Traffic (Congestion)

The operational impact on signalized intersections is considered significant when project-related traffic causes the intersection level of service to deteriorate from LOS D or better to LOS E or F, or from LOS E to LOS F.  The project may result in significant adverse impacts at intersections that operate at LOS E or F under existing conditions depending upon the magnitude of the project’s contribution to the worsening of the average delay per vehicle.

In addition, the project would have a significant adverse impact if it would cause major traffic hazards or contribute considerably to cumulative traffic increases that would cause deterioration in levels of service to unacceptable levels.

State CEQA Guidelines, Appendix G and San Francisco Planning Department

Traffic (Circulation)

A significant impact would occur if the project would substantially change traffic circulation patterns, creating an unusual safety hazard, or eliminating access to surrounding areas.

State CEQA Guidelines, Appendix G.

Parking

San Francisco does not consider parking supply as part of the permanent physical environment.  Parking conditions are not static, as parking supply and demand varies from day to day, from day to night, from month to month, etc.  Hence, the availability of parking spaces (or lack thereof) is not a permanent physical condition, but changes over time as people change their modes and patterns of travel. 

Parking deficits are considered to be social effects, rather than impacts on the physical environment as defined by CEQA.  Under CEQA, a project’s social impacts need not be treated as significant impacts on the environment.  Environmental documents should, however, address the secondary physical impacts that could be triggered by a social impact.  (CEQA Guidelines § 15131(a).)  The social inconvenience of parking deficits, such as having to hunt for scarce parking spaces, is not an environmental impact, but there may be secondary physical environmental impacts, such as increased traffic congestion at intersections, air quality impacts, safety impacts, or noise impacts caused by congestion.  In the experience of San Francisco transportation planners, however, the absence of a ready supply of parking spaces, combined with available alternatives to auto travel (e.g., transit service, taxis, bicycles or travel by foot) and a relatively dense pattern of urban development, induces many drivers to seek and find alternative parking facilities, shift to other modes of travel, or change their overall travel habits. Any such resulting shifts to transit service in particular, would be in keeping with the City’s “Transit First” policy.  The City’s Transit First Policy, established in the City’s Charter Section 16.102 provides that “parking policies for areas well served by public transit.

The transportation analysis accounts for potential secondary effects, such as cars circling and looking for a parking space in areas of limited parking supply, by assuming that all drivers would attempt to find parking at or near the project site and then seek parking farther away if convenient parking is unavailable.  Moreover, the secondary effects of drivers searching for parking is typically offset by a reduction in vehicle trips due to others who are aware of constrained parking conditions in a given area.  Hence, any secondary environmental impacts which may result from a shortfall in parking in the vicinity of the proposed project would be minor, and the traffic assignments used in the transportation analysis, as well as in the associated air quality, noise and pedestrian safety analyses, reasonably addresses potential secondary effects.

San Francisco Planning Department

Transit Services and Accessibility

The project would have a significant effect on the environment if it would cause a substantial increase in transit demand that could not be accommodated by adjacent transit capacity, resulting in unacceptable levels of transit service; or cause a substantial increase in delays or operating costs such that significant adverse impacts in transit service levels could result.

San Francisco Planning Department

Pedestrians

The project would have a significant effect on the environment if it would result in substantial overcrowding on public sidewalks, create potentially hazardous conditions for pedestrians, or otherwise interfere with pedestrian accessibility to the site and adjoining areas.

San Francisco Planning Department

Bicycles

The project would have a significant effect on the environment if it would create potentially hazardous conditions for bicyclists or otherwise substantially interfere with bicycle accessibility to the site and adjoining areas.

San Francisco Planning Department

Loading Activities

A project would have a significant effect on the environment if it would result in a loading demand during the peak hour of loading activities that could not be accommodated within proposed on-site loading facilities or within convenient on-street loading zones, and created potentially hazardous conditions or significant delays affecting traffic, transit, bicycles or pedestrians.

San Francisco Planning Department

Land Use

A significant impact would occur if the project would physically divide an established community; have a substantial adverse impact upon the existing character of the project’s vicinity or conflict with any applicable land use plan, policy or regulation adopted for the purpose of avoiding or mitigating an environmental affect.

State CEQA Guidelines, Appendix G.

Population/Housing

A significant impact would occur if the project would directly or indirectly induce substantial population growth in an area or displace substantial numbers of existing housing units or residents requiring the construction of replacement housing elsewhere.

Unlike NEPA, CEQA does not require a discussion of socioeconomic effects, except where they would result in physical changes, and states that social or economic effects shall not be treated as significant effects unless there is a physical effect.

State CEQA Guidelines, Appendix G.

CEQA Guidelines Sections 15064(e) and 15131

Community Facilities and Services

A significant impact would occur if the project would: conflict with established recreational, educational or religious uses; conflict with adopted plans and goals of the community; or create additional demand for public service facilities, the expansion of which would result in significant environmental impact.  A significant impact would also occur if acceptable service ratios, response times or other performance objectives for Fire, Police, schools, parks or other public facilities would not be maintained or if the project would increase the use of public facilities such that substantial physical deterioration would occur or be accelerated.

State CEQA Guidelines, Appendix G.

Cultural Resources

A project is normally found to have a significant impact on the environment if the project would have a substantial adverse change to an historic resource – an archaeological site, an historic architectural structure, or an historic district.

A “historic resource” is defined as a resource that is listed in or determined eligible for listing in the California Register of Historic Resources; listed in or determined eligible for listing in the National Register of Historic Places; one that is included as significant in a locally adopted register such as Article 10 and 11 of the San Francisco Planning Code; or one determined by the lead agency to be historically significant.

A resource that is deemed significant due to its identification in a historic resource survey that meets the criteria of Public Resources Code Section 5024.1(g) would be presumed an historic resource unless a preponderance of evidence demonstrates otherwise. A “substantial adverse change” is defined as demolition, destruction, relocation, or alteration of the resource or its immediate surroundings such that the significance of the resource would be materially impaired (a major change to the defining elements of historic character).

A project may be found to have a significant impact on an archeological resource if it would impair or have a substantial adverse change to a resource that has been deemed an “historical resource” or a “unique archeological resource” or where it can be demonstrated that there is a potential for the resource to significantly contribute to questions of scientific or historical importance. Destruction of a unique paleontological site or geological feature or disturbance of human remains would also be considered a significant adverse effect of a project.

State CEQA Guidelines, Appendix G, Section 21084.1 and San Francisco Planning Department

Visual and Aesthetics

Would the project have a substantial effect on a scenic vista ,substantially degrade the existing visual character or the quality of the site and its surroundings, or generate obtrusive light or glare that would adversely affect day and nighttime views or substantially affect other properties?

The project would have a significant effect on the environment if it would substantially damage degrade or obstruct publicly accessible views and resources or result in a substantial, demonstrable negative aesthetic effect;

State CEQA Guidelines, Appendix G.

San Francisco Planning Department

Shadow

A project would have a significant effect if it would result in substantial new shadow on public open space under the jurisdiction of the Recreation and Park Commission during the period from one hour after sunrise to one hour before sunset, at any time of the year.

A project could also have a significant effect if it were to cast shadow so that direct sunlight was not maintained on named sidewalks in the downtown C-3 districts as defined in San Francisco Planning Code Section 146.

San Francisco Planning Code, Sections 295 and 146

Utilities

A significant impact would occur if the project would conflict with wastewater treatment requirements of the Bay Area Regional water Quality Control Board or require or result in the construction of:  new water or wastewater treatment facilities or new storm water drainage facilities the construction of which would cause significant environmental effects.  A significant impact would also occur if there were not sufficient water, wastewater treatment or landfill facilities available to serve the projects needs.

Derived from State CEQA Guidelines, Appendix G

Energy

A significant impact would occur if the project would encourage activities which result in the use of large amounts of fuel, water or energy; or use fuel, water, or energy in a wasteful manner.

Derived from State CEQA Guidelines, Appendix G

Geology and Seismicity

A significant impact would occur if the project would expose people or structures to major geologic hazards such as rupture of a known earthquake fault, strong seismic ground-shaking, liquefaction or landslides.  A significant impact would also occur if the project resulted in substantial soil erosion, loss of topsoil or a substantial change in the topography of any unique geologic or physical features or if it were located on unstable or expansive soils so that there were substantial risks to life or property.

State CEQA Guidelines, Appendix G.

Hydrology and Water Quality

A significant impact would occur if the project would violate any water quality standards or waste discharge requirements, substantially change the existing drainage patterns, create or contribute substantially to runoff water that exceeds the existing or planned stormwater system or cause substantial flooding, erosion, or siltation, or would substantially degrade water quality, or would substantially degrade or deplete ground water resources.

Derived from State CEQA Guidelines, Appendix G

Biological Resources

A project would have significant impact if there were a substantial adverse effect, either directly or through habitat modifications, on any species identified as a candidate, sensitive, or special status species in local or regional plans, policies, or regulations, or if there would be a substantial adverse effect on any riparian habitat or other sensitive natural community identified in local or regional plans, policies, regulations or by the California Department of Fish and Game or U.S. Fish and Wildlife Service.

A significant impact would also occur if the project were to substantially conflict with any local policies or ordinances protecting biological resources, such as natural areas or policies of the Open Space/Recreation Element or with the provisions of an adopted Habitat Conservation Plan, Natural Community Conservation Plan, or other approved local, regional, or state habitat conservation plan.

State CEQA Guidelines, Appendix G

Hazards /Hazardous  Materials

A significant impact would occur if the project would create a potential public health hazard involving the transport, use, production, or disposal of materials which pose a hazard to people or animal or plant populations in the area affected, or if the project  would emit hazardous emissions or handle hazardous or acutely hazardous materials, substances, or waste within one-quarter mile of an existing or proposed school, or be located on a site which is included on a list of hazardous materials sites compiled pursuant to Government Code 65962.5 or within the area in San Francisco identified pursuant to Article 20 of the S.F. Health Code (Maher Area) and, as a result, would create a significant hazard to the public or the environment.

A significant impact would also occur if the project would impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation.

State CEQA Guidelines, Appendix G; City and County of San Francisco Health Code

Air Quality

A significant impact would occur if the project would violate any ambient air quality standard (NAAQS or CAAQS) or obstruct implementation of the current BAAQMD Clean Air Plan, increase the number or frequency of violations of air quality standards, contribute substantially to an existing or projected air quality violations, expose sensitive receptors to substantial pollutant concentrations or cause objectionable odors affecting a substantial number of people.

State CEQA Guidelines, Appendix G; US EPA; BAAQMD

Noise and Vibration

A significant impact would occur if the project would create a substantial permanent increase in the ambient noise levels above levels common and accepted in urban areas resulting in the exposure of people to noise levels in excess of local noise ordinance established standards and affect the use or enjoyment of nearby areas. A noise increase of 10 db is perceived as a doubling of noise, and is generally considered substantial.

A significant impact would occur if the project would expose people to excessive and intrusive groundborne vibration or a groundborne noise level substantially affecting adjacent land uses. A vibration level of 75 VdB is generally considered intrusive for residential land uses.

A significant impact would also occur if the project were to expose people to existing excessive ambient noise levels in the project vicinity.

State CEQA Guidelines, Appendix G

Construction Period Effects

Construction impacts on traffic, transit, noise, air quality, and the visual environment would generally not be considered significant since construction-related changes are by their nature temporary. A significant impact would occur only if temporary effects substantially affected accessibility to an area for a long period of time, or posed a severe health or safety threat.

San Francisco Planning Department; State CEQA Guidelines, Section 15382

TRANSPORTATION

Transit

  Construction

No construction impacts.

[begin deletion] Less-than-Significant Impact: [end deletion]

1. Temporary reduction in traffic lanes on King, Third, Fourth, Harrison, Kearny, Geary, and Stockton Streets during construction would disrupt transit operations.

2. F-line service would be temporarily disrupted for the subway crossing of Market Street.

3. Rerouting of the 30-Stockton and 45-Union/Stockton trolley bus lines would likely be required.

Improvement Measures:

1. DPT will develop detour routes for all non-transit related traffic to minimize the construction disruption to transit.

2. Overhead wires for the 30-Stockton and the 45-Union/Stockton lines will be temporarily relocated or reconstructed to alternative routes where feasible or motor coaches would be temporarily substituted on alternative routes.

[begin deletion] Less-than-Significant Impact: [end deletion]

Same as Alternative 2, except:

1. Reduction in traffic lanes would not occur on Third, Harrison, Kearny, or Geary Streets

2. Buses would be temporarily rerouted to the west side of Fourth Street.

3. The bus stop at the southwest corner of Fourth and Howard Streets would be temporarily relocated.

4. Construction of a TBM retrieval shaft near Washington Square would require temporary relocation of bus stops for the 30-Stockton and 45-Union/ Stockton and possible temporary shifting of overhead wires to accommodate continued transit service.

[begin deletion] 5. Excavation of the construction shaft under the I-80 freeway between Bryant and Harrison Streets would also impact Golden Gate Transit bus operations. [end deletion]

[begin deletion] 6. Temporary disruption to BART service could occur [end deletion]

[begin deletion] Less-than-Significant Impact: [end deletion]

Same as Alternative 3A, except:

1. The overall project duration of construction would be .5 years shorter.

2. The bus stop at the southwest corner of Fourth and Howard Streets would not need to be relocated.

[begin deletion] 3. The BART entry at One Stockton Street would need to be closed temporarily during construction. [end deletion]

Improvement Measures:

Same as Alternative [begin insertion] 2 [end insertion] [begin deletion] 3A. [end deletion]

Environmental Area/Impacts

Alternative 1 -No Project/TSM

Alternative 2 - EIS/EIR Enhanced Alignment

Alternative 3A - Fourth/Stockton Alignment Option A

Alternative 3B - Fourth/Stockton Alignment Option B

[begin deletion] [end deletion]

3. SFMTA will provide signing

related to transit changes in Chinese as well as English.

[begin deletion] during construction. [end deletion]

[begin deletion] [end deletion]

Improvement Measures:

Same is Alternative 2 [begin deletion] , except SFMTA would coordinate with TJPA and GGBHTD to minimize construction impacts on Golden Gate Transit.  SFMTA would stage excavation shaft construction and utility relocation to maintain access to the bus storage facility by Golden Gate buses and work with GGBHTD to develop bus detour routing plans for continued access.  Access to the construction shaft would be scheduled to avoid conflict with the active bus periods. [end deletion]

[begin deletion] [end deletion]

[begin deletion] MTA and BART will prepare and enter into a Station Improvement Coordination Plan to include construction management procedures and processes to address any and all construction and operational impacts resulting from the tuneel boring.  MTA will also coordinate with BART to develop bus bridges, if needed, public outreach, and other programs to minimize impacts to transit riders during construction. [end deletion]

[begin deletion] [end deletion]

Operation/Cumulative

[begin deletion] Less-than-Significant Impact: [end deletion]

[begin deletion] Less-than-Significant Impact: [end deletion]

[begin deletion] Less-than-Significant Impact: [end deletion]

[begin deletion] Less-than-Significant Impact: [end deletion]

Environmental Area/Impacts

Alternative 1 -No Project/TSM

Alternative 2 - EIS/EIR Enhanced Alignment

Alternative 3A - Fourth/Stockton Alignment Option A

Alternative 3B - Fourth/Stockton Alignment Option B

1. Muni Metro rail service on the Embarcadero and the 9 [begin deletion] A [end deletion] X San Bruno express buses are projected to experience capacity issues by 2030. The capacity constraints on the Embarcadero rail line between Market Street and Folsom Street would preclude capacity improvements for the rail service. 

2. Surface transit travel times would increase as a result of increased congestion on  streets.

Improvement  Measure:

Muni will monitor ridership levels and modify service plans to increase transit capacity as ridership demand warrants.

The Central Subway rail service and the 9AX [begin insertion] /BX [end insertion] San Bruno express buses are projected to experience capacity issues by 2030.

Improvement Measure:

Same as Alternative 1.

Same as Alternative 2 [begin deletion] , except the Powell Street Station may also experience capacity issues at the concourse level due to increased passenger activity at the northeast end of the station. [end deletion]

Improvement Measure:

Same as Alternative 2 [begin deletion] , except the MTA and BART will prepare and enter into a Station Improvement Coordination Plan for the Powell Street Station that will provide for, at a minimum, implementation of allocation of cost for any station infrastructure improvements necessary to maintain pedestrian safety and a pedestrian level of service of D or better at the Powell Street Station as a result of the Central Subway Project [end deletion] .

[begin deletion] 1. [end deletion] The Central Subway rail service [begin deletion] and the 9AX San Bruno Express are [end deletion] [begin insertion] is [end insertion] projected to experience capacity issues by 2030.

[begin deletion] 2. The Powell Street Station may also experience capacity issues at the concourse level due to increased passenger activity at the northeast end of the station. [end deletion]

Improvement Measure:

Same as Alternative [begin insertion] 2 [end insertion] [begin deletion] , 3A [end deletion] .

Traffic

  Construction

No construction impacts.

[begin deletion] Less-than-Significant Impact: [end deletion]

1. Temporary reduction in traffic lanes on King, Third, Fourth, Harrison, Kearny, Geary, and Stockton Streets during construction would disrupt  traffic flows.

2.  The subway crossing of Market Street would disrupt traffic.

Improvement Measures:

DPT will develop detour routes for all non-transit related traffic

[begin deletion] Less-than-Significant Impact: [end deletion]

Temporary reduction in traffic lanes on Fourth and Stockton Streets during construction would disrupt traffic flows.

Improvement Measures:

Same as Alternative 2.

[begin deletion] Less-than-Significant Impact: [end deletion]

Same as Alternative 3A, except the overall duration would be 0.5 years shorter.

Improvement Measures:

Same as Alternative 2.

Environmental Area/Impacts

Alternative 1 -No Project/TSM

Alternative 2 - EIS/EIR Enhanced Alignment

Alternative 3A - Fourth/Stockton Alignment Option A

Alternative 3B - Fourth/Stockton Alignment Option B

to minimize the construction

disruption to traffic.

 Operation/Cumulative

Significant Impacts:

[begin insertion] Increases in traffic congestion and delays would occur in 2030 at all of the five intersections evaluated as a result of cumulative traffic growth.  [end insertion] Third/King [begin insertion] (a.m. peak only), [end insertion] [begin deletion] Streets intersection would degrade from LOS E to LOS F in the a.m. peak hour and would continue to operate at LOS F in the p.m. peak hour [end deletion] .  Fourth/King [begin insertion] , [end insertion] and Sixth/Brannan Streets intersections would continue to operate at LOS E or F conditions in the a.m. and p.m. peak hours. [begin insertion]   The intersection of Fourth and Harrison Streets would degrade from LOS B to LOS E when compared to the existing conditions. [end insertion]

[begin insertion] Mitigation Measure: [end insertion]

[begin insertion] R [end insertion] [begin insertion] estriping the southbound curb lane of Fourth Street to accommodate a shared through/right-turn lane to Harrison Street would mitigate the impacts to LOS B resulting in a less-than-significant impact. Harrison Street would mitigate the impacts to LOS B resulting [end insertion] [begin insertion] in a less-than- [end insertion]

Significant Impacts:

[begin insertion] Increases in traffic congestion and delays would occur in 2030 at three out of the five intersections evaluated.  [end insertion] The Project would have a significant traffic impact at the Third/King Streets intersection in the a.m. peak hour due to degradation in LOS from [begin insertion] D [end insertion] [begin deletion] E [end deletion] to F when compared to the No Project/TSM Alternative and a cumulatively considerable contribution to the cumulative traffic impacts at the Sixth/Brannan Streets intersection during the p.m. peak hour in 2030.

Significant environmental effects which can not be avoided:

The traffic impacts at Third/King and Sixth/Brannan Streets intersections could not be reasonably mitigated to a less- than-significant level.

Significant Impacts:

[begin insertion] Increases in traffic congestion and delays would occur in 2030 at three out of the five intersections evaluated.  [end insertion] The Project would have a significant traffic impact at the Third/King Streets intersection in the a.m. peak hour due to a degradation in LOS from [begin insertion] D [end insertion] [begin deletion] E [end deletion] to F and at the Fourth/Harrison Streets intersection in the p.m. peak hour due to a degradation in LOS from C to E when compared to the No Project/ TSM Alternative.  This alternative would have a cumulatively considerable contribution to the adverse cumulative traffic impacts at the King Street intersections with Third and Fourth Streets and the Fourth/Harrison Streets intersection during the p.m. peak hour in 2030.

Mitigation Measure:

Restriping the southbound curb lane of Fourth Street to accommodate a shared through/right-turn lane to Harrison Street would mitigate the impacts to LOS B resulting in a less-than-significant

Significant Impacts:

1. Same as Alternative 3A, except the Project would also have [begin insertion] a significant impact at the Fourth/Harrison Streets intersection during the a.m. peak hour when compared to the No Project/TSM Alternative and [end insertion] a cumulatively considerable impact on the cumulative traffic impacts at the King Street and Third Streets intersection during a.m. peak hour [begin insertion] and the Fourth/Harrison Streets intersection during the p.m. peak hour [end insertion] in 2030.

2. In addition, the portal at Fourth Street under I-80 may restrict [begin insertion] access to the proposed bus storage facility at Perry Street and [end insertion] [begin deletion] large [end deletion] truck movements onto Stillman Street.

Mitigation Measures:

Same as Alternative 3A, in addition [begin deletion] SF [end deletion] MTA will explore [begin deletion] options [end deletion] [begin insertion] design modifications to the portal location [end insertion] [begin deletion] with Caltrans, the TJPA and Golden Gate Transit [end deletion] that will permit [begin insertion] bus access to Perry Street and [end insertion] truck access to Stillman Street [begin insertion] that will [end insertion] [begin deletion] to [end deletion] [begin insertion] [end insertion] reduce the impacts to

Environmental Area/Impacts

Alternative 1 -No Project/TSM

Alternative 2 - EIS/EIR Enhanced Alignment

Alternative 3A - Fourth/Stockton Alignment Option A

Alternative 3B - Fourth/Stockton Alignment Option B

[begin insertion] significant impact. [end insertion]

impact.

a less-than-significant level.

Environmental Area/Impacts

Alternative 1 -No Project/TSM

Alternative 2 - EIS/EIR Enhanced Alignment

Alternative 3A - Fourth/Stockton Alignment Option A

Alternative 3B - Fourth/Stockton Alignment Option B

Significant environmental effects which can not be avoided:

[begin insertion] None of the remaining traffic impacts could be reasonably mitigated. [end insertion] [begin deletion]   The traffic impacts at Third/King, Fourth/King, and Sixth/Brannan Streets intersections could not be reasonably mitigated to a less- than-significant level. [end deletion]

[begin deletion] [end deletion]

Significant environmental effects which can not be avoided:

The traffic impacts at the Third/King and Fourth/King Streets intersections could not be reasonably mitigated to a less- than-significant level.

Significant environmental effects which can not be avoided:

Same as Alternative 3A.

Freight and Loading

  Construction

No construction impacts.

[begin deletion] Less-than-Significant Impact: [end deletion]

1. During construction, temporary disruption to truck traffic flow and removal of on-street loading zones adjacent to construction work areas would occur along the Corridor on King, Third, Fourth, Harrison, Kearny, Geary, and Stockton Streets.

Improvement Measures;

1. DPT will develop detour routes for all non-transit related traffic to minimize the construction disruption to traffic.

2. Immediately adjacent to the construction zones, a portion of the curb parking should be converted to short-term truck

[begin deletion] Less-than-Significant Impact: [end deletion]

Same as Alternative 2, except there would be no loss of on- street loading zones on King, Third, Harrison, Kearny, or Geary Streets.

Improvement Measures:

Same as Alternative 2.

Significant Impacts:

Cumulative construction impacts could occur on the block bounded by Perry, Third, Stillman, and Fourth Streets due to sequential construction of the I-80 retrofit, Golden Gate Transit bus storage facility, and the Central Subway projects.

Mitigation Measures:

DPT will work with the property and business owners on Perry and Stillman Streets to develop temporary detour routes for traffic to maintain property access during construction.

With the implementation of this mitigation measure, the

[begin deletion] [end deletion]

loading zones to facilitate delivery of goods to nearby businesses.

[begin deletion] [end deletion]

construction freight and loading impacts on this block would be mitigated to a less-than-significant level.

[begin deletion] [end deletion]

[begin deletion] Less-than-Significant Impact: [end deletion]

Same as Alternative 3A.

Improvement Measures:

Same as Alternative 2.

  Operation/Cumulative

[begin deletion] Less-than-Significant Impact: [end deletion]

The increase in traffic volumes is expected to impact all traffic flows, but would not disproportionately affect truck traffic.

Improvement Measures:

No improvement measures are proposed.

[begin deletion] Less-than-Significant Impact: [end deletion]

Permanent removal of approximately 10 or 11 on-street loading spaces (3 on Third, Street, 2 on Fourth Street, and 5 or 6 near Union Square Station) would occur.

Improvement Measures;

During final design, new locations for off-street loading should be identified along Third and Fourth Streets, which may displace on-street parking.

[begin deletion] Less-than-Significant Impact: [end deletion]

Permanent removal of some on-street loading spaces on Fourth Street, 5 or 6 near Union Square Station, and two spaces on Stockton Street between Clay and Washington Streets would occur.

Improvement Measures;

During final design, new locations for off-street loading should be identified along Fourth Street or on Brannan Street for the 601 Lofts Building, which may displace on-street parking.

[begin deletion] Less-than-Significant Impact: [end deletion]

[begin deletion] 1. [end deletion] Permanent removal of some on-street loading spaces on Fourth Street and four spaces on Stockton Street between Washington and Jackson Streets would occur.

[begin deletion] 2. The access to Stillman Street for larger trucks would be restricted under this alternative due to the portal location. [end deletion]

Improvement Measures;

Same as Alternative 2 [begin deletion] , except SFMTA will explore with the TJPA and Golden Gate Transit options that will permit truck access to Stillman Street. [end deletion]

Parking

  Construction

No construction impacts.

[begin deletion] Less-than-Significant Impact: [end deletion]

1. All on-street parking would be temporarily prohibited in construction zones.

[begin deletion] Less-than-Significant Impact: [end deletion]

 Less than Alternative 2 because less surface disruption with TBM.

[begin deletion] Less-than-Significant Impact: [end deletion]

Same as Alternative 3A.

Improvement Measures;

Environmental Area/Impacts

Alternative 1 -No Project/TSM

Alternative 2 - EIS/EIR Enhanced Alignment

Alternative 3A - Fourth/Stockton Alignment Option A

Alternative 3B - Fourth/Stockton Alignment Option B

2. Use of the SXM would mean sequential loss of parking on a block by block basis along the

Improvement Measures;

[begin deletion] [end deletion]

Same as Alternative 2.

[begin deletion] [end deletion]

Corridor.

Improvement Measures;

1.  During construction, signs denoting alternative parking areas would be placed upstream of the construction zone.

2. Retained parking spaces should be designated for short-term and freight loading purposes.

Same as Alternative 2.

[begin deletion] [end deletion]

  Operation/Cumulative

No operation or cumulative impacts.

[begin deletion] Less-than-Significant Impact: [end deletion]

This alternative would eliminate 111 on-street parking spaces and 59 off-street parking spaces.

Improvement Measures;

No improvement measures are proposed.

[begin deletion] Less-than-Significant Impact: [end deletion]

This alternative would eliminate 29 on-street parking spaces and 29 off-street parking spaces.

Improvement Measures;

No improvement measures are proposed.

[begin deletion] Less-than-Significant Impact: [end deletion]

This alternative would eliminate 82 on-street parking spaces for the semi-exclusive option and [begin insertion] 81 [end insertion] [begin deletion] 79  [end deletion] spaces for the mixed-flow option and 59 off-street parking spaces.  [begin deletion] An additional 3 spaces may be removed on the north side of Ellis Street to accommodate emergency exiting. [end deletion]

Improvement Measures;

No improvement measures are proposed.

Pedestrians

  Construction

No construction impacts.

[begin deletion] Less-than-Significant Impact: [end deletion]

1. Sidewalks on one side of the street would be temporarily closed during excavation of each of the subway stations.

2. The west sidewalk of Stockton Street would be closed during the entire construction period adjacent to the Union Square and Chinatown stations.

Improvement Measures;

During excavation of subway stations, access to adjacent businesses should be maintained on the existing sidewalk or via temporary ADA compliant access ways.

[begin deletion] Less-than-Significant Impact: [end deletion]

Same as Alternative 2.

Improvement Measures:

Same as Alternative 2.

[begin deletion] Less-than-Significant Impact: [end deletion]

Same as Alternative 2, except that the west sidewalk on Stockton Street would be closed only during construction of the Chinatown Station

Improvement Measures;

Same as Alternative 2.

  Operation/Cumulative

No operation or cumulative impacts

[begin deletion] Less-than-Significant Impact: [end deletion]

Sidewalk widths would be reduced adjacent to the Market Street and Union Square Stations.

Improvement Measures;

1. During final design, consideration should be given to widening the Stockton Street sidewalks near Union Square or reducing the width of the stairways and escalators.

2.  Elevator shafts should be located so as not to block the line of sight of motorists exiting the garage to maximize pedestrian safety.

3.  During final design, elevators, escalators, and stairways should be located as close as possible to the primary circulation path to facilitate disabled access.

[begin deletion] Less-than-Significant Impact: [end deletion]

Sidewalk widths would be reduced adjacent to the Moscone and Union Square/Market Street Stations.

Improvement Measures;

Same as Alternative 2, except that consideration should also be given to securing an easement within the Moscone Center right-of-way to maintain a minimum sidewalk width adjacent to the Moscone Center on Fourth and Howard Streets at the station entrance.

[begin deletion] Less-than-Significant Impact: [end deletion]

Sidewalk widths on Geary Street would be reduced adjacent to the Union Square Station.

Improvement Measures;

1.  During final design consideration should be given to ensure that stairways and escalators would not compete with sidewalk space for pedestrians.

2.  Elevator shafts should be located so as not to block the line of sight of motorists exiting the garage to maximize pedestrian safety.

3.  During final design, elevators, escalators, and stairways should be located as close as possible to the primary circulation path to facilitate disabled access.

Bicycles

  Construction

No construction impacts.

[begin deletion] Less-than-Significant Impact: [end deletion]

1. During construction, congestion on Third and Fourth Streets resulting from the temporary lane reduction could divert traffic to Second and Fifth Streets, thereby impacting bicycle travel on Bicycle Routes # 11 and #19, respectively.

2. Temporary diversion of traffic from Geary and Stockton Streets could impact bicycle travel, especially on Route #17. 

3. Construction of the subway crossing of Market Street could impact travel on Bicycle Route #50 along Market Street .

Improvement Measures;

1.  During construction, it is recommended that every effort be made to maintain wide curb lanes to facilitate bicycle travel or to reroute bicycle travel to Second and Fifth Streets.

2.  Implementation of the bicycle improvements proposed on Second and Fifth Streets would facilitate bicycle travel on these routes.

[begin deletion] Less-than-Significant Impact: [end deletion]

Same as Alternative 2 except:

1. There would be no Third Street traffic diversion related to the Project.

2. There would be no disruption to Market Street at Third due to the shallow subway crossing.

Improvement Measures;

Same as Alternative 2.

[begin deletion] Less-than-Significant Impact: [end deletion]

Same as Alternative 3A.

Improvement Measures;

Same as Alternative  2.

  Operation/Cumulative

No operation or cumulative impacts

[begin deletion] Less-than-Significant Impact: [end deletion]

Diversion of traffic from Third and Fourth Street  resulting from increased congestion associated with the project implementation could permanently impact the proposed bicycle lanes along Second and Fifth Streets. 

Improvement Measures:

Implementation of the Second and Fifth Street bicycle projects are recommended to facilitate bicycle travel in South of Market.

[begin deletion] Less-than-Significant Impact: [end deletion]

Diversion of traffic from Fourth Street , resulting from increased congestion associated with the project implementation could permanently impact the proposed bicycle lanes along Second and Fifth Streets.

Improvement Measures:

Same as Alternative 2.

[begin deletion] Less-than-Significant Impact: [end deletion]

Same as Alternative 3A.

Improvement Measures:

Same as Alternative 2.

Emergency Vehicle Access

  Construction

No construction impacts.

[begin deletion] Less-than-Significant Impact: [end deletion]

1.  Response times from Fire Station #8 along Third and Fourth Streets would be impacted by construction along Third and Fourth Streets for approximately 18 to 24 months.

2.  Construction on the Union Square Station would affect response from Fire Station #1 times along Stockton Street for 12 to 18 months.

3.  Temporary lanes closures on Stockton Street for the construction of the Chinatown Station may affect response times from Fire Station #2.

Improvement Measures;

1. DPT will develop alternative detour routes for all general traffic to minimize the construction disruption to traffic flows and emergency vehicles.

2.  Contractor will be required to develop a site specific emergency access response plan as part of compliance with bid specifications.

[begin deletion] Less-than-Significant Impact: [end deletion]

Same as Alternative 2, except:

1. Construction would occur only on Fourth Street , not on Third Street and if the TBM were extracted in North Beach rather than in Chinatown, there would be one less week of potential disruption to Fire Station #2.

2. The following locations would have temporary disruption to emergency access: west side of Fourth Street between Clementina and Howard Streets; Moscone Center West at the northwest corner of Fourth and Howard Streets; east side of Stockton Street between Post and Ellis; west side of Stockton Street between O’Farrell and Ellis; and the southwest corner of Stockton and Clay Streets.

Improvement Measures;

Same as Alternative 2. 

[begin deletion] Less-than-Significant Impact: [end deletion]

Same as Alternative 3A, except: 1. There would be no impacts at Moscone Center West.

2. No impacts on Stockton Street between Post and Maiden Lane.

3. Access to the west side of Stockton Street between Washington and Jackson Streets would be restricted.

Improvement Measures;

Same as Alternative 2.

  Operation/Cumulative

No operation or cumulative impacts

[begin deletion] Less-than-Significant Impact: [end deletion]

The introduction of a single-track median in the middle of Fourth Street would require fire trucks exiting Fire Station #8 on Bluxome Street to cross the entire trackway to travel contra-flow on Fourth Street.

Improvement Measures;

DPT will be upgrading traffic signals with emergency vehicle preemption equipment in order to minimize the emergency response time and improve signal operations.

[begin deletion] Less-than-Significant Impact: [end deletion]

Same as Alternative 2, except there would be a double-track median to cross in Fourth Street.

Improvement Measures;

Same as Alternative 2.

[begin deletion] Less-than-Significant Impact: [end deletion]

Same as Alternative 3A, except the trackway would be about 3 feet wider than under Alternative 2 [begin deletion] and with two-way operation on Fourth Street, there would be no contra-flow travel [end deletion] .

Improvement Measures;

Same as Alternative 2.

LAND USE

  Construction

No construction impacts.

[begin deletion] Less-than-Significant Impact: [end deletion]

Construction would not cause a change in land use patterns or neighborhood character, but would temporarily disrupt access to the adjacent uses as described under Transportation.

Improvement Measures:

Public information programs and signage will be used to minimize impacts to adjacent land uses during construction.

[begin deletion] Less-than-Significant Impact: [end deletion]

Same as Alternative 2, but would have a lesser area of surface disruption.

Improvement Measures:

Same as Alternative 2.

[begin deletion] Less-than-Significant Impact: [end deletion]

Same as Alternative 3A, except that the surface area of disruption would be greater than under Alternative 3A [begin deletion] and an amendment of Planning Code would be required to allow the demolition of residential apartment units [end deletion] .

Improvement Measures:

Same as Alternative 2.

Operation/Cumulative

No operation or cumulative impacts.

[begin deletion] Less-than-Significant Impact: [end deletion]

Minor changes to land use or neighborhood character would be associated with the new station that would be built in the street (Third Street) or off-street for the subway sections as demolition of one building in Chinatown would be required.

[begin deletion] Less-than-Significant Impact: [end deletion]

Same as Alternative 2, except the Moscone Station would also replace a gas station.

[begin deletion] Less-than-Significant Impact: [end deletion]

Same as Alternative 3A.

SOCIOECONOMIC (POPULATION AND HOUSING)

  Construction

No construction impacts.

[begin deletion] Less-than-Significant Impact: [end deletion]

The Project would create temporary construction-related jobs that would not be expected to have a substantial effect on the regional population.

[begin deletion] Less-than-Significant Impact: [end deletion]

Same as Alternative 2.

[begin deletion] Less-than-Significant Impact: [end deletion]

Same as Alternative 2, [begin deletion] except an amendment of Planning Code would be required to allow the demolition of residential apartment units [end deletion] .

Operation/Cumulative

[begin deletion] Less-than-Significant Impacts: [end deletion]

1.  Lack of transit investment could result in long-term degradation of mobility in the Corridor, but would not be expected to have a major affect on planned employment and population growth.

[begin deletion] Significant Impacts: [end deletion]

Acquisition of one parcel for the Chinatown Station would cause the displacement of 10 small businesses [begin insertion] and one or two residential units [end insertion] in a predominantly minority and low income neighborhood. [begin insertion]   All displaced residents would be relocated. [end insertion]

[begin deletion] [end deletion]

[begin deletion] Mitigation Measures: [end deletion]

Redevelop the Chinatown Station site with affordable housing units above the station and ground floor retail where possible.

[begin deletion] [end deletion]

Significant environmental effects which can not be avoided:

The construction of new [begin insertion] affordable housing units [begin deletion] / [end deletion] [end insertion] [begin deletion] ground floor retail [end deletion] would not mitigate to a less-than-significant level the disruption to existing [begin insertion] residents and [end insertion] small businesses associated with the temporary dislocation as new units are constructed..

[begin deletion] Less-than-Significant Impacts: [end deletion]

1. The Project would create 40 new jobs that would not be expected to have a long-term major impact on the employment or population characteristics of the city or the region.

2. The Project would require the acquisition of 4 easements and the displacement of 30 private and 29 public off-street parking spaces.

3.  The greatest amount of business [begin insertion] and residential [end insertion] displacement would occur in the Chinatown neighborhood, but the neighborhood would receive increased accessibility as called for in the Project Purpose & Need.

4. There would be displacement of subsurface basement uses along Stockton Street at the Union Square Station and along Market Street between the Powell and Montgomery Street BART Stations.

Improvement measures:

No improvement measures would be required as acquisition and relocation activities would follow the Uniform Relocation Act and eminent domain law.

[begin deletion] Significant Impacts: [end deletion]

Same as Alternative 2.

[begin deletion] [end deletion]

[begin deletion] Mitigation Measures: [end deletion]

Same as Alternative 2.

[begin deletion] [end deletion]

Significant environmental effects which can not be avoided:

Same as Alternative 2.

[begin deletion] Less-than-Significant Impacts: [end deletion]

Same as Alternative 2, except:

1. Alternative 3A would displace only 29 public off-street parking spaces.

2. Would require acquisition of an additional parcel for the Moscone Station causing the displacement of one business.

3. Would not result in the displacement of subsurface basement uses along Market Street.

Improvement measures:

Same as Alternative 2.

[begin deletion] Significant Impacts: [end deletion]

Acquisition of one parcel for the Chinatown Station would cause the displacement of 8 small businesses and 17 residential units in a predominantly minority and low income neighborhood.

[begin deletion] [end deletion]

[begin deletion] Mitigation Measures: [end deletion]

Same as Alternative 2 [begin deletion] , except the loss of affordable housing would not mitigate to a less-than significant level the disruption to existing residents as well as businesses [end deletion] .

[begin deletion] [end deletion]

Significant environmental effects which can not be avoided:

Same as Alternative 2.

[begin deletion] Less-than-Significant Impacts: [end deletion]

Same as Alternative 2, except:

1.  The Project would require the acquisition of 2 easements and the displacement of 59 public off-street parking spaces.

3. Would not result in the displacement of subsurface basement uses along Market Street.

Improvement measures:

Same as Alternative 2.

COMMUNITY FACILITIES

  Construction

No construction impacts.

[begin deletion] Less-than-Significant Impacts: [end deletion]

1.  Construction of this alternative could temporarily disrupt access to community facilities and parks along the Corridor (Union Square and Willie “Woo Woo” Wong Playground).

2.  Lane closures during construction could affect emergency vehicle access time, particularly for Fire Station #8 which is located on Bluxome Street off of Fourth Street.

3.  Station construction at Union Square and Chinatown Stations and adjacent to Yerba Buena Gardens  would result in temporary noise and dust impacts for park users, which would be minimized by adherence to noise regulations.

4.  Emergency access and circulation could be temporarily disrupted on streets leading to construction sites.

Improvement Measures:

1.  Pedestrian access would be maintained to all community facilities, parks, and recreation areas during construction.

2. Traffic detours will be put in place to minimize disruption to traffic and public transit along the Corridor.

3.  Noise limits will be included in the specifications to ensure that construction is in compliance with City regulations.

4.  A temporary noise wall will be constructed east of the Chinatown Station site to minimize noise and dust impacts to the Willie “Woo Woo” Wong Playground during construction.

5.  Use of a uniform police officer or traffic control officer, paid for by MTA, at construction sites could facilitate traffic flows.

[begin deletion] Less-than-Significant Impacts: [end deletion]

Impacts would be less than those identified for Alternative 2 as Third, Harrison, Kearny, and Geary Streets would not be disrupted.  The use of the TBM would result in less surface disruption than would occur under the surface excavation method used in Alternative 2.

Improvement Measures:

Same as Alternative 2.

[begin deletion] Less-than-Significant Impacts: [end deletion]

Impacts same as Alternative 2, except the impacts would not occur for Willie “Woo Woo” Wong Playground.  Construction impacts would occur at the Gordon Lau Elementary School. 

Improvement Measures:

Same as Alternative 2, except no noise wall would be required at Willie “Woo Woo” Wong Playground.

Operation

[begin deletion] Less-than-Significant Impacts: [end deletion]

1.  Lack of transit investment could result in long-term degradation of mobility in the Corridor, but would not be expected to have a major affect on access to community facilities, parklands, or recreational facilities or cause major impedance for emergency response times.

[begin deletion] Less-than-Significant Impacts: [end deletion]

1. The placement of vent shafts and station entries and elevators in Union Square Plaza would permanently remove 1,517 square feet of open space for transportation purposes.

2.  Pedestrian traffic to and from the Union Square plaza would be increased as would pedestrian traffic on Hang Ah Alley.

Improvement Measures:

1. During the final design, minimize the footprint of station entrances in Union Square plaza and locate them in such a manner as to minimize disruption to park users.

2. Design subway entrances so they are visually integrated with the existing park design.

3. Ensure subway entrances are maintained by MTA on a regular basis to keep them free of litter and graffiti in perpetuity.

4. The secondary access to the Chinatown Station could be closed to minimize impacts to Hang Ah Alley.

[begin deletion] Less-than-Significant Impacts: [end deletion]

Same as described for Alternative 2 [begin deletion] , except improvements to the existing Powell Street Station, as needed for the connection to the UMS Station, will be addressed in cooperation with BART during final design of the station connections.  This will include assessment and, if necessary, implementation of improvements to the existing vertical circulation, platform capacity, lighting, ventilation system, fire suppression system and way-finding.  The emergency ventilation system for the UMS shall be designed and operating procedures written/revised and tested to ensure that the UMS and Powell Street Station emergency ventilation systems do not adversely affect each other during an emergency event or system test [end deletion] .

Improvement Measures:

Same as described for Alternative 2.

[begin deletion] Less-than-Significant Impacts: [end deletion]

Same as Alternative [begin insertion] 2 [end insertion] [begin deletion] 3A [end deletion] , except that only 1,690 square feet of open space would be permanently removed for transportation purposes in Union Square.  The vent shafts would be located in the Ellis/O’Farrell garage rather than in Union Square.  Access to the Union Square/Market Street Station would be from Geary Street and would not result in increased pedestrian traffic through the plaza and access to and from Willie “Woo Woo” Wong Playground would not be impacted.

Improvement Measures:

Same as Alternative 2, except closure of Hang Ah Alley would not be relevant.

Cumulative

Same as operation impacts described above for Alternative 1.

Less-than-Significant Impacts.

Growth in the Study Area in conjunction with increased access could place increased demands on community facilities, parks, and recreation facilities. 

Less-than-Significant Impacts.

Same as Alternative 2.

Less-than-Significant Impacts.

Same as Alternative 2.

CULTURAL RESOURCES

Archaeological

  Construction

No construction impacts.

Significant Impacts:

1.  One known prehistoric archaeological resource (CA-SFR-2) may be impacted as a result of construction trenching on Third Street, between Folsom and Bryant Streets.

 2.  At least 14 locations were identified in this alignment as sensitive for the presence of prehistoric archaeological resources.

3.  Six locations where historical archaeological resources might be uncovered were identified in the alignment.

Mitigation Measures:

1.  Consistent with the SHPO Programmatic Agreement and the MOU with the City, MTA would work with a qualified archaeologist to ensure that all state and federal regulations regarding Native American concerns are enforced.

2,  Limited subsurface testing in identified archaeologically sensitive areas shall be conducted once an alignment has been selected.

3.  During construction, archaeological monitoring shall be conducted in those sections of the alignment identified in the HCASR and through pre-construction testing as moderately to highly sensitive for prehistoric and historic-era archaeological deposits.

4.  Upon completion of archaeological field investigations, a comprehensive technical report shall be prepared for approval by the San Francisco Environmental Review Officer and SHPO that describes the archaeological findings and interpretations in accordance with state and federal guidelines.

5.  If unanticipated cultural deposits are found during subsurface construction, soil disturbing activities in the vicinity of the find shall be halted until a qualified archaeologist can assess the discovery and make recommendations for evaluation and appropriate treatment in keeping with adopted regulations and policies.

Significant environmental effects which can not be avoided:

There is no absolute assurance that the impacts to archaeological resources can be mitigated to a less-than-significant level.

Significant Impacts:

1.  At least 6 locations were identified in this alignment as sensitive for the presence of prehistoric archaeological resources.

2.  One known historical archaeological resource (CA-SFR-137H) may be impacted as a result of the placement of a construction yard in this alignment.

3.  Fifteen locations where historical archaeological resources might be uncovered were identified in the alignment.

Mitigation Measures:

Same as Alternative 2.

Significant Impacts:

Same as Alternative 3A, except 13 locations have been identified along the alignment, where historical archaeological resources may be uncovered during construction.

Mitigation Measures:

Same as Alternative 2.

Operation

No operational impacts.

No operational impacts.

No operational impacts.

No operational impacts.

Cumulative

No cumulative impacts.

No cumulative impacts.

No cumulative impacts.

No cumulative impacts.

Historic Architectural Resources

  Construction

No construction impacts.

Significant Impacts:

1,  One historical architectural resource located at 814-828 Stockton Street that is contributory to the Chinatown Historic District would be demolished to construct the Chinatown Station. Removal of this building would have an adverse effect on the Historic District.

2.  34 historical architectural resources along the alignment could potentially be affected by temporary construction-related ground-borne vibration or visual impacts.

Mitigation Measures:

1.  Partial preservation of 814-828 Stockton Street or incorporation of elements of 814-828 Stockton Street into the design of the new station building; salvage significant architectural features from the building for conservation into a historical display or exhibit in the new Chinatown station or in museums; and/or develop a permanent interpretive display for public use on the T-Third line cars or station walls. 

Significant environmental effects which can not be avoided:

Implementation of these mitigation measures would not reduce the impacts to historical resources to a less-than-significant level; significant adverse impacts to historic resources and to the Historic District would occur.

Improvement Measures:

1.  If the 814-828 Stockton Street building is demolished, perform a Historic American Buildings Survey/Historic American engineering Record documentation.

2.  Pre-drilling for pile installation in areas that would employ seacant piles with ground-supporting walls in the cut-and-cover areas would reduce the potential effects of vibration.

3.  Vibration monitoring of historic structures adjacent to tunnels and portals will be specified in the construction documents to ensure that historic properties do not sustain damage during construction.  Vibration impacts would be mitigated to a less-than-significant level.  If a mitigation monitoring plan provides the following: 

a.  The contractor will be responsible for the protection of vibration-sensitive historic building structures that are within 200 feet of any construction activity. 

b.  The maximum peak particle vibration (PPV) velocity level, in any direction, at any of these historic structures should not exceed 0.12 inches/second for any length of time. 

c.  The Contractor will be required to perform periodic vibration monitoring at the closest structure to ground disturbing construction activities, such as tunneling and station excavation, using approved seismographs. 

d.  If at any time the construction activity exceeds this level, that activity will immediately be halted until such time as an alternative construction method can be identified that would result in lower vibration levels.

Significant Impacts:

Same as Alternative 2, except 25 (34 if the North Beach Construction Variant is implemented) historical architectural resources have the potential for temporary construction effects from ground-borne vibration or visual disturbance.

Mitigation Measures:

Same as Alternative 2.

Significant Impacts:

1,  One historical architectural resource located at 933-949 Stockton Street that is contributory to the Chinatown Historic District would be demolished to construct the Chinatown Station.  This would have an adverse effect on the Historic District.

2.  25 historical architectural resources along the alignment could potentially be impacted by construction-related ground-borne vibration and visual disturbance.

Mitigation Measures:

Same as Alternative 2, except the historic resource is 933-949 Stockton Street.

  Operation

No operational impacts.

Significant Impacts:

1.  Construction of a new station in Chinatown on a site occupied by an historic structure would create a visual break in the cohesive grouping of contextually-related buildings resulting in potential adverse impacts to the Chinatown Historic District.

Mitigation Measures:

Same as outlined for Construction impacts above.

Significant environmental effects which can not be avoided:

Implementation of these mitigation measures would not reduce the impacts to historical resources to a less-than-significant level; significant adverse impacts to historic resources would occur.

Less-than-Significant Impacts:

Station entrances located in Union Square would permanently alter the plaza and parking garage, but would not be considered significant due to the recently redesigned landscape of the plaza.

Improvement Measures:

1.  Potential visual impacts at Union Square and Chinatown Stations will be minimized through the use of design and architectural materials that would be compatible with the surrounding structures and landscape.  All final designs for stations will be subject to Design Review by the City.

2.  The design for each of the new stations will be reviewed by the Environmental Review Officer, the City Preservation Officer, and a historic architect hired by MTA for compliance with the Secretary of Interior’s standards based on their compatibility with the character-defining features of each of the districts.

Significant Impacts:

Same as Alternative 2.

Mitigation Measures:

Same as Alternative 2.

Significant environmental effects which can not be avoided:

Same as Alternative 2.

Less-Than-Significant Impacts:

Same as Alternative 2.

Improvement Measures:

Same as Alternative 2.

Significant Impacts:

Same as Alternative 2.

Mitigation Measures:

Same as Alternative 2.

Significant environmental effects which can not be avoided:

Same as Alternative 2.

Less-Than-Significant Impacts:

Same as Alternative 2.

Improvement Measures:

Same as Alternative 2.

  Cumulative

No cumulative impacts.

No cumulative impacts.

No cumulative impacts.

No cumulative impacts.

VISUAL AND AESTHETIC RESOURCES

  Construction

No construction impacts.

Less-than-Significant Impacts:

The presence of construction equipment at the Moscone, Union Square, and Chinatown Station locations would temporarily obstruct public views of these scenic landscapes and would temporarily change the streetscape along the Corridor.

Improvement Measures:

1.  Construction staging areas and excavation sites will be screened from view during construction.

2.  In visually sensitive landscapes, like Union Square and Chinatown, temporary screening or physical barriers (noise walls) around the station construction sites and shaded night lights are recommended to reduce the visual effects of construction equipment and to reduce glare.

Less-than-Significant Impacts:

Same as Alternative 2, except the North Beach Construction Variant would introduce temporary visual impacts near Washington Square.

Improvement Measures:

Same as Alternative 2.

Less-than-Significant Impacts:

Same as Alternative 3A.

Improvement Measures:

Same as Alternative 2.

Operation/Cumulative

No operational or cumulative impacts.

Less-than-Significant Impacts:

1.  The portals on Third and Fourth Street would introduce new visual elements on the streetscape that would be visible to motorists, pedestrians, and adjacent residents and businesses.

2.  The station entrances at Moscone Station would be located in the Tehama Pedestrian Way and vent shafts along the southeast exterior of the Moscone Center; they would not detract from existing architecture or landscape features.

3. Utility cabinets would be installed along the east and west sides of the Mission and Third Street intersections and would be visible to pedestrians.

4.  Station entrances and vent shafts for the Union Square Station would be visible in the plaza from Maiden Lane and the east side of Stockton Street.

5.  The demolition of an existing building to accommodate the Chinatown Station and the construction of a new station entrance and transit-oriented development in the future would visually change the street façade along Stockton Street and also the view from Willie “Woo Woo” Wong Playground.

6.  There would be minor shading of the tennis courts at Willie “Woo Woo” Wong Playground, but would not be considered substantial in the context of the adjacent 4- and 6-story buildings.

Improvement Measures:

Station architectural treatment for the exterior façade in the visually sensitive Union Square and Chinatown station areas would be developed during preliminary and final design in consultation with the Planning, Recreation and Parks Departments, the Union Square Merchants Association, and the Chinatown Association.

Less-than-Significant Impacts:

1.  The portals on Fourth Street would introduce new visual elements on the streetscape that would be visible to motorists, pedestrians, and adjacent residents and businesses.

2.  The station entrances and vent shafts at Moscone Station would be located at an off-street location.  This would require the demolition of an existing gas station and construction of a station entrance and transit-oriented development in the future which would change the visual character at the southwest corner of Fourth and Clementina Streets.

3.  Visual impacts for the Union Square/Market Street and the Chinatown Stations would be the same as described for Alternative 2.

Improvement Measures:

Same as Alternative 2.

Less-than-Significant Impacts:

1.  By moving the portals on Fourth Street to under the freeway, the visual impacts to pedestrians and adjacent residents and businesses would be less than under Alternative 3A.

2.  The station entrances and vent shafts at Moscone Station would be located at an off-street location.  This would require the demolition of an existing gas station and construction of a station entrance and transit-oriented development in the future which would change the visual character at the southwest corner of Fourth and Clementina Streets.

3.  Station entrances for the Union Square Station would be visible in the plaza from Stockton and Geary Streets.  Vent shafts would be extended above the roof of the Ellis/O’Farrell garage rather than be placed in Union Square and therefore would not be visible to pedestrians.

4.  The demolition of an existing building to accommodate the Chinatown Station and the construction of a new station entrance and transit-oriented development in the future would visually change the street façade  along Stockton Street.

Improvement Measures:

Same as Alternative 2.

UTILITIES AND ENERGY

  Construction

No construction impacts.

Less-than-Significant Impacts:

1.  Construction of the subway and stations would require major utility relocation work, which could affect private parcel connections to main utility lines and result in short-term utility service disruption as relocated utility lines are reconnected to the utility system.

2.  Utility relocation would require street and sidewalk excavations that would impact traffic and pedestrian flows adjacent to the relocation areas.  Permanent vacation of sub-surface sidewalk basements may be required.

Improvement Measures:

Utility relocation coordination would take place during detailed design in consultation with the utility agencies to ensure that pedestrian and vehicular flows are maintained.

Less-than-Significant Impacts:

Same as Alternative 2, except:

1. The use of TBMs would result in less disruption of utilities along the tunnel.

2. The North Beach Construction Variant would result in disruption to utilities on Columbus Avenue between Union and Filbert Streets for construction of the TBM retrieval shaft.

Improvement Measures:

Same as Alternative 2.

Less-than-Significant Impacts:

Same as Alternative 3A.

Improvement Measures:

Same as Alternative 2.

  Operation/Cumulative

No operational or cumulative impacts.

No operational or cumulative impacts.

Less-than-Significant Impacts:

This alternative would increase energy consumption above that projected for Alternative 1 by 16 million BTU’s, as the reduction in fossil use would not completely offset the increased electrical energy consumption associated with the operation of light rail service.

No operational or cumulative impacts.

GEOLOGY AND SEISMICITY

  Construction

No construction impacts.

Significant Impacts:

1. Construction period settlement could cause damage to existing building foundations, subsurface utilities, and surface improvements.

2. Construction of the shallow subway crossing over the BART tunnel would be expected to result in reduction of ground loads and upward displacement of the BART/Muni Metro tunnels.

Mitigation Measures:

1.  Provisions such as concrete diaphragm walls to support the excavation and instrumentation to monitor settlement and deformation would be used to ensure that structures adjacent to tunnel alignments are not affected by excavations.

2.  Tunnel construction methods that minimize ground movement, such as pressure-faced TBMs, Sequential Excavation Method, and ground improvement techniques such as compensation grouting, jet grouting or underpinning will be used.

3. Rigorous geomechanical instrumentation would be used to monitor underground excavation and grouting or underpinning will be employed to avoid displacement of structures.

4. Automated ground movement monitoring will be used to detect distortion on the BART/Muni Metro tunnels and grout pipes will be placed prior to tunnel excavation to allow immediate injection of compensation grouting to replace ground losses if deformation exceeds established thresholds.

With the implementation of these mitigation measures the impacts would be less-than-significant.

Less-than-Significant Impacts:

Adherence to all applicable federal, state and local safety and health codes and practices for construction of the underground tunnels, shafts, and excavations would be required to minimize harm to workers should an earthquake occur during construction.   MTA would also require contractors to submit a site-specific earthquake preparedness and emergency response plan as part of compliance with bid specifications.

Significant Impacts:

Same as Alternative 2, except the use of TBMs for deep tunnel construction would minimize the impact to BART/Muni Metro tunnels. [begin deletion]   Similar to Alternative 2, the construction of a deep tunnel could result in the potential downward displacement of the BART structures [end deletion] .

Mitigation Measures:

Same as Alternative 2.

Less-than-Significant Impacts:

Same as Alternative 2.

Significant Impacts:

Same as Alternative 3.

Mitigation Measures:

Same as Alternative [begin insertion] 2 [end insertion] [begin deletion] 3A [end deletion] .

Less-than-Significant Impacts:

Same as Alternative 2.

  Operation/Cumulative

No operational or cumulative impacts.

Less-than-Significant Impacts:

The subway tunnels would be designed and built to current seismic standards to withstand a design earthquake on the San Andreas Fault (Magnitude ~7).

Less-than-Significant Impacts:

Same as described for Alternative 2.

Less-than-Significant Impacts:

Same as described for Alternative 2.

HYDROLOGY AND WATER QUALITY

  Construction

No construction impacts.

Significant Impacts:

Construction activities at the Union Square Station could increase or otherwise disrupt  flow of ground water to the Powell Street Station.

Less-than-Significant Impacts:

Excavation for tunnel and station construction would result in exposure of soil to erosion and run-off, mobilizing sediments toward the bay or the City’s combined storm and sanitary sewer system.  As required by SFPUC Ordinance 19-92, Sections 118 and 123, MTA would develop and submit to the PUC a Storm Water Pollution Prevention Plan (SWPPP).

Mitigation Measures:

Watertight shoring and fully waterproof station structures will be designed and constructed to avoid compounding ground water inflows to the Powell Street Station.

With the implementation of these mitigation measures, the impacts would be less-than-significant.

Significant Impacts:

Same as Alternative 2.

Less-than-Significant Impacts:

Impacts would be the same as Alternative 2 except that the amount of excavation would be less under this Alternative.

Mitigation Measures:

Same as Alternative 2.

Significant Impacts:

Same as Alternative 3A.

Less-than-Significant Impacts:

Impacts would be the same as Alternative 2 except that the amount of excavation would be less under this Alternative.

Mitigation Measures:

Same as Alternative 2.

  Operation/Cumulative

No operational or cumulative impacts.

No operational or cumulative impacts related to flooding or groundwater recharge.

Less-than-Significant Impacts:

1. Operation of the light rail system would result in discharge of contaminants, including heavy metals, solvents, and petroleum hydrocarbons, to the environment that would be transported to the city combined storm and sanitary sewer system which is operated in accordance with the existing NPDES permits.

2. Hydrologic modeling would be used to determine whether measures to encourage lateral flows of ground water around the Union Square Station would be required to avoid impacts to the ground water inflows at the Powell Street Station.

No operational or cumulative impacts related to flooding or groundwater recharge.

Less-than-Significant Impacts:

Impacts would be the same as Alternative 2.

No operational or cumulative impacts related to flooding or groundwater recharge.

Less-than-Significant Impacts:

Impacts would be the same as Alternative 2.

BIOLOGICAL AND WETLAND RESOURCES

  Construction

No construction impacts.

Less-than-Significant Impacts:

Construction may result in the removal of some existing street trees along Third, Fourth, and Stockton Streets at surface segments and at station entrances.

Improvement Measures:

Street trees removed or damaged during construction would be replaced at a 1:1 ratio.

Less-than-Significant Impacts:

1.  Same as Alternative 2, except there would be no construction on Third Street.

2.  If the North Beach Construction Variant is implemented, mature trees roots could be exposed along Columbus Avenue adjacent to Washington Square Park.

Improvement Measures:

1.  Street trees removed or damaged during construction would be replaced at a 1:1 ratio.

2.  A certified arborist would be present during construction of the Columbus Avenue tunnel portal to monitor and ensure protection of the tree roots during the 2 to 3 week excavation period.

Less-than-Significant Impacts:

 Same as Alternative 3A.

Improvement Measures:

Same as Alternative 3A.

  Operation/Cumulative

No operational or cumulative impacts.

No operational or cumulative impacts.

No operational or cumulative impacts.

No operational or cumulative impacts.

HAZARDOUS MATERIALS

  Construction

No construction impacts.

Significant Impacts:

1.  Previous subsurface soils investigations indicate the potential for exposure of site workers and the public to potentially hazardous materials, including metals, volatile organic compounds (VOCs), and semi-VOCs, during site excavation or transport of excavated soil materials (35,000 cubic yards) which would be disposed of at a Class I facility.  Servicing and fueling of diesel-powered construction equipment on-site could result in exposure to lubricants, diesel fuel, antifreeze, motor oils, degreasing agents, and other hazardous materials.  Properties landside of the 1851 highwater mark that are not subject to Article 20 would have potential for exposure to hazardous materials.

Mitigation Measures:

Implementation of mitigation measures similar to those required for properties under the jurisdiction of Article 20: preparation of a Site History Report; Soil Quality Investigation, including a Soils Analysis Report and a Site Mitigation Report (SMR); description of Environmental Conditions; Health and Safety Plan (HSP); Guidelines for the Management and Disposal of Excavated Soils; and a  Certification Statement that confirms that no mitigation is required or the SMR would mitigate the risks to the environment of human health and safety.  This measure would ensure that the project impacts are mitigated to a less-than-significant level.

Less-than-Significant Impacts:

1.  Previous subsurface soils investigations indicate the potential for exposure of site workers and the public to potentially hazardous materials, including metals, volatile organic compounds (VOCs), and semi-VOCs, during site excavation or transport of excavated soil materials (35,000 cubic yards) which would be disposed of at a Class I facility.  Servicing and fueling of diesel-powered construction equipment on-site could result in exposure to lubricants, diesel fuel, antifreeze, motor oils, degreasing agents, and other hazardous materials.  Measures to avoid adverse effects of hazardous materials as required by Article 20 of the San Francisco Municipal Code for all properties on the Bay side of the 1851 high water mark would be implemented as part of this alternative.

2.  Dewatering activity occurring as part of the construction work would require a permit or approval from the Regional Water Quality Control Board (RWQCB) to ensure that thresholds identified in the San Francisco Bay Basin Water Quality Control Plan are not exceeded.

3.  Dewatering activity that generates water to the combined City storm and sanitary sewer system would need to obtain from the San Francisco Public Utilities Commission, Bureau of Environmental Regulation and Management a Batch Wastewater Discharge permit prior to discharge to ensure that it meets threshold limits.  Previously collected groundwater quality data indicate the potential for dewatered effluent throughout portions of the alignment to contain elevated metals, VOCs, petroleum hydrocarbons, and oil and grease concentrations which may require pretreatment to reduce contaminant concentrations to acceptable levels.

4.  Off-site disposal of contaminated soils excavated from construction of this and other projects would be controlled by landfill operators to ensure their capacity is not exceeded.  

Significant Impacts:

Same as Alternative 2.

Less-than-Significant Impacts:

Same as Alternative 2, except:

1. The amount of excavated materials would be less (25,000 cubic yards) which would be disposed of at a Class I facility.

2. There would be additional investigation in Soils Analysis Report north of Jackson Street if the North Beach Construction Variant is implemented.

Potentially Significant Impacts:

Same as Alternative 2.

Mitigation Measures:

Same as described for Alternative 2.

Significant Impacts:

Same as Alternative 2.

Less-than-Significant Impacts:

Impacts would be the same as described for Alternative 3A, except the amount of excavated materials would be less (13,000 cubic yards) which would be disposed of at a Class I facility.

Mitigation Measures:

Same as described for Alternative 2.

  Operation/Cumulative

No operational or cumulative impacts.

Less-than-Significant Impacts:

Operation of the light rail would involve the use, handling, and storage of hazardous materials including degreaser, lubricants, cleaning solutions, solvents, paints, and miscellaneous petroleum products, which may be used for maintenance activities.  In addition, further excavation for track maintenance could expose workers to soil contaminants.  The California General Industry Safety Order requires all employers in the state to prepare and implement an Emergency Acton Plan, Fire Prevention Plan, and Injury and Illness Prevention Program to ensure safe workplace and employee work practices.

Less-than-Significant Impacts:

Same as Alternative 2.

Less-than-Significant Impacts:

Same as Alternative 2.

AIR QUALITY

  Construction

No construction impacts.

Less-than-Significant Impacts:

1.  Dust emissions occurring over the approximately six-year construction period will be controlled by the implementation of BAAQMD dust controls measures.

2.  Air monitoring at playgrounds and schoolyards during construction would be required as part of the project.

3.  Short-term exhaust emissions from construction-related equipment and from off-site transport of soils will be reduced by implementation of exhaust emission control measures.

Less-than-Significant Impacts:

Impacts would be similar to Alternative 2, except that the surface area disrupted during construction would be smaller.

Less-than-Significant Impacts:

Impacts would be similar to Alternative 3A, except that the construction duration is expected to last approximately 5 years or one year less than other alternatives.

  Operation/Cumulative

Less-than-Significant Impacts:

PM₁₀ emissions from vehicles are expected to increase with population growth.

No operational or cumulative impacts.

No operational or cumulative impacts.

No operational or cumulative impacts.

NOISE AND VIBRATION

  Construction

No construction impacts.

Significant Impacts:

Historic buildings within 200 feet of a construction area may be subject to adverse vibration impacts if the maximum peak particle vibration (PPV) velocity level in any direction exceeds 0.12 inches/second for any length of time.

Mitigation Measures:

The Contractor shall be required to perform periodic vibration monitoring using approved seismographs at the historic structure closest to the construction activity.  If the construction activity exceeds a 0.12 inches/second level, the construction activity shall be immediately halted until an alternative construction method that would result in lower vibration levels can be identified. 

2. During final design engineering, a more detailed construction noise and vibration analysis will be prepared to address construction staging areas, tunnel portals, cut-and-cover construction, and underground mining and excavation operations.

Implementation of these mitigation measures would reduce the impacts to a less-than-significant level.

Less-than-Significant Impacts:

1.  Noise in the range of 85 to 89 dBA at 100 feet would be generated from construction activities along surface portions of the alignment and staging areas and station or portal construction areas.

2.  Vibration levels of 58 to 112 Lv at 25 feet would be experienced as a result of equipment used during at-grade construction activities.

3.  Vibration impacts on buildings could result from equipment used for underground construction, particularly from tunneling.

Improvement Measures:

1.  The incorporation of noise control measures would minimize noise impacts during construction: noise control devices such as equipment mufflers, enclosures, and barriers; stage construction as far away from sensitive receptors as possible; maintain sound reducing devices and restrictions throughout construction period; replace noisy with quieter equipment; schedule the noisiest construction activities to avoid sensitive times of the day; hire an Acoustical Engineer to oversee the implementation of the Noise Control and Monitoring Plans; prepare a Noise Control Plan; comply with the nighttime noise variance provisions;  conduct periodic noise measurements to ensure compliance with the Noise Monitoring Plan; and use equipment certified to meet specified lower noise level limits during nighttime hours.

Less-than-Significant Impacts:

Same as Alternative 2, except construction of a portal on Third Street would be eliminated.

Improvement Measures:

Same as Alternative 2.

Potentially Significant Impacts:

Same as Alternative 2.

Mitigation Measures:

Same as Alternative 2.

Less-than-Significant Impacts:

Same as Alternative 3A.

Improvement Measures:

Same as Alternative 2.

Potentially Significant Impacts:

Same as Alternative 2.

Mitigation Measures:

Same as Alternative 2.

  Operation/Cumulative

No operational or cumulative impacts.

Significant Impacts:

The FTA vibration criteria of 72 VdB would be exceeded at one residential building at 570 Fourth Street at Freelon Alley and the FTA ground-borne noise criteria of 35 dBA would be exceeded at two residential buildings at 527 and 529 Third Street. All locations have residential development over ground-floor commercial.

Mitigation Measures:

Vibration propagation testing will be conducted at these locations during final engineering to determine the predicted impacts and finalize the mitigation measures.  MTA will select one of the following mitigation measures during final design of the project: high resilience (soft) direct fixation fasteners for embedded track and in underground subway tunnels or ballast mat for ballast and tie track.  Implementation of these measures would reduce the impacts to a less-than-significant level.

Less-than-Significant Impacts:

1. No light rail noise impacts would occur provided standard operational maintenance practices are implemented for light rail operations.

2. Vent shafts and traction power substations would be designed to standards of the San Francisco Noise Ordinance to ensure no adverse noise impacts.

Improvement Measures:

Improvement measures for the vent shafts and traction power substations will be determined during preliminary and final design of the project.

Significant Impacts:

The FTA vibration criteria of 72 VdB would be exceeded at one residential building at 570 Fourth Street at Freelon Alley.

Mitigation Measures:

Mitigation measure same as Alternative 2.

Less-than-Significant Impacts:

1.  No light rail noise impacts would occur provided standard operational maintenance practices as outlined are implemented for light rail operations.

2.  The traffic noise would be 0.4 dB higher at the Hotel Utah site under this alternative.

3.  Vent shafts and traction power substations would be designed to standards of the San Francisco Noise Ordinance to ensure no adverse noise impacts.

Improvement Measures:

Improvement measures same as Alternative 2.

Significant Impacts:

Impacts same as Alternative 3A.

Mitigation Measures:

Mitigation measure same as Alternative 2.

Less-than-Significant Impacts:

1.  No light rail noise impacts identified provided standard operational maintenance practices are implemented for light rail operations.

2.  Vent shafts and traction power substations would be designed to standards of the San Francisco Noise Ordinance to ensure no adverse noise impacts.

Improvement Measures:

Improvement measures same as Alternative 2.