Mitigation Measure AIR-1: Fugitive Dust Controls. Best achievable control measures (BACM) shall be utilized during construction phases of the Project. Fugitive dust control measures are stipulated by BAAQMD Regulation 6 (BAAQMD, 1999) and shall include all of the following as applicable to the Project site:

• Water all active construction areas at least twicef daily


• Cover all trucks hauling soil, sand, and other loose materials or require all trucks to maintain at least two feet of freeboard


• Pave, apply water three times daily, or apply (non-toxic) soil stabilizers on all unpaved access roads, parking areas and staging areas at construction sites


• Sweep daily (with water sweepers) all paved access roads, parking areas, and staging areas at construction sites


• Sweep streets daily (with water sweepers) if visible soil material is carried onto adjacent public streets


• Hydroseed or apply (non-toxic) soil stabilizers to inactive construction areas (previously graded areas inactive for 10 days or more)


• Enclose, cover, water twice daily or apply (non-toxic) soil binders to exposed stockpiles (dirt, sand, etc.)


• Install sandbags or other erosion control measures to prevent silt runoff to public roadways


• No vehicle shall exceed 10 miles per hour speed limit within the construction site


• The construction site entrance shall be posted with visible speed limit signs


• All construction vehicle tires shall be inspected and washed as necessary to be cleaned free of dirt prior to entering public roadways


• Gravel ramps of at least 20 feet in length must be provided at the tire washing/cleaning station


• All unpaved exits from the construction site shall be graveled to prevent track out to public roadways


• All construction vehicles shall enter the construction site through the graveled roadways, unless an alternative route has been submitted to and approved for use by the City

At least the first 500 feet of any public roadway exiting from the construction site shall be swept at least twice daily (or less during periods of precipitation) on days when construction activity occurs or on any other day when dirt or runoff from the construction site is visible on the public roadways

10-3

Mitigation Measure AIR-2: Exhaust Controls. The following controls pertaining to equipment emissions (BAAQMD, 1999) shall be implemented during construction to reduce emissions from construction equipment exhaust:

• Use alternative fueled construction equipment, as practical.


• Minimize idling time.


• Maintain properly tuned equipment.


• Limit the hours of operation of heavy duty equipment and/or the amount of equipment in use.


• All diesel-fueled engines used in the construction of the facility shall be fueled only with ultra-low sulfur diesel, which contains no more than 15 ppm sulfur.


• All diesel-fueled engines used in the construction of the facility shall have clearly visible tags showing that the engine meets the conditions set forth herein.


• All construction diesel engines, which have a rating of 100 horsepower (hp) or more, shall meet, at a minimum, the Tier 2 California Emission Standards for Off-road Compression-ignition Engines as specified in California Code of Regulations, Title 13, section 2423(b)(1). In the event a Tier 2 engine is not available for any off-road engine larger than 100 hp, that engine shall be equipped with a Tier 1 engine. In the event a Tier 1 engine is not available for any off-road engine larger than 100 hp, that engine shall be equipped with a catalyzed diesel particulate filter (soot filter), unless certified by engine manufacturers that the use of such devices is not practical for specific engine types. For purposes of this condition, the use of such devices is "not practical" if, among other reasons:

• There is no available soot filter that has been certified by either the California Air Resources Board or U.S. Environmental Protection Agency for the engine in question


• The construction equipment is intended to be on-site for ten (10) days or less


• The City may grant relief from this requirement if the construction contractor can demonstrate that they have made a good faith effort to comply with this requirement and that compliance is not possible

• The use of a soot filter may be terminated immediately if one of the following conditions exists, provided that the City is informed within ten (10) working days of the termination:

• The use of the soot filter is excessively reducing normal availability of the construction equipment due to increased time for maintenance, and/or reduced power output due to an excessive increase in backpressure


• The soot filter is causing or is reasonably expected to cause significant engine damage


• The soot filter is causing or is reasonably expected to cause a significant risk to workers or the public


• Any other seriously detrimental cause which has the approval of the City prior to the termination being implemented

• All heavy earthmoving equipment and heavy duty construction related trucks with engines meeting the requirements of (c) above shall be properly maintained and the engines tuned to the engine manufacturer's specifications


• All diesel heavy construction equipment shall not remain running idle for more than five minutes, to the extent practical.

10-4

Mitigation Measure AIR-3: Marine Vessel Emission Controls. The following shall be implemented to control emissions from vessels owned by Prysmian:

• Use California diesel, Purinox, biodiesel, or other fuel (whichever is feasible and would result in lowest emissions)


• Minimize diesel engine fuel usage as much as possible


• Use shore-side power when docked instead of running engines, where feasible

Resulting Level of Significance. Implementation of Mitigation Measure AIR-3 would reduce or limit Impact AIR-3 to a less-than-significant level.

Implementation Responsibility:  Project proponent/construction contractor

Requirements and Timing:         Implement approved marine vessel emission controls during all marine vessel operations in San Francisco Bay

Monitoring Requirements:          City of Pittsburg to monitor and ensure compliance

Record Keeping: The Project proponent shall maintain copies of all diesel, or alternative fuel purchase and shall provide such records to the City of Pittsburg on a monthly basis.

10-5

Mitigation Measure GEO-2: Controls for Excavation of Serpentine. Prior to Project construction, previously-prepared geotechnical reports and boring and trenching logs from the site would be reviewed to identify areas of serpentinite bedrock that would be disturbed during excavation and Project construction. An Asbestos Dust Mitigation Plan would be submitted to the Bay Area Air Quality Management District (BAAQMD) for approval in accordance with the Final Regulation Order Asbestos Airborne Toxic Control Measure for Construction, Grading, Quarrying, and Surface Mining Operations. The Asbestos Dust Mitigation Plan would address the following:

• Identification by a California Licensed Geologist of asbestos-form materials and particulate size that are expected to be present, and asbestos-form materials and particulate size actually encountered


• Prevention of dust emissions offsite


• Control of dust for disturbed areas and storage piles


• Traffic control for on-site unpaved areas; Control for earthmoving activities


• Track-out prevention


• Control for off-site transport


• Post-construction stabilization of disturbed areas


• Air monitoring for asbestos (if required by the district Air Pollution Control Officer [APCO])

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Landslide Hazard within the Carquinez Strait. There is a small potential for landslide hazard to the submarine cable. This area is narrow and bounded by cliffs. However, as the submarine cable would be placed at least 500 feet from shore in this area and buried at a typical target depth of at least 3 feet, it is unlikely that the cable would be damaged by a landslide. In the event that a landslide did damage the cable, the cable would be quickly repaired and put back in service. This impact is considered less than significant. No feasible mitigation exists that would mitigate this possible hazard.

10-6

Section 401. Dredging permit applicants intending to dispose material in water must obtain water quality certification from the State of California through the RWQCB with jurisdiction over the Project area. The RWQCB, after reviewing the Project, may recommend to the State Water Resources Control Board (SWRCB) that certification be granted or denied.

25-2

Sediment testing and removal would be conducted in accordance with a consolidated Dredging — Dredge Material Reuse/Disposal permit that would need to be applied for and issued by through the San Francisco DMMO.

19-17

Eelgrass (Zostera marina). Eelgrass is a native marine vascular plant indigenous to the soft-bottom bays and estuaries of the Northern Hemisphere. The species is found from middle Baja California and the Sea of Cortez to northern Alaska along the west coast of North America and is common in healthy shallow bays and estuaries. Eelgrass serves as a food source for a number of invertebrates, fish, and some migratory birds. It also provides habitat for many commercially and recreationally important finfish and shellfish species. Pacific herring regularly spawn on eelgrass leaves, and juvenile salmonid and smelt often spend extensive amounts of time within eelgrass habitats prior to heading for the open ocean (Wyllie-Echeverria and Rutten, 1989).

Distribution of eelgrass in the Bay is limited by sediment in the water (turbidity) and the depth to which light can penetrate at levels high enough to sustain eelgrass growth. In San Francisco Bay, eelgrass is limited to depths of about 10 feet or less along the shoreline. Locations of eelgrass beds are shown on Figure 4.6-2. There are no eelgrass beds located east of Point Pinole, thus Figure 4.6-2 in the Draft EIR is limited to the applicable portion of the cable route where eelgrass beds are actually present.

Eelgrass is protected under the Clean Water Act of 1972 (as amended), Section 404(b) (1) "Guidelines for Specification of Disposal Sites for Dredged or Fill Material,Ó Subpart E, "Potential Impacts on Special Aquatic Sites."

10-32

4.6.1.3.4    Green Sturgeon. NOAA Fisheries issued a Final Rule to list the Southern distinct population segment (DPS) of green sturgeon (Acipenser medirostris) as a threatened species on April 7, 2006. This final rule became effective on June 6, 2006. The Southern DPS consists of coastal and Central Valley populations south of the Eel River, with the only known spawning population in this DPS occurring in the Sacramento River. NMFS defines a distinct population segment (DPS) of any species as that population of vertebrate fish or wildlife which interbreeds when mature. Critical habitat designation for the Southern DPS has not yet been determined. Federal Regulation; (71 FR 17757)

The green sturgeon is the most widely distributed member of the sturgeon family Acipenseridae. It is an anadromous species, spending most of its life in marine waters, returning to freshwater to spawn. Green sturgeon spawning locations along the west coast of North America are in the Klamath, Sacramento, and Rogue rivers. However, green sturgeon are known to range in nearshore marine waters from Mexico to the Bering Sea and are commonly observed in bays and estuaries along the coast (Moyle et al., 1992).

San Francisco Bay and its associated river systems contain the southern-most spawning population of green sturgeon. Green sturgeon juveniles are found throughout the Delta and San Francisco Bay. Green sturgeon adults and juveniles occur throughout the upper Sacramento River. Spawning occurs predominately in the upper Sacramento River, in late spring and early summer, above Hamilton City. Green sturgeon are thought to spawn every 3 to 5 years. Their spawning period is March to July, with a peak in mid-April to mid-June (Moyle et al., 1992). Juveniles appear to spend 1 to 3 years in freshwater before they enter the ocean. Green sturgeon concentrate in estuaries only during the summer and disperse widely in the ocean after their out-migration from freshwater (Moyle et al., 1992).

Green sturgeon are a long-lived, slow-growing species. They grow approximately 7 centimeters (3 inches) per year until they reach maturity at 130-140 centimeters (51-55 inches) at an age of 15-20 years. The largest green sturgeon are usually female and over 200 centimeters (79 inches) in length, and can reaches ages over 40 years. Adult sturgeon in the Sacramento-San Joaquin delta feed on benthic invertebrates including shrimp, mollusks, amphipods, and even small fish (Moyle et al., 1992). Juveniles in the Sacramento-San Joaquin Delta feed on opossum shrimp and amphipods (Radtke, 1966).

16-10,
16-11

4.6.2.2.2    San Francisco Bay Plan. The Bay Conservation and Development Commission (BCDC) has jurisdiction over open water, marshes and mudflats of the greater San Francisco Bay, including Suisun and San Pablo Bays and the Carquinez Strait. BCDC also has jurisdiction over the first 100 feet inland from the shoreline around San Francisco Bay. BCDC's responsibilities include: 1) regulating all filling and dredging in San Francisco Bay; 2) protecting the Suisun Marsh by administering the Suisun Marsh Preservation Act; and 3) regulating new development within the first 100 feet inland from the Bay to ensure that maximum feasible public access to the Bay is provided (BCDC, 2001).

The goals and policies of BCDC are described in the San Francisco Bay Plan, which was adopted in 1968 and incorporated by the California Legislature into the McAteer-Petris Act in 1969 (BCDC, 2003). The Bay Plan contains findings about the value of the Bay, policies to guide future uses of the Bay, and maps that apply these policies to the Bay and its shoreline. The Fish and Wildlife Policy within the Bay Plan is as follows:

• The benefits of fish and wildlife in the Bay should be insured for present and future generations of Californians. Therefore, to the greatest extent feasible, the remaining marshes and mudflats around the Bay, the remaining water volume and surface area of the Bay, and adequate fresh water inflow into the Bay should be maintained.


• Specific habitats that are needed to prevent the extinction of any species, or to maintain or increase any species that would provide substantial public benefits, should be protected, whether in the Bay or on the shoreline behind dikes. Such areas on the shoreline are designated as Wildlife Areas on Bay Plan maps.

19-7

19-7

Federal Regulations (71 FR 17757). 2006. Threatened Status for Southern Distinct Population Segment of North American Green Sturgeon. Federal Register / Vol. 71, No. 67 / Friday, April 7, 2006 page 17757

FR684433. 2003. 12-Month Finding on a Petition to List North American Green Sturgeon as a Threatened or Endangered Species. Federal Register / Vol. 68, No. 19 / Wednesday, January 29, 2003 page 4433

Moyle, P.B., P.J. Foley and R.M. Yoshiyama. 1992. Status of green sturgeon, Acipencer medirostris, in California. Final Report submitted to National Marine Fisheries Service, Terminal Island, CA.

Radtke, L. D. 1966. Distribution of smelt, juvenile sturgeon, and starry flounder in the Sacramento-San Joaquin Delta with observations on food of sturgeons. In Turner, J. L. and D. W. Kelley (ed.) Ecological studies of the Sacramento-San Joaquin Estuary, Part II; California Department of Fish Game Fish Bulletin 136, pp 115-119.

U.S. Fish and Wildlife Service. 1995. Sacramento-San Joaquin Delta Native Fishes Recovery Plan. U.S. Fish and Wildlife Service, Portland, Oregon.

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16-11

• Antiquities Act of 1906


• Historic Sites Act of 1935


• Submerged Lands Act of 1953


• Reservoir Salvage Act of 1960


• National Historic Preservation Act of 1966


• National Environmental Policy Act of 1969


• Executive Order 11593 (Projection and Enhancement of the Cultural Environment, 5/13/1971)


• 36 CFR 800 and CFR 60 (Advisory Council on Historic Preservation: Protection of Historic and Cultural Properties, Amendments to Existing Regulations, 1/30/1979, National Register of Historic Places, Nominations by States and Federal Agencies, Rules and Regulations, 1/9/1976)


• Revisions to 36 CFR 800 (Protection of Historic Properties, 1/10/1986 8/05/04)


• Archaeological and Historical Preservation Act of 1974


• American Indian Religious Freedom Joint Resolution of 1978


• Archaeological Resources Protection Act of 1979


• Abandoned Shipwreck Act of 1987


• Native American Graves and Reparation Act of 1990

The only potential federal nexus identified at this time would be with the U.S. Army Corps of Engineers 404 permitting process.This process would potentially require coordination between the project Applicant, the U.S. Army Corps of Engineers and the State Historic Preservation Office for the laws and regulations cited above.

10-47

4.8.2.3.9   San Francisco Energy-Related Local Ordinances and Regulations. San Francisco has established several policies both city-wide and for particular neighborhoods which address the City's future in regards to development and sustainability, including: 1) the San Francisco Electricity Resource Plan and 2) Community Choice Aggregation. The Electricity Resource Plan was developed in response to the Maxwell Ordinance, which directed the San Francisco Public Utilities Commission and the Department of the Environment to prepare an Energy Resource Plan that considers all practical transmission, conservation, efficiency and renewable alternatives to fossil fuel electricity generation in the CCSF. The Plans goals include: maximizing energy efficiency, developing renewable power, assuring reliable power, supporting affordable electric bills, improving air quality and preventing other environmental impacts associated with power generation, and supporting environmental justice. The Community Choice Aggregation (CCA) is a program enabled under a 2002 State law in response to California's energy crisis. Under CCA, the City and County of San Francisco would become an electricity purchaser for residents and businesses currently served by PG&E.

22-85D

Consistency with CCSF's energy-related local ordinances and regulations was also evaluated, including whether the proposed Project is consistent with the goals of the Electricity Resource Plan and Community Choice Aggregation. On September 8, 2005 the CAISO Board of Governors approved the proposed Project as the preferred long-term transmission alternative to ensure reliable operation of the transmission system within the San Francisco Peninsula Area for the period of 2009 and beyond. Existing generation within San Francisco is expected to reduce significantly in late 2008, which will place increased pressure on the peninsula's transmission systems that supply power to San Francisco. With its 2009 in-service date, the proposed Project is expected to significantly reduce load and capacity issues related to existing transmission systems on the Peninsula.

The CAISO Board of Directors chose the Trans Bay Cable proposal as the preferred long-term alternative because it provides long-term reliable load serving capability to the San Francisco Peninsula area and increases the diversity and security of the power supply for the region. The CAISO chose the proposed Project in part because it is expected to reduce pressure on the current AC transmission system, which will reduce power losses within the transmission system and will facilitate more efficient generation within the greater Bay Area.

In addition, the CAISO anticipates that there will be long-term economic savings for consumers resulting from improved energy distribution (congestion cost reduction) on the grid when the Project is operational. San Francisco has made it a priority to close down the remaining older power plants inside the City, which are thought to contribute to air pollution and associated high levels of asthma and other respiratory illnesses. In order to provide energy without generating it inside San Francisco, it must be transmitted into the City. The electricity conveyed for the Project would be taken from the PG&E Pittsburg Substation and transmitted under the Bay to San Francisco. The Pittsburg Substation receives power directly from several local power plants, as well as through transmission lines from many other power plants in California and the Western U.S. Because of the diversity of that substation's energy sources, the source of power to the Project cannot be specified; however, renewable energy sources such as hydropower, geothermal and wind are included in the resources supplied to the Pittsburg Substation from the transmission system. The Project does not involve any new energy generation.

The proposed Project is considered a part of a larger strategy to meet the energy demand and decrease pollution in San Francisco while still bringing additional reliable energy to the City's residents and businesses. The proposed Project would not interfere with the CCSF's proposal to sell its own power or to develop renewable energy resources. It is considered consistent with the goals of the Electricity Resource Plan and Community Choice Aggregation.

22-85D

Mitigation Measure MTRANS-1d: Publication of Cable Location. The planned location of the cable has been reviewed with the USACE, at local bottom depths as indicated by soundings on current navigation charts. The Project proponent/construction contractor shall document the specific as-built location of the submarine cable for its entire length and shall provide GPS coordinates for critical waypoints of the cable alignment as required by the USACE and NOAA for inclusion on San Francisco Bay navigational charts and in the applicable volume(s) of the U.S. Coast Pilot. All cable-laying vessels shall also operate in accordance with the applicable navigation rules including the Cable Act of 1992.

Implementation Responsibility:    Project proponent/construction contractor

Requirements and Timing:           Coordinate construction activities prior to and during submarine cable installation activities

Monitoring Requirements:          City of Pittsburg to monitor and ensure compliance

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22-52

4.10.1.4.3 Bay Area Rapid Transit (BART). BART provides regional rail service to a four county area including San Francisco, Alameda, Contra Costa, and San Mateo counties and manages the Capitol Corridor service between San Jose and Sacramento-Roseville. BART service extends to Pittsburg, terminating at the Pittsburg Bay Point Station, which is located in the median of SR 4 near, but outside, the Project study area.In San Francisco, BART travels through Downtown, the Mission District, Glen Park, Balboa Park, and the Outer Mission before entering San Mateo County. BART connects its East Bay and West Bay service areas via a two-track Transbay tunnel that is emplaced in Bay Mud at the bottom of San Francisco Bay. The project study area crosses the alignment of the BART tube east of downtown San Francisco (refer to Map A.2-1, Sheet 1 of 10).

5-6

Mitigation Measure TRAFFIC-4: Reducing Impact on the Movement of MUNI Light Rail Vehicles into and out of the Metro East Maintenance Facility. The Project laydown area located at Pier 94/96 is the preferred laydown area. 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 25^th Street. If the Western Pacific site were used as an alternative laydown area, the construction contractor will coordinate with MUNI, Port of San Francisco, and the Department of Parking and Traffic to minimize delays to MUNI Metro operation and to define times for scheduling of truck deliveries if the truck deliveries were to occur during the peak period.

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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, although the Project proponent would, if necessary, provide employee parking at the Pier 94/96 laydown area and shuttle the workers to and from the construction site to avoid contributing to secondary effects resulting from a substantial shortfall of on-street parking spaces.

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4.10.1.6  Planned San Francisco Roadway and Public Transportation Improvements

The San Francisco County Transportation Authority New Expenditure Plan is fiscally constrained to the total funding expected to be available for each category of transportation improvements. The financial constraint is further detailed within each category through the specification of funding priority levels (Priorities 1, 2, and 3). Adoption of an ordinance to continue the existing half-cent sales tax is necessary in order to fund the projects and programs. If the ordinance is adopted, the tax shall be continued for the period of implementation of the New Expenditure Plan and its updates. The improvements, identified in the bulleted Project list below, will improve traffic circulation, pedestrian and bicycle circulation, and transit service throughout the City of San Francisco. Third Street Light Rail, which will become operational by the end of 2006, and the Port's Illinois Street Bridge project are the specific Expenditure Plan projects located in the study area.

In addition, the Draft Central Waterfront Neighborhood Plan (San Francisco Planning Department, December 2002) identifies the extension of 23rd Street and 25th Street east of Illinois Street to the Bay to improve access to the waterfront.

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San Francisco Bay Regional Water Quality Control Board     (510) 226622-2300

25-3

Organization

Emergency Phone #

Fire

Spill

Security

Medical

Technical Assistance

Other

25-3

Contra Costa County Fire Protection District

911

X

X

X

X

X

X

City and County of San Francisco Fire Department

911

X

X

X

X

X

X

Emergency Medical Services

911

X

X

X

Police Department

911

X

California Highway Patrol

911

X¹

Mt. Diablo Medical Center (Concord)

911

X

X

St. Francis Memorial Hospital (San Francisco)

911

X

X

Bay Area Air Quality Management District (BAAQMD)

(415) 771-6000

X

X

San Francisco Bay Regional Water Quality Control Board

(510) 226622-2300

X

X

X

Contra Costa County Hazardous Materials Incident Response Team

(925) 646-1112

X

X

San Francisco Hazardous Materials Team

(415) 335-3700

X

X

CalEPA; Department of Toxic Substances Control

(510) 540-2122

X

X

California Office of Emergency Services

(800) 852-7550

X

X

X

X

California Department of Fish & Game

(707) 944-5500

X²

EPA National Response Center

(800) 424-8802

X²

X

U.S. Department of Transportation

(510) 286-6444

X²

X

U.S. Coast Guard

(415) 556-2103

X²

X

Poison Control Center

(800) 876-4766

X

X

X

PG&E

(800) 743-5000

X

¹   If spill is on highway.

²   If spill is into waterways or sewer.

Mitigation Measure CUL-2d: Coordination with Central Waterfront Historic Preservation. The Project proponent and other interested parties would identify a historic preservation project taking place within the Central Waterfront historic district adjacent to, or historically related to the Station A complex and would coordinate the contribution of one or more of the other mitigation measures listed above to the goals of the identified preservation project. One or more of the products of the first three mitigation measures—HABS/HAER recordation (CUL-2a) the development of interpretive or display material (CUL-2b), and/or architectural salvage (CUL-2c)—would be selected in cooperation with the interested parties. The resulting documentation, interpretive material, and/or salvaged architectural items would be provided to the interested parties and/or proponents of the identified preservation project.

Implementation Responsibility:     Project proponent

Requirements and Timing:            Upon completion of Mitigation Measures CUL-2a, CUL-2b, and CUL-2c

Monitoring Requirements:             City of Pittsburg, in consultation with the City and County of San Francisco, to monitor and ensure compliance

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