PUBLIC HEARING NOTICE PORT OF LONG BEACH LONG BEACH, CALIFORNIA

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1 PUBLIC HEARING NOTICE PORT OF LONG BEACH LONG BEACH, CALIFORNIA Pursuant to the California Coastal Act of 1976 and the Port of Long Beach certified Port Master Plan (PMP), notice is hereby given to all interested persons and organizations that an Application Summary Report and Proposed Staff Recommendations under the Port of Long Beach PMP have been prepared for the: California Department of Transportation Schuyler Heim Bridge Replacement Project The proposed Project is intended to provide a structurally sound vehicular connection between Terminal Island and the mainland that complies with the State s current bridge seismic design criteria. In the event of an earthquake the existing bridge, built in 1946, is projected to be severely damaged and nonoperable. The existing lift bridge would be replaced with a fixed-span bridge. The proposed alignment for the new fixed-span bridge is located primarily within, and partially east of, the existing bridge s right-of-way. The centerline of the proposed bridge is located to the east of the centerline of the existing bridge to avoid impacts to the railroad tracks located on the Badger Bridge immediately west of the existing Bridge. The Project would also reconstruct the approaches to the bridge and include a flyover at the intersection of Ocean Boulevard and the SR 47. Construction of the Project is expected to take up to three years, beginning in late Construction of the Project involves the following major types of activities: grading/excavation, foundation and bridge abutment/column construction, bridge construction, and demolition. The Port of Long Beach will hold a public hearing on the Application Summary Report on July 19, 2010, at 1:00 p.m. in the 6 th Floor Board Room at Port of Long Beach Administration Building, 925 Harbor Plaza, Long Beach, California. Public comments, questions, and suggestions regarding the project and written documentation will be solicited at that time. Participants at the public hearing are requested to provide their testimony in written form, if possible, in order to ensure an accurate recording of statements, questions, and comments. Please submit all written comments no later than 4:30 p.m. on July 7, Copies of the Application Summary Report and Proposed Staff Recommendations are available to the public at the Port of Long Beach Administration Building and at Additional copies of the Application Summary Report are available for review at the Long Beach Public Library, 101 Pacific Avenue, Long Beach, San Pedro Regional Branch Library, 931 Gaffey Street, San Pedro, and Wilmington Branch Library, 1300 N. Avalon Boulevard, Wilmington. Persons wishing additional information may call the Harbor Department, Environmental Planning Division at (562) This information is available in an alternative format by request to Richard Cameron, Director of Environmental Planning at (562) DATED: June 14, 2010 By Order of the Board of Harbor Commissioners Richard D. Steinke, Executive Director

2 APPLICATION SUMMARY REPORT Prepared in Accordance With the Certified Port Master Plan and California Coastal Act of 1976 For CALIFORNI A DEPARTMENT OF TRANSPORTATION SCHUYLER HEIM BRIDGE REPLACEMENT PROJECT This narrative and attached documents, including the project description and staff analysis, constitutes an Application Summary Report with Proposed Staff Recommendations prepared in accordance with the certified Port Master Plan (PMP) and California Coastal Act of Based upon data contained herein, the proposed project is in conformance with the stated policies of the PMP. This document was circulated for public review and becomes effective upon adoption by the Long Beach Harbor Commission. ISSUED FOR PUBLIC REVIEW: June 14, 2010 BY: Director of Environmental Planning APPLICATION SUMMARY REPORT ADOPTED ON: BY: City of Long Beach Board of Harbor Commissioners Application No

3 California Department of Transportation Schuyler Heim Bridge Replacement Project I. Project Background The ports of Long Beach and Los Angeles form the largest port complex in the United States, based on container cargo volume, with the majority of the cargo coming from international trade. Much of this cargo must cross one of the three bridges that connect Terminal Island to the mainland on its way to or from the ports. The three bridges are the Commodore Schuyler F. Heim Bridge (Schuyler Heim Bridge), which runs north and south and connects the island to the Los Angeles community of Wilmington; the Gerald Desmond Bridge within the Port of Long Beach (Port or POLB) on the east side of Terminal Island; and the Vincent Thomas Bridge within the Port of Los Angeles (POLA) on the west side of Terminal Island (Figure 1). The existing Schuyler Heim Bridge is a steel, vertical-lift bridge that spans the Cerritos Channel. It is a popular route for vehicular traffic due to its relatively short and low gradients. The bridge has become a vital transportation link between the POLA/POLB and State Route (SR) 103, which begins north of the Schuyler Heim Bridge at the Terminal Island Freeway, where SR-47 exits at Henry Ford Avenue, and continues north to end at Pacific Coast Highway. In order to maintain this link and to facilitate the continued movement of goods (cargo) to and from the Ports, the California Department of Transportation (Caltrans) and the Federal Highway Administration (FHWA) have approved a project to replace the existing Schuyler Heim Bridge with a new, seismically safe bridge that will be better able to maintain the critical vehicular connection along the north-south corridor between Terminal Island and the mainland. The City of Long Beach, acting by and through its Board of Harbor Commissioners (City), has permitting responsibility for the proposed project pursuant to Article XII of the Charter of the City of Long Beach and Chapter 8 of the California Coastal Act (Public Resources Code Section and following). This Application Summary Report (ASR) constitutes the City s review of the proposed project in support of an application for a Harbor Development Permit submitted by Caltrans. II. Project Description The proposed Schuyler Heim Bridge Replacement and SR-47 Expressway Project is a joint project by Caltrans and FHWA, and is subject to state and federal environmental review requirements. Project documentation, therefore, has been prepared in compliance with both the California Environmental Quality Act (CEQA) and the National Environmental Policy Act (NEPA). Caltrans is the lead agency under CEQA and NEPA. FHWA s responsibility for environmental review, consultation, and any other action required in accordance with applicable federal laws for this project is being, or has been, carried out by Caltrans under its assumption of responsibility pursuant to 23 U.S.C. Section 327. A Final Environmental Impact Statement/Environmental Impact Report (FEIS/FEIR) was prepared for the project (Caltrans, 2009) that identified six proposed project alternatives,

4 of which Alternative 1 was selected by Caltrans and FHWA. Alternative 1 consists of two primary components: (1) the Schuyler Heim Bridge portion (Figure 2), which includes the construction of a replacement bridge and demolition of the existing bridge by Caltrans, and (2) the SR-47 Expressway portion, which would create a grade-separated expressway and high-capacity alternative route between Terminal Island and Alameda Street/Pacific Coast Highway. This ASR, a required component of the Harbor Development Permit process, is being prepared by the Port because the Schuyler Heim Bridge portion of Alternative 1, including its connector ramps on Pier S, is located within the Long Beach Harbor District. The SR 47 portion of the project lies outside of the Harbor District in a dual permitting zone. Although the SR 47 portion of the project will require permits from both the City of Los Angeles and the California Coastal Commission, it does not require any permits from the City of Long Beach. For purposes of this ASR, the term Project refers only to the Schuyler Heim Bridge portion of Alternative 1. The Project is intended to provide a structurally sound vehicular connection between Terminal Island and the mainland that complies with the State s current bridge seismic design criteria. The existing bridge, built in 1946, does not meet current seismic design criteria requirements, and in the event of a major earthquake, the bridge is projected to be severely damaged and non-operable. The Project would conform to current seismic criteria by replacing the existing bridge with a fixed-span bridge. The proposed alignment for the new fixed-span bridge is located primarily within, and partially east of, the existing bridge s right-of-way. The proposed alignment design avoids conflicts with current and future development of Pier A and Pier S. The centerline of the proposed fixed-span bridge is located to the east of the centerline of the existing bridge to avoid impacts to the Alameda Corridor Transportation Authority (ACTA) tracks located on the Badger Bridge immediately west of the existing Schuyler Heim Bridge and to accommodate construction sequencing and maintain traffic flows during Project construction and demolition activities. The Project would also reconstruct the southerly approaches to the bridge to maintain connectivity to Ocean Boulevard. In addition, existing connections to Henry Ford Avenue and New Dock Street would be maintained. The Project would include a flyover at the intersection of Ocean Boulevard and the SR 47. The estimated total temporary and permanent disturbance area associated with the Project is approximately 92 acres (ac) (37 hectare [ha]), which includes the permanent disturbance footprint as well as a 250- foot (ft) (76.2 meter [m]) buffer to accommodate temporary structures (i.e. trestles or piers, lay-down areas on Pier A West and Pier S, access and egress routes, etc.). The proposed structure would be approximately 4,800 ft (1,463 m) long with an average width of 120 ft (36.6 m). It would be 43 ft (13 m) wider than the existing lift bridge due to a new southbound auxiliary lane, standard 12 ft-(3.6 m) wide lanes, and standard 10-ft (3.0 m) shoulders. In the northbound direction, the replacement bridge would include three 12-ft (3.6-m) wide through traffic lanes, and 10-ft (3.0-m) shoulders. In the southbound direction, the replacement bridge would include three 12-ft (3.6-m) wide traffic lanes, one 12-ft (3.6-m) auxiliary lane, and 10-ft (3.0-m) shoulders. The vertical clearance of the proposed fixed-span bridge would be 47 ft (14.3 m) over the Cerritos Channel mean high water line (MHWL) and would accommodate a 45-ft (13.7-m) long fireboat. The width of the navigable channel (distance between bridge-support columns and fenders) would be unchanged from existing conditions. The replacement bridge would maintain access to a southbound off-ramp and northbound on-ramp at New Dock Street on Terminal Island, as well as a northbound off-ramp and southbound

5 on-ramp at Henry Ford Avenue on the mainland (north) side of the bridge. The New Dock Street southbound off-ramp would be elevated to clear the existing tracks that join the Badger Bridge rail alignment from east of SR 47. The new alignment of the off-ramp would eliminate one of the two at-grade rail crossings at SR-47/New Dock Street. New Dock Street would be realigned to accommodate the realigned on-ramp and off-ramp. Construction of the Project is expected to take up to three years, beginning in late This schedule assumes the use of multiple crews working over the course of a two-shift workday, typically for a 5-day workweek. Construction of the Project involves the following major types of activities: Grading/excavation; Foundation and bridge abutment/column construction; Bridge construction; Demolition. Construction of the Project would require temporary structures, or falsework, that would be built within the Cerritos Channel to support the new bridge and then be removed once construction is complete. The falsework would temporarily restrict the horizontal clearance required for U.S. Coast Guard emergency and security vessels to 75 ft (22.9 m) and the vertical clearance to 43 ft (13.1 m) openings. These restrictions would last for 12 to 24 months during construction of the new bridge and demolition of the existing bridge. The channel would be closed completely to vessels (e.g. tug boats, sail boats, and fire boats) for a period of approximately one year to erect the new bridge and remove the mid-span truss of the old lift bridge. With the exception of these restrictions and closure, the channel would be open for navigation during bridge construction. Once the new bridge is complete, the existing Schuyler Heim Bridge would be demolished by first removing the lift span and then removing the remaining steel approach structures. Construction of the new bridge would be phased to minimize the required bridge closure time (estimated to be several night closures that transition traffic from the existing bridge approaches onto the new bridge). The first phase would construct the easterly portion of the new bridge east of the existing bridge. At that point, traffic from the existing bridge approaches would be routed onto the new structure. In the second phase, the existing Schuyler Heim Bridge would be demolished. The final phase would construct the westerly portion of the new bridge over the footprint of the recently demolished existing bridge. The new bridge surface would be striped for the prescribed number of traffic lanes and lighting fixtures and signage would be installed. In addition, a fence with a height of 14 ft (4.27 m) would be incorporated on both sides of the new bridge. After this step, the bridge would be open for service. The Project would have a temporary impact on waters of the United States of 6.36 ac (2.57 ha). Although the Project would require the permanent placement of 0.02 ac (0.01 ha) of cast-in-drilled-hole (CIDH) piles within the Cerritos Channel, the Project would remove 0.49 ac (0.20 ha) of existing piles and footings which would result in a net gain in open water habitat of 0.48 ac (0.18 ha).

6 III. Port Master Plan, Coastal Act, and California Environmental Quality Act Issues 1. Port Master Plan (PMP) Issues The proposed project is located within both the Terminal Island Planning District 4 and the Northwest Harbor Planning District 3 of the Port. Permitted uses in these districts include primary port facilities, hazardous cargo facilities, port related navigation, ancillary port facilities, federal uses, oil production, and utilities. The proposed project, under the port related navigation category, would support existing port-related uses in the Terminal Island and Northwest Planning Districts and would be consistent with the overall goals and objectives for these districts as well as with the Port Master Plan. 2. California Coastal Act Issues Relevant sections of the California Coastal Act are cited below, with a discussion of their relationship to the proposed project. Chapter 3, Article 5, Section Environmentally sensitive habitat areas shall be protected against any significant disruption of habitat values, and only uses dependent on those resources shall be allowed within those areas. The project area is not a designated Environmentally Sensitive Habitat Area (ESHA), nor is it near any designated ESHA. It does, however, serve as habitat for a sensitive species of bird. During reconnaissance-level surveys of the project site in 2002, the American Peregrine Falcon (Falco peregrinus) was observed perched on the north tower and central portions of the Schuyler Heim Bridge. A pair of peregrine falcons has been documented to be nesting on the bridge tower in the past few seasons, and a pair has nested on the tower sporadically since the 1990s. Construction of the new bridge and demolition of the existing bridge would be coordinated so as to avoid disturbing active nests and nesting birds. Caltrans proposes to place nesting boxes for peregrine falcons on the adjacent Badger Avenue Bridge and conduct monitoring of nesting behavior. Chapter 3, Article 6, Section The scenic and visual qualities of coastal areas shall be considered and protected as a resource of public importance. The proposed replacement of the existing Schuyler Heim Bridge with a fixed-span bridge would result in a change in the visual environment. The new bridge would not include the towers associated with the existing lift structure. The change would not alter the visual character of the area near the bridge, which would continue to be a highly industrialized, port-dominated landscape. The proposed simpler design of the new bridge would slightly reduce the vertical clutter of the view over the Cerritos Channel from the Gerald Desmond Bridge and the Anchorage Way marinas. The bridge towers currently create a slight blockage of the view from both the Badger Avenue Bridge and the Gerald Desmond Bridge, which would be removed by demolition of the towers. The only construction

7 activities that would be seen from the Leeward Bay Marina would be removal of the towers. Chapter 8, Article 1, Section (b) Existing ports shall be encouraged to modernize and construct necessary facilities within their boundaries in order to minimize or eliminate the necessity for future dredging and filling to create new ports in new areas of the state. The proposed Project would provide a higher-capacity vehicular connection between Terminal Island and the mainland that complies with the State of California s current bridge seismic design criteria. This high-capacity link would facilitate the movement of people and goods to and from the ports, thus reducing the need for new port facilities elsewhere in the state. Chapter 8, Article 2, Section (a) Minimize substantial adverse environmental impacts. This Project has the potential to have significant adverse environmental impacts on water and air quality, soil and sediment quality, and aquatic habitat. The FEIS/FEIR (Caltrans, 2009) identified mitigation measures that Caltrans would implement to minimize to the extent feasible the construction and operational impacts of construction on the environment. The next section covers these mitigation measures in more detail. Chapter 8, Article 2, Section (c) Give highest priority to the use of existing land space within harbors for port purposes, including, but not limited to access facilities. Replacement of the Schuyler Heim Bridge would ensure that a vital access facility would continue to be available for the transportation needs of the ports. Chapter 8, Article 3, Section (a) development by the port governing body may be appealed to the commission Since the proposed Schuyler Heim Bridge replacement involves a highway not used principally for internal circulation within the port boundaries, this project would be appealable to the Coastal Commission. The Harbor Development Permit, if issued, may be appealed within ten working days of the Board of Harbor Commissioners action. 3. California Environmental Quality Act Issues The Record of Decision under NEPA and the Notice of Determination under CEQA for the Schuyler Heim Bridge Replacement and SR-47 Expressway Project were issued by Caltrans on August 12, The following is a summary of the environmental impacts and mitigation associated with the Project that are described in the FEIS/FEIR. For a full

8 listing of mitigation measures related to the Project, refer to Table S-1 in the Executive Summary of the FEIS/FEIR (Caltrans, 2009). The FEIS/FEIR can be found in electronic format on the Alameda Corridor Transportation Authority s (ACTA) website ( or in hardcopy format in the Port of Long Beach Environmental Planning Bureau office. A. Air Quality Construction The direct sources of construction emissions from the Project would consist of construction equipment exhaust and fugitive dust. The direct emissions of carbon monoxide (CO), nitrogen oxides (NO x ), reactive organic gases (ROG), sulfur oxide (SO x ), and particulate matter less than 10 microns in aerodynamic diameter (PM10) are predicted to exceed daily significance thresholds during construction of the Project even after implementation of all feasible mitigation measures. The indirect source of construction emissions would be marine vessels having to detour around Terminal Island during construction of the new bridge. The indirect marine vessel emissions would exceed the South Coast Air Quality Management District (SCAQMD) NO x threshold. Therefore, marine vessel NO x emissions would result in a temporary, significant air quality impact; however, mitigation would be implemented that would reduce the indirect marine vessel emissions to a level that is below the SCAQMD significance threshold for construction emissions (see FEIS/FEIR). The impacts of the Project, plus those of other, concurrent construction projects would be expected to be adverse. Consequently, the proposed Project would contribute to cumulatively adverse effects on air quality during construction. Operations Indirect operation emissions would result from marine vessel detours around Terminal Island, resulting in daily emissions of NO x that would exceed the SCAQMD threshold. In addition, bridge traffic during project operation would result in a net increase in emissions greater than the SCAQMD thresholds for NO x. These indirect emissions of the project would result in a significant air quality impact for which mitigation is required. However, even with implementation of all feasible mitigation, operational emissions would remain significant. B. Biological Resources Removal and replacement of the Schuyler Heim Bridge would eliminate a known nest site for a breeding pair of American Peregrine Falcons (Falco peregrinus), thus forcing the birds to use another area for nesting. Historically, nesting has alternated between the Schuyler Heim Bridge and the Gerald Desmond Bridge. The removal of one known American Peregrine Falcon nesting location on the Schuyler Heim Bridge in a territory that typically supports one pair but contains two alternate nesting locations would likely result in a significant impact to the local population. Mitigation would reduce impacts to less than significant. Efforts will be made to coordinate the construction schedule of the Schuyler Heim Bridge

9 with the construction schedule of the future Gerald Desmond Bridge replacement project. If these two schedules do not overlap, then the Gerald Desmond Bridge may provide a nesting location for one peregrine pair to breed at the Schuyler Heim/Gerald Desmond complex, which has generally been the case in past years. Construction of the new bridge and demolition of the existing bridge would be coordinated so as to avoid disturbing active nests and nesting birds. Caltrans proposes to place nesting boxes for peregrine falcons on the adjacent Badger Avenue Bridge and conduct monitoring of nesting behavior. C. Cultural Resources The FEIS/FEIR determined that the Schuyler Heim Bridge is eligible for listing on the National Register of Historic Places (NRHP) under Criterion C as the highest vertical lift bridge in the western United States and one of the most significant vertical life bridges in the state of California. As the Schuyler Heim Bridge is considered to be a historic property and eligible for the NRHP, the bridge is therefore eligible for inclusion in the CRHR under Criterion 3 and is considered a historical resource for the purposes of CEQA. Therefore, under CEQA, its demolition would result in a significant adverse impact on a historical resource under Significance Criteria 2(A) of Section Impacts of the Project are significant and unavoidable even with implementation of all feasible mitigation measures. Excavation for bridge column footings and footings for elevated roadways at depths greater than 1.5 m (5 ft) below the current ground surface (including onramps, off-ramps, and bridge approaches at sites within the Long Beach Harbor District) would not encounter fossil remains at previously unrecorded fossil sites because those soils are primarily artificial fill. Accordingly, impacts to paleontological resources would be less than significant. D. Noise Construction During Project construction, noise from pile driving is expected to exceed the noise abatement criteria (NAC) at the Anchorage Way marinas and the Leeward Bay Marina. Pile driving activities in the Cerritos Channel are expected to last approximately 2 weeks (10 days) for each of the two stages of falsework pile driving. The Anchorage Way marinas in the Cerritos Channel would be subject to significant short-term noise impacts from pile driving activities. Based on an estimated distance of 174 m (570 ft) between the north end of the new bridge across the Cerritos Channel and the Anchorage Way marinas, the noise level from pile driving would be approximately 80 dba. Pile driving would be restricted to daylight hours only, and residents would be offered hotel vouchers for a local hotel during the time that pile driving is being conducted in the Cerritos Channel. With these abatement measures, noise impacts of pile driving would be less than significant.

10 Operation The loudest peak-hour traffic noise levels at Leeward Bay Marina under operational conditions would increase from 1 to 10 dba over existing conditions. This would be a considerable increase and would result in peak-hour noise levels of 61 to 67 dba. Therefore, noise impacts would be considered significant. Noise abatement in the form of a noise barrier would be implemented and would result in a 5- to 7-dBA decrease in peak-hour noise levels. As a result, noise impacts would be considered less than significant at this location. The peak-hour traffic noise levels at the Wilmington Neighborhood monitoring location would increase by 5 to 13 dba. This noise increase would be considered a potentially significant impact under CEQA and would result in noise levels at some locations that would approach or exceed NAC for residential areas. As mitigation, two noise barriers would be installed that would result in a 5 to 9 dba decrease in peak-hour noise levels. As a result, noise impacts would be considered less than significant at this location as well. E. Land Use The Project would require a temporary easement during construction for parking on Pier A and the currently vacant land on Pier S. A permanent easement would be required for parking spaces on Pier A and currently vacant land on Pier S. In addition, Caltrans would require an easement to construct the flyover proposed for the intersection of Ocean Boulevard and the SR 47. IV. Proposed Staff Recommendations Staff respectfully recommends that the Board of Harbor Commissioners grant a Level III Harbor Development Permit subject to the conditions below for the proposed project on the grounds that the proposed project, as conditioned, would be in conformance with the California Coastal Act and the permitted uses of Districts 3 and Standard Conditions The permit is subject to the standard Harbor Development Permit conditions. 2. Special Conditions A. Permittee shall submit a Railroad Work Plan to the Port of Long Beach Environmental Planning Division ( ) for work within 10-feet of the track centerline no less than 14 calendar days prior to starting work and be responsible for the cost of a flag person, provided by Pacific Harbor Line ( ), to work within 20-feet of the track centerline. B. Permittee shall provide Port of Long Beach Inspections ( ) with as-built coordinates of all exposed, new or abandoned underground utilities or structures in NAD '83 epoch feet coordinates and elevations in NGVD '29 Mean Lower Low Water feet.

11 C. Permittee shall coordinate with all facilities which may be affected by the permitted project, including but not limited to SSAT, TTI, and the Port of Long Beach Trade Relations, Engineering and Real Estate Divisions. Permittee shall not interfere with any facility operations. Permittee may contact POLB Terminal Services at for assistance with notifications. D. Permittee shall contact the Port of Long Beach Inspection Division at (562) at least 2 working days prior to backfilling any exposed or new underground utilities or structures to allow for as-built surveys. E. Permittee shall submit a fully executed easement deed, which shall contain terms and conditions that have been reviewed and approved by the Port of Long Beach Real Estate Division, to the Port of Long Beach Director of Environmental Planning ( ) prior to project commencement. Permittee shall obtain Board of Harbor Commissioners approval for use of the property in connection with the SR-47 Bridge Replacement and Expressway Project. F. Permittee shall install bird nesting platforms on the new Schuyler Heim Bridge, and conduct subsequent monitoring, in the event that peregrine falcons do not nest in the bird boxes installed by Caltrans on the adjacent Badger Avenue Bridge. G. Permittee shall be responsible for designing and building a structure, including foundations, that accommodates fill under the proposed bridge to an elevation that matches adjacent grades (approximately 15 feet above sea level). Permittee shall relocate all impacted utilities and grade the area primarily by fill to match adjacent grades. Permittee shall be responsible for the cost associated with the work described. H. Permittee shall handle all stormwater runoff from the Project without discharging into the Port of Long Beach s stormwater drainage facilities. If an independent Caltrans drainage system is not feasible, Permittee shall treat all stormwater to meet current and future regulatory requirements (including TMDLs) prior to the stormwater entering the Port of Long Beach s drainage system. Permittee shall prepare a Standard Urban Stormwater Mitigation Plan (SUSMP) and submit it to the Port of Long Beach Director of Environmental Planning ( ) for review and approval prior to project commencement. I. Permittee shall construct a heavy construction pier per the guidelines in the American Railway Engineering and Maintenance of Way Association Manual of Recommended Practices (Chapter 8, Part 2, Section ), which requires piers within 25 feet of a future track be heavy construction or protected by a pier protection (crash) wall. The Project must meet these criteria and not interfere with planned upgrades to the Pier S Railyard. J. Permittee shall implement all mitigation measures identified in the FEIS/FEIR that apply to the Project.

12 REFERENCES California Department of Transportation (Caltrans) Final Environmental Impact Statement/Environmental Impact Report and Section 4(f) Evaluation, Schuyler Heim Bridge Replacement and SR-47 Expressway Project. State Clearinghouse No May 2009.

13 Project Location Schuyler Heim Bridge Replacement Project California Department of Transportation HDP Figure #1: Project Location

14 Schuyler Heim Bridge Replacement Project California Department of Transportation HDP Figure #2: Bride Replacement Location