HomeMy WebLinkAboutMINUTES - 12121995 - D9 (2) ■
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DRAFT ENV/RONMENTAL /MPA CT REPORT
CLOSURE OF SOLANO WAY
A T THE A VON REFINERY
COUNTY FILE #10-93-CO
MARCH 1995
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CONTRA
COSTA
COUNTY
DRAFT ENVIRONMENTAL IMPACT REPORT
�. CLOSURE OF SOLANO WAY
A T THE A VON REFINERY
COUNTY FILE #10-93-CO
Contra Costa County Community Development Department
McBrien Administration Building
651 Pine Street, North Wing - Fourth Floor
Martinez, CA 94553-0095
(510) 646-2035 Fax: (510) 646-1309
MARCH 1995
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TABLE OF CONTENTS
Van
1 INTRODUCTION 1-1
2 SUMMARY 2-1
3 PROJECT DESCRIPTION 3-1
4 ENVIRONMENTAL SETTING, IMPACTS, AND MITIGATION MEASURES 4-1
4.1 Land Use 4.1-1
4.2 Consistency with Plans and Policies 4.2-1
4.3 Geology, Soils, and Seismicity 4.3-1
4.4 Hydrology and Water Quality 4.4-1
4.5 Biological Resources 4.5-1
4.6 Public Health and Safety 4.6-1
4.7 Visual Resources 4.7-1
4.8 Cultural Resources 4.8-1
4.9 Transportation 4.9-1
4.10 Air Quality 4.10-1
4.11 Noise 4.11-1
5 CEQA Considerations 5-1
5.1 Alternatives 5-1
5.2 Growth-Inducing Impacts 5-3
5.3 Cumulative Impacts 5-4
5.4 Unavoidable Significant Adverse Impacts 5-8
5.5 Significant Irreversible Environmental Changes 5-9
5.6 Relationship between Short-term Uses of Man's Environment
and the Maintenance and Enhancement of Long-Term Productivity 5-9
6 REFERENCES AND PERSONS CONSULTED 6-1
7 LIST OF PREPARERS 7-1
APPENDICES
A: NOP and Initial Study
B: Letters from the NIC
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LIST OF FIGURES
page.
3-1: Regional Location 3-2
3-2: Project Vicinity 3-3
3-3: Possible Amendments to the General Plan Roadway Network Plan 3-5
3-4: Alternative 1: Waterbird Way Extension 3-10
3-5: Alternative 1: Detail of Northern Section of Waterbird Way Extension 3-12
3-6: Alternative 1: Detail of Southern Section of Waterbird Way Extension 3-13
3-7: Alternative 1: Detail of Bridge Crossing for Waterbird Way Extension 3-14
3-8: Alternative 2: Evora Road Extension 3-16
3-9: Alternative 3: Upgrade of Solano Way 3-18
4.1-1: Land Use Along Solano Way 4.1-2
4.1-2: Tosco Avon Facility and Clean Fuels Project 4.1-4
4.1-3: Land Uses Along Waterbird Way-North Segment 4.1-6
4.1-4: Contra Costa Transfer Station Plan-Phase I 4.1-8
4.1-5: Contra Costa Transfer Station Plan-Ultimate Buildout 4.1-10
4.1-6: Land Uses Along Waterbird Way-South Segment 4.1-11
4.1-7: Central Contra Costa Sanitary District Facilities 4.1-14
4.1-8: Contra Costa County Corporation 4.1-16
4.1-9: Contra Costa County Corporation Yard Plan-Ultimate Buildout 4.1-18
4.1-10: Land Uses Along Evora Road 4.1-20
4.1-11: Industrial Development Allowed under Contra Costa County and
Concord General Plans 4.1-23
4.1-12: Existing and Proposed Gate Locations 4.1-27
4.1-13: Pipelines Along Solano Way North of ATSF Railroad 4.1-36
4.2-1: Contra Costa County General Plan 4.2-2
4.2-2: Contra Costa County General Plan Open Space Element 4.2-5
4.2-3: Contra Costa County Zoning 4.2-7
4.2-4: City of Concord General Plan 4.2-8
4.3-1: Geologic Map of Project Vicinity 4.3-2
4.3-2: Soil Types Along Proposed Alignment 4.3-3
4.3-3: Regional Faults 4.3-6
4.4-1: Hydrological Features and Flood Hazard Zone 4.4-2
Potential Biological Resources-Solano Way
4.5 1: Area of g Y 4.5-2
4.5-2: Areas of Potential Biological Resources-Waterbird Way (North) 4.5-7
4.5-3: Areas of Potential Biological Resources-Waterbird Way (South) 4.5-8
4.5-4: Photographs 4.5-18 "-
4.5-5: Photographs 4.5-19
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LIST OF FIGURES (continued)
Uaae
4.5-6: Photographs 4.5-21
4.5-7: Photograph 4.5-25
4.5-8: Areas of Potential Biological Resources-Evora Road 4.5-27
4.5-9: Photographs 4.5-31
4.6-1: Areas of Known or Potential Soil and Groundwater Contamination,
�I Alternative 3 - Upgrade of Solano Way 4.6-2
4,6-2: Areas of Known or Potential Soil and Groundwater Contamination,
Alternative 1 - Waterbird Way Extension 4.6-5
4,6-3: Hazardous Waste Storage Areas Adjacent to Project Alternative 2-
Evora Road Extension 4.6-10
4.7-1: Photographs 4.7-2
4.7-2: Photographs 4.7-3
4.7-3: Photographs 4.7-4
4.7-3a: Photograph 4.7-6
4.7-4: Photograph 4.7-7
4.7-5: Photographs 4.7-8
4.7-6: Photographs 4.7-9
4.7-7: Photographs 4.7-11
4.7-8: Photographs 4.7-12
4.7-9: Photographs 4.7-15
4.7-10: Photographs 4.7-17
4.7-11: Photographs 4.7-18
4.9-1: Transportation Study Area 4.9-6
4.9-2: Contra Costa County General Plan Roadway Network 4.9-7
4.9-3: CMP Network and LOS Standards 4.9-8
4.9-4A: 1994 AM Peak Hour Volumes at Study Intersections 4.9-12
4.9-4B: 1994 AM Peak Hour Volumes at Study Intersections 4.9-13
4.9-5A: 1994 PM Peak Hour Volumes at Study Intersections 4.9-14
4.9-5B: 1994 PM Peak Hour Volumes at Study Intersections 4.9-15
4.9-6: Roadway Volumes, 1993-1994 4.9-16
4.9-7: Planned Transportation Improvements 4.9-25
4.9-8: 2000 AM Peak Hour Traffic Volumes 4.9-34
4.9-9: 2000 PM Peak Hour Traffic Volumes 4.9-35
4.9-10: Potential Intersection Mitigation for Eastern
Waterbird Way Alignment 4.9-45
4.9-11: Potential Intersection Mitigation for Western
Waterbird Way Alignment 4.9-46
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LIST OF FIGURES (continued)
page
4.9-12: 2010 AM Peak Hour Traffic Volumes 4.9-51
4.9-13: 2010 PM Peak Hour Traffic Volumes 4.9-52
4.11-1: Noise Measurement Locations 4.11-2
4.11-2: Noise Measurement Locations 4.11-3
4.11-3: Receptor Locations for Noise Modeling 4.11-11
4.11-4: Receptor Locations for Noise Modeling 4.11-12
4.11-5: Location of Recommended Soundwall 4.11-15
LIST OF TABLES
2-1: Summary Table 2-2
4.1-1: Employment Growth Projections for Bates Avenue/
Arnold Industrial Way 4.1-25
4.3-1: Soils in the Study Area
4.3-4
4.3-2: Major Faults Potentially Affecting the Study Area 4.3-7
4.3-3: Modified Mercalli Scale 4.3-9
4.5-1: Reported or Potentially Occurring Special Status
Species, Solano Way 4.5-3
4.5-2: Reported or Potentially occurring Special Status
Species, Waterbird Way 4.5-9
4.5-3: Reported or Potentially Occurring Special Status
Species, Evora Road Extension 4.5-28
4.5-4: Potential Section 404 (Clean Water Act) Jurisdiction
Areas within Alternative Alignments 4.5-35
4.6-1: Sites with Known or Potential Hazardous Materials
Release 4.6-13
4.9-1: Existing Peak Hour Intersection Operations 4.9-19
4.9-2: Existing Vehicle Classification in Project.Vicinity 4.9-22 ,
4.9-3: Recent Accident History for Solano Way 4.9-24
4.9-4: Summary of Assumed Roadway Improvements Under Each Alternative 4.9-31
4.9-5: 2000 AM Peak Hour Intersection Operations 4.9-38
4.9-6: 2000 PM Peak Hour Intersection Operations 4.9-39
4.9-7: 2010 AM Peak Hour Intersection Operations 4.9-55
4.9-8: 2010 PM Peak Hour Intersection Operations 4.9-56
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LIST OF TABLES (continued)
page
4.10-1: Federal and State Ambient Air Quality Standards 4.10-2
4.10-2: Air Quality Data for Pittsburg and Concord 4.10-3
4.10-3: Predicted Worst-Case Existing, Year 2000 and Year 2010
r. 1-Hour Carbon Monoxide Concentrations 4.10-6
4.10-4: Predicted Worst-Case Existing, Year 2000 and Year 2010
1-Hour Carbon Monoxide Concentrations 4.10-7
4.10-5: Vehicular Emissions Change Relative to No Project Alternative 4.10-8
4.11-1: Results of Short-Term (5 Minute) Measurements 4.11-4
4.11-2: Location A: Vine Hill Residential Area 4.11-5
4.11-3: Location B: Blum Road Residential Area 4.11-6
y� 4.11-4: Year 2010 Projected Noise Levels Along the Waterbird Way Extension 4.11-13
j 5.3-1 Cumulative Development Projects within the Study Area
or Vicinity 5-5
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CHAPTER 1
INTRODUCTION
PURPOSE OF THE DRAFT
ENVIRONMENTAL IMPACT REPORT
This Draft Environmental Impact Report (DEIR) has been prepared to provide a circulation area
review of the potential environmental effects associated with the Proposed Project, which is a series
of General Plan Amendments that would delete Solano Way and possibly three collector roads, from
the Contra Costa County General Plan's Roadway Network Plan. The three collector roads that could
be deleted from the General Plan include an extension of Bates Avenue, an unnamed new east-west
collector north of Mallard Reservoir, and a north-south collector parallel to Solano Way that would
connect the other two collectors. The deletion of Solano Way from the County General Plan is
proposed by the Tosco Refining Company, which wants to close Solano Way to public use.
This DEIR also analyzes impacts related to construction of three alternatives to the Proposed Project:
Alternative 1,the Waterbird Way extension;Alternative 2, the Evora Road extension; and Alternative
3, the upgrade of the existing Solano Way (in lieu of vacating the roadway for public use). The
Proposed Project and the three alternatives are described in detail in Chapter 3 (Project Description).
This DEIR has been prepared pursuant to the California Environmental Quality Act (CEQA), as
amended, the State CEQA Guidelines issued by the California Office of Planning and Research, and
the Contra Costa County Environmental Guidelines. Contra Costa County is the lead agency for the
project evaluated in this DEIR. The preparation of this DEIR has been timed to allow the Contra
Costa County Board of Supervisors to consider the potential environmental impacts of the series of
potential General Plan Amendments and the three alternatives, one or more of which could be
approved in conjunction with the closure of Solano Way (the Proposed Project).
The CEQA Guidelines require preparation of an EIR when a lead agency determines that a project
may have a significant effect on the environment (Section 15064). The need to prepare an EIR for
the project was determined by the Contra Costa County Community Development Department after
preparation of an Initial Study (Appendix A) and as a result of comments received from public
agencies and members of the community in a series of public meetings.
The purpose of this DEIR is to identify: 1) the potential significant effects of the Proposed Project
and the three alternatives on the environment and to indicate the manner in which those significant
effects can be mitigated or avoided; 2) any unavoidable adverse impacts that cannot be mitigated; and
3) alternatives to the Proposed Project.
DETAIL OF ENVIRONMENTAL REVIEW
This DEIR has been prepared to evaluate the Proposed Project (the closure of Solano Way to public
traffic) and three roadway alternatives all studied at the same level of detail. Instead of analyzing the
94237tos.int-2/1/95 1-1
I INTRODUCTION
three alternatives in a separate "Alternatives" chapter in the DEIR, the three alternatives have been
assessed in each topical section of the DEIR.
One intent of CEQA is that an environmental analysis "should be prepared as early as feasible in the
planning process to enable environmental considerations to influence project program and design and
yet late enough to provide meaningful information for environmental assessment (CEQA Guidelines,
Section 15004[b]).By completing a DEIR at this stage in the process, the County maintains flexibility �.
in requiring changes to the project based on findings from the environmental review process.
This DEIR is a "project EIR," as defined under CEQA, because it analyzes in detail the impacts
related to a specific project, which is adoption of a series of General Plan Amendments that would
delete Solano Way and several other related roadways from the County General Plan Roadway
Network Plan. ,
Preliminary and conceptual design and engineering plans have been prepared by the applicant's
consultant for Alternative 1, the proposed extension of Waterbird Way. Conceptual alignment plans ,
have been prepared by the Contra Costa County Public Works Department for Alternative 2, the
extension of Evora Road. No conceptual or preliminary design plans have been prepared for
Alternative 3, the widening and upgrading of the existing Solano Way, other than a notation of where
the proposed right-of-way would be located in relation to the existing roadway.
TOPICS COVERED BY THE ENVIRONMENTAL REVIEW
In the Initial Study prepared for the project, County staff.identified the following issues to be
addressed in this DEIR:
• Land Use
• Traffic/Circulation
• Geology/Soils
• Wetlands Issues
• Biological Resources (associated with the wetlands issue)
• Noise
Visual Quality/Aesthetics
• Public Safety/Emergency Response
•
Hydrology surface water runoff)
Y gY (
•
Recreation/Bicycle Routes
• Maintenance of Public Roads \�
Based on further discussions with County staff and a review of the written responses and public
comments on the Notice of Preparation, the following additional environmental issues were
determined to require further environmental analysis:
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I INTRODUCTION
• Air Quality/Odors
• Seismicity
• Hazardous Materials
• Consistency with Plans and Policies
• Cultural Resources
Some of the issues listed above have been incorporated into the topical sections of this DEIR: for
example,the analysis regarding Recreation/Bicycle Routes has been included in the Consistency with
Plans and Policies section; the analysis of Maintenance of Public Roads has been included in the
Transportation section; and the analysis of Public Safety/Emergency Response has been included in
the Public Health and Safety section.
�. CONTENTS OF THE DRAFT ENVIRONMENTAL IMPACT REPORT
This DEIR contains the following sections:
IN Chapter 1 provides an introduction and overview describing the intended use of the DEIR and
P P g
the review and certification process.
■ Chapter 2 summarizes the DEIR findings, identifying potential impacts and proposed mitigation
measures.
■ Chapter 3 provides a description of the Proposed Project and the three alternatives, the location
P P P P J
of the study area, the applicant's objectives in proposing the project, background information
regarding planned road improvements and closures in the study area, required approvals, and
the schedule for the project.
■ Chapter 4 presents a full discussion of the environmental effects of the Proposed Project and
the three alternatives. Each section (e.g., land use, visual quality, geology) describes the
environmental setting, evaluates potential impacts resulting from implementation of the
Proposed Project and each of the three alternatives, and recommends feasible mitigation
measures for those impacts.
■ Chapter 5 provides CEQA-required discussions regarding alternatives, cumulative impacts,
growth-inducing impacts, the relationship between short-term uses of the environment and
maintenance of long-term productivity, significant unavoidable adverse impacts, and significant
irreversible environmental changes.
■ Chapter 6 lists references and persons consulted during DEIR preparation.
■ Chapter 7 identifies the persons involved in DEIR preparation.
94237tos.int-211/'95 1-3
1 INTRODUCTION
ENVIRONMENTAL IMPACT REPORT REVIEW PROCESS
Notice of Preparation and Public Meeting
An Initial Study and Notice of Preparation (NOP) (Appendix A) for the proposed Solano Way
Relocation and Extension of Waterbird Way were prepared by the Contra Costa County Community
Development Department and distributed to local, regional, State, and Federal agencies and other
interested parties on 29 October 1993.
A public scoping meeting was held on 18 November 1993 to discuss the scope and content of the
DEIR and to solicit concerns from the local community as well as local, State, and regional agencies
regarding the Proposed Project. In addition, prior to the public scoping session, three community
meetings were held in August 1993 by the applicant in the Blum Road, Vine Hill, and Clyde
neighborhoods to discuss the Proposed Project, the EIR, and the tentative schedule.
Draft EIR Review and Preparation of Final EIR
Following completion and release of this DEIR, a 45-day public review period begins. A public
hearing on the DEIR may be held by the Contra Costa County Zoning Administrator sometime
towards the end of the public review period. Following receipt of all written and verbal comments
on the DEIR, responses to all the comments will be prepared by the EIR consultant and incorporated
with the comments into a Final EIR. The Final EIR will be reviewed and certified by the Board of
Supervisors prior to taking action on the project.
Approval of the Project
The Contra Costa County Zoning Administrator will make a recommendation to the Board of
Supervisors regarding the legal adequacy of the Final EIR under CEQA. The Contra Costa County
Board of Supervisors will make the final decision for certification of the Final EIR. Upon review
and consideration of the Zoning Administrator's recommended Final EIR, the Contra Costa County
Planning Commission and the Board of Supervisors will determine whether to approve, reject, or
revise the Proposed Project and any of the alternatives.
n of the three alternatives as proposed or revise would Approval of the project and/or a y p p d, d be
accompanied by written findings for each significant adverse environmental effect identified in the
Final EIR. Findings must be accompanied by a brief explanation of the rationale for each finding
and will indicate that: 1) mitigation measures to reduce adverse impacts to less-than-significant levels
have been adopted;2) mitigation measures to reduce adverse impacts to insignificant levels are within
the jurisdiction of another public agency and either have been or should be adopted by that agency;
or 3) specific effects are unavoidable and substantially unmitigable, but are considered acceptable
because overriding considerations indicate that the benefits of the project outweigh adverse effects.
94237tos.int-2n/95 1-4
1 INTRODUCTION
When making findings, the County must adopt a reporting or Mitigation Monitoring Program for
measures incorporated into the approved project that reduce or avoid significant effects on the
environment. The Mitigation Monitoring Program will be prepared by County staff.
Following approval of the Proposed Project and/or any of the three alternatives, more detailed
engineering construction drawings may be prepared. The detailed engineering drawings may be
subject to further environmental review by the County.
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CHAPTER 2
SUMMARY
PROJECT DESCRIPTION
This DEIR has been prepared in accordance with the California Environmental Quality Act (CEQA)
to assess the potential environmental impacts from a series of General Plan Amendments that have
been requested by the applicant, Tosco Refining Company. County staff has added some items to
be studies, such as moving the gates on Waterfront Road (part of the U.S.Navy's closure of the road)
to the west, to the intersection with Solano Way. The series of General Plan Amendments consist
of the closure of Solano Way and removal of three collectors (the Bates Avenue extension, a new
north-south collector, and a new east-west collector) from the County Roadway Network Plan near
Martinez in Contra Costa County. The project has been proposed to minimize public health risk to
the motoring public using Solano Way, which bisects the Tosco Avon refinery. In addition to the
Proposed Project, the DEIR evaluates three alternatives at an equal level of detail to the project:
Alternative 1: Construction of an extension of Waterbird Way.
Alternative 2: Construction of Evora Road extension.
Alternative 3: Upgrading of Solano Way.
For the purpose of the transportation, noise, and air quality analyses, Alternatives 1 and 2 are studied
in conjunction with the Proposed Project.
ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES
Impacts associated with each of the alternatives are provided in Table 2-1. The impacts and
mitigation measures from each topical section in Chapter 4 have been summarized in Table 2-1. The
mitigation measures would mitigate the adverse impacts to a level of insignificance if noted with an
(I). A (U)indicates that the impact would be unavoidable. Unavoidable impacts have been identified
in the areas of land use, consistency with plans and policies, public health, geology, and noise.
ENVIRONMENTALLY SUPERIOR ALTERNATIVE
On the basis of the environmental analysis,the Proposed Project(the closure of Solano Way to public
through traffic) would be the environmentally superior alternative. This alternative would, however,
result in environmental impacts, albeit fewer than the other alternatives evaluated in this Draft EIR.
94237tos.sum-2/13/95 2-1
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1 CHAPTER 3
PROJECT DESCRIPTION
LOCATION OF PROPOSED PROJECT
The Proposed Project (closure of Solano Way) is in the unincorporated area of Contra Costa County
' between Martinez and Pittsburg (Figure 3-1). Solano Way bisects Tosco Refining Company's Avon
oil refinery. Regional access to Solano Way is provided by Interstate 680 (I-680) and State Route
4 (SR 4). The segment of Solano Way proposed for closure to public traffic is located east of I-680
between Imhoff Drive/Arnold Industrial Way and Waterfront Road (Figure 3-2). The Southern
Pacific (SP) railroad tracks are parallel to and immediately east of Solano Way. Pacheco Creek and
the Walnut Creek Flood Control Channel are located to the west. The Atchison Topeka and Santa
' Fe (AT&SF) railroad crosses Solano Way and passes through the Tosco Avon refinery complex in
a southwest-northeast direction just north of Monsanto Way.
PROPOSED PROJECT
The Proposed Project would consist of four separate actions:
(1) The closure of Solano Way to public through traffic;
(2) Relocation of the gates at the U.S. Naval Weapons Station property line on Waterfront
Road to a point closer to the intersection with Solano Way;
(3) The adoption by the County of one or more amendments to the Roadway Network Plan
in the Transportation and Circulation Element of the Contra Costa County General Plan;
and
(4) The adoption by the County of specific findings required to close or vacate a County road
under Section 8324 of the California Streets and Highways Code and Section 65402 of the
Planning and Zoning Code.
' Approval of the Proposed Project would allow that portion of Solano Way between Waterfront Road
and Imhoff/Arnold Industrial Way to be closed to public traffic. Tosco Corporation would be
' responsible for maintaining the roadway in the future. Security gates would be installed at each end
of the road preventing public access, but allowing local users access to the facilities adjoining Solano
Way. Local users would consist primarily of employees of the Tosco Avon refinery and other
operations in this area. Solano Way would be available as a public through-route for emergency
purposes. Under the Proposed Project, no new road(s) would be built in the project vicinity to
accommodate traffic diverted from Solano Way. Public traffic currently using Solano Way would
' be distributed onto existing roads, such as Imhoff Drive/Arnold Industrial Way, SR 4, and I-680.
As discussed below under "Additional Road Closures in the Project Vicinity," the U.S. Navy has
recently installed a security gate east of Solano Way on Waterfront Road, as part of the closure of
94237prj.dsc-2/13/95 3-1
REGIONAL LOCATION Figure 3-1
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Waterfront Road,through the Naval Weapons Station. As part of the Proposed Project, closure of ,
Solano Way to public use would require the relocation of the Waterfront Road gate from the
boundary of the Naval Weapons Station (west of the bridge over Hastings Slough) to the intersection
with Solano Way (Figure 3-3).
The Proposed Project would require that the Contra Costa County General Plan be amended to
remove Solano Way (designated as an arterial) from the Roadway Network Plan, included in the ,
Transportation and Circulation Element. A series of related amendments to the Roadway Network
Plan (Figure 3-3) will also be considered at the time of the Solano Way General Plan Amendment.
These related amendments involve removal of three collector roads from the General Plan in the '
vicinity of Solano Way that are currently designated on the Roadway Network Plan, but have not
been constructed. They include:
• A planned (but not constructed)east-west collector road north of Mallard Reservoir,connecting '
Solano Way to Port Chicago Highway;
• A planned (but not constructed) extension of Bates Avenue; and '
• A planned (but not constructed) north-south collector connecting the east-west collector north ,
of Mallard Reservoir to the Bates Avenue extension.
Another General Plan Amendment to the Roadway Network Plan could also be adopted by the ,
County to reflect the planned relocation of the U.S. Navy gate on Waterfront Road. If the gate is
moved to the west, the County may wish to consider vacating the closed portion of Waterfront Road
between Hastings Slough and the Solano Way intersection (Figure 3-3). ,
The closure and vacation of County owned and maintained roads is regulated by two sections of
California State law. The County would have to make and adopt legal findings as required under ,
Section 8324 of the California Streets and Highways Code and Section 65402 of the California
Government Code.
Two mitigation programs have been proposed by the applicant to minimize.potential impacts to the '
regional road system if this project were implemented (Abrams Associates, 1994). These programs
are included as part of the project and are briefly summarized below: ,
• Implementation of'a Traffic Management System with Caltrans and Contra Costa County,
which would include freeway incident management and would permit emergency use of Solano
Way in the event of a major accident on I-680 and SR 4; and
• Participation of Tosco Corporation in the funding of other transportation improvements in the '
area, such as extensions of Waterbird Way or Evora Road, construction of new bicycle paths,
or reconstruction of the Solano Way/Arnold Industrial Way intersection.
94237prj.dsc-2/13/95 3-4
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PROJECT OBJECTIVES '
The following description of project objectives has been provided by the applicant, Tosco Refining
Company: '
The objective of the applicant is to close Solano Way to public through-traffic while minimizing the
impacts on traffic circulation in the vicinity of the closed Solano Way. During 1993 and 1994, the t
County was reconstructing the Pacheco Creek Bridge. As a result, Waterfront Road and Solano Way
were closed to public through traffic. A traffic study was performed by Abrams & Associates (1994)
during the County's closing of the Pacheco Creek Bridge, which indicated that through traffic, rather ,
than using Solano Way as a bypass route, remained on the freeway infrastructure and no substantial
changes were noted in traffic volumes.
The purpose of the proposed closure of Solano Way is to eliminate public exposure to unsafe road '
conditions on and along Solano Way and Waterfront Road and to eliminate public exposure to the
operation of the Tosco Avon Refinery complex. The existing Solano Way and Waterfront Road ,
present numerous traffic hazards to the motoring public. Solano Way is a 30-foot right-of-way with
paving widths of 22 to 30 feet with no roadway shoulders on either side of the paved north and
southbound lanes of travel. '
Solano Way contains numerous power utility poles along the paved portion.. Traffic tends to traverse
Solano Way in the area of the Tosco Avon Refinery complex at high speed. There are poor sight
distances due to the road's configuration and elevation changes along the road. A narrow and
substandard bridge crosses the Atchison, Topeka and Santa Fe railroad which provides less than 11
feet of paved lane widths in the north and southbound directions. The most northerly terminus of ,
Solano Way at the intersection with Waterfront Road is an at-grade railroad crossing of the main line
of the Southern Pacific Railroad. Waterfront Road is subject to substantial periods of tidal flooding
and winter storm drainage flooding. Tidal flooding on Waterfront Road occurs on an average of 240 '
times per year, 20 times per month as confirmed by tide data for the Carquinez Straits.
In addition to the traffic impediments on and along Solano Way and Waterfront Road, Tosco is '
concerned with minimizing traffic hazards for Tosco's employees who are currently exposed to unsafe
traffic movements on and along Solano Way, particularly during emergency or upset conditions.
During the course of any upset condition, the refinery main gates at the D Street intersection are ,
closed to prevent trucks and vehicles from entering onto the property. When this occurs at the D
Street intersection, traffic is backed up on and along Solano Way in both north and southbound
directions which creates an unsafe condition and a potential for panic by the motoring public. During
the period of April through December of 1994, traffic was significantly delayed on Solano Way on
24 occasions. On each of these occasions, public through traffic using Solano Way was required to
stop on Solano Way for an average of 20 minutes. In addition, during this same time period, Solano
Way was closed with barricades at the intersection of Arnold Industrial Highway and Waterfront Road
on four occasions.
Traffic studies performed for this Environmental Impact Report and for Solano Way and Waterfront
Road demonstrate that Solano Way is unnecessary for present or prospective public use and its
current condition is unsafe for public through traffic. '
94237prj.dsc-2/13/95 3-6
' 3 PROJECT DESCRIPTION
The secondary objective of the applicant is to minimize impacts on traffic circulation in the vicinity.
Traffic studies currently indicate that there will be no immediate impact of traffic circulation within
' the traffic study area. However, a number of alternative roadway improvements or modifications are
evaluated in this DEIR to minimize future traffic impacts and to implement the County's existing
traffic General Plan. These roadways are not part of the project, but are studied as "alternatives" to
' the "project." However, one or two of the alternatives could be approved in the future in conjunction
with the approval of the Solano Way closure.
The closure of Solano Way has been recommended by Tosco's Community Advisory Panel in order
to improve safety for the general public and for Tosco Refinery employees. If the closure of Solano
Way is implemented, access to Solano Way by local users would not be impacted. Circulation on
' the regional roadway network would be minimally impacted and result in traffic remaining on the
freeway infrastructure. In addition, other planned road closures and improvements in the vicinity of
Solano Way would also affect regional traffic patterns.
PROJECT BACKGROUND
The following section briefly describes existing conditions along Solano Way and Waterfront Road,
and discusses the recent closure of Waterfront Road through the U.S. Naval Weapons Station.
Conditions on Solano Way
' Solano Way has historically been used as an alternative route to, or bypass of, I-680 when the
freeway was congested. Typically,I-680 traffic would back up south of the Benicia-Martinez Bridge
during the afternoon peak hours. Before the widening of I-680 and the Benicia-Martinez Bridge were
completed in 1992, northbound traffic sometimes backed up along Solano Way while waiting to
merge onto I-680 at the Waterfront Road/Marina Vista interchange. Cars along Solano Way would
' form a long queue in the middle of the Tosco Avon refinery complex. Although traffic back-ups
have diminished since the freeway and bridge improvements were completed, higher traffic volumes
in the future may eventually cause traffic back-ups through the refinery complex, exposing the public
to potential hazards related to the refinery operation.
The existing right-of-way width for Solano Way is about 30 feet. The combination of public through-
traffic and heavy truck traffic related to refinery operations often result in unsafe traffic conditions
along Solano Way. Solano Way is a substandard two-lane roadway with numerous curb cuts and
uncontrolled pedestrian and vehicular access. The road has narrow lanes and shoulder widths. A row
of power poles is located along the east shoulder of the road. In many places, the power poles are
located within two feet of the pavement edge. Employee parking is located directly along the road
within the SP railroad right-of-way, primarily on the segment north of the AT&SF railroad
(Figure 3-2). This segment also includes several driveways, with little access control, connecting the
various areas of the refinery. Buried and aboveground pipelines run along both the east and west
sides of the roadway.
' 94237prj.dsc-2/13/95 3-7
1
3 PROJECT DESCRIPTION '
Twenty-three accidents were reported on Solano Way between 1986 and 1989. Almost 40 percent ,
of these accidents were vehicle collisions with fixed objects, such as utility poles, and 26 percent were
rear-end collisions (Abrams Associates, 1991). Roadway safety is also affected by employees ,
entering and leaving the facility to perform work duties, merging onto Solano Way from informal
employee parking areas adjacent to the road, and employees traveling (walking or driving) from one
side of the complex to the other across Solano Way.
Accidents occurring along Solano Way not only create serious safety hazards, but are also disruptive
to the refinery operation. Speeding vehicles have hit power poles on the shoulder of Solano Way and '
have caused power outages and downed communications lines.
Waterfront Road runs in an east/west direction from the Marina Vista/1-680 interchange to the U.S.
Naval Weapons Station and intersects Solano Way at its northern terminus. Due to the predominantly ,
peaty subsurface soils, the roadway surface tends to undulate and settle. Waterfront Road is subject
to localized flooding from high tides and heavy rainfall. According to tidal data, between January
1991 and January 1995 flooding occurred on Waterfront Road west of the Pacheco Creek Bridge a
total of 1,200 times, or an average of 240 times per year and 20 times per month. In addition to tidal
flooding, Waterfront Road is subject to serious storm drainage flooding. Waterfront Road west of
Solano Way (Figure 3-2) is closed approximately three to five times a year for short periods during '
high tides. The Waterfront Road intersection with the I-680 northbound ramp is usually flooded two
to three times a year during periods of heavy rainfall (Abrams Associates, 1994).
Permanent Closure of Waterfront Road
Waterfront Road currently connects Solano Way to Main Street and Port Chicago Highway to the east '
(Figure 3-2). However, the portions of Waterfront Road, Port Chicago Highway, and Main Street
within the U.S. Concord Naval Weapons Station have been permanently closed. To ensure public
safety in the event of an explosives accident at the Naval Station, the Department of the Navy was ,
granted a General Plan Amendment by Contra Costa County to allow these roads to be closed to the
public. An Environmental Impact Report was prepared and certified for the adopted General Plan
Amendment that allows the closure of the roadways (Mills Associates, 1988). An agreement between
Contra Costa County and the Navy was negotiated in 1988 and the three roadways were closed to
public through-traffic as of February 1995.
As part of the road closure by the Navy, security gates have been installed at three locations (Figure
3-2) and only Navy personnel have access to the roadways. One gate has been installed on
Waterfront Road east of Solano Way, at the Hastings Slough crossing. Two gates have also been
installed on Port Chicago Highway, one north of the community of Clyde and a second just west of
Nichols Avenue. Conditional access is available for utility maintenance crews, ranchers with grazing
permits, and railroad crews. In addition, these roadways may be temporarily open to public traffic '
in case of emergency (e.g., if SR 4 became blocked by a major accident).
94237prjAsc-2/13/95 3-8 '
3 PROJECT DESCRIPTION
The agreement between the County and the Navy required the Federal government to contribute
approximately $5 million to improvements in the area as mitigation. The mitigation money was to
be applied to the construction costs associated with the extension of Evora Road, which currently ends
at the Navy property at the western base of the Willow Pass grade (Figure 3-2). The Contra Costa
County Public Works Department has studied several alternative alignments for the Evora Road
extension and has chosen a "preferred alternative" that extends Evora Road as a frontage road along
SR 4 to a four-way intersection at Arnold Industrial Way/Port Chicago Highway. The planned
extension of Evora Road is included in the Roadway Network Plan diagram in the Contra Costa
' County General Plan, although the alignment is slightly different from that now being considered(see
further discussion under "Alternatives," below).
PROJECT ALTERNATIVES
This DEIR examines four alternatives to the Proposed Project, including the No Project Alternative.
The three roadway alternatives have been developed in conjunction with County staff to assess
1 potential impacts and mitigations associated with the proposed closure of Solano Way. One of the
alternatives, Alternative 2(the extension of Evora Road), is partially within the jurisdiction of the City
of Concord. These alternatives, described below, will be evaluated under each topical section in this
DEIR (Chapter 4) at the same level of detail as the Proposed Project. The study area described and
analyzed in this DEIR is the area bounded by I-680 on the west, SR 4 on the south, Port Chicago
Highway and the Naval Weapons Station on the east, and Suisun Bay on the north.
Alternative 1 - Waterbird Way Extension
Alternative 1 includes the construction of a new north-south roadway parallel to, and west of, Solano
Way. The new roadway would constitute an extension of the existing Waterbird Way approximately
three miles south to Imhoff Drive (Figure 3-4).1
Waterbird Way currently traverses the study area in a southeast direction from its intersection with
Waterfront Road to a terminus near the Acme Landfill. The general alignment of the Waterbird Way
extension would be southward from its current terminus at the Acme Landfill, past other properties
owned by Acme (including the site now under construction for the Contra Costa Recovery and
Transfer Station) and the Martinez Gun Club, to a proposed bridge across Pacheco Creek, IT Baker
ponds, and the AT&SF railroad tracks. The road would continue south through lands owned by
Central Contra Costa Sanitary District (CCCSD) and Contra Costa County to intersect Imhoff Drive
west of the CCCSD plant (Figure 3-4).
For the purposes of the transportation, air quality, and noise analyses in this-IR, Alternative 1 (construction of the
Waterbird Way extension) is studied in conjunction with the Proposed Project (closure of Solano Way).
94237prj.dsc-2/13/95 3-9
ALTERNATIVE 1 Figure 3-4
WATERBIRD WAY EXTENSION
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BASELINE
94237-00.03 2 I95
3-10
I3 PROJECT DESCRIPTION
1 The Waterbird Wayextension would be constructed as a two-lane 40-foot wide roadway. The road
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would have a 68-foot right-of-way in conformance with County Public Works standards for industrial
collector streets. Bicycle and pedestrian facilities could be included in the right-of-way.
Four variations of the general alignment for the Waterbird Way extension are evaluated in this DEIR.
The different Waterbird Way alignments are illustrated in detail in Figures 3-5 and 3-6. The two
variables are: whether the north section of the new roadway passes to the east or west of the Contra
Costa Recovery and Transfer Station, and where the roadway crosses the AT&SF railroad tracks and
Pacheco Creek in the south section. Different combinations of these two variables result in a total
of four different potential alignments, all of which share common segments or "reaches" and are
evaluated under this alternative (Figures 3-5 and 3-6).
• The first alignment asses to the east of the Contra Costa Recover and Transfer Station on an
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existing dirt road (Reach 1), and traverses Pacheco Creek,IT Baker ponds, and AT&SF railroad
' tracks (Reaches 3 and 7). This alignment then passes east of the large hill just south of the
AT&SF tracks (Reach 7) and then follows an existing gravel road down to Imhoff Drive -
(Reaches 10 and 11).
• The second alignment also passes east of the Contra Costa Recovery and Transfer Station
(Reach 1). At the end of Reach 1, it veers slightly west (Reach 4) to a bridge location just
west of the IT Baker ponds (Reach 8). The alignment then passes across a hill located south
of the AT&SF railroad tracks (Reach 9). This western crossing of the railroad tracks would
require more cut-and-fill (approximately 94,000 cubic yards of excavation) through the hillside
south of the tracks than construction of the eastern crossing. The road then follows an existing
gravel road to Imhoff Drive (Reach 11).
• The third potential alignment for the Waterbird Way extension contours around the Contra
Costa Recovery and Transfer Station to the west (Reach 2) (Figure 3-5). This alignment would
require construction of a new roadway across the hillside north of the transfer station, on land
owned by the East Bay Regional Park District (EBRPD). The alignment would then follow
an existing dirt road just east of the low sound wall that separates the Vine Hill neighborhood
from the transfer station property. A new roadway would have to be constructed through the
hillside south of the Contra Costa Water District (CCWD) water tanks (Reach 2)to the junction
where the alignment would veer east (Reach 5) to the bridge crossing over Pacheco Creek, IT
Baker ponds, and AT&SF railroad tracks. The southern section of the alignment would be the
same as that described for the first alternative (Reaches 7, 10, and 11).
• The fourth alignment is similar to the third alternative in the north section (Reach 2). At the
end of Reach 2, the road would stay nearly straight (Reach 6) to the bridge crossing location
just west of the IT Baker ponds (Reach 8) and continue south to Imhoff Drive (Reaches 9 and
11).
94237prj.dsc-2/13/95 3-11
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3.14
3 PROJECT DESCRIPTION
The bridge that would need to be constructed over Pacheco Creek and the AT&SF tracks would be
either 1,550 feet in length (the eastern crossing, Reach 7) or 1,330 feet in length (the western
crossing, Reach 8). The bridge deck would be 35 feet above the railroad track to comply with Public
Utilities Commission(PUC)standards. Preliminary designs for the bridge prepared by the applicant's
engineering consultant indicate that the bridge could be pile supported on ten 10-foot by 10-foot slab
footings (Figure 3-7), which would anchor the bridge into the bedrock below the Bay mud. Further
soil investigation may reveal less costly alternatives to the bridge (Bellecci &Associates, 1994). The
cost of the Waterbird Way extension has been estimated by the applicant's consultant to cost $7.4
to $8.3 million (1994 dollars). The bridge would cost $3.1 or $3.7 million (Bellecci & Associates,
1994).
Alternative 1 could also include a General Plan Amendment to delete any or all of the three planned
collectors in the vicinity of Bates Avenue and north of Mallard Reservoir (discussed under the
Proposed Project) from the Roadway Network Plan. Alternative 1 could attain the project's basic
objectives if Solano Way were closed in conjunction with the Waterbird Way extension. In addition,
since Waterbird Way would provide a replacement route to through traffic that is currently using
Solano Way, impacts on traffic circulation in the area froth the closure of Solano Way would be
eliminated or significantly decreased. Significant environmental issues related to Alternative 1 include
noise and visual impacts on adjacent residential neighborhoods, exposure to potential health hazards,
impacts to wetlands in the area, and land use impacts, such as impacts to the IT ponds, to the Contra
Costa Recovery and Transfer Station, and to the future use of other Acme (non-landfill) properties.
Alternative 2 - Evora Road Extension
Alternative 2 would include the construction of a new east-west roadway parallel to SR 4. The
proposed roadway is almost entirely within the City of Concord on lands currently owned by the U.S.
Naval Weapons Station. The new road would be created by extending the existing Evora Road
eastward from its terminus west of the SR 4/Willow Pass interchange to join Arnold Industrial Way
at its intersection with Port Chicago Highway (Figure 3-8). The proposed extension is the "preferred"
alignment identified by the County Public Works Department (Contra Costa County, 1994). The
Evora Road extension would create a frontage road paralleling SR 4 from Bay Point (West Pittsburg)
over Willow Pass to I-680. This frontage road could provide local commuters with an alternative
route and an efficient detour in the event of a major accident on SR 4.
The extension of Evora Road would traverse land located in the Concord Naval Weapons Station, a
portion of which is leased for use as the Diablo Creek Golf Course. The road alignment would be
constructed primarily on the north slope of the existing SR 4 fill. Bridges would be needed to cross
the Contra Costa Canal, the Navy tunnels, and Mount Diablo Creek. At least one hole of the existing
golf course would require relocation to bring the alignment into a four-way intersection at Port
Z For the purposes of the transportation, air quality, and noise analyses in this EIR, Alternative 2 (construction of the
Evora Road extension) is studied in conjunction with the Proposed Project (closure of Solano Way).
94237prj.dse-2/13/95 3-15
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3 PROJECT DESCRIPTION
Chicago Highway/Arnold Industrial Way. It is assumed that this could be mitigated by adding a hole
to the course at an available location on the Navy property. The County estimates that approximately
117,400 cubic yards of fill would be required to construct the road and bridges.
The County Public Works Department has estimated that construction of the Evora Road extension
would cost approximately$8.6 million (Contra Costa County, 1994). The cost of the bridges to cross
the Contra Costa Canal, Mount Diablo Creek, and the Navy tunnels (First Street and Kinne
Boulevard) represents approximately 50 percent of the total cost.
Alternative 2 will require approval by the U.S. Navy to sell or lease a strip of land to accommodate
the roadway. The roadway will also require approval by the City of Concord. Alternative 2 could
also include County General Plan Amendments to delete any or all of the three planned collectors in
the vicinity of Bates Avenue from the General Plan Roadway Network Plan. Significant
environmental issues related to this alternative include cost feasibility and land use impacts to the
existing golf course, canal, and creek.
Alternative 3 - Upgrading Solano Way
Under the third alternative, Solano Way would continue to be open to public through-traffic but the
road would be widened and upgraded to eliminate unsafe traffic conditions. Alternative 3 would
require the County to acquire the right-of-way from Tosco and to widen the roadway from its current
30-foot cross-section to a 44-foot cross-section with turn lanes at major driveways and intersections
(Figure 3-9). The SP railroad right-of-way is immediately east of the existing alignment. The
railroad requires a 40-foot separation between the edge of the tracks and the nearest roadway.
Numerous pipelines used for refinery operations are located on the west side of the road and would
need to be relocated. Solano Way would remain open to through-traffic as a basic two-lane roadway,
but with clearly marked intersections to allow for safe cross traffic to and from the refinery, and other
safety features. Appropriate Solano Way improvements would consist of the following actions
(Abrams Associates, 1994a):
• Relocate the utility poles, overhead structures, hydrants, and buildings; reconstruct the road to
provide a 44-foot wide roadway (two 12-foot lanes plus 10-foot shoulders on each side). This
would also require relocation of all of the pipelines that run parallel to the west side of the
roadway;
• In addition to the road cross-section described above, increased width would be added to
provide left turn lanes at all major intersections and driveways;
• Demolish and reconstruct the bridge crossing of the AT&SF railroad tracks, and design and,
possibly, construct a new grade separation over the Southern Pacific railroad tracks at the
intersection of Solano Way and Waterfront Road; and
94237prj.dsc-2/13/95 3-17
ALTERNATIVE 3 Figure 3-9
UPGRADE OF SOLANO WAY
0
_ Wate ftw Road ,
a
Acme so °
Landfill �� ° 'o Slough0 . ;
00
°
ac
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a
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/ Tosco Avon \ e
Refinery
j 0 0 O j o
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j 0
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/ I
1 Widening of
1 o Solano Way to
Mallard Reservo_'
0 the west j •_,J
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1 ° /
1 0 0 /
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0 / Nelson
Arnold Indusaial way
' R4
0 2000 Feet
BASELIN
94237-00.01 9/12194 CADD/FRY-MAY 19940942373
3-18
3 PROJECT DESCRIPTION
Reorganize Tosco employee parking areas to improve control of access from the parking areas
to Solano Way ar,-1 to eliminate direct access from the parking areas to the road.
Some safety problems and conflicts between through traffic and refinery traffic on Solano Way would
remain unchanged, even with these improvements. Detailed engineering and design drawings have
not been prepared by the County or the applicant for the Solano Way upgrade, so the cost of these
improvements has not been estimated. Alternative 3 could also include amendments to the Roadway
Network Plan in the County General Plan to delete any or all of the planned collector roads near
Bates Avenue and Mallard Reservoir. Under Alternative 3, many unsafe traffic conditions along
Solano Way would be eliminated,but the public would still be exposed to potential hazards associated
with operation of the oil refinery.
No Project Alternative
Under the No Project Alternative, Solano Way would remain open to public traffic without
improvements to the roadway. Since the public would continue to be exposed to hazards related to
the Tosco Avon refinery operation and Tosco employees and the motoring public would continue to
experience unsafe traffic conditions on Solano Way, the project objectives would not be met. No
amendments to the Contra Costa County General Plan would be needed, so it is assumed that the
roads designated on the Roadway Network Plan (Waterbird Way and Evora Road extensions, and the
three collector roads near Bates Avenue) would eventually be constructed.
REQUIRED APPROVALS
Implementation of the Proposed Project could require permits from various local and State agencies.
The required approvals include:
• Approval by Contra Costa County of a series of related General Plan Amendments to allow
closure of Solano Way to public through traffic and construction of gates.
• Approval by Contra Costa County of findings under Sections of the State Streets and Highways
and Planning and Zoning Codes, required to vacate a public road.
In addition, the following permits and approvals could be required from other local and State
agencies:
• Approval by Caltrans (if any encroachment permits were needed to complete the project or any
alternatives).
• Approval by the U.S. Navy and the City of Concord (if the Evora Road extension were
constructed).
94237prj.dsc-2/13/95 3-19
r
3 PROJECT DESCRIPTION
• Approval by the California Department of Fish and Game and/or the U.S. Fish and Wildlife
Service (if the project or any approved alternatives were identified as having impacts on
existing streambeds or on sensitive, endangered, or threatened species in the area).
• Approval by the U.S. Almy Corps of Engineers (if the project or any approved alternatives
were identified as having impacts to any wetlands in the area).
• Approval by the California Department of Toxic Substances Control(if the approved Waterbird
Way extension affected the IT Baker ponds and closure plan).
• Approval by the Contra Costa Water District and/or Central Contra Costa Sanitary District (if
the project or any approved alternatives required encroachment or acquisition of agency rights-
of-way).
• Other local,regional, State, or Federal agencies,depending on whether additional environmental
impacts and adopted mitigation measures may fall within their jurisdiction.
94237prj.dsc-2/13/95 3-2 0
r
r
r
4.0 ENVIRONMENTAL SETTING, IMPACTS,
AND MITIGATION MEASURES
r .
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Intentionally Blank
CHAPTER 4
ENVIRONMENTAL SETTING, IMPACTS, AND
MITIGATION MEASURES
1'
INTRODUCTION
' This section of the EIR addresses specific topics required by the California Environmental Quality
Act (CEQA). Each topic (i.e., land use, biological resources, hydrology) includes a description of
existing conditions for the Proposed Project and the three alternative roadways. Existing conditions
' are addressed under "Setting" for each topic. The "Environmental Impacts and Mitigation Measures"
section for each topic addresses impacts specifically related to the project and the alternatives.
Unless otherwise noted, all identified impacts are considered significant adverse impacts. The
corresponding mitigation measures, unless otherwise noted, would be sufficient to reduce impacts to
a less-than-significant level. When more than one mitigation measure is recommended for a specific
impact, all the measures would be required to reduce the impact to a level of insignificance unless
the word "or" or "alternatively" appears in the list of mitigation measures. Although not required by
CEQA, some less-than-significant impacts have been discussed because they are issues of local
concern. While no mitigation is required by CEQA for less-than-significant impacts, in some cases
mitigation measures are proposed that would reduce the level of impact.
Each impact is summarized, numbered, and shown in bold lettering. Text then follows each
summarized impact to provide more detailed discussion and analysis. At the end of the impacts
discussion, mitigation measures are listed and numbered to correspond to the impact. No explanatory
text accompanies the mitigation measures. The summary table includes the same text shown in bold
lettering and the italicized mitigation measures.
DETERMINATION OF SIGNIFICANCE
Under CEQA, a significant effect is defined as a substantial, or potentially substantial, adverse change
in the environment (Public Resources Code 21068). The guidelines implementing CEQA direct that
this determination be based on scientific and factual data. The specific criteria for determining
significance of a particular impact are identified prior to the impact discussion in each issue section,
' and are consistent with significance criteria set forth in the guidelines implementing CEQA.
1
' 94237tos.lnd-2/13/95 4-1
This Page Left
Intentionally Blank
4.1 LAND USE
SETTING
This section contains detailed descriptions of land uses along all of the existing and proposed
roadways within the study area. The study area is bounded by the Interstate 680 (1-680) and State
Route (SR 4) freeways on the west and south, Port Chicago Highway on the east, and Suisun Bay
on the north. This section is separated into descriptions that approximate the areas for the Proposed
Project and the two other roadway extension alternatives. The setting for the Proposed Project and
Alternative 3 is described first, including the Tosco Refining Company's (Tosco) Avon refinery and
associated uses along Solano Way, as well as the uses along Waterfront Road. Land use descriptions
follow for the area along the existing Waterbird Way and the planned Waterbird Way extension
(Alternative 1). The last description is for land uses along Arnold Industrial Way and Bates Avenue,
and along the planned extension of Evora Road (Alternative 2).
Land Uses alongSolano Way (Proposed Project and Alternative 3)
Y P J
The roadway segment proposed for closure traverses the Tosco Avon refinery property, which
encompasses a 2,220-acre site on both sides of Solano Way. The Tosco property is about 0.5 mile
wide and 2.7 miles long and is bounded by Suisun Bay on the north, Hastings Slough and Port
' Chicago Highway on the east, Arnold Industrial Way on the south, and Pacheco Creek on the west
(Figure 4.1-1). Southern Pacific (SP) railroad tracks cross the site in an east-west direction along
Waterfront Road and in a north-south direction along Solano Way. Another railroad tracks,belonging
to the Atchison Topeka and Santa Fe (AT&SF) railroad, crosses Solano Way and passes through the
Tosco Avon refinery complex in a southwest-northeast direction (Figure 4.1-1).
Land uses on the site are predominantly heavy industrial uses associated with storing and refining
petroleum products. The Tosco Avon refinery currently operates at an annual average crude oil
throughput of 145,000 barrels per day. The refinery processes a variety of crude oils, consisting
primarily of Alaskan crude oils received by tanker and heavy crude oils from the San Joaquin Valley
received by pipeline. The refinery converts these crude oils into a wide spectrum of consumer
products and industrial fuels using an array of processing units. Although the entire refinery site
consists of over 2,200 acres, the developed portion covers only about 865 acres.
The Tosco Avon refinery consists of six areas, or tracts. The refinery area in which the majority of
processing activity takes place is Tract 1, which is east of Solano Way between Waterfront Road and
the AT&SF tracks (Figure 4.1-1). Tracts 4 and 6, located west and east of Solano Way, consist
primarily of tank farms. Tract 2, west of Solano Way and north of the railroad tracks, mostly
contains offices, storage space, and tanks. Tract 3, north of Waterfront Road, contains tanks, one of
Tosco's two wharves, and a large oxidation pond. Tract 7 is primarily open space and wetlands.
1 Uses adjacent to the existing Solano Way include utility poles, pipeline systems, hydrants, buildings,
fences, head walls and culverts. In addition, many gravel areas directly alongside Solano Way are
used as parking areas for Tosco employees. The SP railroad tracks run adjacent to, and east of,
Solano Way.
94237tos.lnd-2/13/95 4.1-1
LAND USES ALONG SOLANO WAY Figure 4.1-1
Martinez >,
Auto °,r�,
Dismantling Pond A\,00
Tidewater ��°�
Sand and
Gravel p Closure of Waterfront Road
_ (U.S. Navy gate)
__
° Tract 1
North
Parcel Acme o
Shell Marsh Landfill 0°° $ 10 \
East 010
Parcel O o .50
Vi
b Foster- °
Contra Costa Vine Hill % Wheeler \$
Transfer Ponds
Pacheo
c ^ ^Creek
>toaa
Station Martinez �; p 0 Fe l��tde
[] Air Products Sap�a Q'4
Vine Gun � $• >o0
Hill Club .,
I Tonka ,
Neighborhood Am TT
South BMonsanto
/CCWD Parcel Ponds / % P" Property
Acme "Borrow" Chevron-Avon Terminal
Area I O o
W '
oodYs � O o 0 Tract 6 PG&E Substation
O
Farm o l 0 0 0 1
a \ >.�
o ; O 3 0 0 %
\ Tosco Avon
\ —0, O Refinery %
\ o % Mallard Reservoir
Blum Road Q� 1 O 0 0
Neighborhood 0 %
Central 3 \ o o '
County Contra Costa �� 0 o %
Corporation Sanitary District o o %
0 0 �
Yazd es
1 � B Aveape
Imhoff ve ��, 0 O 0 0
f
J
Arnold Industrial Way
SR4
Santa Fe Ballfields
Pacific
Pipelines
0 2000 Feet
BASELIN
94237-00.01 9/14/94 4.1-2
4.1 LAND USE
In the southern portion of Tract 7, the Avon facility maintains grassy open ball fields on a-60-acre
site northeast of the intersection of Solano Way and Arnold Industrial Way (Figure 4.1-1). The 60
acres of playing fields are leased by Tosco on a year-to-year basis to three local organizations: the
Concord Athletic League, the Concord Blue Devils, and the Junior Optimists Baseball League.
Other heavy industrial businesses are located along Solano Way on land either leased or purchased
from Tosco. These uses include the Santa Fe Pacific Pipelines transfer/storage facility, Texaco Avon
facility,and Foster-Wheeler cogeneration facility, all located west of Solano Way(Figure 4.1-1). The
Pacific Gas and Electric (PG&E) substation, Chevron USA's Avon Terminal facility, and the Air
Products hydrogen plant are located east of Solano Way. In addition, the Tosco Credit Union is
located on the corner of Monsanto Way next to the PG&E substation.
Pipelines
Approximately 35 aboveground and underground pipelines, ranging in diameter from 6 inches to 14
inches, run parallel to Solano Way,just,west of the roadway shoulder. Eighteen of the pipelines are
contained in an aboveground pipe gallery; the remainder is underground. The pipelines are operated
by several companies, including Tosco Refining Company, Santa Fe Pacific Pipelines, Martinez
Terminal (Exxon), the U.S. Navy, Chevron, and Texaco. The pipelines carry a variety of petroleum
and natural gas products related to the Tosco Avon refinery operations, and to the tank farm
operations of the other major petroleum companies located in the area. In addition, three underground
Santa Fe Pacific pipelines are located in the SP railroad right-of-way east of Solano Way.
Tosco Clean Fuels Project
The Tosco Refining Company has recently received approval to modify its manufacturing facilities
at the Tosco Avon refinery to produce Federal- and State-mandated reformulated gasoline.
Reformulated gasoline is a combination of basic fuel ingredients designed to produce cleaner
combustion in motor vehicles than the gasoline used at present. Tosco will accomplish this goal by
reducing volatility, sulfur content, air toxics (such as benzene and other aromatics), and increasing
oxygen content in the gasoline produced at the Tosco Avon refinery.
The additions and modifications to existing facilities required under the Clean Fuels Project would
occupy approximately 300 acres throughout the developed portion of the Tosco Avon refinery. As
part of this project, Tosco will demolish some existing facilities, excavate and grade construction
sites, construct several new processing units, modify existing units, and add ancillary equipment (EIP
Associates, 1994). Most of the new and modified units are located east of Solano Way
(Figure 4.1-2), although a few units are located north of Waterfront Road. None of the new
construction is immediately adjacent to Solano Way. Although the Clean Fuels Project involves
significant new construction on the site, the total number of permanent employees would increase by
only about 35 positions (a four percent increase above the existing 900 employees). Short-term
construction employment is expected to average 400 workers for 1995 and the first quarter of 1996,
peaking at about 550 workers in the second quarter of 1995 (EIP Associates, 1994).
94237tos.lnd-2/13/95 4.1-3
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4.1-4
4.1 LAND USE
Land Uses along Waterfront Road
Waterfront Road east of Solano Way is predominantly bordered by wetlands belonging to the Tosco
Refining Company, State of California, and Concord Naval Weapons Station. West of the Solano
Way intersection,several properties along Waterfront Road contain heavy industrial uses,such as auto
wrecking yard (Martinez Auto Dismantlers), aggregate products (Tidewater Sand and Gravel), oil
shipment receiving and storage facilities (Martinez Exxon Terminal), and a large landfill operation
(Acme Landfill). Railroad tracks belonging to SP run parallel and south of Waterfront Road. As of
February, 1995,Waterfront Road has been closed to public through traffic at the western property line
of the U.S. Naval Weapons Station (Figure 4.1-1).
Uses along the Northern Segment of Waterbird Way (Alternative 1)
Land uses along the existing portion of Waterbird Way are primarily heavy industrial with some
public/semi-public uses. Most of the land north of the AT&SF railroad tracks is owned by the Acme
Fill Corporation (Acme), International Technology Corporation (IT), the Mountain View Sanitary
District, East Bay Regional Park District, and the Martinez Gun Club (Figure 4.1-3). In addition, a
small wood recycling company, Henry's Wood Farm, is located in the area, and is accessed via a
1 gravel road through the Vine Hill neighborhood.
Shell Marsh
The northwest portion of the study area is taken up by large wetland area known as Shell Marsh.
Mountain View Sanitary District, a small wastewater collection and treatment agency, owns and
maintains wetlands on the property south of Waterfront Road and east of Waterbird Way, which
functions as part of the District's wetland reclamation project. Approximately 86 acres of the
District's property is a marsh system that provides secondary sewage treatment and is used for
wildlife viewing; there is no public access to the area.
The East Bay Regional Park District recently acquired the two upland parcels adjacent to the
wetlands. Purchase of the two parcels between the wetlands and Waterbird Way was funded by a
legal settlement related to an accidental oil spill by Shell Oil Company in the mid-1980s. The two
East Bay Regional Park District parcels consist of upland habitat area for the marsh. The marsh and
upland properties are managed jointly by the Shell Marsh Management Advisory Committee,
composed of representatives from East Bay Regional Park District, California Department of Fish and
Game, Mountain View Sanitary District, and Contra Costa Mosquito Abatement District.
The upland parcels formerly were used for cattle grazing.They are currently being managed as habitat
for various species of concern, including the salt marsh harvest mouse, an endangered species. The
upland parcels are not linked to any other properties by trails; the Management Advisory Committee
1 is planning for the eventual installation of interpretive facilities on the site (Stone, 1994).
1 94237tos.lnd-2/13/95 4.1-5
LAND USES ALONG WATERBIRD Fi ure,4.1-3
WAY-NORTH SEGMENT
- Waterfront Road - --
2.
East Bay '
Regional
Park District 2 Acme .o
Lands North
Parcel
Shell
Acme
Marsh East
Parcel
Contra Costa
Recovery and
Transfer Station IT
Vine Hill
•»•••• Ponds
Arthur Road
■
i .
■ M
Vine • •
Hill ■
• • Martinez
NeighborhoodGun
■ i
■ Club
1
M
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CCWD v°
Tanks ,
■
V
• �w
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Acme South Parcel
Borrow C IT Baker
■
Area Ponds
»
s I
• I
■
Open Space � •
Z
(hillside) Henry's
Wood
t-6e Farm
i •�
■
•
Man-made I'
pond �
• �—ter,
0 1000 Feet
BASELINE
94237-00.03 2n195 CUM-File May 19941942371
4.1-6
i4.1 LAND USE
Acme Landfill
The Acme Fill Corporation owns several properties in the northern portion of the study area,
' consisting of a total of approximately 520 acres. The main Acme property borders Waterfront Road
and the eastern edge of Waterbird Way and contains the North Waste Parcel (125 acres) and East
Waste Parcel (97 acres) (Figure 4.1-3). Closure of the properties is imminent. Closure and Post-
closure Maintenance Plans have been refiled with the appropriate State agencies, and will be subject
to CEQA review under the appropriate lead agencies.
' The .North Parcel was classified as a Class U-1 landfill and it accepted municipal,
construction/demolition,and industrial wastes, sewage sludge, and limited hazardous waste. The East
Parcel was approved for use in 1984 as a Class III landfill. The East Parcel has a limited amount
of remaining capacity and has only been receiving minor amounts of waste. Since 1989 an interim
transfer station has operated in the southern portion of the East Parcel. Its pad is proposed to be used
for wood chipping after the interim station is closed.
An Acme-owned parcel is also located at the terminus of the existing Waterbird Way, separated from
the East Parcel by the IT Vine Hill ponds (Figure 4.1-3); this Acme parcel contains an old borrow
1 pit used to provide topsoil for the main landfill. The borrow area is currently being developed as the
Contra Costa Recovery and Transfer Station (see description below).
The existing paved Waterbird Way ends near an intersection where Arthur Road, the access road for
the Contra Costa Recovery and Transfer Station and the access road for the Martinez Gun Club come
together (Figure 4.1-4). A dirt road continues farther south along the proposed east alignment of the
Waterbird Way extension.
The Acme South Parcel is located south of the Martinez Gun Club (Figure 4.1-3). The South Parcel
' (22 acres) was approved for use in 1981 as a Class III landfill. A Class III landfill is permitted to
accept nonhazardous solid waste. The South Parcel stopped receiving waste about seven years ago.
Acme also owns the properties south of the Contra Costa Water District (CCWD) tanks (Figure 4.4-
1). The properties total approximately 135 acres and include the hillside on the southeast side of the
Vine Hill neighborhood and the excavated lands just north and south of Pacheco Creek. The land
northwest of Pacheco Creek was used as a "borrow area," with soil transferred to the other Acme
parcels to be used as landfill cover. A large man(nade pond filled with water is located on this
parcel. Another borrow pit is located on the Acme parcel between Pacheco Creek and the AT&SF
railroad tracks. This low-lying depression is filled with freshwater marsh vegetation.
Contra Costa Recovery and Transfer Station
tThe Contra Costa Recovery and Transfer Station is a permanent waste recovery and transfer station
that provides waste stream transfer and limited recycling. The transfer station is leased and operated
by BFI, but is still owned by the Acme Fill Corporation. The transfer station is being constructed
94237tos.1nd-2/13/95 4.1-7
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4.1 LAND USE
in stages. Stage I, now in operation, consists of a 200-foot by 300-foot transfer building, with vehicle
scales and associated roadways (Figure 4.1-4). The new facility replaces the existing interim facility
' located on the Acme East Parcel approximately one-half mile north of the permanent facility site.
The transfer station is available to self-haulers(general public and commercial charge customers)and
1 franchise haulers in the same manner as the interim transfer facility. The facility receives solid waste,
which is then loaded onto larger transfer vehicles and removed to an off-site permanent disposal site.
Franchise haulers bring solid waste to the transfer facility using mechanically unloaded vehicles
' (packer and drop box collection trucks). Self-haulers bring solid waste to the transfer facility
typically using pickup trucks, small trailers, and autos.
The Stage I facility will be expanded to increase recycling capabilities and expand services. The
"Final Buildout" plans include an expansion of the main station structure to the east (Figure 4.1-5).
A new building is also planned adjacent to the existing sound wall along the eastern edge of the
property, where the existing access road is located. Construction of the eastern Waterbird Way
alignment (Alternative 1) would preclude construction of this new building.
IT Ponds
The IT property includes the Vine Hill ponds located east of Waterbird Way and north of the
Martinez Gun Club, and the Baker ponds located to the east, across Pacheco Creek (Figure 4.1-6).
Between 1957 and 1987, these ponds were operated as a Class I hazardous waste treatment, storage,
and disposal facility. The ponds contain hazardous waste and are in the process of being closed.
Individual ponds are being drained and allowed to dry, while other ponds are undergoing extensive
testing and monitoring.
Access to the Vine Hill ponds is provided by the existing Waterbird Way. The Baker ponds are
accessed by a dirt road extending from Imhoff Drive to the south, through properties owned by the
County and Central Contra Costa Sanitary District (CCCSD), and through an at-grade crossing of the
railroad tracks.
IT Corporation (1993) has submitted Draft Closure and Post-closure Plans to the California
Department of Toxic Substances Control (DTSC). At the time of this writing (early 1995) an
environmental impact report analyzing the draft closure plans is being prepared, and is expected to
be completed in the spring of 1995. The Closure Plan EIR will evaluate whether the contaminated
materials in individual ponds can be moved and disposed of off-site, or whether the ponds will be
required to be closed by applying a cover. Resolution of the issue will help to determine whether
structures (such as bridge pilings for the possible extension of Waterbird Way) can be sunk into the
ponds. This issue is discussed in more detail in Section 4.6, Public Health and Safety, of this EIR.
94237tos.lnd-2/13/95 4.1-9
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LAND USES ALONG WATERBtIRD Figure 4.1-6
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MSELIN
' 94237-00.03 2095 CAM-File May 1994/942371 4.1-11
4.1 LAND USE '
Vine Hill Neighborhood
Southwest of the Acme Landfill, immediately east of I-680, is a residential neighborhood(Figure 4.1-
3). The neighborhood is a part of the larger unincorporated community of Vine Hill located on either '
side of 1-680.,The neighborhood east of the freeway is accessed by Arthur Road off Pacheco
Boulevard. The Vine Hill neighborhood consists of approximately 350 single family homes, many
of which are older one-story structures. Two-story homes and ranchettes have recently been
constructed on hillsides on the eastern edge of the neighborhood.
Other land uses in the Vine Hill neighborhood include a few small business, a church, and the offices ,
of the Mountain View Sanitary District. In the northern portion of the neighborhood, Arthur Road
splits into two directions, with one unimproved road continuing north and passing under I-680. Old
stables and light industrial buildings are located along this portion of the road. The other end of
Arthur Road turns to the east and continues to the Acme Landfill. Arthur Road was historically the
main truck route for the landfill, until a gate was installed and truck access was limited to Waterbird
Way. The gateway is frequently vandalized and left open, so that access to the Acme Landfill area
by auto is often possible through the Vine Hill neighborhood.
Martinez Gun Club ,
The Martinez Gun Club is located at the terminus of Waterbird Way, immediately east of the Contra
Costa Recovery and Transfer Station site (Figure 4.1-3). The club consists of 30.5 acres and includes ,
a clubhouse building, a caretaker's residence, several small house trailers, a large garage or storage
building, and several skeet shooting pits with metal awnings. The facility is used frequently by club
members for skeet shooting; clay pigeons are launched eastward toward the Walnut Creek Flood
Control Channel. Several times each year large crowds arrive for major skeet shooting competitions.
Representatives of the club have indicated that there are no plans to upgrade or expand the facility
in the near future.
Although, the Martinez Gun Club is located immediately east of the Acme Transfer Station, it is
protected by a newly constructed sound wall along the property line. The club facilities are ,
approximately fifteen feet lower in elevation than the adjacent property.
Henry's Wood Farin
Henry's Wood Farm is located on 3.5 acres along Pacheco Creek immediately south of the Acme
South Parcel Waste Unit (Figure 4.1-3). The small enterprise manufactures wood chips and fire wood
from trees and stumps. The site is accessed through the Vine Hill neighborhood from a long gravel '
driveway that is an extension of Central Avenue.
Contra Costa Water District ,
The water district owns the 6.0-acre hill south of the Contra Costa Recovery and Transfer Station
(Figure 4.1-3). A paved road, an extension of the dirt road traversing the western edge of the transfer
station, leads to the top of the hill where CCWD has constructed two water storage tanks.
94237tos.lnd-2/13/95 4.1-12
4.1 LAND USE
Uses along the Southern Segment of Waterbird Way (Alternative 1)
South of Pacheco Creek and the AT&SF railroad tracks, some of the land is devoted to single family
residences; most of the remaining lands are owned by the CCCSD and Contra Costa County. The
following uses occur on these properties.
Blum Road Neighborhood
The Blum Road neighborhood is located.immediately east of I-680, accessed by Blum Road off
' Pacheco Boulevard (Figure 4.1-6). The neighborhood consists of approximately 135 single family
homes, many of which are older one-story structures. Single-family homes dominate along Blum
Road and the small cross-streets branching off Blum Road. At the end of Blum Road,just south of
' the AT&SF tracks, is a parcel used for recreation vehicle storage and a second property that contains
a corral and barn structure used for livestock. There is a cemetery at the intersection of Blum Road
with Imhoff Drive.
Several light industrial businesses and small offices are located along the portion of Blum Road
between Pacheco Boulevard and the I-680 underpass. The California Highway Patrol has a regional
office along Blurn Road just west of the I-680 underpass.
fThe northernonion of the e B1 um Road neighborhood is somewhat isolated from the wet weather
' holding basins operated by the Central Contra Costa Sanitary District (CCCSD) and located on the
other side of a hillside approximately 80 feet in elevation (Figure 4.1-6). The hill, the former Lagiss
property, was recently acquired by the sanitary district as a buffer to separate the CCCSD facilities
from the neighborhood. The district also owns the level property south of the Lagiss parcel. The
southern portion of the Blum Road neighborhood is less isolated topographically from the CCCSD
and Contra Costa County facilities along Imhoff Drive.
Central Contra Costa Sanitary District
The CCCSD facilities are bifurcated by Imhoff Drive. The district provides wastewater treatment and
disposal services for most of central Contra Costa County. Immediately south of the AT&SF tracks
along Pacheco Creek, the district maintains wet weather- storage basins, which are used to hold
partially treated sewage during the occasional periods of intensive rains (Holding Basins B and C on
Figure 4.1-7). These large basins are used to store very diluted sewage that has received primary
treatment or chlorination. Storage of this sewage can last for several days, depending on the extent
of wet weather conditions and can result in odors.
' An existing gravel road is located along the edge of the storage basins, linking Imhoff Drive with the
AT&SF tracks. The road is not gated near Imhoff Drive; it is used as an access road for the IT
' properties north of the railroad tracks, for the CCCSD facilities, and for trucks delivering or picking
up supplies at Contra Costa Top Soil. There is an at-grade crossing of the AT&SF tracks and then
the gravel road terminates at a locked gate to the IT ponds.
' 94237tos.ind-2/13/95 4.1-13
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4.1 LAND USE
iIn the late 1980s CCCSD purchased the hillside parcel to the west of the holding ponds, the Lagiss
property, to prevent future development of the parcel and to provide a buffer zone between the
holding ponds and the Blum Road residential area. This parcel is currently undeveloped and the
district has no plans to develop it (Leavitt, 1994).
' The district's recycled water facilities are located to the south, along Imhoff Drive, and include a filter
plant clearwell on the hill east of the gravel access road, pipelines, and the main wastewater storage
ponds (Holding Basin A on Figure 4.1-7). The filter plant clearwell provides additional filtration to
secondary effluent and produces recycled water. A truck facility allows tanker trucks to be filled with
recycled water and transported off the site. The district's treatment plant is located south of Imhoff
Drive. The treatment plant uses some hazardous materials, including chlorine as a disinfectant and
' sulfur dioxide for dechlorination.
The existing recycled water facilities have capacity to serve increased demand. No expansion or
' significant modification is planned for the CCCSD facilities located north of Imhoff Drive,except that
an increase in recycled water demand may require installation of additional pipelines. Even though
the northern holding ponds are used infrequently, the district intends to reserve them for this use.
' Overall flows into the CCCSD collection system are expected to increase over time due to additional
development within the CCCSD service area and increased deterioration of its sewage collection
pipeline system (allowing more water infiltration during wet weather). For these reasons, the holding
ponds are expected to be used more often (Leavitt, 1994).
Contra Costa Topsoil
Contra Costa Topsoil, a landscape materials supply business, is located on lands owned by CCCSD
and Contra Costa County along the west side of the existing gravel access road (Figure 4.1-7).
Contra Costa Topsoil has been operating on this site for twenty years, preparing, stocking, and
commercializing top soil for the local market. Most of the operation is on the northern CCCSD
property; the company uses a portion of the southern County property only to store materials. The
company has a month-to-month lease with the County and a long-term lease with CCCSD. There are
' no plans to expand its operation (Deardsley, 1994).
Contra Costa County
' Contra Costa County owns two parcels of land totaling 11.4 acres along the gravel access road south
of the CCCSD property and along Imhoff Drive (Figure 4.1-7). The County corporation yard located
on the property includes the maintenance administrative office, a fueling station, and facilities for
storing flood control and road maintenance equipment and County vehicles (Figures 4.1-7 and 4.1-8).
' There are no plans to expand the County corporation yard. However, the County has recently
constructed a 35,000-square foot General Services Center on the meadow portion of the County
property (Figure 4.1-8). The building will house fleet and building maintenance functions, as well
as offices of the County Agriculture Weights and Measurements division.
' 94237tos.1nd-2/13/95 4.1-15
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4.1 LAND USE
Contra Costa County has adopted a master plan for"ultimate buildout" of the County corporation yard
properties along Imhoff Drive and the Waterbird Way alignment. The plans include construction of
a warehouse building, a 24,000-square foot Administration Building for the County Agriculture and
General Services departments, and a 6,000-square foot testing laboratory (Figure 4.1-9). Future uses
have not been specified for the remaining undeveloped portions of the County property along Imhoff
Drive.
' A third parcel of County-owned land is located south of Imhoff Drive along Imhoff Place. A
building on the property houses the Contra Costa County Animal Control Center. Preliminary plans
have been discussed to relocate the Animal Control Center to one of the undeveloped areas of the
County corporation yard north of Imhoff Drive, especially if Caltrans implements long-range plans
to expand the SR 4/I-680 interchange.
' Uses along Arnold Industrial Way and Bates Avenue
Arnold Industrial Way
' Light industrial and business park uses dominate along Arnold Industrial Way frorn Port Chicago
Highway to Solano Way. These uses include nurnerous office buildings, warehouses, and light
industrial facilities. Uses along Arnold Industrial Way also include the facilities of the County
Connection, a bus company serving central Contra Costa County, the Contra Costa County Housing
Authority offices, and the Memory Gardens Cemetery. Approximately two-thirds of the industrial
frontage along Arnold Industrial Way is within unincorporated Contra Costa County; the eastern
portion of the roadway is within the city limits of Concord.
Bates Avenue
The Bates Avenue industrial area consists of office buildings, warehouses, light industries, and some
retail uses such as auto parts stores, supply stores, propane and liquid petroleum outlets and a
recreational vehicle sales facility. Two of the largest employers in the area include the Contra Costa
' Times, which operates a printing plant north of Bates Avenue, and Costco/Price Club, a discount
retail warehouse, located south of Bates Avenue. All of the properties located south of Bates Avenue
are included within the Concord City limits, while the properties to the north of the industrial
roadway are unincorporated.
Mallard Reservoir
' Mallard Reservoir, operated by CCWD, and its associated water treatment plant (Ralph Bollman
Water Treatment Plant) are major components of the system providing drinking water to the central
County residents. The reservoir has a capacity of approximately 3,100 acre feet. CCWD is currently
' constructing a large reservoir, Los Vaqueros, south of Brentwood. Even after this new reservoir is
constructed, Mallard Reservoir and associated facilities will remain in operation since the reservoir
provides important water storage for the Bollman treatment plant (Pisilla, 1994).
94237tos.1n1-2/13/95 4.1-17
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4.1 LAND USE
The lands along the borders of the reservoir, where the collector streets proposed in the County
General Plan are located, are often wet due to proximity to the unlined reservoir. During extreme
drought conditions, CCWD pumps water from wells located in this area of high groundwater table
to supplement the drinking water supply.
The five-year CCWD Master Plan is currently being updated. New pipelines may be constructed in
the Mallard Reservoir area, and new ozone treatment processing facilities would be added to the
' plant; this will not increase the existing capacity of the plant. There are also plans to upgrade the
treatment plant to make it seismically safe (Gardner, 1994).
Uses along Evora Road (Alternative 2)
Evora Road extends from Bay Point (West Pittsburg), over Willow Pass, to a point just west of the
Willow Pass Road interchange with SR 4 (at the Concord Naval Weapons Station property line).
' Uses near the western end of the existing Evora Road include single-family residences,light industrial
facilities, open grassy fields, and a gun club (Figure 4.1-10).
' Existing uses along the proposed Evora Road extension consist of numerous buildings and facilities
within the U.S. Naval Weapons Station. The U.S. Naval Weapons Station is a major supply depot
that stores and handles weapons for the military. The base employs approximately 865 civilian
' workers and 306 sailors, although 131 of the civilian employees will be laid off in November 1994
(S.F. Chronicle, 1994). The Naval Weapons Station is partially within the Concord city limits.
The planned extension of Evora Road would traverse the portion of the military base just north of
SR 4. The roadway would be constructed near the base of the steep embankment that supports the
freeway. The nearest military buildings are located approximately 200 feet from the proposed road
' (Figure 4.1-10). The Evora Road extension would cross the main CCWD Canal, an earthen and
concrete open canal that delivers raw water frorn the Delta to some central County users. The
proposed road would cross the Canal, where it is already undergrounded, as it passes underneath SR
4. The proposed roadway would also cross First Street (already undergrounded) as it passes under
SR 4. Two new bridges would be constructed over Kinne Boulevard and Mount Diablo Creek
' (Figure 4.1-10).
West of Mount Diablo Creek,the proposed extension of Evora Road would cross the southern portion
' of the Diablo Creek Golf Course, which is operated by the City of Concord on two parcels, one
owned by the City and one leased from the U.S. Navy (Figure 4.1-10). At least one hole of the.golf
course near the intersection of Evora Road/Arnold Industrial Way and Port Chicago Highway would
need to be relocated to make room for the road.
On the eastern edge of the stud area, the small community of Clyde is located north of the Diablo
g Y Y Y
Creek Golf Course, east of Port Chicago Highway. Clyde is an unincorporated town
containingapproximately 160 homes and 400 people. The hillsides east of Clyde and south of the
94237tos.lnd-2/13/95 4.1-19
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' 4.1 LAND USE
' CCWD are undeveloped open space, though numerous oil and gas wells are located in the nearby
hills.
ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES
The CEQA Guidelines indicate that a project will normally have significant adverse land use-related
impacts if it: 1) conflicts with adopted land use policies of the community where it is located; 2)
converts prime agricultural land to nonagricultural use; 3) impairs the agricultural productivity of
prime agricultural land; 4) induces substantial growth or concentration of population; or 5) conflicts
with established recreational, educational, religious, or scientific uses of an area.
For the purposes of this EIR, potential land use conflicts not related to agriculture are also considered
significant adverse impacts. The following discussion identifies land use impacts related to access
to properties or use; noise; odors; public health and safety; and other land use incompatibilities or
' conflicts. A complete discussion of some of these issues, such as noise, odors, and public health and
safety, can be found in the relevant sections of this EIR.
' Impact 4.1-1 (Alt.t, Alt.2, A10)
During construction of improvements, land use conflicts such as generation of noise and air
pollutants (including dust) from the operation of heavy equipment could occur on a short-term
' basis.
As proposed roadway extensions and other improvements are conducted, increases in human activity,
1 traffic, noise, and dust emissions on adjacent lands could be visually offensive and disturbing to
nearby residents and workers. Road construction would require land clearing, site preparation,
earthmoving, grading, handling of materials, asphalt paving, and operating gasoline and diesel
powered construction equipment. These disturbances and nuisances would occur on a short-term basis
during construction of the Waterbird Way or Evora Road extension or improvements to the existing
Solano Way (such as widening the roadway).
During construction of Waterbird Way extension, users of nearby properties, such as the Martinez
Gun Club, the Contra Costa Recovery and Transfer Station, and Henry's Wood Farm may be
inconvenienced by construction truck traffic, traffic diversion, noise, and dust emission. During
construction of the Evora Road extension, traffic flow may be impacted on Port Chicago Highway
and the western terminus of Evora Road, and within the Diablo Creek Golf Course and the Concord
' Naval Weapons Station. During improvements of Solano Way, employees of the Tosco Avon
refinery and nearby facilities would experience delays as traffic flow along the roadway would
probably be constrained to one lane. This disturbance would occur during normal daytime working
hours pursuant to standard construction schedule. Therefore, due to the size and the short-term nature
of the project, these disturbances and nuisances would not constitute a significant impact of the
Proposed Project.
94237tos.lnd-2/13/95 4.1-21
I
4.1 LAND USE ,
Mitigation Measure 4.1-1 (Alt. 1, Alt. 2, Alt. 3)
A Construction Activity Plan shall be prepared for any of the roadway improvement projects
that are approved and implemented. The Plan should identify the planned dates of construction '
and propose specific measures to ensure that access is maintained for adjacent property owners
during construction. Also refer to Mitigation Measures 4.10-3 and 4.11-3 in Sections 4.10(Air
Quality) and 4.11 (Noise). '
Impact 4.1-2 (Proposed Project, Alt.l, Alt.2, Alt.3)
Adoption.of the General Plan Amendments to delete planned collector streets associated with
Solano Way could impact future industrial growth planned in the Bates Avenue/Arnold
Industrial Way area by limiting access and/or constraining circulation.
The Proposed Project and the alternatives include a number of General Plan Amendments that would
remove three planned industrial collector streets from the Roadway Network Plan in the vicinity of
Bates Avenue. These roads have not been constructed yet. The collector streets that could be
removed include: 1) an east-west street north of Mallard Reservoir;2) a north-south collector parallel
to and east of Solano Way connecting the planned east-west collector to Arnold Industrial Way; and ,
3) a short extension of the existing Bates Avenue to the new north-south collector (Figures 3-3 and
A significant amount of additional light industrial and business park development in the Bates Avenue '
and Arnold Industrial Way area could be constructed on vacant or underused land, under both the
Contra Costa County and City of Concord General Plans (Figure 4.1-11). The County General Plan '
designates a vacant area of approximately 90 acres for Light Industry south of the planned extension
of Bates Avenue, but designates the land north of the planned extension (approximately 75 acres of
land owned by Tosco) for less intensive Heavy Industrial uses. Approximately 60 acres of vacant '
Tosco property in this area is currently used as playing fields. The County General Plan also
designates approximately 15 acres south of the existing Tosco oil tanks and northeast of the Solano
Way/Arnold Industrial Way intersection as Heavy Industrial. In contrast,the City of Concord General
Plan designates the approximately 75 acres of Tosco land north of the planned Bates Avenue
extension, as well as the Tosco property south of the oil tanks, for Light IndustryBusiness Park uses
(Figure 4.1-11).
Some of the Tosco lands located north of Mallard Reservoir have been identified as wetlands.
According to biological surveys prepared for a 32-acre study area by a consultant employed by Tosco, '
approximately 10 acres. of land northeast of the reservoir are jurisdictional wetlands (LSA, 1993).
The area of jurisdictional wetlands is located immediately west of the Clyde community (Figure 4.1-
11). The planned east-west collector road north of Mallard Reservoir that is designated on the County
General Plan goes through this identified wetland area. The County General Plan designates some
of the 10 acres of wetlands as Heavy Industry. All of the wetland areas are zoned for Heavy
Industry. As a condition of approval of the Tosco Clean Fuels Program, the company is required to
94237tos.lnd-2/13/95 4.1-22 '
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INDUSTRIAL DEVELOPMENT ALLOWED Figure 4.1-11
UNDER CONTRA COSTA COUNTY AND
CONCORD GENERAL PLANS
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Nate: Base map is the Contra Costa County General Play Land Use map. BASELINE
4.1-23
4.1 LAND USE '
submit a General Plan Amendment or a Rezoning application to resolve inconsistencies between the
General Plan, zoning, and identified wetland areas on Tosco lands northeast of Mallard Reservoir.
Representatives of Tosco have indicated that there are no plans to develop the vacant lands owned
by the company north of Mallard Reservoir, although the company reserves the right to develop the
lands along the planned Bates Avenue extension in the future (Bruno, 1994). The developable lands '
could also be sold to another party in the future and developed under the provisions of the County
or City of Concord General Plans. If intensive Light Industrial or Business Park development were
approved by the County or the City, an additional 2.3 to 4.7 million square feet of development could ,
ultimately be built on the approximately 180 acres of Tosco land north and south of the Bates Avenue
extension, based on maximum allowed densities in the County and Concord General Plans.' This
amount of business park growth is not anticipated by the year 2010. However, ultimate buildout of ,
all the vacant lands sometime after 2010 could accommodate 4,700 to 9,400 new employees and
could generate added traffic of approximately 1,900 to 3,800 peak hour trips.' This amount of added
traffic in the area would necessitate construction of additional collector roads connecting with Solano
Way and Arnold Industrial Way, according to the transportation analysis included in section 4.9 of
this EIR.
While potential development of the Tosco lands near Bates Avenue could generate 4,700 to 9,400 '
jobs (assuming an industrial employment density of two workers per 1,000 square feet of space, or
26 to 52 jobs per acre depending on the floor area ratio of the buildings), this amount of industrial '
park growth is not anticipated prior to the year 2010. The growth projections adopted by the Contra
.Costa Transportation Authority (CCTA) and used to perform the transportation analysis in this EIR,
assume that a total of 1,081 additional industrial jobs would be created by the year 2010 in the entire '
Bates Avenue/Arnold Industrial Way area (CCTA, 1994). Further refinement of the land use
projections was prepared for this EIR. Based on recommendations from Contra Costa County and
City of Concord staff, the employment growth shown on Table 4.4-1 was estimated for the three '
traffic zones in the Bates Avenue industrial area.
Based on the wide discrepancy between the adopted CCTA employment growth projections and the
potential buildout development calculations, the County and the City of Concord may wish to increase
the official growth projections for a portion of the area. Alternatively, if some of the vacant buffer
lands owned by Tosco were never anticipated to be developed, the General Plan designation for some
of the property could be changed to reflect this.
'The Concord General Plan allows a floor area ratio (FAR) of up to 0.6 for warehouse uses in the Business Park '
designation, which would equal approximately 26,100 square feet of development for every acre, assuming a one-story
building. The Concord General Plan limits nonwarehouse uses in Business Parks to a FAR of 0.3, which is equal to ,
approximately 13,000 square feet of industrial space per acre, assuming one-story construction. The County General Plan
allows a slightly higher FAR (0.67) for all uses designated for Light and Heavy Industry.
2Averaging two employees per 1,000 square feet of space for light industrial park uses, the ITE Trip Generation studies ,
(5th Edition) indicate an average peak hour trip generation rate per 1,000 square feet of approximately 0.7 to 0.9 trip ends.
94237tos.lnd-2/13/95 4.1-24 ,
4.1 LAND USE
TABLE 4.1-1
' EMPLOYMENT GROWTH PROJECTIONS FOR
BATES AVENUE/ARNOLD INDUSTRIAL WAY
(1990-2010)
' Pro'ected Growth'::
(1990 2010) . .
rTraffic Zone Area Lidustrial Jobs i' Retail Jobs
North of Bates Avenue and Bates Avenue extension' 425 --
' South of Bates Avenue, west of EBMUD Aqueduct'- 361 197
South of Bates Avenue, east of EBMUD Aqueduct' 100 200
TOTAL 886 397
Source: BASELINE; allocation based on Contra Costa Transportation Authority totals for the area, with slight
modifications.
' ' Includes approximately 75 acres of vacant Tosco land.
2 Includes approximately 90 acres of vacant Tosco land in Tract 7 (including 60 acres of ball fields) plus
approximately 15 acres in Tract 6.
3 Includes vacant non-Tosco lands.
Mitigation Measure 4.1-2 (Proposed Project, Alt. 1, Alt. 2. Alt. 3)
(a) The proposed Bates Avenue extension and the associated north-south collector that are
now included on the County General Plan Roadway Network Plan and the Concord General
Plan Transportation/Circulation Element should not be deleted from the maps since the two
' collectors would be needed to serve potential industrial development of the undeveloped Tosco
lands.
(b) The proposed east-west collector north of Mallard Reservoir should be deleted from the
General Plan diagrams since it is not deeded to serve future industrial growth north of Mallard
Reservoir, including the wetlands area that has been identified. The County General Plan
Land Use Element should also be amended to redesignate any identified jurisdicational
wetlands from Heavy Industry to Open Space. The affected areas should be rezoned from
Heavy Industrial to General Agriculture or or another appropriate district to be consistent
withthe General Plan designations.
1 94237tos.lnd-2/13/95 4.1-25
1
4.1 LAND USE '
Impact 4.1-3 (Proposed Project) ,
Construction of a new gate, or relocation of the existing gate on Waterfront Road from the U.S.
Naval Weapons property line, westward to a point near the Solano Way intersection, could '
exacerbate litter, loitering, and vandalism problems along the closed portion of Waterfront
Road and could affect public access to the Suisun Bay shoreline.
As already noted, starting in February 1995, Waterfront Road has been closed to public through ,
traffic at a point at the western property line of the U.S. Naval Weapons Station, near Hastings
Slough (Figure 4.1-12). If Solano Way were to be closed to through traffic, a new gate could be
constructed on Waterfront Road, near Solano Way. Alternatively, the existing U.S. Navy gate could
be relocated to the west, closer to the intersection. The new gate location would probably be located
on Waterfront Road near an off-road gate maintained by Tosco, approximately 1,500 feet east of the ,
intersection (Figure 4.1-12).
The applicant, Tosco Refining Company, has not proposed any detailed plans for the location and '
operation of the two Tosco-maintained gates that would be located at either end of Solano Way if the
roadway were to be vacated. Presumably, the applicant would maintain and operate a gate on Solano
Way, immediately south of Waterfront Road, while the U.S. Navy would continue to operate a gate '
on Waterfront Road. The applicant has indicated that the gates would be manned 24 hours per day,
seven days per week.
Construction of a new gate or relocation of the existing U.S. Navy gate to the west, would result in
the closure of approximately one mile of Waterfront Road to public traffic, in addition to the portion
of the road that was closed to through traffic due to the original U.S. Navy closure in February 1995.
Closure of this roadway segment would mean that the County would continue to have responsibility
for maintaining the road. Closing the road to all public traffic, while allowing the U.S. Navy to
access its facilities, would create the equivalent of a long County-maintained driveway to the Naval
Weapons Station.
Relocating the Waterfront Road gate to the west could impact public access to the marshlands and ,
waterfront along Suisun Bay. The State of California has acquired much of the marshland property
north of Waterfront Road. Currently, there is no formal public access to the marshland, although
individual bird watchers, naturalists, and, occasionally, buses of school children, do venture into the
property from Waterfront Road. Neither the State Department of Fish and Game nor other interested
public agencies such as East Bay Regional Park District, currently have plans to develop a
staging/parking area or trails in the area in the near future (Cutler, 1995). '
Moving the gate west along Waterfront Road could also create an attractive nuisance to persons using
the dead end roadway as an illegal dumping site. County staff is concerned that the existing situation,
with the U.S. Navy gates located near Hastings Slough, will result in added law enforcement
problems associated with littering, vandalism, and loitering. Prior to the construction of the U.S.
Navy gate, these problems already occurred along Waterfront Road. The 1988 environmental impact ,
report that analyzed the closure and vacation of Waterfront Road noted that "there is no mitigation
94237tos.lnd-2/13/95 4.1-26 ,
1ED Figure 4.1-12
EXISTING AND PROPOS
GATE LOCATIONS
Suisun Bay
Proposed
New Gates Existing U.S.
Navy Gate
'waterfront Road
mon,T
tca&'sit"Fe
Mallard Reservoir j
Proposed `
Imhoff Drive New Gates j Batu en
Av Ue A+
00
0
f
Axmald Iadustriat Wa
/SR4
Legend
—- Tosco,Property Line
Major Open Space Areas
(designated on County
General Plan)
0 3000 Feet
MELIN
94237-00.03 V3/95 4.1-27
4.1 LAND USE ,
to offset the increased litter problem anticipated with the road closure because the County does not
have the funds available to provide litter control." (Mills Associates, 1988)
If a second, new gate were constructed approximately 1,500 feet east of the Solano Way intersection,
some of the litter problem could be decreased, since private cars would not be able to pass through
the gate and dump garbage along Waterfront Road. However,some law enforcement problems would '
remain, as dumping could occur along the 1,500 feet of roadway between the Solano Way intersection
and the planned gate location. In addition, individuals could walk around the gate and continue to
litter, vandalize property, or trespass.
Mitigation Measure 4.1-3 (Proposed Project)
The County could require as a condition of approval of the Solano Way vacation, that the '
applicant fund the cost of patrolling Waterfront Road between Solano Way and the new gate,
located 1,500 feet east of the Solano Way intersection, and removing garbage and litter on a
regular basis. To address the issue of public access to a future parking lot or staging area, ,
the County could require that the new gate operation on Waterfront Road be coordinated with
any fixture plans by State or regional park agencies to open the Suisun Bay marshlands for
structured public use. The new gate on Waterfront Road could take the form of physical traffic ,
controls (such as one-lane "choker" or speed bumps) that would still allow members of the
public to access the marshlands and fixture staging area, but would discourage private autos
from passing through the gate. Also see Impact and Mitigation Measures 4.2-3 and 4.2-4, '
which address limited public access to the marshlands and the potential deletion of this portion
of Waterfront Road from the County General Plan.
Impact 4.1-4 (Proposed Project)
Closure of Solano Way to public through-traffic could inconvenience or disturb users of I
facilities located along Solano Way due to the gating of the roadway.
The vast majority of the workers along Solano Way are employed by the Tosco Avon refinery, so
no major disruption is anticipated by the installation of a gate at either end of Solano Way that would
limit access. Employees of other companies should also be provided unrestricted access through the
gates to maintain facilities along Solano Way, such as the Santa Fe Pacific Pipelines transfer/storage
facility,the Texaco Avon facility, the Foster-Wheeler cogeneration facility, the PG&E substation, the
Chevron USA Avon Terminal facility, and the Air Products hydrogen plant.
At least two uses affiliated with the refinery, the Tosco Credit Union and the ball fields, attract
members of the public who could be inconvenienced by the restricted access. The Credit Union is
located at the corner of Monsanto Way, next to the PG&E substation, and serves Tosco employees, '
retirees, and their families. The Credit Union occupies a Tosco office rent-free and serves
approximately 75 customers during an average work day. About one-half of the daily customers are
Tosco employees who use the Credit Union between shifts or during their lunch hour. If the Credit
94237tos.lnd-2/13/95 4.1-28
' 4.1 LAND USE
' Union lost their rent-free office location, it could be forced to revise the loan rates and services it
offers to its customers (Cole, 1994).
The Tosco. ball fields are located near the northeast quadrant of the Solano Way/Arnold Industrial
Way intersection. Access to the ball fields is currently through driveways off Arnold Industrial Way
and Laura Alice Way. If access to Solano Way were restricted, some users of the Tosco Credit
Union and the public ball fields could be discouraged from using the two facilities.
' Mitigation Measure 4.1-4 (Proposed Project)
(a) The design and operation of the gates on either end of Solano Way should allow for
unimpeded access for workers/users associated with the other industrial facilities and for
' customers of the Tosco Credit Union.
Alternatively, the Tosco Credit Union could be moved to a location outside the southern gate,
such as in a leased office building along Arnold Industrial Way.
(b) The design and operation of the southern gate should allow for unrestricted access for
members of the public who wish to use the Tosco ball fields. For example, the location of the
southern gate should be north of all driveways and parking areas that provide access and
parking for the ball fields.
' Impact 4.1-5 (Proposed Project)
Closure of Solano Way to public through-traffic will limit some of the access to the two
businesses located on Waterfront Road, via the most direct route. Access to the two businesses
would continue to be available via 1-680 and Waterfront Road. This is identified as an
' insignificant impact.
If closure of Solano Way were implemented, the two businesses located on Waterfront Road,
' Martinez Auto Dismantlers and Tidewater Sand and Gravel, would have to be accessed via I-680 and
the west end of Waterfront Road. Trucks delivering or picking up wrecked autos or auto parts and
sand and gravel supplies may be precluded from using the most direct route to reach the two
' businesses. For example, all customers from eastern Contra Costa County and from parts of Concord
would be forced to take an indirect route to the two businesses, using I-680 and turning back east
along Waterfront Road to reach the businesses. A third business on Waterfront Road, the Exxon
Terminal, should not be significantly impacted since the terminal is located within one-quarter mile
of the I-680/Waterfront Road interchange.
Closure of Solano Way would also eliminate an alternative route that could be used by transfer vans
and self-haulers bound for the Contra Costa Recovery and Transfer Station.
' 94237tos.ind-2/13/95 4.1-29
4.1 LAND USE '
Mitigation Measure 4.1-5 (Proposed Project) '
There is no feasible mitigation for this insignificant environmental impact.
Impact 4.1-6 (Arc. i)
Construction of the Waterbird Way extension will preclude construction of the Vehicle
Maintenance Building, identified in the Ultimate Buildout plans of the Contra Costa Recovery
and Transfer Station.
The Ultimate Buildout plans for the transfer station call for construction of a Vehicle Maintenance '
Building adjacent to the existing sound wall near the Martinez Gun Club property line(Figure 4.1-5).
Construction of the Waterbird Way extension would go through the building site, necessitating '
relocation of the planned structure.
Mitigation Measure 4.1-6 (Alt. 1)
The Ultimate Buildout plans (County Land Use Permit 2122-86, Final Development and
Improvement Plans)for the transfer station should be amended to propose another location
somewhere on the Acme property for the Vehicle Maintenance Building and to reflect any
newly adopted alignment plans for Waterbird Way. The amended development plan should also
incorporate any changes to the transfer stationlWaterbird Way/Martinez Gun Club intersection
(see Impact and Mitigation Measure 4.9-9). A location south of the nearby Contra Costa '
Water District tanks could be considered for the Vehicle Maintenance Building. Relocation
would be an expense of the Waterbird Way-project.
Impact 4.1-7 (Alt. 1)
Construction of the Waterbird Way extension could adversely impact access to some of the land
uses adjacent to the planned roadway. Reduced access to some of adjacent properties could '
preclude industrial development or redevelopment in the area.
Several alternative alignments are being considered for the extension of Waterbird Way. In the north, ,
potential alignments for the roadway could skirt the Contra Costa Recovery and Transfer Station to
the east or to the west. The alignment that passes east of the transfer station could adversely impact
truck access to the transfer station, as well as access to the Martinez Gun Club. If the intersection
of Waterbird Way and the driveways for the two uses were not properly designed and engineered,
heavy trucks entering the transfer station from the south could be forced to make a dangerous left turn
off the Waterbird Way extension into the transfer station. Members of the Martinez Gun Club 1
entering the driveway from the north could also be forced to make a similar dangerous left turn into
the club entrance. See Impact and Mitigation Measure 4.9-9 in section 4.9 (Transportation) of this
EIR for a detailed analysis of the proposed Waterbird Way/Contra Costa Transfer Station/Gun Club t
intersection.
94237tos.lnd-2/13/95 4.1-30 ,
t
4.1 LAND USE
Farther south access off the Waterbird Wayextension to driveways of the Acme South Parcel Waste
Y
Unit,the IT Baker ponds,Henry's Wood Farm, the CCCSD holding basins, and Contra Costa Topsoil
could be adversely affected if proper intersections were not designed as part of the design and
engineering plans for the new road. In particular, access to the Henry's Wood Farm parcel could be
impacted, unless the existing gravel road (the extension of Central Avenue) remains open during
construction of the Waterbird Way extension, and the gravel access is incorporated into the design
of Waterbird Way.
Mitigation Measure 4.1-7 (Alt. 1)
The final design and engineering plans for the Waterbird Way extension should incorporate
intersection designs at the driveways or access roads for adjacent land uses that conform with
mitigation measures identified in the Transportation analysis (see Mitigation Measure 4.9-9).
In particular, the Waterbird Way design should specifically provide for continued access to the
Acme, IT, and Henry's Wood Farm parcels.
Impact 4.1-8 (Alt. 1)
' Construction of the Waterbird Way extension could cause nuisance impacts and create land use
conflicts with the residents of the Vine Hill and Blum Road neighborhoods due to increased
traffic noise in the area.
rSignificant issues related to Alternative 1 include noise and visual impacts on adjacent residential
neighborhoods. The most significant potential land use conflicts could occur along the eastern edge
of the Vine Hill neighborhood, if the alternative Waterbird Way alignment around the western side
of the Contra Costa Recovery and Transfer Station were to be constructed. The existing sound wall
along the Vine Hill neighborhood would not be sufficient to mitigate noise and nuisance impacts on
the adjacent residences and from the new roadway. The existing sound wall would have to be
extended south for a distance of approximately 1,100 feet to mitigate noise impacts.
A noise analysis was conducted for the Waterbird Way extension, eastern alignment, which passes
closest to the homes in the Vine Hill neighborhood. Eleven receptor locations were identified and
used to model future noise levels in the neighborhood. Noise levels for the year 2010 were calculated
based upon a peak hour traffic volume of 870 vehicles an hour, of which 16 percent were assumed
to be heavy trucks. The analysis indicates that noise levels in the Vine Hill neighborhood would
increase by 3 to 14 decibels over the existing noise levels.
The presence of the existing 12-foot masonry wall between the western alignment of the Waterbird
Way extension and the homes located along Irene Drive, between Arthur Road and Michele Drive,
' would significantly mitigate the impact of the proposed road. However, noise levels behind the
existing masonry wall would increase by 3 to 5 dBA. Increasing the existing wall's height by one
to two feet would result in a noise reduction of an additional one to two decibels.
' 94237tos.lnd-2/13/95 4.1-31
4.1 LAND USE
If the twelve-foot masonry wall were extended south from Michele Drive, the noise impacts of the r
new roadway would range from 3 to 5 dBA, with some future noise levels exceeding an Ldn of 60
dBA outside the closest homes. Increasing the height of the wall could result in an additional
decrease of one to two decibels. However, even with the increase in sound wall length and height,
the adverse noise impacts to some of the closest homes in the Vine Hill neighborhood would be
significant and unavoidable. '
The closest homes in the Vine Hill neighborhood would also be impacted by short-term construction
noise. This impact could be mitigated by setting hours for construction activities and by requiring
noise mufflers on the heavy construction equipment. See additional analysis in section 4.11 (Noise)
of this EIR.
Noise and other nuisance impacts due to traffic using the new Waterbird Way extension could also
occur along the southern portion of the planned roadway, where the new route would pass within
approximately 500 feet of the nearest homes in the Blum Road neighborhood, near the current
operations of Contra Costa Topsoil. However, the noise analysis included in Section 4.11 indicates
that the nearest residents would experience only a 2-decibel increase in noise levels, which is not
considered significant. ,
Noise and other land use impacts to the Blum Road neighborhood due to the long elevated bridge as
it crosses the AT&SF railroad tracks and passes through or around the Central Contra Costa Sanitary
District property hillside are not projected to be significant. The westernmost bridge alignment would
be located 1,000 feet or more from the nearest residences. In addition, the topography of the hillside
would block much of the traffic noise from nearby residents in the Blum Road neighborhood (refer '
to the Noise section of this EIR).
Mitigation Measure 4.1-8 (Alt. 1)
See Mitigation Measures 4.11-1, 4.11-2, and 4.11-3 in Section 4.11 (Noise).
Impact 4.1-9 (Alt. 2)
Construction of the Waterbird Way extension could expose members of the public and
construction workers to potential hazards associated with operation of the IT ponds,the Contra
Costa Recovery and Transfer Station, the Central Contra Costa Sanitary District (CCCSD) ,
wastewater treatment plant, and the Contra Costa County corporation yard fueling station.
Extension of Waterbird Way would increase overall traffic through the corridor between Waterfront
Road and Imhoff Drive, exposing more people to potential hazards associated with the IT hazardous
waste disposal ponds and with operations of the CCCSD wastewater treatment facilities, the Acme '
Landfill, and the Contra Costa Recovery and Transfer Station.
94237tos.lnd-2/13/95 4.1-32 '
4.1 LAND USE
The proposed extension to Waterbird Way would cross through lands owned by CCCSD and bring
motorists close to the district's wet weather storage basins and the recycled water filter plant
clearwell. During periods of intense rainfall, the basins are used to store partially treated sewage for
several days. The last time the holding basins were filled with excess wastewater was during the
heavy winter rains in 1986. The short-term, occasional odors from these basins may be objectionable
' to people traveling along the Waterbird Way extension.
The recycled water process on the CCCSD site involves the use of toxic substances such as chlorine,
used for disinfection, and sulfur dioxide, used for dechlorination. The disinfection and dechlorination
processes occur in the main CCCSD plant facility south of Imhoff Drive. If there is a leak of either
chemical, motorists or truckers traveling along the Waterbird Way extension could be affected, as
could travelers along the existing Imhoff Drive. See additional discussion in section 4.6 (Public
Health and Safety) of this EIR.
North of Imhoff Drive and east of the planned Waterbird Way extension, the CCCSD stores sulfur
dioxide just north of the recycled water clearwell. West of the clearwell trucks pull up to be loaded
with recycled water. The truck filling facility would have to be relocated if the Waterbird Way
extension were constructed (Leavitt, 1994).
In general, representatives of CCCSD object to the planned road since it would bisect the treatment
plant property, bringing a number of motorists in proximity to the district's operations, thereby
defeating their purpose in spending several million dollars in the last couple of years to purchase
buffer land around the treatment plant to keep people away.
The acquisition of buffer lands by CCCSD is intended to mitigate any potential land use problems
to long-term uses in the area. Very short-term objectionable odors may still be experienced by
motorists traveling along roadways in the area, including State Route 4. In addition, CCCSD staff
is concerned about potential conflicts with the important wastewater pipelines serving the Martinez
area, which enter into the treatment plant from the north through the IT Baker property (Leavitt,
1994).
Potentially significant land use impacts related to the existing IT Baker ponds and the Acme Landfill
facilities could also affect motorists and construction workers using or• building the Waterbird Way
extension. These impacts are described in section 4.6 (Public Health and Safety) of this EIR.
Mitigation Measure 4.1-9 (Alt. 1)
See Mitigation Measures 4.6-1a, 4.6-1b, 4.6-1c, 4.6-2, and 4.6-3. These mitigation measures
require: adherence to existing regulations that govern the handling of acutely hazardous
materials; preparation of a health and safety plan for Waterbird Way construction workers if
the IT Baker ponds have not been closed prior to construction; possible redesign of the
Waterbird Way bridge structure to avoid the IT ponds; and possible relocation of the IT
groundwater monitoring system. Even with the implementation of these mitigation measures,
94237tos.ind-2/13/95 4.1-33
4.1 LAND USE
however, the risk of hazardous materials release cannot be mitigated to a less-than-significant
level.
The occasional short-term odor impacts generated by the CCCSD holding basins are not
considered significant.
Impact 4.1-10 (Alt. 2)
Construction of the Evora Road extension could have adverse impacts on adjacent land uses
such as some buildings within the U.S. Naval Weapons Station and the Diablo Creek Golf
Course.
Construction of the Evora Road extension would require the relocation of at least one hole (the three
par Hole #3) of the Diablo Creek Golf Course (Figure 3.8 in Chapter 3). Contra Costa County staff
has assumed that a replacement Hole #3 could be constructed at the eastern edge of the golf course
near Mount Diablo Creek(Contra Costa County, 1994). However, a representative of the golf course
suggests that the existing Hole #2 could be extended toward Mount Diablo Creek, creating a long
dog-leg left five-par hole instead of the current four-par hole. In addition, a short three-par hole may
be created extending south from the Hole #2 green toward SR 4 on what is now grasslands owned
by the Navy (D. Brown, 1994).
Impacts to U.S: Naval Weapons Station structures have not been identified if the Evora Road
extension were to be constructed. The nearest existing building is more than 2,000 feet from the
proposed roadway (Building IA-46).
Mitigation Measure 4.1-10 (Alt. 2)
As detailed design and engineering drawings for the Evora Road extension are prepared, a
mitigation plan for the relocation of the Diablo Creek Golf Course hole should be developed
in coordination with staff from the golf course, the City of Concord and the U.S. Navy. The
applicant for the Evora Road project could be required to pay for the relocation and
construction of the golf hole.
Impact 4.1-11 (Alt. 2)
Construction of the Evora Road extension could cause nuisance impacts to businesses and
employees along Arnold Industrial Way due to increased traffic and noise along the roadway,
caused by the use of the roadway as an extended frontage road along SR 4 between Bay Point
and I-680.
Traffic modeling completed for this EIR indicates that construction of the Evora Road extension
would result in projected year 2000 and 2010 peak hour traffic volumes of about 700 to 800 vehicles
per day. Much of this increase in traffic along Arnold Industrial Way would be a direct result of
planned industrial growth along the Bates Avenue corridor and from cumulative employment and
94237tos.lnd-2/13/95 4.1-34
4.1 LAND USE
housinggrowth in the region. However, some of the increase would be the result of motorists using
g g s g
Evora Road/Arnold Industrial Way/Imhoff Drive as an extended frontage road, in lieu of SR 4.
Increased traffic levels would be anticipated during periods when accidents or congestion along SR 4
make the new frontage road attractive as an alternative for commuters during the peak hours. This
is a less-than-significant impact.
Mitigation Measure 4.1-11 (Alt. 2)
None needed.
Impact 4.1-12 (Alt. 3)
The proposed reconstruction to upgrade Solano Way would adversely affect, and require
relocation of, the numerous above- and underground pipelines to the west of the existing road
and to at least one structure at the north end of the Tosco Avon refinery.
Approximately eighteen aboveground and seventeen underground high pressure industrial pipelines
run parallel to the existing Solano Way right-of-way. The current right-of-way is generally 30 feet
wide(Figure 4.1-13). The proposed upgrade of Solano Way would involve an expansion of the right-
of-way from 30 feet to 44 feet, with more right-of-way needed for turn pockets where intersections
and driveways would be located.
To widen the roadway, the additional right-of-way would need to be taken from the western side.
Widening to the east would probably not be feasible because additional right-of-way would have to
be condemned and taken from the SP railroad. To condemn or acquire the right-of-way would
probably result in the need to relocate the..railroad line and the four underground pipelines in the
right-of-way. The right-of-way condemnation would be subject to conditions of approval by the
California Public Utilities Commission. If the railroad were relocated, the Public Utilities
Commission might require construction of a grade-separated crossing where Solano Way crosses the
railroad tracks just south of Waterfront Road (Bruno, 1994).
Widening Solano Way to the west may also be infeasible. According to the maintenance manager
of the Tosco Avon refinery(Enneking, 1994), relocating the 35 pipelines would require shutting down
the entire refinery for some period of time. The pipeline structure would have to be replaced one
pipeline at a time. A new pipeway three miles long would have to be engineered and built. All of
the existing pipelines and the pipeline cut-outs-would have to be reconfigured and re-engineered. The
Tosco maintenance manager estimates that relocating the 35 pipelines could take approximately five
years to design and construct and that the cost would not likely exceed $300 million (Enneking,
1994).
In addition to the technical difficulties and major expense related to relocation of the multiple
pipelines, widening Solano Way to the west would severely impact at least one office structure within
the Tosco Avon refinery. In the north end of the complex, the upgrade of Solano Way could result
' 94237tos.lnd-2/13/95 4.1-35
PIPELINES ALONG SOLANO WAY Figure 4.1-13
NORTH OF ATSF RAILROAD
Tract 6
—x—x—x—x—x----x----x----x----x----x----x----x----x---x---x----x----x----x----x----X----x----x--'
--------------———————————————— 12" Wickland Co. (MTBE)
107.5' 111111111 Southern Pacific RR Tracks
--�14" Santa Fe (Gasoline
--------------- ------ and Diesel) 1'
52.5' --------------------------- 12" Sante Fe (Gasoline
and Diesel)
12" Sante Fe (Gasoline
and Diesel)
Solan Way
=3101' Right-of-Way
17
17.S''--x—x—x—x—x----x----x----x----x----x----x----x----x----x----x----x----x----x----x---x-
Aboveground
Pipe fiery
,
Tract 2
0 50 Feet
,
,
, r
12" - Gasoline
16" - Gasoline
8" - Diesel
14" - Crude Oil
�.
6" - Butane
12" - Multiple Use
10" - Multiple Use
8" - Diesel
8" - Water Schematic
10" - Fire Water Not to Scale
8" - Crude Oil '
' 8" - Multiple Use I
8" - Multiple Use
Legend
10" - Multiple Use
10" - Multiple Use
------Underground Pipeline 10" - Crude Oil
(Location Approximate)
10" - Crude Oil
8" - Crude Oil
---x----x----x----x--Fence Steam '
-------------------------------------------------
BASELINE
94237-00.02 2n195 4.1-36
' 4.1 LAND USE
in demolition of one corner of the Tosco main office building to construct a ten-foot shoulder for the
new roadway.
Mitigation Measure 4.1-12 (Alt. 3)
There is no feasible mitigation to reduce identified impacts to the pipelines and one structure
due to the widening and other operational safety improvements for Solano Way. This is a
significant, unavoidable impact.
Impact 4.1-13 (Alt. 3)
The proposed reconstruction of Solano Way may affect specific improvements and the
construction schedule for the Tosco Clean Fuels Program.
Widening Solano Way does not appear to directly impact any of the facilities planned for construction
under the Tosco Clean Fuels Program, since almost all of the improvements would be located east
of the SP railroad and Solano Way(Figure 4.1-2). Only one facility (Tank D) is located in proximity
to the west side of Solano Way.
Reconstructing Solano Way and relocating the above and below ground pipelines could interfere with
the construction activities of the Clean Fuels Program, especially in terms of construction-related
traffic and parking. Tosco estimates that the construction work force required to complete the Clean
Fuels Program will be approximately 400 daily employees in 1995 (the first year of construction),
peaking at 550 daily workers in the second quarter of 1995 (the second year) (EIP Associates, 1994).
Temporary offices, equipment lay-down areas, short-term construction parking, and additional
sanitation facilities would be required.
Mitigation Measure 4.1-13 (Alt. 3)
If Alternative 3, the upgrade o Solano Way, were inr demented, the construction schedule or
1 g .f 1 f
widening the road and relocation of pipelines should be timed to occur after the period of
construction activityfor the Tosco Clean Fuels Program (after 1995). Delaying the upgrade
of Solano Way means that workers and motorists using the existing Solano Way will continue
to be subjected to safety hazards from the narrow road.
94237tos.ind-2/13/95 4.1-37
This Page Left
Intentionally Blank
4.2 CONSISTENCY WITH PLANS AND POLICIES
SETTING
This section addresses the relationship of the project and the alternatives with the adopted plans and
policies of Contra Costa County, the cities of Concord and Martinez, and other public or quasi-public
agencies that have jurisdiction within the study area. The analysis below focuses on land use and
transportation, policies included in the relevant plans, as well as a discussion of impacts related to
recreation and bicycle/pedestrian trails planned by various agencies within the study area. A
discussion of impacts to Scenic Routes that are identified in the General Plans is included separately
in section 4.7 (Visual Resources) of this EIR.
Contra Costa County General Plan
The Contra Costa County General Plan was adopted in 1991. The plan designates land uses for
incorporated and unincorporated area throughout the County, and establishes
olicies to guide future
P
development. The General Plan also incorporates provisions included in two separate planning
initiatives (both called Measure C), which were passed by the voters in 1988 and 1990.
The 1988 Measure C, titled the Contra Costa Transportation Improvement and Growth Management
Program, increased the local sales tax by one-half cent to pay for specified transportation
improvements in the County. The Measure also required all eighteen cities and the County to adopt
a Growth Management Element in each of the jurisdictions' General Plans. The Growth Management
Element of the Contra Costa County General Plan 'sets transportation level of service (LOS)
' performance standards for unincorporated areas.
The unincorporated portion of the study area is designated "urban" by the County's Growth
Management Element, with an applicable LOS standard for peak hours of a "high" D (a volume to
capacity ratio of 0.85 to 0.89). Policy 4.1 in the Growth Management Element requires that all new
1 development in the unincorporated areas shall not be approved unless the applicant can provide the
infrastructure that meets the traffic level of service and performance standards, or a funding
mechanism has been established that will provide the infrastructure to meet the standards. The .
Growth Management Element LOS standard of a high D applies to all roadways and intersections
within the unincorporated portion of the study area, excluding the I-680 and SR 4 freeways, which
are Routes of Regional Significance, which are proposed for Findings of Special Circumstances. The
Findings of Special Circumstances allow the LOS standards to be exceeded if mitigation plans are
prepared and adopted.
The second Measure C, titled the 65/35 Contra Costa County Land Preservation Program, was passed
by the voters in 1990. The Measure adopted an Urban Limit Line that generally precludes any urban
development beyond the Urban Limit Line.
Within the study area, the Contra Costa County General Plan designates most of the lands for the
following uses: Open Space (OS); Parks and Recreation (PR); Heavy Industry (HI); Light Industry
(LI); Public/Semi-Public (PS); Water (W); and High Density Single Family (SH) (Figure 4.2-1).
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Most of the existing wetlands and other areas subject to geological hazards within the study area
boundaries are designated as Open Space, except for the properties that are owned or under easement
by the California Department of Fish and Game north of Waterfront Road, which are designated as
Parks and Recreation (Figure 4.2-1). The Diablo Creek Golf Course and a small neighborhood park
in Clyde are also designated Parks and Recreation. However, lands recently purchased by the East
Bay Regional Park District, located south of Waterfront Road and immediately west of Waterbird
Way, have not been designated for Parks and Recreation uses.
The County General Plan designates,the lands owned by the CCWD and the CCCSD as Public/Semi-
Public, except that Mallard Reservoir is designated as Water. Portions of the U.S. Naval Weapons
Station property that are not designated as Open Space (to reflect wetland areas) are also designated
as Public/Semi-Public. Areas of existing industrial uses are designated Heavy Industry (including the
r, Tosco Avon refinery and all of the Acme and IT properties north of the AT&SF railroad tracks) or
Light Industry (including the Bates Avenue and Arnold Industrial Way areas, the County corporation
yard near the I-680/SR 4 interchange, and the vacant lands near the present terminus of Evora Road
in'the eastern portion of the study area) (Figure 4.2-1). The three residential neighborhoods in the
study area, Vine Hill, Blum Road, and Clyde, are designated for Single Family Residential-High
Density uses,with two small properties within Clyde also designated for Multiple Family Residential-
Medium Density and Light Industry.
The majority of the study area is included within the Urban Limit Line (ULL), as defined by Measure
C. The only portions that are not within the ULL, and thus are not planned for urban development,
are the wetland areas along Suisun Bay north of Waterfront Road, and the northern-and westernmost
1 portion of the Tosco property south of Waterfront Road, which have also been identified as wetlands
(Figure 4.2-1).
The Transportation and Circulation Element of the County General Plan designates the existing
Solano Way as an Arterial on the Roadway Network Plan. The General Plan defines the function of
arterials as "of county-wide or inter-city importance, rather than serving primarily local area traffic."
The plan also designates as arterials those portions of Waterfront Road between Solano Way and the
I-680 freeway, and those portions of Port Chicago Highway between SR 4 and the proposed closure
point north of Clyde. The existing Evora Road and its extension to meet Port Chicago Highway is
shown as an Arterial. The extension of Bates Avenue and the other planned roadways near Mallard
Reservoir are shown on the Roadway Network Plan as Collectors. Collectors are defined as roadways
"for internal traffic movement within a community, carrying traffic to arterials and between
neighborhoods."
The Transportation and Circulation Element contains several policies and implementation measures
that are relevant to the Proposed Project and the alternatives. These policies are discussed and
analyzed for consistency under Impact 4.2-2, below. The Transportation Element designates
Waterfront Road between I-680 and its proposed point of closure near the U.S. Naval Weapons
Station property line as a Scenic Route. A Scenic Route is "a road, street, or freeway which traverses
94237tos.zon-2/14/95 4.2-3
4.2 CONSISTENCY WITH PLANS AND POLICIES
a scenic corridor of relatively high visual or cultural value." Impacts related to Scenic Routes within
the study area are discussed below and in section 4.7 (Visual Resources). The Transportation and
Circulation Element also includes policies pertaining to implementation of a Countywide Bikeway
Plan, which is currently in draft form. The County's Draft Bikeway Plan is discussed under Impact
4.2-2, below.
The Open Space Element of the County General Plan includes policies and maps that identify Major
Parks and Open Space Areas, Local Parks, Bicycle Trails, Hiking Trails, and Riding Trails. Within
the study area, the salt water marshes adjacent to Suisun Bay, north of Waterfront Road, that are
owned by the State of California are designated "Existing Open Space Areas" (Figure 4.2-2). The
Tosco ball fields located near the Solano Way/Arnold Industrial Way intersection are designated as
an "Existing Community Park" (although the property is designated in the Land Use Element as Light
Industry, not Parks and Recreation).
The County Open Space Element designates Bicycle Trails (both Primary, separated from other
traffic, and Secondary, unseparated) along Waterfront Road, Solano Way, the Walnut Creek Flood
Control Channel,Imhoff Drive, the East Bay Municipal Utility District (EBMUD) Aqueduct right-of-
way, Contra Costa Canal, and along an unidentified east-west route that connects Solano Way and
Port Chicago Highway through the Tosco property, north of Mallard Reservoir(Figure 4.2-2). Hiking
Trails are designated along the Walnut Creek Channel, Imhoff Drive, the EBMUD Aqueduct right-of-
way, Contra Costa Canal, and along an unidentified east-west route that connect Solano Way and Port
Chicago Highway through the Tosco property, north of Mallard Reservoir (Figure 4.2-2). Riding
(Equestrian) Trails are designated along the west side of the Walnut Creek Channel, the EBMUD
Aqueduct right-of-way, the Contra Costa Canal, Imhoff Drive, and the Grayson Creek Channel. The
eastern side of the Walnut Creek Channel is also designated as a Riding Trail, connecting with Port
Chicago Highway via an east-west trail through the Tosco property, which is the sarne alignment as
the designated Hiking Trail (Figure 4.2-2).
In contrast to the Primary and Secondary Bicycle Trails identified in the Open Space Element, the
County's Draft Countywide Bikeway Plan (Contra Costa County, 1993)designates several "off-street"
bicycle facilities within the study area. The Draft Bikeway Plan, which has not yet been adopted into
the County General Plan, designates the following alignments as off-street facilities: a portion of
Waterfront Road, the Walnut Creek Flood Control Channel, Arnold Industrial Way, a portion of Port
Chicago Highway, Evora Road (including the planned extension), and an unidentified alignment that
appears to connect Arnold Industrial Way to Hillcrest Community Park south of SR 4 (Figure 4.2-2).
Another relevant trail plan, The Walnut Creek Channel Recreation and Revegetation Project, was
adopted by Contra Costa County in 1993. The plan proposes construction of a multi-use biking and
hiking trail along the west side of the Walnut Creek Channel from Imhoff Drive to Waterfront Road.
It is discussed under Impact 4.2-3 below.
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4.2 CONSISTENCY WITH PLANS AND POLICIES
Contra Costa County Zoning
The zoning regulations applied by the County to properties within the study area generally conform
with the land use designations indicated by the General Plan, except that some wetland areas are
zoned for Heavy Industrial (H-I), Light Industrial (L-I), or General Agricultural (A-2) uses (Figure
4.2-3).
The Contra Costa County Zoning Ordinance permits industrial uses in the L-I district that do not use
steam, or have extensive loading docks for the receiving of raw or finished materials (Section 84-
58.402). Uses that emit dust, smoke, fumes, noise, or brilliant light or "are otherwise offensive to
the senses" may be established in L-I districts upon issuance of a land use permit. In the H-I district,
heavy industrial manufacturing uses of all kinds are permitted (Section 84-62.402). Residential and
retail uses may be located in both L-I and H-I districts with a land use permit. The height limit in
the L-I district is three stories;there is no height limit in the H-I zone, although the General Plan does -
specify limits on building height.
City of Concord General Plan and Zoning
The City of Concord adopted an updated General Plan in June 1994. The planning area (larger than
the existing City limits) portion of the study area, including all of the lands east of the Walnut Creek
Flood Control Channel and north of SR 4. The proposed Evora Road extension is partially within
the current City of Concord limits, so Alternative 2 is also subject to policies of the City, not the
County General Plan. The portion of the Evora Road extension that is not within the City is a small
portion near the terminus of the existing Evora Road, East of the U.S. Naval Weapons Station. All =
of Solano Way and the alignment of the proposed Waterbird Way extension is in the County.
The Concord General Plan designates most of the Tosco property along Solano Way as Heavy
Industrial (HI), and designates the Bates Avenue, Arnold Industrial Highway, and Evora Road areas
for Light IndustrialBusiness Park (BP) uses (Figure 4.2-4). Wetland areas north and south of
Waterfront Road are designated Wetlands/Resource Conservation (W). The CCWD facilities at
Mallard Reservoir are designated Public/Quasi-Public (PQ), as is the Central Contra Costa Transit
Authority headquarters on Arnold Industrial Highway. The Concord General Plan designates the
Diablo Creek Golf Course as Parks(P),designates the Navy property as Naval Weapons Station (NS),
and designates most of the Clyde community for Low Density Residential (L) uses (Figure 4.2-4).
The Transportation/Circulation Element in the Concord General Plan designates Solano Way as a "4
Lane Street." The transportation map indicates a future planned east-west street north of Mallard
Reservoir, connecting Port Chicago Highway with Solano Way, similar to the County Roadway
Network Plan. The Concord General Plan includes a planned extension of Bates Avenue westward
to a new north-south street that connects the east-west street with Arnold Industrial Way (Figure 4.2-
4). The extension of Bates Avenue is designated on the City map as a "4 Lane Street," while the
other planned roads are "2 Lane Streets." The map illustrates the planned road closures of Waterfront
Road just east of the Solano Way intersection, and of Port Chicago Highway north of Clyde. The
94237tos.zon-2/14/95 4.2-6
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Transportation/Circulation Element map also indicates the planned extension of Evora Road as a
"2-Lane Street" to connect with Arnold Industrial Way, forming a continuous frontage along SR 4
from Bay Point to Martinez, similar to the County Roadway Plan.
The Parks, Open Space, and Conservation Element of the Concord General Plan includes policies and
a map that identifies Regional Trails, Collector Trails, and City Parks. The map designates the
Walnut Creek Flood Control Channel, the EBMUD Aqueduct right-of-way, and a portion of the
Contra Costa Canal as Regional Trails. An unidentified east-west connection between the EBMUD
right-of-way and Contra Costa Canal near Clyde is also designated as a Regional Trail. The map
designates the Diablo Creek Golf Course as a City Park.
The Parks, Open Space, and Conservation Element contains several policies that relate to the
designated, but unconstructed, trails within the study area. Policy 1.2.4 states that the City will
"coordinate with the East Bay Regional Park District, Contra Costa County, and TRANSPAC to
establish connector trails to link the Delta De Anza Trail, the Walnut Creek Channel Trail, and the
Contra Costa Canal Trail." Policy 1.2.9 states "Increase access and maximize recreational
opportunities along the Walnut Creek Channel Trail, and the Contra Costa Canal Trail linking
Concord to the marshlands on Suisun Bay," while Policy 1.2.10 states "Provide improved visual
access and, where degradation of habitat can be avoided or mitigated, trails to the bay shore and
wetlands in north Concord via the De Anza Trail and Walnut Creek Channel Trail."
The De Anza Historic Trail is a project being implemented by the U.S. National Park Service. The
Park Service is preparing a Trail Management Plan that will identify potential alignments for the trail.
The Management Plan should be completed by October 1994 (Kaplan, 1994). No specific alignment
has been identified in the study area, but it could follow portions of the EBMUD Aqueduct right-of-
way, the Contra Costa Canal, or the Walnut Creek Channel.
The City of Concord Zoning Ordinance applies zoning only to the portion of the study area that is
currently within the City limits. The properties south of Bates Avenue and along the eastern end of
Arnold Industrial Way are zoned Light Industry (L-I), except for the Central Contra Costa Transit
Authority headquarters, which is zoned Public (P). Along the proposed alignment of the Evora Road
extension, the Diablo Creek Golf Course is zoned Public (P), as is the Naval Weapons Station.
City of Martinez General Plan and Zoning
The Martinez General Plan Land Use Element was adopted in 1973. The City's planning area is
generally coincident with the Sphere of Influence established by the County Local Agency Formation
Commission. The sphere boundary extends east of I-680 to the Pacheco Creek/Walnut Creek Channel
and south to SR 4. The 1973 Land Use Policy map designates all of the lands east of I-680 as "Open
Space/Conseivation Use Land," except for the two residential neighborhoods (Vine Hill and Blum
Road) and for the oil terminal area northeast of the Waterfront Road/I-680 interchange, which are
designated for residential and industrial uses, respectively.
94237tos.zon-2/14/95 4.2-9
4.2 CONSISTENCY WITH PLANS AND POLICIES
The 1973 Martinez General Plan does not include any specific policies that directly relate to
development of the Waterbird Way extension east of I-680. Two general polices discuss the
relationship of development and open space uses in the City's unincorporated sphere area. One policy
states, in part, "All new development within the sphere of influence should be required to annex to
the City of Martinez prior to development..." (Policy 20.42). Another policy states that "Land
remaining in major opens space use, where not an integral part of contiguous urban development, j
should continue to be under County jurisdiction, provided that the County shall prohibit any use of
the land inconsistent with the Martinez General Plan..." (Policy 20.43).
The 1972 Open Space/Conservation Element designates all of the land east of I-680 as North Contra
Costa Waterfront Zone, and discusses the jurisdiction of the area under the Bay Conservation and
Development Commission (see below). The 1972 City element states that "More detailed
geotechnical and ecological investigations are required before further policy recommendations can be
made."
The Bikeway Plan included in the City of Martinez's Transportation Element does designate a Bike
Path along the Martinez waterfront, connecting with the Suisun Bay shoreline east of the I-680
freeway. The plan also designates Bike Lanes on Marina Vista, connecting with Waterfront Road.
The City is updating the 1973 General Plan elements by combining all individual elements under one
cover. However, no major changes are expected to be made in terms of existing land use
designations or policies. The intent of the General Plan update program is to remove inconsistencies
between the separate elements and develop a new land use classification system. The revised General
Plan may be available for public hearing and review later this year (Nowicki, 1994).
Buchanan Field Airport Land Use Policy Plan
Buchanan Field, a general use airfield used primarily by private aircraft and limited schedule
commercial jet service, is located south of SR 4, approximately one-half mile south of the Tosco
Avon refinery. Under State law, the County Airport Land Use.Commission reviews development
applications and sets height limits for structures within their planning area of jurisdiction. The
Proposed Project and its alternatives do not include structures.
Bay Conservation and Development Commission (BCDC)
The Bay Conservation and Development Commission was created by State legislation in 1965 and
charged with the responsibility of protecting San Francisco Bay from excessive landfilling. BCDC
jurisdiction is generally limited to San Francisco Bay and the shore land up to 100 feet beyond the
point of the highest tidal action. Although BCDC's permit jurisdiction extends only 100 feet inland
from Suisun Bay in this area, the Commission's policies contained in the Bay Plan regarding "priority
use areas" are used to guide applicants for permits with the U.S. Army Corps of Engineers and local
jurisdictions.
94237tos.zon-2/14/95 4.2-10 ,
i
4.2 CONSISTENCY WITH PLANS AND POLICIES
1 In the study area, the Bay Plan adopted by BCDC designates land uses for all of the shoreline
properties north of Waterfront Road, as well as for the Tosco property along Solano Way to the
intersection with Arnold Industrial Way. The Bay Plan designates the portion of the Tosco property
that is developed as Water-Related Industry. The Bay Plan designates vacant tidal lands immediately
west of the Pacheco Creek/Walnut Creek Channel as Water-Related Industry. The properties that
contain existing petroleum tanks and a shipping terminal north of Waterfront Road near I-680 are also
designated for Water-Related Industry. The Acme properties were previously designated Water-
Related Industry, but were deleted from the Bay Plan in 1986. All of the remaining lands that are
identified in the Bay Plan north and south of Waterfront Road are designated as Tidal Marsh.
The Bay Plan also contains policies related to the design of new highways and construction of new
1 access roads. The plan specifies that any new highways should be located sufficiently far from the
waterfront so as not to interfere with industrial use of the waterfront. New access roads should be
designed so that they are built approximately at right angles to the shoreline, topography permitting.
The Bay Conservation and Development Commission does not appear to have any jurisdiction over
the Proposed Project or any of the alternatives.
East Bay Regional Park District
The East Bay Regional Park District adopted its most recent Master Plan in 1988. The Master Plan's
Regional Parkland and Trail Map indicates generalized locations for three "potential regional trails"
within the study area. The three potential trails are along the Suisun Bay shoreline from the Martinez
waterfront to Edith Point; along the entire length of the Walnut.Creek Flood Control Channel; and
along the CCWD Canal from SR 4 northward through Clyde and eastward to Pittsburg. Plans for
the Walnut Creek Channel trail are discussed below under Impact 4.2-3.
The Park District recently acquired two parcels of upland property located between the Shell
marshlands and Waterbird Way. Purchase of the two parcels was funded by a lawsuit settlement
related to an oil spill by Shell Oil Company. The properties are managed by the Shell Marsh
Management Advisory Committee,including representatives of the California Department of Fish and
Game, the East Bay Regional Park District, Mountain View Sanitary District, and Contra Costa
Mosquito Abatement District. The parcels are not connected with any other park district trails or
properties. They are currently being managed as upland habitat for wildlife, and to serve as a buffer
to the endangered salt marsh harvest mouse, which is found in the adjacent wetlands. The Park
District has not yet amended the Master Plan to reflect this purchase.
Central Contra Costa Sanitary District
The district has adopted a Treatment Master Plan and a Ten Year Capital Improvement Plan. The
Master Plan does not contain any policies related to land use of properties north of Imhoff Drive.
However, it has been the district's policy over the last two decades to acquire buffer lands around
the wastewater treatment plant operations to reduce public exposure to odors and other hazards. See
further analysis in the Land Use section of this EIR.
94237tos.zon-2/14/95 4.2-11
i
4.2 CONSISTENCY WITH PLANS AND POLICIES
Mountain View Sanitary District
This small sanitary district uses portions of Shell Marsh for wastewater treatment and disposal. The
district has no formally adopted plans or policies that relate to the Proposed Project. See further
analysis in the Land Use section of this EIR.
Contra Costa Water District
Contra Costa Water District operates the Mallard Reservoir and the adjacent Bollman water treatment
plant. The CCWD has adopted a Treated Water Distribution Master Plan and a Five Year Capital
Improvements Plan. There are no plans to modify Mallard Reservoir, although there are plans to
upgrade the treatment plant to make it seismically safe.
ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES
The CEQA Guidelines indicate that a project will normally have significant adverse impacts if it
conflicts with adopted land use policies of the community where it is located. For the purpose of this
EIR, the following are considered potentially significant plans and policy impacts: 1) potential
conflicts with any of the adopted policies and programs of the Contra Costa County General Plan
1990-2005; 2) potential conflicts with any of the growth projections and land use designations in the
County General Plan; and 3) potential conflicts with policies of other relevant planning documents
that include portions of the study area.
Impact 4.2-1 (Proposed Project)
Adoption of a General Plan Amendment to include the deletion of the planned collector roads
in the Bates Avenue industrial area from the County's Roadway Network Plan may be
inconsistent with the amount of industrial growth that is planned in the area under the Contra
Costa County and City of Concord General Plans. Without the planned collectors, new
industrial development may result in the Level of Service standards of the County Growth .
Management Element being exceeded.
Both the Contra Costa County General Plan and the City of Concord General Plan designate a
significant amount of vacant or underused land owned by the applicant (Tosco) in the Bates Avenue
area for future industrial and business park development. The recently adopted Concord General Plan
designates even more vacant or underused land for Light IndustrialBusiness Park development than
does the County General Plan in the area of the planned extension of Bates Avenue (Figure 4.1-12
in Land Use). As discussed in the Land Use section, if intensive Light Industrial or Business Park
development were approved by the County (or the City), an additional 2.3 to 4.7 million square feet
of development could ultimately be built on the approximately 180 acres of Tosco land north and
south of the Bates Avenue extension, based on maximum allowed densities in the County and
Concord General Plans. This amount of business park growth is not anticipated by the year 2010;
however, total buildout of the vacant lands could generate added traffic of approximately 1,900 to
3,800 peak hour trips. This amount of added traffic in the area would necessitate construction of
94237tos.zon-2/14/95 4.2-12 ,
4.2 CONSISTENCY WITH PLANS AND POLICIES
additional collector roads connecting with Solano Way and Arnold Industrial Way, according to the
transportation analysis included in section 4.9 of this EIR.
While construction of the planned extension of Bates Avenue and the associated north-south collector
would be required to provide adequate access for the Tosco lands, if they were developed, the east-
west collector north of Mallard Reservoir may not be required. In a letter to the City of Concord
commenting on the City's draft General Plan, a representative of the County Community
Development Department noted that the proposed east-west collector north of Mallard Reservoir "is
probably not feasible due to wetlands in the area" (Cutler, 1994). The County recommended that the
City delete the proposed collector from the General Plan map. The Final EIR for the Concord
General Plan responded to the County comment by stating "When the County begins processing a
General Plan amendment on the [Solano Way closure and associated] roadway relocations, Concord
will initiate a companion General Plan amendment to drop this roadway [east-west collector] roadway
section. The deletion of this roadway section is not expected to have adverse impacts on the street
network" (Concord, 1994).
The transportation analysis included in section 4.9 of this EIR indicates that deletion of the east-west
collector north of Mallard Reservoir would not cause adverse impacts to intersections in the area, and
that the remaining roadways can adequately serve the amount of industrial growth anticipated in the
area by the year 2010. The transportation analysis identifies specific roadway and intersection
improvements that should be implemented as mitigation measures to ensure that the Proposed Project
complies with the LOS standards mandated by the County Growth Management Element. Thus, with
incorporation of the mitigation measures identified in section 4.9 (Transportation) of this EIR,
adoption of the Proposed Project and/or any of the alternatives should be consistent with the LOS
standards set by the Growth Management Element.
According to analysis provided by the applicant, jurisdicational wetlands have been identified on
approximately 10 acres of the Tosco-owned lands northeast of Mallard Reservoir(LSA, 1993). Some
of this land is designated for Heavy Industry development in the County General Plan (Figure 4.2-5).
If the planned east-west collector in this area is deleted by amendments to the County Roadway
Network Plan, then the jurisdicational wetlands and any other identified wetland areas should be
considered for redesignation on the Land Use map from Heavy Industry to Open Space to retain
consistency with the transportation plan. The affected areas should also be rezoned to retain
consistency with the General Plan.
Mitigation Measure 4.2-1 (Proposed Project)
(a) The proposed Bates Avenue extension and the associated north-south collector that are
now included on the County General Plan Roadway Network Plan and Concord General Plan
Transportation/Circulation Element should not be removed from the General Plan map, since
they are needed to serve potential industrial development of the undeveloped Tosco lands west
of Mallard Reservoir
94237tos.zon-2/14/95 4.2-13
4.2 CONSISTENCY WITH PLANS AND POLICIES
(b) The proposed east-west collector north of Mallard Reservoir could be deleted from the
General Plan diagrams assuming it is not needed to serve future industrial growth in the
wetlands area north of Mallard Reservoir. The Land Use Element map should be amended to
redesignate all identified wetlands areas north of Mallard Reservoir from Heavy Industry to
Open Space, in order to retain consistency with the Transportation/Circulation Element. The
affected areas should also be rezoned from Heavy Industrial to General Agriculture or another
appropriate district, to be consistent with the General Plan designations.
Impact 4.2-2 (Proposed Project, Alt. 1, Alt. 2)
Approval of a General Plan Amendment to vacate public use of Solano Way and construct an
alternative route such as the Waterbird Way or Evora Road extensions may be inconsistent
with some County General Plan policies related to roadway design and noise, if not adequately
mitigated.
The Contra Costa County General Plan contains dozens of goals, policies, and implementation
measures relating to land use, transportation and circulation, open space and natural resources, public
facilities, housing, and other topics. The plan does not contain, however, any policies specific to
vacation or closure of public roads.
The following policies relevant to land use within the study area, roadway design, and noise, are
included in the Contra Costa County General Plan 1990-2005:
Land Use Element
Policies for the Vine Hill/Pacheco Boulevard Area:
Policy 3416. The residential neighborhood east of I-680 shall be buffered from the
industrialflandfill-related uses.
Policy 3-118. The County should cooperate with landowners in the Waterbird Way
corridor north and south of the AT&SF railroad tracks to develop a
financial plan for the extension of Waterbird Way south to Imhoff Drive.
Access to industrial land south of the railroad tracks shall not be allowed
through the adjacent residential neighborhood.
Transportation and Circulation Element
Policy 5-16. The design and the scheduling of improvements to arterials and collectors
shall give priority to safety over other factors including capacity.
Policy 5-27. New. arterial roadways shall be routed around, rather than through,
neighborhoods, to minimize traffic impacts on residential areas.
94237tos.zon-2/14/95 4.2-14
4.2 CONSISTENCY WITH PLANS AND POLICIES.
Policy 5-29. Roads developed in hilly areas shall minimize disturbance of the slope and
natural features of the land.
Policy 5-32. Appropriate buffers, such as sound walls, bermed embankments, depressed
alignments, and open space areas along major transportation facilities, shall
be provided adjacent to noise sensitive land uses.
The proposed extensions of Waterbird Way and Evora Road would generally be consistent with the
policies of the Contra Costa County General Plan. To ensure consistency with General Plan policies
5-27 and 5-32, the extension of Waterbird Way should include specific noise mitigation measures
such as an extended sound wall to mitigate noise that could impact the residents of the Vine Hill
neighborhood (see the more detailed analysis of the noise impacts associated with the proposed
roadway in sections 4.1 and 4.11 of this EIR). To ensure consistency with Policy 5-29, cited above,
the Waterbird Way extension south of the AT&SF tracks should be conditioned such that the amount
of grading necessary to construct the roadway through the hillside should be minimized (see further
discussion of visual impacts and grading-related impacts in Sections 4.3 and 4.7 of this EIR).
The General Plan policies relating to bikeways, hiking and riding trails, and other recreation facilities
are discussed in detail below.
Mitigation Measure 4.2-2 (Proposed Project, Alt. 1, Alt. 2)
Refer to Mitigation Measures 4.11-2 and -3, 4.7-2, and 4.3-6, which mitigate potentially
significant impacts related to noise, visual resources, and grading.
Impact 4.2-3 (Proposed Project)
Approval of a series of General Plan Amendments to vacate public use of Solano Way and
delete associated collector roads may conflict with Contra Costa County and City of Concord
General Plan policies related to bikeways, hiking and riding trails, and other open space
resources and recreation facilities. The closure of Solano Way to public use and deletion of
planned collector roads could restrict public access to the open space resources along the Suisun
Bay shoreline via bikeways and hiking and riding trails that are planned through the study
area.
The following relevant policies related to open space resources, bikeways, and other recreational
facilities are included in the County General Plan. Similar policies related to trails and open space
resources that are included in the City of Concord General Plan have been discussed in the "Setting"
section above.
94237tos.zon-2/14/95 4.2-15
i
4.2 CONSISTENCY WITH PLANS AND POLICIES
Transportation and Circulation Element
Policy 5-w. Construct the bikeways shown in the future Bikeway Network Plan and
incorporate the needs of bicyclists in major roadway construction projects
and normal safety and operational improvements.
Policy 5-ah. Design and allow for on-road bikeways on arterials and collectors as an
alternative to car travel where this can be safely accommodated.
Open Space Element
Goal 9-I. To develop a system of interconnected hiking, riding, and bicycling trails
and paths suitable for both active recreational use and for the purpose of
transportation/circulation.
Policy 9-32. Major park lands shall be reserved to ensure that the present and future
needs of the County's residents will be met and to preserve areas of natural
beauty of historical interest for future generations. 'Apply the parks and
recreation performance standards in the Growth Management Element.
Policy 9-35. Regional-scale public access to scenic areas on the waterfront shall be
protected and developed, and water-related recreation, such as fishing,
boating, and picnicking, shall be provided.
Policy 9-38. Public trail facilities shall be integrated into the design of flood control
facilities and other public works whenever possible.
Implementation
Measure 9-v. Develop a comprehensive and interconnected series of hiking, biking, and
riding trails in conjunction with cities, special districts, public utilities, and
County service area.
The County General Plan identifies several proposed alignments for bikeways and hiking and riding
trails within the study area. In addition, the Draft Countywide Bikeway Plan prepared by a County-
wide committee proposes the construction of several off-street bicycle facilities in the study area. The
three trail maps in the General Plan, as well as the Draft Bikeway Plan, propose multi-use trails along
the Walnut Creek Flood Control Channel, the EBMUD Aqueduct right-of-way, and the Contra Costa
Canal, with a connection between the EBMUD alignment and the Contra Costa Canal in the vicinity
of Clyde (see the previous Figure 4.2-2). The Bicycle Trails map designates a bicycle route along
the entire length of Solano Way. The Riding (Equestrian) Trails map designates the north portion
of Solano Way as a horse trail. The Draft Countywide Bikeway Plan also designates an off-street
94237tos.zon-2/14/95 4.2-16
4.2 CONSISTENCY WITH PLANS AND POLICIES
bike trail in the vicinity of the Evora Road extension, connecting with trails along the Walnut Creek
Channel.
The east-west Hiking and Riding Trail that connects the Walnut Creek Channel trails through the
Tosco property with the Contra Costa Canal trails near Clyde would follow the same alignment as
the planned east-west collector road north of Mallard Reservoir. If the collector road is removed from
the County Roadway Network Plan, as proposed, the chances are that the two trails would never be
constructed through the wetlands area (Cutler, 1988).
Several public agencies, including Contra Costa County and the East Bay Regional Park District, have
prepared the Walnut Creek Channel Recreation and Revegetation Project (Habitat Restoration Group,
' 1993). The report was adopted by the Contra Costa County Board of Supervisors in 1993. The
report outlines plans to construct a hiking and biking multi-use trail along the existing maintenance
road on the west side of the Walnut Creek Channel.
As part of the project, portions of the Creek Channel would be revegetated with riparian cover. The
trail would be constructed along the entire length of the Walnut Creek Channel from the shoreline
to south of Walnut Creek, where it would join the East Bay Regional Park District's existing Iron
Horse Trail. The report identifies "potential alternatives, trail connectors" along both sides of Pacheco
Creek and Grayson Creek, connecting with the main Walnut Creek Channel trail. There is no
schedule as yet for construction of the trail and revegetation efforts. However, the project's technical
advisory committee has discussed the possibility of coordinating the construction of the Channel trail
north of SR 4 with the plans of CCCSD to build a new pipeline in the area (Stone, 1994). The
applicant has contributed funds toward the planning and engineering costs of the trail, as a condition
of approval of the Tosco Clean Fuels program.
At this time, the plans for the proposed Waterbird Way and Evora Road extensions do not include
construction of bike or hiking trails within the new road right-of-way. Constructing a bike lane along
the Waterbird Way extension may not be feasible, since the expected volume of heavy truck traffic
could make bicycle travel unsafe and unattractive. An alternative trail alignment in the area could
be considered for the western alignment of the Waterbird Way extension, assuming the eastern
alignment was adopted for the roadway. Construction of a bicycle and hiking trail along the Walnut
Creek Channel farther to the east could also serve the same function as a north-south connecting trail
to the Suisun Bay shoreline. Requiring construction of an adjacent bike trail as part of the Evora
Road project, separated from the vehicle traffic lanes, could also help to ensure consistency with the
General Plan policies related to bikeways.
Mitigation Measure 4.2-3 (Proposed Project)
(a) To mitigate for the potential loss of trail connections linking the Concord area with the
Suisun Bay shoreline, the applicant could contribute financially to the construction of the
planned multi-use trail along the Walnut Creek Flood Control Channel from Waterfront Road
to Imhoff Drive. Alternatively, or in addition, the applicant could ensure the long-term use of
' 94237tos.zon-2/14/95 4.2-17
4.2 CONSISTENCY WITH PLANS AND POLICIES
approximately 60 acres of ball fields for public recreational use. The long-term preservation
of the ball fields could be accomplished by submittal and approval of a General Plan
Amendment to change the land use designation of the 60 acres now used as ballfields from
Light Industrial to Parks and Recreation, or through a formal commitment by the applicant to
retain 60 acres of ballfields elsewhere for public use.
(b) There is no feasible mitigation for the loss of the proposed east-west Hiking and Riding ,
Trail connecting Solano Way and the Walnut Creek Channel with the Contra Costa Canal
Trails. If the east-west collector road planned north of Mallard Reservoir were deleted from .
the General Plan, adjacent trails would probably never be built. This is a significant
unavoidable impact.
(c) If selected to be constructed, the final engineering and design plans for the Evora Road
extension should include consideration of a separate bicycle trail along the north side of the
roadway, if determined by the County and the City of Concord to be feasible.
Impact 4.2-4 (Proposed Project)
Constructing a new gate, or relocating the U.S. Navy gate to the west, on Waterfront Road
could conflict with County General Plan policies.
As already discussed under Impact and Mitigation Measure 4.1-3 in the previous Land Use section,
part of the Proposed Project is the establishment of a gate or traffic control mechanism at a point on
Waterfront Road approximately 1,500 feet east of the Solano Way intersection. Constructing a gate
at this location means that approximately one mile of Waterfront Road, between the new gate and the
Naval Weapons Station property line, would be closed to most public use. The only public access
would, presumably,be limited to recreation and education groups hiking in the marshlands. Closure
of this additional portion of Waterfront Road would not be consistent with General Plan policies that
designate Waterfront Road west of the U.S. Navy property as a collector and as a Scenic Route.
Mitigation Measure 4.2-4 (Proposed Project) 11
If a new gate is approved for construction east of the Waterfront Road/Solano Way intersection,
the County should consider an amendment to the Roadway Network Plan and the Scenic Routes
Plan that would remove the one mile portion of Waterfront Road from designation as a Scenic
Route. In addition, the County could consider vacating this portion of Waterfront Road. Also
see Mitigation Measure 4.1-3, which requires that the new gate allow some limited public
access to the Suisun Bay shoreline.
Impact 4.2-5 (Proposed Project)
In order to vacate Solano Way, the County would have to make and adopt legal findings as
required under Section 8324 of the California Streets and Highway Codes and Section 65402
of the California Government Code. This is identified as a less than significant impact.
94237tos.zon-2/14/95 4.2-18 ,
4.2 CONSISTENCY WITH PLANS AND POLICIES
To vacate Solano Way, the Count would be required to make a finding under Section 8324 of the
Y Y q g
Streets and Highways Code that the street "is unnecessary for present and prospective public use."
Under Section 65402 of the Planning and Zoning Code, the County cannot vacate a public street
"until the location,purpose and extent of such...street vacation or abandonment,...[has]been submitted
to and reported upon by the planning agency as to conformity with said adopted general plan or part
thereof." If the County makes these finding, and adopts appropriate mitigation measures to ensure
that the vacation of Solano Way and its associated actions retains consistency with General Plan
policies, this impact will be avoided.
Mitigation Measure 4.2-5 (Proposed Project)
No further measures are needed.
-
.
Impact 426 Alt. 3
A ( )
Since the proposed alignment of the Evora Road extension is partially within the jurisdiction
of the City of Concord, if the County approves Alternative 3, it must be consistent with all
relevant policies of the Concord General Plan and may require formal approval by the City of
Concord. This is identified as a less-than-significant impact.
The City of Concord General Plan contains several policies specific to the Naval Weapons Station,
one of which addresses the re-use or sale of the property. To construct the Evora Road extension,
the U.S. Navy would have to agree to sell or le4:'e a strip of Navy land to Contra Costa County or
any other agency that would construct the roadway.
Policy 13.2.1 of the Concord General Plan refers to the Concord Naval Weapons Station and states:
"Should the federal government offer a substantial portion of the property for nonmilitary uses
other than for public use by the City of Concord, a General Plan Amendment for the entire
property shall be prepared for consideration by the City of Concord."
According to City of Concord staff, a General Plan Amendment would probably not be required to
build the Evora Road extension, assuming that the proposed alignment is consistent with the City's
Transportation/Circulation Element map and is acceptable to the City. It is not the intent of General
Plan Policy 13.2.1 to require a General Plan Amendment for transfer of ownership of such a small
amount of Navy land. However, the City may want to be involved in approving the relocation of
holes in the City-operated Diablo Creek Golf Course (Gabryziak, 1994).
Mitigation Measure 4.2-6 (Alt. 3)
1 None needed.
94237tos.zon-2/14/95 4.2-19
This Page Left
Intentionally Blank
4.3 GEOLOGY, SOILS, AND SEISMICITY
SETTING
1 Topography
The study area includes areas of distinctly different topography. The Proposed Project (closure of
Solano Way)and Alternative 3 (upgrading of Solano Way) are located on low-lying flatlands that are
protected from regular flooding by a series of levees. Alternative 1 (the Waterbird Way extension)
traverses rolling hills (greater than 100 feet above mean sea level [msl]) and low-lying flatlands (less
than 10 feet above msl). Alternative 2 (the Evora Road extension) is located on relatively flat land
(approximately 60 feet above msl) at the base of the foothills.
Geology
' The study area is located south of Suisun Bay in the Coast Range geomorphic province of California.
The Coast Range province consists of northwesterly trending mountain ranges and valleys. In general,
uplands and hilly land forms are composed of geologically older consolidated rocks, while low-lying
areas are mantled with younger unconsolidated fine-grained deposits.
Solano Way and the Evora Road extension are underlain by Quaternary alluvium (Figure 4.3-1); the
1 Waterbird Way alignment is underlain by the Cretaceous Panoche Formation (sandstone and shale),
Quaternary alluvium, and Bay mud. The sandstone and shale underlying the Waterbird Way
alignment has been deformed, resulting in beds that have been tilted at some locations from horizontal
to vertical (the average dip of the bedding is approximately 60 degrees to the southwest).
Soils
The types of soils that develop at a particular location depend on several factors, including type of
parent material (type of rock or deposits), the climate and surface hydrology, and the slope and
erosion potential. The soil types in the study area have been mapped by the U.S. Department of
Agriculture(1977). A generalized soil map for the study area, alternative sites, and surrounding areas
is presented on Figure 4.3-2. Mapped units are grouped on the basis of similar general characteristics
into soil associations. The general characteristics of the soils in the study area are presented in Table
4.3-1.
The soils developed on the hilly terrain underlain by sedimentary bedrock generally fall into the Los
Osos-Millsholm-Los Gatos soil association. The soils of this association are well-drained clay loam
and clay developed on moderately steep to steep slopes. The erosion hazard is typically moderate
to high and the shrink-swell potential is moderate to high. The shrink-swell potential and relatively
low strength of these soils limit their use as road fill. The soils of this series, including the Altamont
clay, Cropley clay, and Tierra loam, are mapped over the majority of the Waterbird Way alternative
1 alignments. The portion of the alternative Waterbird Way alignments that crosses Pacheco Creek is
mapped as Omni silty clay. This soil is a moderately alkaline clay developed on flat floodplain
deposits. The poorly drained soil has a high shrink-swell potential and low strength.
94237tos.geo-2/6/95 4.3-1
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TABLE 4.3-1 ,
SOILS IN THE STUDY AREA
Soil Series and Typical Slope Permeability Shrink-Swell Erosion
Map Symbol (percent) (mclies/liour) Potential .. Potential
Proposed Project and Alternative 3 ,
Urban land, Ub -- -- -- --
Diablo clay DdD 9-15 0.06-0.2 high slight to moderate
Capay clay, CaC 2-9 0.06-0.2 high slight
Clearlake clay, Cc -- 0.06-0.2 high none
Omni clay loam, Oa 0-2 0.06-0.2 high none
Alternative 1
Altamont clay, Abd 9-15 0.6-2.0 high slight to moderate
Altamont clay, AbE 15-30 0.6-2.0 high moderate '
Alo clay, AaE 15-30 0.6-2.0 high moderate
Omni clay loam, Oa 0-2 0.06-0.2 high none
Omni silty clay, Ob 0-2 0.06-0.2 high none
Dibble silty clay, DcE 15-30 0.2-0.6 moderate to high moderate
Cropley clay, CkB 2-5 0.06-0.6 high slight
Millsholm loam WE 15-30 0.6-2.0 low moderate
Lodo clay loam, LcE 9-30 0.2-0.6 moderate moderate to high
Lodo clay loam, LcF 30-50 0.2-0.6 moderate moderate to high
Gavista sandy loam, GbE 15-30 2.0-6.0 low moderate to high
Positas loam, PkC 2-9 <0.06-2.0 moderate to high slight
Tierra loam, TaC 2-9 0.6-2.0 low to high moderate
Alternative 2
Rincon clay loam, RbA 0-2 0.06-0.2 moderate to hili slight
Altamont-Fontana complex,
AcF 30-50 0.6-2.0 high moderate to high
Antioch loam, AdA 0-2 0.2-2.0 low to high slight '
Altamont clay Abd 9-15 0.6-2.0 high slight to moderate
Altamont clay AbE 15-30 0.6-2.0 high moderate
Capay clay, CaC 2-9 0.06-0.2 high slight
Clearlake clay, Cc -- 0.06-0.2 high none
Source: USDA, 1977.
Note: See Figure 4.3-2 for location of soil types.
94237tos.geo-2/6/95 4.3-4
4.3 GEOLOGY, SOILS, AND SEISMICITY
The soils in the area of Solano Way and Evora Road are within areas with Clearlake-Cropley
association soils. These soils are generally moderately well-drained clays developed on alluvial valley
i fill. These soils, which include the Clearlake clay, Capay clay, Altamont clay, and Rincon clay loam,
typically have moderate to high shrink-swell potential and slight to moderate erosion potential.
Slope Stability
The major portion of the study area is relatively flat to gently sloping. These areas of gentle
topography are located in areas of valley fill and are underlain by alluvium and Bay mud (Figure
4.3-2). Slope stability in areas underlain by alluvial deposits is generally characterized as stable.
Areas underlain by Bay mud(i.e.,the portion of Alternative 1 crossing Pacheco Creek)are considered
generally unstable due to the susceptibility of these deposits to failure during seismic shaking (Nilsen
and others, 1979).
Waterbird Way (Alternative 1) would include roadway construction in areas with moderately steep
slopes developed on weathered sedimentary bedrock of the Panoche Formation. The slopes in these
areas are generally stable to marginally stable (Nilsen and others, 1979). The roadway alignment
generally follows the strike of the southwestwardly dipping formation. Adverse dip conditions would
' not likely affect the alignment, except at localized road cuts that produce southwest facing slopes.
Debris flows are a common form of landsliding on slopes mantled by thick colluvial deposits are.
This type of slope failure typically occurs during the rainy season, particularly during or following
intense storms or periods of multiple storms. Conditions promoting debris flows develop when
surface runoff and groundwater flow are concentrated into swales formed on the upper portion of
moderate to steep slopes, causing increased pore water pressures. Over 18,000 landslides, most of
which were debris flows, occurred in the San Francisco Bay region during a series of storms in
January 1982 (Brown, 1988). Although no landslides were identified on slopes within the study area
following the 1982 storms (Wieczorek and others, 1988), numerous debris flows occurred on similar
slopes developed on similar bedrock units in northern Contra Costa County.
' Seismicity
The entire San Francisco Bay Area is located in a region of active seismicity. The seismicity of this
region is primarily related to the San Andreas Fault system. The San Andreas Fault system contains
several major faults and fault zones, including the San Andreas Fault Zone, and the Hayward,
Rodgers Creek, Franklin, Calaveras, Concord, Greenville, and Antioch faults (Figure 4.3-3). Table
4.3-2 summarizes the historical data available for these faults and their seismic potential.
The total energy release that occurs at the epicenter of an earthquake is measured by motion recorded
by seismographs. This measurement is referred to as the magnitude of the earthquake and is
generally expressed with reference to the Richter Magnitude Scale. The Richter Magnitude Scale is
logarithmic and each successively higher magnitude reflects an increase of about 32 times the amount
of energy released by an earthquake.
' 94237tos.geo-2/6/95 4:3-5
REGIONAL FAULTS Figure 4.3-3
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4.3 GEOLOGY, SOILS, AND SEISMICITY
Ground motion is strongest at the a icenter and diminishes with distance away from the epicenter.
The severity of ground shaking at any particular point is referred to as the earthquake intensity and
is a subjective measure of the effects of ground shaking on people, structures, and earth materials.
Intensity is generally expressed by the Modified Mercalli Scale. A description of the parameters that
define the Modified Mercalli Scale is presented in Table 4.3-3.
The maximum earthquake that can be reasonably expected to occur within the present geologic
framework along a fault is typically refereed to as the maximum credible earthquake. The probability
of an earthquake occurring along a fault is a function of the estimated interval between earthquakes
(recurrence interval) and the known or estimated date of the last major earthquake. The U.S.
Geological Survey has made estimates of the probability of maximum credible earthquakes for some
of the major faults in California for the next 30-year period. The U.S. Geological Survey estimates '
the probability of a large earthquake, magnitude 7 or greater, occurring on any of the faults in the San
Andreas Fault Zone within the next 30 years to be approximately 66 percent(U.S. Geological Survey,
1990).
The main trace of the Concord Fault is approximately 1,000 feet from Solano Way and Waterbird
Way and approximately two miles from Evora Road. The estimated maximum credible earthquake
magnitude for this fault is 6.5, with an estimated maximum probable earthquake magnitude of 5.75
(Contra Costa County, 1991).
Seismic Hazards ,
Fault Rupture
The Waterbird Way and Evora Road extensions are not located within an Alquist-Priolo Earthquake
Fault Zone; that is, no known active faults` have been identified at these locations. The southern
portion of Solano Way is located within the Alquist-Priolo Zone for the Concord Fault. Fault rupture
may occur along Solano Way, and secondary ground failure may affect all or any of the three
alternatives. The Alquist-Priolo Special Studies Zone Act requires that detailed fault studies be
conducted for developments within the Alquist-Priolo Zone; however, this requirement would not '
apply to the Proposed Project or the alternatives, since the provisions of the Act apply only to projects
proposing construction or renovation of structures for human occupancy.
A fault investigation was completed for the Tosco Avon Refinery in 1994 (Harlan Tait Assoc., 1994).
The investigation included a review of existing information and a field exploration program. It was
concluded that a "through-going" fault trace does not extend under the central portion of the Avon
Refinery in the upper 90 feet of the subsurface.
An active fault is defined as a fault that has evidence of surface displacement within the last 10,000 years(Holocene).
94237tos.geo-2/6/95 4.3-8 ,
' TABLE 4.3-3
MODIFIED MERCALLI SCALE'
' Litensity Effects v,=cni/s gi
M4 1. Not felt. Marginal and long-period effects of large earthquakes.
' 3 II. Felt by persons at rest,on upper floors,or favorably placed.
III. Felt indoors. Hanging objects swing. Vibration like passing of light trucks. 0.0035-0.007
Duration estimated. May not be recognized as an earthquake.
IV. Hanging objects swing. Vibration like passing of heavy trucks; or sensation 0.007-0.015
4 of a jolt like a heavy ball striking the walls. Standing motor cars rock.
Windows,dishes,doors rattle. Glasses clink. Crockery clashes. In the upper
range of IV wooden walls and frame creak.
V. Felt outdoors; direction estimated. Sleepers wakened. Liquids disturbed, 1-3 0.015-0.035
some spilled. Small unstable objects displaced or upset. Doors swing,close,
open. Shutters,pictures move. Pendulum clocks stop,start,change rate.
VI. Felt by all. Many frightened and run outdoors. Persons walk unsteadily. 3-7 0.035-0.07
5 Windows, dishes, glassware broken. Knickknacks, books, etc., off shelves.
Pictures off walls. Furniture moved or overturned. Weak plaster and masonry
D cracked. Small bells ring (church,school). Trees,bushes shaken (visibly,
or heard to rustle-CFR).
VII. Difficult to stand. Noticed by drivers of motor cars. Hanging objects quiver. 7-20 0.07-0.15
Furniture broken. Damage to masonry D,including cracks. Weak chimneys
broken at roof line. Fall of plaster, loose bricks, stones,tiles, cornices (also
' unbraced parapets and architectural ornaments - CFR). Some cracks in
6 masonry C. Waves on ponds;water turbid with mud. Small slides and caving
in along sand or gravel banks. Large bells ring. Concrete irrigation ditches
damaged.
i VIII. Steering of motor cars affected. Damage to masonry C; partial collapse. 20-60 0.15-0.35
Some damage to masonry B; none to masonry A. Fall of stucco and some
masonry walls Twisting,fall of chimneys,factory stacks,monuments,towers,
elevated tanks. Frame houses moved on foundations if not bolted down;loose
' panel walls thrown out. Decayed piling broken off. Branches broken from
trees. Changes in flow or temperature of springs and wells. Cracks in wet
ground and on steep slopes.
DC. General panic. Masonry D destroyed;masonry C heavily damaged,sometimes 60-200 0.35-0.7
with complete collapse; masonry B seriously damaged. (General damage to
7 foundations- CFR.) Frame structures, if not bolted,shifted off foundations.
Frames racked. Serious damage to reservoirs. Underground pipes broken.
Conspicuous cracks in ground. In alluviated areas sand and mud ejected,
earthquake foundations,sand craters.
X. Most masonry and frame structures destroyed with their foundations. some 200-500 0.7-1.2
well-built wooden structures and bridges destroyed. Serious damage to dams,
' 8 dikes, embankments. Large landslides. Water thrown on banks of canals,
rivers,lakes,etc. Sand and mud shifted horizontally on beaches and flat land.
Rails bent slightly.
XI. Rails bent greatly. Underground pipelines completely out of service. X1,2
XII. Damage nearly total. Large rock masses displaced. Lines of sight and level
distorted. Objects thrown into die air.
' Note: Masonry A,B, C,D. To avoid ambiguity of language,the quality of ■ Masonry C: Ordinary workmanship and mortar;no extreme weaknesses such
masonry, brick or otherwise, is specified by the following lettering as non-tied-in corners,but masonry is neither reinforced nor designed against
(which has no connection with the conventional Class A, B, C horizontal forces.
construction). ■ Masonry D: Weak materials,such as adobe;poor mortar;low standards of
■ Masonry A: Good workmanship,mortar,and design,reinforced, workmanship;weak horizontally.
' especially laterally,and bound together by using steel,concrete,
etc;designed to resist lateral forces. From Richter(1958).
■ Masonry B: Good workmanship and mortar,reinforced,but not ' Average peak ground velocity,cm/s.
designed to resist lateral forces. 3 Average peak acceleration(away from source).
Richter magnitude correlation.
94237tos.geo-2/6/95 4.3-9
4.3 GEOLOGY, SOILS, AND SEISMICITY ,
Ground Shaking ,
The geologic materials underlying portions of each of the alternatives are classified as moderately to
highly susceptible to damage during seismically-induced ground shaking. During ground shaking '
events, these unstable deposits are susceptible to flowage, lateral movement, and liquefaction. The
expected intensity of ground shaking at the project site from a maximum credible earthquake on
regional faults is listed in Table 4.3-3. The highest expected ground shaking for the study area would ,
be Modified Mercalli Intensity IX associated with a maximum credible earthquake on the Concord
Fault.
f
Li ue action
4
A major cause of liquefaction is ground shaking during earthquakes. Seismic shaking raises the pore- '
water pressure so that sediment grains are momentarily forced apart. Liquefaction-induced ground
failure can occur on level ground if the liquefied material is unevenly loaded. Each of the alternative
alignments would traverse sediments that have moderate to high susceptibility to ground failure due ,
to liquefaction (Contra Costa County, 1991).
ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES
Exposure of people or structures to major geologic hazards is considered a significant adverse impact.
Geologic hazards that may affect the alternative sites include potential erosion of soils during
construction activities, differential settlement of soils, ground shaking, and associated ground failure '
and liquefaction of soils related to seismic events. The mitigation measures described below should
reduce the identified impacts to less than significant levels, unless otherwise noted. No geologic
impacts related to the Proposed Project itself (closure of Solano Way) were identified.
Impact 4.3-1 (Alt. t, Alt. 2, Alt. 3)
Soils exposed during grading and project construction could be subject to erosion. I
Disturbed soils tend to be easily eroded by wind and water. The alternative sites are generally level
and would likely require minimal grading; however, excavations for underpasses, utilities, r
foundations, and landscaping could increase erosion hazards. The native soils underlying non-native
fill material tend to have very low or no erosion hazard. The surficial fill material may vary
significantly across each site location and may have varying degrees of susceptibility to erosion.
Erosion of soils could impact surface water quality. Sedimentation in storm drains can adversely
affect storm drainage capacity and the quality of receiving waters. '
Mitigation Measure 4.3-1 (Alt. r. Alt. 2, Alt. 3)
An erosion and sediment control plan should be developed for the chosen alternative. The plan ,
should comply with Chapter 70 of the California Uniform Building Code and the National
Pollutant Discharge Elimination System (NPDES) nonpoint-source programs administered by
the San Francisco Bay Regional Water Quality Control Board. Further discussion of ,
94237tos.geo-2/6/95 4.3-10 t
4.3 GEOLOGY, SOILS, AND SEISMICITY
' compliance with the NPDES general permit is included in the Hydrology and Water Quality
section of this DEIR.
' Impact 4.3-2 (Alt. 1, Alt. 2, Alt. 3)
Settlement of filled areas and/or shrink swell may occur, possibly resulting in damage to
roadways and improvements.
The soils along the alternative alignments have a high to moderate shrink-swell potential. Soils that
shrink and swell in response to fluctuations in moisture content may cause severe damage to
roadways and other improvements by causing differential movement in rigid structures. Hazards
' associated with soils that have a high shrink-swell potential can be avoided through proper site
drainage and road base design.
Portions of the alternative alignments are located on relatively young unconsolidated sediments that
' could undergo consolidation and settlement under loading by structures, including structural fill.
Settlement could result in damage to the roadways.
Mitigation Measure 4.3-2 (Alt. 1, Alt. 2, Alt. 3)
Roadways and other project improvements should be designed to minimize potential damage
' from shrink-swell soils. A detailed geotechnical investigation should be performed to identify
site-specific substuface conditions, and provide recommendations regarding road,foundation,
underground utility, and drainage designs that would eliminate or accommodate potential
' settlement and reduce potential damage from expansive soils.
Impact 4.3-3 (Alt. t, Au. 2, Alt. 3)
Liquefaction could cause ground failure and structural damage.
Some areas of the alternative roadway alignments are underlain by sediments that have a moderate
' to high susceptibility to ground failure. Liquefaction-induced ground failure can cause damage to or
failure of roads, bridges, and other improvements. This damage could result in disruption of
transportation, public services, and emergency response.
Mitigation Measure 4.3-3 (Alt. 1, Alt. 2, Alt. 3)
The detailed geotechnical investigation, conducted prior to project design, should recommend
siting and design criteria for construction in areas susceptible to liquefaction. All roads,
bridges, and utility lines should follow design criteria that reduce potential liquefaction
' impacts. Impacts associated with liquefaction may not be fully mitigated even for well-designed
improvements. However, potential damage could be repaired and the risk of injury would be
low. Following mitigation through proper design, the impact would be reduced to a less-than-
significant level.
' 94237tos.geo-2/6/95 4.3-11
4.3 GEOLOGY, SOILS, AND SEISMICITY ,
Impact 4.3-4 (Alt. 1, Alt. 2, Alt.3) '
Strong ground shaking during an earthquake could cause structural damage to roadway
improvements and injuries to the users of the project alternative. '
Structural damage may occur during an earthquake in the vicinity of the alignments. Damage to
roads, bridges, and utilities could inhibit disaster relief efforts, cause power supply shortages, and
limit communication and transportation.
Mitigation 4.3-4 (Alt. 1, Alt. 2, Alt. 3) r
The geotechnical investigation for the selected alternative alignments should provide design
criteria that would minimize impacts associated with strong ground shaking during an ,
earthquake. Bridges, which would be required for Alternatives 1 (Waterbird Way) and 2
(Evora Road), and other roadway components should be designed to withstand Modified
Mercalli intensities of IX, and expected maximum peak ground accelerations in excess of 0.5 '
g. The potential hazards associated with ground shaking cannot be completely mitigated.
However, implementation of this mitigation measure would reduce hazards associated with
ground shaking to a similar or lesser level relative to other regional roadways.
Impact 4.3-5 (Alt. 1)
Operation of heavy equipment in saturated fine-grained sediments (e.g., Bay mud) while ,
constructing the bridge in Reaches 7 and 8 of the Waterbird Way extension could exceed the
carrying capacity of the sediments. Equipment could be damaged or lost and the surface soils
scarred. ,
Reaches 7 and 8 of the Waterbird Way alignment appear to be underlain by Bay mud. Bay mud is
typically a soft silty clay, quite plastic and weak, highly compressible, with a high water content. The
main engineering problems, which arise from the low strength and high compressibility, are failure
of the mud under an imposed load. It is likely that heavy equipment (i.e., pile driver) would be
required to move onto the Bay mud to construct the foundation for one of the bridge alternatives. '
The mud may fail under the load of the equipment, causing it to sink, perhaps many feet. Significant
damage to the equipment and possibly operators could result. In addition, the fragile soil structure
would be disturbed and deformed, possibly resulting in deep ruts and ridges. The altered
microtopography would have an impact on near surface hydrology. The ridges would become
dewatered and hardened, the ruts would likely fill with water. The disturbance of the surface could
result in a change in drainage patterns and impact local ecosystems. '
Mitigation Measure 4.3-5 (Alt. 1)
If it is determined that construction Hurst occur over Bay Hurd, special preparations would be ,
required Most alternatives for reducing the potential for loss of equipment, hazards, or
damage to the soil surface include distributing the load over a wide area, similar to how a '
snowshoe functions. Large wooden "crane mats" could be constructed as an operating base
94237tos.geo-2/6/95 4.3-12 '
' 4.3 GEOLOGY, SOILS, AND SEISMICITY
' for equipment or a trestle could be constructed across the mud. If construction over Bay mud
is required, a detailed geotechnical investigation, conducted prior to project development,
should recommend siting and design criteria for-construction in areas susceptible to loading-
induced failure.
Impact 4.3-6 (Alt. l., Alt. 2)
Extensive cut and fill operations required for the Waterbird Way and the Evora Road
alternatives may result in creation of unstable slopes and added erosion.hazards.
Construction of roadways in hilly topography and the construction of major bridges require extensive
J g q
cut (excavation) and fill (placement) of soil materials. Detailed grading plans discussing the amount
' of cut and fill required and whether additional fill would be imported are not available. Construction
of cut and fill slopes could result in the creation of new slope instability hazards or exacerbate
existing slope instability (particularly along the Waterbird Way Alignment).
' Mitigation Measure 4.3-6 (Alt. t, Alt. 2)
' As part of the design phase and prior to preparation of a detailed grading plan for the selected
alternative, a site-specific geotechnical investigation should be conducted in each area of
proposed cut and/or fill. The investigations would provide site-specific recommendations for
' proper construction of all slopes. During grading, a geotechnical professional would be on-site
to observe encountered subsurface field conditions for,unanticipated areas of instability
(including thick colluvial deposits) and make recommendations for mitigation, if identified All
work should be designed and implemented under the supervision of a registered geotechnical
engineer. Mitigation of potential erosion ha,ards generated by construction of cut and fill
slopes should be addressed in the erosion and sediment control plan (Mitigation Measure
4.3-1).
i
1
i
1
94237tos.geo-2/6/95 4.3-13
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Intentionally Blank
' 4.4 HYDROLOGY AND WATER QUALITY
' SETTING
Climate
rContra Costa County has a moderate,Mediterranean climate characterized by warm dry summers and
cool wet winters. The mean annual rainfall in the vicinity of the study area is approximately 15
' inches per year(Contra Costa County, 1977), most of which falls from October to April. Damaging
rainstorms occur approximately once every three years in the San Francisco Bay region. These storm
events result from two distinct rainfall patterns: localized, relatively short-duration, intense storms
or a series of regional storms occurring over several weeks. The most notable recent high rainfall
events occurred in January 1982 and February 1986 when a series of storms resulted in severe
flooding and landsliding throughout the San Francisco Bay region (Brown, 1988).
' Flooding and Drainage
The study area is located within the lowlands adjacent to Suisun Bay. The major creeks that provide
' surface water drainage in the vicinity of the alternatives are shown on Figure 4.4-1. Pacheco Creek,
the primary drainage in the vicinity, is tidally controlled. A small, unnamed drainage that crosses
under SR 4, approximately 1,000 feet west of the intersection of SR 4 and Port Chicago Highway,
flows toward the east along the proposed Evora Road extension(Alternative 3)and eventually empties
into Mount Diablo Creek.
Portions of the Waterbird Way alignments are located within the 100-year flood hazard zone as
mapped by FEMA (1987) (Figure 4.4-1). The Proposed Project and Alternative 3 (Solano Way
upgrade) are protected from the 100-year flood by levees constructed along Pacheco Creek. The
' Evora Road extension (Alternative 2) is not located within mapped flood hazard areas.
Although Solano Way is outside the 100-year flood area, portions of nearby Waterfront Road are
within the flood zone and have a history of substantial flooding. Flood tidal data indicate that
Waterfront Road between the Pacheco Creek Bridge crossing and the overpass over the Southern
Pacific railroad tracks floods an average of 240 times per year with substantial flooding during the
' rainy season. The low point on the asphalt pavement on Waterfront Road, immediately west of the
Pacheco Creek Bridge, is elevation 3.7 feet. This area and additional locations further to the west
flood at tides of'S.0 feet and greater. During the rainy season, Waterfront Road is closed for periods
of time depending upon the amount of rainfall in conjunction with tidal activity. The roadway is
posted as being permanently subject to flooding conditions.
Tsunamis
Potentially destructive seismic sea waves, or tsunamis, can be generated by deformation or rapid
movements of the sea floor during strong earthquakes. It has been calculated that the wave runup
at Martinez would be less than one-tenth of the height of the tsunami at the Golden Gate (Ritter and
Dupre, 1972). The Contra Costa County General Plan (1991) regards the largest historic tsunami,
with a measured wave runup of 7.4 feet above mean sea level (msl) at the Golden Gate, as a
reasonable maximum for future events. Based on the energy dissipation factor of one-tenth, this
r94237tos.hya-2v6W 4.4-1
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4.4 HYDROLOGY AND WATER QUALITY
' would result in a 0.74-foot wave rums in the Carquinez Strait in the vicinity of the stud area. The
P q Y Y
Carquinez Strait is more than one mile away from the nearest portion of any of the study area. It is
unlikely that a wave runup of less than one foot would impact the study area.
Dam Failure
' Catastrophic failure of a dam at a full reservoir would result in the rapid release of a large volume
of water. Mapping of dam failure inundation areas, those areas that would be flooded if the dam
' failed when the reservoir was full, is required of the owner of the dam, which in the case of the
Martinez Reservoir is the U.S. Bureau of Reclamation.
' Based on review of dam failure inundation maps on file at the County Office of Emergency Services,
none of the Alternative alignments are located within inundation areas (Cimino, 1994).
Sea Level Rise
Even without such catastrophic events as tsunamis or dam failure, coastal and inland waterway
flooding may be a concern in the vicinity of some of the alternatives in the future. There is general
' agreement among climatologists that sea level will gradually rise in response to global warming
caused by an accumulation of "greenhouse" gases in the atmosphere. The rate of sea level rise for
the period from 1860 to 1970 in San Francisco Bay (at the Fort Point tide gauge) was 0.5 feet per
' century (0.005 foot per year) (Williams, 1985). While projected rates of sea level rise in San
Francisco Bay range from two to eight feet per century, the Environmental Protection Agency (EPA)
recommends using four feet per century (0.004 foot per year) as an estimate for planning purposes
' (Williams, 1985). Based on this recommended rate for planning purposes, sea level is expected to
rise two feet in the next 50 years. Potential flooding associated with storms could be exacerbated
by gradual sea level rise.
Water Quality
The quality of surface and groundwater in the study area is affected by land uses within the entire
watershed. Water quality in surface and groundwater bodies is regulated primarily by the State and
Regional Water Quality Control Boards. The protection of water quality in the study area is under
the jurisdiction of the San Francisco Bay Regional Water Quality Control Board, which is responsible
for implementation of State and Federal water quality protection guidelines.
Surface Water
' Suisun Bay receives surface water runoff from each of the alternative sites. Much of the drainage
from the entire State of California flows into the Sacramento and San Joaquin rivers and passes
through Suisun Bay on its way to San Francisco Bay. Lands that drain into the Sacramento and San
Joaquin rivers are used primarily for agriculture and forestry, but also include urban centers. Suisun
' 94237tos.hyd-2/6/95 4.4-3
4.4 HYDROLOGY AND WATER QUALITY '
Bay is classified as an impaired water body' by the State Water Resources Control Board (1992a). ,
In addition,the San Francisco Bay Regional Water Quality Control Board (1993) reports two known
and ten potential Toxic Hot Spots within the Carquinez Strait/Suisun Bay. The presence of Toxic '
Hot Spots and classification as an impaired water body indicate that the drainage waters from the
study area are not pristine, but already impacted by existing regional land uses.
The Pacheco Creek system receives storm water runoff from nearby industrial and residential land '
uses. The U.S. Army Corps of Engineers (Corps) assessed water quality in the area as part of 1973
dredging operations in Pacheco Creek and noted the presence of a high-water oil and grease line on
creekside plants and elevated Ph levels (Torrey and Torrey, 1983). Toxic leachate from a nearby
active landfill was observed entering the Creek through drainage channels in 1979. Corrective actions
were undertaken (Torrey and Torrey, 1983). Based on the historical observations of degraded water ,
quality and types of land uses (primarily industrial and waste disposal) that drain into Pacheco Creek,
the Creek has been adversely impacted by existing regional land uses.
Specific data on water quality in Mount Diablo, Walnut, and Grayson creeks and Hastings Slough ,
were not available.' These drainages receive runoff from residential and industrial (including the
U.S. Naval Weapons Station) land uses. Runoff from these land uses may contain elevated levels ,
of metals, organics, and sediment, which are common storm water runoff contaminants.
Groundwater '
Depth to shallow groundwater varies considerably along individual alignments and between the
alternatives in the study area. Groundwater is expected to occur between zero and ten feet below the ,
ground surface at the low-lying areas of each of the alternatives, and considerably deeper in the
upland areas. Groundwater quality in the vicinity is considered poor because of salt water intrusion
and chemical spills. Groundwater has been impacted by releases of hazardous substances at numerous '
locations in the region.
In the vicinity of the Waterbird Way extension, hazardous and nonhazardous wastes have been
disposed of at the Acme Landfill beginning in 1949. Widespread groundwater contamination
associated with migration of leachate' from the landfill has been identified in monitoring wells
around the landfill (Guiterez, 1994). The IT Corporation hazardous waste ponds, which are adjacent
An impaired water body is defined as one that cannot be reasonably expected to attain or maintain applicable water '
quality standards.
2 Agencies contacted for data on water quality in Mount Diablo Creek include the San Francisco Bay Regional Water
Quality Control Board, Contra Costa County Water District, and the Central Contra Costa Sanitary District.
3 Leachate is a solution obtained by leaching (the downward migration of rain water through a soil or solid waste) and '
contains soluble substances. Landfill leachate typically contains elevated levels of heavy metals and organic compounds.
94237tos.hyd-2/6/95 4.4-4 ,
' 4.4 HYDROLOGY AND WATER QUALITY
' to the Alternative 1 alignment,generate leachate that has impacted the underlying groundwater quality
(Guiterez, 1994).
' In the vicinity of the Evora Road extension, groundwater quality has been impacted at the U.S. Naval
Weapons Station. However, the nearest location of an identified chemical release at the Station is
' approximately 800 feet north of the Evora Road alignment in an assumed downgradient groundwater
flow direction.
In the vicinity of Solano Way,numerous free-phase petroleum hydrocarbon pools have been identified
floating on the shallow groundwater underlying the Tosco Avon refinery. The pools range in size
from about 6 acres to 28 acres, with thicknesses up to 14 feet (EIP Associates, 1994). It is likely that
' groundwater quality is impacted in an extended area around the Tosco Avon refinery by dissolved
compounds liberated from the free-phase pools. Additional discussion of hazardous materials releases
at industrial facilities in the vicinity of the study area are discussed in Public Health and Safety,
' section 4.6 of this DEIR.
ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES
' Substantial flooding,degradation of water quality, contamination of a public water supply, substantial
interference with groundwater recharge, and altering the direction or flow of groundwater are
considered significant effects under CEQA Guidelines. Flooding hazards are generally considered
' significant if a site could be inundated by the 100-year flood event, including flooding along stream
channels or by seismically-induced waves. The potential effects of a development project on water
quality are considered significant if discharges from the site could adversely affect water quality
! objectives defined by Federal, State, and local agencies responsible for water resources protection.
Considering the proximity of Solano Way and the alternative alignments to a salt water body, and
the developed nature of these sites, it is not likely that groundwater resources would be affected by
the Proposed Project or any of the alternatives.
Less-than-Significant Impacts
Based on the EPA estimate of projected sea level rise of 4 feet per century, water level rise in Suisun
Bay and tidally influenced water bodies could impact waterfront lands at low-lying elevations. Sites
' that are already susceptible to flooding would be at increased risk, and sites minimally protected at
present could become flood hazard areas in the future. However, it is unlikely that the study area
would be adversely affected by projected sea level rise within the next 50 years.
' Solano Way (the Proposed Project and Alternative 3) is protected by levees that, based on review of
a topographic map, are greater than two feet above existing base flood elevations. Therefore, if the
levees are properly maintained, sea level could rise by two feet and the levees would still protect the
site from the 100-year flood. It is expected that these levees would be adequately maintained since
they also protect the Tosco Avon refinery from flooding.
94237tos.hyd-2/6/95 4.4-5
4.4 HYDROLOGY AND WATER QUALITY ,
Most of the existing ground surface elevations along the Waterbird Way extension (Alternative 1)
alignment are greater than 20 feet above mean sea level, and therefore would not be adversely
impacted by sea level in the next 50 years. The low-lying portion of the alignment that crosses the ,
tidally-influenced Pacheco Creek could be affected by gradual sea level rise. However,a bridge(with
an apparent minimum elevation of approximately 20 feet above msl) is proposed for this portion of
the roadway. The minimum elevation of,the bridge would be approximately seven feet above the
existing 100-year base flood elevation, and therefore the roadway is not expected to be impacted by
gradual sea level rise in the next 50 years.
The Evora Road extension (Alternative 2) alignment is not located near any tidally controlled water '
bodies and has a minimum elevation of approximately 45 feet above insl, and therefore would not
be susceptible to adverse impacts associated with sea level rise. '
Significant Impacts
Impact 4.4-1 (Alt. 1, Alt. 2, Alt. 3) '
Construction activities and postconstruction site uses could result in degradation of water
quality in nearby surface water bodies by reducing the quality of storm water runoff.
I
Construction and grading would require temporary disturbance of surface soils and removal of
vegetative cover. During the construction period, grading and excavation activities would result in '
exposure of soil to runoff, potentially causing erosion and entrainment of sediment in the runoff. Soil
stockpiles and excavated areas in the selected alternative would be exposed to runoff and, if not
managed properly, the runoff could cause erosion and increased sedimentation in storm sewers or '
water courses at or away from the project area. The accumulation of sediment could result in
blockage of flows, potentially resulting in increased localized ponding or flooding. Similar impacts
could be associated with excess earth materials excavated and transported from the study area for use '
or disposal at other locations. It is unknown whether construction-phase dewatering would be
required as part of the construction of bridges for the Waterbird Way or Evora Road extensions
(Leary, 1994). If required, it is possible that contaminated groundwater could be encountered during '
construction activities, and the Storm Water Pollution Prevention Plan (SWPPP) should include
provisions for handling and disposal of potentially contaminated groundwater.
The potential for chemical releases exists at most construction sites. Once released, substances such ,
as fuels, oils, paints, and solvents could be transported to nearby surface waterways and/or
groundwater in storm water runoff, wash water, and dust control water, potentially reducing the ,
quality of the receiving waters.
4 Elevation of the proposed bridge estimated from alignment maps prepared for the Waterbird Way alignment study by
Bellecci and Associates (May 1994).
94237tos.hyd-2/6/95 4.4-6 '
' 4.4 HYDROLOGY AND WATER QUALITY
Construction of new or improved roadways would result in increased vehicle use and potential
discharge of associated pollutants. Leaks of fuel or lubricants, tire wear, and fallout from exhaust
' contribute petroleum hydrocarbons, heavy metals, and sediment to the pollutant load in runoff being
transported to receiving waters. Landscaping maintenance may involve the use of fertilizers,
herbicides, and pesticides;residues of these substances could be incorporated into the runoff from the
' site.
Mitigation Measure 4.4-1 (Alt. 1, Alt. 2, Alt. 3)
' Water quality of runoff is regulated by the Federal National Pollution Discharge Elimination
System (NPDES) Program (established by the Clean Water Act); the program objective is to
control and reduce pollutants to water bodies from nonpoint discharges. The program is
' administered by the California Regional Water Quality Control Boards. The San Francisco
Bay Regional Water Quality Control Board issues NPDES nonpoint source permits for
discharges to water bodies in the San Francisco Bay region for municipalities and major
industries.
Projects disturbing more than five acres of land during construction are required to file a
Notice of Intent (NOI) to be covered under the State NPDES General Construction Permit for
discharges of storm water associated with construction activity (1992). A project sponsor must
propose control measures that are consistent with the State General Permit. An SWPPP shall
' be developed and implemented for each site covered by the general permit. An SWPPP should
include Best Management Practices (BMPs) designed to reduce potential impacts to surface
water quality through the construction and life of the project.
An SWPPP should be prepared that, when properly implemented, would reduce or eliminate
impacts to surface water quality from all phases of the project. Required elements of the
SWPPP include:
• Construction Storm Water Management Controls. These would include practices to
minimize the contact of construction materials and equipment with storm water. The
SWPPP should include specific requirements that earthmoving equipment not be operated
within an active creek channel. Operation of equipment near creeks should be strictly
' limited.
• Erosion and Sediment Control. BMPs designed to reduce erosion of exposed soil may
' include, but are not limited to, soil stabilization controls, watering for dust control,
perimeter silt fences, placement of tray bales, and sediment basins.
• Postconstruction Storrn Water Management. This refers to measures taken to prevent
storrn water pollution associated with postconstruction activities at the developed site.
Controls may include disconnected gutter, pervious concrete surfaces, detention basins,
and stream protection buffers. The agency or group responsible for long-term
' 94237tos.hyd-2/6/95 4.4-7
1
4.4 HYDROLOGY AND WATER QUALITY '
maintenance of postconstruction storm water controls will be determined by the Contra
Costa County Clean Water Program.
The selected alternative would be subject to compliance with.SF Bay Regional Water Quality ,
Control Board Staff Recommendations for New and Redevelopment Controls for Storm Water
Programs (1994). The specific BMPs that would be required of the project are listed in the '
1994 Staff Recommendations document. An additional source of information regarding BMPs
is the California Storm Water Municipal and Construction Activity BMP Handbooks (Storm
Water Quality Task Force, 1993).
Impact 4.4-2 (Alt. 1, Alt. 2)
Construction in the vicinity of water bodies,including building of road and bridges,could result
in degradation of surface water quality.
Implementation of Alternative 1 (Waterbird Way extension) or Alternative 2 (Evora Road extension) ,
would require earthwork and construction activities near,and perhaps within,waterways (Pacheco and
Mount Diablo/unnamed Creek, respectively) and/or potential wetlands. Disturbance of surface soils
and operation of equipment near creeks could result in fine-grained soil particles becoming entrained ,
in water, increasing turbidity and decreasing water quality. In addition, construction activity within
"waters of the United Statesi5 or alteration of surface water body flow patterns (such as may be
required for the culverted road undercrossing in Reach 11 of the Waterbird Way extension and the ,
unnamed drainage that flows parallel to the Evora Road extension alignment) requires permits from
the Corps, the Regional Water Quality Control Board, and/or California Department of Fish and
Game. '
The San Francisco BCDC has jurisdiction over improvements or changes in land use along the
margins of the San Francisco Bay system. BCDC's jurisdiction extends from the high tide line inland
100 feet. Pacheco Creek in the vicinity of the Waterbird Way extension is tidally influenced and
preliminary plans (Bellecci & Associates, 1994) indicate that a bridge abutment would be placed
within 100 feet of Pacheco Creek. This portion of the Alternative 1 project could be subject to '
BCDC review.
Mitigation Measure 4.4-2 (Alt. 1, Alt. 2) '
(a) Implementation of the Storm Water Pollution Prevention Plan (SWPPP) described in
Mitigation Measure 4.4-1 would restrict heavy equipment operation near and within water
bodies and provide Best Management Practices (BMPs) to minimize erosion and potential
construction-related water quality impacts.
s "Waters of the United States" are essentially defined as any surface water body (including, but not limited to oceans,
bays, lakes, rivers, streams [including intermittent streams], mud flats, wetlands, and sloughs) that is located in the United ,
States (33 CPR, Part 328).
94237tos.hyd-2/6/95 4.4-8 '
4.4 HYDROLOGY AND WATER DUALITY
(b) Prior,to finalization of construction specification and grading plans and prior to submittal
of a permit application, the Corps should be contacted. If it is determined that the work
' proposed requires a BCDC permit, the applicant must have an accepted application from that
agency before an application to the Corps will be accepted. Therefore, to expedite the process,
early contact should be made to determine the permit requirements. The Regulatory Branch
' of the Corps will determine whether the project can be completed under the streamlined
nationwide permit or whether an individual permit is required
Impact 4.4-3 (Alt. 1)
Construction of the Waterbird Way extension could expose people and property to flooding
hazards during extreme storm events.
Portions of the alignment for the Waterbird Way extension are located within the 100-year flood
hazard zone and may be subject to flooding during a 100-year flood event. The base flood elevation
' of the 100-year event in the vicinity of the proposed bridge is 13 feet above tnsl (FEMA, 1987).
During extreme storms, flooding could pose a significant hazard to people and property within these
zones.
Mitigation Measure 4.4-3 (Alt. l)
Based on preliminary construction drawings (Bellecci & Associates, 1994), all roadway and
bridge surfaces for Alternative 1 would be constructed a minimum of 20 feet msl. Therefore,
approximately seven feet of freeboard would exist between the road surface and the elevation
' of the 100-year flood. All improvements should be designed and constructed to withstand
destructive forces associated with the 100-year flood event.
94237tos.hyd-2/6/95 4.4-9
This Page Left
Intentionally Blank
4.5 BIOLOGICAL RESOURCES
' SETTING
This section presents a discussion of the existing biological resources in the study area. The resources
are separated into discussions of vegetation,wildlife, and jurisdictional wetlands on an alternative-by-
alternative basis.'
Proposed Project and Alternative 3 (Closure or Upgrade of Solano Way)
Biological resources along the existing Solano Way are limited due to industrial development that has
' resulted in continuous disturbance and a highly fragmented landscape. Vegetation and wildlife that
occur in this area are subject to potential contamination by industrial runoff.
' Areas with potential wildlife habitat or vegetative resources along Solano Way are shown in
Figure 4.5-1. Table 4.5-1 lists all special status species that have been reported or could potentially
occur in the vicinity of the existing Solano Way. Important biological resource elements (vegetation,
' wildlife, and special status species) are discussed below as they relate to each habitat type identified
This section is based on the following study methods:
' Vegetation. Reconnaissance level surveys were conducted on 12 and 24 August 1994 to document vegetative habitat
types within the proposed study area, including Solano Way,Waterbird Way,and Evora Road alternative alignments.
Access to controlled areas was provided by IT Corporation,Acme Fill Corporation,and the Navy. Habitat types within
100 feet (minimum) on each side of proposed alignments were drawn on topographic maps (1 inch = 100 feet for
Waterbird Way and Evora Road; 1 inch=400 feet for Solano Way). Vegetative habitat type designations were based
on natural plant communities described by Holland(1986). Areas that did not meet natural community descriptions
' due to habitat disturbance, small size, or other factors were assigned other descriptive designations. The assessment
of special status plant species potentially occurring within the study area was conducted using information from the
California Department of Fish and Game Natural Diversity Data Base (1994) and a previously prepared EIR (EIP
Associates, 1994).
Wildlife. Reconnaissance level wildlife surveys were conducted during July and August 1994 to document the
presence of wildlife and potential habitat within the proposed study area. Wildlife surveys included sight and sound
surveys for avifauna. Wildlife sightings and potential habitat were noted on topographic maps;photographs were taken
to record the existing habitat conditions. Access to Diablo Creek Golf Course was provided by Larry Brown,Manager.
The Natural Diversity Data Base and an EIR (EIP Associates, 1994) were used to determine previously reported
wildlife and special status species within the study area.
' Jurisdictional wetlands. A reconnaissance level wetland determination was conducted on 12 and 24 August 1994.
A review of U.S. Fish and Wildlife Service National Wetland Inventory Maps (1985) and the Contra Costa County
' soil survey (U.S. Soil Conservation Service, 1977) was conducted prior to the site visit. Potential jurisdictional
wetlands were determined by surveying possible wetland areas and determining boundaries based on vegetation. In
some areas, wetland soils and hydrology were also examined. Preliminary wetland boundaries were drawn on
topographic maps(1 inch= 100 feet for Waterbird Way and Evora Road; 1 inch=400 feet for Solano Way). Potential
jurisdictional areas, including wetlands and waters of the U.S. and potential impact areas, were estimated from
topographic maps using a digital planimeter(Plavix 7).
94237tos.bio-2/13/95 4.5-1
1
AREAS OF POTENTIAL BIOLOGICAL Figure 4.5-1
RESOURCES - SOLANO WAY
JII
Transfer
Station Acme
Shell Marsh Landfill x 0, .
Martinez
Gun \\be
Arthur ClubRoad
Saar'Fe
NeiAum
Neighborhood Baker
ker
Parcel Ponds ) 3�a ,
Henry's
Tree
Farm j
Tosco Avon
Refinery '
Mallard Reservoir
f\o � %
Blum Road Central
Neighborhood Contra Costa
Sanitary District %
`•�.�•: i J AveaUe
County 3
Corporation
Yard
4 mid tnduww way
Legend Area 1 - Seasonally Wet Depressions
Areas of Potential Wildlife Habitat 2 - Ornamental Windrows ,
1 or Vegetative Resources in 3 - Seasonally Wet Depressions
Seasonally Wet Depressions
4 - Seasonally Wet Depressions 0 2000 Feet
MSELIN
94237-00.01 9/14/944.
TABLE 4.5-1
1 REPORTED OR POTENTIALLY OCCURRING SPECIAL STATUS SPECIES,
SOLANO WAY
Area of Reported
.Common Name or Potential
(Species Nan:e) Status' Occurrence Notes
PLANTS
Contra Costa goldfields C1, CNPS Areas 1, 3, and 4 Potential occurrence in vernal pools or
(Lasthenia conjugens) 1B seasonal wetlands; no reported local
occurrence (March-June).
REPTILES -- --
None None
AMPHIBIANS
None -- None --
FISH
None -- None --
BIRDS
California horned lark CSC, C2 All non-native Potential occurrence in non-native
(Eremophila alpestris) grasslands grasslands; no reported local
occurrence.
Loggerhead shrike CSC, C2 All non-native Observed by WRA during field visit,
(Lanius ludovicianus) grasslands July 1994.
MAMMALS
None -- None --
Source: Grinnell and Miller, 1944;Wetlands Research Associates, 1994.
Notes: WRA =Wetlands Research Associates
Refer to Figure 4.5-1 for location of areas.
t Key to Special Status Species Codes
CSC California Department of Fish and Game "Species of Special Concern."
C1 Category 1 Candidate for listing by the U.S. Fish and Wildlife Service (sufficient biological information
available to support a proposal to list taxa as Endangered or Threatened).
C2 Category 2 Candidate for listing by the U.S. Fish and Wildlife Service (existing information indicates taxa
may warrant listing,but substantial biological information necessary to support a proposal rule is lacking).
CNPS 113 California Native Plant Society listed as Rare or Endangered in California and elsewhere.
s Survey dates are indicated, where appropriate, in parentheses.
94237tos.bio-2/13/95 4.5-3
4.5 BIOLOGICAL. RESOURCES '
within the Solano Way. These habitat types include: Urban/Developed Land and Seasonally Wet
Depressions and Drainage Ditches. In addition, there is a separate section describing possible
jurisdictional issues related to wetlands identified within the study area. '
Urban/Developed Land
Urban/developed land with non-native ruderal vegetation occurs in most of the area adjacent to the
existing Solano Way. This habitat type is highly fragmented by buildings,pipelines, paved expanses,
refinery equipment, and the railroad track running along the east side of the roadway.
Vegetation. Road and facility maintenance along Solano Way includes discouraging Plant growth
for fire safety. Patches of non-native grasses, such as brome grass(Bronrus spp.) and wild oat (Avena
spp.), were observed during field studies but did not appear to be widespread.
Wildlife. Wildlife use in this habitat type is restricted for several reasons: 1) marginally suitable
wildlife habitat (non-native invasive and ornamental vegetation) is extremely fragmented; 2) the area
is continuously disturbed by people, vehicular traffic, and refinery operations; and 3) suitable food
resources are scarce. Wildlife use in the urban/developed lands surrounding Solano Way was
observed to be limited primarily to two introduced avian pests, the English sparrow (Passer
domesticus) and the European starling (Sturnus vulgaris). These species likely roost or nest in the
buildings and ornamental vegetation along Solano Way. Both species compete with native avifaunal
species for nest sites and other resources. The poor habitat quality and opportunistic nature of these
avian pests have contributed to the decline of native bird populations. Providing higher quality
habitat without elimination and eradication of these species would probably not be sufficient to restore
native bird populations.
American kestrels(Falco sparverius) and house finches (Car podacus nrexicanus) were also observed
in the urban/developed lands around Solano Way. Kestrels most likely only use these areas
occasionally as secondary foraging habitat since large expanses of open grassland, their preferred
habitat, occur nearby. House finches occur in abundance in developed lands throughout the west and
have increased in number since the onset of urbanization. Neither kestrels nor house finches have
any special status.
Special Status Species. No special status plants were observed during surveys and none would be '
expected in the Solano Way area.
No special status wildlife species would be expected as resident in this habitat type. However, the
loggerhead shrike (Lanius ludovicianus), a California Department of Fish and Game Species of
Special Concern (CSC) and a Category 2 Federal Candidate species (C2), may occasionally use the
area for foraging as the species is known to hunt for prey while perching atop fence posts or other
manmade structures. A complete account of this species can be found below under the species'
preferred habitat type, non-native grassland.
94237tos.bio-2/13/95 4.5-4
1
1 4.5 BIOLOGICAL RESOURCES
1
Seasonally P Wet Depressions and Drainage Ditches
Seasonally wet depressions and drainage ditches occur along the Solano Way roadside in Areas 1,2,3
and 4 (Figure 4.5-1). These areas do not strictly conform to vegetation habitat types described by
Holland (1986). However, they could potentially provide some wildlife value if disturbance and
' pollution were abated.
Vegetation. Ditches and depressions generally had cattail, Dallis grass, and salt grass (Distichlis
i spicata); other depressions had Bermuda grass(Cynodon dactylon), alkali weed (Cressa truxillensis),
and alkali mallow (Malvella leprosa). The brackish nature of the area's water resources accounts for
the dominance of halophytic (salt tolerant) species; with the exception of cattail and salt grass, this
' plant community does not closely match wetland areas in the vicinity. .
Wildlife. Typically, seasonal wet depressions could support a variety of avian species, including
1 some special status brackish and freshwater marsh species. However, such areas along Solano Way
are small, polluted, or developed. Most seasonal depressions, for example, are located under low-
lying elevated pipelines. These conditions do not provide any significant wildlife habitat.
Special Status Species. No special status plants were observed in this habitat type. Contra Costa
goldfields (Lasthenia conjugens) could potentially occur in Areas 1, 3, and 4 (Figure 4.5-1), but this
is unlikely due to the small size of these areas and their disturbed nature. Contra Costa goldfields
r is an early blooming, nonpersistent plant, and field searches for this plant conducted during August
reconnaissance surveys are not adequate to determine its presence or absence. Surveys for this plant
should be conducted during its flowering period.
The California red-legged frog (Rana aurora), a CSC and Federal Proposed Endangered species,
typically occurs in freshwater wetlands, including seasonally wet depressions. This species is not
likely to occur along Solano Way, since all freshwater and brackish wetland habitat is highly
disturbed and polluted.
�. Potential Jurisdictional Wetlands
Linear depressions (Figure 4.5-I, Areas 1 and 2) constructed for oil refinery pipelines also support
1 wetland classified plants,such as Dallis grass(Paspalunt dilatatuni)and cattail(Typha spp.);however,
they are not jurisdictional wetlands since the depressions appear to have been excavated in uplands.
A map showing the extent of historic San Francisco Bay margins (Nichols and Wright, 1971)
indicates that the railroad, which is parallel to Solano Way, was constructed on historic uplands.
Solano Way and adjacent linear depressions constructed for pipelines were also probably constructed
on historic uplands. Since these linear depressions are still being used and maintained for their
intended purpose, they probably are not subject to Section 404 jurisdiction and could probably be
filled with no permit required.
1
,, 94237tos.bio-2/13/95 4.5-5
4.5 BIOLOGICAL RESOURCES ,
Two seasonally wet depressions on the east side of Solano Way near the southern end of the study
area (Figure 4.5-1; Areas 3 and 4) had wetland classified plants, including salt grass (Distichlis
spicata) and alkali weed. These potential wetlands were also probably excavated in uplands; their
apparent lack of maintenance and abandonment would probably cause them to be determined
jurisdictional wetlands by the Corps.
Alternative 1 (Extension of Waterbird Way)
Habitat types described in Holland (1986) found along the various reaches of the Waterbird Way
alignments included Coastal Brackish Marsh, Central Coast Riparian Scrub, Coast Live Oak
Woodland, and Non-native Grassland. Additional habitat types (not described in Holland) included
Diked Seasonal Salt Marsh (historic tidal marsh), Seasonally Wet Depression, and Open Water.
Urban/Developed Lands and Unvegetated Ponds (IT Corporation) were also found along the ,
alternative alignments.
The primary habitat type along the Waterbird Way alignments was non-native/ruderal grassland. '
Although small areas of this habitat type generally contain few biological resources, large expanses
of non-native grassland could potentially support several special status wildlife species. In addition,
there are valuable wetland,riparian, and woodland habitat along the proposed alignments(Figures 4.5-
2 and 4.5-3). Table 4.5-2 lists all special status species potentially occurring in the vicinity of the
proposed Waterbird Way alignments.
Non-Native/Ruderal Grassland
Non-native grassland is the primary habitat type along all the Waterbird Way alignments. This
habitat has no protected status; however, special status species could potentially be present, including ,
species dependent on large open expanses of grassland for their survival.
Vegetation. Non-native grassland was found in fragments between other habitat types and land uses '
along the alignment. Dominant non-native grassland plants along the alignment included brome grass
(Bronrus spp.), wild oat (Avena spp.), and yellow star thistle (Ce/uaruea solstitialis). These are all
non-native annuals typical of those opportunistic species that have replaced native perennial grasses
and forbs throughout California.
Wildlife. Wildlife observed in the non-native/ruderal grassland areas during summer field surveys '
included avian species common to grasslands and developed regions, such as the house finch and
northern mockingbird (Minius polyglottos). Other common grassland avian species likely occurring
in the area include goldfinches, siskins (Carduelis spp.), and common raptors, such as the red-tailed '
hawk(Buteo janiaicensis) and American kestrel. In addition, a variety of small mammals and reptiles
may be found in the non-native/ruderal grassland habitat.
Special Status Species. Potential special status plant species (Table 4.5-2) occurring in local non-
native grasslands include Santa Cruz tarplant(Holoca/pa rnacradenia),Congdon's tarplant(Hemizonia
94237tos.bio-2/13/95 4.5-6
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4.5-8
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TABLE 4.5-2
- REPORTED OR POTENTIALLY OCCURRING SPECIAL STATUS SPECIES,
WATERBIRD WAY
Common Name Aror PoRep anted
(Species) Statust Occurrence Notes2
..
... ....
. .
1 PLANTS
Suisun Marsh aster C2, CNPS Area 7 Potential occurrence in brackish and
(Aster lentus) 1B salt marsh; reported in various Suisun
Bay localities, including Pittsburg
Marina and South Hampton Marsh
(August-November).
Suisun thistle Cl, CNPS Area 7 Potential occurrence in salt marsh; only
(Cirsium hydrophilunt var. 113 reported local occurrence is on Grizzly
hydrophilitni) Island (July-September).
' Point Reyes bird's beak CR, C2, Area 7 Potential occurrence in salt marsh; no
(Cordylanthus maritimus CNPS 1B reported local occurrence (July-
ssp.palustris) October).
Soft bird's beak C1, CNPS Area 7 Potential occurrence in salt marsh,
(Cordylanthus mollis ssp. 1B reported from Mare Island to Hastings
mollis) Slough (July-September).
Diablo helianthella C2, CNPS All non-native Potential occurrence in non-native
(Helianthella castanea) 113 grasslands grasslands and scrub; no reported local
occurrence (April-June).
Santa Cruz tarplant SE, Cl, All non-native Potential occurrence in non-native
(Holocarpha macradenia) CNPS 1B grasslands grasslands and scrub; no reported local
occurrence (June-October).
Contra Costa goldfields Cl, CNI3S Areas 1, 9, 12, 14 Potential occurrence in vernal pools or
(Lasthenia conjugens) 1B and 16 seasonal wetlands; no reported local
occurrence (March-June).
Delta tule pea C2, CNPS Area 7 Potential occurrence in brackish marsh
(Lathyrus jepsonii ssp. 1B habitats; reported local occurrence in
' jepsonii) numerous Suisun Bay marshes (May-
January).
Mason's lilaeopsis SR, C2, Area 7 Potential occurrence in riparian and
(Lilaeopsis siasonii) CNPS 1B fresh and brackish marsh; reported local
occurrences at Brown's Island,
Montezuma Slough, Pittsburg Marina,
and other Suisun Bay marshes (April-
October).
Congdon's tarplant Cl, CNPS All non-native Potential occurrence in grasslands;
(Hemitonia partyi ssp. 1B grasslands reported in the vicinity of Avon-Port
congdonii) Chicago Marsh (June-November).
94237tos.bio-2/13/95 4.5-9
i
Table 4.5-2 Special Status Species, Waterbird Way - continued
Area oU Reported
Common Name or I'otentaal
(Species) Status' Occurrence NotesZ
PLANTS - CONTINUED
Delta mudwort CNPS 2 Area 7 Potential occurrence in brackish marsh;
(Limosella sabulata) reported local occurrence in
Montezuma Slough tidal marshes (May- '
August).
REPTILES
None -- None --
AMPHIBIANS
California red-legged frog CSC, FPE Areas 5 and 18 Potential occurrence in permanently
(Rana aurora draytonii) ponded freshwater wetlands; reported in
small stream in West Pittsburg (April-
July).
California tiger salamander CSC, C2 Areas 5 and 18 Potential occurrence in grasslands near
(Ambystonia californiense) seasonal freshwater source; no reported
local occurrence (October-April).
FISH
Sacramento splittail CSC, FPT Area 7 Potential occurrence in tidal sloughs;
(Pogonichthys reported in numerous Suisun Bay
macrolepidotus) localities.
BIRDS
California black rail ST, C2 Areas 6, 9, 10, 12, Potential occurrence in fresh and saline
(Laterallus jamaicencis 16, and 18 wetlands; reported local occurrence in
coturniculus) Avon-Port Chicago Marsh (April-
August).
California clapper rail SE, FE Area 7 Potential occurrence in saline wetlands;
(Rallus longirostrus reported local occurrence at Ryer Island
obsoletus) (April-August).
Northern harrier CSC Areas 6, 7, 9, 10, Common reported occurrence in all
(Circus cyaneus) 12, 18 and non- wetland and grassland habitats in study
native grasslands area.
Golden eagle CSC All non-native Potential occurrence in non-native
(Aquila chrysaetos) grasslands grasslands; no reported local
occurrence.
Ferruginous hawk CSC, C2 All non-native Potential occurrence in non-native
(Buteo regalis) grasslands grasslands during winter and migration;
no reported local occurrence.
94237tos.bio-2/13/95 4.5-10
i
Table 4.5-2 Special Status Species, Waterbird Way - continued
Area of Reptirted
Common Name or:Potential
(Specces) Status' Occurrence Notesz
BIRDS - CONTINUED
Swainson's hawk ST All non-native Potential occurrence in non-native
(Buteo swainsoni) grasslands grasslands during summer and
migration; no reported local occurrence.
Merlin CSC Areas 6, 7, 9, 10, Potential occurrence in marshes and
(Falco columbarius) 12, 16, and non- non-native grasslands; no reported local
native grasslands occurrence.
American peregrine falcon SE, FE Areas 6, 7, 9, 10, Potential occurrence in marshes and
(Falco peregrinus) 1206, and all non- non-native grasslands; recently reported
native grasslands near Benicia Bridge.
Short-eared owl CSC Areas 6, 7, 9, 10, Largest Bay Area population located on `
' (Asio flammeus) 12, 18, and non- Grizzly Island.
native grasslands
Burrowing owl CSC All non-native Potential occurrence in non-native
(Athene cunicularia) grasslands grasslands; no reported local occurrence
(April-August).
California homed lark CSC, C2 All non-native Potentia occurrence in non-native
(Eremophila alpestris) grasslands grasslands; no reported local
occurrence.
Loggerhead shrike CSC, C2 All non-native Observed by WRA biologists during
(Lanius ludovicianus) grasslands field visit, July 1994.
Yellow warbler CSC Areas 15 and 17 Potentia breeder in riparian scrub; no
(Dendronica petechia reported local occurrence (April-
' sonorana) August).
Salt marsh common CSC, C2 Areas 6, 7, 9, 10, Potentia occurrence in salt marshes
yellowthroat 16, and 18 during winter and fresh-brackish
(Geothlypis trichas marshes during spring and summer;
sinuosa) reported local occurrences at Roe and
Ryer islands.
Yellow-breasted chat CSC Areas 15 and 17 Potential breeder in riparian scrub; no
(Icteria virens) reported local occurrence.
' Tricolored blackbird CSC, C2 Areas 16 and 18 Potentia resident in fresh water
(Agelius tricolor) wetlands; reported in MVSD tertiary
treatment sewage ponds and near Bird's
Landing.
94237tos.bio-2/13/95 4.5-11
Table 4.5-2 Special Status Species, Waterbird Way - continued �.
Area:of Reported
Common Name or Potential
;(Spectes) Statust Occurrence Notes:
-. ..
BiRDS - CONTINUED
Suisun song sparrow CSC, C2 Areas 6, 7, 9, 10, Observed by WRA biologist in saline
(Melospiza melodia and 12 marshes along Waterbird Way during
maxillarus) field visit, July 1994.
MAMMALS
Salt marsh harvest mouse SE, FE Areas 6, 7, 9, 10, Potential occurrence in pickleweed
(Reithrodontomys 12, 16, and 5 dominant salt marsh; reported local
raviventris) (periphery) occurrence in Avon-Port Chicago
Marsh (May-June).
San Joaquin kit fox SE, FE All non-native Potential occurrence in non-native
(Vulpes macrotis nuitica) grasslands gr sslands; sighted in 1993 at Black
Diamond Mine Regional Preserve
(March-July).
American badger CSC All non-native Potential occurrence in non-native
(Taxidea taxis) grasslands grasslands; no reported local
occurrence.
Sources: EIP Associates, 1994;NDDB, 1993;Zeiner 1988, 1990b;Grinnell and Miller 1944;Cogswell, 1994;California
Burrowing Owl Consortium, 1993; U.S. Fish and Wildlife Service, 1984, 1983.
Notes: WRA= Wetlands Research Associates.
MVSD=Mountain View Sanitary District.
Refer to Figures 4.5-2 and 4.5-3 for locations of Areas.
Key to Special Status Species Codes
SE Listed as Endangered by the State of California.
ST Listed as Threatened by the State of California.
SR Listed as Rare by the State of California.
CSC California Department of Fish and Game "Species of Special Concern."
FE Listed as Endangered by the Federal Government.
FPE Proposed as Endangered by the U.S. Fish and Wildlife Service.
FPT . Proposed as Threatened by the U.S. Fish and Wildlife Service.
C1 Category 1 Candidate for listing by the U.S. Fish and Wildlife Service (sufficient biological information
available to support a proposal to list taxa as Endangered or Threatened).
C2 Category 2 Candidate for listing by the U.S. Fish and Wildlife Service (existing information indicates taxa
may warrant listing, but substantial biological information necessary to support a proposal rule is lacking).
CNPSIB California Native Plant Society listed as Rare or Endangered in California and elsewhere.
CNPS2 California Native Plant Society listed as Rare or Endangered in California but more common elsewhere.
s Survey dates are indicated, where appropriate, in parentheses.
94237tos.bio-2/13/95 4.5-12
4.5 BIOLOGICAL RESOURCES
parryi ssp.congdonii), and Diablo helianthella(Helianthella castanea). Only Santa Cruz tarplant has
protection as a State Endangered species. The remaining species are State Candidates and/or listed
by the CNPS. Santa Cruz tarplant and Congdon's tarplant flower between June and November and
Diablo helianthella flowers between April and June. Searches for these plants should be conducted
during appropriate periods.
Two special status buteos (soaring hawks) and one eagle species could potentially occur in the non-
native grassland along the Waterbird Way alignments: the golden eagle (Aquila chrysaetos); the
ferruginous hawk (Buten regalis); and the Swainson's hawk (Buteo swainsoni). All of these species
require large expanses of open grassland habitat for foraging. The golden eagle is an uncommon
resident of north Contra Costa County, while the occurrence of the Swainson's hawk and ferruginous
hawk is limited to the summer and winter, respectively (Zeiner et al., 1990a). All three species are
most likely to occur in the region during spring and fall migration. These raptors soar above open
grassland habitat in search of a variety of prey (small mammals, reptiles, amphibians) and nest in
trees or other suitable vegetation of adjacent habitats.
The California burrowing owl(Athene cunicularia) could potentially use non-native grasslands along
the Waterbird Way alignments year-round, or use this type of habitat as breeding or wintering habitat.
Burrowing owls are known to inhabit annual and perennial grasslands of north Contra Costa County
where they use the burrows of fossorial mammals, typically the California ground squirrel (Citellus
beecheyi), for protection, shelter, and nesting (California Burrowing Owl Consortium, 1993). No
suitable burrows were observed along the alignments; however, since ground squirrels are common
to the region, burrows suitable for burrowing owls are likely to occur in the vicinity.
Two special status falcons,the American peregrine falcon (State and Federal Endangered species)and
the merlin, could potentially occur in the non-native grassland along the Waterbird Way alignments.
1 Both species preferentially use brackish and salt marshes for foraging, but will also hunt prey,
including birds, reptiles, and small mammals, in large open grasslands (Zeiner et al., 1990a).
Although peregrine falcons are uncommon in the area, an adult male was recently sighted(16 January
1994) foraging over marshes near Benicia Bridge (EIP Associates, 1994). Additional information on
peregrine nest sites and reported sightings is difficult to obtain, since State and Federal agencies keep
such information restricted to reduce the unauthorized capture of these birds which are prized by
falconers. Peregrines may occur on an occasional basis during winter, but most likely would only
occur as a winter visitant. The occurrence of the merlin in the study area is reportedly strictly limited
to the winter (Grinnell and Miller, 1944).
Loggerhead shrike were observed in the grassland and ruderal habitat along all of the Waterbird Way.
alignment during summer reconnaissance field surveys in 1994. Loggerhead shrikes are often
grouped with birds of prey because of their similar foraging habits. This species preferentially uses
open expanses to hunt for live prey, including small Inamtnals, birds, and insects.
94237tos.bio-2/13/95 4.5-13
4.5 BIOLOGICAL RESOURCES �.
The California horned lark is the only passerine (song bird) species to potentially occur in the Non- ■
native Grasslands along the Waterbird Way alignments. Horned larks use large, open grasslands
throughout California year-round. The species is likely to be most abundant during the winter when .
seasonal visitors join residents in large flocks that forage and roost together (Zeiner et al., 1990a).
Non-avian special status species dependent on open grassland for survival that could potentially occur
along the alignments include the American badger (Taxidea taxis), and the San Joaquin kit fox
(Vulpes macrotis mutica). Badgers dig extensive burrows in open grasslands and emerge during the
night to forage for small mammals, mostly for ground squirrels and pocket gophers (Thomomys
bottae) (Jameson and Peeters, 1988). Although human disturbance in the study area may discourage
use by American badgers, suitable habitat is plentiful and the study area falls well within the species'
range of occurrence (Burt and Grossheider, 1980). The kit fox is a State and Federal Endangered
species. Kit foxes are also nocturnal mammalian inhabitants of open grasslands throughout the
region. A small number of confirmed reports of kit fox dens and individuals are erratically scattered
throughout north Contra Costa County (Morrell, 1975). The closest confirmed kit fox sighting
occurred in 1993 at the Black Diamond Mine Regional Preserve about eight. miles southeast of the
project site (McGinnis, 1994).
Coastal Brackish Marsh
Coastal brackish marsh occurs in Pacheco Creek and in two tributary channels (Area 7, Figures 4.5-2
and 4.5-3). The tributaries have some tidal influence due to leaking or malfunctioning flap gates.
Preservation of this habitat is of extreme importance for two reasons: 1) over 90 percent of San
Francisco Bay Area tidal salt and brackish marshes have been filled or converted to other wetland
types(Association of Bay Area Governments in Harvey et al., 1992); and 2) this habitat type supports
an abundance of both common and special status wildlife species.
Vegetation. Pacheco Creek supports tidal coastal brackish marsh habitat. Cattail (Typha spp.) and
tule (Scirpus acutus) were dominant plants observed at lower elevations with pepperweed (Lepidiunt
latifolium), poison hemlock (Coniuni maculaturn), salt grass (Distichlis spicata), and in some areas
wild rose (Rosa californica) the dominant species at higher tidal elevations. Pepperweed and poison
hemlock are considered to be invasive exotic pests.
Wildlife. A diverse group of wildlife species inhabit tidal marshes, each filling a different ecological
niche within several distinct micro-habitats. In the lower marsh zone (below mean high water)
numerous waterfowl, herons, and shorebirds forage for benthic invertebrates. The high marsh zone
(mean high water to extreme high tide) provides dense low canopy (typically pickleweed), which
supports various small mammals, rails, and foraging passerines. The high marsh periphery provides
roosts and perching sites for herons.and foraging raptors, and suitable nest sites for a variety of
avifauna and larger mammals.
Special Status Species. Several plant species are known to occur in the region's coastal brackish
marsh habitat and may potentially occur in the study area vicinity. These plants include Suisun
94237tos.bio-2/13/95 4.5-14
1 i
�. 4.5 BIOLOGICAL RESOURCES
marsh aster, Suisun thistle, Point Reyes bird's beak, soft bird's beak, Delta tule pea, Masons
lilaeopsis, and Delta mudwort_ (Table 4.5-2).
The largest extant population of the California black rail (Latterallus jamaicensis coturniculus), a
State Threatened species, occurs in San Pablo and Suisun Bay marshes (Evens et al., 1991). Along
the Waterbird Way alignments this small wading bird is most likely to occur in the coastal brackish
marshes of Pacheco Creek and its tributaries (Area 7, Figures 4.5-2 and 4.5-3). Although the species
is usually found in the vicinity of tidal sloughs (Manolis, 1978), it could potentially use the diked
seasonal salt marshes and freshwater marshes located along the Waterbird Way alignments (Areas 6,
9, 10, 12, 16, and 18, Figure 4.5-3). Although difficult to observe, black rails are relatively common
in the study area, especially during the breeding season. Sightings have been recorded near the
junction of Lake Herman Road and I-680 (NDDB, 1993) and in numerous locations within the Avon-
Port Chicago Marsh (NDDB, 1993). A black rail was heard calling in Pacheco Creek in the
immediate vicinity of Reach 8 (Figure 3-5) of the Waterbird Way alignments on 24 August 1994
1 during field surveys.
The California clapper rail (Rallus longirostris obsoletus), a State and Federal Endangered species,
could potentially occur in the coastal brackish marshes of Pacheco Creek and its tributaries. Unlike
the black rail, this species is restricted to tidal salt and brackish marsh habitats. Potential habitat for
the species is restricted to Area 7 along the Waterbird Way alignments (Figures 4.5-2 and 4.5-3).
No sightings of the species have been reported in the study area, but the species is known to occur
in the bayshore marshes and tidal sloughs of Suisun Bay (Harvey et al., 1992).
Song sparrows(Melospiza rnelodia) were observed in suitable marsh habitat throughout the study area
during the summer 1994 reconnaissance surveys. Song sparrows are most likely to occur in the
coastal brackish marsh of Area 7 along the Waterbird Way alignments (Figures 4.5-2 and 4.5-3), but
the species may also occur in the vegetated diked seasonal salt marshes and freshwater marshes along
the alignments. Song sparrows sighted in the region are most likely Suisun song sparrows(Melospiza
melodia maxillarus), although definitive identification is difficult without in-depth morphometric
analysis (Marshall and Dedrick, 1994). Suisun song sparrows are restricted to the saline marshes of
Suisun Bay from Benicia east to the Sacramento River Delta (Harvey et al., 1992). The total
population of extant special-status Suisun song sparrows (6,000 pairs in 13 small isolated
subpopulations) is thought to be only 10 to 20 percent of historic numbers (Larsen, 1989). The
species nests in a variety of emergent wetland vegetation (cattails, bulrush, baccharis), and typically
remains on territories in the marsh year-round (Zeiner et al., 1990a).
The salt marsh common yellowthroat (Geothlypis trichas sinctosa) is another small passerine special
status species that could potentially occur in the brackish marshes along the Waterbird Way
alignments. This subspecies is thought to winter in coastal salt marshes from the San Francisco Bay
region south to San Diego (Grinnell and Miller, 1944). During the breeding season, salt marsh
common yellowthroats inhabit brackish and freshwater marshes on the inland margins of San
Francisco, San Pablo, and Suisun bays (Foster, 1977). The species is likely to occur in the coastal
94237tos.bio-2/13/95 4.5-15
4.5 BIOLOGICAL RESOURCES
brackish tidal marshes around Pacheco Creek (Area 7, Figures 4.5-2 and 4.5-3), as well as in the
diked salt marshes and freshwater marshes along the alignments.
Two special status raptors could potentially occur in the brackish marshes: the northern harrier
(Circus cyaneus) and the short-eared owl (Asio flarnmeus). Both of these species are California
Species of Concern. Northern harriers are common pennanent residents of north Contra Costa
County: Although harriers forage in a variety of habitats including meadows, grasslands, and fresh
and brackish wetlands (Zeiner et al., 1990a), they are most often associated with marshes where they
nest on the ground in shrubby vegetation usually at the marsh edge (Brown and Amadon, 1968).
Short-eared owls are less common in the immediate vicinity of the study area. However, the largest
breeding densities of short-eared owls in the San Francisco Bay Area occur in the marshes of Grizzly
Island in Suisun Bay (Cogswell, 1994). Short-eared owls use a variety of wetland and grassland
habitats, but are most likely to be found in association with salt marshes. Suitable habitat for both
these species occurs throughout the Waterbird Way alignment area, but the most suitable habitats are
the salt marshes of Areas 6, 7, 9, 10, and 12 (Figures 4.5-2 and 4.5-3).
Both the American peregrine falcon and the merlin preferentially forage in both coastal brackish and
salt marshes and in diked seasonal salt marshes around San Francisco, San Pablo, and Suisun bays.
Although uncommon in the study area vicinity, recent sightings have confirmed these species'
occasional occurrence (discussed in non-native grassland section, above).
The only mammalian special status species associated with salt marsh habitats in the project region
is the salt marsh harvest mouse (Reithrodontongs raviventris), a State and Federal Endangered
species. The salt marsh harvest mouse northern subspecies (R. r. halicoetes), could potentially occur
along the Waterbird Way alignments; its occurrence would be limited to either diked or tidal salt
marsh habitat(Harvey et al., 1992). Salt marsh harvest mice preferentially use tidal salt marshes with
a dense vegetative cover of pickleweed (U.S. Fish and Wildlife Service, 1984). In the project vicinity,
salt marsh harvest mice have been reported in the Avon-Port Chicago Marsh (NDDB, 1993) and in
the marshes located between the Benicia-Martinez Bridge and Pacheco Creek-Tosco Avon refinery
(NDDB, 1993). In the immediate vicinity of the study area, salt marsh harvest mice are most likely
to occur in the salt marshes of Pacheco Creek and its tributaries, but may potentially occur in other
areas since the species has been known to move to adjacent grasslands for short periods of time in
the late spring (Geissel et al., 1988). In July 1994, biologists conducted a field survey of the IT
Baker pond site, near the eastern alignment of the Waterbird Way extension. The biologists found
evidence of salt marsh harvest mouse habitat and inhabitation, including nests and one positive
identification of an individual mouse, along the perimeter of one the ponds (IT, 1994).
Pacheco Creek flows directly into Suisun Bay and, thus, could support several special status fishes
including: winter-tun chinook salmon (Oncorhynchus tsharvytscha), a State Endangered and Federal
Threatened species; the green sturgeon (Acipenser rnedirostris); Delta smelt (Hypomesus
transpacificus); longfin smelt (Spirinchits thaleicthys); and the Sacramento splittail (Pogonichthys
macrolepidotus). Of these species, only the Sacramento splittail is of concern in the study area
94237tos.bio-2/13/95 4.5-16
4.5 BIOLOGICAL RESOURCES
vicinity. Green sturgeon and winter-ivn chinooks travel up the Sacramento River to spawn,but these
species would not likely enter a tidally influenced creek as small as Pacheco Creek. Smelt typically
occur in relatively large embayments and spawn in tidal sloughs. Pacheco Creek is most likely too
small to receive any significant use by these species. Pacheco Creek is typical habitat for the
Sacramento splittail,which is normally found in slow-moving stretches of the Sacramento River Delta
and in small shallow sloughs and marshes.
Diked Seasonal Salt Marsh. Diked seasonal salt marsh is habitat that was probably historic tidal
marsh. Seasonal drying and concentration of soil salts has caused a shift to vegetation that is more
characteristic of salt marsh habitat than the brackish marsh community found in local tidal marshes.
Areas 6, 9, 10, 11, 12, and 16 in Figure 4.5-3 include diked seasonal salt marsh. Areas 10 and 11
1 (Figure 4.5-4) are, in fact, one contiguous marsh. A portion of this habitat type in Area 11 is only
sparsely vegetated and, as a result, wildlife habitat value would be expected to be lower than similar
areas with dense cover.
Vegetation. Dominant vegetation observed in diked seasonal salt marsh along the alignments
included pickleweed (Salicornia virginica), salt grass(Distichlis spicata), and alkali heath(Frankenia
salina). Some marsh areas with increased flushing or near to a freshwater outfall had areas
dominated by less salt-tolerant species such as alkali bulrush (Scitpus robustus), rabbitsfoot grass
(Polypogon nronspeliensis), and swamp timothy (03 psis schoenoides).
Wildlife. Many of the wildlife species common to tidal marshes will also use adjacent diked tidal
marshes as secondary habitat. Nesting passerines, such as the red-winged blackbird and marsh wren,
will preferentially use diked seasonal salt marsh if such marshes contain more suitable nesting
vegetation than nearby tidal marshes. Generally, wildlife species typically associated with tidal
marshes will only occur in diked seasonal marshes if the two habitats are closely associated or
corridors of suitable habitat connect the two. These conditions occur along the proposed Waterbird
Way alignments; therefore, common wildlife species potentially occurring in the tidal marshes would
also be expected to occur in the diked seasonal marshes where habitat conditions are suitable.
Special Status Species. While the special status plants listed for local tidal marshes are adapted to
brackish conditions,most are not found in diked areas. Contra Costa goldfields (Lasthenia conjugens)
is a nontidal wetland plant often associated with vernal pools and may also occur in diked seasonal
marshes. This plant flowers between March and June.
All special status wildlife species potentially occurring in local brackish tidal marshes could also be
found in the diked seasonal marshes along the Waterbird Way alignments. Such species include the.
Suisun song sparrow, salt marsh common yellowthroat, northern harrier, short-eared owl, American
' peregrine falcon, merlin, salt marsh harvest mouse, California black rail, and California clapper rail.
The two passerine species, the song sparrow and yellowthroat, could breed or winter in this type of
habitat. The harrier and the short-eared owl may occasionally use the areas containing diked seasonal
salt marsh for foraging. If suitable vegetative cover exists (i.e., dense pickleweed), the salt marsh
' 94237tos.bio-2/13/95 4.5-17
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4.5 BIOLOGICAL RESOURCES ,
harvest mouse may use this habitat. California black rail and California clapper rail, expected ,
residents of local tidal marshes, are most likely to only incidentally occur in diked areas for
occasional foraging or as they pass through to or from nearby tidal marshes (Figure 4.5-5). ,
Central Coast Riparian Scrub/Forest. Central coast riparian scrub/forest is found along the
Waterbird Way alignments in Areas 15 and 17 (Figure 4.5-3). Willow and cottonwood in Area 15
were young with a relatively open canopy scrub habitat (Figure 4.5-4). This habitat type has
developed at the highest elevations along a channelized portion of diked seasonal salt marsh. In
contrast, the overstory in Area 17 was well developed with high tree density.
Vegetation. Central coast riparian scrub in Area 15 is dominated by willow (Salix spp.) and mule
fat(Baccharis salicifolia);with some cottonwood (Populus spp.)..The cottonwood trees were limited
to the channel bank in almost a single row. In contrast, the overstory in Area 17 was well developed;
tree density was higher than in the scrub, forming a forest habitat.
Wildlife. Generally, riparian habitat supports high wildlife diversity and abundance. Preservation
of this habitat around the San Francisco Bay Area is a resource agency concern since it is relatively
limited and it is often considered to be one of the most valuable of habitats available to wildlife
(Harvey et al., 1992). Riparian scrub and riparian forest are important to: 1) a variety of migratory
avian species, including the willow flycatcher (Ernpidonax trailii), a California State Endangered
species; 2) potentially occurring special status forest hawks, such as the sharp-shinned (Accipiter
striatus) and Cooper's hawks (Accipiter cooperi); and 3) various common herpetofaunal species.
Special Status Species. No special status plant species were observed or are expected to occur in
the local riparian scrub/forest habitat.
In north Contra Costa County two potentially occurring special status species, the yellow warbler
(Dendroica petechia sonorana) and yellow-breasted chat (Icteria virens), preferentially use riparian
scrub for nesting (Zeiner et al., 1990a). The willow thickets in Areas 15 and 17 (Figure 4.5-3) are
likely to be used by these species during the breeding season since both species typically nest in
dense willows (Salix spp.) or other similar scrub (Grinnell and Miller, 1944). In addition, these two
warblers may occur in the mixed ornamental tree windrows of Area 2 (Figure 4.5-2). Although not
riparian habitat, both of these species could potentially use the eucalyptus and other non-native trees
as secondary nesting habitat.
Although the Cooper's hawk and sharp-shinned hawk are common to riparian woodlands, this habitat
along the Waterbird Way alignments is probably too small to attract any significant use by these two
species. Both species may occasionally forage in these areas.
Freshwater Marsh. Freshwater marsh habitat occurs along the proposed Waterbird Way alignments
in Area 18 (Figure 4.5-3). This area is small and functionally isolated by surrounding development
and ruderal habitat (Figure 4.5-6).
94237tos.bio-2/13/95 4.5-20
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4.5-21
4.5 BIOLOGICAL RESOURCES
Vegetation. Freshwater marsh vegetation is restricted to the bottom of a channelized drainage ditch
that had standing water during field studies in August. Dominant vegetation in the ditch is cattail ,
(Typha spp.) and alkali bulrush (Scirpus robustus).
Wildlife. Freshwater marshes support a variety of wildlife species including: 1) birds, such as the
red-winged blackbird (Agelaius phoeniceus), marsh wren (Cistothorus palustris), and several waders
(rails,bitterns, herons, and egrets);2)herpetofaunal species,such as the Pacific treefrog (Hyla regilla)
and bullfrog (Rana catesbeiana); and 3) an abundance of insects and other benthic invertebrates that
provide resources for higher level food web consumers. Avian species not usually associated with
natural freshwater wetlands,such as the northern mockingbird(Minius polyglottos), European starling,
and Brewer's blackbird (Euphagus cyanocephalus), were observed in the freshwater marsh in Area
18 (Figure 4.5-3), probably due to the small size of the wetland relative to the surrounding
development and iuderal habitat.
Special Status Species. No special status plant species were observed or are expected to occur in
the valley freshwater marsh habitat.
Freshwater marshes with dense emergent vegetation are extremely valuable to a variety of special 1!
status wildlife species. Along the proposed Waterbird Way alignments such habitat is not extensive,
occurring only in Area 18 (Figure 4.5-3). Many of the avian special status species common to
marshes discussed above, including the black rail, northern harrier, short-eared owl, Suisun song
sparrow, and salt marsh common yellowthroat, will use both freshwater and salt marsh habitat and
therefore could be found in this location. However, the occurrence of any of these species is unlikely
given the small size of the available habitat in Area 18. The tricolored blackbird (Agelius tricolor),
California red-legged frog, and California tiger salamander (Anibystoma californiense) are freshwater
species that could potentially occur in this wetland.
Seasonally Wet Depressions
Two seasonally wet depressions were identified along the Waterbird Way alignments in Areas 1, 3,
4, and 14 (Figures 4.5-2 and 4.5-3). These features appear to have been formed when the existing
road was constructed across existing swales. The depressions receive runoff during the wet season,
but remain dry most of the year. Road drainage culverts only allow water depths of a few inches to
accumulate. Wildlife use of the depressions is probably limited due to their small size, ephemeral
nature, and absence of nearby cover.
Vegetation. Dominant vegetation common to both depressions seen during field surveys was Italian
ryegrass (Loliuni multifloruni), trefoil (Lotus corniculatus), and meadow barley (Hordeum
brachyantherum). The depression in Area 1 had evidence of decomposed Juncr.ls or Carex near its
center. This may be an indication soils in the depression remain wet for a significant period of time
(several weeks) during wet years.
94237tos.bio-2/13/95 4.5-22
r
' 4.5 BIOLOGICAL RESOURCES
Wildlife. Seasonally wet depressions occurring along the Waterbird Way alignments do not provide
significant habitat for wildlife,since they are either too small or lack adequate cover. Wildlife species
would most likely be associated with surrounding non-native grassland,habitat; however, some
waterbird use could occur during brief periods when depressions are flooded.
Special Status Species. Contra Costa goldfields (Lasthen.ia conjugens) could potentially occur in
seasonally wet depressions. Surveys during its flowering period (March to June) should be conducted
to determine its presence or absence.
Special status wildlife species associated with freshwater wetlands could potentially occur in these
depressions along the Waterbird Way alignments. However, such occurrence is likely to be brief and
' not critical since these areas provide little wildlife habitat value.
Oak Woodlands
rA stand of trees, primarily oak (Quercus spp.), occurs along the Waterbird Way alignments in Area
13 (Figure 4.5-3). State and Federal agencies, such as California Division of Fish and Game and U.S.
Fish and Wildlife Service, advocate the preservation of such oak woodlands citing regional declines
of the habitat and its intrinsic value to common and special status wildlife.
Vegetation. Dominant trees in the oak woodland are valley oak (Qttercits lobata) and coast live oak
' (Quercus agrifolia)with a few California buckeye(Aesculus californica). Understory plants included
species commonly found in the nearby non-native grassland habitat.
Wildlife. Dense, contiguous expanses of oak woodland support a unique assemblage and abundance
of wildlife species. However, the oak trees in this stand are sparse, separated by expanses of non-
native grasslands (Figure 4.5-6). Because of this spotty distribution, this area most likely supports
wildlife species typically found in the surrounding open grassland habitats.
Special Status Species. Valley.oak(Quercus lobata), once considered a special status plant, has been
removed from special status listing due to its common occurrence. Oaks have no protection at the
State or Federal level, but may be protected by local ordinances.
Although large expanses of dense oak woodlands may attract and support additional special status
wildlife species, this small sparse stand of trees will support only those species associated with the
' surrounding predominant non-native grasslands.
Open Water
A large expanse of open water habitat exists in Area 5 (Figures 4.5-2 and 4.5-3). The open water
area appears to be a manmade pond (circular shape and vertical sides) (Figure 4.5-7). The pond
probably receives freshwater runoff from surrounding areas, but also appears to receive muted tidal
fluctuation through its connection to a Pacheco Creek tributary channel. The tributary channel has
1
94237tos.bio-2/13/95 4.5-23
r
4.5 BIOLOGICAL RESOURCES ,
a leaky flap gate. Public access to the site is prohibited by fencing and adjacent rough terrain. ,
Therefore, human disturbance levels at the pond are relatively low, increasing the likelihood of
wildlife use in the area.
Vegetation. Open water areas of the pond have no emergent vegetation; however, sparsely
distributed patches of hardstem bulrush (Scifpus acutus) have colonized portions of the pond
shoreline.
Wildlife. Large expanses of open water are valuable to a variety of wildlife species, including
herons, grebes, and migratory waterfowl. In addition, flycatchers, kingfishers, and other species that
hunt insects above open water could occur- above the open water habitat located in Area 5 (Figures
4.5-2 and 4.5-3).
Special Status Species. Special status plant species listed for coastal brackish marsh could
potentially occur around the perimeter of the open water pond. Leaking or malfunctioning flap gates
appear to allow tidal fluctuations in the pond, potentially creating habitat conditions suitable for these
plants. Surveys for these plants should be conducted during their flowering periods.
Large open water ponds provide suitable habitat for the northwestern pond turtle (Clemmys
marniorata). Western pond turtles are found in suitable aquatic habitat throughout California west
of the Sierra-Cascade crest (Zeiner et al., 1988). Home ranges for the species are restricted to the
ponded regions in which they occur (Bury, 1972), except during the spring or early summer when
females may move up to 0.25 mile to find suitable sites for egg-laying (Zeiner et al.,.1988).
Hazardous Waste Settling Ponds
Settling ponds, previously used by IT Corporation for storage of liquid hazardous waste materials,
are located in Area 8 (Figure 4.5-3). The settling ponds were observed to be dry and unvegetated
during the August reconnaissance survey.
Vegetation. The settling ponds were unvegetated.
Wildlife. No wildlife were observed in the IT Corporation settling ponds.
Special Status Species. Settling ponds were unvegetated during August site visits; if restored, they
could support special status species described for non-native grassland above.
Potential Jurisdictional Wetlands
Reconnaissance level surveys of potential jurisdictional wetlands and waters of the U.S. were
conducted during July and August 1994. Areas identified as potential Section 404 (Clean Water Act)
and Section 10 (Rivers and Harbors Act)jurisdictional areas are shown in the table.
94237tos.bio-2/13/95 4.5-24
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4.5 BIOLOGICAL RESOURCES ,
Additional delineation studies would be ,
required to determine accurately the potential Sect,on Section
jurisdictional wetland boundaries within the HauiEat'l ype 404 10
areas of the Waterbird Way alternative Diked seasonal salt marsh • •
alignments. Coastal brackish marsh 0 •
Central coast riparian scrub •
Alternative 3 (Extension of Evora Road) Valley freshwater marsh •
Seasonal wet depressions •
Most of the Evora Road extension is along Open water
non-native grassland and the Diablo Creek Golf Hazardous waste settling ponds 0 •
Course, neither of which, under current
conditions,is likely to provide valuable habitat.
Four areas along the proposed extension are important. These areas are shown in Figure 4.5-8. Table
4.5-3 lists all special status species potentially occurring along the proposed Evora Road extension.
Non-Native Grassland
Non-native/ruderal grassland (Area 1, Figure 4.5-10) occurs along the entire Evora Road extension,
interrupted only by the Contra Costa Canal, First Street, and the SR 4 overpass.
Vegetation. Dominant plants in non-native grassland observed during July surveys included wild oat
(Avena spp.), yellow star thistle (Centaurea solstitialis), and filaree (Erodiunr cicutarium). Most of
this habitat type had been plowed, presumably for fire control, prior to field surveys.
Wildlife. Wildlife use in the non-native grassland along the Evora Road extension is restricted by
its small size and insular nature. Continuous human disturbance around the site,prevents colonization
by sensitive wildlife species. The only areas of particular importance to wildlife within this habitat
are: 1) the area around the riparian scrub of Mount Diablo Creek, and 2) an area immediately west
of the Evora Road terminus that supports.stands of small, ornamental pines (Pinus spp.). Riparian
species occurring along Mount Diablo Creek may use the adjacent grassland as secondary foraging
habitat. The pines provide suitable habitat for nuthatches (Sitta spp.), chickadees (Panus spp.), and
brown creepers(Certhia americana). These species would not occur in the area without the presence
of these conifers. Scrub jay(Aphelocoma coerulescens) pairs were also observed nesting in the pines
in the non-native grassland immediately west of the terminus of Evora Road.
Special Status Species. Special status plants listed for non-native grassland, Alternative 2 above,
could potentially also occur in this area. Surveys determining their presence or absence should be
conducted during the appropriate flowering periods.
Loggerhead shrikes were observed in the non-native grassland west of Mount Diablo Creek (Figure
4.5-8)during August 1994 reconnaissance field surveys. This site is particularly suited to the species'
foraging strategy, since an abundance of perch sites (trees, fencing) is found around the grassland
periphery. Use of this area by other special status avifauna potentially occurring in non-native e
94237tos.bio-2/13/95 4.5-26
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4.5-27
TABLE 4.5-3 ,
REPORTED OR POTENTIALLY OCCURRING SPECIAL STATUS SPECIES, ,
EVORA ROAD EXTENSION
Area of Reported
Common Name or Potential
(Species Name) Status' Occurrence Notes
PLANTS
None -- None --
REPTILES
Northwestern pond turtle CSC, C2 Area 4 Potential occurrence in manmade water
(Clemmys marmorata hazard at Diablo Creek Golf Course; no
marmorata) reported local occurrences.
AMPHIBIANS
California red-legged frog CSC, FPE Areas 2, 3, and 4 Potential occurrence in permanently
(Rana aurora draytonii) ponded freshwater wetlands; reported in
small stream in West Pittsburg (April-
July).
California tiger salamander CSC, C2 Areas 1, 2, 3, and Potential occurrence in non-native
(Anibystonra californiense) 4 grasslands near freshwater source; no
reported local occuiTcnces (October-
April).
FISH ,
None -- None --
BIRDS
Sharp-shinned hawk CSC Area 1 Potential seasonal occurrence in
(Accipiter striatus) riparian scrub; no reported local
occurrences.
Cooper's hawk CSC Area 1 Potential seasonal occurrence in
(Accipiter cooperii) riparian scrub; no reported local
occurrences.
Loggerhead shrike CSC, C2 Non-native Observed by WRA during field visit,
(Lanius ludovicianus) grasslands July 1994.
Yellow warbler CSC Area 1 Potential breeder in riparian scrub; no
(Dendronica petechia reported local occurrences.
sonorana)
Salt marsh common CSC, C2 Areas 2, 3, and 4 Potentia breeder in freshwater wetlands
yellowthroat with cattails and tules; reported local
(Geothlypis trichas occurrences at Roe and Ryer Islands.
sinuosa)
94237tos.bio-2/13/95 4.5-28
8
rTable 4.5-3 Special Status Species, Evora Road Extension - continued
' Area of. Reported
Common Name or Potential.
(Species .....m ) Status' Occurrence Notes
BIRDS - CONTINUED
Yellow-breasted chat CSC Area 1 Potential breeder in riparian scrub; no
Octeria virens) reported local occurrences.
Tricolored blackbird CSC, C2 Areas 2, 3, and 4 Potential resident in freshwater
(Agelius tricolor) wetlands; reported in MVSD sewage
ponds and near Bird's Landing.
MAMMALS
None -- None --
Sources: Zeiner, 1988; NDDB, 1993• Grinnell and Miller, 1944.
Notes: WRA =Wetlands Research Associates.
MVSD=Mountain View Sanitary District.
' Key to Special Status Species Codes
FPE Proposed as Endangered by the U.S. Fish and Wildlife Service.
C2 Category 2 Candidate for listing by the U.S. Fish and Wildlife Service (existing information indicates taxa
' may warrant listing, but substantial biological information necessary to support a proposal rule is lacking).
2 Survey dates are indicated, where appropriate, in parentheses.
' 94237tos.bio-2/13/95 4.5-29
4.5 BIOLOGICAL RESOURCES r
grassland habitat (i.e., golden eagle, Swainson's hawk, ferruginous hawk, California burrowing owl) ,
is unlikely due to its small size.
Use of this area by either the American badger or the San Joaquin kit fox is highly unlikely also due ,
to the site's small size and isolation.
The California tiger salamander could potentially estivate (spend summer months in a torpid state)
in the grasslands along the Evora Road extension. If present, the species would most likely be found
only in the grassland immediately adjacent to freshwater wetlands or riparian scrub.
Central Coast Riparian Scrub
Central coast riparian scrub is found along the proposed Evora Road extension along Mount Diablo
Creek in Area 1 (Figures 4.5-8 and 4.5-9). Biological resources in this area are likely most abundant
during the winter months when Mount Diablo Creek is flowing.
Vegetation. Central coast riparian scrub was restricted to the Mount Diablo Creek banks. Willow
(Salix spp.) and mule fat (Baccharis salicifolia) are dominant plants, with some cottonwood (Populus
sp.); frequent breaks in the overstory allow non-native grasses and forbs, such as wild oat and yellow
star thistle, to be dominant in open areas.
Wildlife. Wildlife use of the riparian scrub bordering Mount Diablo Creek is limited by the creek's A
intermittent flow. Riparian habitat is defined by the presence of water, usually a flowing water source
(i.e., a river or creek). Without a year-round water source, riparian dependent wildlife species,
especially avifauna, are less likely to use these areas for breeding. During July field studies Mount
Diablo Creek was dry. Assuming this is typical, use of the area by riparian dependent avian species
is likely to be restricted. Further study of seasonal wildlife use is necessary to accurately predict
wildlife use patterns.
Special Status Species. No special status plants were observed and none are expected to occur in
this habitat type.
Breeding wildlife species potentially occurring in the riparian zone bordering Mount Diablo Creek
include the yellow warbler and the yellow breasted chat (discussed in detail under Alternative 2,
above). The occurrence of both these species is limited to the breeding season only (Grinnell and
Miller, 1944) and is dependent on seasonal stream flows. a
The Cooper's hawk and sharp-shinned hawk(already discussed under Alternative 2)could potentially
use the riparian scrub around Mount Diablo Creek for foraging, although permanent residence of
either of these two species at the site is unlikely if seasonal desiccation of the creek is the norm.
94237tos.bio-2/13/95 4.5-30 A
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4.5-31
4.5 BIOLOGICAL RESOURCES ,
Freshwater Marsh '
Freshwater marsh occurs along the Evora Road extension in Areas 2, 3, and 4 (Figure 4.5-8). Area
4 is a manmade ornamental freshwater pond created as a water hazard on Hole 7 of the Diablo Creek '
Golf Course (Figure 4.5-9). From a wildlife perspective, it functions as a natural freshwater pond.
Area 3 is basically a drainage ditch for the golf course and SR 4. Golf course personnel report that
the western end of this ditch has become permanently ponded since nearby road work began (D.
Brown, 1994).
Vegetation. Freshwater marsh vegetation was found in Areas 2, 3, and 4 (Figure 4.5-8). A stand '
of cattail (Typha sp.) was observed outside the U.S. Navy property boundary fence (Area 2).
However, these cattails were senescent due to the desiccation of the wetland. According to the Navy
Natural Resources representative (Paul Rankin, 1994) the cattail area was part of a holding pond
created during BART construction. The pond had low (one to two feet) dikes and received water
from construction of the nearby BART system. The dikes have been removed and the area will
probably return to upland vegetation. The ditch (Area 3), parallel to the City Golf Course fence
(interior), supports wetland vegetation. Seasonal runoff from SR 4 in winter and summer runoff from
golf course irrigation probably maintain its wetland character. Dominant plants included cattail
(Typha sp.), Dallis grass (Paspalunr dilatatuni), and cocklebur (Xanthiuni strunrarium). The artificial
golf course pond (Area 4) also supports some wetland plants, such as Dallis grass and willow.
Wildlife. Of the three freshwater marsh areas, the golf course pond in Area 4 (Figure 4.5-10) had
the most wildlife use. The desiccation of the Area 2 wetland has left it with little value for wildlife.
Wildlife encountered in Area 2 were upland species associated with the nearby grassland. The small
size and ephemeral inundation of Area 3 limits its value to wildlife.
Special Status Species. No special status plants were observed and none is expected in this habitat
type. ,
Special status avian species that could potentially occur in the freshwater wetlands along the Evora '
Road extension (Areas 2, 3, and 4, Figure 4.5-8) are limited to the tricolored blackbird and the salt
marsh common yellowthroat. Tricolored blackbirds could occur year-round,while yellowthroats could
potentially use these areas for breeding. Use of these sites by other avian special status species '
potentially occurring in local freshwater wetlands (i.e., northern harrier, short-eared owl, black rail,
is unlikely), as the marshes along the Evora Road extension are probably too small and surrounded
by development. Although song sparrows may occur in and around these wetlands, they are unlikely ,
to be Suisun song sparrows; this special status song sparrow's typical occurrence is generally limited
to tidal salt marshes.
The tricolored blackbird is a locally abundant but highly endemic species that preferentially uses ,
freshwater marshes with dense cattails or tules for nesting (Zeiner et al. 1990a). The range of
occurrence for the species is restricted to small localized areas on the West Coast, primarily in the
Central Valley and Sacramento-San Joaquin Delta (Harvey et al., 1992). Typically, nomadic '
94237tos.bio-2/13/95 4.5-32 ,
' 4.5 BIOLOGICAL RESOURCES
' populations move throughout the Sacramento-San Joaquin Valley during the nonbreeding season and
settle in freshwater marshes with dense emergent vegetation to nest in large colonies (Grinnell and
Miller, 1944). Locally, tricolored sightings have been reported in the Mountain View Sanitation
District treatment ponds (NDDB, 1993) and in a marsh located two miles west of Birds Landing.
' Diablo Creek Golf Course personnel (D. Brown, 1994) reported recent colonization by frogs of a
small ponded area located along the course's southern boundary. Although the frogs were not
identified to species, this freshwater wetland (Area 3, Figure 4.5-3) could support California red-
legged frogs. This species could also occur in Areas 4 and 2 or in Mount Diablo Creek (Area 1)
during periods of inundation (Figure 4.5-3).
The California tiger salamander could use all freshwater wetland habitats along the Evora Road
extension (Areas 1, 2, 3, and 4, Figure 4.5-3) for breeding. Areas 1 and 2 and the surrounding
grassland are locations of most likely occurrence for this species.
The California red-legged frog and the California tiger salamander are known to occur in the study
area. Red-legged frogs have been reported in West Pittsburg (NDDB, 1993). This species prefers
' freshwater wetland shorelines with extensive vegetation surrounding pools with depths of at least three
feet (Zeiner et al., 1988). Tiger salamanders spend most of their life cycle in subterranean refugia
typically located in upland meadows or grasslands (Zeiner et al., 1988). Since the species breeds only
in freshwater ponds or marshes, usually located near the estivation burrow (Zeiner et al., 1988), their
occurrence is limited to freshwater wetland breeding habitat.
The northwestern pond turtle could potentially occur in the artificial golf course pond (Area 4, Figure
4.5-3), however, no turtles were seen during reconnaissance surveys. Colonization of the pond is
highly unlikely given the isolated nature of the pond and the character of adjacent habitats.
' Potential Jurisdictional Wetlands
An area that may be subject to Section 404 jurisdiction includes Area 1 (Figure 4.5-8). Mount Diablo
' Creek (Area 1) would be considered a water of the U.S. since it has a defined bed and bank, but
supports no wetland vegetation. While riparian plants along the top of the banks have wetland
' classifications, wetland hydrology and hydric soils do not appear to be present. Therefore, according
to Corps regulations, these areas would not meet jurisdictional criteria. The former BART holding
pond (Area 2) would probably not be considered a jurisdictional wetland since it was created
' artificially on uplands and seems to be reverting to upland conditions. The drainage ditch (Area 3)
would not be considered a jurisdictional wetland since it appears to have been created in uplands and
is supported by irrigation water from the golf course. Irrigation runoff from the golf course probably
keeps the ditch saturated through the summer; elimination of irrigation runoff probably causes the
ditch to be dry during summer. The golf course pond (Area 4) would not be considered a
jurisdictional area because it is artificially maintained. Further delineation studies are required to
accurately determine jurisdictional boundaries.
' 94237tos.bio-2/13/95 4.5-33
4.5 BIOLOGICAL RESOURCES
ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES ,
The CEQA Guidelines indicate that a project will normally have significant adverse impacts if it
interferes substantially with the movement of any resident or migratory fish or wildlife species; ,
substantially affects a rare or endangered species of animal or plant or their habitat; and/or
substantially diminishes habitat for fish, wildlife, or plants. For the purpose of this DEIR, the
following are considered potentially significant biological impacts: 1)elimination of endangered and
threatened species habitat; 2) interference with movement of terrestrial species; 3) elimination of
seasonal wetlands; and 4) potential disturbance of riparian edge habitat along any waterways.
Impact 4.5-1 (Alt. t, Alt. 2, Alt. 3)
The potential permanent loss of wetlands habitat may adversely affect wildlife,water pollution
control, and flood control.
Wetlands provide biological and physical functions (Corps, 1987) and values, including wildlife
habitat, and pollution and flood control. Permanent loss of wetlands adversely affects these functions
and values. Permanent loss may result from filling and shading (from low bridges).
The Corps regulates placement of fill and excavation in jurisdictional wetlands under Section 404 of ,
the Clean Water Act (1977). Fill or excavation in jurisdictional wetlands requires a Corps permit.
The Corps usually requires mitigation for wetland impacts. Projects involving the fill or excavation '
of jurisdictional wetlands, which are subject to a Corps of Engineers' Section 404 Individual Permit,
and are not water related must provide mitigation under Section 404(b)1 Guidelines. These guidelines
require that the project must first avoid impacting wetlands to the extent practicable; second, the '
project should minimize impacts; finally, the project should provide compensatory mitigation for all
unavoidable wetland losses. Compensatory mitigation, where possible, should provide replacement
.of lost wetlands at a minimum 1:1 ratio, preferably in-kind and on-site. Nonjurisdictional wetlands '
that do not meet Section 404 criteria used to determine Corps jurisdiction may still require mitigation
under CEQA and resource agency guidelines.
A Corps permit (both individual and nationwide permits) requires either certification or waiver from
the Regional Water Quality Control Board. Mitigation for wetland loss may also be required by the
Regional Water Quality Control Board. The California Department of Fish and Game also regulates '
alterations to stream beds, such as Mount Diablo Creek and Pacheco Creek, under its 1603 program.
A stream bed alteration agreement may be required for crossing these waterways.
Table 4.5-4 identifies the total and impacted acres of potential jurisdictional wetlands in the study area
that were identified during August 1994 field studies. Of the three alternatives, only Alternative 1,
the Waterbird Way extension, would involve significant impacts to jurisdictional wetlands and would '
probably require a Corps' Individual Permit. Alternative 3, the Solano Way upgrade, would result
in impacts to wetlands that are probably not jurisdictional, so no wetland mitigation under Section
404 would be required. Two seasonally wet depressions(0.05 acre) probably are jurisdictional. Their ,
94237tos.bio-2/13/95 4.5-34 '
' 4.5 BIOLOGICAL RESOURCES
' TABLE 4.5-4
' POTENTIAL SECTION 404 (CLEAN WATER ACT) JURISDICTIONAL AREAS
WITHIN ALTERNATIVE ALIGNMENTS
Potential Waters of the U S
Potential Wetlands{acres) (acres)
Drrect`:Impacf Direct Impact
Alternatives Total Area Area(Till) Total Area Area (Fill)
Waterbird Way (Alternative 1)
' Reach Combinations'
1, 3, 7, 10, 11 10.29 0.44 15.56 0
1, 4, 8, 9, 11 19.91 0.63 7.75 0
2, 5, 7, 10, 11 11.54 0.99 15.56 0
2, 6, 8, 9, 11 21.16 1.45 7.75 0
' Evora Road (Alternative 2) 0 0 0.04 0
Solano Way (Alternative 3) 0.05 0.05 0 0
' Note: An undetermined portion of Section 404 wetlands and waters below an elevation of mean high water(MHW) may also
be subject to Section 10 (Rivets and Harbors Act) jurisdiction. Estimates are based on reconnaissance level
determinations conducted in August 1994.
' Areas estimated for each alternative are approximate.
' See Figures 3-5 and 3-6 for location of reaches.
small size and isolated nature would make thein subject to Corps Nationwide Permit 26 and, as a
result, only require Corps notification and no mitigation. The Regional Water Quality Control Board,
' however, may require mitigation for these Corps permitted jurisdictional wetland losses. Alternative
2, the Evora Road extension, would not directly impact jurisdictional wetlands, therefore would not
require a Corps permit or mitigation.
Mitigation Measure 4.5-1 (Alt. 1, Alt. 2. Alt. 3)
(a) No mitigation for impacts to jurisdictional wetlands would he required for Alternatives 2
' or 3. To minimize impacts to jurisdictional wetlands, one of these alternatives should be
selected. The Regional Water Qualitt, Control Board may require on-site, in-kind mitigation
at a minimum 1:1 replacement ratio for impacts to 0.05 acre of seasonally wet depressions. (Alt.
' 2,Alt. 3)
' (b) If neither Alternative 2 nor 3 is practical, minimize jurisdictional wetland impacts by
selecting a proposed Waterbird Way alignment (Alternative 1) that includes a reach
' 94237tos.bio-2/13/95 4.5-35
4.5 BIOLOGICAL RESOURCES ,
combination of either Reaches 1, 4, 8, 9, 11 or Reaches 2, 6, 8, 9, 11, or design a new
alignment. (Alt. 1)
(c) Provide in-kind and on-site compensatory rnitigaiion for unavoidable impacts to ,
jurisdictional wetlands along the Waterbird Way alignment (Alternative 1) at a minimum 1:1
replacement ratio. (Alt. 1)
Impact 4.5-2 (Alt. 1, Alt. 2) '
Construction may result in the incidental release of contaminants that may adversely affect
wildlife.
Construction activities may result in the incidental release of contaminants, such as gasoline, oil, and '
other petroleum products, cleansers, lubricants, and detergents. This potential for release exists under
the alternatives to the Proposed Project and, therefore, wildlife common to all alternatives, including
the loggerhead shrike and California horned lark, could potentially be affected. However, wildlife
occurring along the existing Solano Way roadside most likely already experience comparable levels
of contamination. As such, contamination impacts to wildlife would only be significant during Evora ,
Road or Waterbird Way construction.
Mitigation Measure 4.5-2 (Alt. 1, Alt. 2) '
Refer to Mitigation Measure 4.4-1.
Impact 4.5-3 (Alt. 1, Alt. 2) '
Permanent loss of non-native grassland habitat may adversely affect special status plant species
potentially occurring within Waterbird Way and Evora Road alignments. '
Non-native grassland within the Waterbird Way and Evora Road alignments could include special
status plant species, such as Congdon's tarplant, Diablo helianthella, and Santa Cruz tarplant. If these ,
plants were present, filling or grading these areas could cause a significant impact.
Mitigation Measure 4.5-3 (Alt. 1, Alt. 2)
(a) Surveys for special status plant species should be conducted by qualified biologists during
appropriate flowering periods to determine their presence or absence.
(b) If special status plants were found, construction footprints should be designed to avoid or
minimize impacts to this habitat.
(c) Compensatory mitigation for unavoidable permanent loss of special status plants should '
be provided. This may involve relocating populations to suitable habitat nearby or re-creating
habitat and reestablishing a population elsewhere. '
94237tos.bio-2/13/95 4.5-36 ,
' 4.5 BIOLOGICAL RESOURCES
' Impact 4.5-4 (Alt. 1, Alt. 2)
Permanent loss of riparian scrub may adversely affect associated wildlife potentially occurring
' in the immediate vicinity of both the proposed Evora Road and Waterbird Way alignments.
Both the Evora Road extension and Reach 11 of the Waterbird Way alignments run through or
' adjacent to riparian scrub habitat. Any permanent loss of these habitats may adversely affect
associated wildlife, including several potentially occurring special status species (i.e., the Cooper's
hawk, sharp-shinned hawk, yellow warbler, and yellow-breasted chat). Although no existing riparian
' habitat is designated for removal, incidental loss may occur where alignments run immediately
adjacent to such habitat (Reach 11, Waterbird Way).
' In addition, the Evora Road extension would be bridged over Mount Diablo Creek and the
surrounding riparian habitat. Although the height of this bridge would likely be positioned at the
level of the adjacent highway to account for (lie transportation of military explosives below, such
' bridging of riparian habitat could be considered equivalent to a permanent loss by California
Department of Fish and Game. A bridge would shade the area below, causing a change in the
production and distribution of riparian vegetation. Changes resulting from the placement of a
permanent overhead structure would likely preclude riparian wildlife (including the special status
species listed above) from using the habitat.
' Mitigation Measure 4.5-4 (Alt. 1, Alt. 2)
(a) Minimization of riparian loss should be accomplished by minimizing the construction
footprint in those areas where alignments run adjacent to riparian habitats (Reach 11
' Waterbird Way, and Evora Road).
(b) Where proposed alignments pass over riparian scrub (i.e., Evora Road over Mount Diablo
Creek), bridge height and support placement should be designed to minimize disturbance to
riparian areas.
(c) In-kind habitat restoration at a minimum compensatory ratio of 1:1 must be provided at
a suitable predetermined site as mitigation for the loss or bridging of riparian habitat.
California Department of Fish and Game prefers compensatory mitigation in a project vicinity
where possible.
' Impact 4.5-5 (Alt. 1, Alt. 2)
Permanent loss of freshwater marsh may adversely affect associated wildlife potentially
occurring in the vicinity of both the Evora Road and Waterbird Way alignments.
' The direct loss of freshwater marsh would result from construction of the proposed Waterbird Way
alignments(Area 18, Figure 4.5-3) or the proposed Evora Road extension (Areas 2 and 3, Figure 4.5-
10). Such loss could adversely affect associated wildlife, including several special status species(i.e.,
94237tos.bio-2/13/95 4.5-37
4.5 BIOLOGICAL RESOURCES ,
tricolored blackbird, salt marsh common yellowthroat, California red-legged frog, and California tiger
salamander) if they occurred in the area. Bridging of such habitat would be considered equivalent
to a direct loss by the California Department of Fish and Game, since an overhead structure would '
cause a significant decrease in the use of such areas by the special status species listed above. It is
unknown whether the freshwater marsh constitutes jurisdictional wetlands.
Mitigation Measure 4.5-4 (Alt. 1, Alt. 2) ,
(a) Prior to construction, qualified biologists should conduct surveys for the California tiger
salamander and the California red-legged frog in and around freshwater marshes located in '
the immediate vicinity of the Evora Road extension and the Waterbird Way alignments. If
either species were detected,fi.irther consultation with the California Department of Fish and
Game would be required. California Department of Fish and Game recommends a minimum '
0.25-mile buffer zone from known California tiger salamander breeding sites.
(b) Minimization of the loss of freshwater marsh habitat should be accomplished by containing
the construction footprint as much as possible in those areas where alignments run through or
adjacent to such habitat (Reach 11 Waterbird Wiry, and Evora Road).
(c) Where alignments pass over freshwater mash habitat(i.e., Evora Road in Area 2), bride '
g
height and support placement should be designed to minimize disturbance to areas of
freshwater marsh. '
(d) In addition to compensatory mitigation required by the Corps, the California Department
of Fish and Game and/or U.S. Fish and Wildlife Service may recommend f hither in-kind habitat ,
restoration to be implemented at a suitable predetermined site as mitigation for the loss or
bridging of freshwater marsh habitat if this habitat were determined to be jurisdictional
wetlands. Stich State and Federal agencies as the California Department of Fish and Game,
U.S. Fish and Wildlife Service, and Corps prefer on-site compensatory mitigation where
possible.
Impact 4.5-6 (Alt. 1, Alt. 2) '
Permanent loss of grassland habitat may adversely affect associated wildlife potentially
occurring in the vicinity of both the proposed Evora Road and Waterbird Way alignments.
Both the Evora Road and Waterbird Way alignments nun through or adjacent to grassland habitat. '
Special status species potentially occurring in the grassland habitat along both proposed routes include
the loggerhead shrike, California horned lark, and the California tiger salamander. All of these
species may be adversely affected by the loss of grassland habitat resulting from the construction of '
either of these proposed routes. Impacts to loggerhead shrikes and California horned larks will most
likely be deemed insignificant by the California Department of Fish and Game, since both species are
highly mobile and can readily disperse to other grassland habitat in the region. However, significant '
94237tos.bio-2/13/95 4.5-38 1
' 4.5 BIOLOGICAL RESOURCES
adverse impacts to the California tiger salamander would result from a loss of grassland habitat
adjacent to freshwater wetlands that support breeding tiger salamanders in the vicinity of either the
Evora Road or Waterbird Way alignments.
Mitigation Measure 4.5-6 (Alt. 1, Alt. 2)
' (a) Prior to construction, qualified biologists should conduct surveys for the California tiger
salamander in and around suitable grassland habitat located near freshwater wetlands in the
immediate vicinity of the Evora Road extension and Waterbird Way alignments. If salamanders
were detected,further consultation with the California Department of Fish and Game and U.S.
Fish and Wildlife Service would be required.
(b) Minimization of the loss of grassland habitat near freshwater wetlands should be
accomplished by containing the construction footprint as much as possible in those areas where
alignments run through or adjacent to such habitat.
(c) Compensatory mitigation for a permanent loss of grassland habitat is unusual. However,
such mitigation may be requested by the California Department of Fish and Game and/or the
U.S. Fish and Wildlife Service if California tiger salamanders were determined to occur in the
immediate project vicinity. In-kind habitat restoration should be implemented at a minimum
compensatory ratio of 1:1 at a suitable predetermined site in the project vicinity. The
mitigation site should be located near freshwater wetland habitat writable for tiger salamander
breeding.
' Impact 4.5-7 (Alt. 1, Alt. 2)
Temporary construction may adversely affect special status wildlife potentially occurring in the
vicinity of both the Evora Road and Waterbird Way alignments.
Special status species potentially occurring along both the Evora Road and Waterbird Way alignments
include the yellow warbler, yellow-breasted chat, Cooper's hawk, sharp-shinned hawk, tricolored
blackbird, salt marsh common yellowthroat, California red-legged frog, California tiger salamander,
and the northwestern pond turtle. All of these species could be significantly adversely impacted by
temporary construction at either of these two locales.
The U.S. Fish and Wildlife Service and California Department of Fish and Game have no officially
' adopted standards regarding the issue of noise and/or construction proximity. No studies have
conclusively determined decibel levels above which wildlife would be jeopardized. Current noise
levels along Solano Way and the Evora Road extension are relatively high, and wildlife in these areas
are most likely inured to these levels. Less human disturbance currently occurs along the proposed
Waterbird Way alignments. Therefore, noise impacts would only be considered significant during
construction of the Waterbird Way extension.
' 94237tos.bio-2/13/95 4.5-39
4.5 BIOLOGICAL RESOURCES ,
Construction disturbance includes the temporary degradation of wildlife habitat adjacent to the
construction footprint. Significant disturbance, in the form of temporary habitat loss and compaction,
typically occurs at construction lay-down sites where machinery and supplies are stored during '
construction. Along Solano Way and the Evora Road alignment, such disturbance would be
insignificant if lay-down sites were away from sensitive wildlife habitat. Along the proposed
Waterbird Way alignments, placement of the lay-down site is a significant concern because of the '
larger amount of sensitive habitat.
Mitigation Measure 4.5-7 (Alt. 1, Alt. 2)
(a) Immediately prior to construction, qualified biologists should conduct surveys for the
special status avian species, yellow warbler, yellow-breasted chat, Cooper's hawk, sharp-
shinned hawk, tricolored blackbird, salt marsh common yellowthroat, in those areas potentially '
affected by future construction activities. If detectedd,further studies should be conducted to
determine the breeding status of these species. If it is determined that one or more of these
species were breeding in the immediate vicinity of a fixture construction site, formal
consultation with the California Department of Fish and Game and U.S. Fish and Wildlife
Service would be required.
b Immediate) prior to construction, qualified biologists should conduct surveys for the '
( ) Immediately q
California red-legged frog, California tiger salamander, and the northwestern pond turtle in
those areas potentially affected by fixture construction. If either of these species were detected, ,
formal consultation with the California Department of Fish and Game and U.S. Fish and
Wildlife Service would be required.
(c) After construction, temporarily affected areas should be tilled and replanted with '
appropriate native plants.
(d) Refer to Mitigation Measure 4.5-2.
Impact 4.5-8 (Alt. 1) '
Permanent loss of wetland habitat along Waterbird Way extension may adversely affect special
status plant species, such as Suisun marsh aster, Suisun thistle, Point Reyes bird's beak, soft
bird's beak, Delta tule pea, Mason's lilaeopsis, Delta mudwort, and Contra Costa goldfields,
which potentially occur in this habitat.
Wetland habitats along the Waterbird Way alignments that potentially include special status plants '
are coastal brackish harsh, diked seasonal salt marsh, and seasonally wet depression. Impacts that
could cause loss of habitat include road embankments and bridge construction.
94237tos.bio-2/13/95 4.5-40 ,
4.5 BIOLOGICAL RESOURCES
Mitigation Measure 4.5-8 (Alt. 1)
' (a) Impacts to Section 404 (Clean Water Act)jurisdictional wetlands should be avoided or
minimized.
(b) Surveys for special status plant species should be conducted by qualified biologists during
' appropriate flowering periods to determine their presence or absence.
(c) If special status plants were found in areas that would be impacted, compensatory
' mitigation should be provided at a minimum 1:1 ratio. Mitigation measures to meet specific
habitat requirements for each plant species should be developed and implemented. This may
include relocating populations or creating suitable habitat and re-establishing populations.
'
Impact 4.5-9 (Alt. 1)
Permanent loss of coastal brackish marsh and diked seasonal salt marsh may adversely affect
associated wildlife, including special status species.
Coastal brackish marsh and diked seasonal salt marsh habitats are valuable to a variety of wildlife,
including the California black rail, California clapper rail, Suisun song sparrow, salt marsh common
yellowthroat, northern harrier, short-eared owl, and the salt harsh harvest mouse. Any loss of saline
marsh habitat may represent a significant adverse impact to these species. The California clapper rail
and salt marsh harvest mouse are California State and Federal Endangered species if present in the
vicinity. The California black rail is a California State Endangered species. As.such, specific
mitigation measures would be required by the California Department of Fish and Game and U.S. Fish
and Wildlife Service to compensate for any adverse impacts to these three species in particular. Such
compensatory mitigation would be required in addition to that required by the Corps for the loss of
' jurisdictional wetlands. Even if these three endangered species were not detected in saline marsh that
would be removed, the California Department of Fish and Game and U.S. Fish and Wildlife Service
may still mandate additional compensatory mitigation to account for the potential occurrence of these
species or any of the other special status species associated with this habitat type.
Bridge construction over these habitats, as proposed in Alternative 1, may be considered a direct loss
by the California Department of Fish and Game and U.S. Fish and Wildlife Service. A bridge or
overhead structure would shade the marsh below causing plant mortality and/or a decrease in primary
production. This would likely result in an alteration of the abundance and/or distribution of wildlife
' using the habitat. This would be considered a significant impact, equivalent to the direct loss of
marsh.
Mitigation Measure 4.5-9 (Alt. 1)
(a) Prior to construction, qualified biologists should conduct surveys for the California clapper
rail, California black rail, and salt marsh harvest mouse in and around suitable saline marsh
' habitat in the vicinih7 of the Waterbird Way alignments. If any of these species were detected,
' 94237tos.bio-2/13/95 4.5-41
4.5 BIOLOGICAL RESOURCES ,
formal consultation with the U.S. Fish and Wildlife Service and California Department of Fish
and Game should be initiated.
(b) Minimization of the loss of saline marsh habitat shouldbe accomplished by containing the
construction footprint as much as possible in those areas where alignments run through or
adjacent to saline marsh habitat (Reaches 3 through 11). '
(c) Where proposed alignments bridge saline marsh (i.e., Pacheco Creek), bridge height and
support placement should be designed to minimize disturbance to the marsh below. '
(d) In-kind habitat replacement at a minimum compensatory ratio of 1:1 should be
implemented at a suitable predetermined site as mitigation for the loss or bridging of saline
marsh. Such State and Federal agencies as the California Department of Fish and Game, U.S.
Fish and Wildlife Service, and Corps prefer on-site compensatory mitigation where possible.
Impact 4.5-10 (Alt. 1)
Permanent loss/fragmentation of tidal sloughs may adversely affect the Sacramento splittail.
The Sacramento splittail could potentially occur in Pacheco Creek and associated accessible
P P Y
tributaries. Loss of such tidal slough habitat could adversely affect this species. In addition,
fragmentation of such habitat resulting from construction (i.e., bridges, dikes, flap gates) would be '
considered equivalent to a direct loss if access to adjacent tidal slough habitat by the Sacramento
splittail were restricted.
Mitigation Measure 4.5-10 (Alt. 1) S
(a) Prior to construction, qualified biologists should survey Pacheco Creek and its tributaries ,
for the Sacramento splittail. If detected, formal consultation with the California Department
of Fish and Game and U.S. Fish and Wildlife Service is required. These agencies may
mandate in-kind habitat restoration at a minimum compensatory ratio of 1:1 at a suitable ,
predetermined site as mitigation for- the loss or fragmentation of tidal sloughs in addition to
that required by the Corps for the loss of jurisdictional wetlands. State and Federal agencies,
such as the California Department of Fish and Game, U.S. Fish and Wildlife Service, and
Corps, prefer on-site compensatory mitigation where possible.
(b) Minimization of the loss of tidal sloughh habitat should be accomplished by containing the ,
construction footprint as much as possible in those areas where alignments run through or
adjacent to tidal sloughs.
(c) Where proposed alignments bridge tidal sloughs (i.e., Pacheco Creek), bridge supports
should be designed to minimize the loss of splittail habitat and movement corridors.
94237tos.bio-2/13/95 4.5-42 '
4.5 BIOLOGICAL RESOURCES
Impact 4.5-11 (Alt. 1)
Permanent loss/fragmentation of large expanses of open grassland may adversely affect
associated special status wildlife potentially occurring along the Waterbird Way alignments.
Several special status species could potentially occur in the grassland located in the vicinity of the
' Waterbird Way alignments. Special status species include the golden eagle, ferruginous hawk,
Swainson's hawk, California burrowing owl, loggerhead shrike, American badger, and the San
Joaquin kit fox. It should be noted that there have been no local reported occurrences of either the
American badger or the San Joaquin kit fox. The nearest recent kit fox sighting was in Black
Diamond Mines Regional Preserve in the hills outside Antioch, more than eight miles away from the
study area.
Permanent loss of grassland habitat in the vicinity of Waterbird Way could adversely affect one or
more of these special status species. In addition, further fragmentation of grassland habitat in this
area could represent a significant cumulative impact, since the grassland along the Waterbird Way
alignments is the only large expanse of such habitat remaining in the vicinity. Contiguous grassland
habitat occurring along Solano Way and the Evora Road extension is much less extensive;the special
status species listed above are unlikely to occur in those small insular habitats. Further fragmentation
of grassland along Waterbird Way may preclude the occurrence of those special status species
requiring large open grassland expanses.
The California Department of Fish and Game and U.S. Fish and Wildlife Service requires
preconstruction surveys for the California burrowing owl. If this species were detected in the vicinity
of the Waterbird Way alignments, formal consultation with these agencies would be required.
Mitigation Measure 4.5-11 (Alt. 1)
(a) Prior to construction, qualified biologists should conduct surveys for the California
burrowing owl in accordance with California Burrowing Owl Consortium and California
Department of Fish and Game guidelines in suitable grassland habitat along the proposed
Waterbird. Way alignments. If the species were detected, mitigation in accordance with
California Burrowing Owl Consortium and California Department of Fish and Game guidelines
(including additional surveys, species relocation, and compensatory habitat restoration)should
be implemented.
(b) Compensatory mitigation for a permanent loss of grassland habitat may be required by
the California Department of Fish and Game if California burrowing owls are detected in the
immediate project vicinity. Such mitigation play also be required as compensation for the
' adverse effects to other special status species potentially occurring in the grassland habitat
along the proposed Waterbird Way alignments. In-kind habitat restoration should be
implemented at a minimum compensatory ratio of 1:1 at a suitable predetermined site in the
project vicinity.
94237tos.bio-2/13/95 4.5-43
4.5 BIOLOGICAL RESOURCES ,
Impact 4.5-12 (Alt. i)
A permanent increase in noise/vehicular disturbance may adversely affect local -wildlife in
adjacent habitats.
A permanent increase in noise/vehicular traffic along the Waterbird Way alignments would result
from implementation of Alternative 1. This could adversely affect wildlife occurring in these areas. '
Of particular concern is the potential adverse effect increased noise/vehicular traffic would have on
wildlife occurring in that portion of Shell Marsh immediately adjacent to the existing Waterbird Way.
Shell Marsh is a brackish tidal marsh located immediately west of the junction of Waterbird Way and '
Waterfront Road. This marsh supports an abundance and diversity of wildlife, including several
marsh breeding avifaunal species. In addition, Shell Marsh is used as a stop-over site by large
numbers of shorebirds during migration along the Pacific Flyway.
Mitigation Measure 4.5-12 (Alt. 1)
Native shrub noise barriers should be created along Waterbird Way in those areas where
adjacent habitats support an abundance of wildlife (Shell Marsh).
Impact 4.5-13 (Alt. 1) i
Temporary construction disturbance may adversely affect wildlife potentially occurring along
the Waterbird Way alignments. State and Federal Endangered species could be affected. '
The golden eagle, ferruginous hawk, Swainson's hawk, California burrowing owl, American badger,
California black rail, California clapper rail, Suisun song sparrow, northern harrier, short-eared owl,
and the salt marsh harvest mouse could potentially occur in the vicinity of the Waterbird Way
alignments. These species are unlikely to occur elsewhere in the project vicinity. Impacts to these
species from temporary construction are specific to Alternative 1. '
Mitigation Measure 4.5-13 (Alt. 1)
(a) Immediately prior to construction, qualified biologists should conduct surveys for the ,
California clapper rail, California black rail, California burrowing owl, and the salt marsh
harvest mouse in suitable habitat located in the irnmediate vicinity of a fi.tture construction site.
If any of these species were detected, formal consultation with the California Department of
Fish and Game and U.S. Fish and Wildlife Service is required.
(b) If construction were scheduled during the breeding season (typically April through '
September), immediately prior to construction qualified biologists should conduct surveys for
the golden eagle, Swainson's hawk, northern harrier, short-eared owl, and the American '
badger in suitable habitat located in the immediate vicinity of a future construction site. If one
or more of these species were determined to be breeding it, the vicinity of future construction,
formal consultation with the California Department of Fish and Game and U.S. Fish and
Wildlife Service would be required. '
94237tos.bio-2/13/95 4.5-44 '
4.5 BIOLOGICAL RESOURCES
Impact 4.5-14 (Alt. 2)
Permanent loss of freshwater ponds may adversely affect associated wildlife, including special
status species.
Freshwater pond habitat is limited to the manmade water hazard on Hole 7 of the Diablo Creek Golf
Course. Although not subject to Corps jurisdiction, this pond could potentially support a variety of
wildlife, including special status species such as the northwestern pond turtle and the California red-
legged frog. The U.S. Fish and Wildlife Service and California Department of Fish and Game may
require compensatory mitigation if special status species are associated with this habitat.
Mitigation Measure 4.5-14 (Alt. 2)
(a) Prior to construction qualified biologists should conduct surveys for the northwestern pond
turtle and California red-legged frog in the artificial pond located in the Evora Road extension.
(b) If either of these two species were detected, formal consultation with the California
Department of Fish and Game should be initiated prior to construction. The California
Department of Fish and Ganre may suggest in-kind habitat restoration in addition to that
required by the Corps at a minimum compensatory ratio of 1:1 at a suitable predetermined site
in the project vicinity as mitigation for the loss of freshwater ponds.
Impact 4.5-15 (Alt. 3)
The upgrading of Solano Way and the subsequent loss of adjacent habitat may adversely affect
wildlife in the vicinity of Solano Way.
Expansion of Solano Way would result in the permanent loss of adjacent habitat. This habitat
includes small areas of ruderal non-native grasslands with little value for wildlife. Further, this
habitat supports no special status species for which specific mitigation would be required. Although
mitigation would be required by the Corps for the loss of jurisdictional wetlands (Impact 4.5-1), no
additional mitigation would be required by the California Department of Fish and Game or U.S. Fish
and Wildlife Service for the loss of habitat along Solano Way.
Mitigation Measure 4.5-15 (Alt. 3)
None requuired.
94237tos.bio-2/13/95 4.5-45
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Intentionally Blank
i
4.6 PUBLIC HEALTH AND SAFETY
SETTING
This section identifies current and previous land uses within or adjacent to the proposed alternatives
as they are related to potential public health and safety impacts; sites associated with hazardous
material treatment, storage, and disposal listed on regulatory agency databases within or adjacent to
the alignments are also identified. A description of the regulatory framework for hazardous
materials' management is provided.This section also discusses health and safety issues related to fire
protection and public safety access. Health and safety issues related to illegal dumping along
Waterfront Road have been previously addressed in Section 4.1, Land Use. This section is organized
according to the different alternatives evaluated in this EIR.
Proposed Project and Alternative 3 (Solano Way)
The current and previous land uses along Solano Way have been industrial, with the Tosco Avon
refinery being the predominant operation. Texaco, Chevron, and Santa Fe Pacific Pipelines also
1 operate petroleum transfer/storage facilities in the area. Other uses in the area include a Foster-
Wheeler cogeneration facility,PG&E substation,Air Products hydrogen plant,and Monsanto chemical
plant (Figure 4.6-1). SP and AT&SF railroad tracks parallel or transverse the roadway. All these
facilities manage or transport hazardous materials.
Tosco Avon Refinery
The Tosco Avon refinery has been in operation since 1913. Tosco assumed operation of the refinery
in 1976. The refinery produces gasoline, diesel, fuel oil, liquid propane gas, coke, ammonia, carbon
dioxide, sulfur, sulfuric acid, and oleum (fuming sulfuric acid). Numerous hazardous materials and
several acutely hazardous materials2 are used, produced, and stared at the refinery and related
facilities along Solano Way. Acutely hazardous materials at the Tosco Avon refinery include
ammonia, oleum, and hydrogen sulfide (Tosco, 1990). Hazardous materials and acutely hazardous
materials are stored in tanks and in railroad cars, and are transported through pipelines located
adjacent to Solano Way. Some underground pipelines transporting hazardous materials cross the
Solano Way right-of-way.
Tosco, in conjunction with State law, has prepared a Health Risk Assessment, which is on file with
the County of Contra Costa Health Department. It has been determined that the principal exposure
'The California Health and Safety Code defines a hazardous material as, "... any material that, because of its quantity,
concentration,or physical or chemical characteristics poses a significant present or potential hazard to human health and safety,
or to the environment. Hazardous materials include,but are not limited to,hazardous substances,hazardous waste,radioactive
materials, and any material which a handler or the administering agency has a reasonable basis for believing that it would be
injurious to the health and safety of persons or harmful to the environment if released into the workplace or the environment."
(Health and Safety Code § 25501)
2 A acutely hazardous material is defined as"...any chemical designated an extremely hazardous substance which is listed
in Appendix A of Part 355 of Subchapter J of Chapter I of Title 40 of the Code of Federal Regulations". (California Health
and Safety Code § 25532)
94237tos.p&s-2/13/95 4.6-1
AREAS OF KNOWN OR POTENTIAL SOIL Figure 4.6-1
AND GROUNDWATER CONTAMINATION
ALTERNATIVE 3
UPGRADE OF SOLANO WAY
Waterfront Road
d
oath
Pacific
Acme
Landfill i
00
ac %
p • 0
U oo e Too° �T
pccb ° \sem
�'
00
IT o °°8 -Monsanto Plant
Ponds Air Products
O PG&E Substation
I O 0 O b
I
O evron Avon Terminal i R
I 0 ° Tosco Avon I �`
I � 000' io
L1 Refinery. i `��'�• j
° 00
Southern Pacific Railroad
Widening of 7
o % Ma and Reservoir . I
Q Solan Way % —i
Q� � \ 00
° f
; o %
a ; 0 %
0
o o %
1 0
t ° %
O
0 o Bis
i' Ave
cw `' •� O � SUB
t /f �
_ i
A11
-Ugend rnold 1nd r------W—ay
® Approximate Location of Free-Phase Floating Liquid
Hydrocarbon Pools
Approximate Location of Inactive Solid Waste
Management Units o 2000 Feet
Source: EW, 1994. BASELINT,
4.6-2
4.6 PUBLIC HEALTH AND SAFETY
and risk of exposure to the public and citizenry is on and along Solano Way during an upset
condition. According to the records of the Tosco Security Control Office, from April through
December, 1994, Solano Way traffic was completely stopped on four occasions due to serious
refinery incidents within the Avon Refinery complex. Additionally, during this period, traffic was
significantly delayed on a total of twenty occasions due to closure of the main gate resulting from
refinery incidents (Smircich, 1995). Any time an incident occurs within the refinery complex, Tosco
must take steps to protect the public from exposure within the refinery grounds and, therefore, the
company has been effectuating closures of Solano Way.
Several upset scenarios were modeled to assess impacts associated with the recently approved Tosco
Clean Fuels Project, which involves significant modifications to the Avon Refinery. Potential public
health impacts due to upset conditions.at the Clean Fuels Project included releases of toxic gases or
vapors, spills, fires, explosions, and nuisance emissions. The closest off-site receptors were identified
as users of Solano Way. Releases of toxic gases, radiant-heat from fires, and blast overpressure from
explosions were identified as possible off-site consequences. Though the likelihood of an upset
occurring is low, the severity of impacts during an accident to users of Solano Way may be
significant.(EIP Associates, 1994).
Several hazardous materials incidents and petroleum product releases have occurred at the Tosco
Avon refinery in the past. Most incidents were the result of system failures and did not result in
injuries (Tosco, 1990). Although Tosco has formal practices and programs designed to prevent
hazardous materials releases,the age of the equipment,complexity, and inherent risks associated with
refinery operations suggest that releases of hazardous materials are likely to occur in the future.
Tosco maintains a Risk Management and Prevention Program, as required by State regulations for
businesses that manage acutely hazardous materials,to minimize the occurrence of acutely hazardous
materials accident ris& and to reduce the severity of the accident if one were to occur. Tosco
maintains an Emergency Response Manual, which identifies responsibilities for agency notification
in the event of a hazardous materials release. Tosco employees and other facility employees are
required to receive training in the hazardous materials that they handle and in emergency procedures
for accidental release. Since 1987, Tosco has trained volunteer refinery personnel (HERO Team) in
advanced emergency response techniques. Tosco is an active participant in the Petro-Chemical
Mutual Aid Organization and provides equipment, personnel, and training to handle fires at the Tosco
Avon refinery and at other refineries. Tosco and the Petro-Chemical Mutual Aid Organization also
have a mutual aid understanding with the County Consolidated Fire District.
A health risk assessment was prepared for Tosco Avon Refinery to assess whether emissions of toxic
air contaminants from the facility pose a health risk to the surrounding community. Health risk
;An acutely hazardous materials accident risk is defined as the"...potential for the release of an acutely hazardous material
into the environment which could produce a significant likelihood that persons exposed may suffer acute health effects resulting
in significant injury or death." (California Health and Safety Code § 25532b)
94237tos.p&s-2/13/95 4.6-3
4.6 PUBLIC HEALTH AND SAFETY
assessments do not indicate actual risk, but represent conservative upper limit estimates of risk. The
results of the risk assessment indicated that chronic and acute exposure of noncarcinogens emitted
from the refinery are less than that required to produce any health impacts. The cancer risk estimate
was 6.5 per million which is less than the significant risk level of 10 per million under Proposition
65 (Radian, 1991).
Known or potential soil and groundwater contamination has been identified in the vicinity of 24 solid
waste management units operated by Tosco (Figure 4.6-1). These units formerly received oily waste,
spent catalyst sludge, and other refinery wastes. Waste constituents typically include metals (arsenic, i
lead, chromium) and petroleum hydrocarbons. Free-phase liquid hydrocarbon pools have been
identified'on top of the groundwater table. The areal extent of these petroleum pools ranges from
about 6 to 28 acres, with maximum thicknesses ranging from 2 to 14 feet (EIP Associates, 1994).
Tosco has proposed to modify its manufacturing facility to produce reformulated gasoline under the
Clean Fuels Project. This would involve demolishing some existing facilities, excavation for
foundations,and site grading. Petroleum products, metals, and/or other chemicals encountered during
removal of existing equipment,tanks, and piping,and excavation activities would need to be managed
properly. Tosco estimated that approximately 15,000 cubic yards of contaminated soil would be
encountered during excavation and grading activities for the Clean Fuels Project; the soil would be
transported off-site for disposal. About 5,260 cubic yards of the total volume have been characterized
as a hazardous waste (EIP Associates, 1994). The increase in truck or rail traffic containing
hazardous waste as a result of the Clean Fuels Project may introduce additional hazards to users of
the roadway.
Alternative 1 (Extension of Waterbird Way)
Land uses along the Waterbird Way alignments include Acme Landfill, Contra Costa Recovery and
Transfer Station, a borrow site owned by Acme Fill Corporation used for landfill cover material, IT
Corporation Vine Hill and Baker hazardous waste ponds, Martinez Gun Club, residential
neighborhoods, CCWD storage tanks, Henry's Wood Farm, AT&SF railroad tracks, CCCSD
wastewater treatment plant, Contra Costa Top Soil (a landscape material supply), and Contra Costa
County Corporation Yard (Figure 4.6-2). Land uses associated with hazardous materials are discussed
below.
Acme Landfill
Acme Landfill has been used for disposal of solid waste since 1949 (Figure 4.6-2). The landfill is
separated into the North, South, and East Parcels. The North Parcel is classified as Class H-1 under
the pre-1994 classification and has not received wastes since 1989 (Zahn, 1994). It consists of a
sanitary landfill that accepted municipal, construction/demolition,industrial wastes, sewage sludge,
and limited hazardous waste. The South Parcel was approved in 1981 as a Class III landfill. A Class
III landfill is permitted to accept nonhazardous solid waste (municipal garbage). The South Parcel
stopped receiving waste approximately seven years ago (Zahn, 1994). The East Parcel was approved
94237tos.p&s-2/13/95 4.6-4
OWN OR POTENTIAL SOIL
Figure 4.6-2
AREAS OF WATER CONTAMINATION
AND GROUND
ALTSRNATWE 1
W Xy EXTENSION
WATERBUM
North Parcel
(Class I Hazardous Waste
Waterfront Road
' ......... East Parcel
:::::::::. (Class III)
��� .. .. r ...
:Acme
Shell Marsh ; Landfill'
Contra Costa
Transfer Station
Arthur Road ----~�..,
Hazardous
Waste Ponds
=.. South
Vine Hill `� Parcelge
Neighbor (Class III.) ffi Sa°
.
� ALG '
AlteTnative 2 .•: .
Alignments
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Containing
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0
Area
C
Road
AI
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B
Neighborhood Fill Mixed
with
Petroleum Was
Wastes os
Legend ' Central
Contra Costa
0 Acme Landfill Property County Sanitary
Sanitary'Djstnct Properly Corporation ° ye District
Central Contra Costa Yard
IT Hazardous Waste Ponds Zoon Feet
0
Waterbird Way Alternative Aligunments BASEyIN
4.6-594237-00.03 203195
4.6 PUBLIC HEALTH AND SAFETY
fill. The East Parcel has a limited capacity and has only been receiving
m 1984 as a Class III land P Y Y g
limited amounts of waste.
Since the North and South Parcels are no longer accepting wastes, the parcels must undergo closure
procedures. The North Parcel would be required to follow closure requirements established for a
Class I(hazardous waste) facility under the jurisdiction of DTSC since limited quantities of hazardous
waste were disposed of within the municipal waste (Zahn, 1994).
Leachate develops in landfills when surface or groundwater flows through the waste materials; the
water may become contaminated with organic compounds, elevated nitrogen levels, and heavymetals.
Groundwater and leachate monitoring wells are located at the landfill to monitor leachate
accumulation, migration, and effect on groundwater quality. Leachate from Acme Landfill has leaked
into the surroundinggroundwater and has resulted in widespread contamination (Guiterez, 1994). The
extent of groundwater contamination has not been completely defined but extends beneath all landfill
areas. Pumping and treatment of leachate has reportedly resulted in declining levels of leachate (Sun,
1995).
Acme Landfill is currently under an enforcement action by DTSC for violations of hazardous waste
regulations at the household hazardous waste collection area at the interim transfer station, and for
inadequate leachate management practices (Whipple, 1994).
Acme formerly operated Class I hazardous waste disposal ponds south of the North Parcel and north
of the Martinez Gun Club property; this area was used for the disposal of sludges and liquid
hazardous wastes generated by refineries and chemical industries (Torrey & Torrey, 1983). The
property containing the Class I impoundments was leased to IT Corporation, who later purchased the
parcel in 1985. The impoundments were operating as early as 1963, but were taken out of service
prior to 1980 (IT Corporation, 1993).
IT Corporation Hazardous Waste Ponds
IT Corporation operated two liquid hazardous waste treatment and disposal facilities south of the
Acme North Parcel IT Vine Hill and south of East Parcel IT Baker). IT Corporation has submitted
Ac e ai ( ) ( ) P
plans to DTSC to close all the waste managernent units used for hazardous waste disposal at both
facilities in accordance with the Resource Conservation and Recovery Act (RCRA) closure
requirements. The Vine Hill and Baker facilities were operated jointly. The Vine Hill site was the
primary location for hazardous waste treatment. The Baker site consisted of surface impoundments
used for solar evaporation and disposal of liquid wastes.
Vine Hill Facility. The Vine Hill site covers approximately 40 acres and included storage,treatment,
and disposal ponds, oil reprocessing plant, and a historical municipal landfill (Figure 4.1-1). The
treatment performed in the ponds included phase separation, Ph adjustment, and metals precipitation;
the ponds were also used for evaporation and waste storage. Wastes included tetraethyl lead sludge,
94237tos.p&s-2/13/95 4.6-6
I
4.6 PUBLIC HEALTH AND SAFETY
oily waste, waste oil, and unspecified liquid wastes and sludges. In addition, the ponds formerly
owned by Acme contained sulfonated tar materials.
Much of the Vine Hill site is constructedover municipal refuse and borrow materials. The oil
reprocessing plant property was initially used for refuse disposal beginning about 1948 by other site
owners. Waste oil disposal began around 1951 when East Bay Oil Recovery Company purchased
the property. The property was subsequently transferred to companies that later merged with IT
Corporation.
Closure of the waste management units requires: 1) elimination of free liquids in the ponds, 2)
solidification of remaining wastes, 3) covering the waste management units and adjacent areas with
a cover designed to minimize water infiltration and maintain cover integrity, and 4) constructing a
groundwater control system to minimize off-site migration of groundwater affected by waste
constituents.
Closure activities at the Vine Hill site would include grading, dike construction, waste solidification,
and construction of a final cover system and groundwater management facilities. The final closure
cover system would consist of a compacted foundation layer, clay barrier layer, synthetic membrane,
gas collection vent pipes, drainage layer, and vegetative soil layer. The cover must be designed and
constructed so that its integrity would not be compromised even during 100-year flood or peak storm
event.
The groundwater control system proposed for the site would contain and prevent off-site migration
of groundwater. Groundwater monitoring would be conducted for 30 years following closure to
verify proper control system operation.
Baker Facility. The Baker site covers approximately 130 acres (Figure 4.1-1). Waste(dredge spoils)
was disposed of at the Baker facility before 1969 by the Anny Corps of Engineers. After purchase
of the facility in 1979, IT Corporation used the Baker ponds for liquid waste evaporation and
disposal.
The proposed closure for the Baker site would involve excavation and consolidation of wastes and
some of the underlying soils from the ponds into a single closure cell. The remaining soils at the
Baker site would likely still contain some contamination following excavation; very low
concentrations of contaminants were identified in soil samples collected at depths that may be too
deep to warrant excavation (Guiterez, 1995). However, IT Corporation intends to clean up the
remainder of the Baker site to a level that would allow industrial/commercial future use. This would
minimize the area requiring postclosure maintenance and allow for required setbacks from existing
physical constraints or hazards associated with the site (i.e., pipelines, faults). A groundwater
monitoring and control system would also be installed.
94237tos.p&s-2/13/95 4.6-7
4.6 PUBLIC HEALTH AND SAFETY
A risk assessment would be performed to establish cleanup concentrations that would not pose a
significant risk to human health. An environmental impact report (EIR) for the IT facility closures
will analyze potentially significant public health impacts related to future industrial/commercial land
use at the Baker facility. The EIR is proposed to be completed and available for public review in
August 1995.
According to State regulations, upon closure of a hazardous waste facility where hazardous wastes
remain on-site, no construction, filling, grading, excavation, or mining shall occur without the
issuance of a variance by DTSC. No variance may be granted that would disturb the integrity of the
final cover, liner(s), or any other components of the containment system, or the function of the
facility's monitoring systems (26 CCR §22-66265.117(f)).
Following receipt of pen-nits and approval for implementing the proposed closure plan,IT Corporation
anticipates that construction of the closure cell and groundwater control system would take
approximately two years for completion. The permitting process is expected to be completed
sometime in 1995 (Guiterez, 1994).
Central Contra Costa Sanitary District
The district operates a wastewater treatment plant and storage 'ponds along the southern portion of
the Waterbird Way extension (Figure 4.1-1). The plant also includes administrative and operational
facilities, undeveloped areas, and wet weather storage basins. The district has established buffers
between its storage basins and other land uses to limit complaints about potential nuisance odors that
may occur (Leavitt, 1994).
The district uses hazardous chemicals as art of its treatment o erations. These chemicals include
P P
chlorine, sulfur dioxide, caustic soda, inorganic compound additives for wastewater treatment,
flammable gases, and fuels. Waste byproducts generated at the treatment plant include spent solvents,
waste oil, and small quantities of chemical laboratory reagents (,Contra Costa County Environmental
Health Division, 1994).
Contra Costa County Corporation Yard and Other Land Uses
The County operates a corporation yard which includes a central fuel station for County vehicles.
Approximately 24,000 gallons of fuel are stored in underground tanks. No releases of fuel products
have been reported at this site (Benike, 1994). Small quantities of hazardous materials may also be
associated with other land uses identified along the Waterbird Way alignments that are not required
to report to the local agencies.
Alternative 2 (Extension of Evora Road)
Land uses along the Evora Road extension include Caltrans right-of-way and the undeveloped
embankment adjacent to SR 4, an undeveloped portion of the Concord Naval Weapons Station, and
the Diablo Creek Golf Course. Prior to the Naval Station obtaining the property, land uses were
94237tos.p&s-2/13/95 4.6-8
4.6 PUBLIC HEALTH AND SAFETY
primarily agricultural. The golf course was built in 1965 on property owned by the Naval Station.
P Y g
Hazardous materials are not known to have been used, stored, or disposed of in the vicinity of the
proposed alignment.
Soil and groundwater are known to be impacted by releases of hazardous materials at locations within
the Naval Station. However, the closest affected location is approximately 800 feet north and
downgradient of the proposed alignment. The Naval Station operates a hazardous waste storage
compound southeast of Building IA-46 where drums containing hazardous wastes such as solvent rags
and spent aerosol paint cans are stored (Figure 4.6-3). The storage compound is approximately 200
feet away from the proposed roadway (Pieper, 1994).
Regulatory Framework
The management, control, and transportation of hazardous materials, including management of
contaminated soils and groundwater,are regulated by Federal,State, and local statutes and regulations.
These laws and regulations specify permitting, storage, labeling, containment, monitoring, reporting,
treatment, and disposal requirements to protect the public and environment from potential impacts
associated with releases of hazardous materials.
Federal Agencies
The Environmental Protection Agency (EPA) is responsible for enforcement and implementation of
Federal laws and regulations pertaining to hazardous materials. The Federal legislation related to
hazardous materials is in the Resource Conservation and Recovery Act (RCRA), the Superfund
Amendments and Reauthorization Act (SARA), and in the Comprehensive Environmental Response,
Compensation, and Liability Act (CERCLA). The Federal regulations are primarily codified in Title
40 of the Code of Federal Regulations (40 CFR). The laws and regulations include specific
requirements for facilities that generate, use, store, treat, and/or dispose of hazardous materials. The
EPA provides oversight and supervision for some site investigation/remediation projects;the EPA has
also developed land disposal restrictions and treatment standards for hazardous wastes. The
Department of Transportation administers the Federal Hazardous Waste Act, which regulates the
transportation of hazardous materials (49 CFR).
State Agencies
The DTSC works in conjunction with the Federal EPA to enforce and implement hazardous materials
laws and regulations. The State hazardous materials regulations are contained in Title 26 of the
California Code of Regulations (CCR), which was promulgated under the authority of the Hazardous
Waste Control Act and the Health and Safety Code. DTSC acts as the lead agency for some soil and
groundwater cleanup projects. DTSC has developed land disposal restrictions and treatment standards
for disposal of hazardous materials in California not regulated at the Federal level.
94237tos.p&s-2/13/95 4.6-9
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4.6 PUBLIC HEALTH AND SAFETY
The State Water Resources Control Board and Regional Water Quality Control Board are the
implementing agencies for the Federal Water Pollution Control Act and other Federal water quality
legislation. The Regional Water Quality Control Board enforces provisions of the Porter-Cologne
Water Quality Control Act and underground tank regulations specified in Title 26, Division 23 of the
CCR. The Regional Water Quality Control Board is authorized to implement programs to protect
water quality for the waters of the State. When the quality of groundwater or surface water is
threatened, the Regional Water Quality Control Board has the authority to require investigations and
remedial actions,if necessary. The Regional Water Quality Control Board provides oversight of some
site investigation/remediation projects; it also issues Waste Discharge Requirements for both
hazardous and nonhazardous waste disposal facilities. The project is located within the jurisdiction
of the San Francisco Bay Regional Water Quality Control Board.
The California State Fire Marshal enforces State and Federal regulations pertaining to fire protection
and prevention standards. The State Fire Marshal enforces regulations pertaining to the operation of
intrastate pipelines containing hazardous liquids under the Federal Hazardous Liquid Pipeline Safety
Act (49 CFR, Part 195, Subpart A through F) and the California Pipeline Safety Act (California
Government Code, Title 5, Chapter 5.5).
The California Occupational Safety and Health Administration (OSHA) is responsible for enforcing
laws and regulations pertaining to workplace safety. These safety regulations are intended to protect
workers from physical and chemical hazards.
Local Agencies
The Contra Costa County Health Services Department, Environmental Health Division oversees soil
and groundwater investigation/remediation activities pertaining to fuel-contaminated sites in
conjunction with the Regional Water Quality Control Board, and. requires hazardous materials
management plans for businesses in Contra Costa County that handle hazardous materials. Businesses
handling hazardous materials must submit a hazardous materials inventory, emergency response plan,
and employee training program for emergency response procedures. The Contra Costa County
Environmental Health Division is the administering agency for enforcement of Risk Management and
Prevention Programs for businesses that use or store more than threshold arnounts of acutely
hazardous materials. The Environmental Health Division also provides hazardous material spill
emergency response, provides monitoring and evaluation of potential hazards, and manages site
cleanups when required under the Contra Costa County Hazardous Materials Area Plan.
The Contra Costa County Fire District is a consolidated fire protection district that provides
emergency services to incorporated and unincorporated areas in the County, and works in conjunction
with the Environmental Health Division and city and County law enforcement agencies to respond
to hazardous material spill incidents.
94237tos.p&s-2/13/95 4.6-11
1
4.6 PUBLIC HEALTH AND SAFETY
Sites with Known Releases of Hazardous Materials
Federal, State, and local regulatory databases were reviewed to identify sites adjacent to the project
alternatives where releases of hazardous materials are known or suspected. Table 4.6-1 identifies sites
that were listed in agency databases.
ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES
Impacts to public health and safety are considered significant if the Proposed Project or alternatives
directly or indirectly were to create a potential public hazard, or involve the use, production, or
disposal of materials that could pose a hazard to the public or environment. Unless otherwise noted,
all identified impacts are considered significant adverse impacts. The corresponding mitigation t
measures, unless otherwise noted, would be sufficient to reduce impacts to a less-than-significant
level.
Closure of Solano Way would reduce the number of people that may be exposed to accidental
hazardous materials releases during an upset condition. It would reduce the potential for automobile
accidents and improve the safety for the refinery workers. Solano Way would provide a clear route
for emergency vehicles in the event of an accident at the refinery or on nearby roadways. Routine
maintenance and emergency response within the refinery could be performed more efficiently, which
would result in increased worker safety, shorten duration of nuisance conditions, and decreased risk
of exposure to hazardous materials to workers and visitors at the refinery.
Impact 4.6-1 (Alt. 1, Alt. 3)
Construction workers and future users of the roadways may be exposed to hazardous materials
from industrial uses along the Waterbird Way extension and along Solano Way.
Extensive soil and groundwater contamination has been identified along portions of Solano Way.
Improvements to the roadway would involve relocation of several utilities and petroleum pipelines.
Hazardous materials may be encountered during pipeline relocation and roadway construction
activities.
Use of Solano Way as a public road exposes users to hazards and nuisance conditions associated with
refinery operations. Hazardous materials are transported and stored in railroad cars. Although
refinery workers are notified of hazards associated with the materials they manage and are trained in
emergency procedures, visitors to the area are generally unaware of the potential for health hazards
associated with refinery operations or emergency procedures. Use of Solano Way as a public road
potentially exposes a large number of individuals to hazardous materials, including acutely hazardous
materials, in the event of a release. If roadway improvernents required a decrease in the setback
distance from the SP railroad tracks, an increase in the number of casualties may result in the event
of a train derailment or accident.
94237tos.p&s-2/13/95 4.6-12
TABLE 4.6-1
SITES WITH KNOWN OR POTENTIAL HAZARDOUS MATERIALS RELEASE
ords
Property.: Recof Release
Alternative 1 (Extension of Waterbnrd Way)
Acme Fill Corporation Refer to discussion in text.
IT Corporation, Vine Hill Facility Refer to discussion in text.
IT Environmental, Baker Facility Refer to discussion in text.
IT Corporation, Oil Reprocess Refer to discussion in text.
Facility
CCCSD CCCSD was identified on State agency lists because the fill on the
property contains hazardous materials. In 1965-66, the district
accepted approximately 3,700 cubic yards of petroleum sludge/soil
waste originating from the Shell Oil Company refinery in Martinez to
use as fill. Investigations conducted at the site identified petroleum
and lead contamination. Based on a health risk assessment prepared
for the site, DTSC recommended no further action. The affected
areas are located east of the southern portion of the roadway (Figure
4.6-2).
1 Contra Costa Top Soil
Contra Costa Top Soil was identified as a possible hazardous waste
site based on land use. No data were available, and further
investigation was not recommended.
Alternative 2 xtension-of Evora Road
Concord Naval Weapons Station The Naval Station has had several reported releases of hazardous
materials, none of which are in the vicinity of the project.
Proposed>Pr6ject (Closure'of Solano Way)/Alternative 3 (Upgrade of Solano Way)
Tosco Corporation Avon refinery Refer to discussion in text.
Chevron USA Inc. Avon Terminal Chevron also supplies bulk petroleum products. No files regarding
releases at the site were available for review.
Monsanto Corporation Avon Plant Numerous releases of untreated acids into Hastings Slough were
documented from the Monsanto plant. A mercury spill was reported
and remediated. Metals and organic compounds were detected in soil
and groundwater in the vicinity of unlined evaporation ponds.
Monsanto sold most of its operations to Tosco in 1982.
94237tos.p&s-2/13/95 4.6-13
4.6 PUBLIC HEALTH AND SAFETY
Large volumes of soil containing hazardous concentrations of contaminants would be transported from
the refinery to off-site disposal facilities as part of construction for Tosco's proposed Clean Fuels
Project. The increase in truck traffic containing hazardous waste may expose users of Solano Way
to an increased likelihood of accidents and risk of upset for the duration of construction.
If the Waterbird Way extension were to be constructed prior to completion of closure activities for
the IT Baker ponds, roadway workers building the Waterbird Way extension would be exposed to �.
hazardous materials.
Acutely hazardous materials, such as chlorine and sulfur dioxide, are stored at CCCSD's facilities
along the Waterbird Way extension. The storage of acutely hazardous materials at CCCSD's facility
does not in itself present a public health hazard, however use of the adjacent roadway by the public
would expose additional people to potential health hazards in the event of a large-scale release.
The Environmental Health Division did not identify public health and safety concerns regarding the
extension of Waterbird Way in proximity to the new Contra Costa Recovery and Transfer Station or
the County corporation yard fueling station (Benike, 1994).
Mitigation Measure 4.6-1 (Alt. r, Art. 3) ,
(a) Federal, State, and local laws and regulations pertaining to hazardous materials
management, investigation, and emergency response have established procedures that would
minimize the risk of exposure and associated health impacts to construction workers and the
public along Solano Way, but not eliminate the risk. The refinery manages large volumes of
hazardous materials. The history of releases at the refinery suggests that though releases are
infrequent, they are an inherent risk. Therefore, this impact associated with Solano Way
cannot be completely mitigated to a less-than-significant level. (Alt. 3)
(b) Adherence to existing regulations should mitigate potential health risks associated with the
smaller volume of acutely hazardous materials used at CCCSD along the Waterbird Way
alignments to an acceptable level of risk. Existing hazardous materials regulations specify
labeling and storage requirements, secondary containment, leak detection monitoring,
reporting, employee training, emergency response and evacuation procedures, reporting, and
inspections by the administering agency. Facilities that manage acutely hazardous materials ,
must adhere to these requirements, in addition to greater reporting requirements, establishing
schedules for testing and maintenance of equipment, and provide design, operating, and
maintenance controls that minimize the risk, and mitigate the impact of an accident based on
worst case scenarios. (Alt 1)
(c) Construction of the Waterbird Way extension should occur in accordance with a health and
safryP plan for or construction workers, if the IT Corporation ponds have not been closed (Alt
1)
94237tos.p&s-2/13/95 4.6-14
4.6 PUBLIC HEALTH AND SAFETY
Impact 4.6-2 (Alt. 1)
One possible alignment of the proposed bridge along the Waterbird Way extension (Reach 7)
spans a hazardous waste pond. The bridge footings may disrupt the operation of groundwater
monitoring or containment systems; this might result in releases of hazardous wastes to the
environment.
a
The budge span proposed for Reach 7 of the Waterbird Way extension would cross an approximately
y
400-foot wide section of a hazardous waste pond at the IT Baker facility. Bridge footings would be
located at 125-foot intervals, indicating that three footings would be constructed in the pond area.
The bridge was designed assuming that IT Corporation would be able to achieve a clean closure for
that area so that land use would be unrestricted. However, it has been established that a clean closure
and unrestricted land use would not likely be obtainable; DTSC indicates that some land use
restrictions are likely to be established (Guiterez, 1994). Recent soil data collected suggest that
following excavation of contaminated soil, residual contamination would not preclude reuse of the
areas outside the proposed containment cell, such as the proposed roadway alignment. However,
placement of the footings for the bridge would require the approval of DTSC to ensure that the
proposed construction would not interfere with the groundwater monitoring and containment systems
proposed for the facility.
Mitigation 4.6-2 (Alt. 1)
The proposed bridge placement and footing design shall be submitted to DTSC for their review
prior to construction to ensure that it complies with any land use restrictions established for
the facility and its construction would not interfere with groundwater monitoring and
containment systems.
Impact 4.6-3 (Alt. 1)
' Construction of the extension along Waterbird Way may interfere with State-mandated
groundwater investigation, containment, and monitoring programs established to minimize
hazardous materials migration from the landfills and hazardous waste ponds into the
groundwater.
Both IT Corporation and Acme are required to perform ongoing and postclosure monitoring of
groundwater quality. These operations involve numerous groundwater and leachate monitoring wells
within and adjacent to their facilities. Roadway construction may reduce access to existing
monitoring locations.
Mitigation 4.6-3 (AIL 11
Existing groundwater monitoring wells should be surveyed with respect to the proposed
roadway alignment to assess whether access to monitoring locations would be impacted. Any
wells that are currently or proposed to be located within or adjacent to the roadway alignment
94237tos.p&s-2/13/95 4.6-15
4.6 PUBLIC HEALTH AND SAFETY
should be relocated to areas acceptable to DTSC and the Regional Water Quality Control
Board prior to roadway construction.
Impact 4.6-4 (Proposed Project, Alt. 1, Alt. 2)
Closure of Solano Way would eliminate a route for emergency response vehicles, such as fire
fighting equipment from Consolidated Fire District or paramedics, which may lengthen the
response time to emergencies in the area. On the other hand, construction of the Waterbird
Way and/or Evora Road extensions would provide additional route(s) for emergency response
vehicles, which could decrease response times within the study area.
As already discussed in the Setting portion of this section, the Avon Refinery is riot.included within
the Consolidated Fire District, but maintains its own fire fighting and emergency response equipment
and staff. Tosco maintains a full-time Health and Safety staff that approves work permits, performs
audits of activities and work sites in the plant, sets standards and procedures for safety activities and
performs emergency response functions. The Emergency Technician staff provides emergency
medical response. Tosco has its own fire station and its own registered fire department. A volunteer
firefighting brigade trained in firefighting and certified in CPR/first aid supplements the full-time
staff. This H.E.R.O. brigade consists of approximately 100 members who are extensively trained in
industrial firefighting. Tosco also participates in the Bay Area Petro-Chemical Mutual Aid
Organization. The members of this organization are prepared to furnish equipment and manpower
in the event of a major emergency (EIP, 1994 and Waitman, 1995).
As part of the proposed project, security gates would be installed at both the north and south ends
of Solano Way. The gates would be manned by Tosco personnel around the clock, seven days a
week. Security gates could possibly delay the arrival of outside emergency vehicles to the Avon
Refinery or to nearby lands along Waterfront Road, although the around the clock personnel would
be available to allow emergency vehicle access at all times.
On the other hand, construction of the Waterbird Way and/or Evora Road extensions could provide
one or two additional routes for firefighting and emergency vehicles responding to emergencies in
the vicinity of the new roadway(s). The additional route(s) could result in a decrease in emergency
response times within the study area. This would be a beneficial impact associated with Alternative
1 and/or Alternative 2.
Mitigation Measure 4.6-4 (Proposed Project, Alt. 1, Alt. 2)
As a condition of approval for the Proposed Project, a detailed plan or set of procedures
should be prepared by the applicant and approved by the County and other affected agencies "
such as Consolidated Fire District. The plan or procedures should ensure in access
to Solano Way for all emergency response vehicles, even if the emergency is not located along .
Solano Way.
Impacts related to Alternatives 1 and 2 are beneficial impacts and no mitigation is required.
94237tos.P&s-2/13/95 4.6-16
4.7 VISUAL RESOURCES
SETTING
This section describes the existing visual resources in the study area. The descriptions have been
separated into visual resources along Solano Way (Proposed Project and Alternative 3) and the visual
resources along the existing Waterbird Way and its extension (Alternative 1), and along the Evora
Road extension (Alternative 2).
Proposed Project and Alternative 3 (Solano Way)
The existing visual setting of Solano Way is that of an industrial area, dominated by the facilities of
the Tosco Avon refinery. From the SR 4 overcrossing northward, the road lies straight on a north-by-
northwest alignment for approximately four miles; it then bends slightly toward the west and again
continues straight for another 0.8 mile before bending sharply west and then north to an at-grade
crossing of the SP tracks and the intersection with Waterfront Road.
Numerous elements contribute to the impression of a narrow visual corridor: the straightness of the
road, the narrowness of the cross-section (only about 30 feet between the side stripes), the presence
of a railroad track aligning the road on the east, the high fencing that parallels most of the road on
the west side, the limited shoulder on the west and the narrowness of the eastern shoulder along most
of the length, and the closely-spaced utility poles (Figure 4.7-1). There are no sidewalks along the
road, and no landscaping except immediately in front of Tosco's administration building, which is
on the west side of Solano Way at its northerly end.
The road and the adjacent utility uses (rail spur and electrical lines) establish a visual impression of
an industrial area, and the Tosco facilities reinforce that appearance. Since refinery facilities cross
the road at several points, a driver along the road is aware of being within the refinery. The largest
installations are of a type that more closely resemble machines than buildings (Figure 4.7-2). There
has been no effort to conceal or disguise the facilities; the effect is not intended to be aesthetic, and
it impresses the observer as focused on utility. The complexity of the forms and the layout make
views into the site interesting, the more so because refineries are not a common land use and because
public roads rarely pass through them.
The existing visual setting of Waterfront Road is that of a marsh along Suisun Bay, with various
landmarks (the Tosco Avon and Shell refineries, I-680, the Benicia Bridge, and the mothballed ships
at anchor across the Bay) visible in the distance. For the most part, Waterfront Road parallels a
slough, part of a network of tidal sloughs in the wildlife preserve located between the road and the
Bay (Figure 4.7-3).
Users of Waterfront Road are motorists traveling to and from the Port Chicago Naval Weapons
Station or points further east, such as Pittsburg and Antioch, recreational users, such as individuals
fishing in the sloughs, and others. County staff have noted that the remoteness of the area encourages
94237tos.vis-2/13/95 4.7-1
PHOTOGRAPHS Figure 4.7-1
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FOR
ITTERING
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Solano Way looking north (near Arnold Industrial Way)
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Solan Way looking north
BASELINE
4.7-2
. PHOTOGRAPHS Figure 4.7-2
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Solano Way looking north at railroad bridge)
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Portion of Tosco Avon refinery, from Solano Way
BASELINE
4.7-3
PHOTOGRAPHS Figure 4.7-3
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Slough north of Waterfront Road looking east
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Slough north of Waterfront Road looking north
BASELINE
4.7-4
-� 4.7 VISUAL RESOURCES
dumping of refuse along Waterfront Road, which then requires County expense for removal and
disposal (Figure 4.7-3a).
Changes in the Roadway Network Plan of the Transportation and Circulation Element, Contra Costa
County General Plan, would also be part of the Proposed Project. These plan changes include the
removal of Solano Way from the plan as well as the removal of(unbuilt) collector streets in the area.
These Plan changes would not affect visual resources.
Alternative 1 (Extension of Waterbird Way)
Northern Segment of Waterbird Way
The northern segment of the potential extension of Waterbird Way has been defined along two
. alternative alignments: the eastern alignment, Reach 1, and the western alignment, Reach 2 (Figure
3-5). In both cases, the lands that would be occupied by the alignments are the lowest-lying lands
that are not already occupied by developed land uses.
Figure 4.7-4 shows the existing Waterbird Way approaching the intersection with Arthur Road.
Landmarks (left to right) include the Acme Landfill (foreground) and Tosco Avon refinery facilities
(background); Martinez Gun Club (among and behind trees in foreground) and Mount Diablo
(background); the CCWD tanks; Contra Costa Recovery and Transfer Station (only the roof can be
seen); and the hill to the south of the Vine Hill neighborhood.
Figures 4.7-5 and 4.7-6 show features of the area presented in the Figure 4.7-4 panorama. To the
west, the features shown are at the western edge of the Vine Hill neighborhood. This subdivision
consists primarily of single-family detached homes. Most of these units appear to have been
constructed in the 1950s; however, some also date from the 1960s and 1970s, and a few are more
recent. The streets in the neighborhood are narrow and there is considerable vegetation. Houses are
oriented toward the streets, and not toward the hill to the east (where the CCWD tanks are). Only
one group of houses has actual or potential eastern views: the five homes on Central Avenue east
of Cecilia Lane, and the single home on the hilltop at the end of Palms Drive.
Figure 4.7-5 presents two views west of the CCWD tanks and the Acme Transfer Station: the eastern
face of the existing sound wall at the eastern edge of the Vine Hill neighborhood north of Michele
Road, looking toward the CCWD tanks; and the southern end of the sound wall at Michele Road.
Figure 4.7-6 presents a closer view of the Contra Costa Recovery and Transfer Facility (in a hollow
below the elevation of Waterbird Way) and (b) the shooting range at the Martinez Gun Club.
Southern Segment of Waterbird Way
The current visual environment of the southern section of the proposed roadway is dominated by
large-scale industrial and utility uses: the IT ponds, the Contra Costa County corporation yard, and
the CCCSD facilities and, toward the east, the Tosco Avon refinery.
94237tos.vis-2/13/95 4.7-5
PHOTOGRAPH Figure 4.7-3a
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BASE-LI N
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BASELIN�`
4.7-8
PHOTOGRAPHS Figure 4.7-6
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Contra Costa Recovery and Waste Transfer Facility (Waterbird Way at Arthur Road)
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Shooting range, Martinez Gun Club
BASELIN
4.7-9
4.7 VISUAL RESOURCES
To the west of this area and at a higher elevation is the Blum Road neighborhood.g ghbo hood. Thrs
predominantly residential area is located on both sides of Blum Road, a north/south cul-de-sac.
Figure 4.7-7 shows views of Blum Road where it passes under the SR 4 overcrossing, and at the edge
of the Blum Road neighborhood, with Seasons Cemetery (formerly Hidden Valley Memorial Park)
on the hill near the intersection of Blum Road and Imhoff Drive.
Figure 4.7-8 shows a view from the east looking west toward the Blum Road neighborhood in the
g g g
foreground is the Contra Costa Topsoil operation). The second photograph shows a view from the
west, at the end of Benita Way, looking across the topsoil operation toward a CCCSD building on
the service road north of Imhoff Way.
Alternative 2 (Extension of Evora Road)
Evora Road is a frontage road along SR 4 between Bay Point (West Pittsburg) and the eastern edge
of the U.S. Navy property at the base of Willow Pass, near the Contra Costa Canal. This alternative
would extend the frontage road from its current terminus to Port Chicago Highway at Arnold
Industrial Way. The visual environment is dominated by SR 4 to the south, and the U.S. Navy
Weapons Station buildings and the Diablo Creek Golf Course to the north.
ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES
The CEQA Guidelines indicate that a project will norinally have significant adverse visual impacts "
if it would have a substantial, demonstrable, negative aesthetic impact. This determination is based
on several criteria, including observer position, view corridors, existing and proposed screening,
backdrop, and characteristics of the proposed development. The existing visual character of the
surrounding area is also taken into account in applying this definition. There is not quantitative
method for assessing visual quality and aesthetic impacts; accordingly,judgements of the significance
of a particular effect may be expected to differ among viewers.
Factors to be considered in identifying potentially significant visual impacts include: development
(in this DEIR, a roadway) that blocks existing significant public views and view corridors;substantial
inconsistency with the character, scale, massing, bulk, and form of surrounding development;
substantial terrain modifications; reductions in sunlight or creation of shadows in areas used
extensively by the public; and substantial increase in nighttime light levels and glare.
For this analysis, views are determined by visual access to an important element or elements in a
viewshed. A viewshed often includes a wider range of visual elements and a more general
perspective than does a view corridor. Along the proposed alternative alignments, viewsheds are
more prominent than view corridors that require strong building or landscape edges to define the
corridor. Potential visual impacts are determined with regard to places of public and private access
(e.g., open space and private residences), rather than private locations or buildings.
94237tos.vis-2/13/95 4.7-10
PHOTOGRAPHS Figure 4.7-7
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Blum Road looking south toward the SR 4 overcrossing
Southern edge of Blum Road neighborhood, near intersection of Blum
Road and Imhoff Drive
ME IN
4.7-11
PHOTOGRAPHS Figure 4.7-8
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BASELIN
4.7-12
4.7 VISUAL RESOURCES
Impact 4.7-1 (Proposed Project)
Vacation of Solano Way and associated actions could have an adverse effect on visual resources.
The closure of Solano Way would not materially affect the visual environment. The Tosco Avon
refinery would still be visible to the public from multiple locations. While closure of the road would
reduce the availability of closeup views into the refinery,those views are not considered a significant
aesthetic resource. No adverse impacts would occur if Solano Way were closed.
Part of the Proposed Project, however, involves moving the closure point of Waterfront Road from
near Hastings Slough, where the public access area ends since the road has been closed at the Naval
Weapons Station property line, to just west of Solano Way. Constructing a new gate, or moving the
U.S. Navy gates to the west along Waterfront Road, does not create adverse visual impacts, since no
physical change in the road is involved. However, the road is designated as a Scenic Route in the
Contra Costa County General Plan. The issue of this portion of Waterfront Road being proposed for
public closure has been addressed in Section 4.1, Land Use, and Section 4.2, Consistency With Plans
and Policies.
1 The County Plan is silent on the question of whether, to qualify as a scenic route, a road must be
open for public access. If closed to the public, fewer individuals will enjoy the scenic benefits of the
area. This issue is less one of visual impact than of consistency with the County General Plan.
Appropriate mitigation would be to consider amendment to the Circulation Element and the Scenic
Routes Plan to remove this portion of Waterfront Road from the plan and vacate it, and/or to provide
for limited public access between the motor vehicle closure point near Solano Way and the Naval
Weapons Station.
Mitigation Measure 4.7-1 (Proposed Project)
See mitigation measures 4.1-3 and 4.2-4.
Impact 4.7-2 (Alt. 1)
Construction of either the northern segment or the southern segment of the Waterbird Way
extension could have an adverse effect on existing visual resources,especially along the western
alignment of the northern segment nearest the Vine Hill neighborhood.
Northern Segment
Under the proposed eastern alignment (Reach 1), Waterbird Way would continue to have essentially
the character of an industrial collector road. Reach 1 would pass immediately to the east of the
Contra Costa Recovery and Transfer Station and would be located on a higher contour at the eastern
base of the hill surmounted by the two CCWD storage tanks. There is currently no public road at
this location. The proposed roadway would be at a higher elevation than the Martinez Gun Club
facility, which is immediately to the east of Reach 1, in the low-lying area.
94237tos.vis-2/13/95 4.7-13
4.7 VISUAL RESOURCES o
Westward views from this eastern alignment of the Waterbird Way extension would be available to
the motoring public. The viewers would look down on (or across the roof of) the Contra Costa
Transfer Station and then upward toward the CCWD tanks, north of the point where the proposed
Waterbird Way bridge over the AT&SF tracks would begin. Toward the east, some views from the
road into the Martinez Gun Club lands from Waterbird Way may be possible, although the existing
sound wall to the west of the Gun Club is at a slightly higher elevation than the Gun Club facilities,
and would largely obscure the view of the Gun Club facilities from the road.
No adverse visual impacts due to construction of the eastern Waterbird Way alignment are found,
given the industrial character of the area, distance from residences, and the degree to which even
distant views would be obscured by topography.
Under the proposed western alignment (Reach 2), the road would be less obviously an industrial
collector. Reach 2 would be located west of the Contra Costa Recovery and Transfer Station (and
farther from it than Reach 1), intersecting Arthur Road immediately east of the northeastern-most
house in the Vine Hill neighborhood. The road would be located along the existing sound wall
(Figure 4.7-5), between the residential neighborhood and the CCWD tanks.
The first photo in Figure 4.7-9 shows the water tanks at the end of the CCWD access road (top of
Michele Road); the eastern alignment of the Waterbird Way extension would cross this access road.
If the existing sound wall were to be extended southward to Central Avenue, which is a recommended
mitigation measure in the Noise section of this EIR, the road itself would not be visible except from
the southern-most homes in the Vine Hill neighborhood. In general, views of the new roadway from
residences in the neighborhood would be blocked by the sound wall, especially if the existing
masonry wall and the proposed southern extension of it are increased by one or two feet, as
recommended in the Noise Section. The second photo in Figure 4.7-9 shows the view of the western
alignment seen from the south, with the Vine Hill neighborhood on the west and the CCWD tanks
on the east. Residential units with potential views of the road would include the house seen at the
top of the hill on the west side.
The appearance of the western alignment of the Waterbird Way extension would generally be similar
to the existing Waterbird Way roadway north of Arthur Road. The new industrial roadway would
not be inherently unattractive. However,the existing and any new sound walls built between the Vine
Hill residences and the road, if not landscaped, could be found less visually appealing than a road.
The southern extension of the sound wall would result in some adverse visual impacts to existing
views from residences between Michele Drive and Central Avenue.
Southern Segment
The southern section of the potential extension of Waterbird Way would consist of one of two
alignments. The eastern alignment, Reach 7, would be a bridge of 1,550 linear feet crossing Pacheco
Creek and one of the IT ponds. The western alignment, Reach 8, would be a bridge of 1,350 linear
feet crossing Pacheco Creek west of the IT ponds.
94237tos.vis-2/13/95 4.7-14
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CCWD water tanks from access road at end of Michele Road
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View of northern section of Waterbird Way, western alignment,
looking north from Central Avenue
BASELINE
4.7-15
4.7 VISUAL RESOURCES
The bridge would be about 38+ feet wide (two 12-foot travel lanes, plus a 10-foot northbound
shoulder and a 4-foot southbound shoulder, plus Caltrans-standard concrete barriers outside the
shoulders). Because the bridge would be much longer than its width, it would have a slender look.
Its height over the railroad track (35 feet) would give further emphasis to the slender appearance of
the bridge. The proposed bridge structure would be a box girder concrete deck. The structure would
rest on dual four-foot diameter concrete columns (Figure 3-7 in the Project Description chapter).
Between the ends of the bridge, supports would be spaced at about 125 feet, translating to about 10
sets of supports for the longer bridge (Reach 7), and about 9 sets for the shorter bridge (Reach 8).
Figure 4.7-10 shows another railroad bridge in northern Contra Costa County, the Vintage Parkway
Bridge over the AT&SF tracks in Oakley. This bridge is much smaller than the potential Waterbird
Way bridge: it is not as long (it has only two supports rather than the 9 or 10 supports that would
be needed for Waterbird Way) and it is not as high (it is about 25 feet over the tracks as opposed to
the 35 feet proposed for the Waterbird Way bridge). The view illustrates that the necessary supports
are small relative to the size of the bridge, making possible structures that are not unattractive and
may even strike some observers as graceful.
The northern end of the bridge (the southern end of Reaches 3/5 and 4/6) would be just north of the
slough; its southern end, about 0.75 mile north of Irnhoff Drive. Under the eastern alignment, the
bridge represents about 40 percent of the distance from the north side of Pacheco Creek to Imhoff;
under the western alignment, about 20 percent.
Under both the eastern and western alignments of the southern section of Waterbird Way, the bridge
would be visible frorn many distant viewpoints. The closest residences to the bridge would be in the
Vine Hill neighborhood to the northwest and the Blum Road neighborhood to the southwest. Views
from Vine Hill residences would be very limited, since most of the subdivision is north of the hill
on which the house at the end of Palms Drive is located. From that house, a view of the southern
alignment, including the bridge, might be available, at an oblique angle toward the east. Based on
this analysis, no adverse visual impact of the southern Waterbird Way alignment on the Vine Hill
neighborhood is"found.
The Blum Road neighborhood, like the Vine Hill neighborhood area, is composed of mostly single-
family homes, with structures dating from the 1950s. A few hornes have been constructed more
recently; they are generally located at the ends of streets. Along Austen Way are about seven
residences with back yards facing open areas to the north; from these homes, and from perhaps half
a dozen others at the north end of Blum Road, some views of the proposed western Waterbird Way
bridge alignment (Reach 8) might be available, partially obscured by the hilly topography. Numerous
recreational vehicles are parked in a lot at the end of Blum Road; an agricultural operation including
livestock is also located at the end of the road. The first photo in Figure 4.7-11 is a view from the
northern end of Blum Road looking northeast toward the bridge location; the second photo is a view
taken from the AT&SF tracks near the proposed bridge location looking southwest toward the
94237tos.vis-2/13/95 4.7-16
PHOTOGRAPHS Figure 4.7-10
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BASEL-IN
4.7-17
PHOTOGRAPHS Figure 4.7-11
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View of the northern end of Blum Road, where the Waterbird Way Bridge
over the ATSF railroad tracks would be visible in the distance
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View of the ATSF railroad tracks near the location of the proposed bridges,
with residences recreational vehicles at the end of Blum Road visible in the
distance
BASELIN�'
94237-00.03 2/6/95
4.7-18
4.7 VISUAL RESOURCES
n f h Blum Road neighborhood. No adverse visual impact on the northern Blum Road
northern end g p
residential area is found with respect to the bridge portion of Waterbird Way under either the eastern
or western bridge alignment.
The closest homes are located at the southern end of the proposed Waterbird Way alignment.along
' Reach 11 on three Blum Road neighborhood culs-de-sac: Austen Way, Alan Way and Benita Way,
all of which slope downward toward the east. Residences in these areas are oriented toward the
street. If they were oriented toward the east, their view would encompass the operations of Contra
1 Costa Topsoil at the floor of the valley and then, rising on the east, portions of the County
Corporation yard and CCCSD facilities, with the Tosco Avon refinery in the distant background
(Figure 4.7-8).
Reach 11 of the proposed roadway alignment would be located about 450 feet east of the closest
houses in the Blum Road area. The Contra Costa Topsoil operations would obscure the road, but the
hillside beyond, farther east, would still be visible over the activities. Several factors contribute to
a finding of no adverse visual impact for this segment of roadway: few homes have a direct view
of this area; they are, for the most part, not oriented toward that view; they are distant from the
roadway; and the eastern view as it presently exists is largely a view of industrial and utility areas
that would not be altered in type by the construction of a roadway.
Mitigation Measure 4.7-2 (Alt. 1)
No significant impacts to existing visual resources have been identified for the eastern
alignment of the Waterbird Way extension, northern segment, or for the alignment proposed
for the southern segment.
However, significant impacts to existing views form residences between Michele Drive and
Central Avenue would occur if the western alignment of the northern segment were constructed
and a new sound wall were constructed along the roadway. The potentially significant loss of
views from these Vine Hill residences can be partially mitigated by requiring that the extended
sound wall include appropriate landscaping and design to soften the visual appearance of the
sound wall from the residential side. To avoid the visual impacts entirely, the eastern
alignment of the northern segment of the Waterbird way extension should be adopted, if other
potentially significant impacts from the eastern alignment are judged to be fewer than for the
western alignment.
Impact 4.7-3 (Alt. 2, Alt. 3)
Construction of the Evora Road extension or the Solano Way upgrade would not have any
identified adverse impacts on visual resources.
Alternative 2, the extension of Evora Road from the CCWD canal to Port Chicago Highway, would
require relocation of one or more holes of the Diablo Creek Golf Course, and construction of bridges
1 94237tos.vis-2/13/95 4.7-19
1
4.7 VISUAL RESOURCES
over the Contra Costa Canal and Mount Diablo Creek. However, since the road would be built
primarily on the north slope of the existing SR 4 freeway, and within its visual corridor, no adverse
visual impact is found.
Solano Way upgrade would eliminate unsafe traffic conditions. Visually, it would have the effect of
widening the corridor of the existing route. The changes involved would not constitute a significant
effect on visual resources.
Mitigation Measure 4.7-3 (Alt. 2, Alt. 3)
None needed.
94237tos.vis-2/13/95 4.7-20
4.8 CULTURAL RESOURCES
' SETTING
The project setting and all the alternatives have in common a location near the margin of San
Francisco Bay, on alluvial flats around and near water courses, including Pacheco Creek.
According to staff of the Northwest Information Center(NIC), Sonoma State University (the cultural
resources clearinghouse for the Bay Area and the North Coast), two Native American groups may
have utilized this area at the time of Euroamerican contact, the Costanoan and the Miwok. The
territorial boundaries of each group are not well defined. Native American archeological sites in this
portion of Contra Costa County tend to be located around historic bay margins, on alluvial flats and
at the base of hills near former and existing water courses. Buried prehistoric sites have been found
in this region as well. There is often no evidence for these on the ground surface. The project area
encompasses an alluvial flat, Pacheco Creek, and the historic bay margins. Some of the study area
(including portions of SR 4, Arnold Industrial Way, and Evora Road) were marshland during the
1800s (Nichols and Wright, 1971). Given the environmental setting of the project area there is the
potential for Native American sites in the study area, except in the areas that were historic
marshlands.
Review of historic literature and maps on file at the NIC gave no indications of recorded historic
archeological sites or historic structures in the project area. However, one report did note that there
was a possibility of historic activity in the area (Baker, 1990 and William Self Associates, 1989).
Therefore there is a possibility of historic cultural resources within the study area. A shell midden
site has been found just south of the SR 4 freeway, outside the study area, on an alluvial flat near
Pacheco Creek. The NIC's complete findings are included as Appendix B.
ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES
tImpact 4.8-1 (Alt. 1, Alt. 3)
Construction of Alternatives 1 and 3 (the Waterbird Way extension or the Solano Way
upgrade) has the potential to disturb cultural resources.
The Proposed Project does not involve demolition, excavation, or new construction. Cultural
resources would, therefore, not be affected. For Alternative 2 (the Evora Road extension), the
Northwest Information Center reports that there is a low possibility of Native American and historic
archaeological sites in the proposed alignment area and further archival and field study by an
archaeologist is not recommended at this time. This recommendation is made because this area was
marshland up to the late 1800s and no historic activity is indicated in the project area.
For Alternative 1 (the Waterbird Way extension), the NIC reports that approximately 75 percent of
the area potentially affected by this alignment has been studied during earlier projects, including: the
CCCSD Stage 5B Enlargements (1976); proposed wastewater pipeline routes (1977); a study for an
industrial access road (1980); borrow area for the Acme Landfill Expansion (1984); Martinez area
94237tos.cul-2/13/95 4.8-1
4.8 CULTURAL RESOURCES
development (1984); IT Corporation Vine Hill treatment plant (1987); Contra Costa County ,
Corporation Yard (1988); and a CCWD emergency water storage reservoir (1992). No prehistoric
cultural resources were disclosed in any of those studies. No historical cultural resources were
indicated in NIC's literature review.
There is a Native American archeological site (CA-CCO-241) immediately south of the proposed ,
alignment area. It is located between SR 4 and Marsh Drive just south of the study area. A portion
of this shell midden site has been excavated and human burials were discovered.
For Alternative 3 (the Solano Way upgrade),the NIC reports one Native American archeological site
(CA-CCO-249) near the roadway and no recorded cultural resources listed with the California
Archeological Inventory. Archeological site -249 is a shell midden that is located near Solano Road
and the railroad.
The NIC literature review found no indication of historic structures or architecture within the study
area, although their review should not be considered comprehensive. The State Office of Historic
Preservation has determined that buildings and structures 45 years or older may be of historic value.
If the study area contains such properties, they should be evaluated, prior to commencement of any
construction activities. For example, if any Tosco Avon Refinery buildings are more than 45 years
old and may be impacted by the project (such as the main Avon office building) then they should be
evaluated.
Mitigation Measure 4.8-1 (Alt. 1, Alt. 3)
(a) For Alternatives 1 and 3, there is a possibility of Native American and historic cultural
resources in this portion of the study area and further archival and field study by an
archeologist is recommended.
(b) If cultural resources are encountered during the project, the materials and their context
should be avoided until a cultural resource consultant has evaluated the situation. Project
personnel should not collect cultural resources. Examples of prehistoric resources include
chert or obsidian flakes;projectile points, mortars and pestles; and dark friable soil containing
shell and bone dietary debris, heat-affected rock, or human burials. Historic resources include
stone or adobe foundations or walls; structures and remains with square nails; and refuse
deposits, often in old wells and privies. Historic resources also include World War II "relics"
that may be found near the Naval Weapons Station.
(c) If Alternative 3 (the widening of Solano Way) could affect a buildingor structure 45 ears
y
old or older (such as the main Avon office building), the building(s) should be evaluated for
historic and architectural value prior to commencement of project activities.
(d) . Identified cultural resources should be recorded on forms provided by the State of
California (DPR 422 for archeological sites and DPR 523 for historic properties).
94237tos.cul-2/13/95 4.8-2
4.9 TRANSPORTATION
4.9 TRANSPORTATION
SUMMARY
This summary section highlights the analysis of short-term (year 2000) and longer term (year 2010)
impacts of the study alternatives. The reader is referred to the text following this summary for a
detailed description of the setting, impacts and mitigation measures.
A total of six study alternatives were analyzed for transportation impacts in this EIR;the alternatives
consist of varying combinations of the following individual components or projects:
• Closure of Solano Way to public through traffic;
• Deletion of three collector streets in the vicinity of Solano Way that are designated on the
General Plan but have not been constructed;
• Extension of Waterbird Way;
• Extension of Evora Road; and
• No Project/Solano Way upgrade (keeping Solano Way open or upgrading the facility for
safety reasons).
This summary text focuses on the impacts of each component. The components of the study
alternatives may be implemented separately or in combination as mitigation measures for the proposed
project (closure of Solano Way). The analysis is intended to assist County staff in understanding the
traffic implications of each alternative as input to recommending conditions of approval for closing
Solano Way.
Closure of Solano Way
Although use of Solano Way has changed over time, at present Solano Way appears to be used
primarily as a route to and from Tosco Avon Refinery and serves few, if any, through trips.
Therefore, under present traffic conditions, closure of Solano Way would not have any significant
effects on traffic volumes or levels of service within the study area.
Solano Way is projected to carry a modest amount of through traffic (150 vehicles in the PM peak
hour by 2000 increasing to 180 vehicles by 2010, with lesser volumes at other times of the day)
between the Benicia Bridge/Marina Vista and the Bates Avenue industrial area. Closure of Solano
Way would divert these trips to other routes such as I-680/SR 4 and, to a minor extent, Pacheco
Boulevard.
Due to the diversion of trips to the freeways and other routes, the closure of Solano Way is projected
to reduce traffic volumes on arterial roads in the study area. The analysis does not indicate any
adverse level of service impacts that would occur directly as a result of closure of Solano Way.
94237tos."-2/14/95 4.9-1
4.9 TRANSPORTATION i
Closure of Solano Way would, however, eliminate one route for drivers between the Benecia
Bridge/Marina Vista and the Bates Avenue industrial area, and travel time for these drivers would be
adversely impacted.
The closure of Solano Way would not provide any new street connections to either the Vine Hill or
Blum neighborhoods and would therefore not have any impacts on residential streets in those areas.
Closure of Solano Way by itself would eliminate future through-traffic on Solano Way'and thereby
could provide less impedance to emergency vehicles. However, this may not be the case if the three
General Plan collector streets were constructed and the gate moved northerly in order to serve future
development north of Mallard Reservoir. In this case,traffic on the south end of Solano Way would
potentially increase, and the No Project or Upgraded Solano Way project would provide better
conditions for emergency vehicles.
Solano Way is designated as a Bicycle Trail in the General Plan, and a bicycle trail is also designated
along Walnut Creek Flood Control Channel. Construction of the latter would potentially mitigate the
loss of Solano Way as a bicycle trail.
Deletion of General Plan-Designated Collector Streets
Deletion from the General Plan of the three planned collector roads north of Bates Avenue would not
create any traffic level of service impacts that could not be mitigated, based on the current
employment projections for 2010. However, their deletion could reduce access to vacant properties
that are presently planned for development, although development is not assumed by 2010.
Development of all the vacant lands designated for industrial development in the Bates
Avenue/Mallard Reservoir area would potentially create impacts and access needs beyond those
addressed in this EIR.
To accommodate potential industrial development on the vacant Tosco lands between Mallard
Reservoir and Solano Way (which is not projected to occur before 2010) two of the three General
Plan-designated collector streets should be retained in the General Plan, including a north-south '
collector extending to Arnold Industrial Way and a westerly extension of Bates Avenue to the north-
south collector.
To accommodate potential industrial development on additional Tosco lands north of Mallard
Reservoir, the third collector street extending east-west along the north side of Mallard Reservoir to
Solano Way could be considered for retention in the General Plan. However, as discussed earlier in
Sections 4.1 (Land Use) and 4.2 (Consistency with Plans and Policies), jurisdictional wetlands
northeast of Mallard Reservoir could preclude construction of the eastern portion of the collector.
In addition,Tosco representatives have indicated there are no plans to develop the land holdings north
of the reservoir. If development north of Mallard Reservoir occurs and the western portion of the
east-west connection to Solano Way is constructed, the proposed gate on Solano Way just north of
94237tos.tm-2/14/95 4.9-2
4.9 TRANSPORTATION
Arnold Industrial Way should be relocated north of the east-west collector in order to provide an
additional outlet from the industrial area to the south.
A previous mitigation measure has recommended that the County amend its General Plan to remove
or limit development potential of the vacant lands north of Mallard Reservoir to reflect the presence
' of any identified jurisdictional wetlands. In this case,the east-west collector street should be deleted
from the General Plan.
Extension of Waterbird Way
By 2000, the Waterbird Way extension is projected to carry up to 700 vehicles (two-way) in the PM
peak hour. Of these, about 370 vehicles, or half, would be through-trips between I-680/Marina Vista
and the Bates Avenue area and other points to the south and east. The remainder would be trips to
and from the Contra Costa Recovery and Transfer Station and other uses along Waterbird Way. By
year 2010, up to 950 peak hour vehicles are projected on Waterbird Way, including almost 600
through-trips. These projections may be conservatively high due to the growth assumptions for the
transfer station.
1 In addition to adding significant traffic volumes to Waterbird Way, the extension would also
significantly increase traffic on Imhoff Drive, impacting traffic levels of service at the Blum
Road/Imhoff intersection. Mitigation measures are identified for these impacts. Improvements would
also be needed at the Waterfront Road/Waterbird Way intersection by 2010, assuming that the
projected transfer station trip generation occurs.
The extension of Waterbird Way would not increase traffic on residential streets in the study area,
but would result in additional traffic close to both the Vine Hill and Blum Road neighborhoods. The
extension would also potentially interfere with access to and from the transfer station, depending upon
the alignment chosen. Further studies are needed to establish an acceptable design for the intersection
at the transfer station entrance.
Extension of Evora Road
The Evora Road extension is projected to carry up to 650 vehicles in the PM peak hour in year 2000,
with an increase to over 700 vehicles by year 2010. The extension would increase traffic on Port
Chicago Highway between Evora Road and the SR 4 interchange. Other arterial road segments would
be relatively unaffected or have traffic decreases due to the extension. The Evora Road extension
is projected to reduce SR 4 freeway volumes by about 500 vehicles in both the AM and PM peak
hours, but the freeway would still operate at or above capacity.
The Evora Road extension would contribute to the need for improvements at the Port Chicago
Highway/Evora and the Solano Way/Imhoff Drive intersections. Mitigations have been identified for
these intersections.
94237tos.tm-2/14/95 4.9-3
4.9 TRANSPORTATION
Extension of Both Waterbird Way and Evora Road '
Impacts of combining both roadway extensions, in conjunction with closure of Solano Way, were
evaluated. It was found that projected traffic volumes on and near Evora Road do not differ
significantly from those projected for the Evora Road extension alone. Similarly, it was found that
projected volumes on and near Waterbird Way do not significantly differ from those projected for the
Waterbird Way extension alone. It is therefore concluded that the two projects have separate rather I
than cumulative impacts on traffic. The key exception is at the Solano Way/Imhoff intersection,
where the combined project results in additional mitigation over either of the individual projects.
No Pro'ect/U radin Solano Wa
J Pg g Y
The analysis also evaluated impacts of the No Project alternative, which would keep Solano Way
open, and another alternative involving the upgrade(constructing shoulders and widening the existing
travel lanes) of the existing Solano Way. The same traffic forecasts were used for both of these
alternatives. The computer model cannot take into account the upgrade or widening of a roadway
if the number of travel lanes remains the same.
The No Project alternative would not alleviate any of the existing safety/access deficiencies related
to either Solano Way of Waterfront Road. These deficiencies include substandard roadway width,
location of utility poles and pipelines in proximity to the travel way, frequent driveways, off-street
parking with no access control, an at-grade railroad crossing, sight restrictions at both the at-grade
railroad crossing and a bridge crossing, and a high percentage of trucks. These deficiencies would
be addressed by the upgrading of Solano Way, however.
The year 2000 analysis for the No Project and Upgraded Solano Way alternatives does not include
completion of either the Waterbird Way extension or the Evora Road extension. However, the three
General Plan-designated collector streets are assumed to be constructed by 2000. Modest increases
in traffic are projected on most of the arterial roadways within the study area in 2000. Exceptions
are on the north end of Waterbird Way, on Waterfront Road between I-680 and Waterbird Way, and
on Arnold Industrial Way, where significant increases in traffic are projected.
By 2010, both the Waterbird Way and Evora Road extensions are assumed to be completed as part
of the No Project and Upgraded Solano Way alternatives. Some additional traffic increases are
projected over the year 2000 levels. A sizable traffic increase is projected on the south end of
Waterbird Way and on Imhoff Drive due both to redirection of trips to and from the Contra Costa
Recovery and Transfer Station and the addition of through-trips.
Both of these alternatives would improve access to the Bates Avenue and Mallard Reservoir areas
since the three General Plan-designated collector streets east of Solano Way are assumed to be
constructed. These alternatives would not impact study area neighborhoods in the year 2000,
although the extension of Waterbird Way by 2010 would result in additional traffic passing close to
both the Vine Hill and Blum Road neighborhoods.
94237tos.um-2/14/95 4.9-4
I4.9 TRANSPORTATION
A number of intersection level of service deficiencies are projected by 2000 as a result of overall
traffic growth in the North Concord/Martinez/Bay Point and adjoining unincorporated areas. These
deficiencies would be exacerbated by further traffic growth by 2010. Mitigation measures have been
identified for these impacts and a number of them also apply to the other study alternatives.
SETTING
This section summarizes the existing transportation conditions in the study area, including existing
roadway facilities, traffic volumes, and operating conditions at key intersections during the AM and
PM peak periods. For transportation analysis,the study area extends from south of State Route 4(SR
4) to the Bay, and from west of Interstate 680(I-680) to Willow Pass Road. Thus, the transportation
study area is slightly larger than the study area boundaries established in other sections in this EIR.
Existing Road Network
The project area is served by regional freeways, major arterials and local collector streets(Figure 4.9-
1). The Contra Costa County General Plan designates roadway classifications for existing and future
roadways. Within the study area, Solano Way, portions of Waterfront Road and Port Chicago
1 Highway, and Pacheco Boulevard are designated as existing arterials. Planned, but not yet
constructed arterials include the Evora Road and Avila Road extensions. The County General Plan
designates several planned collector roads in the study area, including the Waterbird Way extension,
and the extension of Bates Avenue and two other related collectors near Mallard Reservoir (Figure
4.9-2).
The adopted Contra Costa Congestion Management Program (CMP) (Contra Costa Transportation
Authority, 1993) designates a CMP road network where traffic level of service standards are applied
(Figure 4.9-3). In the study area, I-680, SR 4 and State Route 242 (SR 242) are CMP roads. Under
Contra Costa County's Growth Management Program (Measure "C"), certain routes are also
designated as Routes of Regional Significance, where traffic level of service objectives are applied.
In addition to the state routes included in the CMP network, the Routes of Regional Significance in
the study area include Pacheco Boulevard. The CMP also designates certain intersections as CMP
Monitored Intersections where levels of Service standards are established. Intersections within the
study area are so designated. Evora Road is a Route of Regional Significance east of Willow Pass
Road, outside the study area(Contra Costa Transportation Authority, 1993). Willow Pass Road south
of SR 4 is designated as a "potential" Route of Regional Significance.
Freeways
I-680 is a major north-south freeway traversing the San Francisco Bay Area, connecting San Jose to
the south with Solano County and Sacramento via I-80 to the north. I-680 is part of the CMP
network and is a Route of Regional Significance. A construction project completed in 1992 widened
I-680 from four lanes to six lanes (three lanes in each direction) within the study area. Full
interchanges are located at SR 4 and at Marina Vista/Waterfront Road. A split interchange provides
access to Pacheco Boulevard and Arthur Road. I-680 is often congested in the northbound direction
94237tos.trn-2/14/95 4.9-5
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4.9-t
4.9 TRANSPORTATION
approaching the Benicia Bridge toll plaza during the PM peak period, particularly on Fridays prior
to holiday weekends. In the past, this congestion has caused drivers to seek alternate routes such as
Solano Way. The recent widening of I-680 has helped to alleviate some of this congestion.
SR 4 is a four-lane east-west freeway that crosses the northern portion of Contra Costa County. SR
4 connects western Contra Costa County to Pittsburg, Antioch and other east county communities.
It also extends east as a highway to San Joaquin County and beyond. SR 4 is part of the CMP
network and is a Route of Regional Significance. Within the study area, interchanges are located at
' Pacheco Boulevard adjacent to Blum Road, at I-680, east of Solano Way (split interchange), SR 242,
Port Chicago Highway and Willow Pass Road.
Local Streets
Solano Way is a north-south arterial street which serves the north Concord industrial area. North of
SR 4 and Imhoff Drive, Solano Way passes through the Tosco Avon Refinery. Solano Way in this
section is a narrow roadway, varying from 20 to 32 feet wide, with two travel lanes and no shoulders.
A row of power lines is located alongside the roadway, in many places within five feet of the
pavement edge. Within the Tosco Avon Refinery area itself, there are frequent driveways and
employee parking directly along the road. The intersections with Marsh Drive/Olivera Road and
Imhoff Drive/Arnold Industrial Way are controlled by traffic signals. At its north end, Solano Way
crosses the main line of the Southern Pacific railway at grade. The intersection at Waterfront Road
' is controlled by a stop sign immediately adjacent to the railroad grade crossing.
Waterfront Road and Marina Vista form a continuous east-west arterial street along the northern
boundary of the study area. East of I-680, Waterfront Road provides connections to businesses along
Waterbird Way, to Solano Way, and to Port Chicago Highway. The road is known as Marina Vista
west of I-680, and it travels along the northern side of the Shell Oil refinery into downtown Martinez.
Both Waterfront Road and Marina Vista are two lanes wide with posted speed limits varying from
35 to 50 mph. Waterfront Road is subject to both tidal flooding and storm drainage flooding. Based
on 1991-1995 data, tidal flooding conditions occur an average of 240 times per year. The road is
often closed to traffic during short periods of time during the fall, winter, and spring seasons due to
high tides and heavy rainfall, with about three to five annual occurrences for longer periods of time
(Abrams, 1994b). Waterfront Road was closed to the public east of Solano Way as of early 1995
(see further discussion below).
Waterbird Way is a north-south collector street with two separate sections in the study area. The
northern section of Waterbird Way intersects with Waterfront Road. This portion of Waterbird Way
serves as an entrance to various industrial and recreational land uses including the Contra Costa
Recovery and Transfer Station, the IT Vine Hill facility and the Martinez Gun Club. The short
southern section of Waterbird Way intersects with Imhoff Drive and serves as an access drive to the
Contra Costa County Corporation Yard.
' 94237tos."-2/14/95 4.9-9
4.9 TRANSPORTATION ,
Imhoff Drive and Arnold Industrial Way form a continuous east-west collector street in the southern i
portion of the study area, paralleling SR 4. Imhoff Drive is a two-lane street connecting Blum Road
with Solano Way. Imhoff Drive primarily provides access to Contra Costa County facilities and the
Central Contra Costa Sanitary District. East of Solano Way, the road becomes Arnold Industrial
Way, a two-lane street serving the north Concord industrial area and terminating at Port Chicago
Highway.
Arthur Road is a two-lane roadway that provides access to the Vine Hill neighborhood east of I-690.
Arthur Road begins at Pacheco Boulevard, crosses under I-680 and continues north and then east to
a gate near the south end of existing Waterbird Way.
Blum Road is a two-lane roadway, classified as a collector street between Pacheco Boulevard and
Imhoff Drive. North of Imhoff Drive, Blum Road is a local street which serves a residential
neighborhood. Blum Road has a posted speed limit of 25 mph. In response to resident concerns
about trucks on their streets, signs have been installed on Blum Road just north of Imhoff Drive to
warn drivers that Blum Road is not a through street and that there is no truck turn-around.
Marsh Drive is a two-lane arterial street which traverses the north and west sides of the Buchanan
Field airport. It has a posted speed limit of 45 mph. At Solano Way, Marsh Drive connects with
Olivera Road, a two-lane collector street which extends to eastern portions of Concord, and Arnold
Industrial Place, a local frontage street along the south side of SR 4.
Port Chicago Highway is a north-south arterial street which connects central Concord with the north
Concord industrial area, the U.S. Naval Weapons Station and the community of Clyde. The portion
of Port Chicago Highway which connects with Bay Point (formerly West Pittsburg) is scheduled to
be closed in 1995. Port Chicago Highway has a truck weight limit of three tons and a posted speed
limit of 45 mph.
Willow Pass Road is an.arterial street which provides a route between the central area of Concord
and eastern Contra Costa County via SR 4. Willow Pass Road is a two-lane rural highway to the O
south of SR 4 and terminates at Evora Road just north of SR 4.
r
Evora Road is a two-lane arterial street which has an east-west alignment along the northern side of
SR 4. Evora Road connects newly developed residential areas in Bay Point with SR 4. Evora Road
currently ends approximately one-quarter mile west of Willow Pass Road.
Bates Avenue is a two-lane collector street which provides access to industrial and commercial uses
north of SR 4.
Pacheco Boulevard is an arterial street on the west side of I-680. Pacheco Boulevard connects
Pleasant Hill and the community of Pacheco, to the south, with the City of Martinez, to the north.
South of Blum Road, Pacheco Boulevard is a four-lane divided roadway with a posted speed limit
94237tos.trn-2/14/95 4.9-10
' 4.9 TRANSPORTATION
' of 40 mph. North of Blum Road,Pacheco Boulevard is a two-lane roadway with a posted speed limit
of 25 mph. Pacheco Boulevard is designated as a Route of Regional Significance. There is a full
interchange with SR 4. The interchange with I-680 is split with ramps to and from the south
connecting directly to Pacheco Boulevard and ramps to and from the north being located off Arthur
Road. .
Existing Traffic Operations
' Existing traffic operations were evaluated for the following 17 study area intersections, as
recommended by Contra Costa County Community Development staff:
' 1. I-680 Northbound (NB) Ramps & Marina Vista
2. I-680 Southbound (SB) Ramps & Marina Vista/Waterfront
3. Waterbird Way & Waterfront Road
4. Solano Way & Waterfront Road
5. SR 4 Eastbound (EB) Ramps & Muir Road
6. Pacheco Boulevard & Muir Road
7. Pacheco Boulevard & SR 4 Westbound (WB) Ramps/Blum Road
8. Blum Road & Imhoff Drive
9. Waterbird Way & Imhoff Drive
10. Solano Way & Imhoff Drive/Arnold Industrial Way
11. Solano Way & Marsh Drive/Olivera Road
12. SR 4 EB Ramps & Arnold Industrial Place
13. SR 4 WB Ramps & Arnold Industrial Way
14. Port Chicago Highway & Arnold Industrial Way
15. Port Chicago Highway & SR 4 WB Ramps
16. Willow Pass Road & SR 4 WB Ramps
t17. Willow Pass Road & SR 4 EB Ramps
Traffic Counts
Available roadway traffic volumes and intersection turning movement counts were collected in the
study area. Where sufficient data was not available (i.e., previous counts outdated, performed while
traffic was being detoured or not in a normal traffic pattern due to construction), new traffic counts
were conducted in June 1994. AM and PM peak hour volumes are shown in Figures 4.9-4A and 4.9-
�I 4B and 4.9-5A and 4.9-513, respectively.
■ Figure 4.9-6 shows existing AM and PM peak hour directional roadway volumes based on the
intersection counts. Freeway volumes are estimated from published Caltrans volumes (Caltrans,
1994). Also shown on the figure are daily traffic volumes on study area roadways, based on other
recent traffic studies in the area (Abrams, 1994b; EIP Associates, 1994). The peak hour and daily
volumes on study roadways, such as Solano Way,Waterfront Road, and Imhoff Drive, are well within
their existing capacities which are typically over 10,000 vehicles per day for a two-lane roadway.
94237tos.tm-2/14/95 4.9-11
1994 AM PEAK HOUR VOLUMES AT Figure 4.94A
STUDY INTERSECTIONS
E- 508
,�- 38
196 <1 r* F-64
58 M � 30 �oaa
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1301 'a 224-1 1 r a�c�tpO
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Legend
-— Tosco Property Boundary
0 4000 Feet 0
Source: DKS Associates,1995 BASELINT,
94247-00.02 2/10/95
4.9-12
1994 AM PEAK HOUR VOLUMES AT Figure 4.94B
STUDY INTERSECTIONS
4e� Port Chica o Hi hwa
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Legend
-— Tosco Property Boundary
0 4000 Feet
Source: DKS Associates,1995 BASELIN
94247-00.02 2/10/95 4.9-13
1994 PM PEAK HOUR VOLUMES AT Figure 4.9-5A
STUDY INTERSECTIONS
E--56 F252
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e- TOSCO Property Boundary 0 4000 Feet
Source: DKS Associates, 1995 BASELINE
94237-00.02 2/10/95
4.9-14
1994 PM PEAK HOUR VOLUMES AT Figure 4.9-5B
STUDY INTERSECTIONS
1
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Source: DKS Associates,1995 BASELIN
94237-00.02 2/10/95 4.9-15
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4.9-16
' 4.9 TRANSPORTATION
Level of Service Analysis Methodology
' Roadways and intersections are evaluated in terms of "level of service" (LOS) which is a qualitative
measure of driving conditions. Levels of service range from A (best) to F (poorest). Levels of
service A, B and C indicate satisfactory conditions where traffic can move relatively freely, with
minimal delay. Level of Service D describes conditions where delay is more noticeable. Level of
service E indicates conditions where traffic volumes are at or close to capacity,resulting in significant
delays and average travel speeds which are one-third the uncongested speeds or lower. Level of
' service F characterizes conditions where traffic demand exceeds available capacity, with very slow
speeds (stop-and-go) and long delays (over a minute) and queuing at signalized intersections.
' Signalized Intersections. Levels of Service at signalized intersections were determined using the
critical movements "Planning Method" of Circular 212 as modified by the Contra Costa
Transportation Authority in its Technical Procedures (Transportation Research Board, 1980; Contra
Costa Transportation Authority, 1991). Under this method, a volume-to-capacity (V/C) ratio is
determined for the intersection as a whole by summing critical movements across all approaches, and
the V/C ratio is then used to determine the level of service.
Unsignalized Intersections. Unsignalized intersections with one- or two-way stop control were
analyzed using Highway Capacity Manual (Transportation Research Board, 1985) procedures. Each
turning movement that yields to opposing movements is evaluated separately and assigned a level of
service. The level of service is based on the relative ability of turning traffic to find adequate gaps
in conflicting traffic flows. This method does not produce a V/C ratio or an average level of service
' for the entire intersection, so results cannot be directly compared to results for the signalized
intersections.
ILevel of Service Standards
Level of Service standards are outlined in the Contra Costa County General Plan, the Contra Costa
County Congestion Management Plan, and the Central Contra Costa County Action Plan.
The Contra Costa County General Plan Growth Management Element specifies performance standards
that apply to development projects. The study area for this project is classified as an "urban area,"
where the applicable level of service standard is a peak hour level of service of a "high LOS D (a
V/C ratio of 0.85 to 0.89).
The Contra Costa County Congestion Management Plan (CMP) establishes two types of LOS
standards: a standard for freeways and a separate standard for intersections. Level of service
standards for freeways were set based on measurement of existing peak period freeway speeds and
congestion. The CMP LOS standards for freeway segments are shown in Figure 4.9-3.
94237tos.trn-2/14/95 4.9-17
4.9 TRANSPORTATION ,
Level of service standards for the intersections that are monitored by the CMP were analyzed using
peak period traffic counts and the Contra Costa Transportation Authority procedures described above.
Where LOS F was measured, the standard was set to LOS F; otherwise, the standard is LOS E. ,
There are no CMP-monitored intersections within the study area analyzed in this EIR.
The Draft Central Contra Costa Action Plan for Routes of Regional Significance defines Traffic '
Service Objectives for I-680 and SR 4. For both routes, the Traffic Service Objectives are for
minimum average speeds of 30 mph during peak hours and a Delay Index of 2.0 or less (i.e., travel
time over the route during peak hours is no more than twice the travel time during non-congested ,
hours).
Existing Intersection Levels of Service '
Current levels of service were evaluated for the 17 study intersections for the AM and PM peak hours
(Table 4.9-1). All of the signalized intersections currently operate at LOS C or better, well within
standards, with most of the intersections operating at LOS A. At the stop-sign controlled
intersections, the analysis indicates significant delays (LOS E or F) for left turns from the westbound
and eastbound freeway off-ramps at Willow Pass Road during both peak hours, from Arnold
Industrial Way at Port Chicago Highway during both peak hours, from the SR 4 eastbound off-ramp
at Muir Road during the AM peak hour, and from the SR 4 westbound off-ramp at Arnold Industrial
Way during the PM peak hour.
Signal Warrant Analysis
Traffic signal warrants help to determine whether a traffic signal is needed. A traffic signal should '
not be installed if no warrants are met, since the installation of traffic signals may increase delays for
the majority of through traffic and increase some types of accidents. If one or more warrants are met,
a signal may be appropriate, although other factors should also be considered. It is often possible to
have unacceptable levels of service (LOS E or F) for some vehicle movements at an intersection,but
installation of a traffic signal is not warranted.
A signal warrant analysis was performed for the ten unsignalized study intersections for the existing '
AM and PM peak hours. The analysis was based on the.Traffic Signal Warrants from the Caltrans
Traffic Manual(California Department of Transportation, 1993). This study only evaluated the "Peak
Hour Warrant" (Warrant No. 11). The Peak Hour Volume Warrant is intended for applications where '
traffic conditions are such that for at least one hour of the day, the minor street suffers long delays
in entering or crossing the major street. Other warrants consider accident rates, pedestrian activity,
and signal system considerations.
Peak hour traffic volume warrants are currently met at the following intersections:
5. SR 4 Eastbound Ramps & Muir Road (PM only)
12. SR 4 Eastbound Ramps & Arnold Industrial Place (PM only) '
94237tos.trn-2/14/95 4.9-18
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14. Port Chicago Highway & Arnold Industrial Way (PM only) ,
16. Willow Pass Road & SR 4 Westbound Ramps (AM only)
17. Willow Pass Road & SR 4 Eastbound Ramps (AM and PM) ,
At these locations, installation of a traffic signal may be considered, but other warrants and factors
should be considered as well. Traffic volume warrants are close to being met during both the AM '
and PM peak hours at the intersection of the SR 4 Westbound Ramps with Arnold Industrial Way.
Traffic volumes do not meet signal warrants during either peak hour at any of the other study
intersections.
Neighborhood Access and Circulation
Access to and circulation within residential neighborhoods is important when considering street
closures and extensions. Within the study area, there are two residential neighborhoods which may
be particularly affected by local circulation changes.
Vine Hill Neighborhood
The Vine Hill residential neighborhood is located east of I-680 and west of the Acme landfill ,
facilities. Its sole public access is Arthur Road, which crosses under I-680 and intersects Pacheco
Boulevard at a signalized intersection. Arthur Road officially dead-ends within the neighborhood at
a locked gate. However, the gate that was installed has been repeatedly vandalized allowing traffic
to cross between Arthur Road and the facilities on Waterbird Way.
To address neighborhood concerns about cut-through traffic, the Transportation and Circulation Plan ,
for the Contra Costa Recovery and Transfer Station specifies that, "Use of Arthur Road will be
controlled with a gate that restricts traffic from the transfer facility from exiting the area using Arthur
Road but allows use of Arthur Road by emergency vehicles and Gun Club members if required
legally. The gate will either be locked and controllable by emergency vehicles or card controlled.
The gate will be installed and operable prior to beginning operation of the permanent transfer
facility." (Wilson Engineering, 1994). ,
Blum Road Neighborhood
Blum Road north of Imhoff Drive provides the sole access to the Blum Road residential '
neighborhood. Residents have expressed concern about trucks which try to use the neighborhood as
a short-cut to reach the landfill facilities off Waterbird Way. Concerns have also been expressed
about traffic levels adjacent to their neighborhood and traffic increases on the section of Blum Road
between Imhoff Drive and the freeway interchange at Pacheco Boulevard. In response to some of
these concerns, signs have been installed on Blum Road just north of Imhoff Drive warning drivers
that Blum Road is not a through street and that there is no truck turn-around. '
94237tos.tm-2/14/95 4.9-20 ,
' 4.9 TRANSPORTATION
Existing Through-Trips on Solano Way
In the past, Solano Way has been observed to carry significant volumes of through-traffic,' most
recently when construction on the I-680 freeway was causing delays to north-south traffic and some
vehicles would use SR 4, Solano Way, and Waterfront Road as an alternative route to the Benecia
Bridge. The amount of through traffic appears to have diminished, however, since completion of the
I-680 widening project in 1992. Traffic counts taken in 1990 (Abrams, 1992) showed about 8,200
daily vehicles on Solano Way north of Imhoff Drive. Counts taken in 1993, after completion of the
' I-680 project, showed a decline to only 4,400 daily vehicles (Abrams, 1994b).
Recent counts further indicate that there are currently few through-trips using Solano Way.
Waterfront Road was closed to through traffic during 1993 and 1994 while its bridge over Pacheco
Creek was being reconstructed. According to traffic counts conducted before and during the bridge
closure (Abrams, 1994b), there was a shift of traffic from the north end of Solano Way to the south
end as Tosco traffic was forced to divert to the south, but there was no overall decrease of traffic as
' would have been the case if significant through traffic were using Solano Way prior to bridge closure.
Furthermore, counts taken for this EIR after reopening of the bridge did not show any overall increase
in traffic on Solano Way upon opening of the route to through traffic.
From this limited data, it is concluded that Solano Way is presently used primarily as a route to and
from Tosco Avon Refinery. Therefore, under present conditions, closure of Solano Way would not
have any significant effects on traffic volumes or levels of service in the study area. However, based
on past observations, there is potential for use of Solano Way and Waterfront Road by through-trips
between I-680 and SR 4 should freeway congestion increase in the future to past levels.
' Existing Truck Traffic
' Weekday and Saturday vehicle classification counts were conducted in early October 1994 to
determine the percentage of trucks using Solano Way and Waterfront Road in the vicinity of the
project. Table 4.9-2 summarizes the results. On a typical weekday, 22 percent of the vehicles are
trucks (excluding pickups), while 45 percent of the Waterfront Road traffic consists of trucks. On
a typical Saturday, the percentage of trucks decreased to 8-10 percent, with increased percentages of
pickups. These relatively high percentages of trucks reflect the industrial nature of the land uses in
the area.
' Vehicles that are neither originating at nor destined for Tosco Avon Refinery.
' 94237tos.trn-2/14/95 4.9-21
4.9 TRANSPORTATION ,
TABLE 4.9-2
EXISTING VEHICLE CLASSIFICATION IN PROJECT VICINITY '
AM Peak Period (7-10 AM), October 1994
Solano Way Waterbrrd' Way '
North of Imhoff Drive West'of Solano Way
Number Percentage Number Percentage
Weekday
Passenger Cars 420 49% 42 16%
Pickups 251 29% 102 39%
2-Axle Trucks 61 7% 15 6%
3-Axle Trucks 27 3% 74 28%
4-Axle Trucks 5 1% 1 0%
5+Axle Trucks 93 11% 30 11%
Total 857 100% 264 100% ,
Saturday
Passenger Cars 140 45% 58 18% ,
Pickups 138 45% 241 74%
2-Axle Trucks 8 3% 14 4%
3-Axle Trucks 9 3% 6 2%
4-Axle Trucks 1 0% 0 0%
5+Axle Trucks 1 12 4% 6 2% '
Total 308 100 325 100%
Public Transit Services ,
The Central Contra Costa Transit Authority provides public bus transit service in the study area.
There are no bus lines which provide service within one-quarter mile of the businesses along Solano
Way or Waterbird Way. Service is provided on Pacheco Boulevard as south from Martinez to Arthur
Road and north from Concord to Muir Road. There is also bus service on Arnold Industrial Way just
west of Port Chicago Highway, and on Solano Way as far north as Olivera Road.
Emergency Access and Road Closures '
The nature of the operations at the Tosco Avon Refinery requires very quick emergency response.
Solano Way provides the sole access to the various driveways which provide access to refinery
94237tos.tm-2/14/95 4.9-22 ,
' 4.9 TRANSPORTATION
operations. Traffic congestion on Solano Way, caused by the combination of local refinery traffic
and through traffic, can impede emergency access.
During emergency or upset conditions at the Tosco Avon Refinery, the main gates at the D Street
intersection are closed, causing traffic to backup along Solano Way in both directions. Between
' April and December 1994, traffic was delayed on Solano Way on 24 occasions, with average delays
of 20 minutes. In addition, during the same nine-month period, Solano way was closed at the
intersection of Arnold Industrial Highway and Waterfront Road with barricades on four occasions
' (Smircich, 1995). These closures create frustration and potential for panic by motorists and impede
emergency vehicle travel on Solano Way.
Vehicular and Pedestrian Safety
An average of seven accidents per year were reported on Solano Way between Imhoff Drive and
Waterfront Road during the most recent five-year period (Table 4.9-3). A large number of the
accidents involved right-of-way violations, where a vehicle turning left out of a driveway onto Solano
Way was struck. Other frequent accidents involved rear-end collisions and single-vehicle accidents
in which the vehicle ran off the road (Contra Costa County Public Works Department, 1995).
' Solano Way and Waterfront Road have a number of existing roadway deficiencies which create safety
hazards and contribute to the accident occurrences, as described in Chapter 3, Project Description,
and summarized below:
• The paved roadway width of 22 to 30 feet is substandard for an industrial arterial, and there
' are no roadway shoulders on either side.
• Utility poles are located along both sides of the roadway within five feet of the paved roadway,
and there are also buried and aboveground pipelines running along both sides.
• There are frequent driveways with no access control, and employee parking is located directly
' adjacent to the roadway right-of-way. Also, employees have to drive or walk across Solano
Way to get from one side of the refinery complex to the other.
• There is a serious sight limitation at the AT&SF railroad bridge crossing.
• There is an at-grade railroad crossing of Solano Way adjacent to its intersection with
Waterfront Road, with limited sight distance in both directions.
• There is a high percentage of truck traffic on Solano Way and Waterfront Road (see above).
' There are no sidewalks on Solano Way, and pedestrian conditions are hazardous due to the narrow
pavement and shoulders.
' 94237tos.trn-2/14/95 4.9-23
4.9 TRANSPORTATION ,
TABLE 4.9-3
RECENT ACCIDENT HISTORY FOR SOLANO WAY
Imhoff Drive to Waterfront Road '
Total Right of
Number of Way Rear End Ran Off the ,
Year Accidents Violations) Collisions Road Other2
1990 10 b 2 1 1 '
1991 7 5 1 1 0
1992 3 1 1 0 1 ,
1993 9 2 2 2 3
1994 5 0 0 2 1
5-Year Annual 7
Average
I
Source: Contra Costa County Public Works Department, 1995
' Right-of-way violations often involved a left turn out of a driveway onto Solano Way. '
2 Includes improper turns (often in conjunction with a drunk driving arrest) and head-on collisions.
Bicycle Use ,
Despite the narrow roadway, a few bicyclists use Solano Way as a route between Concord and
Waterfront Road. As already discussed in Section 4.2, Consistency with Plans and Policies, Solano
Way is designated as a Bicycle Trail in the Contra Costa County General Plan (Figure 4.2-2).
Solano Way is currently used sporadically by bicyclists. The roadway was used by bicycle riders ,
more frequently as part of a large loop route, before public access was restricted through the U.S.
Naval Weapons Station property. Solano Way will continue to be the only convenient bicycle route
from Concord to the Suisun shoreline and the Martinez area, until a new multi-use trail is constructed '
along the Walnut Creek Channel (Fiala, 1995). See additional discussion of the planned trail in
Section 4.2 of this EIR, Consistency with Plans and Policies.
Planned Roadway Improvements
Several roadway projects are planned in the study area (Figure 4.9-7), as described below. ,
94237tos.trn-2/14/95 4.9-24
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Port hwa Chicago Hi /Waterfront Road Closure
g y
Portions of Waterfront Road and Port Chicago Highway within the U.S Naval Weapons Station have
been closed to public traffic as of February 1995, according to a General Plan Amendment approved '
by the County in 1988. Navy personnel and maintenance vehicles have access to these roadway
segments through guarded gates. The roadways will be temporarily opened to the public in the event
of an emergency. '
Contra Costa County Capital Improvement Program '
The 1993 Contra Costa County Capital Road Improvement Program includes several near-term
projects in the study area (Figure 4.9-7):
• Pacheco Boulevard Realignment. This project will reconstruct the existing Pacheco '
Boulevard undercrossing of the AT&SF railroad tracks to upgrade the design speed of the
existing curves. ,
• Port Chicago Highway Widening. Port Chicago Highway will be widened to a four-lane
arterial standard between Bates Avenue and the community of Clyde. ,
• Evora Road/Willow Pass Road Traffic Signal. A traffic signal will be installed at the
intersection of Willow Pass Road with Evora Road,just north of the SR 4 interchange with ,
Willow Pass Road. ;
• Avon Bridge Repair. The existing Waterfront Road bridge over the Pacheco Creek '
Channel has been reconstructed, with the project finished in 1994.
Contra Costa General Plan Projects
The Contra Costa County General Plan indicates several new road alignments in the study area:
• Waterbird Way Extension. The General Plan indicates a future collector street connecting
Waterfront Road with Imhoff Drive. For the purposes of this EIR analysis, the roadway
is assumed to be constructed by the year 2000, except in the No Project/Solano Way
Upgrade Alternative 3, where it is assumed to be built by 2010.
• Evora Road Extension. The General Plan indicates a future extension of Evora Road as
an arterial street. The conceptual alignment in the General Plan circulation plan shows a
westward extension of Evora Road from Willow Pass Road, curving north to intersect Port
Chicago Highway near Clyde. The alternate, preferred alignment, adopted by the County
Public Works Department and analyzed in this EIR, more closely parallels SR 4 and '
intersects Port Chicago Highway opposite Arnold Industrial Way in a four-way
intersection. For the purposes of this analysis, the Evora Road extension is assumed to be
94237tos.trn-2/14/95 4.9-26 ,
4.9 TRANSPORTATION
constructed by the year 2000, except in the No Project/Solano Way Upgrade Alternative
3, where it is assumed to be built by 2010.
' Industrial Collector Streets. The General Plan indicates several new collector streets
between Solano Way and Port Chicago Highway. These include a new east-west collector
street north of the Mallard Reservoir, a new north-south collector street on the alignment
of Laura Alice Way from Arnold Industrial Way to the new east-west street, and a
westward extension of Bates Avenue to intersect the new north-south street. These streets
are intended to serve future industrial development of currently vacant land east of Solano
Way are assumed to be built by the year 2000.
Specific alignments and funding sources have not been identified for all of these road improvements.
However, in order to assess impacts of constructing these roadways, they have been included in this
analysis along with other programmed road projects.
Other Programmed Improvements
Other regional transportation improvements in the general project vicinity were identified from the
Contra Costa County CMP Seven-Year Capital Improvement Program or the General Plan, and
include the following projects:
• Restriping of SR 4 freeway between SR 242 and Bailey Road for High Occupancy Vehicle
(HOV) lanes;
• Widening of SR 242 to six lanes (possibly including HOV lanes) from I-680 to SR 4;
• Extension of Avila Road from Willow Pass Road to Port Chicago Highway;
' 0 Wideningof Willow Pass Road to four lanes from Olivera Road easterly to Avila Road;
Y
f0 Widening of Evora Road to four lanes from the Naval Weapons Station easterly to Port
Chicago Highway in Bay Point; and
• Constructing the BART rail extension from Concord to West Pittsburg (Bay Point).
Generally, these projects are funded for construction within the next seven years.
ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES
' Methodology
The transportation impacts of the Solano Way closure alternatives were evaluated using travel
forecasts for the years 2000 and 2010. The 2000 analysis is intended to illustrate the potential short-
term impacts of the Proposed Project and each of the alternatives. The 2010 analysis is based on
' 94237tos."-2/14/95 4.9-27
4.9 TRANSPORTATION '
long-range projections of land use growth and feasible transportation improvements, and is intended '
to display the potential long-term impacts of the Proposed Project and the alternatives. As described
below,assumptions about future transportation improvements and land use changes were adapted from ,
ongoing regional transportation studies to ensure consistency. Regional projections of traffic changes
were adjusted to reflect specific local conditions such as truck traffic to and from the Contra Costa
Recovery and Transfer Station. Traffic volumes at specific critical intersections were compared to
capacities to evaluate projected traffic operations and mitigation requirements.
For purposes of this EIR, a transportation impact is considered significant if it causes a degradation ,
of level of service to worse than LOS D in the AM and/or PM peak hours. Where this occurs,
potential mitigation measures are identified. Other transportation impacts, such as loss of circulation
routes, conflicts with emergency vehicles and safety issues which are not quantifiable, are also noted '
in the text. These impacts should be considered significant unless otherwise stated. Although
changes in traffic volumes are described in the impacts section, they are not considered significant
unless they contribute to level of service degradation or to noise or air quality impacts (as identified
in other sections of this EIR).
Travel Forecasting Approach
The impacts of the Solano Way closure project include regional as well as local impacts. To evaluate
potential changes in regional traffic patterns, and to provide inputs for future intersection traffic
volumes, the Central County/CMP travel forecasting model was used. ,
The Central County/CMP model was developed by the Contra Costa Transportation Authority to
support implementation of the Measure C Growth Management Program and to fulfill CMP
requirements. The model is an updated version of the Contra Costa County travel demand model
developed in the late 1980s for the update of the Contra Costa County General Plan. This model is
most detailed within Central Contra Costa County but also covers the remainder of the county and
accounts for travel to and from the rest of the nine-county Bay Area. Within the study, the model
includes freeways, arterials and some collectors, but local streets are excluded.
The model procedures and data input assumptions are generally consistent with the Metropolitan
Transportation Commission regional model system, the earlier countywide model, and three other
models that were developed by the Authority for other subareas of the county.
The Central County/CMP model was validated in 1993 by incorporatir►g base year (1990) land uses
and roadway network inputs, and then comparing the resulting 1990 model estimates with surveyed
travel patterns and traffic volumes. The model was adjusted until it produced acceptable replications
of the observed travel patterns.
For this EIR, further revisions were made to the Central County/CMP model, including additional '
traffic zones, review of local area land use inputs, network refinements and review of its validation
within the study area. Model refinements included adjustments to the Tosco Avon Refinery
94237tos.trn-2/14/95 4.9-28 ,
' 4.9 TRANSPORTATION
' employment estimates and trip generation to better represent observed peak hour volumes, and
localized network modifications to better represent observed travel speeds and volumes on study area
' routes such as Solano Way, Waterfront Road and Port Chicago Highway.
Future Transportation/Land Use Inputs
Year 2000 and 2010 transportation network assumptions were based on the most current highway and
transit networks prepared by the Contra Costa Transportation Authority for the 1993 CMP, with
appropriate revisions to reflect each of the study alternatives. Assumed transportation improvements
' in the project vicinity are described under Planned Roadway Improvements (page 4.9-13ff). Specific
components of the study alternatives are described below under Transportation Study Alternatives.
Similarly, year 2000 and 2010 land use assumptions were based on the Contra Costa Transportation
Authority land use projections, except that future land uses within the local study area were reviewed
and revised to correct minor errors, and to provide greater detail and to reflect current land use
estimates for Tosco Avon Refinery and other local generators. The projections include about 800
additional employees in the study area between 1990 and 2000, and an additional 700 employees
between 2000 and 2010 (see Table 4.1-1 in Section 4.1 of this EIR). A modest amount of this
' employment growth(about 50 jobs) is assumed to occur at Tosco Avon Refinery)while the remainder
would occur in the Bates Avenue industrial area. No increase in housing is projected within the area.
Truck Volume Adjustments
The analysis of the Solano Way closure required special consideration of the traffic characteristics
' of the Contra Costa Recovery and Transfer Station, now under construction. The Central County/
CMP model does not fully account for potential trip generation of this facility nor the unique vehicle
and truck traffic patterns of a waste transfer station. Accordingly, adjustments were made to the
model results to account for the additional auto and truck trips not reflected in the model.
Projections of truck and non-truck activity for the years 2000 and 2010 were obtained from previous
studies of the Transfer Station (Wilson Engineering, 1994;Contra Costa County, 1987). By 2000 the
Contra Costa Recovery and Transfer Station is projected to generate 3,460 two-way daily vehicle trips
by users (with 1,690 truck trips or 49 percent of the total) and 4,380 350 PM peak hour trips. By
2010 the site would generate 4,380 two-way daily vehicle trips (with 1,950 trucks or 44 percent of
the total), of which 440 trips would occur in the PM peak hour. Combined with other trips (IT and
Acme employees, Gun Club patrons), a total of 440 PM peak hour trips are projected to be generated
by all uses in 2000 and a total of 530 PM peak hour trips are projected in 2010. The transfer station
projections are believed to be conservatively high but reasonable for a worst case analysis (Dingman,
1994).
' The regional distribution for transfer station traffic was also derived from the previous studies. These
truck trips were assigned to the road network for each alternative. For alternatives where Waterbird
' Way is not extended to Imhoff Drive, all trucks would use Waterbird Way to Waterfront Road as they
94237tos.trn-2/14/95 4.9-29
4.9 TRANSPORTATION ,
do today. If Waterbird Way is extended to Imhoff Drive, a portion of the truck trips would be ,
expected to use Imhoff to reach the SR 4 freeway ramps at Pacheco Boulevard and east of Solano
Way.
An additional adjustment was required to more accurately reflect the impacts:of truck trips on
intersection operations. Large trucks take longer to pass through an intersection than most vehicles, '
and therefore use up more of an intersection's capacity. The standard techniques for evaluating
intersections assume an average percentage of trucks in the traffic flow (about two to four percent),
but these averages do not apply when a much larger percentage of traffic flow is made up of trucks. '
For the intersection analysis in this study, the trucks to and from the transfer station were each
counted as two "passenger car equivalents" (p.c.e.) based on factors presented in the Highway
Capacity Manual (Transportation Research Board, 1985). In other words, each truck was assumed '
to require as much capacity as two average vehicles.
Intersection Volume Adjustments and Level of Service Analysis
Intersection turning movement traffic forecasts were derived from the travel model results using a
procedure specified by the Contra Costa Transportation Authority. The forecast traffic volumes on
each roadway link adjacent to a study intersection were first adjusted based on the model validation.
For example, if the model estimate on a particular link was 200 vehicles higher than the traffic count
in 1990, then 200 vehicles were subtracted from the 2000 or 2010 forecast volume on that link. The
existing (1994) intersection traffic counts were then factored to match the adjusted approach and
departure link traffic volumes. The process,known as the "Furness" method, produces more realistic
intersection traffic forecasts than those obtained by using unadjusted traffic volumes directly from the
model. '
Intersection operations were evaluated using the same procedures described in the Setting section, as
required by the Contra Costa Transportation Authority. To provide a consistent analysis of future
conditions,all intersections were evaluated as signalized intersections using the standard methodology.
Transportation Study Alternatives
For this transportation analysis, a set of 2000 and 2010 roadway improvement scenarios was defined
to incorporate the project alternatives described in Chapter 3. The specific combination of roadway '
improvements that was assumed for each alternative is summarized in Table 4.9-4.
The components of the study alternatives may be implemented separately or in combination as '
mitigation measures for the proposed project (closure of Solano Way). Contra Costa County has a
general policy that a roadway facility vacated for private benefit will be replaced if feasible (Pulon,
1994). Therefore, the analysis of the study alternatives is intended to assist County staff in '
understanding the traffic implications of each alternative as input to recommending conditions of
approval to mitigate the impacts of closing Solano Way, if approved.
94237tos.trn-2/14/95 4.9-30 ,
4.9 TRANSPORTATION
' TABLE 4.9-4
SUMMARY OF ASSUMED ROADWAY IMPROVEMENTS UNDER EACH ALTERNATIVE
_.
.
Alternative
Proposed 4
Project Alternative 1 Alternative 2 Alternative 3 Waterbird
Solano. Wat1.erbtrd Evora Road Solano and Exora. :
Roada
wy Improvement: No Project Closure Way Ext Ext: Upgrade' Exts.
Close Waterfront Rd.,Port Chicago Hwy.
2000 X X X X X X
2010 X X X X X X
Close Solano Way
2000 X X X X
2010 X X X X
Construct Waterbird Way Extension
2000 X X
2010 X X X X
Construct Evora Road Extension
2000 X X
2010 X X X X
Upgrade Solano Way
2000 X
2010 X
Construct Industrial Collector Streets'
' 2000 X
2010 X
' Source: BASELINE, DKS.
Note: X=This component is included in the alternative for the purposes of this EIR analysis.
This alternative was not modeled separately. Instead, traffic projections are based on the No Project model results.
z This component involves constructing the collector roads around Mallard Reservoir that are shown in the County General
Plan Roadway Network Plan.
' 94237tos.trn-2/14/95 4.9-31
4.9 TRANSPORTATION
No Project
For travel forecasting purposes, a No Project model scenario was defined, which includes all existing
and programmed projects proposed in the 1993 Contra Costa County CMP seven-year capital
improvement program. For year 2010, it was assumed that the proposed collector streets in the
County General Plan (the Bates Avenue extension and the collectors between Solano Way and Port
Chicago Highway) would be in place. By 2000, it was also assumed that the Waterbird Way and
Evora Road extensions would be constructed. Because the No Project alternative includes
programmed circulation network improvements that could affect travel patterns and volumes on study
area roadways, projected traffic volumes are not solely due to land use changes (such as employment '
growth) as would be the case with a "no build" alternative.
Proposed Project '
The Proposed Project is evaluated as described in Chapter 3. Compared to existing conditions, the
project would close Solano Way to through traffic between Imhoff Drive and Waterfront Road.
Compared to the 2000 No Project scenario, the Proposed Project would close Solano Way and delete
(not assume construction of) the planned collector streets between Solano Way and Port Chicago
Highway north of Arnold Industrial Way. Compared to the 2010 No Project, the Proposed Project
would close Solano Way,delete the planned collector streets, and delete (not assume construction of)
the Waterbird Way and Evora Road extensions.
Alternative 1: Waterbird Way Extension '
Alternative 1 would include all of the components of the Proposed Project, and would also include
construction of the Waterbird Way extension to provide a connection between Waterfront Road and
Imhoff Drive, by the year 2000.
Alternative 2: Evora Road Extension
Alternative 2 is identical to the Proposed Project, with the addition of the Evora Road extension
connecting Willow Pass Road with Arnold Industrial Way at Port Chicago Highway, by the year
2000.
Alternative 3: Solano Way Upgrade
For transportation study purposes, Alternative 3 is considered to be similar to the No Project
alternative. Although the proposed upgrades to Solano Way (constructing wider shoulders and other
safety improvements) included in Alternative 3 would improve the safety of Solano Way, the
improvements are not expected to significantly influence average travel speeds or traffic volumes in
the study area. Alternative 3 assumes that additional collector streets planned in the County General
Plan would be constructed by the year 2000, and that both the Waterbird and Evora extensions would
be built by 2010.
94237tos.trn-2/14/95 4.9-32
' 4.9 TRANSPORTATION
Alternative 4: Both Extensions
This alternative is included for transportation analysis purposes only, to test the combined impacts
of extending both Waterbird Way and Evora Road while closing Solano Way. Therefore, Alternative
4 is identical to the Proposed Project except for the addition of the two extensions. For the Year
2010, Alternative 4 is similar to No Project except that Solano Way is closed and the planned
industrial collector streets are deleted from the General Plan and not built.
Near-Term (2000) Traffic Impacts
Analysis of near-term impacts of the Proposed Project and the project alternatives considers projected
2000 traffic volumes, intersection levels of service, traffic and circulation impacts, and neighborhood
' access.
Projected Traffic Volumes on Study Area Roads
Figure 4.9-8 compares projected 2000 AM peak hour roadway volumes (two-way) for each project
alternative. Similarly, Figure 4.9-9 compares projected 2000 PM peak hour volumes for each project
alternative.
For the No Project alternative and Alternative 3 (Solano Way upgrading), projected traffic increases
by 2000 are relatively modest on most study area arterial roadways. The exceptions are on the north
end of Waterbird Way and on Waterfront Road west of Waterbird Way, which would experience a
sizable traffic increase (up to about 300 vehicles in each peak hour) due to operations of the Contra
Costa Recovery and Transfer Station and in part to modest growth at the Tosco Avon Refinery. The
addition of a collector street from the Bates Avenue industrial area to Solano Way is projected to
increase traffic levels on the north end of Solano Way. On the other hand, with closure of Port
Chicago Highway and Waterfront-Road east of Solano Way, the traffic volume on Waterfront Road
just west of Solano Way is projected to remain at current levels or decrease. On the south end of
Solano Way, little or no traffic growth is projected because effects of employment growth at Tosco
Avon Refinery would be offset by diversion of some traffic to the new east-west collector street
serving the Bates Avenue industrial area. A significant traffic increase is projected on Arnold
Industrial Way likely due primarily to employment growth in the Bates Avenue industrial area.
The Proposed Project alternative is projected to reduce traffic volumes on arterial roadways in the
study area relative to the No Project alternative, due both to the closure of Solano Way and to the
deletion of the General Plan collector streets from the network. By year 2000, Solano Way is
' projected to serve about 150 through-trips (total of both directions) in the PM peak hour under the
No Project alternative, in addition to Tosco Avon Refinery trips. The through-trips are largely to and
from the Bates Avenue industrial area via the new collector streets connecting to Solano Way.
' Closure of Solano Way under the Project Alternative would divert these through-trips, primarily to
I-680 freeway and, to a lesser extent, Pacheco Boulevard.
94237tos.trn-2/14/95 4.9-33
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4.9 TRANSPORTATION t
Even with closure of Solano Way, a traffic increase is projected on the south end of Solano Way
Y
relative to the No Project alternative. This is because in the No Project alternative, some Tosco trips
use the General Plan collector streets, avoiding use of the south end of Solano Way; in the Project
alternative, the collector streets are deleted, redirecting those trips to Solano Way.
The Waterbird Way extension (Alternative 1) is projected to cause a sizable increase in traffic on the
south end of Waterbird Way and on Imhoff Drive, compared to either the No Project or Proposed
Project alternative, but other roadways would be relatively unaffected. By year 2000,Waterbird Way
is projected to carry about 700 vehicles (total of both directions) in the PM peak hour on its south
end. Of these,about 370 through-trips are projected, including some of the trips diverted from Solano
Way. Remaining trips would be from local uses along Waterbird Way including trips to and from
Acme Transfer Station which would be redirected toward the south due to the Waterbird Way
extension to Imhoff Drive.
The Evora Road extension (Alternative 2) is projected to attract up to 640 peak hour vehicles east
of Port Chicago Highway and would result in increased traffic on Port Chicago Highway between
Evora Road and the SR 4 freeway interchange; other road segments would be unaffected or have
traffic decreases due to the extension. The extension would provide a non-freeway route from
residential communities along Evora Road to the future North Concord BART station; potential
additional vehicles accessing BART are not included in the model projections.
Effects on year 2000 peak hour volumes of combining both the Waterbird Way and Evora Road
extensions in conjunction with closing Solano Way were evaluated in Alternative 4. It was observed
that projected traffic volumes on and near Evora Road do not differ significantly from those projected
for the Evora Road extension alone (Alternative 2). Similarly, it was found that projected traffic
volumes on and near Waterbird Way do not differ significantly from those projected for the Waterbird
Way extension alone (Alternative 1). From these observations,it was concluded that the two projects
have separate rather than synergistic (cumulative) effects on traffic.
In general, the projected 2000 traffic volumes for all study alternatives appear to be readily
accommodated with the existing two travel lanes present on most of the study area roadways;
intersection impacts and mitigation requirements are discussed separately below.
Freeway.Traffic Volumes
Potential for traffic growth and for traffic diversion to or from the freeways was evaluated based on
the Central County CMP model forecasts which account for both local and regional traffic. Projected
2000 AM and PM peak hour volumes at selected freeway locations are shown for each alternative
in Figures 4.9-8 and 4.9-9.
Traffic volumes on I-680 are projected to increase by up to 30 percent between now and 2000, with
the highest traffic growth being forecasted for study alternatives without the Waterbird Way
extension. Relative to the other alternatives, the Waterbird Way extension (Alternative 1) is projected
94237tos.trn-2/14/95 4.9-36
4.9 TRANSPORTATION
to reduce I-680 traffic by P u to 600 vehicles (total of both directions) in the AM peak hour and up
to 500 vehicles in the PM peak hour. Based on these projections, the Waterbird Way extension
would potentially improve the PM peak hour/peak direction conditions from LOS E (V/C ratio of
0.97) to LOS D (V/C ratio of 0.92).
Peak hour traffic volumes on SR 4 within the study area are projected to increase by up to 40 percent
between now and 2000, with the higher increases occurring east of Port Chicago Highway and being
associated with alternatives not having the Evora Road extension. The Evora Road extension is
projected to reduce AM and PM peak hour traffic by up to 500 vehicles (two-way), or about 5
percent. With or without the Evora Road extension, PM peak hour/peak direction traffic demand on
SR 4 is projected to exceed its capacity east of Port Chicago Highway, resulting in LOS F, and AM
peak hour/peak direction traffic is projected to be at or near capacity (LOS D-E). Farther west toward
I-680, SR 4 traffic volumes do not vary much among study alternatives.
Intersection Levels of Service
Projected 2000 AM and PM peak hour intersection levels of service are summarized in Tables 4.9-5
and 4.9-6, respectively.
All currently signalized intersections in the study area are projected to maintain LOS C or better
conditions in 2000. Mitigation measures to increase capacity are therefore not necessary. However,
LOS E or F conditions are projected on individual approaches at 6 out of the 10 existing unsignalized
intersections in both the AM and PM peak hours. Mitigation measures for these impacts are
discussed below.
Traffic Impacts
Impact 4.9-1 (Proposed Project, Alt. 1, Alt. 2, Alt.3, Alt.4)
Projected year 2000 traffic would cause LOS F operations during the PM peak hour for left
turns from the SR 4 westbound off-ramp at Muir Road.
Existing traffic volumes exceed the peak hour signal warrant during the PM peak hour. Projected
2000 traffic volumes would exceed the peak hour signal warrant during the PM peak hour with the
Proposed Project or Alternatives 1, 2, 3, and 4. A signalized intersection would provide LOS A.
This impact appears to be associated with general growth in the Concord/Martinez area, rather than
closure of Solano Way.
Mitigation Measure 4.9-1 (Proposed Project, Alt. 1, Alt. 2, Alt. 3, Alt. 4)
A traffic signal should be installed at the intersection of the SR 4 westbound ramps with Muir
Road when warranted.
94237tos.trn-2/14/95 4.9-37
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4.9 TRANSPORTATION
Impact 4.9-2 (Proposed Project, Alt. 1, Alt. 2, Alt. 3, Alt.4)
Projected year 2000 traffic volumes would cause LOS F operations for left turns from the SR
4 eastbound off-ramp at Arnold Industrial Place during the PM peak hour.
Existing traffic volumes exceed the peak hour signal warrant during the PM peak hour. Projected
2000 traffic volumes would exceed the peak hour signal warrant with the Proposed Project or with
Alternatives 1, 2, 3, and 4 during the PM peak hour. A signalized intersection would provide LOS
A (Proposed Project, Alt. 2, Alt. 3, Alt. 4) or LOS B (Alt. 1) operations.
ears to be associated with overall growth in the north Concord/County area rather than
This impact app
closure of Solano Way or other study alternatives.
o r (Proposed Project Alt. 1, Alt, 2, Alt. 3, Alt.4)
Mitiat�on Measure 4b .9-2 ( po
A traffic signal should be installed at the.intersection of the SR 4 eastbound ramps with Arnold
Industrial Place when warranted.
Impact 4.9-3 (Proposed Project, Alt. 1, Alt. 2, Alt. 3, Alt.4)
Projected year 2000 traffic volumes would cause LOS F operations for left turns from the SR
4 westbound off-ramp to Arnold Industrial Way during both the AM and PM peak hours,and
LOS E operations for left-turns to the westbound on-ramp at Arnold Industrial Way during
the PM peak hour.
Existing traffic volumes are marginally below the peak hour signal warrant during both the AM and
PM peak hours. Projected 2000 traffic volumes would exceed the peak hour signal warrant with the
Proposed Project or Alternatives 1, 2, 3, and 4. A signalized intersection would provide LOS A.
This impact appears to be associated with overall growth in the north Concord/County area rather than
closure of Solano Way or other study components.
Mitigation Measure 4.9-3 (Proposed Project, Alt. 1, Alt. 2. Alt. 3, Alt. 4)
A traffic signal should be installed at the intersection of the SR 4 westbound ramps with Arnold
Industrial Way when warranted.
Impact 4.9-4 (Proposed Project, Alt. 1, Alt. 3)
Projected year 2000 traffic volumes would cause LOS E or F operations for left turns from
eastbound Arnold Industrial Way to northbound Port Chicago Highway.
Existing traffic volumes exceed the peak hour signal warrant during the PM peak hour. Projected
2000 traffic volumes would exceed the peak hour signal warrant with the Proposed Project or
Alternatives I or 3. A signalized intersection would provide LOS A for these alternatives.
94237tos.trn-2/14/95 4.9-40
4.9 TRANSPORTATION
This PP
impact appears to be associated with overall growth in the north Concord/County area rather than
P
closure of Solano Way or other study components.
Mitigation Measure 4.9-4 (Proposed Project, Alt. 1, Alt. 3)
A traffic signal should be installed at the intersection of Port Chicago Highway with Arnold
Industrial Way when warranted.
Impact 4.9-5 (Alt. 2, Alt.4)
�. Projected year 2000 traffic volumes, combined with additional movements to and from the
Evora Road extension, would cause LOS F operations for all left turns at the intersection of
Port Chicago Highway with Arnold Industrial Way and Evora Road during the PM peak hour.
Existing traffic volumes exceed the peak hour signal warrant during the PM peak hour. Projected
2000 traffic volumes would exceed the peak hour signal warrant with Alternatives 2 or 4 due to the
extension of Evora Road. A signalized intersection would provide LOS A.
Mitigation Measure 4.9-5 (Alt. 2, Alt.4)
A traffic signal should be installed at the intersection of Port Chicago Highway with Arnold
Industrial Way in conjunction with the construction of the Evora Road extension.
Impact 4.9-6 (Proposed Project, Alt. 1, Alt. 2, Alt. 3, Alt. 4)
Projected year 2000 traffic volumes would cause LOS F operations for all left turns at the
intersection of Willow Pass Road with the SR 4 westbound ramps during the AM peak hour,
and LOS F operations for left turns from the SR 4 westbound off-ramp during the PM peak
hour.
The left-turn movement from the westbound off-ramp operates erates at LOS F under existingconditions.
Existing traffic volumes exceed the peak hour signal warrant during the AM peak hour. Projected
2000 traffic volumes would exceed the peak hour signal warrant with the Proposed Project or
Alternatives 1, 2, 3, and 4. A signalized intersection would provide LOS A.
This impact appears to be associated with overall growth in the north Concord/Bay Point/County area
rather than the closure of Solano Way or other study components.
Mitigation Measure 4.9-6 (Proposed Project, Alt. 1, Alt. 2, Alt. 3, Alt.4)
A traffic signal should be installed at the intersection of the SR 4 westbound ramps with Willow
Pass Road when warranted.
94237tos.trn-2/14/95 4.9-41
4.9 TRANSPORTATION
Impact 4.9-7 (Proposed Project, Alt. 1, Alt. 2, Alt. 3, Alt.4)
Projected year 2000 traffic volumes would cause LOS F operations for left turns from the SR
4 eastbound off-ramp at Willow Pass Road during both the AM and PM peak hours.
The left-turn movement from the eastbound off-ramp operates at LOS F under existing conditions.
Existing traffic volumes exceed the peak hour signal warrant during both the AM and PM peak hours.
Projected 2000 traffic volumes would exceed the peak hour signal warrant with the Proposed Project
or Alternatives 1, 2, 3, and 4. A signalized intersection would provide LOS A.
This impact appears to be associated with overall growth in the north Concord/Bay Point/County area
rather that the closure of Solano Way or other study components.
Mitigation Measure 4.9-7 (Proposed Project, Alt. 1, Alt. 2, Alt. 3, Alt. 4)
A traffic signal should be installed at the intersection of the SR 4 eastbound ramps with Willow
Pass Road when warranted.
Local Access and Circulation
The transportation system can be evaluated in terms of its ability to provide direct access to existing
and new development areas. The study alternatives would provide varying types of access to the
adjacent land uses.
The Proposed Project would close Solano Way to public through traffic, and would also delete several
planned collector roads between Solano Way and Port Chicago Highway. The deletion of these roads
would eliminate one route for drivers between the Benicia Bridge and the Bates Avenue industrial
area. In 2000, about 150 through-trips (total of both directions) are projected in the PM peak hour
on Solano Way. Additionally, about 370 through-trips are projected on Waterbird Way when it is
extended to Imhoff Drive (some of which would be trips diverted off Solano Way). By 2010, about
680 through-trips are projected in the PM peak hour: 180 vehicles on Solano Way and 500 vehicles
on the Waterbird Way extension. In the absence of these routes, most of these drivers would use
I-680 and SR 4. This diversion would not create any level of service issues which could not be
mitigated. However, travel time for these drivers would be somewhat increased with the Proposed
Project compared to the No Project alternative.
Under the projected 2000 and 2010 employment levels, the deletion of the proposed collector roads
north of Bates Avenue from the County General Roadway Network Plan would not create any level
of service issues which could not be mitigated. These roads were included in the General Plan to
serve future development which may ultimately occur on vacant lands in the Bates Avenue area.
Much of this vacant land that is designated for industrial uses is owned by the Tosco Corporation.
The 2000 and 2010 land use forecasts currently used in the Central County CMP Model assume a
fairly modest amount of employment growth in this development area, an increase of about 1,100 jobs
94237tos.tm-2/14/95 4.9-42
4.9 TRANSPORTATION
between 1990 and 2010 (see Table 4.1-1 in Land Use, Section 4.1 of this EIR). Therefore, this study
ndoes not identify any significant impacts as a result of deleting the proposed collector streets.
u However, previous studies conducted for the City of Concord have identified a potential for
development in this area of up to 6.9 million square feet of industrial and commercial uses,generating
an additional 49,000 daily trips (City of Concord, 1988). Analysis contained in Land Use, Section
4.1 of this EIR, estimates that development of approximately 180 acres of the vacant or underutilized
Tosco industrial lands could generate 4,700 to 9,400 jobs (see Impact 4.1-2). Development of all the
vacant lands designated for industrial development in the Bates Avenue area beyond the 2010 horizon
year would require direct street access and may also create additional cumulative traffic impacts
beyond those addressed in this study.
Impact 4.9-8 (Proposed Project, Alt. 1, Alt. 2, Alt.4)
Deletion of the proposed collector streets in the Bates Avenue area could reduce access to
properties that are designated under the County General Plan for industrial development.
Mitigation Measure 4.9-8 (Proposed Project, Alt. 1, Alt. 2, Alt.4)
(a) To accommodate potential industrial development on the vacant Tosco lands between
Mallard Reservoir and Solano Way (not projected to occur before 2010) two of the three
General Plan-designated collector streets should be retained in the General Plan, including the
north-south collector extending to Arnold Industrial Way and the westerly extension of Bates
Avenue to the north-south collector.
(b) If additional industrial development occurs on Tosco lands north of Mallard Reservoir, the
western portion of the third collector street extending east-west along the north side of Mallard
Reservoir to Solano Way should be retained in (or amended back into) the General Plan. If
development north of Mallard Reservoir occurs and the east-west connection to Solano Way
is constructed, the proposed gate on Solano Way just north of Arnold Industrial Way should
be relocated north of the east-west collector in order to provide an additional outlet from the
industrial area to the south.
(c) As an alternative mitigation measure to (b) above, the County should amend its General
Plan to remove or limit development potential in the vacant lands north of Mallard Reservoir
to reflect the presence of any identified jurisdictional wetlands. Inn this case, the east-west
collector street extending to Solano Way north of Mallard Reservoir would be unnecessary and
could be deleted from the General Plan as proposed in the Project Alternative and Alternatives
1, 2 and 4. (Also, see Impacts and Mitigation Measures 4.1.-1 and 4.2-1 in the Land Use and
Consistency with Plans and Policies sections of this EIR.)
94237tos.trn-2/14/95 4.9-43
4.9 TRANSPORTATION
Impact 4.9-9 (Alt. 1, Alt. 4)
Implementation of the Waterbird Way extension on an alignment which passes to the east of
the Contra Costa Recovery and Transfer Station would conflict with the proposed design of the ,
intersection of Waterbird Way with the transfer station entrance, the Martinez Gun Club
Driveway and the IT Corporation driveway.
The intersection of Waterbird Way, the transfer station entrance, and the Gun Club driveway has
recently been constructed. The transportation and circulation plan for the Contra Costa Recovery and
Transfer Station called for a four-legged intersection at the transfer station driveway entrance(Wilson
Engineering, 1994). The western leg of the intersection is the existing Waterbird Way,the north leg
is the existing driveway to the IT Vine Hill site, the eastern leg is the existing driveway to the
Martinez Gun Club, and the southern leg of the intersection is the driveway to the transfer station.
Two alternative alignments are under consideration for the northern segments of the of Waterbird
Way extension to Imhoff Drive. An alignment along the eastern side of the Contra Costa Recovery
and transfer station would create the need for a fifth leg at the intersection with the transfer station
entrance, resulting in additional traffic conflicts and difficult turning maneuvers for trucks. An
alignment for the Waterbird Way extension which passes to the west of the transfer station would not .
introduce any conflicts at the transfer station entrance, but would require design studies for the
intersection of the Waterbird Way extension with the existing alignment of Waterbird Way.
Mitigation Measure 4.9-9 (Alt. 1, Alt.4)
If implemented, the proposed eastern alignment of the Waterbird Way extension should be
revised so that it intersects the Contra Costa Recovery and Transfer Station driveway at a
perpendicular intersection,following the alignment of the existing Martinez Gun Club driveway
(Figure 4.9-10). The Gun Club driveway entrance should be relocated to intersect the
Waterbird Way extension approximately 250 feet south of the transfer station driveway.
Alternatively, the existing portion of Waterbird Way and the Waterbird Way extension could
be realigned to pass to the east of the transfer station driveway (Figure 4.9-11). Arthur Road
could be realigned to intersect Waterbird Way 200 feet north of the transfer station entrance.
The transfer station driveway could then be extended north to intersect Arthur Road rather than
Waterbird Way.
Neighborhood Access
Neighborhood access issues focus on the Blum Road and Vine Hill neighborhoods. Neither the
Proposed Project nor any of the alternatives include improvements that would provide street
connections to the residential neighborhoods, and therefore there would not be any direct traffic
impacts on residential streets. The Proposed Project and the alternatives, however, would change
traffic patterns in the vicinity of the neighborhoods. Also, in Alternative 1, Waterbird Way is
projected to carry about 700 PM peak hour daily vehicles opposite the Blum Road neighborhood and
about 600 PM peak hour daily vehicles opposite the Vine Hill neighborhood. This traffic may have
air quality and/or noise impacts on residents of the neighborhoods (see sections 4.10 and 4.11).
94237tos.trn-2/14/95 4.9-44
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4.9 TRANSPORTATION
Impact 4.9-10 (Proposed Project, Alt. 1, Alt. 2, Alt.4)
Closure of Solano Way would increase PM peak hour traffic volumes on Blum Road between
Imhoff Drive and Pacheco Boulevard by four percent compared to the No Project alternative.
As noted above, closure of Solano Way plus construction of the Waterbird Way extension would
result in approximately 600 to 700 PM peak hour vehicles in the year 2000 passing by the Vine Hill
and Blum Road neighborhoods. This is not considered a significant impact. Traffic increases on the
southern portion of Blum Road would not directly impact residential properties north of Imhoff Drive.
The traffic increases may be noticeable to residents who use this portion of Blum Road, but would
not significantly impact traffic operations. Although the primary traffic movements are between
Imhoff Drive to the east and Blum Road to the south, the existing stop sign on.Imhoff Drive gives
the right-of-way to traffic movements to and from the Blum Road neighborhood.
The impacts of approximately 600 to 700 PM peak hour daily vehicles traveling on the Waterbird
Way extension are not anticipated to cause significant impacts to the adjacent Blum Road and Vine
Hill neighborhoods,assuming that the mitigation measures recommending construction of sound walls
(see Section 4.11, Noise) are implemented.
Mitigation Measure 4.9-10 (Proposed Project, Alt. 1, Alt. 2, Alt.4)
The current stop-sign traffic control at the intersection of Blunt Road and Imhoff Drive should
O be maintained so that traffic to and from the residential neighborhood on Blum Road is
unimpeded and traffic on Imhoff Drive is required to stop.
Impact 4.9-11 (Alt. 1, Alt.4)
Extension of Waterbird Way would increase traffic on Blum Road south of Imhoff Drive by an
additional 19 percent in the AM peak hour and four percent in the PM peak hour compared
to the No Project or Project alternatives.
Most of the traffic increase on Blum Road appeals to be associated with vehicles using the extension
of Waterbird Way for access to and from the Contra Costa Recovery and Transfer Station. The
traffic changes would not result in any significant impacts on traffic operations, but would be
noticeable to residents who use Blum Road for access.
Mitigation Measure 4.9-11 (Alt. 1, Alt.4)
(a) Additional signs should be installed on the northbound approach on Blum Road and the
westbound approach on Imhoff Drive to clearly direct drivers to and from the transfer station
via Imhoff Drive and Waterbird Way.
b Directional road signs should be installed on the southbound approach o Waterbird Wa
( ) g 11 .f Y
at Imhoff Drive to direct drivers to the SR 4 and 1-680 freeway to the left via the Solano Way
interchange, rather than to the right via Blum Road.
94237tos.trn-2/14/95 4.9-47
4.9 TRANSPORTATION
Impact 4.9-12 (Alt. t, Alt.4)
Extension of Waterbird Way would significantly increase traffic on Waterbird Way adjacent
to Arthur Road and would increase the potential for traffic to divert through the Vine Hill
residential neighborhood.
As a condition of approval for the recently constructed Contra Costa Recovery and Transfer Station,
the permittee was required to control traffic using the gate at Arthur Road, to prevent through traffic
from taking a short-cut through the Vine Hill neighborhood. The gate was intended to be accessible
to emergency vehicles and to those property owners in the area that have a legal access easement,
including the Martinez Gun Club and IT Corporation. An original gate was installed several years
ago, but it has been repeatedly vandalized, allowing through traffic. According to County staff,
periodic inspection and/or complaint response has been ineffective in maintaining the gate for the last
decade. With the construction of the new Waterbird Way/Arthur Road intersection, Vine Hill
residents have been using Waterbird Way as a short-cut to Waterfront Road (Zahn, 1995).
Mitigation Measure 4.9-12 (Alt. t, Alt.4) �
In order to mitigate impacts due to traffic diverting off the Waterbird Way extension to cut
through the Vine Hill neighborhood, one or more of the following measures should be
implemented:
(1) A new functional gate on Arthur Road could be restored and maintained;
(2) A traffic light could be installed at the Waterbird Way/Arthur Road intersection, and timed
to allow only periodic traffic from eastbound Arthur Road to enter onto Waterbird Way,
thereby discouraging illegal through traffic on Arthur Road; and/or
(3) The existing access easement to Arthur Road held by the Martinez Gun Club, the IT
Corporation, and any other property owners could be purchased, and the County could vacate
the road and permanently close access through the Vine Hill neighborhood.
Emergency Vehicle Access
The Proposed Project would close Solano Way to through traffic north of Imhoff Drive. Although
the applicant has stated that the security gates would allow access to emergency vehicles, no specific
plans or designs for the security gate operations have been submitted to the County. .
Impact 4.9-13 (Proposed Project)
Closure of Solano Way could affect emergency vehicle access.
The issue of access for emergency vehicles has been previously addressed in Section 4.6, Public
Health and Safety. The closure of Solano Way by itself would be expected to reduce traffic on
94237tos.trn-2/14/95 4.9-48
D
4.9 TRANSPORTATION
Solano Wayb eliminating through-trips and would therefore provide less impedance for emergency
Y g
vehicle movements on Solano Way.
DHowever, the Proposed Project could also delete the General Plan-designated collector streets west
and north of Bates Avenue. These collector streets, if built, would divert some traffic from the south
n end of Solano Way. Therefore, the projected 2000 traffic volumes on Solano Way north of Imhoff
p Drive are actually higher with the Proposed Project (Solano Way closed, no collector streets) than
they are with the No Project alternative (Solano Way open, with collector streets). The No Project
Q or Upgraded Solano Way alternative would provide improved emergency vehicle accessibility to the
p Tosco facility compared to the Proposed Project, due to the availability of an alternate route via the
collector streets and lower traffic volumes on the south end of Solano Way.
Mitigation Measure 4.9-13 (Proposed Project)
See Mitigation Measure 4.6-4 which requires that a detailed plan or- set of procedures be
prepared and approved, to ensure immediate access for all emergency vehicles.
Bicycle and Pedestrian Access
QSolano Way provides a local street connection between Concord and Martinez. Although the
conditions of Solano Way create a hazardous condition for bicyclists (uneven pavement and no paved
shoulders), the road does have relatively low traffic volumes and is used for bicycle movements.
Solano Way is designated as a Bicycle Trail in the Contra Costa County General Plan. A Bicycle
Trail is also designated along the Walnut Creek Flood Control Channel. Also, Tosco Refining
j� Company has contributed funds for study of a multi-use trail along the Walnut Creek Flood Control
y Channel from Imhoff Drive to Waterfront Road as pall of its Clean Fuels Project. The issue of
bicycle,hiking, and riding trails has been extensively discussed in this EIR's Section 4.2, Consistency
with Plans and Policies.
Impact 4.9-14 (Proposed Project, Alt. 2)
Closure of Solano Way to through traffic would eliminate the only existing local street
connection for north-south bicycle travel east of Pacheco Boulevard.
The issue of existing and planned Bicycle Trails in the study area is addressed in detail in Section
4.2, Consistency with Plans and Policies.
Mitigation Measure 4.9-14 (Proposed Project, Alt. 2)
If Alternative 1 (Waterbird Way extension) is implemented as a local street connection between
Imhoff Drive and Waterfront Road, bicycle travel could be accommodated within the design
of the roadway by providing a minimum of four feet between the travel lanes and the curb.
Alternatively, the applicant could be required to contribute financially to the construction of
the planned multi-use trail along the Walnut Creek Flood Control Channel from Imhoff Drive
to Waterfront Road, as required in Mitigation Measure 4.2-3.
94237tos.trn-2/14/95 4.9-49
4.9 TRANSPORTATION
Long Term (2010) Impacts and Mitigation Measures
Analysis of long term impacts of the Proposed Project and the project alternatives considers projected
2010 traffic volumes, intersection levels of service, circulation impacts and neighborhood access. i
Projected Traffic Volumes on Study Area Roads
Figure 4.9-12 compares projected 2010 AM peak hour roadway volumes (two-way) for each project
alternative. Similarly,Figure 4.9-13 compares projected 2010 PM peak hour volumes for each project
alternative.
For the No Project alternative, projected 2010 traffic volumes are higher than those of 2000 and, on
some arterial roads, represent a doubling or more over existing levels of traffic. The 2010 No Project
includes the Waterbird Way extension, and peak hour volumes of over 900 vehicles are projected on
the south end of Waterbird Way as a result. A large traffic increase is also projected on Imhoff Drive
(over double the current level) which appears to be related to the Waterbird Way extension. A two-
fold traffic increase is projected on Waterfront Road west of Waterbird Way due to through-trips
using Waterbird Way. However, only modest traffic growth is projected on Solano Way and on
Waterfront Road east of Waterbird Way. On the south end of Solano Way, little or no traffic growth
is projected because effects of employment growth at Tosco Avon Refinery would be offset by
diversion of some traffic to the new east-west collector street serving the Bates Avenue industrial
area. Extension of Evora Road is assumed in this alternative, and the extension is projected to attract
up to 850 peak hour vehicles. A significant traffic increase is projected on Arnold Industrial Way
which is likely due primarily to further employment growth between 2000 and 2010 in the Bates
industrial area.
Under the No Project alternative, Solano Way is projected to serve about 180 through-trips (total of
both directions) in the PM peak hour by 2010. These are largely trips between the Benecia
Bridge/Marina Vista and the Bates Avenue industrial area via the collector street connecting to
Solano Way. None of these through-trips would use the south portion of Solano Way. About 500
PM peak hour through-trips are projected on the Waterbird Way extension in the No Project
alternative; some of these through-trips would likely use Solano Way if Waterbird Way were not
extended and Solano Way were left open (this particular scenario was not tested as a 2010 study
alternative).
The Proposed Project would reduce traffic volumes on most arterial roadways in the study area
relative to the No Project alternative, due both to closure of Solano Way and deletion of the General
Plan collector streets and the Waterbird Way and Evora Road extensions. The biggest reductions are
on the south end of Waterbird Way and on Imhoff Drive, due to deletion of the Waterbird Way
extension. The only traffic increase is on Arnold Industrial Way.
Closure of Solano Way under the Project Alternative would divert about 180 projected through-trips
to other routes such as I-680 freeway and, to a lesser extent, Pacheco Boulevard. The Project
94237tos.trn-2/14/95 4.9-50
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4.9 TRANSPORTATION
Alternative would also divert about 500 through-trips off Waterbird Way since the extension is not
included in this alternative. Therefore, a total of up to 680 study area through-trips in 2010 would
abe impacted by the closure of Solano Way and deletion of the Waterbird Way extension.
Since no through-trips are projected to use the south end of Solano Way in the No Project alternative,
Solano Way's closure in the Proposed Project would not reduce traffic levels on Solano Way north
of Imhoff Drive. Rather, the Proposed Project is expected to increase traffic on this segment of
Solano Way relative to the No Project alternative. The projected modest traffic increase under the
a Proposed Project is due to the elimination of the General Plan collector street extending from Solano
U Way easterly to the Bates Avenue area. If the collector street is not assumed to be built, all Tosco
trips would be directed onto Solano Way for travel to the south, thereby increasing traffic on the
south end of Solano Way relative to the No Project traffic levels
In terms of 2010 traffic volumes, the Waterbird Way extension (Alternative 1) is comparable to the
No Project alternative(and has higher volumes than the Proposed Project) at most locations. The key
exception is on Solano Way where lower volumes are projected than for the No Project because of
the closure of Solano Way as a through route. By year 2010, Waterbird Way is projected to carry
up to 950 vehicles (total of both directions) in the PM peak hour on its south end. Of these, about
580 through-trips are projected, including some of the trips diverted from Solano Way. Remaining
trips would be from local uses along Waterbird Way including trips to and from the transfer station
which would be redirected toward the south due to the Waterbird Way extension to Imhoff Drive.
The Evora Road extension (Alternative 2) is projected to attract up to 720 peak hour vehicles east
of Port Chicago Highway and would result in increased traffic on Port Chicago Highway between
Evora Road and the SR 4 freeway interchange; other road segments would be relatively unaffected
by the extension.
aEffects on year 2010 peak hour volumes of combining both the Waterbird Way and Evora Road
extensions in conjunction with closing Solano Way were evaluated under Alternative 4. Relative to
the Waterbird Way extension alone (Alternative 1), the key result of combining the two extensions
is on the western side of the study area. Up to 140 additional PM peak hour vehicles are projected
on Imhoff Drive east of Waterbird Way, while 100 fewer PM peak hour vehicles are projected on
Blum Road south of Imhoff Drive. In the AM peak hour, on the other hand, higher volumes (about
100 vehicles) are projected on both Imhoff Drive and Blum Road due to combining both projects.
There does not appear to be any compensating traffic decreases on SR 4 or on study area roadways
except for a small decrease on Waterbird Way. Effects of combining both extensions are less
significant on the east side of the study area. From these observations, combining the two extensions
does not appear to have any clear benefits in mitigating traffic impacts of Solano Way closure over
construction of either of the extensions alone.
It appears that the 2010 traffic volumes for all study alternatives could be accommodated with the
existing two travel lanes present on most of the study area roadways. For some locations and study
94237tos.trn-2/14/95 4,9-53
a
4.9 TRANSPORTATION '
alternatives,the volumes are high enough to potentially require additional travel lanes;however, these
volume increases are not due to the closure of Solano Way. These needs are discussed under the
intersection analysis below.
Freeway Traffic Volumes
Projected 2010 AM and PM peak hour volumes at selected freeway locations .are shown for each
alternative in Figures 4.9-13 and 4.9-14.
I-680 traffic volumes are projected to increase by up to about 40 percent between now and 2010, with
highest traffic growth being forecasted for study alternatives without the Waterbird Way extension.
Relative to the other alternatives, the Waterbird Way extension (Alternative 1 and No Project) is
projected to reduce I-680 traffic by up to 800 vehicles (total of both directions) in the AM peak hour
and up to 700 vehicles in the PM peak hour. Based on these projections, the Waterbird Way
extension would potentially improve the critical PM peak hour/peak direction conditions from LOS
F (V/C ratio of 1.05) to LOS E (V/C ratio of 0.98).
SR 4 peak hour traffic volumes within the study area are projected to increase by up to 70 percent
between now and 2010, with this increase occurring east of Port Chicago Highway and being
associated with alternatives not having the Evora Road extension. The Evora Road extension is
projected to reduce AM and PM peak hour traffic by up to 400 vehicles (two-way), or about 3
percent. With or without the Evora Road extension, PM peak hour/peak direction traffic demand is
projected to well exceed capacity in the segment east of Port Chicago Highway, resulting in LOS F
conditions extending beyond a one-hour period. Farther west toward 1-680, projected SR 4 traffic
volumes are substantially lower and do not vary much among study alternatives.
Intersection Levels of Service
Projected 2010 AM and PM peak hour intersection levels of service are summarized in Tables 4.9-7
and 4.9-8, respectively.
Two currently signalized intersections in the study area are projected to have unacceptable LOS E
or worse conditions in 2010 (PM peak hour only); mitigation measures to increase capacity at these
two intersections are given below. All other signalized intersections are projected to have LOS D or
better during both the AM and PM peak hours. LOS E or F conditions are projected during the AM
peak hour at seven out of the ten existing unsignalized intersections, and at eight of them in the PM
peak hour. Mitigation measures for these impacts are given below.
Traffic Impacts
Impact 4.9-15 (Alt. 1, Alt. 3, Alt. 4)
Traffic increases on Waterbird Way induced by the extension to Imhoff Drive would cause LOS
E operations for left-turns from northbound Waterbird Way to westbound Waterfront Road.
94237tos.trn-2/14/95 4.9-54
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4.9 TRANSPORTATION
The extension of Waterbird Way to connect to Imhoff Drive would provide an alternative route for
traffic from I-680/Marina Vista to the Bates Avenue industrial area and other areas to the east and
south. In the PM peak hour, 500-600 vehicles (two-way) are projected to use this route, in addition
to traffic to and from the transfer station. Under Alternatives 1, 3 and 4, the projected traffic volumes
would meet the peak hour signal warrant. A signalized intersection would provide LOS A. However,
a traffic signal should not be installed until such time that the warrant is met, and other signal
warrants should also be considered. Additionally, under Alternatives 1 and 4, where Solano Way is
closed, an alternative to signalization of the intersection is to re-orient the stop sign control to favor
the northbound-to-westbound movement.
Mitigation Measure 4.9-15(a) (Alt. 1, Alt.4)
IF closure of Solano Way is implemented, the intersection of Waterbird Way and Waterfront
Road should be realigned to prioritize through movements between Waterbird Way and
Waterfront Road to the west(i.e., install stop control on the westbound approach on Waterfront
Road).
Mitigation Measure 4.9-15(b) (Alt. 3)
When sufficient warrants are met, a traffic signal should be installed at the intersection of
Waterbird Way with Waterfront Road.
Impact 4.9-16 (Proposed Project, Alt. 1, Alt. 2. Alt. 3, Alt.4)
Projected year 2010 traffic would cause LOS F operations for left turns from the SR 4
westbound off-ramp at Muir Road.
Existing traffic volumes exceed the peak hour signal warrant during the PM peak hour. Projected
n 2010 traffic volumes would exceed the peak hour signal warrant with the Proposed Project or
U Alternatives 1, 2, 3, and 4. A signalized intersection would provide LOS A.
This impact appears to be due to overall growth in the north Concord/Martinez/County area rather
than the closure of Solano Way or other study alternatives.
Mitigation Measure 4.9-16 (Proposed Project, Alt. 1, Alt. 2, Alt. 3, Alt.4)
Implement Mitigation Measure 4.9-1.
Impact 4.9-17 (Proposed Project, Alt. 2, Alt.4)
Projected year 2010 traffic would cause LOS E operations at the intersection of Pacheco
Boulevard with the SR 4 westbound ramps and Blum Road.
The highest critical movement at the intersection would be the left-turn from the SR 4 westbound off-
ramp to northbound Pacheco Boulevard. This increase appears to be indirectly related to the
94237tos.trn-2/14/95 4.9-57
D
4.9 TRANSPORTATION r
extension of Evora Road; the extension would free up capacity on the SR 4 freeway lands, which in
turn would allow more vehicles on and off SR 4 at Pacheco Boulevard. Revision of the lane
delineations for the three approach lanes on the off-ramp to provide one exclusive left-turn lane, one
through lane and one right-turn lane would provide LOS D.
Mitigation Measure 4.9-17 (Proposed Project, Alt. 2, Alt.4)
The off-ramp from westbound SR 4 to Pacheco Boulevard should be revised to provide one left-
turn lane, one through lane and one right-turn lane.
Impact 4.9-18 (Alt. 1 Alt.4) ,
Projected year 2010 traffic combined with the circulation changes proposed in Alternatives 1
and 4 would cause LOS E operations for left turns from westbound Imhoff Drive to southbound
Blum Road.
The common circulation changes in Alternatives 1 and 4 are closure of Solano Way and extension
of Waterbird Way to Imhoff Drive. Projected 2010 traffic volumes would exceed the peak hour
signal warrant with Alternatives 1 or 4. A signalized intersection would provide LOS A. The signal
would ensure convenient access to and from the Blum neighborhood. Alternatives to signalization
are to stripe a northbound right turn lane on Blum Road or to revise the stop sign control to stop
southbound Blum and favor westbound Imhoff. However, these alternatives would adversely impact
access from the Blum neighborhood.
Mitigation Measure 4.9-18 (Alt. 1,Alt. 4)
When sufficient warrants are met, a traffic signal should be installed at the intersection of Blum
Road with Imhoff Drive.
Impact 4.9-19 (Alt. 4)
Projected year 2010 PM peak hour traffic volumes combined with the circulation changes
proposed in Alternative 4 would cause LOS E operations at the intersection of Solano Way with
Imhoff Drive and Arnold Industrial Way.
Increased traffic at this intersection would be caused by the use of Imhoff Drive to reach the
Waterbird Way extension, combined with use of Arnold Industrial Way.to connect with the Evora
Road extension. The intersection would operate at LOS E (V/C=0.93), primarily due to a projected
heavy eastbound right combined with a heavy through movement. Addition of an eastbound right
turn lane would improve the intersection to LOS B. However, the projected 2010 traffic volume is
highly dependent on the amount of traffic generated by transfer station, which may be conservatively
high, and the number of through-trips attracted to the extensions, for which there is a high degree of
uncertainty.
94237tos."-2/14/95 4.9-58
a
4.9 TRANSPORTATION
Mitigation Measure 4.9-19 (Alt.4)
Traffic growth should be monitored and, when needed, right-of-way should be acquired and
improvements constructed to provide a right-turn lane on eastbound Imhoff Drive at Solano
Way, in addition to the existing through lane and left-turn lane.
0 Impact 4.9-20 (Proposed Project, Alt. 1, Alt. 2, Alt. 3, Alt.4)
Projected year 2010 traffic volumes would cause LOS F operations for left turns from the SR
Q4 eastbound off-ramp at Arnold Industrial Place.
Existing traffic volumes exceed the peak hour signal warrant during the PM peak hour. Projected
2010 traffic volumes would exceed the peak hour signal warrant with the Proposed Project or
Alternatives 1, 2, 3, and 4. A signalized intersection would provide LOS B (Project, Alt. 2, Alt. 3)
or LOS C (Alt. 1, Alt. 4) operations.
This impact appears to be due to overall growth in the north Concord/County area, rather than the
closure of Solano Way or other study alternatives.
Mitigation Measure 4.9-20 (Proposed Project, Alt. 1. Alt. 2, Alt. 3, Alt.4)
Implement Mitigation Measure 4.9-2.
Impact 4.9-21 (Proposed Project, Alt. 1, Alt. 2, Alt. 3, Alt.4)
Projected year 2010 traffic volumes would cause LOS F operations for left turns from the SR
4 westbound off-ramp or to the westbound on-ramp at Arnold Industrial Way.
Existing traffic volumes are marginally below the peak hour signal warrant during both the AM and
PM peak hours. Projected 2010 traffic volumes would exceed the peak hour signal warrant with the
Proposed Project or Alternatives 1, 2, 3, and 4. A signalized intersection would provide LOS A.
This impact appears to be due to overall growth in the north Concord/County area, rather than the
closure of Solano Way or other study alternatives.
Mitigation Measure 4.9-21 (Proposed Project, Alt. 1, Alt. 2, Alt. 3, Alt. 4)
Implement Mitigation Measure 4.9-3.
Impact 4.9-22 (Proposed Project, Alt. 1)
Projected year 2010 traffic volumes would cause LOS E operations for left turns from
eastbound Arnold Industrial Way to northbound Port Chicago Highway.
94237tos."-2/14/95 4.9-59
4.9 TRANSPORTATION
Existing traffic volumes exceed the peak hour signal warrant during the PM peak hour. Projected '
2010 traffic volumes would exceed the peak hour signal warrant with the Proposed Project or
Alternative 1. A signalized intersection would provide LOS A.
This impact appears to be due to overall growth in the north Concord/County area, rather than the
closure of Solano Way or other study alternatives. '
Mitigation Measure 4.9-22 (Proposed Project, Alt. 1)
Implement Mitigation Measure 4.9-4. ,
Impact 4.9-23 (Alt. 2, Alt. 3, Alt.4)
Projected year 2010 traffic volumes, combined with additional movements to and from the
Evora Road extension, would cause LOS F operations for all left turns at the intersection of
Port Chicago Highway with Arnold Industrial Way and Evora Road.
Existing traffic volumes exceed the peak hour signal warrant during the PM peak hour. Projected
2010 traffic volumes would exceed the peak hour signal warrant with the Alternatives 2, 3 or 4. A
signalized intersection would provide LOS A.
Mitigation Measure 4.9-23 (Alt. 2. Alt. 3. Alt. 4)
Implement Mitigation Measure 4.9-5.
Impact 4.9-24 (Proposed Project, Alt. 1, Alt. 2, Alt. 3, Alt.4)
Projected year 2010 traffic volumes would cause LOS F operations for left turns from the SR
4 westbound off-ramp at Willow Pass.Road. ,
The left-turn movement from the westbound off-ramp operates at LOS F under existing conditions.
Existing traffic volumes exceed the peak hour signal warrant during the AM peak hour. Projected
2010 traffic volumes would exceed the peak hour signal warrant with the Proposed Project or
Alternatives 1, 2, 3, and 4. A signalized intersection would provide LOS A.
This impact appears to be due to overall growth in the north Concord/County area, rather than the
closure of Solano Way or other study alternatives.
Mitigation Measure 4.9-24 (Proposed Project, Alt. 1; Alt. 2, Alt. 3, Alt.4)
Implement Mitigation Measure 4.9-6.
Impact 4.9-25 (Proposed Project, Alt. 1, Alt. 2, Alt. 3, Alt.4)
Projected year 2010 traffic would cause LOS F operations for left turns from the SR 4
eastbound off-ramp at Willow Pass Road.
94237tos.trn-2/14/95
Q4.9 TRANSPORTATION
OThe left-turn movement from the eastbound off-ramp operates at LOS F under existing conditions.
Existing traffic volumes exceed the peak hour signal warrant during both the AM and PM peak hours.
Projected 2010 traffic volumes would exceed the peak hour signal warrant with the Proposed Project
or Alternatives 1, 2, 3, and 4. A signalized intersection would provide LOS A.
0 This impact appears to be due to overall growth in the north Concord/County area, rather than the
closure of Solano Way or other study alternatives.
OMitigation Measure 4.9-25 (Proposed Project, Alt. 1, Alt. 2, Alt. 3, Alt.4)
Implement Mitigation Measure 4.9-7.
Local Access and Circulation
See discussion of short-term impacts.
Neighborhood Access
The 2010 traffic forecasts indicate that, with long-term traffic growth,the extension of Waterbird Way
would actually help to decrease traffic on Blum Road south of Imhoff Drive rather than increase
traffic. The increased development projected for 2010 adjacent to Imhoff Drive, Arnold Industrial
Way and Bates Avenue,combined with increased congestion on SR 4, would increase traffic volumes
on Imhoff Drive and Blum Road as drivers find alternate routes to reach I-680 and the Benicia
Bridge. The extension of Waterbird Way is projected to relieve a significant portion of this traffic
increase, as drivers would use Waterbird Way rather than Blum Road to travel between the Benicia
Bridge and the north Concord industrial area. This traffic diversion would compensate for any
increases in traffic which may occur on Blum Road related to traffic to and from the Contra Costa
Recovery and Transfer Station.
DOn the other hand, the Waterbird Way extension is projected to carry up to 950 PM peak hour
vehicles opposite the Blum Road neighborhood and up to 770 PM peak hour vehicles opposite the
a Vine Hill neighborhood in 2010 (No Project, Alternatives 1, 3, and 4). This traffic may cause air
quality and/or noise impacts on neighborhood residents, as described in Sections 4.10 and 4.11.
Emergency Vehicle Access
See discussion of short-term impacts.
aBicycle and Pedestrian Access
See discussion of short-term impacts.
94237tos.tm-2/14/95 4.9-61
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4.10 AIR QUALITY
SETTING
D Air Basin Climatology
The project site is located on the south side of the San Joaquin River delta east of the Carquinez
Strait between the cities of Martinez and Pittsburg. Its location between the greater Bay Area and
Dthe Central Valley has a great influence of the climate and air quality of the area.
Wind records from sites in Pittsburg show a strong predominance of westerly winds. Average wind
8 speed is relatively high, over 10 MPH, and the frequency of calm winds is quite low (California
Department of Water Resources, 1978). The Pittsburg area has a relatively low potential for air
pollution given the persistent and strong winds typical of the area. These winds dilute pollutants and
transport them away from the area, so that emissions released in the Pittsburg area may influence air
quality in the Sacramento and San Joaquin valleys. Pittsburg's location downwind of the greater Bay
Area also means that pollutants from other areas are transported to Pittsburg.
8 Air Quality Standards and Pollutants
The federal Clean Air Act of 1970 required the U. S. Environmental Protection Agency to establish
aambient air quality standards for criteria pollutants. These standards are divided into primary
standards which are designed to protect the public health and secondary standards which are intended
to protect the public welfare from effects such as visibility reduction, soiling, nuisance, and other
forms of damage. The National Ambient Air Quality Standards (NAAQS) are defined as the
maximum acceptable concentrations that may be reached but not exceeded more than once per year.
The State of California has also adopted ambient air quality standards. The State standards are
fldurations of time for specific contaminant levels which are designed to avoid adverse effects with a
margin of safety. The State and federal standards for criteria pollutants are shown in Table 4.10-1.
The State standards are in general more stringent than the corresponding federal standards. This is
particularly true for ozone and PM-10 (Particulate Matter of 10 microns or smaller in size).
Ozone and PM-10 are the most serious pollutants in the Concord area (Table 4.10-1). Carbon
monoxide is not currently a problem in the project area, but could become a problem if traffic
volumes and congestion deteriorate sufficiently. The following is a description of the characteristics
and sources of these problem pollutants.
Ozone
Ozone is the most prevalent of a class of photochemical oxidants formed in the urban atmosphere.
The creation of ozone is a result of a complex chemical reactions between hydrocarbons and oxides
of nitrogen in the presence of sunshine. Unlike other pollutants, ozone is not released directly into
the atmosphere from any sources. The major sources of oxides of nitrogen and hydrocarbons, known
as ozone precursors, are combustion sources such' as factories and automobiles, and evaporation of
solvents and fuels.
94237tos.air-2/13/95 4.1 0-l
i
4.10 AIR QUALITY ,
TABLE 4.10-1
The health effects of ozone are eye irritation FEDERAL AND STATE AMBIENT AIR QUALITY
and damage to lung tissues. Ozone also STANDARDS
damages some materials such as rubber, and '
may damage plants and crops. ............
gin
Pollutant Tirne National California;:
PM-10
Ozone 1-Hour 0.12 ppm 0.09 ppm
PM-10 (Particulate Matter, 10 micron)
consists of solid and liquid particles of dust, Carbon 8-Hour 9.0 ppm 9.0 ppm
soot, aerosols and other matter which are Monoxide ,
(CO) 1-Hour 35.0 ppm 20.0 ppm
small enough to remain suspended in the air
for a long period of time. A portion of the Nitrogen Annual 0.05 ppm --
suspended particulate matter in the air is due Dioxide
to natural sources such as wind blown dust (NO) 1-Hour --- 0.25 ppm
and pollen. Man-made sources include Sulfur Dioxide Annual 0.03 ppm ---
combustion, automobiles, field burning, (SO:) '
factories and unpaved roads. 24-Hour 0.14 ppm 0.05 ppm
1-Hour --- 0.25 ppm ,
The effects of high concentrations on
humans include aggravation of chronic Particulate Annual 50 µ/m3 30 µlm'
Matter
disease and heart/lung disease symptoms. (PM-10) 24-Hour 150µg/m' 50 µg/m'
Non-health effects include reduced visibility
and soiling of surfaces. Lead 30-Day --- 1.5 µg/m'
(Pb)
Carbon Monoxide 3-Month 1.5 µg/m' ---
Carbon monoxide is an odorless, colorless Hydrogen 1-hour -- 0.03 µg/m'
gas that is highly toxic. It is formed by the Sulfide
incomplete combustion of fuels, and its main I Vinyl Chloride 24-hour --- 0.01 µg/m' '
source in the Bay Area is automobiles. As
a result, high concentrations of carbon Notes: ppm=parts per million ,
monoxide are typically found very close to µg/m'=micrograms per cubic meter
major roadways and intersections.
The rate of emission of carbon monoxide from automobiles is dependent on operating conditions.
Congested traffic, with long idling times and slow speeds creates far more carbon monoxide than free-
flowing traffic. The term "hot spot" is often used to describe an area of high concentration near a ,
surface intersection or freeway interchange.
Carbonmonoxide's health effects are related to its affinity for hemoglobin in the blood. At high
concentrations,carbon monoxide reduces the amount of oxygen in the blood,causing heart difficulties
in people with chronic diseases, reduced lung capacity and impaired mental abilities.
94237tos.air-2/13/95 4.10-2 '
R
4.10 AIR QUALITY
TABLE 4.10-2
AIR QUALITY DATA FOR PITTSBURG AND CONCORD, 1991-1993
Days Exceeding Standard
e Pollutant/Standard
1991 1992 ' 1993
Ozone/Federall-Hour 0 0 2
Ozone/State 1-Hour 4 3 7
DCarbon Monoxide/State/Fed. 8-Hour 0 0 0
Nitrogen Dioxide/State 1-Hour 0 0 0
Sulfur Dioxide/Federal 24-Hour 0 0 0
PM-10/State 24-Hour 13 8 2 11
aSources: California Air Resources Board, 1992-1993; Bay Area Air Quality Management District, 1994.
Current Air Quality
The project. site is within the nine-county San Francisco Bay Area Air Basin. The Bay Area Air
Quality Management District operates a network of air quality monitoring sites including one in
Concord. A summary of air quality data from the Concord monitoring site is shown in Table 4.10-2.
Data is shown for the years 1991-1993.
ATable 4.10-2 shows that the federal ambient air quality standards for most criteria pollutants are met.
Concentrations of ozone have, however, exceed the federal and state standards. Concentrations of
PM-10 exceed the state standard for this pollutant, but meets the less stringent federal standard.
Sensitive tors and Local Pollutant Sources
s tive Rece p
The Proposed Project (closure of Solano Way) and Alternative 3 (the upgrade of Solano Way) passes
through industrial lands and is distant from any sensitive receptors. Solano Way traverses the Tosco
Avon Refinery which is a major stationary source of pollutants. The Tosco Avon Refinery is also
a source of odorous materials.
The alignments for Alternative 1 (the Waterbird Way extension) pass through industrial lands
containing no sensitive receptors. The proposed alignment for Alternative 1 west of the Contra Costa
Recovery and Transfer Station would, however, pass immediately to the east of existing residences
within the Vine Hill neighborhood. The Contra Costa Recovery and Transfer Station and Central
94237tos.air-2/13/95 4.10-3
4.10 AIR QUALITY '
Contra Costa Sanitary District (CCCSD) ponds are potential sources of odorous substances. The
CCCSD facility is also considered to be a major stationary source of air pollutants.
Alternative 2 (the Evora Road extension) traverses land located in the Concord Naval Weapons '
Station. The proposed alignment does not pass near any sensitive receptors. The only source of air
pollutants near this alignment is State Route 4. '
IMPACTS AND MITIGATION MEASURES
According to CEQA, a project will normally have a significant adverse impact on air quality if it will16 ,
violate any ambient air quality standard, contribute substantially to an existing or projected air
quality violation, or expose sensitive receptors to substantial pollutant concentrations." ,
The potential of the Proposed Project and the alternatives for violating the ambient air quality
standards for carbon monoxide was used in this DEIR to determine the significance of localized air
quality impacts. The potential to create objectionable odors is also a significance threshold for
localized air quality impacts.
For regional pollutants, violation of air quality standards cannot be used as a "threshold of '
significance" since the standards are exceeded in the San Francisco Bay Air Basin. Impacts are
judged on their contribution to the regional emission burden, using the following thresholds of
significance defined by the Bay Area Air Quality Management District(BAAQMD, 1985): emissions
of ozone precursors (hydrocarbons or oxides of nitrogen) exceeding 150 pounds per day; emissions
of PM-10 exceeding 80 pounds per day; and emissions of carbon monoxide exceeding 558 pounds
per day.
It should be noted that the analysis below includes an Alternative 4, consistent with the preceding
Transportation section. Alternative 4 consists of the construction of both the Waterbird Way and
Evora Road extensions, coupled with the Proposed Project (closure of Solano Way). As In the case
of the transportation analysis, the analysis below compares impacts of the Proposed Project and '
Alternatives 1, 2, and 4 with the "No Project" baseline (no change in the existing roadway system),
which is also equivalent to Alternative 3 (upgrade to the existing Solano Way roadway).
Impact 4.10-1 (Proposed Project, Alt. 1, Alt. 2, Alt. 3, Alt. 4)
The Proposed Project and all alternatives would redistribute traffic on the street network
affecting carbon monoxide concentrations. '
Neither the Proposed Project nor any of the alternatives would generate any new vehicle traffic, but
the redistribution of trips within the study area could affect concentrations of carbon monoxide at
nearby intersections. Carbon monoxide concentrations under worst-case meteorological conditions
have been predicted for the study area.
94237tos.air-2/13/95 4.10-4 '
a .
4.10 AIR QUALITY
Evening (PM) peak traffic volumes were applied to the CALINE-4 dispersion model to predict
maximum 1-and 8-hour concentrations near nine intersections. (See Appendix _for a description of
the CALINE-4 model and the assumptions used in the analysis.)
Tables 4.10-3 and 4.10-4 indicate the results of the intersection carbon monoxide analysis for the peak
hour traffic period and the 8-hour peak traffic period. Concentrations are shown for year 2000 and
2010 under Proposed Project conditions (closure of Solano Way) and under Alternatives 1, 2, 3, and
4. The 1-hour concentrations are to be compared to the federal 1-hour standard of 35 ppm and the
a State standard of 20 ppm. The 8-hour concentrations are to be compared to the 8-hour standard
(federal and State) of 9.0 ppm.
n Predicted concentrations shown do not exceed the State or federal standards. The Proposed Project
U and Alternatives 1, 2, 3, and 4 would cause increases at some intersections and decreases at others,
but in no case would predicted concentrations exceed the State or federal standards. Alternative 1
a would redirect traffic along a corridor adjacent to existing homes. Concentrations of carbon
monoxide at these residences under Alternative 1 would be below those shown in Tables 4.10-3 and
4.10-4 for the Waterbird/Waterfront and Waterbird/Imhoff intersections, since these intersections
represent worst-case locations along the corridor. The impact of the proposed project and all
alternatives on carbon monoxide concentrations is considered to be less-than-significant.
Mitigation Measure 4.10-1 (Proposed Project, Alt. 1, Alt. 2, Alt. 3, Alt. 4)
None required.
Impact 4.10-2 (Proposed Project, Alt. 1, Alt. 2, Alt. 4)
Shifts in travel patterns would change regional emissions generated by automobile and truck
traffic.
The Proposed Project and Alternatives 1, 2 and 4 would result in changes to the regional road system,
a requiring drivers to modify their driving patterns. (Alternative 3, the upgrade of Solano Way, would
result in a safer existing roadway, but would not change existing driving patterns.) The effect of
modifications to driving patterns on regional air quality was estimated utilizing output of the traffic
computer model runs, already discussed in Section 4.9, Transportation. County-wide statistics on
Vehicle Miles Travelled from each model run were combined with EMFAC7F emission factors
(California Air Resources Board, 1993) to identify the change in regional emissions. The results of
this vehicular emissions analysis are shown in Table 4.10-5. Impacts are defined as changes with
respect to Alternative 3 and the No Project Alternative, which would maintain the current system of
roads.
aIn general, the Proposed Project and Alternatives 1, 2 and 4 would result in a net decrease in
vehicular emissions in the year 2000 (compared to the "No Project" Alternative). In the year 2010
a
94237tos.air-2/13/95 4.10-5
a
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D
4.10 AIR QUALITY '
TABLE 4.10-5
VEHICULAR EMISSIONS CHANGE RELATIVE TO NO PROJECT ALTERNATIVE '
(pounds per day)
Altecnatrve Year ROG CO NO
PM 10
Proposed Project 2000 -5 -35 -9 -3
2010 16 168 52 19 ,
Alternative 1 2000 -22 -159 41 -13
2010 17 177 55 20
Alternative 2 2000 -37 -269 -69 -21 ,
2010 11 116 36 13
Alternative 3/ 2000 0 0 0 0_
No Project 2010 0 0 0 0
Alternative 4 2000 -41 -293 -75 -23
2010 -1 -9 -3 2 ,
Notes: ROG = Reactive Organic Gases
CO= Carbon Monoxide ,
NOx =Nitrogen Oxides
PM-10= Particulate Matter, 10 micron or less
the Proposed Project and Alternatives 1 and 2 would result in a net increase in vehicular emissions, ,
while Alternative 4 would result in a small decrease.
Guidelines for the evaluation of project impacts issued by the Bay Area Air Quality Management '
District consider emission increases to be significant if they exceed 550 pounds per day for carbon
monoxide or 150 pounds per day for other pollutants. None of the vehicular emission changes shown
in Table 4.10-5 would exceed the above thresholds of significance, so the impacts of the Proposed ,
Project and all alternatives on regional air quality would be less-than-significant.
Mitigation Measure 4.10-2 (Proposed Project, Alt. 1, Alt. 2, Alt.4)
None required.
Impact 4.10-3 (Alt. 1, Alt. 2, Alt. 3, Alt.4) ,
Construction activities such as clearing,excavation and grading operations, construction vehicle
traffic and wind blowing over exposed earth would generate exhaust emissions and fugitive '
particulate matter emissions that would affect local air quality.
94237tos.air-2/13/95 4.10-8
a
4.10 AIR QUALITY
Construction activities are a source of organic gas emissions. Solvents in adhesives, non-waterbase
paints,thinners,some insulating materials and caulking materials would evaporate into the atmosphere
and would participate in the photochemical reaction that creates urban ozone. Asphalt used in paving
is also a source of organic gases for a short time after its application.
Construction dust could affect local air quality at various times during construction of the project.
The dry, windy climate of the area during the summer months combined with the fine, silty soils of
the region create a high potential for dust generation when and if underlying soils ate exposed to the
8 atmosphere.
The effects of construction activities would be increased dustfall and locally elevated levels of PM-10
D downwind of construction activity. Construction dust has the potential for creating a nuisance at
nearby properties. Based on proximity to sensitive adjacent land uses, Alternatives 1 and 4 would
appear to have the greatest potential for construction dust nuisance, while Alternatives 2 and 3 would
have the least potential for dust nuisance. Construction dust is considered to represent a potentially
significant localized and temporary impact.
8 The severity of construction impacts can be reduced to a level that is less-than-significant through
application of mitigation measures. To minimize construction dust impacts the following dust control
requirements should be included in construction contracts.
aMitigation Measure 4.10-3 (Alt. 1, Alt. 2, Alt. 3, Alt. 4)
All construction contracts shall require the following dust control strategies:
eSuspension of any earthmoving or other dust-producing activities during periods of high
winds.
• Provision of equipment and manpower for watering of all exposed or disturbed soil
surfaces at least twice daily or more, as needed. An appropriate dust palliative or
0 suppressant, added to water before application, should be utilized.
• Water or cover stockpiles of debris, soil, sand or other materials that can be blown by the
wind.
• Sweep construction area and adjacent streets of all mud and debris, since this material
can be pulverized and later resuspended by vehicle traffic.
• Limit the speed of all construction vehicles to 15 miles per hour while on site.
• Any fine materials transported by truck will be covered or wetted down to control dust.
94237tos.air-2/13/95 4.10-9
4.10 AIR QUALITY
• All fine or granular loads in vehicles bound for construction sites or the Contra Costa
Recovery and Transfer Station shall be covered.
The use of watering alone for dust control is estimated to reduce dust emissions by about SO
percent. The combined effect of the above measures, including the use of a dust suppressant,
would have a control efficiency of 70-80 percent, which is expected to reduce this impact to
a less-than-significant level. '
Impact 4.10-4 (Proposed Project, Alt. 1, Alt. 2)
Closure of Solano Way would reduce the potential for odor complaints attributed to the Tosco
Avon Refinery.
Removal of public.traffic from Solano Way would eliminate the exposure of drivers on this road to '
occasional odors emanating from the Tosco Avon Refinery. This impact is considered beneficial.
Mitigation Measure 4.10-4 (Proposed Project. Alt. 1, Alt. 2)
None required.
Impact 4.10-5 (Alt. 1) '
Construction of the Waterbird Way extension could expose members of the public to periodic, '
short-term odors generated by the CCCSD wastewater treatment plant and holding basins,and
by the Contra Costa Recovery and Transfer Station. This potential impact is considered less-
than-significant. '
The proposed extension of Waterbird Way would expose motorists to any odors emanating from the
CCCSD wet weather storage basins, CCCSD wastewater treatment facilities, and the Contra Costa
Recovery and Transfer Station. This could result in an increase in the number of odor complaints
attributed to these facilities. This occasional, short-term impact is not considered potentially
significant. ,
Mitigation Measure 4:10-5 (Alt. 1)
No measures are required to mitigate occasional short-term odor impacts resulting from
existing land uses.
94237tos.air-2/13/95 4.10-10 '
a 4.11 NOISE
SETTING
Proposed Project and Alternative 3 (Solan Way)
There are no existing noise sensitive receptors along Solano Way. The existing uses are confined to
D Tosco Avon refinery industrial and office buildings, the refinery's tank farm, and other heavy
industrial uses.
8 Alternative 1 (Extension of Waterbird Way)
The existing noise sensitive receptors along the potential Waterbird Way alignment are the single-
family residences in the Vine Hill neighborhood and the single-family residences in the Blum Road
neighborhood. Other land uses along the alignment include the Central Sanitary District property the
Contra Costa County Landfill, and the Martinez Rod and Gun Club.
Current noise measurements have been conducted in this area by Illingworth & Rodkin, Inc. as part
of the IT Closure EIR (forthcoming), the Tosco Clean Fuels Project EIR, and by Charles Salter
Associates for the applicant.' The measurement locations are shown on Figures 4.11-1 and 4.11-2.
AThe results of the noise measurements are shown in Tables 4.11-1, 4.11-2, and 4.11-3.
The measurements conducted at Locations A and B were performed over a continuous 24-hour period
and illustrate the variation in noise levels throughout the day. The measurements conducted at the
numbered sites were short-term measurements conducted for a 15-minute duration at various times.
Generally, noise levels in both the Vine Hill neighborhood and the Blum Road neighborhood are
higher during the afternoon than in the morning. During the morning peak hour, the average noise
level, or L. is about 48 dBA outside the homes in the Blum Road neighborhood and 52 dBA outside
of the homes along the alignment in the Vine Hill neighborhood. During the afternoon, the sound
levels typically increase to about 56 dBA in the Blum Road neighborhood and 57 dBA in the Vine
Hill neighborhood. The sound levels are lower during the off-peak traffic period. The noise
environment at both locations is dominated by distant traffic noise emanating from Highway 680 and
the sounds of construction and industrial activity in the vicinity. Noise generated by aircraft
overflights is also audible at the site. The existing Ldp in both the Vine Hill and Blum Road
neighborhoods is 57 dB.
Alternative 2 (Extension of Evora Road)
AThe Evora Road extension would be constructed adjacent to Route 4. The alignment would pass
through a golf course and adjacent to U.S. Navy facilities. The noise environment in this area is
Ddominated by traffic noise emanating from State Route 4. The Noise Element of the Contra Costa
' Tosco Refining Company, 1992, Comprehensive Project Description, Solano Way Relocation and Extension of
Waterbird Way, June.
94237tos.noi-2/13/95 4.11-1
I
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4.11-2
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R.�-,�3``,.•� 1 ti�'t�Y i� ;' I �. �`�J�`"��}� :l � � ����1�,; .r',i��ii t� 11I
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4.11-3
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TABLE 4.11-2
LOCATION A: VINE HILL RESIDENTIAL AREA
FRONT YARD OF HOME AT THE CORNER OF IRENE DR. AND DONNA DR
.............................................. ........ ............................ ....... ........ ...............
DAT
.......... ..........-....... ....... ...........-
............ ....................11........................ .............................. ........................
.. ..........
............. .......................... .......................-.......-....................
.............
..........-
........ ...... ........
�-�STARTING:::
................... .......... ...........
........................... ...........
L50 L90
.................. ............
10/18/93 14:00 52.5 62.5 54.5 50 48
15:00 55 69 55.5 51 49
16:00 52 60.5 53.5 51 49
8 17:00 57 61.5 60 55 50.5
18:00 55 59 55.5 52.5 50.5
19:00 52.5 61.5 55 51 49
20:00 52 59 52 49.5 48
fl 21:00 51.5 61 53 50 46
22:00 48.5 54.5 49.5 47 45
23:00 50 57 52 48 45.5
10/19/93 24:00 47 54.5
49 46 43.5
1:00 45 50 47.5 44.5 41.5
2:00 46 51.5 48 45 43
3:00 47.5 52.5 50 46.5 43.5
4:00 47.5 54.5 49.5 47 44.5
5:00 51.5 57 54 51.5 47.5
6:00 54.5 60.5 56.5 53 51.5
7:00 56.5 61 58.5 55.5 53.5
8:00 55 62.5 57.5 54.5 50
9:00 51 60.5 54.5 48 45
10:00 50.5 61.5 52 46.5 44
11:00 50.5 62 52.5 46.5 43.5
12:00 52.5 65 53.5 45.5 42.5
13:00 53 65.5 54 47 44.5
Note: See Figure 4.11-1 for measurement location.
94237tos.noi-2/13/95 4.11-5
TABLE 4.11-3
LOCATION B: BLUM ROAD RESIDENTIAL AREA
AT THE END OF AUSTEN WAY
.............
.......... ..... .........
... .......*-*.-*-****--'' .... .......... ...... -...... ........ .... ..........................
........... ................................ ..................... ---....... ................
................ .................................... ...... ...... I.......... ..................
......................... .......
..... . ....... . ............
........... ................................. ----..........
. .......................-..... ..- -... ...............
.......... .............. ....--.1-1-1 -
...................................... ........
................................................
................. .... ...............
. iSTARTING:... . L ...............................
....-........................
........................................
. .............
--......
L90-
............
10/18/93 14:00 52.5 66 53.5 45.5 42
15:00 48.5 58.5 51.5 46 42.5
16:00 48.5 61 50.5 45 43
17:00 49 60 50 46.5 44
18:00 51 61 52.5 48.5 46.5
19:00 48.5 57 50 47 45
20:00 47.5 52 50 47 45
21:00 50.5 57 52.5 50 47.5
22:00 49.5 53 51 49.5 47.5
23:00 48.5 54.5 50.5 48 45.5
10/19/93 24:00 47.5 52 49 46.5 45
1:00 45.5 50.5 47 45 43.5
2:00 48 60 48 45 43.5
3:00 48.5 53.5 50.5 41.5 46
4:00 47.5 53 49 47 45.5
5:00 52 55 53.5 52 50
6:00 54.5 59 56 54.5 51
7:00 57 67.5 57.5 55 53.5
8:00 54.5 61.5 55 52.5 51
9:00 54.5 65 57 50 46
10:00 54 67 57 47.5 42.5
11:00 56 68.5 59 48 41
12:00 56.5 69.5 57.5 44 39.5
13:00 55 69.5 55 46 42
Note: See Figure 4.11-2 for measurement location.
94237tos.noi-2/13/95 4.11-6
4.11 NOISE
County General Plan shows that the closest buildings at the Naval Weapons Facility are exposed to
a peak hour average noise level of about 70 dB currently.
O REGULATORY FRAMEWORK
Federal
There are no Federal regulations applicable to the noise assessment for this project.
0 State
There are no State laws directly applicable to the noise assessment for this project. The California
Environmental Quality Act (CEQA) includes qualitative guidelines for determining the significance
of adverse environmental noise impacts. According to CEQA, a substantial increase in noise at a
sensitive location such as a residence, resulting from a project, is considered to cause a significant
adverse impact (CEQA Guidelines, Appendix G(p)).
Contra Costa County
8 The Noise Element of the Contra Costa County General Plan sets forth goals and policies related to
the community noise environment. The following goals are applicable to this project:
• Goal 11-A: To improve overall environment in the County by reducing annoying and
physically harmful levels of noise for exiting and future residents and for all land uses.
• Goal 11-B: To maintain appropriate noise conditions in all areas of the County.
• Goal 11-C: To insure that new developments will be constructed so as to limit the effects of
exterior noise on the residents.
• Goal 11-D: To recognize the economic impacts of noise control and encourage an equitable
distribution of these costs.
• Goal 11-E: To recognize citizen concerns regarding excessive noise levels and to utilize
measures through which the concerns can be identified and mitigated.
The policies in the Noise Element that implement these goals are generally applicable to the
assessment of the compatibility of a noise environment for a proposed noise-sensitive (e.g.,
residential) land use. According to Policy 11-2, the standard for outdoor noise levels in residential
areas is an Ldn of 60 dBA. According to Policy 11-3, if the source of noise is train pass-bys, then
the standard for outdoor noise levels in residential areas is an Ld. of 70 dBA. In this instance the
proposed project is not a noise-sensitive land use, but could potentially affect the noise environment
of sensitive land uses. The Noise Element guidelines are used to evaluate the acceptability of existing
noise levels and as one threshold for determining the significance of project-generated noise levels.
94237tos.noi-2/13/95 4.11-7
4.11 NOISE '
No specific significance criteria are included in the Noise Element. Policy 11-8, relating to
construction noise, provides general guidance:
Construction activities shall be concentrated during the hours of the day that are not noise '
sensitive for adjacent land uses and should be commissioned to occur during normal
work hours of the day to provide relative quiet during the more sensitive evening and '
early morning periods.
ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES '
Long-Term Noise Impacts
Project noise impacts would be considered significant under the following conditions:
• If noise resulting from the proposed project increased average ambient noise levels (Ld) by
more than 3 dBA and existing levels increased from below the acceptability level to above the
applicable acceptability level (e.g., 60 dBA Ldp for residences); or
• If noise resulting from the project increased average ambient noise levels (Ld) by more than ,
3 dBA where existing levels are already above the applicable criteria; or
• If the project-generated noise resulted in a 5-dBA increase in the Ldp and the resulting level ,
remained below the maximum considered normally acceptable.
These criteria for significance recognize the threshold levels of acceptability established by the local ,
governmental agencies. The criteria also assume that once the threshold level (a 3-dBA increase) has
been passed, any noticeable change above that level results in a significant degradation of the noise
environment. A clearly noticeable change (a 5-dBA increase) in the noise environment, even though '
the acceptability threshold has not been reached, is considered a substantial increase and would result
in a significant impact under CEQA.
Short-Term Construction Noise Impacts ,
Short-term impacts are considered significant if construction noise levels exceed 60 dBA L., during
the daytime or 55 dBA L� during the nighttime outside of a residence. These construction impacts, ,
as well as those that exceed existing ambient noise levels, would cause a significant noise impact
under CEQA.
Noise impacts resulting from construction are assessed somewhat differently than noises due to plant '
operations. The construction phase does not create a long-term increase in noise levels. The potential
for speech interference during the daytime or sleep disturbance at night are the most appropriate t
criteria for the purpose of assessing construction noise impacts. If the hourly average construction
noise level during the daytime exceeds 60 dBA in an outdoor activity area near a residence, the
construction noise will begin to interfere with speech communication. Construction activity at night '
94237tos.noi-2/13/95 4.11-8
4.11 NOISE
that would generate an hourly average noise level exceeding 55 dBA outside a residence could cause
noise levels inside to exceed 35 dBA even when the windows are closed. A noise level in excess
of 35 dBA would begin to interfere with sleep.
As already noted in the Transportation and Air Quality sections, the following analysis assumes that
Alternatives 1 and 2 (the extensions of Waterbird Way and Evora Road) are implemented in
conjunction with the closure of Solano Way (the Proposed Project). The analysis also examines an
Alternative 4, which is the combination of both the Waterbird Way and Evora Road extension
atogether.
Impact 4.11-1 (Proposed Project, Alt. 1, Alt. 2, Alt. 3, Alt.4)
Projected increases in traffic noise levels along existing streets in the study area could impact
sensitive receptors in the area.
Under the Proposed Project, Solano Way would be closed to public traffic. Noise levels along the
road network would be essentially unchanged from existing conditions through the year 2000. In fact,
the only location where a measurable change in noise levels would occur would be on Waterfront
Road between Solano Way and Waterbird Way. Noise levels would drop about 2 decibels in this
area. This is not a significant change and, in any case, land uses in this area are industrial and not
anoise sensitive.
By the year 2010, it is assumed that the Waterbird Way extension would be constructed. There
would be some changes in the noise environment along the local street system. Noise levels along
Waterfront Road would increase by about 4 dB over existing levels and noise levels along Imhoff
Drive and Blum Road south of Imhoff Drive would increase by 3 dB over existing noise levels. The
existing land uses along Waterfront Drive, Imhoff Drive, and Blum Road south of Imhoff Drive are
industrial. The County General Plan indicates that the normally acceptable noise exposure level for
these type of land uses is an Ldo of 75 dB. Calculations indicate that existing noise levels at a typical
building setback along these roads are significantly below 75 dB. Even with the noise increases
anticipated by the year 2010, noise levels would remain below 75 dB. Since the increase in noise
levels would be less than 5 dB and the resulting level will remain below an Ldp of 75 dB, this would
not be considered a significant impact.
Under Alternative 1, Solano Way would be closed to public traffic and the Waterbird Way extension
would be constructed parallel to and west of Solano Way. Calculations for both year 2000 and year
2010 traffic indicates that for either timeframe,the noise levels along Waterfront Road, Imhoff Drive,
and Blum Road south of Imhoff Drive to Highway 4 would change. Noise levels along Waterfront
Road between the Waterbird Way extension and Solano Way would increase by approximately 2 dB,
while noise levels along Blum Road south of Imhoff Drive would increase by 3 dB and noise levels
along Imhoff Drive between Solano Way and Waterbird Way would increase by 4 dB. These same
increases would be expected in both year 2000 and year 2010. As noted for the Proposed Project,
94237tos.noi-2/13/95 4.11-9
4.11 NOISE '
since the resulting Ldn would remain below 75 dB along these stretches of road and since the increase
would be less than 5 dB, this would not be considered a significant noise impact.
Under Alternative 2, Solano Way would be closed and the Evora Road extension parallel to State '
Route 4 (SR 4) would be constructed. The extension of Evora Road would traverse land located in
the Concord Naval Weapons Station, a portion of which is leased for use as the Diablo Creek Golf '
Course. In the year 2000, there would be a slight decrease in noise levels along Imhoff Drive and
Waterfront Road. The decreases would be on the order of 1 to 2 dB. Noise levels along the other
streets in the study area would remain unchanged. By the year 2010, noise impacts to local roads '
would be as described above for Alternative 1. For Alternatives 3 and 4, no significant noise impacts
would be projected.
Mitigation Measure 4.11-1 (Proposed Project, Alt. 1, Alt. 2, Alt. 3, Alt.4)
See individual mitigation measures below for Alternatives 1 and 2. No mitigation is required
for Alternatives 3 and 4.
Impact 4.11-2 (Alt. 1, Alt. 2) ,
Traffic using the Waterbird Way and/or the Evora Road extensions could expose existing
residents in the area to excessive noise levels. '
The proposed extension of Waterbird Way consists of several lengths or reaches which could be
combined to form a variety of alternative alignments. For the purposes of noise impacts orr the
existing sensitive receptors in the area, there are basically two alignments: an eastern alignment and
a western alignment. The western alignment would pass closest to the homes in the Vine Hill and
Blum Road neighborhoods. The eastern alignment would pass further away from these neighborhoods
through industrial and commercial areas and adjacent to the Martinez Gun Club.
Figures 4.11-3 and 4.11-4 show the location of eleven receptor locations, marked RI through R11, '
used to model future noise levels in these neighborhoods. Table 4.11-4 indicates the resulting Ldn
noise exposure for each of the receivers in the year 2010 for both the western alignment and the
eastern alignment. The project-generated Ldn is shown, as is the increase over the existing Ldn at each '
location. The traffic calculations are based on a projection of a PM peak hour volume of 870
vehicles an hour, of which 16 percent would be heavy trucks. An average speed of 45 miles per hour
was assumed. '
If the western alignment were selected, noise levels in the Vine Hill neighborhood, as represented by
Receivers R1 through R8, would increase by 3 to 14 decibels over the existing noise level. Noise
levels in the Blum Road neighborhood would increase by 1 to 2 decibels over existing noise levels. '
94237tos.noi-2/13/95 4,11-10 '
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TABLE 4.11-4
YEAR 2010 PROJECTED NOISE LEVELS ALONG THE WATERBIRD WAY EXTENSION
West Alignment East Alignment; West Alignment Mitigated
7i►crease Aver Increase Over Increase Over::::
Rece,ver' Project Lde ExLsf ng L : Protect Ld„ Existing Ld,, Project Ld„ Exuting Ld„
._.
R1 58 +3 45 0 58 +3
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R3 60 +5 45 0 60 +5
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R6 64 +8 52 +1 58 +3
R7 64 +8 53 +1 62 +6
R8 59 +4 50 +1 58 +3
R9 49 +1 47 0 49 +1
R10 54 +2 54 +2 54 +2
R11 55 +2 54 +2 55 +2
' See Figures 4.11-3 and 4.114 for measurement locations.
94237tos.noi-2/13/95 4.11-13
4.11 NOISE
TheP resence of the existing 12-foot masonry wall behind the Vine Hill residences located along Irene
Drive between Arthur Road and Michele Drive would significantly mitigate the impact of the
proposed road. Nonetheless, noise levels would increase by 3 to 5 dBA behind these homes. South
of Michele Drive, impacts would range from 8 to 11 decibels outside of the homes closest to the
proposed alignment. Future noise levels outside of the homes closest to the proposed alignment
would reach or exceed an Ldo of 60 dB. Therefore, any increase of more than 3 dBA would be
considered significant.
Noise levels in the Blum Road area would remain below an Ldo of 60 dB and would increase by less
than 3 decibels. This would not be considered a significant impact.
If the eastern alignment for the Waterbird Way extension were chosen, noise levels in both the Vine
Hill neighborhood and Blum Road neighborhood would remain below an Ldo of 60 dB and would
increase by less than 3 dB. There would be no noise impacts if this alignment were chosen. If the
eastern alignment were chosen, noise levels would increase somewhat at the Martinez Gun Club, but
this noise would not interfere with shooting or with other activities at the club.
The Evora Road extension (Alternative 2) would be extended parallel to Route 4 through the Diablo
Creek Golf Course and the Concord Naval Weapons Station area. Noise levels in this area are
dominated by freeway traffic noise. Noise calculations indicate that the addition of the traffic on
Evora Road would result in less than a 2 decibel increase in the average noise level at the nearest golf
holes or the nearest buildings at the Concord Naval Weapons Station. According to the County
Guidelines, this would not be considered a significant noise impact.
Mitigation Measure 4.11-2 (Alt. 1)
If the western alignment for the Waterbird Way extension were chosen, noise levels outside of
the homes adjacent to the alignment in the Vine Hill neighborhood could be mitigated by
extending the existing 12 foot sound wall south from Michele Drive for a distance of
approximately 1,100 feet, as shown in Figure 4.11-5. This would significantly reduce the
impacts along this road. Noise level increases would still range from 3 to S dB and future
noise levels would exceed an Ldn of 60 dB outside the closest homes. Increasing the sound wall
heights by 1 to 2 feet would result in an additional 1 to 2 decibels of noise reduction.
However, even with the sound wall, noise impacts to some of the closest residences would be '
significant and unavoidable.
Impact 4.11-3 (Alt. 1, Alt. 2, Alt. 3) '
Implementation of the Waterbird Way extension,the Evora Road extension,or the Solano Way
upgrade could expose residents in the area to excessive noise levels during construction
activities.
94237tos.noi-2/13/95 4.11-14
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4.11 NOISE
There would be significant construction activity associated with the extension of Waterbird Way. If
g Y Y
the western alignment for the roadway were selected, noise levels would increase during construction
outside of the closest homes in the Vine Hill neighborhood. The existing 12-foot sound wall
constructed between Arthur Road and Michele Drive would significantly mitigate construction noise
levels for homes behind the wall. Nonetheless, maximum noise levels due to grading and paving
activities on the other side of the wall would reach 70 dBA. Average noise levels would typically
be below an Lq of 60 dBA. Therefore, the sound wall would generally mitigate construction noise
levels during the daytime to a level that would not be considered a significant impact. If construction
occurred at night, average noise levels would exceed an L�q of 55 dBA and an impact would be
expected.. Noise levels south of Michele Drive not shielded by an existing sound wall would be about
12 decibels higher. Therefore, during construction of this portion of the road, significant noise
impacts would occur during the day and at night.
If the Evora Road extension were selected for implementation, construction noise would be audible
in the golf course and at the closest buildings in the Concord Naval Weapons Station. Projected noise
levels, however, would not be significantly higher than existing traffic noise levels in the area and
no significant noise impacts would be expected.
Under Alternative 3 (Solano Way upgrade),there would be only local construction along Solano Way.
It would not impact any existing noise sensitive land uses.
Mitigation Measure 4.11-3 (Alt. i)
(a) If the western alignment for the Waterbird Way extension were selected, an extension of
the existing 12 foot wall should be constructed, as shown in Figure 4.11-5,prior to the grading
and paving of Waterbird Way. This would significantly mitigate noise impacts during
construction.
(b) All equipment used on the project should be muffled per the manufacturer's instructions
and should be adequately maintained. Construction should begin no earlier than 7.00 AM and
should cease by 6:00 PM, and should be prohibited on weekends. Maintenance of heavy
equipment, involving the operation of equipment, should be prohibited except during
construction hours. These conditions may be modified by the Director of the Contra Costa
County Community Development Department for specific tasks.
94237tos.noi-2/13/95 4.11-16
s
1
5.0 ADDITIONAL CEQA CONSIDERATIONS
1
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Intentionally Blank
CHAPTER 5
CEQA CONSIDERATIONS
5.1 ALTERNATIVES
The CEQA Guidelines require that a range of reasonable alternatives to the Proposed Project, which
could feasibly attain the objectives of the project, be described and evaluated in a comparative
fashion. Three separate alternative projects have been identified in the Project Description discussion,
Chapter 3, and have been analyzed at the same level of detail as the Proposed Project in each topical
section in Chapter 4, Environmental Setting, Impacts, and Mitigation Measures:
• Alternative 1: The extension of Waterbird Way;
• Alternative 2: The extension of Evora Road; and
0 Alternative 3: The upgrade of Solano Way.
Because Alternatives 1, 2, and 3 have been analyzed in detail in the preceding chapters of this DEIR,
this section only evaluates the "No Project" alternative.
THE NO PROJECT ALTERNATIVE
The following discussion analyzes the No Project alternative,as required under the CEQA Guidelines.
The No Project alternative would occur if the Proposed Project (adoption of a series of General Plan
Amendments to close Solano Way to through traffic, construct new gates on Waterfront Road and
Solano Way, and delete three collectors from the General Plan) were not approved. Under the No
Project alternative, Solano Way would remain open to public traffic with no safety improvements.
The U.S.Navy gates would remain in their current location on Waterfront Road. With the No Project
alternative, construction of the Waterbird Way and Evora Road extensions may or may not occur.
The two roadway extensions would remain designated as planned collector roads in the County
General Plan Roadway Network Plan;if adequate financing were arranged and environmental impacts
were adequately mitigated, one or both of the planned roadways could be constructed.
The No Project alternative would have no identified impacts related to the following DEIR topics:
Land Use;Consistency with Plans and Policies; Geology, Soils and Seismicity; Hydrology and Water
Quality; Visual Resources; Cultural Resources; Transportation; Air Quality and Noise. The No
Project alternative could, however, have environmental impacts related to Biological Resources and
Public Health and Safety.
Under the No Project alternative, members of the public traveling along Solano Way would continue
to be exposed to significant potential health risks, due to accidental hazardous material releases and
operations associated with the Tosco Avon refinery. Public safety risks would also continue due to
unsafe driveway and employee parking areas, and utility pole obstacles in the right shoulder.
`, 94237tos.cga-3/7/95 5-1
i
5 CEQA CONSIDERATIONS
The No Project alternative could also have potentially significant impacts on biological resources in
the study area. Under current conditions, the east-west collector roadway that is planned north of
Mallard Reservoir would remain in the County's Roadway Network Plan. As noted in section 4.2 of
this DEIR, construction of this roadway is probably not feasible because the alignment would traverse
through wetlands. However, removal of the planned east-west collector from the County General
Plan, or a decision not to build the roadway if it were proposed, could occur independently of the
Proposed Project.
THE ENVIRONMENTALLY SUPERIOR ALTERNATIVE
The CEQA Guidelines require that the"environmentally superior"alternative(including consideration ■
of the Proposed Project) be identified. If the alternative with the least environmental impact is the
No Project alternative, then one of the other remaining alternatives is to be designated as the
environmentally superior alternative. Based on the analysis contained in Chapter 4, the Proposed
Project would be the environmentally superior alternative.
The Proposed Project is the environmentally superior alternative because it would close Solano Way
to public through traffic, thereby removing a major public health risk, due to impacts of the refinery -
operations on members of the motoring public. The transportation analysis concluded that Solano
Way is presently used primarily as a route to and from Tosco Avon Refinery. Therefore, under
present conditions, closure of Solano Way would not have any significant effects on traffic volumes
or levels of service in the study area. However, based on past observation, there is potential for use '
of Solano Way and Waterfront Road by through-trips between I-680 and SR 4 should freeway
congestion increase in the future to past levels.
Implementation of Alternatives 1 or 2, construction of the Waterbird Way and/or the Evora Road
extensions, would not be environmentally superior, because construction of the roadways could have
significant impact on biological resources along or adjacent to the alignments. Alternative 3 would
not be environmentally superior because public health risks to the motoring public would still occur
if Solano Way were widened and improved, but remained open to public through traffic.
Among the various alignment alternatives studied for the Waterbird Way extension, an
environmentally superior alignment combination for Alternative 1 can be identified. If Alternative
1 is chosen to be implemented in conjunction with, or in place of, the Proposed Project, the eastern
alignment of the Waterbird Way extension roadway appears to be environmentally superior to the
western alignment. As the analysis indicates, the northern portion of the western Waterbird Way
alignment would cause significant and unmitigable noise impacts to the nearest residences in the Vine ,
Hill neighborhood. Additionally,the southern portion of the western Waterbird Way alignment would
not be environmentally superior to the eastern alignment, since the western alignment would cause
more extensive grading impacts to the hillside immediately south of the AT&SF railroad tracks.
94237tos.cga-3n/95 5-2
5 CEQA CONSIDERATIONS
5.2 GROWTH-INDUCING IMPACTS
No growth-inducing impacts have been identified under the Proposed Project (the closure of Solano
Way) or Alternative 3 (the.upgrade of Solano Way). There may be growth-inducing impacts,
however, related to the construction of the Waterbird Way and/or Evora Road extensions.
ALTERNATIVE 1 WATERBIRD WAY EXTENSION)
Any time a new roadway is constructed through lands that are largely undeveloped or underused,
there is a potential for growth-inducing impacts. The Waterbird Way alternative alignments pass
through lands that are now designated by the Contra Costa County General Plan as Heavy Industry
(north of the AT&SF railroad tracks) and Public/Semi-Public (south of the AT&SF tracks).
For the lands north of the railroad tracks, construction of a new high-speed industrial collector could
make some parcels adjacent to the roadway more attractive for industrial development. It is
conceivable that the Martinez Gun Club, the Acme borrow area south of the CCWD parcel, and the
Henry's Wood Farm properties (Figure 4.1-1) could all experience growth pressures due to
construction of a roadway that makes the parcels more accessible. These properties have already been
designated for heavy industrial land uses under the County General Plan; thus the impacts of
development of these parcels were evaluated in the County's General Plan EIR.
Potential growth inducing impacts to other properties along the alternative alignments would not be
significant. It is possible that the Acme South Waste Parcel and the IT ponds could be redeveloped
as heavy industry, as a result of the Waterbird Way extension. However, construction of industrial
buildings or other uses over the landfill property or the hazardous waste ponds would be closely
regulated, and perhaps restricted, based on the final Closure Plans for the Acme landfill North Parcel
and the IT ponds that are approved by the State Department of Toxic Substances Control and the
closure plans for the Acme landfill South Parcel, under the jurisdiction of the California Integrated
Waste Management Board. Presumably, the redevelopment of lands previously used for a landfill
and for hazardous materials evaporation ponds would be less attractive to industrial developers
compared to the other vacant or underused parcels in the area.
South of the AT&SF railroad tracks, the lands through which the Waterbird Way extension would
pass are owned by the Central Contra Costa Sanitary District and Contra Costa County. Because of
the ownership, all of the parcels are designated Public/Semi-Public by the Contra Costa County
General Plan. Under the policies of the County General Plan, "a wide variety of public and private
uses are allowed by this General Plan category. However, the construction of private residences or
private commercial uses, and the subdivision of land, are not considered compatible with this
designation." Due to this prohibition of"private commercial uses" and due to the ownership of lands
adjacent to the proposed Waterbird Way extension by public and semi-public agencies, little growth-
inducing pressures are anticipated along this portion of the alignment.
94237tos.cga-3n/95 5-3
i
5 CEQA CONSIDERATIONS
ALTERNATIVE 2 (EVORA ROAD EXTENSION)
Growth-inducing impacts related to construction of the Evora Road extension could affect the two
properties through which the roadway would pass,the Diablo Creek Golf Course and the U.S. Naval
Weapons Station, as well as an undeveloped area near the current terminus of Evora Road.
The Diablo Creek Golf Course is designated Parks and Recreation by the Contra Costa County
General Plan; the Naval Weapons Station is designated Public/Semi-Public. The construction of
private residential and commercial uses, and the subdivision of land is incompatible with both of
those land use designations, according to the County General Plan. The City of Concord General ,
Plan designates the golf course as a City Park and designates the Naval Weapons Station as its own
land use category. Private commercial uses would be precluded on the golf course unless a General
Plan Amendment were implemented. Likewise, if the Naval Weapons Station were to close and be
redeveloped for private uses, a General Plan Amendment could be anticipated.
Under these policy restrictions, it is unlikely that construction of the Evora Road extension would
have growth-inducing impacts on the adjacent golf course and Naval properties.
North of the current terminus of Evora Road, immediately east of the Naval Weapons Station, the
County General Plan designates a large undeveloped hillside for Light Industry uses. Although the
property can be accessed by the already constructed west end of Evora Road, there may be some
growth-inducing impacts related to extension of the existing roadway. Constructing the Evora Road
extension under Alternative 2 would mean that the vacant area designated for Light Industry could
be easily accessed by either the east or the west, making it more attractive for industrial development.
However, since the property is already designated for industrial growth under the County General
Plan, the growth-inducing impacts would not be significant.
5.3 CUMULATIVE IMPACTS
This section of the DEIR focuses on the cumulative environmental impacts of the Proposed Project
and the alternatives. The CEQA Guidelines require a discussion of the potential cumulative impacts
that could result from a Proposed Project in conjunction with other projects in the vicinity that are
pending,have been recently approved, or are proposed. Cumulative impacts occur when two or more
projects together create a considerable environmental impact, or if they compound or increase other
environmental impacts. A list of cumulative development projects within the study area and/or
vicinity is included in Table 5.3-1.
Cumulative environmental impacts for each environmental issue,described below,may cover different
geographic regions or different cumulative projects, depending on the particular issue. For example,
cumulative air quality impacts cover the entire San Francisco Bay Area air basin, while the
assessment of cumulative land use and transportation impacts addresses impacts within the study area
to the year 2010. Unless noted, the geographic area analyzed under each issue below is the project
94237tos.cga-3n/95 5-4
TABEn.3-1
CUMULATIVE DEVELOPMENT PROJECTS WITHIN
THE STUDY AREA OR VICINITY
Project Description Status
Closure of portions of Waterfront Closure of public roadways Closure to be implemented in
Road, Main Street, and Port through the U.S. Navy February 1995
Chicago Highway properties
Closure of Solano Way (Proposed Closure of the roadway through If approved, could occur in
Project) the Tosco Avon refinery 1995
Construction of Waterbird Way Construction of new roadways If approved, could occur by
and/or Evora Road extensions in study area year 2000
(Alternatives 1 and 2)
Upgrade of Solano Way Widening Solano Way through If approved, could occur by
(Alternative 3) Tosco Avon refinery year 2000, if determined to be
physically and economically
feasible
Tosco Clean Fuels Project Construction of new facilities in Approved in late 1994;
Tosco Avon refinery to construction in 1995-1996
manufacture clean gasoline
Closure of IT ponds Closing of IT ponds according Not yet approved by DTSC;
to State regulations could occur by year 2000
Closure of Acme landfill Closing of Acme waste units Final plans not yet submitted to
according to State regulations Local Enforcement Agency or
State Department of Toxic
Substances Control
Contra Costa Recovery and Construction of new transfer Stage 1 facility completed
Transfer Station station
Contra Costa County General Construction of a new 35,000 Completed
Services Center square foot office building
Contra Costa County Construction of a new 24,000 Long-term plans
Administration Building and others square foot office building and
other County buildings
Shell Oil Clean Fuels Project Construction of new facilities in Approved; under construction
Shell Oil refinery in Martinez to 1994-1999
manufacture clean gasoline
Genstar/Trumbull Demolition of two industrial Under construction (demolition)
sites, Genstar Roofing and
Trumbull Asphalt, west of the I-
680 freeway
Source: BASELINE and EIP Associates (1994).
Notes: DTSC=California Department of Toxic Substances Control
IT=International Technology Corporation
94237tos.cga-37/95 5-5
5 CEQA CONSIDERATIONS
study area, bounded by the I-680 and SR 4 freeways, Suisun Bay, and Concord Naval Weapons ,
Station.
LAND USE
The Proposed Project and the three alternatives involve the closure or upgrade of an existing roadway
(Solano Way), construction of or relocation of gates on Waterfront Road, the construction of new
roadways(Waterbird Way and Evora Road extensions),and the possible deletion of planned roadways
from the County Roadway Network Plan. As such, the project and alternatives would not directly
cause any changes in the current or planned land use pattern within the study area. However, the
construction or deletion of public roadways has the potential of indirectly affecting land uses in the
study area by enhancing or reducing access to private properties that are already developed or are
planned for growth.
Approval of the Proposed Project and one or more of the alternatives could have the cumulative
impact of either improving or degrading vehicle access to some industrial properties within the study
area, if not mitigated. Access issues related to the Proposed Project and Alternative 1 (Waterbird
Way extension) have been discussed in section 4.1 (Land Use) of this DEIR; mitigation measures
have been recommended to reduce the loss or reduction of access to individual properties. Beneficial
cumulative impacts related to access would occur if approval of the project and one or more of the
alternatives would significantly improve access to industrial properties, thereby creating a growth
inducing impact. However,the analysis included in Section 5.2 (Growth Inducing Impacts)dismissed
the potential for significant growth inducing impacts because affected properties were either already
planned for growth, were designated for public uses only, or were unattractive due to individual
characteristics (e.g., the Acme Landfill and IT Baker pond properties).
No cumulative land use impacts have been identified.
CONSISTENCY WITH PLANS AND POLICIES
Potential cumulative impacts related to plans and policies could be caused by the deletion of planned
roadways from the County Roadway Network Plan and the City of Concord Transportation/
Circulation Element map. These potential impacts have been analyzed in section 4.2 of this DEIR,
and a mitigation measure recommends that the planned Bates Avenue extension and an associated
collector not be deleted from the General Plans. However, if the planned (but not constructed) east-
west riding and hiking trails through the Tosco property north of Mallard Reservoir are deleted from
the County General Plan along with the other planned collector road, public recreation access to the
area could be cumulatively affected.
Approval of the Proposed Project (closure of Solano Way to public traffic)could have the potentially
significant cumulative impact of denying bicycle access to the Suisun Bay shoreline, since Solano
Way is designated as a bicycle trail. However, if a parallel multi-use trail were constructed along the
Walnut Creek Flood Control Channel, as planned, these cumulative impacts would not occur.
94237tos.cga-3/7/95 5-6
5 CEQA CONSIDERATIONS
GEOLOGY, SOILS, AND SEISMICITY
The entire study area is subject to strong ground shaking.and possible liquefaction during periods of
strong seismic events. This has been identified in section 4.3 of this DEIR as an unavoidable
significant impact. Construction of new roads (Alternatives 1 and 2) or upgrading existing roads
(Alternative 3) could have the cumulative effect of bringing more people into the study area, as
vacant industrial parcels were developed and more traffic used the new roadways.
HYDROLOGY AND WATER QUALITY
Potential cumulative impacts related to hydrology and water quality could occur if the construction
of new roadways within the study area increased runoff and associated traffic-generated pollutants
flowing into adjacent waterways. Section 4.4 addressed this issue and recommends mitigation
measures to reduce this impact to a level of insignificance for the project. The same mitigation
measures would apply for the cumulative impacts.
' BIOLOGIC RESOURCES
Destruction or modification of existing wildlife habitat and vegetative resources due to construction
of new roadways (Alternatives 1 and 2) could have a cumulative impact, especially on special status
species that may inhabit the nearby uplands and wetlands. These issues have been analyzed in detail
in section 4.5;if the recommended mitigation measures were adopted, cumulative impacts to wetlands
along the Contra Costa County (and Bay Area) shoreline, and to special status species within the
region and the State, would not be significant. However, the biological analysis notes that
construction of the Waterbird Way extension could represent a significant cumulative impact due to
the further fragmentation of grassland habitat along the alignment, which is the only large expanse
of such habitat remaining in the vicinity.
PUBLIC HEALTH AND SAFETY
Cumulative impacts related to public health involve the exposure of members of the public and
workers within the study area to accidental releases of hazardous materials from the Tosco Avon
refinery, and other large refineries in the area (the Shell Oil refinery, Stauffer Chemicals, the Exxon
refinery in Benecia). To the extent that construction of new roadways (Alternatives 1 and 2) or
upgrading an existing roadway (Alternative 3) cause more auto and truck traffic to use the facilities,
the cumulative impact due to public exposure to risk of upset is significant and unavoidable.
VISUAL RESOURCES
The combined impacts of building new roadways and developing industrial lands is not considered
1 significant, since the visual appearance of much of the study area is already one of petroleum
refining,landfill operations,and other heavy industrial uses. Mitigation measures identified in section
4.7 would reduce any cumulative visual impacts on the two residential neighborhoods in the study
area.
94237tos.cga-3/7/95 5-7
5 CEQA CONSIDERATIONS J
CULTURAL RESOURCES
Mitigation measures included in section 4.8 of this DEIR would reduce any cumulative impacts on
historic structures, archaeological sites, or other cultural resources to a level of nonsignificance.
TRANSPORTATION
The transportation analysis included in section 4.9 of this DEIR examines the cumulative impacts of
the Proposed Project and the alternatives. The analysis takes into account cumulative growth
projected within Contra Costa County and within the San Francisco Bay region by incorporating
regional land use growth projections approved by the Contra Costa Transportation Authority and the
Association of Bay Area Governments for years 2000 and 2010.
The cumulative transportation impacts of closing Solano Way in conjunction with the impending
closure of Waterfront Road, Main Street, and Port Chicago Highway have been analyzed in section
4.9, since transportation modeling assumes closure of all the roadways by the year 2000. All other
cumulative transportation impacts and recommended mitigation measures are included in section 4.9.
AIR QUALITY
The air quality analysis included in section 4.10 is a cumulative analysis, since it is based on the
transportation modeling. Cumulative air quality impacts related to construction and operation of the
Tosco, Shell Oil, Exxon, Unocal, and other Clean Fuels Projects in the region have been identified
in the recent Tosco Clean Fuels Project Draft EIR (EIP Associates, 1994).
NOISE
As in the case of air quality, the noise analysis included in section 4.11 is an analysis of cumulative
impacts, since it is based on regional transportation modeling results.
5.4 UNAVOIDABLE SIGNIFICANT ADVERSE IMPACTS
The unavoidable adverse impacts that would result from the Proposed P pos d P roject and/or the alternatives
include the following:
Loss of Solano Way as a bicycle route and loss of planned (but not constructed t-
' P ) east-west
west
hiking and riding trails north of Mallard Reservoir (Proposed Project);
Impacts to the numerous above- and underground pipelines, and at least' S p P as one structure, to the
west of Solano Way (Alternative 3);
Damage or loss of life due to ground shaking during a strop seismic event Al
' g g (Alternatives 1, 2,
and 3);
94237tos.cga-3!1/95 5-8
5 CEQA CONSIDERATIONS
• Exposure of workers and members of the public to potential releases of hazardous materials
from industrial uses along Solano Way and the Waterbird Way extension (Alternatives 1 and
' 3); and
• Exposure of some Vine Hill residences to a future outdoor Ldo noise level of 60 dB or more,
with an increase of more than 3 dBA (western alignment, northern segment of Waterbird Way,
Alternative 1).
5.5 SIGNIFICANT IRREVERSIBLE ENVIRONMENTAL CHANGES
Approval of the Proposed Project and/or the alternatives would result in the following irreversible
changes to the environment:
• Conversion of a narrow corridor of wildlife habitat and vegetative resources to an urban
roadway (Alternatives-1 and 2);
• Contribution to degradation of air quality associated primarily with increased automobile and
truck traffic (Alternatives 1, 2, and 3); and
• Commitment of nonrenewable energy resources for vehicular travel and roadway construction
activity (Alternatives 1, 2, and 3).
5.6 RELATIONSHIP BETWEEN SHORT-TERM USES OF MAN'S
ENVIRONMENT AND THE MAINTENANCE AND ENHANCEMENT
OF LONG-TERM PRODUCTIVITY
Construction of new or upgraded roadways(Alternatives 1, 2, and 3)would remove a narrow corridor
of wildlife habitat and vegetation. However,much of the potential roadway corridors consist of lands
that have already been disturbed by human activity and have been designated for additional heavy
industrial growth.
94237tos.cga-3/7/95 5-9
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CHAPTER 6
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1995, personal communication with Eric Parfrey of BASELINE, 13 February.
Zeiner,D.C.,W.F. Laudenslayer,Jr., K.E.Mayer, and M. White, 1988, California's Wildlife: Volume
1, Amphibians and Reptiles, CDFG, Sacramento.
, 1990a, California's Wildlife: Volume II, Birds, CDFG, Sacramento. t
, 1990b, California's Wildlife: Volume 111, Mammals, CDFG, Sacramento.
94237tos.ref-2/14/95 6-8 '
7.0 PERSONS INVOLVED IN REPORT PREPARATION
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1
rCHAPTER 7
' LIST OF PREPARERS
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' BASELINE Environmental Consulting
Yane Nordhav . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Technical Review
Eric Parfrey . . . . . . . . . . . . . . . . Project Manager, Project Description, Land Use, Consistency
' with Plans and Policies, CEQA Considerations
Bruce Amen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Geology, Hydrology
Kevin O'Dea . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Geology, Hydrology
Geneva Randall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Geology, Public Health and Safety
Marucia Britto . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Project Description, Land Use
CindyChan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Graphics
Melinda Bury . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Word Processing
Connie Ruben . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Word Processing
Susan Smith . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Word Processing
Todd Taylor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Word Processing
' DKS Associates
Michael Kennedy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transportation
r
Donald Ballanti
Donald Ballanti . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Quality
rIllingworth and Rodkin, Inc.
Rich Illingworth, Principal-in-Charge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Noise
1
Mundie and Associates
' Roberta Mundie . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cultural Resources
David Clore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Visual Resources
r
Wetlands Research Associates
Jim Buchholz, Principal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Biological Resources
' 7-1
1
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� APPENDICES
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APPENDIX A
NOP AND INITIAL STUDY
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C�. -- Harvey E. Bragdon
Community . ra Director of Community Development
Development Costa
DepartmentRE CE I I/
County Administration Building U00fty
651 Pine Street jml
4th Floor, North Wing i994
Martinez, California 945530095
Phone: 646-2035 October 29, 1993
NOTICE OF PREPARATION
ENVIRONMENTAL IMPACT REPORT FOR Solano Way Relocation and Extension of Waterbird Way, County File#:10-93-00.
Tosco Refining Company has requested to close Solano Way to public through traffic between the intersection of Solano
Way at Waterfront Road and Imhoff Drive/Arnold Industrial Highway. This closure would be attained by the installation of
gates and security staff at Arnold Industrial Highway and Waterfront Road to allow local users access to their facilities.
The company's proposal is to leave Solano Way in its physical existence and to maintain the roadway in the event it
becomes necessary for public through traffic to resume using Solano Way on an emergency basis.
The County of Contra Costa has requested the Applicant to investigate feasible alternate routes in order to accommodate
the public through traffic that is using Solano Way. The most feasible north/south alternate route currently shows on the
County's existing General Plan as the Waterbird Way Extension, which connects Imhoff Drive to Waterfront Road. Traffic
studies will be performed in order to determine the necessity of building an alternate north/south route and/or other potential
mitigation.
In addition, County staff has determined that closing Solano Way to the public through traffic will require their review to
determine the feasibility of an east/west connector street which would connect Port Chicago Highway to Solano Way. The
roadway is located to the north of Mallard Reservoir. This future connector road is shown both in the County and City of
Concord's General Plans. At this time,the viability of this connector road is open to question due to traffic circulation, open
space and wetland issues.
As the owner of abutting property, or as an otherwise interested person or organization, you are invited to submit any
comments you may have on this project, and raise any significant environmental issues of which you are aware so that they
can be considered in the environmental review process.
fThis letter plus enclosures will constitute a Notice of Preparation. Please circulate this information to the appropriate
persons and agencies as soon as possible. I would encourage those interested to contact me by letter to convey any
concerns they may have about the environmental review for the project.
`An evening scoping session on the content of this EIR will be held at the County of Contra Costa Board of Supervisors Board
Room at 651 Pine Street, Martinez, California, on November 18, 1993 at 7:00 p.m.
If you have any comments regarding this Notice, please contact me at 510/646-2035 no later than December 13. 1993.
Sincerely yours,
I
�C
"James W. Cutler
Assistant Director of Comprehensive Planning
JWC:ow
M*21So1&no.N0P
Enclosures
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CONTRA,COSTA COUNTY
ENVIRONMENTAL CHECKLIST FORM
I. Background
1. Name of Proponent: Tosco Corporation.
2. Address and Phone Number of Proponents: Gordon, DeFraaa, Watros and Pazzaalia
c/o Richard S. Bruno
PO Box 630
Martinez, CA 94553
3. Date Checklist Submitted: June 22, 1993.
4. Name of Proposal, if applicable: Solano Way Relocation and Extension of
Waterbird Way
II. Environmental Impacts
Quad Sheet Port Chicago and Walnut Creek
Parcel # Not aoalicable
Date of Site Visit June 3. 1993
Note: Panel names indicated below refer to 7.5 minute USGS quadrangle map sheets located
in the Community Development Department offices at 651 Pine Street 2nd floor, North
Wing, Martinez, California 94553.
S I
1. Earth. Will the proposal result in:
a. Unstable earth conditions or changes in
geologic substructures? X _
The proposed Waterbird Way Extension will cross terrain
which may have unstable earth conditions. This will need
to be reviewed in the DE/R.
Project Description/Site Visit
Geology Report Dated:
b. Disruptions, displacements, compaction or
over-covering of the soil? _ X
Project Description/Site Visit
Geology Report Dated:
C. Change in topography or ground surface
relief features? X _
The proposed Waterbird Way Extension and realignment
will require a moderate amount of grading to construct
the road. The environmental significance of this will
need to be reviewed the DE/R.
Project Description/Site Visit
Geology Report Dated:
Please Note: "S" is for significant; "I" is for Insignificant
Please Note: "S" is for significant; "I" is for Insignificant
S L
d. The destruction, covering or modification
of any unique geologic or physical features? X
Project Description/Site Visit
Geology Report Dated:
e. Any increase in wind or water erosion of
soils, either on or off the site? X
Project Description/Site visit
f. Changes in deposition or erosion of beach
sands, or changes in siltation, deposition or
erosion which may modify the channel of a
river or stream or the bed of the ocean or
any bay, inlet or lake? X
Project Description/Site Visit
9. Exposure of people or property to geologic
hazards such as earthquakes, landslides,
mudslides, ground failure, or similar hazards? X
Project Description/Site Visit
U.S.G.S. Overlay System Port Chicago and Walnut Creek quads
2. Air. Will the proposal result in:
a. Substantial air emissions or deterioration
of ambient air quality? X
Project Description/Site Visit
b. The creation of objectionable odors? X
C. Alteration of air movement, moisture, or
temperature, or any change in climate,
either locally or regionally? X
Project Description/Site Visit
Environmental Checklist - Page 2 of 12
1 Please Note: "S" is for significant; "I" is for Insignificant
S
3. Water. Will the proposal result in:
' a. Changes in currents, or the course of
direction of water.movements, in either
marine or fresh waters? _ X
Project Description/Site Visit
b. Changes in absorption rates, drainage
patterns, or the rate and amount of surface
runoff? X
The Waterbird Way Extension has the potential, depending on final
design, to modify small scale existing drainage patterns. The DER
will need to review this for significance.
C. Alterations to the course or flow of flood
waters? _ X
F.E.M.A. Flood Map - Small portions within
100 year flood plain
d. Change in the amount of surface water in
any water body? _ X
Project Description/Site Visit
e. Discharge into surface waters, or in any
alteration of surface water quality,
including but not limited to temperature,
dissolved oxygen or turbidity? _ X
Project Description/Site Visit
f. Alteration of the direction or rate of flow
of ground waters? _ X
Project Description/Site Visit
g. Change in the quantity of ground waters,
either through direct additions or
withdrawals, or through interception of an
aquifer by cuts or excavations? _ _ CX
Project Description/Site Visit
Environmental Checklist - Page 3 of 12
Please Note: "S" is for significant; "I" is for Insignificant
S
h. Substantial reduction in the amount of
water otherwise available for public water
supplies? X
Project Description/Site Visit
i. Exposure of people or property to water
related hazards such as flooding or tidal
waves? X
F.E.M.A. Flood Map - Port Chicago and Walnut Creek Quads
4. Plant Life. Will the proposal result in:
a. Change in the diversity of.species, or
number of any species of plants (including
trees, shrubs, grass, crops, and aquatic
plants)? X
Project Description/Site Visit
b. Reduction of the numbers of any unique,
rare or endangered species of plants? X
The realignment of Waterbird Way may affect small wetland areas along and adjacent
to this proposed road. The small wetland area along Waterbird Way and Waterfront
Road may have secondary impacts due to changed traffic patterns implied by this
proposal.
Project Description/Site Visit
U.S.G.S. #5
C. Introduction of new species of plants into
an area, or in a barrier to the normal
replenishment of existing species? X
Project Destription/Site Visit
U.S.G.S. #5
d. Reduction in acreage of any agricultural
crop? X
Project Description/Site Visit
Environmental Checklist - Page 4 of 12
Please Note: "S" is for significant; "I" is for Insignificant
Rk;+4 S
5. Animal Life. Will the proposal result in:
a. Change in the diversity of species, or
numbers of any species of animals (birds,
land animals including reptiles, fish and
shellfish, benthic organisms or insects)? _ X
Project Description/Site Visit
U.S.G.S. #5
b. Reduction of the numbers of any unique,
rare or endangered species of animals? X _
The realignment of Waterbird Way may affect small wet/and areas along and adjacent
this proposed road. The small wetland area along Waterbird Way and Waterfront
Roadway have secondary impacts due to changed traffic patterns implied by this
proposal
Project Description/Site Visit
U.S.G.S. #5
C. Introduction of new species of animals
into an area, or result in a barrier to
the migraticn or movement of animals? _ X
d. Deterioration to existing fish or wildlife
habitat? X _
See 5.b above
Project Description/Site Visit
6. Noise. Will the proposal result in:
a. Increases in existing noise levels? X
This proposal would shift traffic noise from Solano Way to Waterbird Way. Depending
on the final alignment, it could cause noise impacts to the Vine Hill Community.
Project Description/Site Visit
b. Exposure of people to severe noise levels? X
U.S.G.S. Quad Overlay No. Port Chicago and Walnut Creek
Project Description/Site Visit
Environmental Checklist - Page 5 of 12
Please Note: "S" is for significant; "I" is for Insignificant
_S I
7. Light and Glare. Will the proposal produce new
light or glare? _ X
This proposal could add light sources to Waterbird Way due both to auto headlights
and potentially to streetlights. This needs to be considered in the DE/R.
Project Description/Site Visit
8. Land Use. Will the proposal result in a
substantial alteration of the present or planned
land use of an area? X
This proposal could have substantial impacts on the /and use patterns of the
area. /t might induce growth along Waterbird Way while restricting growth
potential on the eastern side of Tosco landholdings by removing the East-West
road collector. It might have impact on the Acme Waste Transfer Facility and
on the uses of the Central Contra costa Sanitary District/and.
General Plan Land Use Designation: Industrial, Public
and Semi-Public and Open space
9. Natural Resources. Will the proposal result in:
a. Increase in the rate of use of any natural
resources? — X
Project Description/Site Visit
10. Risk of Upset. Will the proposal involve:
a. A risk of an explosion or the release of
hazardous substances (including, but not '
limited to oil, pesticides, chemicals or
radiation) in the event of an accident or
upset conditions? _ X
Project Description/Site Visit
b. Possible interference with an emergency
response plan or an emergency evacuation
plan? X
Closure of Solano Way would affect da -to-day public safety operational alternatives,
atives,
though in a full emergency it would be available for public safety and potentia//y
genera/public uses. The issue of public safety needs review in the DE/R.
Project Description/Site Visit
Environmental Checklist - Page 6 of 12
Please Note: "S" is for significant; "I" is for Insignificant
11. Population. Will the proposal alter the
location, distribution, density, or growth rate
of the human population of an area? _ X
Project Description/Site Visit
12. Housing. Will the proposal affect existing
housing, or create a demand for additional
housing? _ X
13. Transportation/Circulation. Will the proposal
result in:
a. Generation of substantial additional
vehicular movement? _ X
Project Description/Site Visit
b. Effects on existing parking facilities, or
demand for new parking? _ X
Project Description/Site Visit
C. Substantial impact upon existing
transportation systems? X _
This proposal would have a major impact on the use of the local circulation system by
relocating traffic to the west. Closure of Solano Way would cause the loss of one
North-South connector. When coupled with 1-680 improvements and the closure of
Port Chicago Highway in 1995, the effects of freeway intersections will also need to
be reviewed. The issue of where Waterfront Road will be closed will be analyzed in
the DE1R; either at Navy property or further to the west on Tosco land.
U.S.G.S. Overlay No. Port Chicago and Walnut Creek Quads
d. Alterations to present patterns of
circulation or movement of people and/or
goods? X _
U.S.G.S. Overlay No. Port Chicago and Walnut Creek Quads
e. Alterations to waterborne, rail or air
traffic? _ X
Project Description/Site Visit
Environmental Checklist - Page 7 of 12
Please Note: "S" is for significant; "I" is for Insignificant ,
_S I
f. Increase in traffic hazards to motor
vehicles, bicyclists or pedestrians? X
The proposal coupled with closure of Port chicago Road may cause a shift in travel ,
potential for bicyclists wishing to connect to trails going to East County.
U.S.G.S. Overlay No. Port Chicago and Walnut Creek Quads
14. Public Services. Could the proposal have an effect upon, or result
in a need for new or altered governmental services in any of the
following areas:
a. Fire protection? _ X
b. Police protection? _ X
Project Description/Site Visit
C. Schools? _ X
Project Description/Site Visit
d. Parks or other recreational facilities? _ X
Project Description/Site Visit
e. Maintenance of public facilities, including roads? X _
The proposal would shift maintenance requirements from Solano Way to Waterbird
Way. The provision of anew roadway might be a beneficial impact in terms of road
a maintenance.
Project Description/Site Visit
f. Other governmental services? _ X
Project Description/Site Visit
15. Energy. Will the proposal result in: ,
a. Use of substantial amounts of fuel or energy? _ X
Project Description/Site Visit
Environmental Checklist - Page 8 of 12 ,
Please-Note: "S" is for significant; "I" is for Insignificant
S
b. Substantial increase in demand upon existing sources or
energy, or require the development of new sources
' of energy? _ X
Project Description/Site Visit
16. Utilities. Will the proposal result in a need
for new systems, or substantial alterations to the following
utilities: _ X
Project Description/Site Visit
17. Human Health. Will the proposal result in:
a. Creation of any health hazard or potential
health hazard (excluding mental health)? _ X
Project Description/Site Visit
b. Exposure of people to potential health
hazards? X
Project Description/Site Visit
18. Aesthetics. Will the proposal result in the
obstruction of any scenic vista or view open
to the public, or will the proposal result in
the creation of an aesthetically offensive site
open to public view? X _
This proposal will affect the visual characteristic of the new road alignment and might have
effects on the adjacent Vine Hill community depending on the final alignment selected.
U.S.G.S. Overlay No. Port Chicago and Walnut Creek Quads
19. Recreation. Will the proposal result in an
impact upon the quality or quantity of existing
recreational opportunities? ._ X
Project Description/Site Visit
20. Cultural Resources.
a. Could the proposal result in the alteration
of or the destruction of a prehistoric or
historic archaeological site? _ X
Sonoma State Notification to be requested
Project Description/Site Visit
' Environmental Checklist - Page 9 of 12
j _ .
Please Note: "S" is for significant; "I" is for Insignificant
S I
b. Could the proposal result in adverse physical or
aesthetic effects to a prehistoric or historic
building, structure, or object? _ X '
Project Description/Site Visit
C. Does the proposal have the potential to
cause a physical change which would affect
unique ethnic cultural values? _ X
Project Description/Site Visit ,
d. Will the proposal restrict existing
religious or sacred uses within the
potential impact area? _ X
Project Description/Site Visit
e. Will the proposal result in destruction of or
adverse physical effects to significant
paleontological resources? _ X
Project Description/Site Visit
21. Mandatory Findings of Significance.
a. Does the project have the potential to
degrade the guality of the environment,
substantially reduce the habitat of a fish
or wildlife population to drop below self
sustaining levels, threaten to eliminate a
plant or animal community, reduce the
number or restrict the range of a rare or
endangered plant or animal or eliminate
important examples of the major periods of
California history or prehistory? _ X
Project Description/Site Visit
b. Does the project have the potential to
achieve short-term, to the disadvantage of
long-term, environmental goals? (A short-
term impact on the environment is one which
occurs in a relatively brief, definitive
period of time while long-term impacts will
endure well into the future.) X
This project would benefit traffic flows through the Tosco refinery, but could have
impacts on adjacent land uses. This needs to be explored in a DE/R.
Environmental Checklist - Page 10 of 12
Please Note: "S" is for significant; "1" is for Insignificant
c. Does the project have impacts which are
individually limited, but cumulatively
considerable? to project may impact on two
or more separate resources where the impact
on each resource is relatively small, but
where the effect of the total of those
impacts on the environment is significant.) X
There may be several impacts which aren't fully known at this time and which could
turn out to be significant and would benefit from a full scale environmental review.
Project Description/Site Visit
d. Does the project have environmental effects
which will cause substantial adverse
effects on human beings, either directly —
or indirectly? X
Project Description/Site Visit
' Environmental Checklist - Page 11 of 12
III. Discussion of Environmental Evaluation
Based on the foregoing review, the project will not result in any potentially significant
environmental impacts.
IV. Determination
On the basis of this initial evaluation:
I find that the proposed project COULD NOT have a significant
effect on the environment, and a NEGATIVE.DECLARATION will be
prepared.
I find that although the proposed project could have a significant
effect on the environment, there will not be a significant effect
in this case because the mitigation measures described on an
attached sheet have been added to the project. A NEGATIVE
DECLARATION WILL BE PREPARED.
I find the proposed project MAY have a significant effect on
the environment, and an ENVIRONMENTAL IMPACT REPORT is required. X
Date eignature
Reviewed By:
W/icTosco.sir
Environmental Checklist - Page 12 of 12 '
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APPENDIX B
LETTERS FROM THE NIC
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' ALAMEDA
COLUSA MARIN
Historical CONTRA COSTA MENDOCINO SAN MATEO Northwest Information Center
DEL NORTE MONTEREY SANTA CLARA Foundation Center, Bldg.300
Resources HUMBOLDT NAPA SANTA CRUZ Sonoma State University
. LAKE SAN BENITO SOLANO Rohnert Park, California 94928-3609
File System SAN FRANCISCO YONOMA (707)664-2494-Fax(707)664-3947
OLO
September 28, 1994. File No: 94-325
Roberta Mundie
Mundie and Associates
3452 Sacramento St.
San Francisco, CA 94119
re: Northern Contra Costa County, SR-4, Waterfront Rd. , I-680, Solano Way and
Evora Road Study. Ammendment to Record Search #60800-94-193.
Ms. Mundie:
f Review of records and literature on file at this office indicates that
the project area, including Evora Road, contains one recorded Native American
archaeological site (CA-CCO-249) and no recorded historic cultural resources
listed with the California Archaeological Inventory. Archaeological site -249
is a shell midden that is located in the northern portion of the project area
near Solano Road and the rail road. There is a Native American archaeological
site (CA-CCO-241) immediately adjacent to the proposed project area. It is
located between SR-4 and Marsh Drive. A portion of this shell midden site has
been excavated and human burials were discovered. State and federal
inventories list no historic properties within the project area. Our records
- indicate that approximately 30% of the proposed project area has been studied
within the scope of twelve federal , state and county generated projects (See
Bibliography) .
f Two Native American groups may have utilised this area at the time of
Euroamerican contact - the Costanoan and the Miwok. The "territorial"
boundaries of each group are not well defined. The dialect of the Costanoan
F1 language spoken here is known as Karkin (Levy 1978, 485) while the dialect of
the Miwok (penutian) language spoken here was Bay Miwok (Levy 1978, 399) .
Native American archaeological sites in this portion of Contra Costa County
F tend to be located around historic bay margins, on alluvial flats and at the
base of hills near former and existing water courses. . Buried prehistoric sites
have been found in this region as well . There is often no evidence for these
on the ground surface. The project area encompasses an alluvial flat, Pacheco
( Creek and the historic bay margins (Nichols and Wright 1971 ) . According to
Donald R. Nichols and Nancy A. Wright's Preliminary Map of Historic Margins of
Marshland San Francisco Bay, California part of the project area (portions of
F-, SR-4, Arnold Dr. and Evora Rd. ) were marshland during the 1800's. Given the
environmental setting of the project area there is the potential for Native
American sites in the project area except for in the historic marshlands.
Review of historic literature and maps on file in this office gave no
indications of recorded historic archaeological sites or historic structures in
the project area. However, one report did note that there was a possibility of
(-? historic activity in the area (Baker 1990 and William Self Associates 1989) .
Therefore, there is a possibility of historic cultural resources with in the
project. In your letter and during our phone conversations you indicated that
�-1 the Tosco Avon Refinery and Tosco Credit Union may be older than 45 years.
Though this may be true, neither building
1:
L✓
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Works Progress Administration
1984 The WPA Guide to California. Reprint by Pantheon Books, New York.
(Originally published as California: A Guide to the Golden State in
1939 by Books, Inc. , distributed by Hastings House Publishers, New U
York. )
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' ALAMEDA
COLUSA MARIN
Historical CONTRA COSTA MENDOCINO SAN MATEO Northwest Information Center
DEL NORTE MONTEREY SANTA CLARA Foundation Center, Bldg.300
Resources HUMBOLDT NAPA SANTA CRUZ Sonoma State University
LAKE SAN BENITO BOLANO Rohnert Park, California 94928-3609
File System SAN FRANCISCO SONOMA
YOLO (707)664-2494 Fax(707)664-3947
26 May 1994 °= y File No: 94-193
Roberta Mundie
C Mundie and Associates
3452 Sacramento Street
San Francisco, CA 94119
r--
Ure: Proposed Alignment of a Potential New Road in Contra Costa County, East of
I-680 and North of SR 4.
r-
U
Ms. Mundie:
r—�
L Review of records and literature on file at this office indicates that
the proposed project area contains no recorded prehistoric or historic
archaeological sites listed with the California Archaeological Inventory.
State and federal inventories (see attached) list no historic properties within
L the project area. Our records indicate that 75% of the project are has been
studied during eight federally, state and county generated projects
C (Archaeological Planning Collaborative 1980; Chavez 1992; Fredrickson 1976;
L Holman and Chavez 1977; Holman 1984; Holman 1988; Orlins 1987; & Thompson 1984)
Prehistoric sites in this portion of Contra Costa County tend to be
located around historic bay margins, on alluvial flats and at the base of hills
near former and existing water courses. Buried prehistoric sites have been
found in this region as well . There is often no evidence for these sites on
the ground surface. At Euroamerican contact, the Native Americans who lived in
Lthis area spoke a version of the Costanoan language called Karkin (Levey 1978) .
There is one prehistoric site within 1/4 mile of the project area. It is a
shell midden site located on an alluvial flat near Pacheco Creek. The project
L, area encompasses an alluvial flat, Pacheco Creek and the historic bay margins.
Given the close proximity of the shell mound to the project area and
similarities in environmental settings there is a possibility of prehistoric
L
sites within the project area. From the Literature reviewed there were no
LL� indications of historic resources in the study area.
L RECOMMENDATIONS:
1 ) There is a possibility of prehistoric and historic cultural resources
Land archival and field study of the areas not previously studied is recommended
as described below.
2) Review for possible historic structures has included only those
sources listed in the attached bibliography and should not be considered
comprehensive with respect to architecture. The Office of Historic
Preservation has determined that buildings and structures 45 years or older may
be of historic value. If the project area contains such properties, they
should be evaluated, prior to commencement of project activities.
LL
3) In the past, buried prehistoric sites have been discovered in this
!L region, therefore it is recommended that a qualified archaeologist be present
II_ during road construction activities.
t ----- ravy—marry rnec7 r-vvv- urcvC rupnlGrru-nrCa 'KrvrraCv ruyrcdl' ReGUnnd`r5sdllL:a—Vn—T 1'�C
at the Northwest Information Center, Rohnert Park, CA.
u
Welch, Lawrence E. t
1977 Soils Survey of Contra Costa County, California. United States Jowl
Department of Agriculture, Soil Conservation Service, in cooperation
with the University of California Agricultural Experiment Station.
n.p. j {
Woodbridge, Sally B.
1988 California Architecture: Historic American Buildings
Survey. Chronicle Books, San Francisco. ••
Works Progress Administration
1984 The WPA Guide to California. Reprint by Pantheon Books, New York. ,
(Originally published as California: A Guide to the Golden State in
1939 by Books, Inc. , distributed by Hastings House Publishers, New
York. )
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California Environmental Quality Act
NOTICE OF
Completion of Environmental impact Report
Negative Declaration of Environmental Significance
CONTRA COSTA COUNTY COMMUNITY DEVELOPMENT DEPARTMENT
65 PPINE STREET NORTH WING-4TH FLOOR MARTINEZ, CALIFORNIA 94553-0095
Telephone: (510) 646-2035 Contact Person: James W. Cutler
Project Description and Location:
CLOSURE OF SOLANO WAY AT THE AVON REFINERY County File #10-93-CO: Tosco
Refining Company has requested to close Solano Way to public through traffic between the
intersection of Solano Way at Waterfront Road and Imhoff Drive/Arnold Industrial Highway.
This closure would be attained by the installation of gates and security staff at Arnold
Industrial Highway and Waterfront Road to allow local users access to their facilities. The
company's proposal is to leave Solano Way in its physical existence and to maintain.the
roadway in the event it becomes necessary for public through traffic to resume using Solano
Way on an emergency basis.
The County of Contra Costa has requested the Applicant to investigate feasible alternate
routes in order to accommodate the public through traffic that is using Solano Way; these
include the Waterbird Way Extension and Evora Road. The Draft Environmental Impact Report
(DEIR) reviews the Circulation Element for the North Concord/West Martinez area. (CT
3200.01 and 3151)
i
The Environmental Impact Report is available for review at the address below:
Contra Costa County Community Development Department
651 Pine Street, North Wing - Fourth Floor
Martinez, CA 94553-0095
Review Period for Environmental Impact Report or Negative Declaration: March 24, 1995
May 8, 1995
By Livz ��
ommunity Development Department Representative
p15:Solano.NoC
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