3.6 GROUND TRANSPORTATION Environmental Setting Area of Influence Setting

Transcription

1 3.6 GROUND TRANSPORTATION Environmentl Setting Are of Influence The re of influence for ground trnsporttion consists of the streets nd intersections tht could be ffected by utomobile, truck, nd ril trffic to gin ccess to nd from the POLB Pier S mrine continer terminl Project site. Figure shows this re is generlly bounded by Cerritos Chnnel to the north, the Bck Chnnel to the est, SR-47 to the west, nd Ocen Boulevrd to the south. The re of influence lso includes freewy segments outside the study re long Interstte (I) 405, SR-91, I-710 nd I-110. The study intersections nd highwy links re shown in Tble In the cse of ril lines, the re of influence extends long the Almed Corridor nd long mjor Clss I ril corridors throughout the region Setting Regionl nd Locl Access Regionl ccess to Pier S is provided by network of freewy nd rteril fcilities. The freewys include the Hrbor Freewy (I-110), the Long Bech Freewy (I-710), nd the Terminl Islnd Freewy (SR-47 nd SR-103). The rteril street network includes Ocen Boulevrd, Seside Avenue, Henry Ford Avenue, Almed Street, Anheim Street, nd Pcific Cost Highwy. I-110 nd I-710 re north/south highwys tht extend from the Port re to downtown Los Angeles. They ech hve six lnes in the vicinity of the hrbor nd widen to eight lnes to the north. SR-47/SR-103 is stte route tht extends from Terminl Islnd cross the C.S. Heim Bridge nd termintes t Willow Street. It hs six lnes on the southern segment nd four lnes pproching Anheim Street. The key ccess streets serving the Project site re Ocen Boulevrd, Pier S Avenue, nd New Dock Street. Ocen Boulevrd is the primry est/west corridor to the south of the Project site nd connects the study re to the Terminl Islnd Freewy nd I-710 with two to three lnes in ech direction, depending on loction. Pier S Avenue is north/south street with three lnes in ech direction tht connects Ocen Boulevrd with New Dock Street. New Dock Street provides direct ccess to the Project re. It connects the Project site to SR- 47 nd Pier S Avenue. It hs two lnes in the estbound direction nd three lnes in the westbound direction. Existing Trnsit Services Long Bech Trnsit (LBT) provides limited trnsit service to the Port re. The service is limited due to the non-typicl nture of mrine terminl work schedules. The only public trnsit service is LBT s Pssport Route C, which primrily serves visitors nd connects downtown Long Bech to wterfront ttrctions, such s the Queen Mry. This route does not go to Pier S, nd there re no other regulr LBT routes serving the Pier S re. Existing Ril Fcilities Port Vicinity Ril Ril ccess to nd from the study re is provided by two Clss I ril crriers (UP Rilrod nd BNSF) nd Pcific Hrbor Line (PHL), third-prty ril opertor serving both ports. Figure shows the existing ril fcilities in the Port s vicinity. PHL provides support to UP nd BNSF nd is responsible for disptching ll trin moves south of the West Thenrd Control Point, which is locted just north of Anheim Street ner Almed Street. PHL lso provides services to individul terminl opertors nd performs mintennce on ril infrstructure owned by both ports. PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

2 Figure Study Are 8.5 x 11 Figure Study Are PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

3 Figure Port Vicinity Ril Fcilities 8.5 x 11 Figure Port Vicinity Ril Fcilities PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

4 Tble Study Intersections nd Highwy Links Intersections Loction 1 Almed Street & O Street Los Angeles 2 Pcific Cost Highwy (PCH) & O Street Los Angeles 3 Henry Ford Avenue & Denni Street Los Angeles 4 Almed Street & Anheim Street Los Angeles 5 Henry Ford Avenue & Anheim Street Los Angeles 6 Henry Ford Avenue & Terminl Islnd Freewy On/Off-Rmps Los Angeles 7 Pier S Avenue & New Dock Street Long Bech 8 Terminl Islnd Freewy SB off-rmp & New Dock Street b Long Bech 9 Terminl Islnd Freewy NB on-rmp & New Dock Street/Pier S Access b Long Bech 10 Pier S Avenue & POLB Fire Sttion drivewy/serrf Drivewy b Long Bech 11 Seside Avenue & Nvy Wy Los Angeles 12 Pier S Avenue & Ocen Boulevrd Long Bech 13 Terminl Islnd Freewy & Ocen Boulevrd Long Bech Highwy/Freewy Links c Northbound (NB) I-405 Freewy north of I-710 Freewy Southbound (SB) I-405 Freewy north of I-710 Freewy NB I-405 Freewy south of I-710 Freewy SB I-405 Freewy south of I-710 Freewy NB I-110 Freewy t C Street SB I-110 Freewy t C Street NB I-110 Freewy south of C Street SB I-110 Freewy south of C Street Westbound (WB) SR-91 Freewy est of I-710 Freewy Estbound (EB) SR-91 Freewy est of I-710 Freewy WB SR-91 Freewy west of I-710 Freewy EB SR-91 Freewy west of I-710 Freewy NB I-710 Freewy between Willow Street & PCH SB I-710 Freewy between Willow Street & PCH NB I-710 Freewy t Willow Street SB I-710 Freewy t Willow Street NB SR-47/SR-103 Freewy t C.S. Heim Bridge SB SR-47/SR-103 Freewy t C.S. Heim Bridge Signlized intersection b Stop controlled on minor street only c Freewy links include both directions nd re between interchnges SERRF = Southest Resource Recovery Fcility Source: CH2M Hill 2011 PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

5 Almed Corridor The Almed Corridor is locted in southern Los Angeles County, extending 20 miles from the POLB nd POLA to ril yrds ner downtown Los Angeles, primrily long nd djcent to Almed Street. This dedicted triple-trck, grde-seprted, ril corridor is operted by the Almed Corridor Trnsporttion Authority nd used by both BNSF nd UP. Completed in 2002, the Almed Corridor hs dily cpcity of 150 trins. For the first 3 months of 2011, the verge demnd on the corridor ws 36 trins per dy ( pdf) (Almed Corridor Trnsporttion Authority. 2009). Regionl Ril Network The regionl ril network is illustrted in Figure Est of Hobrt Yrd, the BNSF Sn Bernrdino Subdivision generlly follows the I-5 freewy nd then SR-91 to the south nd est, through southern Los Angeles County, northern Ornge County, nd into the city of Riverside. From there it continues north through Colton Crossing to Sn Bernrdino. The UP lines follow multiple routes. One line continues north, splitting into the Sugus line (towrd Bkersfield) nd the Cost line (towrd Ventur). However, ll of the UP freight trffic from the ports follows two lines to the est to the Los Angeles nd Alhmbr Subdivisions. These lines roughly follow the SR-60 nd I-10 corridors. They re djcent to one nother through Ontrio, nd then diverge gin est of Ontrio, with the Alhmbr Subdivision continuing est towrd Colton nd the Los Angeles Subdivision turning southest towrd Riverside where it joins the BNSF Sn Bernrdino Subdivision. North of Sn Bernrdino, the BNSF Cjon Subdivision roughly follows the I-15 corridor towrd Brstow. Through trckge rights greement, the UP lso opertes on the BNSF Cjon line s fr north s Dggett. The UP Mojve Subdivision (lso known s the Colton- Plmdle cutoff), runs north from West Colton nd then turns west ner Hesperi to join the Sugus line in Plmdle. Est of the Colton crossing, the UP Yum Subdivision roughly follows the I-10 corridor to Indio nd beyond. The limits of the regionl network re defined s follows: Los Angeles nd Ornge Counties, ll tgrde crossings long the following: UP Los Angeles nd Alhmbr Subdivisions BNSF Sn Bernrdino Subdivision Riverside County, ll t-grde crossings long the following: BNSF Sn Bernrdino Subdivision UP Los Angeles Subdivision UP Yum Subdivision from Colton Crossing to Indio (Crossings between Indio nd the Arizon border re locted in rurl res nd typiclly hve trffic volumes of less thn 5,000 verge dily trips.) Sn Bernrdino County, ll t-grde crossings long the following: UP Los Angeles nd Alhmbr Subdivisions BNSF Sn Bernrdino nd Cjon Subdivisions to Brstow (Crossings between Brstow nd the Nevd border re locted in rurl res nd typiclly hve low trffic volumes of less thn 5,000 verge dily trips.) The ril lines cross wide vriety of streets, from two-lne locl rods where the verge dily trffic (ADT) is less thn 5,000 vehicles/dy, to six-lne rterils where the ADT exceeds 30,000 vehicles/dy. The study re includes rodwys with t-grde crossings on the rilrod minlines tht serve the POLA nd POLB tht either currently, or in the future, could experience vehiculr dely due to freight ril trffic. A tble of ll study re crossings is included in Appendix F of the Pier S Mrine Terminl Project Trffic Report. PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

6 Existing Trffic Conditions A series of trffic counts were collected in 2007 (NOP yer) t 13 intersections in the vicinity of the Proposed Project site. Specificlly, intersection turning movement counts were gthered on typicl weekdy covering the three nlysis pek hours: 7 to 9.m., 1 to 3 p.m., nd 4 to 6 p.m. In ddition, current dt on nine highwy segments (both directions) ws reviewed. Trffic dt for these highwy segments were developed by reviewing bse trvel demnd model ssignments nd vlidted with dt gthered from the Cliforni Freewy Performnce Mesurement System (PeMS). Cltrns PeMS dt is historicl nd rel-time freewy dt from freewys in Cliforni. The dt is collected in rel time from more thn 25,000 individul detectors. These sensors spn the freewy system cross ll mjor metropolitn res of Cliforni. These study loctions were selected becuse they re situted long key ccess routes to nd from the Project site. In ddition to trffic counts, trvel lne configurtion nd type of trffic control t ech of the study loctions were verified nd documented. For plnning purposes, the bility to hndle trffic t n intersection or long segment of rodwy is generlly estimted bsed on the volume of trffic versus the crrying cpcity of the fcility. The volume mesure is collection of either existing or forecsted trffic counts. The intersection nd rodwy cpcity reflects the mximum mount of trffic tht cn be served, typiclly mesured s the number of vehicles per hour per trvel lne. The rtio between volume nd rodwy/intersection cpcity yields volume-to-cpcity (V/C) rtio, nd tht rtio hs corresponding level of service (LOS) descriptor. For signlized intersections in the Port/city of Long Bech, the intersection cpcity utiliztion (ICU) methodology, which reports the LOS bsed on V/C rtios, ws used to nlyze trffic operting conditions t signlized intersections. For those loctions in the Port/city of Los Angeles, the Criticl Movement Anlysis (CMA) methodology contined in the Trnsporttion Reserch Bord s (TRB) Circulr No. 212 Interim Mterils, which reports the LOS bsed on V/C rtios, ws used. For non-signlized intersections, LOS is determined by estimted dely time in seconds per vehicle, regrdless of jurisdiction. For highwy segments, LOS is determined by the V/C rtio. LOS A reflects minimum dely t n intersection or free-flow conditions on highwy segment. LOS F reflects long delys t n intersection or stopnd-go conditions on highwy segment. In most urbnized regions, LOS D is considered cceptble. For t-grde ril crossings, the LOS is determined by the estimted verge dely time in seconds per vehicle for ll vehicles pssing through ech crossing during the pek hours. Tble shows the LOS criteri for signlized intersections nd t-grde ril crossings. Tble illustrtes the LOS criteri for nonsignlized intersections nd Tble shows the LOS criteri for highwy segments. Tble summrizes the existing LOS t study intersections nd highwy segments. All of the study intersections operte t LOS C or better during the three pek hours. Seven of the nine freewy segments hve t lest one direction operting t LOS E or F during one or more of the three nlyzed pek hours: I-405 north nd south of I-710, I-110 south of C Street, SR-91 est nd west of I-710, nd I-710 between Willow Street nd PCH nd t Willow Street. Only the northern segment of I- 110 t C Street nd the SR-47/SR-103 freewy segments operte t LOS D or better for ll three pek hours. All of the t-grde crossings operte t LOS D or better under existing conditions during the three pek hours. The nlysis results for the nerly 200 t-grde crossings re included in Appendix F of the Pier S Mrine Terminl Project Trffic Report. PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

7 Figure Regionl Ril Network 11 x 17 Figure Regionl Ril Network PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

8 This pge intentionlly left blnk. PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

9 Tble Level of Service Definitions for Signlized Intersections nd At-Grde Ril Crossings b LOS Intersections Ril Crossings b Definition V/C Rtio Dely (seconds) A < 10 B > 10.0 nd < 20.0 C > 20.0 nd < 35.0 D > 35.0 nd < 55.0 E > 55.0 nd < 80.0 F > > 80.0 Intersection opertes with low control dely due to trffic signl. Trffic flows through intersection (progression) extremely fvorble nd most vehicles rrive during the green phse. Mny vehicles do not stop t ll. Intersection opertes generlly with good progression. More vehicles stop thn with LOS A, cusing higher levels of dely. Intersection opertes with fir progression. Individul cycle filures my begin to pper t this level. Cycle filure occurs when given green phse does not serve queued vehicles, nd overflows occur. The number of vehicles stopping increses, though mny still pss through the intersection without stopping. The influence of congestion becomes more noticeble. Longer delys my result from some combintion of unfvorble progression, longer cycle lengths, nd high v/c rtios. Mny vehicles stop, nd the proportion of vehicles not stopping declines. Individul cycle filures re noticeble. Intersection opertes with poor progression. More vehicles stop thn with LOS D. Individul cycle filures re frequent. Intersection opertes with long dely, stops, nd frequent individul cycle filures. Most drivers consider this level uncceptble. Source: Interim Mterils on Highwy Cpcity, Trnsporttion Reserch Circulr No. 212, Trnsporttion Reserch Bord 2000 Source: Chpter 16, Highwy Cpcity Mnul 2000, Trnsporttion Reserch Bord 2000 PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

10 Tble Level of Service Definitions for Unsignlized Intersections LOS Averge Control Dely per Vehicle (seconds) A < 10.0 B > 10.0 nd < 15.0 C > 15.0 nd < 25.0 D > 25.0 nd < 35.0 E > 35.0 nd < 50.0 F > 50.0 Source: Trnsporttion Reserch Bord 2000 Tble Level of Service Definition for Freewy Segment LOS V/C Rtio Definition A B C D E Highest qulity of service. Free trffic flow, low volumes nd densities. Little or no restriction on mneuverbility or speed. Stble trffic flow, speed becoming slightly restricted. Low restriction on mneuverbility. Stble trffic flow, but less freedom to select speed, chnge lnes, or pss. Density incresing. Approching unstble flow. Speeds tolerble but subject to sudden nd considerble vrition. Less mneuverbility nd driver comfort. Unstble trffic flow with rpidly fluctuting speeds nd flow rtes. Short hedwys, low mneuverbility nd low driver comfort. F > Forced trffic flow. Source: 2004 Congestion Mngement Progrm for Los Angeles County, Los Angeles County Metropolitn Trnsporttion Authority 2004 PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

11 Tble Existing Intersection / Highwy Link Level of Service Anlysis Intersection / Highwy Link LOS 2007 Existing Pek-Hour Conditions AM Mid-Dy PM Dely or V/C LOS Dely or V/C LOS Dely or V/C Intersections 1 Almed Street & O Street A A A Pcific Cost Highwy (PCH) & O Street A A A Henry Ford Avenue & Denni Street A A A Almed Street & Anheim Street b A A C Henry Ford Avenue & Anheim Street A B C Henry Ford Avenue & Terminl Islnd Freewy on/off rmps A A A Pier S Avenue & New Dock Street A A A Terminl Islnd Freewy SB off-rmp & New b Dock Street B 12 C 16 B 10 9 Terminl Islnd Freewy NB on-rmp & New Dock Street/Pier S Access b A 8 A 8 A 8 10 Pier S Avenue & POLB Fire Sttion b drivewy/serrf drivewy B 14 C 16 B Seside Avenue & Nvy Wy B A B Pier S Avenue & Ocen Boulevrd A A B Terminl Islnd Freewy & Ocen Boulevrd A A A Highwy/Freewy Segments c 1 Northbound (NB) I-405 north of I-710 F 1.25 F 1.15 F 1.12 Southbound (SB) I-405 Freewy north of I-710 E 0.94 F 1.10 F NB I-405 Freewy south of I-710 F 1.21 F 1.15 F 1.15 SB I-405 Freewy south of I-710 E 0.94 F 1.04 F NB I-110 Freewy t C Street D 0.80 C 0.75 C 0.65 SB I-110 Freewy t C Street C 0.57 C 0.68 D NB I-110 Freewy south of C Street E 0.97 E 0.94 D 0.84 SB I-110 Freewy south of C Street C 0.70 D 0.81 D Westbound (WB) SR-91 Freewy est of I-710 F 1.40 F 1.31 F 1.31 Estbound (EB) SR-91 Freewy est of I-710 D 0.86 E 1.00 F WB SR-91 Freewy west of I-710 F 1.34 F 1.18 F 1.13 EB SR-91 Freewy west of I-710 D 0.79 E 0.96 F NB I-710 Freewy between Willow Street & PCH E 1.00 F 1.05 F 1.12 SB I-710 Freewy between Willow Street & PCH F 1.11 F 1.12 F NB I-710 Freewy t Willow Street F 1.09 F 1.10 F 1.17 SB I-710 Freewy t Willow Street F 1.18 F 1.18 F NB SR-47/SR-103 Freewy t C.S. Heim Bridge A 0.17 A 0.29 A 0.26 SB SR-47/SR-103 Freewy t C.S. Heim Bridge A 0.23 A 0.24 A 0.14 Signlized intersection (V/C reported). b Two-wy-stop controlled intersection. Dely reported for worst-cse stop-controlled pproch only. c Anlysis ssumes per-lne cpcity of 2,100 pssenger crs per hour. Source: CH2M Hill 2011 PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

12 Regultory Setting The trffic nlysis ws prepred in conformnce with city of Long Bech procedures nd Los Angeles County Metropolitn Trnsporttion Authority Trffic Impct Anlysis (CMPTIA) procedures. Appendix A of the Trffic Impct Anlysis (CH2M Hill 2011) includes the Port protocols tht were incorported in the trffic nlysis Impcts Significnce Criteri Impcts to ground trnsporttion would be significnt if the Project would: TRANS-1 Increse signlized intersection s V/C rtio in ccordnce with the following guidelines: LOS without LOS or Chnge in V/C the Project with the Project City/Port of Long Bech Significnt Trffic Impct Criteri To E or F, nd A, B, C, or D 0.02 or greter E, F 0.02 or greter City/Port of Los Angeles Significnt Trffic Impct Criteri Finl LOS Project-Relted (with Project) Increse in V/C C D E or F Cuse n increse of 2 percent or more trffic to dely t n unsignlized intersection operting t LOS E or LOS F. This pplies to the three unsignlized intersections in Long Bech. City/POLB thresholds were pplied to intersections within Long Bech, nd city of Los Angeles/POLA thresholds were pplied to intersections within Los Angeles (see Tble bove). TRANS-2 Cuse n increse of 0.02 or more in the V/C rtio with resulting LOS E or F t CMP monitoring sttion or on non-cmp segments nlyzed in this trffic study. TRANS-3 Increse the demnd for trnsit services beyond the supply of services vilble to the Project site. TRANS-4 Cuse the verge dely per vehicle to exceed 55 seconds (LOS D to E) or cuse n increse of 2 seconds or more dely per vehicle t n t-grde crossing operting t LOS E (55 seconds to 80 seconds) or dd 1 second or more dely to n t-grde crossing operting t LOS F (greter thn 80 seconds) Methodology The 13 intersections nd nine freewy loctions chosen for nlysis of existing conditions (Section ) were lso nlyzed for yer 2013, yer 2020, nd yer 2030 conditions is the opening yer, 2020 is the yer of full cpcity, nd 2030 is the long-rnge SCAG RTP Horizon Yer. For consistency with the SCAG Horizon Yer, 2030 ws used s the horizon yer for the cumultive nlysis. Intersections Similr to the existing trffic condition nlysis, the LOS vlues for signlized intersections were determined by using the V/C rtio. Loctions within city of Long Bech/POLB used the ICU methodology nd city of Los Angeles/POLA used the CMA methodology. Regrdless of jurisdiction, unsignlized (stop-sign controlled) intersections were nlyzed using methodologies contined in Chpter 17 of the Highwy Cpcity Mnul in which LOS is bsed on verge vehiculr dely. Arteril Segments Under the County of Los Angeles Congestion Mngement Progrm (CMP), trffic impct nlysis is required t CMP rteril monitoring intersection, including freewy on- or off-rmps, only where the Proposed Project would dd 50 or more trips during either the AM or PM weekdy pek hour. Trffic impct nlysis for freewy segments is required t CMP freewy PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

13 monitoring loctions only where the Proposed Project would dd 150 or more trips during either the AM or PM weekdy pek hours. There re no CMP rteril monitoring sttions ner the Project. Freewy Segments Freewy segments re nlyzed in ccordnce with the CMP. The closest freewy monitoring sttions re t SR-91 t Almed Street, I-710 t Willow Street, nd I-110 t C Street. The Project would dd more thn 150 trips t SR-91 t Almed Street nd I-110 t C Street monitoring loctions, nd, therefore, CMP nlysis for these two freewy loctions ws required. Trnsit Trnsit ws evluted using the Los Angeles CMP trnsit impct nlysis requirements. At-Grde Rilrod Crossings Becuse there is no stndrd, universlly ccepted methodology for mesuring vehicle dely cused by trins t crossings, the POLA nd POLB collborted to develop methodology for evluting the impcts of projects on existing ril/rodwy t-grde crossings in Southern Cliforni. This ril methodology, which is included in Appendix A of the Pier S Mrine Terminl Project Trffic Report, ws used to evlute the impcts of this Project. The impct of trin movement on the rodwy trffic operting conditions ws mesured using verge vehicle dely in seconds t ech crossing. The verge dely per vehicle is clculted by dividing the totl vehicle dely by the number of rriving vehicles for the given time period nd converting estimted vehicle hours of dely into seconds by multiplying by 3,600. Totl vehicle dely is bsed on the trin nd vehiculr volumes for ech time period nd clculted using the following dt: Vehicle rrivl nd deprture rtes (vehicles per minute per lne) Gte down time (function of speed nd length of trin, width of intersection, clernce distnce, led nd lg times of gte opertion) Vehicle hours of dely (function of vehicle rrivl nd deprture rtes, number of trffic lnes, nd the squre of the gte down time) Queue length Totl number of vehicles rriving per period Totl number of vehicles tht re delyed Percentge of vehicles tht re delyed Percentge of time tht the crossing is blocked by trins Averge vehicle dely (totl dely divided by number of rriving vehicles per time period) The rrivl rte is bsed on the trffic volumes for the given period of the dy. The deprture rte depends on the percentge of trucks in the queue. The gte down time is bsed on the speed nd length of the trin (including locomotives), the width of the crossing, the clernce distnce, nd the led nd lg times for gte opertion. The eqution for totl vehicle dely is s follows: Totl Dely = B 2 * q * n (veh-hr) 2* 60 * (1 q/d) where: B = gte blockge time in minutes q = verge rrivl rte in vehicles per minute per lne n = number of trffic lnes (both directions combined) d = queue deprture rte in vehicles per minute per lne 60 = conversion fctor (60 minutes per hour) PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

14 Note tht dely is function of the squre of the gte down time. Hourly verge dely per vehicle is clculted by dividing totl dely over 1 hour by the number of vehicles rriving t the crossing in the sme hour. Averge dely (in seconds/vehicle) = totl dely / number of vehicles times 3,600. The clcultion of hourly verge vehicle dely ccounts for the following: Totl vehicles rriving t the crossing in 1- hour period, whether the vehicles re delyed by trin or not. Totl dely experienced by ll vehicles in tht hour. All trins pssing through the crossing in tht hour. The bove formul is bsed on the formul used by the Federl Rilrod Administrtion (FRA), but becuse the FRA formul clcultes totl vehicle dely time in hours, for which there re no dopted thresholds of significnce, the formul used by POLB converts totl vehicle dely in hours to verge vehicle dely in seconds so tht the dely times cused by Project trins cn be mesured ginst the LOS definitions contined in the Highwy Cpcity Mnul (HCM). Anlyticl Frmework Multiple nlyses were conducted to stisfy the regultory requirements. Seprte nlyses for both CEQA nd NEPA requirements were conducted. Figure is generic digrm used for reference in describing the nlyses. CEQA Impct Determintion Anlysis This CEQA impct determintion nlysis identifies the potentil direct incrementl impcts of the Project on trffic conditions s they existed t the time of the NOP. The nlysis is conducted by compring the Existing plus Project trffic conditions to the Existing Conditions (CEQA Bseline) using Project trffic for ech phse of the Project. The CEQA nlysis compres column B, existing conditions plus yer 2013 or 2020 Projectrelted trffic, to column A, yer 2007 conditions. Full opertionl cpcity of the terminl is nticipted by 2020; therefore, the 2030 scenrios hve the sme Project volumes s Significnt impcts re determined using the significnce criteri described in Section NEPA Impct Determintion Anlysis This NEPA impct determintion nlysis identifies the potentil direct incrementl impcts of the Project on trffic conditions under the NEPA Bseline. The NEPA Bseline is not fixed in time nd reflects the trffic conditions in the bsence of federl permits, which, in this cse, is the Multi-Use Storge Alterntive. The site could be used for continer storge without federl permits; therefore, the NEPA Bseline ssumes this use. Full opertionl cpcity of the terminl is nticipted by 2020; therefore, the 2030 Project volumes re the sme s The NEPA nlysis is conducted by compring Column D, Future with Regionl Growth with Project trffic conditions, to Column C, Future NEPA with Regionl Growth without Project trffic, for ech phse of the Project (Figure 3.6-4). The nlysis is conducted for ech horizon yer (opening yer 2013, full terminl opertion cpcity yer 2020, RTP SCAG Horizon yer 2030). Significnt impcts re determined using the significnce criteri described in Section Cumultive Impct Anlysis This nlysis identifies the potentil cumultive impcts of the Project, which includes (i) ll known development, nd (ii) the mbient growth on trffic conditions s projected under the longrnge SCAG RTP Horizon Yer (currently yer 2030). For consistency with the SCAG Horizon Yer, 2030 ws used s the horizon yer for the cumultive nlysis. Full opertionl cpcity of the terminl is nticipted by 2020; therefore, the 2030 Project volumes re the sme s PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

15 Figure Anlyticl Frmework for Comprison A B C D E F Volume-to-Cpcity CEQA Anlysis 8.5 x 11 NEPA Anlysis Cumultive Anlysis Existing Conditions Existing with Project Conditions Future NEPA + Future + Regionl Regionl Growth without Growth with Project Trffic Project Trffic Future + Regionl Growth + Relted Projects without Project Trffic (SCAG RTP Horizon Yer) Future + Regionl Growth + Relted Projects with Project Trffic (SCAG RTP Horizon Yer) Existing Trffic Future Bckground Growth Project Trffic NEPA Bseline SCAG RTP Horizon Yer Bckground Growth + Figure Anlyticl Frmework for Comprison PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

16 The nlysis is conducted by compring Column F, Future with Regionl Growth with Project trffic conditions (SCAG RTP Horizon Yer), to Column E, Future with Regionl Growth without Project trffic conditions (SCAG RTP Horizon Yer) for ech phse of the Project. The future bckground trffic under this scenrio includes cumultive/relted projects in ddition to projected future regionl growth. Significnt impcts re determined using the significnce criteri described in Section CEQA requires tht EIRs discuss cumultive impcts in ddition to project-specific impcts. Section of the CEQA Guidelines provides the following definition of cumultive impcts: Cumultive impcts refer to two or more individul effects which, when considered together, re considerble, or which compound or increse other environmentl impcts. The fct tht cumultive impct is significnt on the whole does not necessrily men tht the project-relted contribution to tht impct nlysis is significnt s well. Insted, under CEQA, project-relted contribution to significnt cumultive impct is only significnt if the contribution is cumultively considerble. Cumultive impcts re discussed in Section Modeling nd Model Inputs The intersection nd highwy segment nlyses used the Port Trvel Demnd Model, which ws originlly developed for the Ports of Long Bech nd Los Angeles October 2001 Trnsporttion Study. The Port model is bsed on the SCAG Regionl Trvel Demnd Forecsting Model. The use of the SCAG model to ccount for regionl nd sub-regionl trffic growth beyond the generl proximity of the Project site is n ccepted prctice by gencies/jurisdictions. The SCAG model is used for the region s federlly required RTP, s well s the SIP nd SCAB AQMP. Vehiculr Trip Genertion The Proposed Project site is currently vcnt. Since the construction is nticipted to be completed ll in one phse within 2 yers, the Project vicinity would experience constructionrelted utomobile nd truck trips before 2013, nd new utomobile nd truck trips would be generted by the Project once construction is completed. Construction-relted trffic ws provided by the POLB Engineering Bureu. The estimtes for this Project include both worker nd truck trffic nd re bsed on (1) the estimted size of the workforce, the number of work shifts, shift hours, nd (2) the estimted number of constructionrelted truck trips to nd from the Project site. To be conservtive, this nlysis ssumed tht ech worker would rrive during the AM pek hours. However, the workforce estimtes ssume tht workers would rrive on-site before the AM pek-hour trffic nd leve the jobsite before 4 p.m., the strt of the PM pek-hour trffic, consistent with stndrd construction industry prctice. The Project would require only limited construction-relted dily truck deliveries. Since erthwork nd dredging would be done primrily with wter-bsed equipment, the Project is expected to require miniml recurrent number of hevy trucks huling mteril to nd from the site. All construction equipment would be stored on-site. The impcts of truck deliveries were ssessed for the AM, mid-dy, nd PM pek hours. To more ccurtely estimte the performnce of rodwy crrying mixed trffic strem of utomobiles nd trucks, djustments were pplied to trucks to ccount for their sizes, ccelertions, nd brking cpbilities. For purposes of this trffic nlysis, ech truck trip generted by the Project is converted to pssenger-cr equivlents (PCE) by pplying the following fctors: Bobtils 1.1 Chssis, continers, nd others 2.0 PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

17 The dily truck trips ssocited with equipment re estimted to equl pproximtely 7 percent of the dily trips by construction workers. Future-yer terminl trffic ws estimted by using the QuickTrip model. QuickTrip is spredsheet truck-trip genertion model tht ws developed for use in the Ports of Long Bech nd Los Angeles October 2001 Trnsporttion Study. QuickTrip estimtes terminl truck flows by hour of the dy bsed on pek month throughput in twenty-foot equivlent units (TEUs) using ssumed terminl operting prmeters. For ech of the nlysis yers, the terminl s operting prmeters, which influence the mount of truck trffic generted by the terminl, were vried s follows: Incresed ctivity Expnded terminl operting hours (more second-shift nd hoot [night-time] shift ctivity) Incresed on-dock ril use Incresed dul trnsctions within the terminl This pproch is bsed on the expecttion tht, with the increse in forecsted crgo volume (throughput), the terminls would be forced to chnge their opertions. Some of these chnges hve lredy strted to occur. For exmple, terminls hve incresed night-shift ctivity nd gte ctivity during off-pek hours in rection to the PierPss progrm. PierPss is not-forprofit compny with web site of nd ws creted by mrine terminl opertors t POLB nd POLA in 2005 to ddress multi-terminl issues such s congestion, security, nd ir qulity. Under the progrm, ll interntionl continer terminls in the two ports estblished five new shifts per week. As n incentive to use the new off-pek shifts nd to cover the dded cost of the shifts, Trffic Mitigtion Fee of $50 per TEU is required for most crgo movement during pek hours (Mondy through Fridy, 3.m. to 6 p.m.). Since its implementtion, more thn hlf of the truck trips to nd from the terminls hve shifted to off-pek hours, resulting in less congestion on the trnsporttion system. It should be noted tht incresed throughput does not directly trnslte into incresed truck trips proportiontely, due to the different terminl operting prmeters. Tbles nd summrize the work shift hours nd mode splits ssumed for ll of the nlysis scenrios. All employee trip rtes for the vrious lterntives re bsed on the Ports of Long Bech nd Los Angeles October 2001Trnsporttion Study trip genertion methodology, which estimtes employment trips bsed on TEU throughput. The TEU throughput estimtes for this nlysis were set forth in Tble 1-1, Introduction of this document. The informtion in Tble regrding mode splits is summry of n independent Mximum Prcticl Cpcity nlysis conducted by Prsons for the Project. Detils of this nlysis re included in the Pier S Mrine Terminl Project Trffic Report Appendix B. In Tble 3.6-7, ril percentges re lower nd truck percentges re higher in 2020 thn their respective percentges in 2013 for the Three- Berth nd Two-Berth Alterntives becuse throughput would increse between 2013 nd 2020, but the on-dock ril opertions re constrined nd so would be unble to ccommodte the incresed throughput t the sme rte. The ril percentge is lower for the Three-Berth Alterntive thn for the Two-Berth Alterntive in 2020 becuse the crgo volumes re higher with this scenrio, so the on-dock ril constrints re more limiting. Vehiculr Trip Distribution Port trffic ws estimted nd ssigned to the rodwy system using trip genertion methodologies contined in the Ports of Long Bech nd Los Angeles October 2001 Trnsporttion Study. The truck trip distribution ptterns were developed bsed on origindestintion surveys conducted by the POLB/POLA in December Employee trip distribution ptterns were developed bsed on longshoremen zip code dt. PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

18 Tble Work Shifts Yer Dy 8:00 AM to 6:00 PM Percentge of Throughput in Ech Shift Second 6:00 PM to 3:00 AM Hoot 3:00 AM to 8:00 AM % 30% 0% % 20% 20% Full opertionl cpcity of the terminl is nticipted by 2020; therefore, the 2030 percentges re the sme s Source: CH2M Hill 2011 Tble Mode Splits Under Alterntives nd Anlysis Yers Percentge of Totl Throughput Yer Three-Berth Alterntive (Proposed Project) Two-Berth Alterntive Multi-Use Storge Alterntive (NEPA Bseline) Ril Truck Ril Truck Ril Truck % 78.2% 21.8% 78.2% 0% 100% 2020 b 14.5% 85.5% 19.7% 80.3% 0% 100% No future off-site ril improvements were ssumed to be in plce. A constrined Port ril network ws ssumed. b Full opertionl cpcity of the terminl is nticipted by 2020; therefore, the 2030 percentges re the sme s Source: CH2M Hill 2011 PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

19 Ril Trip Genertion The Proposed Project is expected to use the regionl ril system to move portion of the nticipted continer throughput. A ril yrd cpcity nlysis ws conducted for the terminl to ensure tht the ril yrd fcilities could ccommodte the projected on-dock continer volumes. The number of on-dock nd off-dock ril trips generted by the Proposed Project nd lterntives for the nlysis yers ws provided by the POLB nd re presented in Tbles nd On-dock ril continers re loded nd unloded directly on nd off the trins on the terminl, which elimintes trucks on the rodwy system. Off-dock ril continers re loded nd unloded on nd off the trins t n intermodl yrd locted frther wy from terminls, requiring truck trip from the terminl to the ril yrd. A constrined Port ril network ws ssumed. No future off-port improvements to the ril infrstructure re ssumed to be in plce nd, therefore, were not included in the nlysis. As presented in Tbles nd 3.6-9, depending on the lterntive, in 2013, the Project opertions re expected to generte dily verge of of 0.0 to 1.4 on-dock trins nd 1.2 to 1.6 off-dock trins (2.6 totl trins). In both 2020 nd 2030, the numbers re 0.0 to 1.6 ondock trins, nd 1.8 to 3.4 off-dock trins (4.7 totl trins). As reflected in Tble 3.6-8, the ondock dily trin trips for the Two-Berth Alterntive in 2020 (1.6) exceed the on-dock trin trips for the Three-Berth Alterntive (1.5) becuse not s mny trins cn operte in the more constrined footprint of the Three-Berth Alterntive. Ril Trip Distribution All freight pssing through the Port on trins is trnsported long the Almed Corridor. Freight leving the Port trvels to the downtown Los Angeles yrds. Then, the ril is trnsported on vrious UP nd BNSF lines throughout the region, s described in Section It is ssumed tht the bckground Port intermodl trins would split 50 percent on the BNSF line nd 25 percent on ech of the UP Los Angeles nd UP Alhmbr lines est of the downtown rilyrds (SCAG 2005). The UP Los Angeles Subdivision nd the UP Alhmbr Subdivision generlly operte in one-wy loop configurtion (Los Angeles Subdivision estbound, nd Alhmbr Subdivision westbound). However, some intermodl trins loded in the City of Industry nd some uto trins operting out of Mir Lom go ginst the previling flow of ril trffic. Project trins re ssumed to split on the five ril lines s follows: 50 percent to BNSF Sn Bernrdino Subdivision 25 percent to UP Alhmbr Subdivision 25 percent to UP Los Angeles Subdivision nd then 15 percent to BNSF Cjon Subdivision 85 percent to UP Yum Subdivision Proposed Environmentl Control for Construction The ssessment of impcts is bsed on the following environmentl control tht would be included s prt of the Project. Environmentl Control Mesure TRANS-1: Trffic Mngement Pln. The Port would prepre Trffic Mngement Pln tht requires construction contrctors to coordinte with emergency service providers during construction of ll rodwy modifictions to estblish lterntive response routes. The pln would be developed with input from ll emergency response providers nd would be submitted to the City of Long Bech for review nd pprovl. Mesures tht would likely be prt of the trffic pln include regulr notifictions nd coordintion with locl nd regionl lw enforcement nd trnsporttion entities, pproprite scheduling of rod nd rmp closures, dedicted on-site trffic mngement PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

20 Tble Number of On-Dock Trin Trips Generted Three-Berth Alterntive Two-Berth Alterntive Multi-Use Storge Alterntive 2013 nnul per dy b nnul b per dy A typicl trin consists of 28 crs. A ril cr consists of five rticulted fltbeds, 265 feet in length, where ech fltbed is cpble of crrying up to two 40-foot continers. Averge length is 8,000 feet for ech trin. b Full opertionl cpcity of the terminl is nticipted by 2020; therefore, the 2030 Project trin volumes re the sme s Source: CH2M Hill 2011 Tble Number of Off-Dock Trin Trips Generted Three-Berth Alterntive Two-Berth Alterntive Multi-Use Storge Alterntive 2013 nnul per dy b nnul 1, , b per dy A typicl trin consists of 28 crs. A ril cr consists of five rticulted fltbeds, 265 feet in length, where ech fltbed is cpble of crrying up to two 40-foot continers. Averge length is 8,000 feet for ech trin. b Full opertionl cpcity of the terminl is nticipted by 2020; therefore, the 2030 Project trin volumes re the sme s Source: CH2M Hill 2011 PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

21 personnel, nd signge nd striping for detours nd closure Three-Berth Alterntive Construction Impcts Pek construction trffic ctivities re essentilly the sme for ll of the lterntives. Therefore, the nlysis of construction-relted trffic impcts for ech scenrio uses the sme vehiculr trffic estimtes. The Proposed Project would be constructed in one phse with eight stges over spn of 2 yers. Although construction ctivities would vry over this time period, they likely would pek for 1 month t the end of the first yer (2011), when seven of the eight stges occur t the sme time. Using the methodology described in Section , potentil construction trffic impcts were nlyzed bsed on construction workforce of 232 workers nd six trucks. A workforce of this size could result in up to 536 dily PCE trips (464 PCE uto trips plus 72 PCE truck trips converted from 36 totl truck trips). The workers could generte mximum of 232 inbound trips during erly mornings nd mximum of 232 outbound trips in midfternoons, ssuming none of these trips would be shifted to public trnsit. It ws ssumed tht ech of the six trucks would generte one inbound nd one outbound trip during the AM, mid-dy, nd PM pek hours, for totl of 36 truck trips. Construction trffic distribution ptterns were developed bsed on estimtes provided by the POLB. The construction trffic ws distributed eqully, with 33 percent ccessing the site from the north (SR-47/SR-103), 34 percent from the est (I-405/I-710 to Ocen Boulevrd), nd 33 percent from the west (I-405/I-110 to Ocen Boulevrd). Construction trffic ws bsed on yer To estimte the potentil impct of constructionrelted trffic, the mximum dily constructionrelted PCE ws compred ginst the yer 2007 (CEQA Bseline) trips nd the yer 2013 NEPA Bseline trips to derive the mximum shre of construction trips on study loctions. Impct TRANS-1: Construction would not result in short-term, temporry increses in uto nd truck trffic t the study intersections. CEQA Impct Determintion The construction-relted trffic ws compred ginst the CEQA Bseline trips to derive the mximum shre of construction trips on study loctions. As shown in Tble , construction is not expected to hve significnt impcts on ny of the study intersections. Additionlly, complince with Environmentl Control Mesure TRANS- 1 would reduce ny dverse construction trffic effects. Thus, construction of the Proposed Project would result in less-thn-significnt impct under CEQA. Mitigtion Mesures Construction-relted trffic is not expected to hve significnt impcts on the study intersections. Therefore, no construction mitigtion mesures re proposed under the CEQA Bseline nlysis. Significnce of Impcts fter Mitigtion Impcts from construction-relted trffic t the study intersections would be less thn significnt. NEPA Impct Determintion The construction-relted trffic ws compred ginst the NEPA Bseline trips to derive the mximum shre of construction trips on study loctions. As shown in Tble , construction is not expected to hve significnt impcts on the study intersections. Additionlly, complince with Environmentl Control Mesure TRANS- 1 would reduce ny dverse construction trffic PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

22 Tble Three-Berth Alterntive Construction-Relted Intersection CEQA Level of Service Anlysis (Yer 2013) Intersection Control Yer 2007 CEQA Bseline Yer 2007 with 2013 Project Trffic Chnge in V/C or Dely 8-9.m. 2-3 p.m. 4-5 p.m. 8-9.m. 2-3 p.m. 4-5 p.m. Dely 8-9.m. 2-3 p.m. 4-5 p.m. LOS or V/C LOS Dely or V/C LOS Dely or V/C LOS Dely or V/C LOS Dely or V/C LOS Dely or V/C 1 Almed Street & O Street S A A A A A A No Pcific Cost Highwy (PCH) & O Street S A A A A A A No Henry Ford Avenue & Denni Street S A A A A A A No Almed Street & Anheim Street S A A C A A B No Henry Ford Avenue & Anheim Street S A B C A A B No Henry Ford Avenue & Terminl Islnd Freewy S A A A A A A No on/off rmps Pier S Avenue & New Dock Street S A A A A A A No Terminl Islnd Freewy SB b off-rmp & New Dock Street S B 12 C 16 B 10 A A A No Terminl Islnd Freewy NB on-rmp & New Dock Street/ S A 8 A 8 A 8 A A A No Pier S Access b Pier S Avenue & POLB Fire Sttion drivewy/serrf S B 14 C 16 B 14 A A A No drivewy c Seside Avenue & Nvy Wy S B A B A A A No Pier S Avenue & Ocen Boulevrd S A A B A A B No Terminl Islnd Freewy & Ocen Boulevrd S A A A A A A No Per Los Angeles DOT guidelines, 10 percent cpcity credit hs been pplied for future conditions t City/POLA intersections ssumed to be operting under Automted Trffic Surveillnce nd Control (ATSAC) nd Adptive Trffic Control System (ATCS). b Intersection would be signlized prior to Yer 2013 s prt of Schuyler Heim Bridge Replcement nd SR-47 Expresswy Project. Assumed signl for future yer nlysis. c Two-wy-stop-controlled intersection. Dely reported for worst-cse stop-controlled pproch only (intersection would be signlized under future conditions). Shding indictes where the chnge is significnt impct, per criteri detiled in Section , Significnce Criteri. SB = southbound; NB = northbound; S = signlized; AM = 8-9.m.; MD = mid-dy, 2-3 p.m.; PM = 4-5 p.m. Source: CH2M Hill 2011 Significnt Impct (Yes/No) PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

23 Tble Three-Berth Alterntive Construction-Relted Intersection NEPA Level of Service Anlysis (Yer 2013) Intersection Control Yer 2013 NEPA Bseline Yer 2013 with Project Chnge in V/C or Dely 8-9.m. 2-3 p.m. 4-5 p.m. 8-9.m. 2-3 p.m. 4-5 p.m. Dely 8-9.m. 2-3 p.m. 4-5 p.m. LOS or V/C LOS Dely or V/C LOS Dely or V/C LOS Dely or V/C LOS Dely or V/C LOS Dely or V/C 1 Almed Street & O Street S A A B A A B No Pcific Cost Highwy (PCH) & O Street S A A A A A A No Henry Ford Avenue & Denni Street S A A A A A A No Almed Street & Anheim Street S B A D B A D No Henry Ford Avenue & Anheim Street S B C C B C C No Henry Ford Avenue & Terminl Islnd Freewy S A C B A C B No on/off rmps Pier S Avenue & New Dock Street S B D C B E D No Terminl Islnd Freewy SB b off-rmp & New Dock Street S A B A B B A No Terminl Islnd Freewy NB on-rmp & New Dock Street/ S A A B A B B No Pier S Access b Pier S Avenue & POLB Fire Sttion drivewy/serrf S A C A A C A No drivewy c Seside Avenue & Nvy Wy S B A C C A C No Pier S Avenue & Ocen Boulevrd S E F F E F F No Terminl Islnd Freewy & Ocen Boulevrd S E F F E F F No Per Los Angeles DOT guidelines, 10 percent cpcity credit hs been pplied for future conditions t City/POLA intersections ssumed to be operting under Automted Trffic Surveillnce nd Control (ATSAC) nd Adptive Trffic Control System (ATCS). b Intersection would be signlized prior to Yer 2013 s prt of Schuyler Heim Bridge Replcement nd SR-47 Expresswy Project. Assumed signl for future yer nlysis. c Two-wy-stop-controlled intersection. Dely reported for worst-cse stop-controlled pproch only (intersection would be signlized under future conditions). SB = southbound; NB = northbound; S = signlized Source: CH2M Hill 2011 Significnt Impct (Yes/No) PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011

24 effects. Thus, construction of the Proposed Project would result in less-thn-significnt impct under CEQA. Mitigtion Mesures The construction-relted trffic is not expected to hve significnt impcts on the study intersections; therefore, no construction mitigtion mesures re proposed under the NEPA Bseline nlysis. Significnce of Impcts fter Mitigtion Impcts from construction-relted trffic t the study intersections would be less thn significnt. Impct TRANS-2: Additionl trffic generted by construction ctivities would hve shortterm significnt impcts on highwy loctions in the study re. CEQA Impct Determintion The Proposed Project s construction trffic ws evluted for impcts on study highwy segments up to the yer To be conservtive, the sme highwy segments identified under the opertionl nlysis re ssumed to hve impcts ssocited with the increse in construction-relted trffic. With this pproch, this nlysis is identicl to the CEQA Bseline nlysis (summrized in Tble presented lter in this section). The Proposed Project is expected to hve significnt impcts on the following study highwy segments using the CEQA Bseline comprison: SR-91 est of I-710, both directions (middy only). This segment would remin t LOS F, with chnge in V/C of greter thn or equl to 0.02 (per Section , Significnce Criteri). SR-91 west of I-710, westbound only (middy only). This segment would remin t LOS F, with chnge in V/C of greter thn or equl to 0.02 (per section , Significnce Criteri). I-710 t Willow Street, southbound only (AM nd mid-dy only). This segment would remin t LOS F, with chnge in V/C of greter thn or equl to 0.02 (per section , Significnce Criteri). Additionlly, complince with Environmentl Control Mesure TRANS-1 would reduce ny dverse construction trffic effects from the Project. Mitigtion Mesures The POLB does not own, control, or mintin ny of the impcted highwy segments. These segments fll under the jurisdiction of Cltrns. Therefore, the POLB does not hve uthority to unilterlly implement ny mitigtion mesures on the highwy segments. Mitigtion Mesure TRANS-1: To mitigte the Project s impct t the potentilly significntly ffected loctions outside of the City of Long Bech, POLB would provide fir shre contribution to improvements imed t reducing the significnt impcts, s determined by the Bord of Hrbor Commissioners, if fir-shre funding progrm committed to specific improvements t the impcted loctions exists t the time of the certifiction of the EIR. The funds would be held by POLB nd trnsferred to the led gency for the improvements once the future improvement project(s) hve strted construction (or erlier if necessry to implement the fir shre progrm). To mintin the led gency s ccess to these funds, the improvements must be under contrct for construction within 5 yers of the certifiction of the EIR. If the improvements re not under contrct for construction within 5 yers of the certifiction of the EIR, the led gency s ccess to the funds shll be mintined only if, for the 5th fiscl yer following the certifiction of this EIR nd for every 5 yers therefter until construction of the improvements hs begun, the led gency mkes both of the following findings, supported by substntil evidence, with respect to the funding progrm: PIER S MARINE TERMINAL & BACK CHANNEL IMPROVEMENTS DRAFT EIS/EIR SEPTEMBER 2011