S Giulio Verne and/or barge operations and the distance from Pointe Molate indicate that no significant cumulative impacts would occur.
7.2.2.13 BART Earthquake Safety Program
7.2.2.13.1 Project
Description. BART has initiated the
Earthquake Safety Program for the purpose of safeguarding the public's
significant investment in the system due to the likelihood that the BART
system will be subject to a major earthquake. The program will upgrade the
original BART system operating facilities to ensure that they can return to
operation shortly after a major earthquake. This will be accomplished by
using the latest seismic standards to upgrade the structural integrity of
vulnerable portions of the system. The Earthquake Safety Program addresses
the original system completed in 1972, with a service area spanning three
counties (San Francisco, Alameda, and Contra Costa). System extensions built
since 1972 employed more stringent and up-to-date seismic criteria than the
original system, and thus do not require upgrades. Several major geologic
faults that occur within the BART service area are depicted on the BART project website at http://www.bart.gov/
about/projects/earthquakesafety.asp.
Results of a systemwide vulnerability study titled the Seismic Vulnerability Study and completed in 2002 indicated that if the BART system is not strengthened, it would take years to restore service after a major earthquake. The study found that portions of the system most susceptible to earthquake damage include the Transbay Tube which connects Oakland to San Francisco, aerial structures, stations, and equipment. The study recommended that priority be given to the Transbay Tube including its seismic joints and two ventilation structures, where soil backfill is prone to liquefaction. Though the consequences of liquefaction on the Tube are uncertain, a worst-case scenario could cause excessive movement of the seismic joints and structural stress that could result in significant damage. Preliminary upgrade concepts include the following:
The estimated duration for design and construction of the entire program is approximately 10 years. By carefully planning and monitoring upgrade work, BART aims to continue train operation during construction, with minimal impact to BART riders.
7.2.2.13.2 Cumulative Impacts Assessment. The implementation of the BART project may or may not coincide with construction of the proposed cable installation in the area of the Transbay Tube. As such, construction- and timeline-related cumulative environmental impacts are uncertain at this time. There is a potential foreseeable cumulative impact pertaining to installing the proposed primary upgrades, specified above, by BART relative to the TBC Project with regard to underwater routing and long-term maintenance of the DC cable. Accordingly, the Project proponent will coordinate with BART regarding the final routing of the proposed TBC Project cable where it crosses the BART Tube to avoid potential conflicts. No significant cumulative impacts to marine resources would be expected to occur.
7.2.3 San Francisco/Potrero Facilities Vicinity
Projects in the commercial and industrial categories that are subject to the permitting jurisdiction of the City and County of San Francisco that may contribute to potential cumulative impacts associated with the TBC Project (in the vicinity of Potrero where the proposed and alternative TBC converter station sites are located) are summarized below.
For more information regarding proposed development in the greater City of San Francisco area refer to "The Pipeline – A Quarterly Report on Proposed Development in the City of San Francisco, 4th Quarter 2005" (San Francisco Planning Department, 2006).
7.2.3.1.1 Project Description. The purpose of the Potrero to Hunters Point 115 kV Cable Project is to improve electric reliability. It is also a critical component of the plan to close PG&E's Hunters Point Power Plant in the Bayview-Hunters Point neighborhood. In September 2004, the California Independent System Operator (CAISO) created an action plan for several projects to improve electrical transmission system reliability in San Francisco. The action plan also outlined seven projects which are necessary in order to close PG&E's Hunters Point Power Plant. The Potrero to Hunters Point 115 kV Cable Project is one of those seven required projects. Both the California Public Utilities Commission (CPUC) and the CAISO have affirmed the need for the Potrero to Hunters Point 115 kV Cable Project, which also enjoys the support of the City and County of San Francisco.
The CPUC, in consultation with other agencies and interested groups, has
determined the best possible route to minimize impacts on residents and
businesses. The approved project is located in the eastern Potrero Hill,
northern Bayview, and Hunters Point neighborhoods. Construction will follow
city streets and be located primarily in commercial and industrial areas. A
figure depicting this route can be viewed on the following website:
http://www.
pge.com/field_work_projects/street_construction/potrero_hunterspoint/.
The route begins at the northwest corner of the Potrero switchyard between 22nd and 23rd streets and runs south on Illinois Street until turning west on 23rd Street. From 23rd Street, the route turns south on Tennessee Street and continues for four blocks before turning west on Cesar Chavez. The route follows Cesar Chavez Street, crossing under Interstate 280 and the Caltrain tracks, then turning south along property owned by the Chronicle. The route then turns west onto Marin Street before turning south-southeast onto Evans Avenue. Finally, the route proceeds down Evans Avenue for approximately 1 mile before entering the Hunters Point Power Plant switchyard. The finished line will be underground and out of sight.
7.2.3.1.2 Cumulative Impacts Assessment. The Potrero to Hunters Point 115 kV Cable Project will be completed before construction of the proposed TBC Project converter station and ancillary facilities in the Potrero Point area commences. As such, there are no construction timeline-related cumulative environmental impacts anticipated (e.g., traffic, noise, etc.).
7.2.3.2 San Francisco Electric Reliability Project
7.2.3.2.1 Project Description. The City of San Francisco has acquired four low-emission, natural-gas-fired combustion turbines (CTs) to maintain reliable electric service. Coupled with the upgrade of electric transmission both into and within San Francisco, these units will ensure the removal from Reliability-Must-Run (RMR) status and allow for possible closure of the city's older, less efficient power plants located at Hunters Point and Potrero. The San Francisco Electric Reliability Project consists of two parts: 1) Three CTs to be sited at or near the existing Mirant Potrero Power Plant site; and 2) one CT to be sited at the San Francisco Airport. (Sources: http://www.energy.ca.gov/sitingcases/sanfrancisco/; http://sfwater.org/ main.cfm/MC_ID/7/MSC_ID/64/MTO_ID/138). The California Energy Commission issued their Final Staff Assessment for this pending project in February of 2006 (AFC-04-1).
7.2.3.2.2 Cumulative Impacts Assessment. The installation of the 3 CTs with ancillary facilities near the Mirant Potrero Power Plant site may, or may not, be completed before construction of the proposed TBC Project converter station and ancillary facilities in the Potrero Point area would commence. As such, potential construction-related cumulative environmental impacts could occur (e.g., traffic, noise, visual, etc.), but are uncertain at this time. With implementation of required project-specific mitigation measures for both projects, no significant long-term cumulative impacts would be expected to occur.
7.2.3.3 Port of San Francisco Southern Waterfront Master Planning Area Projects
7.2.3.3.1 Project Description. The Port of San Francisco owns and manages about 370 acres of property in the Southern Waterfront, most of which is designated for existing or future expanded maritime uses. The proposed TBC Project converter station and ancillary facilities occur within the sphere of the Port of San Francisco-administered Southern Waterfront area. A figure depicting this area can be viewed at the following website: http://www.sfport.com/site/sfport_index.asp?id=24518. The primary centers within the Southern Waterfront are Pier 70, home of the ship repair industry, and the Pier 80-96 maritime complex, made up of various marine terminals, and transportation and support areas for container and non-container cargo shipping. The Pier 90-94 Backlands is included within the Pier 80-96 maritime terminal complex, located upland from the Port's cargo terminals on the south side of Islais Creek.
Master planning for Pier 70 began with the identification of Pier 70 in the Waterfront Land Use Plan (1997) as one of several "mixed use opportunity sites" owned by the Port where traditional maritime uses were unlikely to be continued and, thus, new uses would be sought. An array of potential uses was identified and a programmatic Environmental Impact Report was prepared for the Land Use Plan. In 2000, a Central Waterfront Advisory Committee was created. The group developed goals for the eventual rehabilitation and development of Pier 70, calling in particular for the preservation of the magnificent and unique 19th and early 20th century industrial buildings. The Port will commence developing an approach for the Master Plan for the Pier 70 area based on the input and direction received from the committee and the public in Fall 2005. A preliminary Feasibility Analysis for Environmental, Engineering, and Economic Viability for the Piers 90-94 Backlands was conducted. The analysis focussed on maritime support warehouse/distribution development of a 45+ acre site located within the Piers 80-96 maritime cargo complex. Development would include community benefits such as passive recreation space, alternative storm water management systems, and community economic development opportunities.
7.2.3.3.2 Cumulative Impacts Assessment. The implementation of planned projects as part of the Port's Master Plan for the Pier 70 area and the Piers 90-94 Backlands may, or may not, coincide with construction of the proposed TBC converter station and ancillary facilities in the Potrero Point area. As such, potential construction-related cumulative environmental impacts could occur (e.g., traffic, noise, visual, etc.), but are uncertain at this time. With implementation of required project-specific mitigation measures for both projects, no significant long-term cumulative impacts would be expected to occur.
7.2.3.4 Central Waterfront Neighborhood Plan
7.2.3.4.1 Project Description. The general boundary of the Central Waterfront Neighborhood Plan is from Mariposa Street south to Islais Creek and from the I-280 east to the Bay. A figure depicting this area can be viewed at the following website: http://www.sfgov.org/site/planning_index.asp?id=25205. The Planning Department released the public review draft on January 22, 2003. The department also developed a Central Waterfront Concept Plan that presents the essential components of a land use program, transportation strategies, and an urban design framework. These concepts are depicted in the figure titled "Proposed Land Use Plan" that can be viewed at the following website: http://www.sfgov.org/site/planning_index.asp?id=25212. The department is currently refining these concepts based on community workshops and public feedback.
Based on that figure, the proposed TBC converter station and ancillary facilities would be sited within areas designated as PDR (Production, Distribution & Repair) and/or heavy PDR.
7.2.3.4.2 Cumulative Impacts Assessment. The implementation of planned projects as part of the City's Central Waterfront Neighborhood Plan may, or may not, coincide with construction of the proposed TBC converter station and ancillary facilities in the Potrero Point area. As such, potential construction-related cumulative environmental impacts could occur (e.g., traffic, noise, visual, etc.), but are uncertain at this time. With implementation of required project-specific mitigation measures for both projects, no significant long-term cumulative impacts would be expected to occur.
7.2.3.5 Illinois Street Bridge Project
7.2.3.5.1 Project
Description. The Port of San
Francisco has proposed to construct the Illinois Street Bridge Project, a
combination freight rail and truck/auto bridge across Islais Creek,
extending from Illinois Street on the north side of the Creek, one block
east of the existing Levon Hagoop Nishkian drawbridge on Third Street. The
bridge would connect the Port's northern container terminal (Pier 80) on the
northern bank of Islais Creek with the southern container terminals (Pier
90-92, Pier 94-96, and Backlands) located on the southern bank of the creek.
The environmental impacts of the Illinois Street Bridge were analyzed in the
Southern Waterfront Supplemental EIR (finalized in February 2001), which
concluded that the bridge would mitigate significant traffic congestion
impacts that otherwise would be projected to occur at Third Street and Cargo
Way. The bridge would provide more efficient vehicle access to the freeways,
the Central Waterfront area, and other city destinations to the north via
Illinois Street while avoiding adding additional traffic to Third Street.
The Port has proposed to develop a fully moveable bridge that would maintain
access to the west end of Islais Creek for all types of commercial and
recreational vessels and boats. Project design specifications include: an
intermodal (i.e., rail or truck/auto alternately) design; freight rail
tracks centered on two 12-foot-wide traffic lanes; approximately 500 feet
long with 55 feet of horizontal clearance; a new signalized intersections at
Amador/Cargo/Illinois, Marin/Illinois, and Cesar Chavez/Illinois streets;
and paving of Illinois Street between Marin and Cesar Chavez. The originally
projected start and completion dates were July 22nd, 2003, and
June 7th, 2004, respectively. However, it is currently understood
that the project will be completed in the summer of 2006 as a consequence of
budget and scheduling issues. (Sources: http://
www.islaiscreek.org/illinoisbridgeallstuff/illinoisbridgesfportupdat_files/illinoisbridgesfport
update.htm;
http://www.islaiscreek.org/illinoisbridgeallstuff/Illinoisstreetfactsheet;
http://
www.sfexaminer.com/articles/2005/07/27/news/20050727_ne14_bridge.txt).
7.2.3.5.2 Cumulative Impacts Assessment. The Illinois Street Bridge Project is expected to be completed in 2006 prior to the initiation of construction for the proposed TBC converter station and ancillary facilities in the Potrero Point area. As such, potential construction-related cumulative environmental impacts are not anticipated.
7.2.3.6 MUNI Third Street Light Rail Project
7.2.3.6.1 Project Description. The proposed MUNI Third Street Light Rail project is sponsored by the San Francisco Municipal Railway (MUNI), the City of San Francisco, and the San Francisco County Transportation Authority and would consist of two phases. Phase 1 would extend MUNI Metro light rail service south from its current terminal at Fourth and King streets. The line would cross the Fourth Street Bridge and run along Third Street and Bayshore Boulevard, ending at the Bayshore Caltrain Station in Visitacion Valley. Tracks would be constructed primarily in the center of the street to improve safety and reliability and 19 stops would be provided. This phase of the light rail project is expected to open for service in 2006. Phase 2 would extend light rail service north from King Street along Third Street, entering a new Central Subway near Bryant Street, crossing beneath Market Street and running under Geary and Stockton streets to Stockton and Clay streets. Underground subway stations would be located at Moscone Center, Market Street, Union Square, and Clay Street in Chinatown. MUNI and the City are actively pursuing funding for the Central Subway.
7.2.3.6.2 Cumulative Impacts Assessment. The implementation of Phase I of the planned MUNI Third Street Light Rail project may, or may not, coincide with construction of the proposed TBC converter station and ancillary facilities in the Potrero Point area. As such, potential construction-related cumulative environmental impacts could occur (e.g., traffic, noise, visual, etc.), but are uncertain at this time. With implementation of required project-specific mitigation measures for both projects, including traffic control/management plans, no significant cumulative impacts would be expected to occur.
7.3 SUMMARY OF CUMULATIVE IMPACT ANALYSIS FINDINGS
In summary, no significant unavoidable cumulative impacts have been identified for the proposed (or alternative) Trans Bay Cable Project during the construction, operation, or abandonment phases when considered together with the potential cumulative projects/ considerations discussed in this section.
7.4 REFERENCES
City of Pittsburg. 2005. Project Pipeline List. City of Pittsburg, Planning Department. Updated 12/07/2005. (http://www.ci.pittsburg.ca.us/NR/rdonlyres/AAE7C132-7549-4856-B213-325C69052153/0/ProjectPipeline.pdf).
San Francisco Planning Department. 2006. The Pipeline – A Quarterly Report on Proposed Development in the City of San Francisco, 4th Quarter 2005. February.
USACE (U.S. Army Corps of Engineers). 2000. Waterborne Commerce of the United States, Calendar Year 2000, Part 4–Waterways and Harbors of the Pacific Coast, Alaska and Hawaii.
| Return to the Table of Contents. | On to the next section. |