EXECUTIVE SUMMARY
Oakland International Airport – Terminal Modernization and Development Draft EIR ES-1 July 2023
ES.1 BACKGROUND
The purpose of this Draft Environmental Impact Report (EIR) is to analyze the potential environmental impacts of the implementation of the Terminal Modernization and Development Project (Proposed Project) at Oakland International Airport (OAK or Airport).
ES.2 PROJECT OBJECTIVES
In compliance with Section 15124(b) of the California Environmental Quality Act (CEQA) Guidelines, the Port of Oakland (Port) is required to identify its objectives associated with the Proposed Project. As the project proponent, the Port has identified five project objectives for the implementation of the Proposed Project:
• Objective 1: Modernize existing terminal facilities to optimize safety and security for passengers and workers.
• O bjective 2 : Provide replacement and new terminal facilities that are sized to efficiently accommodate the market-based passenger demand at industry standard levels of service and designed to improve the passenger experience. • O bjective 3 : Modify and replace existing non-terminal facilities at OAK to accommodate the market-based demand.
• O bjective 4: Provide adequate aircraft gates, aircraft parking, and termi nal facilities that are sized and configured to accommodate the larger-sized aircraft fleet forecast at the Airport.
ES.3 PROPOSED PROJECT
The Proposed Project includes modernizing Terminals 1 and 2, consolidating passenger processing functions (e.g., ticketing, baggage check-in, baggage claim, security screening), constructing expanded international arrival facilities, constructing a new terminal, relocating existing cargo and support facilities, and improving the terminal area roadway, parking areas, and support facilities.
The Proposed Project would incorporate 37 project components that are grouped into six categories. Table ES-1 identifies the project components that would be implemented by the Proposed Project.
TABLE ES-1
PROJECT COMPONENTS
Component Activity
Demolition Project Components
D-1 Demolition of Catering Building and Removal of Associated Parking D-2 Removal of Employee Parking in Neil Armstrong Lot (Portion) D-3 Demolition of Terminal 1 Ticketing and Baggage Claim D-4 Demolition of Offices and Storage Buildings
D-5 Removal of Fuel Rack and Below-Grade Fuel Systems
D-6 Removal of Remote and Cargo Aircraft Parking Positions and Existing Taxilanes
EXECUTIVE SUMMARY
Oakland International Airport – Terminal Modernization and Development Draft EIR ES-2 July 2023
D-7 Removal of Employee Parking
D-8 Demolition of Multi-Tenant Cargo / Support Building and Removal of Associated Parking
D-9 Removal of Economy Parking
D-10 Demolition of Provisioning Building and Removal of Associated Parking D-11 Demolition of OMC Hangar and Related Structures, and Removal of Associated Parking
D-12 Demolition of Storage Building
D-13 Removal of Park and Call Lot
D-14 Removal of Main Parking Lot (Portion)
Passenger Terminal Project Components
B-1 Construction of New Terminal
B-2 Modernization of Existing Terminals 1 and 2
Airfield Project Components
A-1 Construction of New Terminal Apron
A-2 Improvements to Existing Airfield (Adjacent to New Terminal) A-3 Improvements to Existing Airfield (Adjacent to Replacement Remote and Cargo Aircraft Parking Positions)
Landside Project Components
L-1 Replacement of Employee Parking – North Field Lot
L-2 Replacement of Employee Parking – Golf Course Lot
L-3 Expansion of Employee Parking – Neil Armstrong Lot
L-4 Replacement of Employee Parking – Terminal Approach Lot L-5 Expansion of Employee Parking – Terminal Infill Lot L-6 Replacement of Public Parking – Ron Cowan Lot
L-7 Replacement of Public Parking – Maitland Lot
L-8 Extension of Terminal Curbside
L-9 Construction of BART Access Covered Walkway
L-10 Construction of Return to Terminal Connection
Airport Support Facilities Project Components
S-1 Construction of Replacement Cargo Building and Associated Parking S-2 Construction of Replacement Remote and Cargo Aircraft Parking Positions S-3 Construction of Replacement Airline and Airport Support Building and Associated Parking
S-4 Construction of Replacement Belly Cargo Building and Associated Parking Utility Project Components
U-1 Expansion of Central Utility Plant
U-2 Replacement of Fuel Rack and Below-Grade Fuel Systems U-3 Upgrade of Fuel System
U-4 Relocation and Upgrade of Utility Systems
EXECUTIVE SUMMARY
Oakland International Airport – Terminal Modernization and Development Draft EIR ES-3 July 2023
ES.4 ALTERNATIVES
As required under Section 15126(d) of the CEQA Guidelines, an EIR must discuss a range of reasonable alternatives to the Proposed Project that potentially would feasibly attain most of the basic objectives of the project while avoiding or lessening significant environmental effects. The Port considered other potential project alternatives, as discussed in Chapter 4; however, the Proposed Project was determined to be the Environmentally Superior Alternative.
ES.5 ENVIRONMENTAL IMPACTS
The environmental impact analysis is based on changes that could occur as a result of implementation of the Proposed Project. The impacts analyzed are based on the future levels of aviation activity that are forecast to occur at OAK. The OAK aviation activity projected in these forecasts would occur regardless of whether the Proposed Project is implemented. To provide a conservative analysis, the Port has elected in this Draft EIR to compare the aviation activity-based impacts of the Proposed Project in 2028 and 2038 to the 2019 OAK aviation activity level conditions, thus overstating the Proposed Project’s actual impacts.
Table ES-2 presents the results of the environmental consequences analyses for the Proposed Project. For each environmental impact category, the table identifies whether any significant impacts would occur as a result of the Proposed Project. With implementation of mitigation measures, three impacts would be considered significant and unavoidable.
Oakland International Airport – Terminal Modernization and Development Draft EIR ES-4 July 2023
TABLE ES-2
SUMMARY OF ENVIRONMENTAL IMPACT LEVELS OF SIGNIFICANCE AND MITIGATION MEASURES Section
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EIR Impact
Level of
Significance Mitigation Measure(s)
Aesthetics
3.2.3.1 A substantial adverse effect on a
scenic vista
Construction and
Operation: Less
than significant
None
3.2.3.2 Substantially damage scenic
resources, including, but not limited
to, trees, rock outcroppings, and
historic buildings within a state scenic
highway
Construction and
Operation: No
impact
None
3.2.3.3 Conflict with applicable zoning and
other regulations governing scenic
quality
Construction and
Operation: No
impact
None
3.2.3.4 Create a new source of substantial
light or glare which would adversely
affect day or nighttime views in the
area
Construction and
Operation: Less
than significant
None
Air Quality
3.3.3.3 Conflict with or obstruct
implementation of the applicable air
quality plan
Construction and
Operation: Less
than significant
None
3.3.3.3 Result in a cumulatively considerable
net increase of any criteria pollutant
for which the project region is non-
attainment under an applicable federal
or state ambient air quality standard
Construction:
Less than
significant
Operation:
Potentially
significant and
unavoidable
The majority of ROG and NOX emissions result from
aircraft operations, which the Port does not have the
authority to regulate. The Port has provided
electrical infrastructure throughout the terminals and
cargo areas for use by commercial and cargo airlines
and would install this electrical infrastructure in the new terminal and relocated cargo area. However,
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this would not reduce impacts to less-than-significant
levels.
3.3.3.3 Expose sensitive receptors to
substantial pollutant concentrations
Construction:
Less than
significant
Operation:
Potentially
significant and
unavoidable
The majority of ROG and NOX emissions result from
aircraft operations, which the Port does not have the
authority to regulate. The Port has provided
electrical infrastructure throughout the terminals and
cargo areas for use by commercial and cargo airlines
and would install this electrical infrastructure in the new terminal and relocated cargo area. However,
this would not reduce impacts to less-than-significant
levels.
3.3.3.3 Localized Impacts Carbon Monoxide Construction and Operation: Less
than significant
None
3.3.3.3 Toxic Air Contaminants Construction:
Less than
significant
Operation:
Potentially
significant and
unavoidable
The majority of 8-hour non-cancer and acute (1-
hour) non-cancer human health hazard effects for
on-Airport workers would result from aircraft
operations, which the Port does not have the
authority to regulate. The Port has provided
electrical infrastructure throughout the terminals and
cargo areas for use by commercial and cargo airlines
and would install this electrical infrastructure in the new terminal and relocated cargo area. However,
this would not reduce impacts to less-than-significant
levels.
Biological Resources
3.4.3.1 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
Construction:
Less than
significant with
mitigation
incorporated
Worker Environmental Awareness Training: Prior to
the start of construction, a California Department of
Fish and Wildlife- (CDFW-)and U.S. Fish and Wildlife
Service- (USFWS-) approved biologist (Biological
Monitor) will provide a training session for all work
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regional plans, policies, or regulations,
or by the CDFW or USFWS
Operation: No
impact
personnel to identify any sensitive species that may
be in the area, their basic habits, how they may be
encountered in their work area, and procedures to
follow when they are encountered. Any personnel
joining the work crew later shall receive the same
training before beginning work. Upon completion of
the education program, employees shall sign a form
stating they attended the program and understand all
protection measures. A pamphlet, prepared by the
Port, that contains images of sensitive species that
may occur within the Proposed Project, identifies
environmentally sensitive areas (ESAs) within the
detailed study area, and notes key avoidance
measures, as well as employee guidance shall be
given to each person who completes the training
program. These forms shall be made available to the
resource agencies upon request.
Mark Environmentally Sensitive Areas (ESAs): Before
construction begins, ESAs shall be clearly delineated
using high visibility orange fencing, flagging, or
similar marking to delineate sensitive habitats. The
ESA marking shall remain in place throughout
construction. It may be removed during the wet
season (and subsequently re-installed) if needed to
prevent materials from being washed away.
Particular attention shall be focused on ESAs adjacent
to or nearby Northern Coastal Salt Marsh or other
tidally influenced wetlands that may provide
potentially suitable habitat for the California
Ridgway’s rail and salt marsh harvest mouse. The
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final Proposed Project plans shall depict all locations where ESA markings shall be installed and how the
markings would be installed. The bid solicitation
package special provisions would clearly describe
acceptable marking material and prohibited
construction-related activities, vehicle operation,
material and equipment storage, and other surface-
disturbing activities within ESAs. ESA markings shall
be maintained in good repair throughout construction
of the Proposed Project when there is potential for
ESAs to be affected by nearby construction activities.
Preconstruction Surveys for Special-status Plant
Species: Preconstruction surveys for the long-styled
sand spurrey shall be conducted in accordance with
CDFW (2018) protocols during the blooming season
(February through May). If special-status plants are
identified during the surveys, and impacts to the
species are considered significant in the context of
the status of the special-status plant species and the
number of populations and individuals known, the
following actions shall be undertaken:
•Avoid Rare Plants. The construction area of a project component that could affect a rare plant shall be
adjusted, if practicable, to completely or partially avoid affecting special-status plant species.
•Minimize Disturbance to Rare Plants. If complete or
partial avoidance is not practicable, mitigation
measures shall be implemented to reduce the
severity of the impact to the special-status plant
species. These actions could include one or a
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combination of the following: 1) collection of special- status plant seeds, bulbs, other propagules, or topsoil prior to construction for use in future onsite
restoration or enhancement actions; 2) restoration or
enhancement of suitable special-status plant habitat
onsite; or 3) restoration or enhancement of suitable
special-status plant habitat offsite.
Biological Monitoring: If special-status species plants are found during surveys, then a CDFW- and USFWS-
approved Biological Monitor shall be on site during all vegetation removal and work within 100 feet of
where the plants were found. The Biological Monitor
shall have authority to stop work that may result in
unauthorized take through communication with the
Port. The USFWS and/or CDFW shall be notified by
telephone and electronic mail within one working day
if the Biological Monitor exercises this authority.
Work in Dry Weather Only When in Sensitive
Habitats: Work in any bed, bank, channel, and any
associated riparian habitat shall be conducted during
periods of dry weather. Forecasted precipitation shall be monitored. When 0.25 inch or more of
precipitation is forecasted to occur, work in sensitive habitats shall stop before precipitation commences.
No construction activities shall be started if erosion
control measures cannot be completed prior to the
onset of precipitation. After any storm event, all
sites currently under construction and all sites
scheduled to begin construction within the 72 hours
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of the storm event shall be inspected for erosion and
sediment problems and corrective action will be taken
as needed; 72-hour weather forecasts from the
National Weather Service shall be consulted and work
shall not start back up until runoff ceases and there is less than a 50 percent forecast for precipitation for
the following 24-hour period.
Construction Site Best Management Practices (BMPs):
The following site restrictions shall be implemented to avoid or minimize potential impacts on sensitive
biological resources:
• Enforcing a speed limit of 15 miles per hour for
construction and Port vehicles in unpaved portions of
the site to reduce dust and excessive soil
disturbance.
• Locating construction access, staging, storage, and
parking areas outside of any designated ESA to the
extent practicable. Access routes, staging and
storage areas, and contractor parking shall be limited
to the minimum necessary to construct the Proposed
Project. Routes and boundaries of roadwork shall be
clearly marked before initiating construction.
• Enclosing food and food-related trash items in
sealed trash containers and removing them from the
site at the end of each day.
• Prohibiting pets from entering the construction
sites.
• Prohibiting firearms, except for those carried by
authorized security personnel or local, state, or
federal law enforcement officials.
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Stormwater BMPs as identified in the Storm Water
Pollution Prevention Plan (SWPPP)
Preconstruction Nesting Bird Surveys: If construction
activities occur between February 1 and September
30, then a pre-construction survey(s) shall be
conducted within 500 feet of the construction areas
for nesting birds no more than 3 days before
construction. If active nests are found, then an
appropriate buffer shall be established, and the nest
shall be monitored for compliance with the MBTA and
Fish and Game Code (F.G.C.) Section 3503.
Active Nest Buffers: If an active bird nest is found
during construction activities, then species-
appropriate ESA buffers based on Pacific Gas &
Electric Company’s (2015) recommended nesting
buffers shall be implemented to avoid affecting the
young until they have fledged, or as otherwise
determined by consultation with USFWS and CDFW
regarding appropriate action to comply with the
MBTA and F.G.C. Section 3503.
Western Burrowing Owl Pre-Construction Surveys:
Pre-construction surveys shall be conducted where
Western burrowing owl nesting habitat has potential
to occur within 500 feet of work. The survey protocol
shall be as follows:
a) Conduct four survey visits.
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b) An initial visit must occur between February 15 and
April 15.
c) A minimum of three subsequent surveys shall be
conducted, each survey at least three weeks apart,
and at least one visit occurring after June 15.
d) Conduct an additional take avoidance survey no
less than 14 days prior to initiating ground-disturbing activities where work would occur.
Western Burrowing Owl Nest Avoidance: If a Western
burrowing owl active nest is discovered during pre-
construction surveys or biological monitoring, the
following initial buffers will be implemented:
a) From April 1 through October 15, establish a 660-
foot (200-meter) no-work buffer from the active nest
site.
b) From October 16 through March 31, establish a
164-foot (50 meter) no-work buffer from the active
nest site.
c) Buffers and minimization measures (e.g., blinds
and screens) may be adjusted or implemented after
coordination with CDFW.
California Ridgway’s Rail and California Black Rail
Pre-Construction Survey: If California Ridgway’s rail
or California black rail suitable habitat is present
within 700 feet of the immediate construction area
and work would occur during the rail nesting season
(February 1 through August 31), a pre-construction
survey by a USFWS 10(a)1(A) permit holder for
California Ridgway’s rail will be conducted per the
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2015 USFWS survey protocol to determine whether
the species are present. If nesting California
Ridgway’s rail and/or California black rail are
detected during pre-construction surveys, then
construction activities shall not occur within 700 feet of an identified detection (or smaller distance if
approved by USFWS and CDFW) during the rail
nesting season. If rail activity is detected within the 700-foot buffer, immediate consultation with USFWS
and CDFW is required.
California Ridgway’s Rail and California Black Rail
Monitoring: The following monitoring protocols for
California Ridgway’s rail and California black rail shall be implemented, where appropriate:
a) A USFWS- and CDFW-approved Biological Monitor
will be present onsite to monitor for presence of
California Ridgway’s rail and California black rail
during the operation of large equipment within 300
feet of salt marsh areas.
b) The Biological Monitor shall be onsite at the
proposed North Field Lot employee parking area on
Old Earhart Road during construction in that location
and shall periodically inspect the site to verify that
habitat protection measures remain effective.
Vegetation Removal by Hand: The contractor shall
use non-motorized equipment to remove pickleweed,
salt-grass, and other vegetation in the marked ESAs.
Vegetation removal in the ESAs shall proceed away
from the work areas and toward contiguous areas of
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suitable habitat, to allow any salt marsh harvest mice
within the exclusion area to passively relocate into
adjacent habitat.
Wildlife Exclusion Fencing: A Biological Monitor shall
be available during the placement and removal of a
wildlife exclusion fencing (WEF) or as determined by
the Port. The WEF shall be installed prior to the start of construction and in areas where wildlife could
enter a construction area from adjacent or nearby
ESAs. WEF locations shall be identified during the
design phase of the Proposed Project, which shall
include a description of the locations where WEF shall
be installed, acceptable WEF material, and proper
WEF installation and maintenance. The WEF shall
remain in place throughout the duration of
construction near ESAs while construction activities
are ongoing and shall be regularly inspected for
stranded animals. The WEF shall be removed
following completion of construction activities or
when construction is completed at that location at the
discretion of the Biological Monitor.
3.4.3.2 A substantial adverse effect on any
riparian habitat or other sensitive
natural community identified in local
or regional plans, policies, regulations
or by the CDFW or USFWS
Construction:
Less than
significant with
mitigation
incorporated
Operation: Less
than significant
Offsetting Project Impacts to Protected Natural
Resources: Prior to affecting waters of the
U.S./waters of the State, the Port shall compensate
for the permanent impacts at an appropriate ratio
determined in coordination with USACE and the
RWQCB that may include any one or combination of
the following approaches: offsite mitigation through
purchase of credits at an approved conservation
bank(s); onsite restoration; and/or development of a
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compensation plan that shall provide in-lieu funding
to a nearby restoration program or restoration
project that shall create, restore, or enhance
resources adversely affected by the Proposed Project.
Compensation for temporary impacts to protected
natural resources shall be achieved through onsite in-
kind habitat restoration to pre-disturbance
conditions. In 2013, 2014, and 2015, the Port
purchased credits from the San Francisco Wetland
Mitigation Bank at Redwood City. The Port has
sufficient credits and intend to use those credits, as
needed, to offset the impacts resulting from the
Proposed Project.
Compensation for temporary impacts to protected
natural resources will be achieved through onsite in-
kind habitat restoration to pre-disturbance
conditions.
3.4.3.3 A substantial adverse effect on state
or federally protected wetlands
(including, but not limited to, marsh,
vernal pool, coastal, etc.) through
direct removal, filling, hydrological
interruption, or other means
Construction:
Less than
significant with
mitigation
incorporated
Operation: Less
than significant
Same mitigation measures as previously identified for
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 by the CDFW or USFWS.
3.4.3.4 Interfere substantially with the
movement of any native resident or
migratory fish or wildlife species or
with established native resident or
migratory wildlife corridors or impede
the use of native wildlife nursery sites
Construction:
Less than
significant
Operation: No
impact
None
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3.4.3.5 Conflict with any local policies or
ordinances protecting biological
resources, such as a tree preservation
policy or ordinance
Construction and
Operation: No
impact
None
3.4.3.6 Conflict with the provisions of an
adopted Habitat Conservation Plan,
Natural Community Conservation Plan,
or other approved local, regional, or
state habitat conservation plan
Construction and
Operation: No
impact
None
Cultural and Tribal Resources
3.5.3.1 Cause a substantial adverse change in
the significance of a historical
resource as defined in Section
15064.5
Construction and
Operation:
Potentially
significant and
unavoidable
Historic American Building Survey (HABS) Report:
A HABS Report of Terminal 1 will be prepared by the
Port prior to demolition. The HABS Report of
Terminal 1 will focus on M101 and M102 as
contributing features that would be affected by the
Proposed Project and the report would be submitted
to the Library of Congress and/or appropriate local
repositories for access by the public. The report will be written in accordance with the current HABS
standards established by the National Parks Service.
Photography will be completed in a detailed format
and may be completed in a high-resolution digital
process if it will not be submitted to the Library of
Congress but rather to local preservation entities
such as the Landmarks Preservation Advisory Board
(LPAB) or the Oakland History Center of the Oakland
Public Library. The goal of this mitigation measure is to provide public access so one preservation entity
(in addition to the Port) would provide digital copies
of the HABS report (and photographs and other
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media appended to the report) online through their
public website.
Interpretive Exhibit in New Terminal 1: Public
interpretive material will be developed that are
commensurate with the significance themes for the
resources affected by the Proposed Project.
Mitigation will present plans including the types of
public and scholarly interpretation that would be
implemented during and following the construction
phase of the Proposed Project. Interpretive products
would include brochures, signage and panels, and
other appropriate media for interpretation. The
interpretation will outline the Airport's history and
significance with a focus on Terminal 1 and the
locations where such interpretation will be installed or will take place. Examples might include, but are not
limited to, photographs of the historic Terminal 1
along with brief descriptions of the photographs,
reuse of physical materials removed from Terminal 1
(M101) with an explanation of the architect and
design themes that place the materials in context (for
example, portions of the concrete scalloped roof
could be incorporated into the new design either
functionally or artistically), and digital media that
uses smartphone/camera technology to juxtapose old
views of Terminal 1 with current views.
Materials developed as a part of any interpretive
exhibits will be digitized and provided to appropriate
repositories (the LPAB, the Oakland History Center of
the Oakland Public Library, etc.) in electronic format
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for curation and, if deemed necessary and
appropriate, expansion later.
3.5.3.2 Cause a substantial adverse change in
the significance of an archaeological
resource pursuant to Section 15064.5
Construction and
Operation: Less
than significant
with mitigation
incorporated
Archaeological Monitoring: All site preparation
(pavement and vegetation removal) and subsurface
ground-disturbing activities (e.g., grading, trenching) associated with the construction of the Golf Course
Lot will be monitored by a qualified archaeological
monitor under the direction of an archaeologist
meeting the Secretary of the Interior’s Professional
Qualifications Standards for prehistoric archaeology,
and a Native American monitor identified by the
California Native American Heritage Commission as
having an interest in the area within which the
Proposed Project is located.
Inadvertent Discovery: If cultural materials are
discovered during construction, all earth-moving
activity within and around the immediate discovery
area will be halted until a qualified archaeologist
assesses the nature and significance of the find.
Inadvertent discovery would be required to follow the
protocols in the Port of Oakland’s Emergency
Response Plan for Discoveries of Unknown Historic or
Archaeological Resources, which says that in the
event that cultural resources are uncovered during
dredging and excavation, crew and equipment
operators must adhere to the procedures outlined
below. The following measures apply when non-
isolate finds are detected:
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1. Dredging and excavation work, or any other
activities at the locations and within 50 yards of the
finds must halt.
2. The crew member(s) should immediately notify the
Project Construction Manager and the Port Project
Environmental Coordinator.
3. In the event that the Project Construction Manager
is not available, the Port Project Environmental
Coordinator and/or the Port Cultural Resources
Specialist should be contacted directly.
4. Work can be shifted to other project areas to avoid
loss of work time. However, work should only
resume in the suspected area once the situation has
been properly examined and assessed, and the Port
has given notification that work may resume.
If there is ever any doubt or confusion upon
discovery of cultural materials, or if no Port
representatives can be located, the contractor
supervisor and crew should temporarily halt work
until the proper personnel can be notified and the
situation clarified.
If resources are discovered that are considered
potentially eligible for listing in the CRHR, then they must be addressed under the procedures set forth in
CEQA Guidelines Section 15064.5. If significant
resources are encountered and avoidance is
infeasible, then data recovery through excavation will
be conducted. If the cultural materials are of Native
American origin, the Port will consult with the Native
American monitor, and a data recovery plan will be
prepared and implemented.
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If human remains are discovered, Health and Safety
Code Section 7050.5 requires that further
disturbances and activities must cease in any nearby
area suspected to overlie remains, and the County
Coroner must be contacted. Pursuant to PRC Section
5097.98, if the remains are thought to be Native
American, the coroner must notify the NAHC, who
must then notify the Most Likely Descendent.
3.5.3.3 Cause a substantial adverse change in
the significance of a tribal cultural
resource, defined in Public Resources
Code § 21074 as either a site, feature,
place, cultural landscape that is
geographically defined in terms of the
size and scope of the landscape,
sacred place, or object with cultural
value to a California Native American
tribe, and that is:”
• Listed or eligible for listing in the
CRHR, or in a local register of
historical resources as defined in PRC
Section 5020.1(k)
• A resource determined by the lead
agency, in its discretion and supported
by substantial evidence, to be
significant pursuant to criteria set
forth in subdivision (c) of PRC Section
5024.1. In applying the criteria set
forth in subdivision (c) of PRC Section
5024.1, the lead agency shall consider
Construction and
Operation: Less
than significant
with mitigation
incorporated
Same mitigation measures as identified for “cause a
substantial adverse change in the significance of an
archaeological resource pursuant to Section
15064.5.”
Inadvertent Discovery of Tribal Resources: In the
event that any tribal cultural resources are found
during construction, work would be halted and the
Port’s Emergency Response Plan for Discoveries of
Unknown Historic or Archaeological Resources would
be activated, which includes reporting procedures
and procedures for the work crew.
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the significance of the resource to a
California Native American tribe
Geology and Soils
- Directly or indirectly cause potential
substantial adverse effects, including
the risk of loss, injury, or death
involving:
- -
3.6.3.1 Rupture of a known earthquake fault,
as delineated on the most recent
Alquist-Priolo Earthquake Fault Zoning
Map issued by the State Geologist for
the area or based on other substantial
evidence of a known fault. Refer to
CGS Special Publication 42
Construction and
Operation: Less
than significant
None
3.6.3.2 Strong seismic ground shaking Construction and
Operation: Less
than significant
None
3.6.3.3 Seismic-related ground failure,
including liquefaction
Construction and
Operation: Less
than significant
None
3.6.3.4 Landslides Construction and
Operation: No
impact
None
3.6.3.5 Result in substantial soil erosion or
loss of topsoil
Construction and
Operation: Less
than significant
None
3.6.3.6 Be located on a geologic unit or soil
that is unstable, or that would become
unstable as a result of the project,
and potentially result in on- or off-site
Construction and
Operation: Less
than significant
None
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landslide, lateral spreading,
subsidence, liquefaction or collapse
3.6.3.7 Be located on expansive soil, as
defined in Table 18-1-B of the Uniform
Building Code (1994), creating
substantial risks to life or property
Construction and
Operation: Less
than significant
None
Greenhouse Gas Emissions
3.7.3.2 Generate GHG emissions, either
directly or indirectly, that may have a
significant impact on the environment
(comparable to State CEQA Guidelines
Section 15064.4(b)(1)-(2))
Construction:
Less than
significant
Operation:
Potentially
Significant and
Unavoidable
Similar to Air Quality. the majority of the Proposed
Project’s GHG emission increases would result from
market-based demand and related aircraft emissions
and the Port does not have the authority to mitigate
air pollutant emissions associated with aircraft
operations.
3.7.3.3 Conflict with an applicable plan, policy
or regulation adopted for the purpose
of reducing the emissions of GHGs
(same as State CEQA Guidelines
Section 15064.4(b)(3))
Construction and
Operation: Less
than significant
None
Hazards and Hazardous Materials
3.8.3.1 Create a significant hazard to the
public or the environment through the
routine transport, use, or disposal of
hazardous materials
Construction and
Operation: Less
than significant
None
3.8.3.2 Create a significant hazard to the
public or the environment through
reasonably foreseeable upset and
accident conditions involving the likely
Construction and
Operation: Less
than significant
None
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release of hazardous materials into
the environment
3.8.3.3 Emit hazardous emissions or handle
hazardous or acutely hazardous
materials, substances, or waste within
one-quarter mile of an existing or
proposed school
Construction and
Operation: No
impact
None
3.8.3.4 Be located on a site which is included
on a list of hazardous materials sites
compiled pursuant to Government
Code Section 65962.5 and, as a
result, would create a significant
hazard to the public or environment
Construction and
Operation: No
impact
None
3.8.3.5 For a project located within an airport
land use plan or, where such a plan
has not been adopted, within two
miles of a public airport or public use
airport, would the project result in a
safety hazard or excessive noise for
people residing or working in the
project area
Construction and
Operation: Less
than significant
None
3.8.3.6 Impair implementation of or physically
interfere with an adopted emergency
response plan or emergency
evacuation plan
Construction and
Operation: Less
than significant
None
Hydrology and Water Quality
3.9.3.2 Violate any water quality standards or
waste discharge requirements or
otherwise substantially degrade
surface or ground water quality
Construction and
Operation: Less
than significant
None
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3.9.3.3 Substantially decrease groundwater
supplies or interfere substantially with
groundwater recharge such that the
project may impede sustainable
groundwater management of the
basin
Construction and
Operation: Less
than significant
None
3.9.3.4 Substantially alter the existing
drainage pattern of the site or area,
including through the alteration of the
course of a stream or river or through
the addition of impervious surfaces
that would:
- -
- Result in substantial erosion or
siltation on- or off-site
Construction and
Operation: Less
than significant
None
- Substantially increase the rate or
amount of surface runoff in a manner
which would result in flooding on- or
off-site
Construction and
Operation: Less
than significant
None
- Create or contribute runoff water
which would exceed the capacity of
existing or planned stormwater
drainage systems or provide
substantial additional sources of
polluted runoff
Construction and
Operation: Less
than significant
None
- Impede or redirect flood flows Construction and
Operation: Less
than significant
None
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3.9.3.5 In flood hazard, tsunami, or seiche
zones, risk release of pollutants due to
project inundation
Construction and
Operation: Less
than significant
None
3.9.3.6 Conflict with or obstruct
implementation of a water quality
control plan or sustainable
groundwater management plan
Construction and
Operation: No
impact
None
Land Use and Planning
3.10.3.1 Physically divide an established
community
Construction and
Operation: No
impact
None
3.10.3.2 Cause a significant environmental
impact due to a conflict with any land
use plan, policy, or regulation adopted
for the purpose of avoiding or
mitigating an environmental effect
Construction and
Operation: No
impact
None
Noise
3.11.3.1 Noise from on-site construction
activities that exceeds the exterior
ambient noise level by 5 dBA or more
at a noise-sensitive use, as measured
at the property line of any sensitive
use
Construction:
Less than
significant with
mitigation
incorporated
Monitor Construction Noise: Continuously monitor
construction noise at closest noise sensitive
receptor(s) to the active construction effort. Actual
construction methods may not be as intrusive as
currently assumed in this analysis, but if any
measurement indicates an exceedance of the City’s
construction noise thresholds from Proposed Project
construction, measures including but not limited to
those described below will be used to ensure that the
significance threshold is not exceeded.
Construction Scheduling: The timing and/or sequence
of the noisiest onsite construction activities shall
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avoid noise-sensitive times of the day or week, as
feasible (7:00 p.m. to 7:00 a.m. Monday–Friday;
8:00 p.m. to 9:00 a.m. on weekends and holidays).
Construction Equipment: Stationary source
equipment that has a flexible location of use (such as
generators and compressors) shall be located at the
greatest distance practical from noise-sensitive land
uses. “Quiet-design” air compressors and other
quieter construction equipment shall be used when
feasible and when such technology/equipment is
commercially available.
3.11.3.2 A substantial increase in aircraft noise Operation: Less than significant
None
3.11.3.3 Noise from Proposed Project-related
traffic that would cause ambient noise
levels to increase by 5 dBA CNEL or
more at a noise-sensitive land use
Construction and
Operation: Less
than significant
None
3.11.3.3 Noise from off-site construction traffic
that exceeds the exterior ambient
noise level by 5 dBA or more at a
noise-sensitive use, as measured at
the property line of any sensitive use
Construction and
Operation: Less
than significant
None
3.11.3.4 A substantial increase in ground-borne
vibration resulting in structural
damage or human annoyance
Construction:
Less than
significant
None
3.11.3.5 Expose people residing or working
within an Airport Land Use Plan
(ALUP) area to excessive noise levels
Construction and
Operation: Less
than significant
None
Public Services
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- Result in substantial adverse physical
impacts associated with the provision
of new or physically altered
governmental facilities, need for new
or physically altered governmental
facilities, the construction of which
could cause significant environmental
impacts, in order to maintain
acceptable service ratios, response
times or other performance objectives
for any of the following public
services:
- -
3.12.3.1 Fire protection Construction and
Operation: Less
than significant
None
3.12.3.2 Police protection Construction and
Operation: Less
than significant
None
3.12.3.3 Schools Construction and
Operation: No
impact
None
3.12.3.4 Parks Construction and
Operation: No
impact
None
3.12.3.5 Other public facilities Construction and
Operation: Less
than significant
None
Transportation
3.13.4.1 Conflict with a program, plan,
ordinance, or policy addressing the
Construction and
Operation: Less
Maintain Pedestrian and Bicycle Access: The Proposed
Project will maintain pedestrian and bicycle access
CHAPTER 1 – INTRODUCTION
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circulation system, including transit,
roadway, bicycle, and pedestrian
facilities
than significant
with mitigation
incorporated
during construction and ensure that the pedestrian
and bicycle connection between Ron Cowan Parkway
and the Proposed Project are made upon project
completion to replace the connection lost by the
removal of part of John Glenn Drive.
3.13.4.2 Conflict or be inconsistent with CEQA
Guidelines section 15064.3,
subdivision (b) (VMT)
Construction and
Operation: Less
than significant
None
3.13.4.3 Substantially increase hazards due to
a geometric design feature (e.g.,
sharp curves or dangerous
intersections) or incompatible uses
(e.g., farm equipment)
Construction and
Operation: Less
than significant
None
3.13.4.4 Result in inadequate emergency
access
Construction and
Operation: Less
than significant
None
Energy, Utilities, and Service Systems
3.14.3.1 Result in potentially significant
environmental impact due to wasteful,
inefficient, or unnecessary
consumption of energy resources,
during project construction or
operation
Construction and
Operation: Less
than significant
None
3.14.3.2 Conflict with State or Local Plan for
Renewable Energy or Energy
Efficiency
Construction:
Less than
significant
Operation: No
impact
None
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3.14.3.4 Require or result in the relocation or
construction of new or expanded
water, wastewater treatment or storm
water drainage, electric power, natural
gas, or telecommunications facilities,
the construction or relocation of which
could cause significant environmental
effects
Construction and
Operation: Less
than significant
None
3.14.3.5 Have sufficient water supplies
available to serve the project and
reasonably foreseeable future
development during normal, dry and
multiple dry years
Construction and
Operation: Less
than significant
None
3.14.3.6 Result in a determination by the
wastewater treatment provider which
serves or may serve the project that it
has adequate capacity to serve the
project’s projected demand in addition
to the provider’s existing
commitments
Construction and
Operation: Less
than significant
None
3.14.3.7 Generate solid waste in excess of
State or local standards, or in excess
of the capacity to serve the project’s
projected demand in addition the
provider’s existing commitments
Construction and
Operation: Less
than significant
None
3.14.3.8 Comply with federal, state, and local
management and reduction statutes
and regulations related to solid waste
Construction and
Operation: No
impact
None