Los Gatos Creek Bridge Replacement/ South Terminal Phase ...Gatos+Creek+Bridge/... · bridge that...

Contract# 10-PCJPB-P-44A Work Directive #6851

Los Gatos Creek Bridge Replacement/ South Terminal Phase III Project

Air Quality Technical Report

San Jose, California

December 2013

Prepared for:

Peninsula Corridor Joint Powers Board

Prepared by:

TOC

Table of Contents

1.0 Summary ...................................................................................................... 1 2.0 Introduction .................................................................................................. 2 2.1 Project Location................................................................................................. 2 2.2 Purpose and Need ............................................................................................. 2 2.2.1 Existing Safety Concerns ............................................................................. 3 2.2.2 Need for a Tail Track.................................................................................... 4 2.2.3 Purpose of the Proposed Project ................................................................. 6 2.3 Project Description ............................................................................................ 6 2.3.1 Construction Staging .................................................................................... 8 2.3.2 Project Coordination .................................................................................. 16 3.0 Existing Conditions ................................................................................... 16 3.1 Attainment/Nonattainment Status .................................................................. 16 3.2 Air Quality Monitoring Data for Transportation-Related Pollutants ............. 16 4.0 Air Quality Impacts .................................................................................... 18 4.1 Long Term Operation Impacts and Mitigation ............................................... 18 4.1.1 CEQA Significance Thresholds .................................................................. 18 4.1.2 Impact Analysis .......................................................................................... 18

4.1.2.1 Operational Emissions ....................................................................... 18 4.1.2.2 Localized Air Quality Impacts ............................................................. 18 4.1.2.3 Consistency with Local and Regional Air Quality Plans ...................... 20

4.2 Temporary Construction Impacts and Mitigation .......................................... 22 4.2.1 CEQA Significance Thresholds .................................................................. 22 4.2.2 Methodology .............................................................................................. 22

4.2.2.1 Construction Emissions ...................................................................... 22 4.2.2.2 Localized Air Quality Impacts ............................................................. 23 4.2.2.3 Consistency with Local and Regional Air Quality Plans ...................... 23

4.2.3 Impact Analysis .......................................................................................... 23 4.2.3.1 Construction Emissions ...................................................................... 23 4.2.3.2 Localized Air Quality Impacts ............................................................. 24 4.2.3.3 Consistency with Local and Regional Air Quality Plans ...................... 25

4.2.4 Mitigation ................................................................................................... 26 4.3 Air Quality CEQA Determination .................................................................... 26 4.4 Transportation Conformity ............................................................................. 27 5.0 Greenhouse Gas Emissions ..................................................................... 30 5.1 Greenhouse Gas Emissions Impact Analysis ............................................... 30 5.1.1 CEQA Significance Thresholds .................................................................. 30 5.1.2 Long-Term Operation Impacts and Mitigation ............................................ 30 5.1.3 Temporary Construction Impacts and Mitigation ........................................ 31 5.1.4 Consistency with Local and Regional Plans ............................................... 31 5.2 Greenhouse Gas Emissions CEQA Determination ....................................... 32

TOC

List of Figures

Figure 1: Project Location ............................................................................................... 3

Figure 2: Deteriorating Conditions of Los Gatos Creek Bridge ....................................... 4

Figure 3: Los Gatos Creek Bridge Replacement / South Terminal Phase III Project Site Plan ................................................................................................................................. 7

Figure 4A: Construction Staging Plan – Initial Out-of-Creek Construction ..................... 10

Figure 4B: Construction Staging Plan – Season 1 In-Creek Construction ...................... 11

Figure 4C: Construction Staging Plan – Winter Out-of-Creek Construction ................... 12

Figure 4D: Construction Staging Plan – Season 2 In-Creek Construction Part 1 ........... 13

Figure 4E: Construction Staging Plan – Season 2 In-Creek Construction Part 2 ........... 14

Figure 4F: Construction Staging Plan – Finish Out-of-Creek Construction .................... 15

List of Tables Table 1: Construction Stage Work Elements .................................................................. 9

Table 2: Air Quality Monitoring Data and Standards ...................................................... 17

Table 3: Hypothetical Worst-Case Train Operation Assumptions .................................. 19

Table 4: San Jose General Plan Air Quality Polices ...................................................... 20

Table 5: Temporary Construction Emissions ................................................................. 24

Table 6: San Jose General Plan Construction Air Quality Polices ................................. 25

Table 7: Air Quality CEQA Thresholds ......................................................................... 29

Table 8: Greenhouse Gas Emissions CEQA Thresholds .............................................. 32

Appendices

Appendix A: Construction Emissions Analysis Documentation

Appendix B: Transportation Conformity Coordination

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1.0 Summary The Peninsula Corridor Joint Powers Board (JPB) which operates the San Francisco Bay Area’s Caltrain passenger rail service proposes to replace the two-track railroad bridge that crosses Los Gatos Creek, in the City of San Jose, Santa Clara County, California. The Proposed Action is needed to address the structural deficiencies and safety issues of the Caltrain Los Gatos Creek railroad bridge to be consistent with the standards of safety and reliability required for public transit, to ensure that the bridge will continue to safely carry commuter rail service well into the future, and to improve operations at nearby San Jose Diridon Station and along the Caltrain rail line. The purpose of this report was to evaluate the potential air quality and greenhouse gas emission impacts that could result from the proposed project to inform the environmental review processes under California Environmental Quality Act (CEQA) and the National Environmental Policy Act (NEPA). The report includes information on existing air quality in the project area, impact assessments and mitigation measures. The project is exempt from transportation conformity requirements. The proposed project involves replacement of an existing railroad bridge and will not directly or indirectly increase freight or passenger train traffic. In addition, the operational characteristics (speed, idling etc.) of the existing train traffic will not change. Therefore, the total quantity of diesel locomotive-related emissions in the project area will not change. Indeed, the project will be supportive of Caltrain plans to electrify the corridor, which will have substantial regional air quality benefits in the long-term. The project will add a tail track that will be 18 feet closer to the nearest residential receptor than the closest existing track. This change in track configuration will not result in significant air quality impacts based on a qualitative assessment of the amount of train traffic, proposed speeds (35 mph, no extensive idling) and prevailing meteorological conditions in San Jose. The approximate magnitude of construction emissions was estimated using the Sacramento Metropolitan Air Quality Management District’s (SMAQMD) Roadway Construction Emissions Model (RoadMod), version 7.1.4. The results were compared to the Bay Area Air Quality Management District (BAAQMD) 2010 CEQA significance thresholds. Without mitigation, emissions of all pollutants except for nitrogen oxides (NOx) will be well below the BAAQMD thresholds. Unmitigated average daily NOx emissions will exceed the significance threshold, but incorporation of BAAQMD recommended mitigation measures (including idling restrictions) will reduce average daily NOx emissions to less than significant levels. In terms of local level impacts on particulate matter concentrations, PM2.5 emissions of construction vehicles will be minimized through the use of diesel particulate filters on equipment over 50 horsepower, among other mitigation measures. Incorporation of these mitigation measures combined with the meteorological conditions of the region (calms most often occur during nighttime/early morning hours when construction generally will occur1) will ensure sensitive receptors will not exceed BAAQMD thresholds for toxic air contaminant exposure. 1 Except for small amount of trackwork that must be completed at night, which represents a negligible fraction of total project construction emissions.

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There will be no impact on operational greenhouse gas emissions. The project will generate greenhouse gas emissions temporarily during construction 2,468 tons of carbon dioxide (CO2). Temporary greenhouse gas emissions are not considered significant. The project does not conflict with any plans, policies and regulations pertaining to greenhouse gas emissions reduction.

2.0 Introduction The Peninsula Corridor Joint Powers Board (JPB) proposes to replace the two-track railroad bridge that crosses Los Gatos Creek, in the City of San Jose, Santa Clara County, California (see Figure 1). This report evaluates the potential air quality and greenhouse emissions impacts of the Los Gatos Creek Bridge Replacement Project (proposed project). The remainder of this introduction section provides an overview of the project location, purpose and need, and project description. 2.1 Project Location As shown in Figure 1, the proposed project area, generally bounded by Caltrain’s San Jose Diridon Station to the north, Interstate 280 (I-280) to the south, Sunol Street to the west, and Royal Avenue on the east, occupies the width of the right-of-way (ROW) owned by JPB and extends a distance of approximately 0.4 mile. Two tracks, Main Tracks 1 and 2 (MT1 and MT2), run parallel through the entire project area. MT1 is owned by the Union Pacific Railroad (UPRR) and MT2 is owned by the JPB for Caltrain service. Both tracks connect with San Jose Diridon Station Tracks 1 through 9 immediately south of the Park Avenue Overpass. From the Park Avenue Overpass, the double-track alignment continues southward for approximately 800 feet before passing beneath the West San Carlos Avenue vehicular bridge. Immediately south of the West San Carlos Avenue vehicular bridge, the two tracks turn in a southeasterly direction and extend approximately 200 feet across the Los Gatos Creek railroad bridge. Both tracks continue southeast for approximately 500 feet before crossing Auzerais Avenue at grade. South of Auzerais Avenue, the double-track alignment continues for approximately 400 feet before reaching the project area's southern boundary immediately north of the I-280 overpass. Beyond I-280, the alignment continues south to Caltrain’s Gilroy Station. 2.2 Purpose and Need The proposed project is needed to address the structural deficiencies and safety issues of the Caltrain Los Gatos Creek railroad bridge to be consistent with the standards of safety and reliability required for public transit, to ensure that the bridge will continue to safely carry commuter rail service well into the future. The project proposes to construct a third track to preserve rail service during the construction period. Following completion of construction, the third track would be retained to improve operations at nearby San Jose Diridon Station and along the Caltrain rail line. These project needs are discussed below.

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Figure 1: Project Location

2.2.1 Existing Safety Concerns The existing Los Gatos Creek Bridge measures 174 feet in length and 35 feet in width and is approximately 100 years old. The bridge is made up of two bridge types, steel girders on concrete piers and timber trestle on wooden pile bents (piers). There are a

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combined nine piers and bents in the creek including the abutments. Second-hand steel girders (now much older than 100 years) were used during the original construction of the bridge and contribute an additional risk for the structural failure of the bridge. The existing bridge was inspected in 2005 and 2012 as part of the on-going JPB Bridge Program. Many elements were found to not meet current load requirements. Although the steel spans are in good condition, the southerly timber trestle approach spans have been damaged by fire and have experienced moderate section loss. The bridge was evaluated per current industry requirements for the inspected condition and was found to rate below the current and projected service loads as well as the JPB design criteria for live load capacity (Cooper E80) for new bridges. The bridge was also analyzed for seismic capacity and found to be vulnerable during significant magnitude earthquakes. Figure 2 shows two photographs from the most recent bridge inspection in 2012. The photographs highlight the deteriorating conditions of the bridge from the charring and rotting of the south bridge cap.

Figure 2: Deteriorating Conditions of Los Gatos Creek Bridge

The bridge has reached and exceeded the 75-year useful life for which it was designed. Due to its increasing age, the compromised condition of the southerly trestle approach spans, failure of some bridge elements to meet current and projected service loads, and vulnerability in the event of a significant earthquake, the Los Gatos Creek Bridge needs to be replaced with a new structure.

2.2.2 Need for a Tail Track Caltrain currently operates 46 northbound and 46 southbound trains per weekday (for a total of 92 trains per day). Forty of these trains originate and terminate at Tamien Station, located approximately 1.3 miles south of the Los Gatos Creek Bridge. Most Caltrain service to Tamien Station and further south utilizes only one of the two tracks through the project area, MT2. The San Jose Diridon Station has recently completed an expansion program that included four new platform faces with extended platform lengths. The expansion allows for more trains to serve the San Jose Station and more passengers to access the Caltrain trains.

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In addition to Caltrain, Altamont Corridor Express (ACE), Capitol Corridor, and Amtrak also serve Diridon Station. ACE currently operates three weekday trains to San Jose during the morning peak period and three weekday trains departing San Jose in the evening peak period. Capitol Corridor operates seven weekday trains originating and departing from San Jose Diridon Station (for a total of 14 trains per day). Amtrak Long Distance currently operates the Coast Starlight which serves San Jose Diridon Station with two trains per day (one northbound and one southbound). While ACE and Capitol Corridor trains terminate passenger service at Diridon Station, one Capitol Corridor train and three ACE trains use Tamien Station and the Tamien yard for layovers. These trains utilize MT1 through the project area from San Jose Diridon Station to Tamien Station. Since MT1 is owned by UPRR, freight service has priority use for the track. Currently, the two tracks are sufficient to provide service through this rail corridor. However, several trains a day pass through the project area just to access the layover area at Tamien Station. There is no siding along this stretch of the Caltrain corridor; therefore non-revenue, non-passenger trains are traveling the full length between Diridon and Tamien Stations just to turn around. Moreover, other trains that terminate at San Jose Diridon Station have limited rail yard space to efficiently maneuver and change directions. A tail track extending south from San Jose Diridon Station would improve operations at San Jose Diridon Station and accommodate the trains otherwise laying over and changing direction at Tamien Station. In addition, if there is a delay in one of the rail services, or if a train breaks down, the lack of any siding along this alignment creates a delay along the entire route. The tail track in the project area would also be able to serve as a temporary, emergency layover area for passenger trains only. Passenger trains that use the tail track will not stop or change directions across Auzerais Avenue. The South Terminal program of improvements includes multiple phases, each of which has independent utility from the other and from the JPB’s plans to electrify the corridor. Phase I of the South Terminal improvement program was completed in 2012 and involved the addition of two new platforms and four new tracks at San Jose Diridon Station, as noted above. The JPB has completed operational analyses that indicate the need for track improvements north and south of San Jose Diridon Station. South Terminal Phase II would add a fourth main track of approximately 2,100 feet in length from Caltrain’s Centralized Equipment Maintenance and Operations Facility (CEMOF) (MP 46.9) to the north end of San Jose Diridon Station (MP 47.3), just north of West Santa Clara Street. The Phase II project is integral to ensuring all passenger trains can efficiently maneuver between the tracks at San Jose Diridon Station and the main tracks north of the station, while following the required operating profile, as well as providing capacity for Caltrain non-revenue equipment moves between CEMOF and San Jose Diridon Station. No timeline for the CEQA evaluation of Phase II is currently available. The South Terminal Phase III project being evaluated in this IS/MND would improve the reliability of the Diridon-Tamien Station segment, and would allow greater flexibility at San Jose Diridon Station by enabling out-and-back movements of empty trains switching tracks without competing with revenue trains at CP Alameda (north of the station) or south of the station. These benefits are distinct from the operational benefits provided by the Phase II project. In addition, completion of the Phase III project would not cause or require the Phase II project to be built in the future. The Phase II project need described above is independent of Phase III. The two projects have logical termini and

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do not impact the same area. Therefore, it is appropriate for South Terminal Phase II and III to be addressed in separate CEQA documents.

2.2.3 Purpose of the Proposed Project The purpose of the proposed project is to replace the structurally deficient Los Gatos Creek railroad bridge and provide a tail track south of San Jose Diridon Station in order to:

• Ensure safe rail travel for Caltrain passengers and other users of the Los Gatos Creek railroad bridge;

• Improve operations at the San Jose Diridon Station and provide an efficient way for trains to change directions; and,

• Minimize system-wide delays by providing a temporary, emergency layover area. Without the proposed project, the replacement of the Los Gatos Creek railroad bridge would not be completed and the bridge would present an increasing safety hazard to all users. In addition, operations at nearby San Jose Diridon Station would not be improved and system-wide delays would be likely to occur. 2.3 Project Description The proposed project consists of replacing the existing Los Gatos Creek Bridge while maintaining rail services across the bridge. The new bridge will consist of a two-track alignment over Los Gatos Creek with the addition of a tail track extending south from San Jose Diridon Station. The addition of the tail track, which comprises Phase III of the South Terminal Project, is incorporated into the Los Gatos Creek Bridge Replacement project because the two projects are co-located along the same extent of track. Since the railroad bridge over Los Gatos Creek will be replaced with a new structure, and construction will require a fully functional shoofly track (i.e., temporary track) and bridge in order to maintain operations during construction, building both projects together has been determined by the JPB to be considered more cost-effective and to have less impact to the sensitive environment in the project area. Figure 3 illustrates the elements of the proposed project. The existing bridge consists of a north abutment, three piers in the creek area, and a series of timber bent segments on the south end; the new bridge would have a north abutment, two piers within the creek area, and a south abutment. The two tracks that currently utilize this bridge are MT1 (owned by UPRR and on the east side of the bridge) and MT2 (owned by the JPB).

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Figure 3: Los Gatos Creek Bridge Replacement / South Terminal Phase III Project Site Plan

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The new bridge will be wider than the existing bridge, with the expansion occurring on the west side to accommodate the tail track to improve operations at the San Jose Diridon Station just to the north of the project area. The tail track and several shoofly tracks will be used to route trains around the area under construction in order to maintain active rail service across the bridge at all times. The ultimate alignments of MT1 and MT2 over the new bridge will be generally unaltered from their current configuration. The northern limit of the tail track begins approximately 300 feet north of West San Carlos Street, and the southern limit of the tail track is located 300 feet south of Auzerais Avenue, where it ties back into MT2 before the alignment crosses over I-280. Due to spacing requirements between adjacent tracks, minor right-of-way acquisitions from two parcels on the west side of the tracks will be required. In order to construct the new piers and bridge superstructure, Los Gatos Creek will require temporary realignment via a diversion channel or pipe twice during construction to allow creek flow at all times during construction. During the in-creek work windows, discussed more fully in Sections D and IV, diversion channels will redirect potential flow away from construction areas. During the out-of-creek work windows, when no construction will take place in the water, the creek channel will be returned to its natural state. In addition, rock slope and scour protection materials (riprap) will be installed on the north bank of the creek. There is an existing storm sewer that runs east/west under the creek and immediately adjacent to the existing bridge’s north abutment. In order to construct the approach slab for MT1, it is necessary to replace the existing storm sewer with a new storm sewer that will be located slightly to the north of the existing sewer line. The new storm sewer will be directionally bored under the creek from dry ground outside of creek footprint, in order to minimize impacts to the creek. Directional boring requires the construction of two temporary pits: a delivery, and a receiving pit, both approximately six feet wide by approximately 10 feet long. Since the exact location of these pits is not known at the current 35 percent level of design, a larger impact area (rectangular extension of project limits just south of West San Carlos Street) is shown in Figure 3 to account for the various possible locations of the pit. The sewer will be advanced using horizontal directional drilling. The fluid will be recycled in the delivery pit and reused. The soils under the creek are clayey and are highly resistant to failure of the drilling fluid (a.k.a. frac out). In the unlikely event that there is a pressure loss in the fluid, construction will halt immediately and the contractor shall initiate mitigation procedures in order to minimize impacts to the creek. Proposed staging and laydown areas have been identified on the east side of the existing bridge. A portion of the staging area lies on private property and temporary construction easements will be needed for this area.

2.3.1 Construction Staging Replacement of the Los Gatos Creek railroad bridge is estimated to last approximately 24 months starting in 2015. Work within the creek will be limited to the time between June 15th and October 15th in order to accommodate sensitive environmental resources. As a result of the environmentally constrained window for work within the creek, the in-creek construction elements will be completed in two consecutive summer seasons. The construction stages and major work elements are outlined in Table 1 and illustrated in Figures 4A through 4F.

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Construction trucks entering and leaving the project site will follow different routes depending on the staging area they need to reach and the most direct access to/from the closest freeway (I-280). Figure 4A identifies the proposed construction access pathways.

Table 1: Construction Stage Work Elements Construction

Stage Time period

for Work Construction Work Elements

1 – Initial out-of-creek construction

Project Start to June 15

o Relocate fence by staging area o Relocate overhead and underground utilities as required o Construct north end of tail track up to bridge approach area o Install shoring and grade temporary access ramp/pathways o Construct southwest wingwall for abutment 4

2 - Season 1 in-creek construction

June 16 to October 14

o Temporarily realign channel flow o Add tie-backs and shoring as needed o Grade temporary access pathways into creek area o Construct temporary creek diversion, new sanitary sewer line under the creek,

and piers 2 and 3 for new tail track bridge o Install precast abutments and southwest wingwall caps and remove tie-backs o Adjust shoring and remove access ramps o Restore channel flow

3 - Winter out-of-creek construction

October 15 to June 15

o Construct tail track bridge superstructure o Install tail track over new track bridge o Install new fiber optic and other electrical associated with new bridge o Cut in tail track at ends on train-free weekends and begin operations

4 - Season 2 in-creek construction

June 16 to October 14

o Remove tie-backs under MT2 track and add tie-backs and shoring for MT1 o Grade temporary access pathways into creek area o Construct temporary creek diversion o Cut timber deck and remove existing MT2 section of bridge superstructure,

piers, and abutments o Construct piers, abutments, and superstructure for new MT2 bridge o Construct MT1 shoofly on approaches and across MT2 bridge o Remove existing MT1 section of bridge superstructure, piers, and abutments o Construct piers and abutments for new MT1 bridge o Grade ultimate creek channel, regrade upstream channel embankment, and

place riprap as necessary o Remove access pathways from creek area and regrade downstream channel

embankments o Restore channel flow

5 - Finish out-of-creek construction

October 15 to project completion

o Construct superstructure for new MT1 bridge o Construct new MT1 track on new bridge o Remove remaining access pathway segments o Remove temporary MT1 shoofly and return service to MT1 mainline track o Remove temporary tail track connection and return service to MT2 mainline

track

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Figure 4A: Construction Staging Plan – Initial Out-of-Creek Construction

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Figure 4B: Construction Staging Plan – Season 1 In-Creek Construction

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Figure 4C: Construction Staging Plan – Winter Out-of-Creek Construction

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Figure 4D: Construction Staging Plan – Season 2 In-Creek Construction Part 1

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Figure 4E: Construction Staging Plan – Season 2 In-Creek Construction Part 2

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Figure 4F: Construction Staging Plan – Finish Out-of-Creek Construction

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2.3.2 Project Coordination

The Los Gatos Creek Replacement / South Terminal Phase III project is located in the proximity of other improvement projects, including: the City of San Jose’s Los Gatos Creek Trail Extension; the Santa Clara Valley Transportation Authority (VTA) Vasona Light Rail Transit Extension; Santa Clara Valley Water District flood control and water operation plans; California High Speed Rail; and City of San Jose’s West San Carlos Street overpass replacement. The JPB is coordinating with these project sponsors and will continue its outreach through final design to ensure that project elements are consistent with the goals and objectives of these related projects and do not preclude the design and implementation of these projects. One of the members of the JPB Board is the VTA; therefore, significant coordination is maintained between the agencies.

3.0 Existing Conditions The following sections describe the attainment status of the project area and existing air quality monitoring data. This information provides a baseline for assessing the potential for air quality impacts. 3.1 Attainment/Nonattainment Status The Clean Air Act and its amendments led to the creation of National Ambient Air Quality Standards (NAAQS) by the U.S. Environmental Protection Agency (EPA) for six criteria air pollutants: carbon monoxide, sulfur dioxide, ozone, particulate matter, nitrogen dioxide, and lead. Areas which have never been designated nonattainment for a pollutant and NAAQS are considered attainment areas. Areas that do not meet the NAAQS are classified as nonattainment areas for that pollutant. Control strategy State Implementation Plans (SIPs) are designed to bring nonattainment areas into compliance with the NAAQS. Former nonattainment areas currently meeting the NAAQS are designated maintenance areas. In addition to the NAAQS, state-level California Air Quality Standards (CAAQS) also apply. In some cases the CAAQS are more protective than the NAAQS and include additional pollutants not covered by the NAAQS. Nonattainment areas for the CAAQS are designated by the California Air Resources Board (CARB). The proposed project is located in Santa Clara County, California. Santa Clara County is classified as a nonattainment area for the federal 8-hour ozone standard and the federal 24-hour average fine particulates (PM2.5) standard. Santa Clara County is classified as a nonattainment area for the California air quality standards for ozone, PM2.5, and coarse particulates (PM10). The urbanized portions of Santa Clara County (including the project area) are part of a federal carbon monoxide (CO) maintenance area. The project area is in attainment for all other pollutants regulated by federal and state ambient air quality standards. 3.2 Air Quality Monitoring Data for Transportation-Related

Pollutants Table 2 summarizes the available monitoring data for Santa Clara County for those criteria pollutants that transportation-related sources are an important contributor to total

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emissions. The design values represent the pollutant concentrations in a statistical form that is directly comparable to the NAAQS. In some cases the statistical form of the CAAQS is different than the NAAQS, but the objective of this section is to provide a general indication of existing air quality conditions, not a regulatory assessment of whether or not standards were met at specific monitors. Therefore, separate design values for the CAAQS are not presented. The monitoring data shows Santa Clara County is well below the NAAQS and CAAQS for pollutants such as CO and nitrogen dioxide (NO2). PM2.5 design values for 2011 were below the NAAQS. Ozone concentrations exceeded the CAAQS and the 2011 design value was just below the 8-hour average NAAQS. The 24-hour PM10 concentrations were below the NAAQS, but exceeded the CAAQS. Table 2: Air Quality Monitoring Data and Standards

Pollutant Averaging Time

Santa Clara County Design Value (2011)

NAAQS California AAQS Form

Carbon Monoxide

8-hour 2.0 ppm 9 ppm 9 ppm Not to be exceeded more than once per year (federal) or if exceeded (California) 1-hour 2.3 ppm 35 ppm 20 ppm

Nitrogen Dioxide

1-hour 50 ppb 100 ppb 180 ppb 98th percentile, averaged over 3 years (federal) or if exceeded (California)

Annual 15 ppb 53 ppb 30 ppb If exceeded

Ozone 8-hour 0.074 ppm 0.075

ppm 0.070 ppm

Annual fourth-highest daily maximum 8-hr concentration, averaged over 3 years (federal) or if exceeded (California)

1-hour 0.109 N/A 0.09 ppm If exceeded

PM2.5

24-hour 30 μg/m3 35 μg/m3 N/A

98th percentile, averaged over 3 years (federal) or if exceeded (California)

Annual 9.6 μg/m3 12 μg/m3 12 μg/m3

Annual mean, averaged over 3 years (federal) or if exceeded (California)

PM10 24-hour 59 μg/m3 150

μg/m3 50 μg/m3

Not to be exceeded more than once per year on average over 3 years (federal) or if exceeded (California)

Annual 18.4 μg/m3 N/A 20 μg/m3 If exceeded Source of design values: http://www.epa.gov/airtrends/values.html Source of NAAQS: http://www.epa.gov/air/criteria.html Source of California AAQS: http://www.arb.ca.gov/research/aaqs/aaqs2.pdf

http://www.epa.gov/airtrends/values.html

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4.0 Air Quality Impacts This section addresses the temporary and long-term air quality impacts of the proposed project, CEQA significance conclusions, and compliance with federal transportation conformity rules. 4.1 Long Term Operation Impacts and Mitigation This section addresses long-term operation air quality impacts, specifically the operation of trains on the proposed tail track.

4.1.1 CEQA Significance Thresholds The operational significance criteria were based on the 2010 BAAQMD CEQA thresholds, specifically:

• Operational emissions of 10 tons per year Reactive Organic Gases (ROG), NOx, or PM2.5, or 15 tons per year PM10; or

• An incremental increase of greater than 0.3 micrograms per cubic meter (µg/m3) annual average PM2.5, or

• Inconsistency with general plan air quality component or regional air quality plan (2010 Clean Air Plan).

4.1.2 Impact Analysis

The impact analysis consists of three components—operational related emissions, localized air quality impacts from exposure to pollutant concentrations, and consistency with local and regional plans. 4.1.2.1 Operational Emissions The proposed project involves replacement of an existing railroad bridge and will not directly or indirectly increase freight or passenger train traffic. In addition, the operational characteristics (speed, idling etc.) of the existing train traffic will not change. Therefore, the total quantity of diesel locomotive-related emissions in the project area will not change and the operational emissions significance thresholds will not be exceeded. There will be no impact on operational emissions. During incidents, the increased operational flexibility provided by the tail track could have minor beneficial effects on Caltrain emissions at the regional level. Emissions could be reduced because of the ability to route trains around problems, reducing idling. 4.1.2.2 Localized Air Quality Impacts While the total number of trains, train operation characteristics, and associated total emissions will not change due to the proposed project, the project does include a new tail track on the west side of the existing tracks. The limits of the tail track are from approximately 300 feet north of San Carlos Street to 300 feet south of Auzerais Avenue. The tail track will be approximately 73 feet from the closest Monte Vista Townhomes, compared to 91 feet to the closest track under existing conditions.

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In the long-term, the tail track is anticipated to be limited to movements such as turning around trains or an emergency bypass around incidents on MT1 or MT2. For air quality analysis purposes, a worst-case operational scenario was developed and is presented in Table 3. Under the hypothetical worst-case operational scenario, 16 trains per day would shift from the existing tracks to the tail track. This is a substantially higher number of trains than JPB proposes to operate on the tail track under normal operating conditions. However, it provides an upper bound for analysis of impacts given that the exact number of trains utilizing the tail track may vary day to day based on operational needs and constraints. The total number of trains per day would not change under these assumptions; only the distribution by track would change as shown in Table 3.

Table 3: Hypothetical Worst-Case Train Operation Assumptions

Tail Track JPB-MT2 UPRR-MT1 Distance to Closest Townhome (feet)

73 91 106

Speed (mph) 35 35 35 Existing Condition

Number of Trains Per Day

N/A 22 daytime 7 nighttime

22 daytime 4 nighttime

Average Number of Locomotives

N/A 1 1

Average Number of Rail Cars

N/A 5 7.7 daytime 18 nighttime

Proposed Condition Number of Trains Per Day




Average Number of Locomotives

1 1 1

Average Number of Rail Cars

5 5 10 daytime 18 nighttime

Note: Number of trains pertains to the area south of San Jose Diridon station. Trains starting or ending service at San Jose Diridon are not included. With the electrification of Caltrain planned for 20192, diesel locomotive emissions through the project area will be substantially reduced as they are phased out over time. As a result, air quality for adjacent residential areas will improve. Particulate matter concentrations will be reduced relative to existing conditions, which are 100% diesel operations. Therefore, there will be no impact on local air quality due to the tail track location in the long-term post-electrification. The potential for air quality impacts in the interim (prior to electrification) due to the location of the tail track 18 feet closer to the Monte Vista Townhomes was also

2 http://www.caltrain.com/projectsplans/CaltrainModernization/Modernization/PeninsulaCorridorElectrificationProject.html

http://www.caltrain.com/projectsplans/CaltrainModernization/Modernization/PeninsulaCorridorElectrificationProject.html

http://www.caltrain.com/projectsplans/CaltrainModernization/Modernization/PeninsulaCorridorElectrificationProject.html

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considered. The significance threshold (a 0.3 µg/m3 increase in annual PM2.5 concentrations) will not likely be exceeded for the following reasons:

• As noted in Section 4.1.2.1, the total quantity of PM2.5 emissions occurring in the project area will not increase due to the project because the number of trains and their operational characteristics will remain the same as existing conditions.

• The tail track will not be used for idling/queuing (average speed will be 35 mph), making the duration of exposure to diesel emissions relatively brief.

• The number of trains utilizing the track is relatively low even under a hypothetical worst-case scenario (16 trains per day shifted from the existing tracks to the tail track.

• Prevailing meteorological conditions will not support the migration of locomotive emissions towards the residences. The residences are located due west from the tail track and the existing tracks. Winds in San Jose blow most often towards the southeast (from the northwest).3 In addition, Caltrain does not operate overnight passenger service and calm periods (when the dispersion of pollutants is low and the likelihood of locally elevated concentrations is highest) are most common. Overnight Caltrain operations will be limited to non-revenue moves to position trains. Only three trains will operate between 10 PM and 7 AM on the tail track (see Table 3). Freight will continue to generally operate on UPRR-MT1, the the tail track will not change residential exposure to freight-train related emissions.

Therefore, localized air quality impacts will be less than significant and no mitigation is required. 4.1.2.3 Consistency with Local and Regional Air Quality Plans San Jose’s 2040 General Plan was reviewed to identify potentially relevant policies. Goal MS-10 – Air Pollutant Emission Reduction pertains to existing and proposed land use developments and does not pertain to a transportation project. Two goals potentially pertaining to this project were identified: Goal MS-11 – Toxic Air Contaminants and Goal MS-12 – Objectionable Odors. The consistency of the project with each policy of these goals is provided in Table 4. Table 4: San Jose General Plan Air Quality Polices Policy # Policy Project Consistent?

MS-11.1

Require completion of air quality modeling for sensitive land uses such as new residential developments that are located near sources of pollution such as freeways and industrial uses. Require new residential development projects and projects categorized as sensitive receptors to incorporate effective mitigation into project designs or be located an adequate distance from sources of toxic air contaminants (TACs) to avoid significant risks to health and safety.

Yes. The project does not involve new residential land uses. There will be no increase in the number of trains, changes in train operational characteristics, or an increase in total air pollutant emissions. The project does not increase localized toxic air containment exposure above the BAAQMD significance threshold as explained in Section 4.1.2.2.

MS-11.2 For projects that emit toxic air contaminants, Yes. A health risk assessment is

3 San Jose International Airport wind rose. http://www.arb.ca.gov/ch/communities/ra/westoakland/documents/appendixf_final.pdf

http://www.arb.ca.gov/ch/communities/ra/westoakland/documents/appendixf_final.pdf

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require project proponents to prepare health risk assessments in accordance with BAAQMD-recommended procedures as part of environmental review and employ effective mitigation to reduce possible health risks to a less than significant level. Alternatively, require new projects (such as, but not limited to, industrial, manufacturing, and processing facilities) that are sources of TACs to be located an adequate distance from residential areas and other sensitive receptors.

not required. The project does not increase localized toxic air containment exposure above the BAAQMD significance threshold as explained in Section 4.1.2.2.

MS-13.3

Review projects generating significant heavy duty truck traffic to designate truck routes that minimize exposure of sensitive receptors to TACs and particulate matter

Yes. No changes in traffic will occur (including heavy duty truck traffic). The project involves railroad improvements which have no impact on roadways.

MS-13.4

Encourage the installation of appropriate air filtration at existing schools, residences, and other sensitive receptor uses adversely affected by pollution sources.

Yes. The project does not have significant adverse air quality impacts (see Sections 4.1.2.1 and 4.1.2.2); installation of air filtration systems is not necessary.

MS-13.5

Encourage the use of pollution absorbing trees and vegetation in buffer areas between substantial sources of TACs and sensitive land uses.

Yes. Vegetation along the banks of Los Gatos Creek will be replanted following construction.

MS-12.1

For new, expanded, or modified facilities that are potential sources of objectionable odors (such as landfills, green waste and resource recovery facilities, wastewater treatment facilities, asphalt batch plants, and food processors), the City requires an analysis of possible odor impacts and the provision of odor minimization and control measures as mitigation.

Yes. The project is not a facility that is a major source of objectionable odors. Diesel emissions and associated odors will not increase as a result of the project, see Section 4.1.2.1.

MS-12.2

Require new residential development projects and projects categorized as sensitive receptors to be located an adequate distance from facilities that are existing and potential sources of odor. An adequate separation distance will be determined based upon the type, size and operations of the facility

Yes. The project does not involve a new residential development.

BAAQMD’s Bay Area 2010 Clean Air Plan was reviewed for policies potentially pertaining to the proposed project.4 The project is consistent with policies such as Transportation Control Measure 4: “Upgrade and Expand Local and Regional Rail Service.” Replacing the existing bridge that is past its useful life contributes to keeping the rail transportation system in a state of good repair. The tail track provides operational flexibility that improves transportation system reliability. Other policies of the Clean Air 4 http://www.baaqmd.gov/~/media/Files/Planning%20and%20Research/Plans/2010%20Clean%20Air%20Plan/CAP%20Volume%20I%20%20Appendices.ashx

http://www.baaqmd.gov/~/media/Files/Planning%20and%20Research/Plans/2010%20Clean%20Air%20Plan/CAP%20Volume%20I%20%20Appendices.ashx


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Plan are not relevant, such as policies pertaining to automobile and truck sources (which the project will have no effect on) and policies pertaining to wood burning, stationary and area sources, and land use. In conclusion, the project is consistent with the applicable local and regional air quality policies, therefore there is no impact. 4.2 Temporary Construction Impacts and Mitigation This section provides the significance thresholds used to assess temporary air quality impacts, the methodology used to analyze impacts, the results of the impact assessment, and construction air quality mitigation measures incorporated in the project.

4.2.1 CEQA Significance Thresholds

Significance thresholds for temporary construction air quality impacts were based on the 2010 BAAQMD CEQA thresholds:

• Daily average construction emissions exceed any of the following: 54 lbs/day ROG, 54 lbs/day NOx, 82 lbs/day PM10 (exhaust only), or 54 lbs/day PM2.5 (exhaust only).

• An incremental increase of greater than 0.3 micrograms per cubic meter (µg/m3) annual average PM2.5

• Inconsistency with general plan air quality component or regional air quality plan (2010 Clean Air Plan)

4.2.2 Methodology

The methodologies used for each aspect of the construction air quality analysis are explained below. 4.2.2.1 Construction Emissions The approximate magnitude of construction emissions was estimated using the Sacramento Metropolitan Air Quality Management District’s (SMAQMD) Roadway Construction Emissions Model (RoadMod), version 7.1.4. RoadMod is a recommended construction emissions model for linear projects in BAAQMD’s 2012 CEQA Guidance. Detailed information on the types of construction equipment and number of pieces of each type that will be used for this project was developed by JPB and this equipment list is provided in Appendix A. The JPB construction equipment list included 56 different tasks. Construction phases were consolidated for emissions modeling purposes based on periods of time when the same type and number of pieces of equipment will be in use. The JPB equipment types also did not exactly correspond to the construction vehicle types available in RoadMOD (such as a track stabilizer); the vehicle type “other construction equipment” was used to account for the emissions of these vehicles within RoadMod if no similar type of vehicle was available. Other inputs in RoadMod included the length of the project (0.4 miles) and the size of the project area (5.6 acres). Worker trip emissions were included in the analysis; the maximum number of workers on site at one time was capped at 12 based on project-specific information (see the Traffic Technical Report). Water trucks were not assumed

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to be needed given the small size of the project-related ground disturbance. Complete documentation of the RoadMod inputs is provided in Appendix A. 4.2.2.2 Localized Air Quality Impacts The potential for localized air quality impacts during construction was assessed qualitatively considering the magnitude and duration of emissions (including mitigation), the location of receptors, background concentrations and prevailing meteorological conditions. 4.2.2.3 Consistency with Local and Regional Air Quality Plans Consistency with local and regional plans was assessed by identifying relevant air quality policies of the 2040 San Jose General Plan and BAAQMD Clean Air Plan and comparing these policies to the project.

4.2.3 Impact Analysis 4.2.3.1 Construction Emissions Table 5 summarizes the results of the RoadMOD construction emissions analysis. A detailed table with the emissions results for each modeled construction phase is provided in Appendix A. Without mitigation, average daily emissions of ROG, PM10 and PM2.5 will be well under the applicable significance thresholds. Unmitigated average daily NOx emissions (64 lbs) will exceed the significance threshold of 54 lbs/day. Incorporation of BAAQMD Basic Mitigation measures #6 (maximum equipment idling time of 5 minutes) and #7 (proper maintenance and tuning of equipment), and BAAQMD Advanced Mitigation Measure #9 (minimize diesel equipment idling time to two minutes) will reduce average daily NOx emissions to 48.7 lbs/day. Therefore, with incorporation of the mitigation measures identified in Section 4.2.4, temporary construction air quality impacts will be less than significant under CEQA. The mitigated NOx emissions analysis was conducted in accordance with the BAAQMD 2012 CEQA guidance, utilizing a 5% reduction in emissions for Basic Mitigation Measures #6 and #7, and an additional 20% reduction for Advanced Mitigation Measure #9. While the BAAQMD guidance also provides percent reductions for particulate matter emissions attributable to these mitigation measures, these reductions were not utilized because unmitigated PM2.5 and PM10 emissions will be well under the applicable significance thresholds.

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Table 5: Temporary Construction Emissions

ROG CO NOx Total PM10

PM10 Exhaust

PM10 Dust

Total PM2.5

PM2.5 Exhaust

PM2.5 Fugitive

Dust CO2

Total Unmitigated Construction Emissions (Tons)

2.2 10.1 23.4 4.9 1.0 3.8 1.8 1.0 0.8 2,468.5

Unmitigated Average Emissions Per Day (lbs)

5.9 27.6 64.0 13.3 2.9 10.5 4.8 2.6 2.2 6,762.9

BAAQMD CEQA Threshold (lbs/day)

54 N/A 54 N/A 82 N/A N/A 54 N/A N/A

Mitigated NOx Emissions (lbs/day)

48.7

Note: Average daily emissions calculated based on construction duration of two years (730 days). 4.2.3.2 Localized Air Quality Impacts Absent appropriate control measures, emissions from construction equipment and activities have the potential to temporarily impact air quality in the immediate vicinity of the construction site. Residential receptors are located within 60 feet of areas where construction will occur. While concentrations of PM2.5 will increase during the daytime hours, there will be little to no effect on concentrations overnight or on weekends. The PM2.5 emissions of construction vehicles will be minimized through the use of CARB-verified diesel particulate filters on equipment over 50 horsepower (this mitigation commitment has not been accounted for in Table 5). The Monte Vista Townhomes are located to the west of the Los Gatos Creek Bridge, while the predominant wind direction is from the northwest (blowing towards the south east).5 Winds blow towards the west less than one percent of the time, and blow towards the northwest less than 10% of the time. Therefore, meteorological conditions will not typically support the migration of construction site emission towards the residences. Concentrations will be highest during the daytime when winds are calm, which occurs approximately 20% of the time.6 Calms most often occur in the nighttime and early morning hours, when construction activities will generally not be occurring.7 Based on the factors discussed above, the annual average PM2.5 concentration at the Monte Vista Townhomes is expected to increase by less than the 0.3 µg/m3 significance threshold with the incorporation of the mitigation measures identified in Section 4.3.1. Therefore, the impact will be less than significant. 5 San Jose International Airport wind rose. http://www.arb.ca.gov/ch/communities/ra/westoakland/documents/appendixf_final.pdf 6 http://www.arb.ca.gov/ch/communities/ra/westoakland/documents/appendixf_final.pdf 7 http://www.baaqmd.gov/~/media/Files/Planning%20and%20Research/CEQA/BAAQMD%20CEQA%20Guidelines_Final_May%202012.ashx?la=en



http://www.baaqmd.gov/~/media/Files/Planning%20and%20Research/CEQA/BAAQMD%20CEQA%20Guidelines_Final_May%202012.ashx?la=en

http://www.baaqmd.gov/~/media/Files/Planning%20and%20Research/CEQA/BAAQMD%20CEQA%20Guidelines_Final_May%202012.ashx?la=en

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4.2.3.3 Consistency with Local and Regional Air Quality Plans Table 6 summarizes the consistency of project-related construction emissions with the polices of San Jose’s 2040 General Plan. The relevant policies are located under General Plan Goal MS-13 – Construction Air Emissions. The proposed project is consistent with the construction air quality policies. Table 6: San Jose General Plan Construction Air Quality Polices

Policy # Policy Project Consistent?

MS-13.1

Include dust, particulate matter, and construction equipment exhaust control measures as conditions of approval for subdivision maps, site development and planned development permits, grading permits, and demolition permits. At minimum, conditions shall conform to construction mitigation measures recommended in the current BAAQMD CEQA Guidelines for the relevant project size and type.

Yes. The project includes the BAAQMD-recommended construction mitigation measures.

MS-13.2

Construction and/or demolition projects that have the potential to disturb asbestos (from soil or building material) shall comply with all the requirements of the California Air Resources Board’s air toxics control measures (ATCMs) for Construction, Grading, Quarrying, and Surface Mining Operations.

Yes. No asbestos containing materials are expected to be encountered in construction. The existing bridge does contain lead based paints, therefore the contractor performing demolition activities on the bridge structure should comply with the Cal/OSHA Lead in Construction Standard for protection of workers; properly control and contain paint dust and debris resulting from the demolition operation; and properly contain and dispose of the resulting paint chips, dust and debris.

MS-13.3 Require subdivision designs and site planning to minimize grading and use landform grading in hillside areas.

Yes. No grading/changes in topographic features are proposed.

BAAQMD’s Bay Area 2010 Clean Air Plan was reviewed for policies potentially pertaining to the proposed project.8 Mobile Source Control Measure MSM C‐1 pertains to construction and farming equipment and states BAAQMD’s intention to reduce emissions from such equipment by “1) cash incentives to retrofit construction and farm equipment with diesel particulate matter filters or upgrade to a Tier III or IV off‐road engine; 2) work with CARB, California Energy Commission and others to develop more fuel efficient off‐road engines and drive‐trains; 3) work with local communities, contractors and developers to encourage the use of renewable alternative fuels in

8 http://www.baaqmd.gov/~/media/Files/Planning%20and%20Research/Plans/2010%20Clean%20Air%20Plan/CAP%20Volume%20I%20%20Appendices.ashx



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applicable equipment.” The project will be generally consistent with this policy because it includes a commitment to diesel particulate filters and other BAAQMD-recommended mitigation to reduce construction air pollutant emissions. The use of alternative fuels (such as biodiesel) is not proposed because while biodiesel can reduce particulate matter emissions, it also increases NOx emissions (the project is incorporating mitigation to reduce NOx emissions and increasing such emissions would be contrary to those goals).9 Other aspects of the policy (such as research to develop more efficient off-road engines), do not pertain to the construction of the proposed project. In conclusion, the project is consistent with the relevant local and regional construction air quality policies, therefore there is no impact.

4.2.4 Mitigation The proposed project will incorporate BAAQMD’s 2012 “Basic Construction Mitigation Measures.”

1. All exposed surfaces (e.g., parking areas, staging areas, soil piles, graded areas, and unpaved access roads) shall be watered two times per day.

2. All haul trucks transporting soil, sand, or other loose material off-site shall be covered.

3. All visible mud or dirt track-out onto adjacent public roads shall be removed using wet power vacuum street sweepers at least once per day. The use of dry power sweeping is prohibited.

4. All vehicle speeds on unpaved roads shall be limited to 15 mph. 5. All pathways, driveways, and sidewalks to be paved shall be completed as soon

as possible. 6. Idling times shall be minimized either by shutting equipment off when not in use

or reducing the maximum idling time to 5 minutes for all equipment types (as required by the California airborne toxics control measure Title 13, Section 2485 of California Code of Regulations [CCR]). In addition, limit the idling time of diesel powered construction equipment to two minutes (BAAQMD Advanced Mitigation Measure #9, required to mitigate NOX emissions). Clear signage indicating idling limits shall be provided for construction workers at all access points.

7. All construction equipment shall be maintained and properly tuned in accordance with manufacturer’s specifications. All equipment shall be checked by a certified visible emissions evaluator.

8. Post a publicly visible sign with the telephone number and person to contact at the lead agency regarding dust complaints. This person shall respond and take corrective action within 48 hours. The Air District’s phone number shall also be visible to ensure compliance with applicable regulations.

9. Require the use of diesel particulate filters (or other technologies) on off-road equipment over 50 horsepower and for which such filters are practicable. A list of verified diesel emission control strategies is provided by CARB.10

4.3 Air Quality CEQA Determination Table 7 summarizes the impacts of the proposed project in relation to the CEQA thresholds for significant adverse air quality impacts. With the incorporation of mitigation 9 http://www.epa.gov/cleandiesel/technologies/fuels.htm 10 http://www.arb.ca.gov/diesel/verdev/vt/cvt.htm

http://www.epa.gov/cleandiesel/technologies/fuels.htm

http://www.arb.ca.gov/diesel/verdev/vt/cvt.htm

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measures during construction, the proposed project will not result in significant adverse air quality impacts based on the CEQA thresholds. 4.4 Transportation Conformity The Clean Air Act, Title 23 and Title 49 U.S.C. requires that transportation and air quality planning be integrated in areas designated by the U.S. Environmental Protection Agency (EPA) as air quality nonattainment or maintenance areas. In nonattainment and maintenance areas, federal funding and approval for transportation projects is only available if transportation activities are consistent with air quality goals through the transportation conformity process. The proposed project is included in the 2040 Regional Transportation Plan (Plan Bay Area, adopted on July 18, 2013) and the Metropolitan Transportation Commission’s 2013 Transportation Improvement Program (TIP), which was adopted by MTC on July 18, 2013 and approved by FHWA/FTA on August 12, 2013. The 2040 Regional Transportation Plan and 2013 TIP are in conformance with the Clean Air Act transportation conformity regulations, as demonstrated by MTC’s Final Transportation Conformity Analysis for Plan Bay Area and the 2013 Transportation Improvement Program (dated July 18, 2013).

The proposed project is included in Plan Bay Area and the 2013 TIP as two separate project listings.

• The replacement of the Los Gatos Creek bridge is one component of the RTP and TIP project entitled “Caltrain Systemwide Track Rehabilitation and Related Structures” (TIP ID# SM-03006B and RTP ID# 22481). This RTP and TIP project listing does not include a description of specific improvements, but rather is a general category applying to wide range of improvement projects. The design concept and scope of the Los Gatos Creek bridge replacement (replacement of a track structure) is consistent with the RTP and TIP listing.

• The construction of the tail track south of San Jose Diridon Station to I-280 is part of the RTP and TIP project entitled “Caltrain South Terminal Phase II and III” (TIP ID# SM-070008 and RTP ID #240048. Specifically, the construction of the tail track south of Diridon Station (including across the Los Gatos Creek Bridge) is part of South Terminal Phase III. South Terminal Phase II (construction of tail track north of San Jose Diridon Station) is a separate project with independent utility. The design concept and scope of the South Terminal Phase III tail track is consistent with the description in the RTP and TIP.

The replacement of the Los Gatos Creek Bridge is exempt from regional and project-level conformity requirements per 40 CFR 93.126:{Mass Transit - Rehabilitation or reconstruction of track structures, track, and trackbed in existing rights-of-way}. The Air Quality Conformity Task Force concurred that the “Caltrain Systemwide Track Rehabilitation and Related Structures” project ((TIP ID# SM-03006B and RTP ID# 22481) is exempt on April 26, 2012.11 Email documentation of the exempt status of TIP 11 Link to meeting materials- http://apps.mtc.ca.gov/events/agendaView.akt?p=1861

http://apps.mtc.ca.gov/events/agendaView.akt?p=1861

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project SM-03006B from MTC’s Fund Management System (FMS) is included in Appendix B. South Terminal Phase II/III is also exempt from regional and project-level conformity under 40 CFR 93.126 because it involves reconstruction of track/signals within existing right-of-way. The South Terminal Phase III tail track south of San Jose Diridon Station would be entirely within the existing right-of-way. Right-of-way acquisitions required for clearance/safety purposes are negligible—0.04 acres. Email documentation of the exempt status of TIP project SM-070008 from MTC’s Fund Management System (FMS) is included in Appendix B.

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Table 7: Air Quality CEQA Thresholds

CEQA Guidelines Appendix G Air Quality Thresholds

Long-Term Operation Impact Temporary Construction Impact

Conflicts with or obstructs implementation of the applicable air quality plan

No Impact. The proposed project does not conflict with plans for improving air quality in the Bay Area (see Section 4.1.2.3).

No Impact. The proposed project does not conflict with plans for improving air quality in the Bay Area (see Section 4.2.2.3).

Violates any air quality standard or contribute substantially to an existing or projected air quality violation

Less than significant impact. Sources will move closer to receptors, but emissions will not change due to the project and therefore the project will not contribute to pollutant concentrations violating air quality standards. No impact on long-term air quality violations will occur based on the analysis provided in Section 4.1.

Less than Significant Impact. Construction activities will increase pollutant concentrations temporarily, but will not contribute to existing air quality standard violations or create new violations with the incorporation of mitigation (see Section 4.2)

Results in a cumulatively considerable net increase of any criteria pollutant for which the project region is in non-attainment under an applicable federal or state ambient air quality standard

No impact. No long-term change in emissions, see Section 4.1.

Less than significant impact. Emissions of criteria pollutants that the area is in nonattainment for will temporarily increase during construction. The increase will be mitigated below the significance threshold, see Section 4.2).

Exposes sensitive receptors to substantial pollutant concentrations

Less than Significant Impact. Long-term, the tail track will not substantially increase exposure because emissions will not increase, meteorological conditions do not support migration of pollutants to residences and the number of trains using the track is low (See Section 4.1).

Less than Significant Impact. Pollutant concentrations will increase temporarily during construction, but the magnitude will be limited with the incorporation of mitigation measures (see Section 4.2).

Create objectionable odors affecting a substantial number of people?

No impact. No long-term change in emissions, see Section 4.1. Therefore, diesel-related odor emissions will not increase. The maximum number of trains (16) on the tail track and speed (35 mph) will not cause substantial odors.

Less than significant impact. During construction the project will generate diesel odors on-site and in adjacent areas from the operation of heavy equipment. Diesel odors will be limited in both temporal and geographic extent by the number of pieces of construction equipment operating at any one time and the idling restriction incorporated in the project mitigation commitments.

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5.0 Greenhouse Gas Emissions Greenhouse gases are trace gases that trap heat in the earth’s atmosphere. Some greenhouse gases occur naturally and are emitted into the atmosphere through natural processes and human activities. The principal greenhouse gases that enter the atmosphere because of human activities are carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O), and fluorinated gases. Combustion of fossil fuel in the transportation sector was the single largest source of California’s greenhouse gas emissions in 2008, accounting for 37% of total greenhouse gas emissions in the state.12 Increased concentrations of greenhouse gases in the atmosphere because of human activities are causing global climate change, including increases in temperatures, increased frequency and intensity of severe weather events, sea level rise and changes in growing seasons, among other impacts. To date, no national standards or thresholds for greenhouse gas emissions pertaining to transportation projects have been established. EPA regulations regarding greenhouse gas emissions have been primarily focused on vehicle emissions standards. At the state level, California has enacted numerous laws related to climate change and reducing greenhouse gas emissions, including Assembly Bill 32--the California Global Warming Solutions Act of 2006 and Senate Bill 375-- California’s Sustainable Communities Strategy and Climate Protection Act. California’s greenhouse gas emission reduction targets have also been guided by executive orders and through implementation policy and procedures developed by CARB. California’s policies do not prescribe greenhouse gas emissions standards pertaining to proposed transportation projects, but do encourage reduced emissions from automobiles and trucks that can be achieved in part by increasing transit ridership and encouraging land development patterns supportive of transit service. 5.1 Greenhouse Gas Emissions Impact Analysis This section provides the greenhouse gas emissions significance thresholds and the assessment of impacts (long-term impacts and temporary construction impacts).

5.1.1 CEQA Significance Thresholds The greenhouse gas significance thresholds identified for this project are as follows:

• Inconsistency with local or regional greenhouse gas reduction plans, or • Permanent increase of 1,100 metric tons CO2-equivelent per year (part of

2010 BAAQMD CEQA significance threshold for land development projects)

5.1.2 Long-Term Operation Impacts and Mitigation The proposed project involves replacement of an existing railroad bridge and will not directly or indirectly increase freight or passenger train traffic. In addition, the operational 12 California Air Resources Board. 2010 (May 12). California Greenhouse Gas Inventory for 2000-2008—by Category as Defined in the Scoping Plan. Sacramento, CA. Available: <http://www.arb.ca.gov/cc/inventory/data/tables/ghg_inventory_scopingplan_00-08_2010-05-12.pdf>.

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characteristics (speed, idling etc.) of the existing train traffic will not change. Therefore, the total quantity of diesel locomotive-related greenhouse gas emissions in the project area will not change. There will be no impact on operational greenhouse gas emissions and the significance threshold of 1,100 metric tons CO2-equivelent per year will not be exceeded. During incidents, the increased operational flexibility provided by the tail track could have minor beneficial effects on Caltrain emissions at the regional level. Emissions could be reduced because of the ability to route trains around problems, reducing idling. In addition, the project is supportive of Caltrain electrification, which will reduce long-term greenhouse gas emissions from commuter rail operations. Therefore, there will be no impact on greenhouse gas emissions in the long-term and no mitigation is required.

5.1.3 Temporary Construction Impacts and Mitigation The proposed project will result in greenhouse gas emissions temporarily during the approximately 24-month construction period. The approximate magnitude of construction emissions was estimated using the Sacramento Metropolitan Air Quality Management District’s (SMAQMD) Roadway Construction Emissions Model (RoadMod), as discussed in Section 4.2.2.1 and documented in Appendix A. The modeling results showed that construction could result in emissions of 2,468 tons of CO2 through fuel combustion by construction vehicles, trucks hauling materials to and from the site and construction worker commutes. Temporary greenhouse gas emissions are not considered significant based on the thresholds identified in Section 5.1.1, the BAAQMD CEQA threshold for land use projects applies to long-term emissions only. Some of the air quality mitigation commitments described above (such as restrictions on idling time) will also serve to reduce construction-related greenhouse gas emissions. Therefore, temporary construction emissions of greenhouse gasses are considered less than significant.

5.1.4 Consistency with Local and Regional Plans In 2011, San Jose adopted a Greenhouse Gas Reduction Strategy.13 The Strategy was prepared in conjunction with the 2040 General Plan update to ensure that the implementation of the General Plan Update aligns with the implementation requirements of Assembly Bill 32 (AB32) – the Global Warming Solutions Act of 2006. AB32 requires the State of California as a whole to reduce greenhouse gas emissions to 1990 levels by the year 2020. San Jose has defined its goal as meeting the efficiency threshold of 6.6 metric tons of CO2 equivalent per service population per year. Service population is defined as the number of residents plus the number of people working within San José. San Jose’s 2040 General Plan and the Greenhouse Gas Reduction Strategy contain numerous policies related to energy efficiency in buildings, waste management practices, land use, and automobile and trucks. None of these policies pertain to the replacement of a railroad bridge. None of the policies pertain to construction emissions, which is the only type of greenhouse gas emissions caused by this project. The project will be consistent with elements of the 2010 Bay Area Plan related to construction emissions (see Section 4.2.3.3). Therefore, there is no impact in terms of consistency with local and regional plans.

13 http://www.sanjoseca.gov/documentcenter/view/9388

http://www.sanjoseca.gov/documentcenter/view/9388

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5.2 Greenhouse Gas Emissions CEQA Determination Table 8 summarizes the impacts of the proposed project in relation to the CEQA thresholds for significant adverse greenhouse gas emission impacts. The proposed project will not result in significant adverse greenhouse gas emission impacts based on the CEQA thresholds. Table 8: Greenhouse Gas Emissions CEQA Thresholds

CEQA Guidelines Appendix G Greenhouse Gas Emissions Thresholds

Project Impact/Conclusion

Generate greenhouse gas emissions, either directly or indirectly, that may have a significant impact on the environment

Less than significant impact. Based on the BAAQMD significance threshold for long-term emissions. Temporary emissions are not considered significant and mitigation is included to minimize construction emissions (no BAAQMD threshold is available). (see Section 5.1.3).

Conflict with an applicable plan, policy or regulation adopted for the purpose of reducing the emissions of greenhouse gases.

No Impact. The project will not conflict with plans, policies and regulations pertaining to greenhouse gas emissions reduction (see Section 5.1.4).

APPENDIX A Construction Emissions Analysis

Documentation

Total ExhaustFugitive

Dust Total ExhaustFugitive

Dust

Phase ROG (tons) CO (tons) NOx (tons) PM10 (tons) PM10 (tons) PM10 (tons) PM2.5 (tons) PM2.5 (tons) PM2.5 (tons) CO2 (tons)

1 0.06 0.23 0.61 0.05 0.03 0.03 0.03 0.02 0.01 68.522 0.01 0.03 0.07 0.01 0.00 0.01 0.00 0.00 0.00 7.703 0.02 0.07 0.18 0.02 0.01 0.01 0.01 0.01 0.00 20.324 0.23 1.00 2.47 0.39 0.11 0.28 0.16 0.10 0.06 252.005 0.01 0.05 0.09 0.16 0.00 0.15 0.04 0.00 0.03 8.306 0.01 0.06 0.09 0.07 0.01 0.07 0.02 0.00 0.01 12.147 0.04 0.16 0.42 0.32 0.02 0.31 0.08 0.01 0.06 49.078 0.04 0.16 0.40 0.11 0.02 0.09 0.03 0.02 0.02 43.539 0.01 0.02 0.05 0.02 0.00 0.02 0.01 0.00 0.00 5.7010‐12 0.03 0.16 0.35 0.11 0.01 0.09 0.03 0.01 0.02 40.6913 0.01 0.04 0.08 0.03 0.00 0.03 0.01 0.00 0.01 10.2314 0.03 0.16 0.35 0.16 0.02 0.14 0.04 0.02 0.03 36.5315 0.01 0.05 0.12 0.05 0.00 0.04 0.01 0.00 0.01 14.2216 0.00 0.02 0.01 0.04 0.00 0.04 0.01 0.00 0.01 3.8017 0.06 0.28 0.68 0.17 0.03 0.14 0.06 0.03 0.03 65.9718 0.05 0.24 0.53 0.16 0.02 0.14 0.05 0.02 0.03 61.6519 0.01 0.05 0.07 0.06 0.00 0.06 0.02 0.00 0.01 9.7120 0.01 0.05 0.11 0.05 0.00 0.04 0.01 0.00 0.01 13.9521 0.02 0.07 0.17 0.05 0.01 0.04 0.02 0.01 0.01 17.3622 0.00 0.03 0.04 0.04 0.00 0.04 0.01 0.00 0.01 5.7823 to 26 0.57 2.58 6.15 1.10 0.27 0.83 0.42 0.25 0.17 641.2427 0.01 0.04 0.06 0.04 0.00 0.04 0.01 0.00 0.01 7.2928 to 31 0.10 0.46 1.02 0.25 0.05 0.21 0.09 0.04 0.04 108.7032 to 48 0.43 2.08 4.71 0.70 0.21 0.49 0.29 0.19 0.10 497.0349 to 56 0.42 1.96 4.55 0.70 0.21 0.49 0.29 0.19 0.10 467.01

Total Construction Emissions (Tons) 2.16 10.06 23.36 4.87 1.05 3.82 1.75 0.96 0.79 2,468.46

Unmitigated Average Emissions Per Day (lbs) (730 day construction duration)

5.93 27.57 64.01 13.34 2.87 10.47 4.80 2.62 2.18 6,762.90

BAAQMD CEQA Threshold (lbs/day) 54 N/A 54 N/A 82 N/A N/A 54 N/A N/A

Los Gatos Creek Bridge Construction Emissions Summary

Mitigated NOx Emissions‐ Basic Mitigation Measures #6 and #7 (5% Reduction)

60.81

Mitigated NOx Emissions‐ Advanced Mitigation Measure #9 (20% Reduction)

48.65

Los Gatos Creek Bridge Replacement / South Terminal Phase III Project

Construction Phasing and Equipment Plan – May 22nd, 2013

Season Construction Phase Number or Letter Designation

Description/Activities Start Date (Day, Month, Year)

End Date (Day, Month, Year)

Construction Days (Weekday Only, or Weekday and Weekends)

Construction Hours (start time- end time)1

Construction Vehicle Type 2

Number of Equipment Pieces of each type

SEAS

ON 1

– OUT

SIDE

WIN

DOW

1 Mobilize on site

Feb. 2, 2014 March 12, 2014

Weekdays Only 7 AM- 5:30 PM Truck 2 Flatbed (for trailer)

1

Forklift 2 2 Relocate Fence March 19 March 29 Weekdays Only 7 AM- 5:30PM Truck 1

Hand tools (Saw)

1

Post Hole Digger

1

Concrete Truck 1 3 Relocate OH Utilities March 26 April 15 Weekdays Only 7 AM- 6 PM Truck 2

Bucket Truck 1 4 Construct Temporary Rail

Bypass (Shoofly) for MT2 April 4 June 6 Weekdays and

Weekends for Cutover Work

7 AM- 7 PM with night work for

rail cutover work

Truck 3 Stabilizer (soil) 1 Front End Loader

1

Ballast Trucks 2 onsite at a time

Tire mounted Crane

1

Tamper 1 Regulator 1 Stabilizer (track)

1

Speed Swing 1 5 Relocate JPB Signal Lines April 12 May 2 Weekdays Only

and Weekends for Cutover Work


signal cuttover

Trencher 1 Truck w Spooler

1

1








6 Install Shoring May 17 May 26 Weekdays Only 7 AM- 7 PM Excavator 1 Backhoe 1 Forklift 1 Vibratory Hammer

1

7 Support Fiber Optic Line May 2 May 25 Weekdays Only 7 AM- 6 PM Truck 2 Bucket Truck 1

8 Install Wingwalls May 25 Jun 15 Weekdays Only 7 AM- 7 PM Pile Driver 1 Trucks 2 Crane 1 Bucket Truck 1

9 Excavate and Backfill behind Shoring

June 10 June 15 Weekdays Only 7 AM- 7 PM Excavator with breaker

1

Forklift 1 Trucks 1 Tire Mounted Crane

1

SEAS

ON 1

– INS

IDE

WIN

DOW

10 Excavate and Add Tiebacks


1

Drill Rig 1 Forklift 1 Trucks 2 Tire Mounted Crane

1

11 Construct Temp Shoring Extension to Support Existing Channel Bank


1


1


June 29 July 5 Weekdays Only 7 AM- 7 PM Excavator with breaker

1

2









1

13 Grade Creek Bottom and Construct Temp Channel Div.

July 5 July 12 Weekdays and Weekends

7 AM- 7 PM Truck 2 Front End Loader

1

Excavator 1 14 Install Pier Piles June 29 Aug 4 Weekdays and

Weekends 7 AM- 7 PM Truck 2

Pile Driver 2 Forklift 1 Crane 2

15 Install Sewer June 20 July 10 Weekdays Only 7 AM- 7 PM Directional Boring Machine

1

Trucks 2 Backhoe 1

16 Remove Segments of Temp Access Ramp

July 10 July 21 Weekdays Only 7 AM- 7 PM Excavator 1 Backhoe 1

17 Install Piers Jul 21 Aug 25 Weekdays and Weekends

7 AM- 7 PM Truck 2 Pile Driver 2 Forklift 1 Crane 2

18 Install Shoring and Reverse Tiebacks

Aug 25 Sep 20 Weekdays Only 7 AM- 7 PM Excavator with breaker

1


1

19 Remove Shoring Sep 20 Oct 5 Weekdays Only 7 AM- 7 PM Excavator 1 Backhoe 1 Forklift 1

3








Vibratory Hammer

1

20 Re-grade Creek Bottom and Return Channel

Oct 5 Oct 15 Weekdays and Weekends

7 AM- 7 PM Truck 2 Front End Loader

1

Excavator 1

SEAS

ON 2

– OUT

SIDE

WIN

DOW

21 Construct Bridge Superstructure

Oct 15 Oct 27 Weekdays and Weekends

7 AM- 7 PM Truck 2 Crane 2 Forklift 1 Excavator 1

22 Backfill Around Approach Slabs and Remove Access Road

Oct 28 Nov 4 Weekdays Only 9 AM- 5 PM Front End Loader

1

Backhoe 1 Crane 1

23

Relocate MT1 Shoofly and Cut in MT 2 Shoofly

Nov 5 Dec 5 Weekends only 9 AM- 5 PM Truck 3 Stabilizer (soil) 1 Front End Loader

1


1


24

Construct new MT1 Dec 6 Feb 14 Weekdays and Weekends only

9 AM- 5 PM Truck 3 Stabilizer (soil) 1 Front End Loader

1

Tamper 1 4








Regulator 1 Stabilizer (track)

1


25

Reactivate MT1 and Remove MT1 Shoofly

Feb 14 Mar 14 Weekends only 9 AM- 7 PM Truck 3 Stabilizer (soil) 1 Front End Loader

1


1


26 Install Temp MT1 Ballast Retainer and Remove (E) MT2 Track Across Bridge, Construct Temp Grade Crossings and Access Roads on Bridge Approach

March 15 May 1 Weekdays and Weekends for Cutover Work

8:30 AM- 7 PM with night work for rail cutover

work


1


Tire mounted Crane

1


1

Speed Swing 1 27 Remove Shoring May 2 May 16 Weekdays Only 7 AM- 7 PM Excavator 1

Backhoe 1 Forklift 1 Vibratory Hammer

1

5








SEAS

ON 2

– INS

IDE

WIN

DOW

28 Maintain site for winter (maintain SWPPP)

May 17 June 15 Weekdays Only Periodically Excavator 1 Backhoe 1 Pick up 2

29 Re-grade Creek Bottom and Return Channel

June 15 June 18 Weekdays 7 AM- 7 PM Truck 2 Front End Loader

1

Excavator 1 30 Remove MT2

Superstructure June 18 June 25 Weekdays and


Crane 2 Forklift 1 Excavator 1

31 Adjust Shoring and Remove access Ramps

June 26 June 30 Weekdays Only 7 AM- 7 PM Excavator 1 Backhoe 1


June 30 July 5 Weekdays Only 7 AM- 7 PM Excavator with breaker

1


1

33 Install Piers Jul 6 Jul 31 Weekdays and Weekends

7 AM- 7 PM Truck 2 Pile Driver 2 Forklift 1 Crane 2

34 Install Shoring and Reverse Tiebacks

July 30 Aug 5 Weekdays Only 7 AM- 7 PM Excavator with breaker

1


1

35 Install Precast Abutments Aug 6 Aug 8 Weekdays and Weekends

7 AM- 7 PM Truck 2 Pile Driver 2

6








Forklift 1 36 Grade and Construct MT1

Shoofly Track up to Bridge Approach

Aug 8 Aug 31 Weekdays and Weekends for Cutover Work


work


1


Tire mounted Crane

1


1

Speed Swing 1 37 Install Precast Girders and

Precast Approach Slabs Aug 8 Aug 15 Weekdays and


Pile Driver 2 Forklift 1

38 Remove Temp Shoring Aug 16 Aug 24 Weekdays Only 7 AM- 7 PM Excavator with breaker

1


1

39 Cut in MT1 Shoofly and Begin Operating on MT1

Aug 24 Sept 15 Weekdays and Weekends for Cutover Work


rail cutover work


1


Tire mounted Crane

1

Tamper 1

7








Regulator 1 Stabilizer (track)

1

40 Construct Temp Access Ramps

Aug 24 Sept 2 Weekdays Only 7 AM- 7 PM Excavator 1 Backhoe 1

41 Remove MT1 Superstructure and track

Sep 3 Sep 9 Weekdays and weekends

7 AM – 7 PM Truck 2 Crane 2 Speed Swing 1 Frontend Loader

1

Excavator 1 42 Install Shoring and

Reverse Tiebacks Sept 3 Sep 10 Weekdays Only 7 AM- 7 PM Excavator with

breaker 1


1

43 Install Piers Sept 10 Sept 30 Weekdays and Weekends

7 AM- 7 PM Truck 2 Pile Driver 2 Forklift 1

44 Backfill Around Abut 1 Sep 11 Sep 14 Weekdays Only 9 AM- 5 PM Front End Loader

1

Backhoe 1 45 Remove Pier 2 Sep 11 Sep 16 Weekdays Only 7 AM- 7 PM Excavator with

breaker 1

Trucks 3 Front End Loader

1

46 Re-grade Creek Bottom and Install Rip Rap

Sept 30 Oct 3 Weekdays 7 AM- 7 PM Truck 3 Front End Loader

1

Excavator 2

8








47 Remove Temp Access Within Channel

Sept 30 Oct 7 Weekdays Only 7 AM- 7 PM Excavator 3 Backhoe 1 Front End Loader

1


Tire mounted Crane

1


1

Speed Swing 1 48 Install Wingwalls (Inside of

Creek) Oct 7 Oct 15 Weekdays Only 7 AM- 7 PM Pile Driver 1

Trucks 2 Crane 1 Bucket Truck 1

FINI

SH O

UT O

F CR

EEK

49 Install Wingwalls (Inside of Creek)

Oct 16 Oct 25 Weekdays Only 7 AM- 7 PM Pile Driver 1 Trucks 2 Crane 1 Bucket Truck 1

50 Install Abutment and Precast Pile Cap

Sept 10 Sept 30 Weekdays and Weekends

7 AM- 7 PM Truck 2 Pile Driver 2 Crane 2 Forklift 1

51 Excavate and Backfill behind Shoring

Oct 30 Nov 11 Weekdays Only 7 AM- 7 PM Excavator with breaker

1

Forklift 1 Trucks 1 Tire Mounted Crane

1

Stabilizer (track)

1

9








Speed Swing 1 52 Install PC Approach Slabs Oct 15 Oct 20 Weekdays only 8 AM- 5 PM Truck 2

Crane 1 Forklift 1 Excavator 1

53 Install Conduit for Fiber Optic Line and Cut in Fiber Optic Line to Final Alignment

Oct 15 Dec 15 Weekdays Only 8 AM- 4 PM Excavator 1 Trucks 2 Vibratory Plate 1

54 Remove Final Shoring and Access Road

Oct 20 Nov 20 Weekdays Only 8 AM- 5 PM Front End Loader

1

Backhoe 1 Vibratory Hammer

1

Crane 1 55 Cut In Final MT2 Alignment Nov 20 Dec 31 Weekdays and

Weekends for Cutover Work


work

Truck 3 Front End Loader

1


Tire mounted Crane

1


1

Speed Swing 1 56 Demobilize and Punch list

Jan 1, 2015

Jan15, 2016

Weekdays Only

7:30 AM- 4:30

PM

Truck 2 Flatbed (for trailer)

1

Forklift 2 Truck 2

10

Road Construction Emissions Model Version 7.1.4Data Entry Worksheet

Optional data input sections have a blue background. Only areas with a yellow or blue background can be modified. Program defaults have a white background. The user is required to enter information in cells C10 through C25.

Input TypeProject Name Los Gatos Phase 1

Construction Start Year 2014 Enter a Year between 2009 and 2025 (inclusive)

Project Type 1 New Road Construction2 Road Widening3 Bridge/Overpass Construction

Project Construction Time 1.3 monthsPredominant Soil/Site Type: Enter 1, 2, or 3 1. Sand Gravel

2. Weathered Rock-Earth3. Blasted Rock

Project Length 0.4 miles

Total Project Area 5.6 acres

Maximum Area Disturbed/Day 0.1 acres

Water Trucks Used? 2 1. Yes2. No

Soil Imported 0.0 yd3/daySoil Exported 0.0 yd3/dayAverage Truck Capacity 20.0 yd3 (assume 20 if unknown)

The remaining sections of this sheet contain areas that can be modified by the user, although those modifications are optional.

Note: The program's estimates of construction period phase length can be overridden in cells C34 through C37.

Program User Override of Calculated

Construction Periods Construction Months Months 2005 % 2006 % 2007 %Grubbing/Land Clearing 1.30 0.13 0.00 0.00 0.00 0.00 0.00 0.00Grading/Excavation 0.00 0.59 0.00 0.00 0.00 0.00 0.00 0.00Drainage/Utilities/Sub-Grade 0.00 0.39 0.00 0.00 0.00 0.00 0.00 0.00Paving 0.00 0.20 0.00 0.00 0.00 0.00 0.00 0.00Totals 1.30 1.30

NOTE: soil hauling emissions are included in the Grading/Excavation Construction Period Phase, therefore the Construction Period for Grading/Excavation cannot be zero if hauling is part of the project.

To begin a new project, click this button to clear data previously entered. This button will only work if you opted not to disable macros when

loading this spreadsheet.

Note: Required data input sections have a yellow background.

3

2

1

Hauling emission default values can be overridden in cells C45 through C46.

Soil Hauling Emissions User Override ofUser Input Soil Hauling Defaults Default ValuesMiles/round trip 30Round trips/day 0Vehicle miles traveled/day (calculated) 0

Hauling Emissions ROG NOx CO PM10 PM2.5 CO2Emission rate (grams/mile) 0.00 0.00 0.00 0.00 0.00 0.00Emission rate (grams/trip) 0.00 0.00 0.00 0.00 0.00 0.00Pounds per day 0.0 0.0 0.0 0.0 0.0 0.0Tons per contruction period 0.00 0.00 0.00 0.00 0.00 0.00

Worker commute default values can be overridden in cells C60 through C65.

User Override of Worker

Worker Commute Emissions Commute Default Values Default ValuesMiles/ one-way trip 20One-way trips/day 2No. of employees: Grubbing/Land Clearing 5No. of employees: Grading/Excavation 0.00 28No. of employees: Drainage/Utilities/Sub-Grade 0.00 18No. of employees: Paving 0.00 8

ROG NOx CO PM10 PM2.5 CO2Emission rate - Grubbing/Land Clearing (grams/mile) 0.182 0.249 2.208 0.047 0.020 443.370Emission rate - Grading/Excavation (grams/mile) 0.000 0.000 0.000 0.000 0.000 0.000Emission rate - Draining/Utilities/Sub-Grade (gr/mile) 0.000 0.000 0.000 0.000 0.000 0.000Emission rate - Paving (grams/mile) 0.000 0.000 0.000 0.000 0.000 0.000Emission rate - Grubbing/Land Clearing (grams/trip) 0.616 0.407 5.187 0.004 0.003 95.481Emission rate - Grading/Excavation (grams/trip) 0.000 0.000 0.000 0.000 0.000 0.000Emission rate - Draining/Utilities/Sub-Grade (gr/trip) 0.000 0.000 0.000 0.000 0.000 0.000Emission rate - Paving (grams/trip) 0.000 0.000 0.000 0.000 0.000 0.000Pounds per day - Grubbing/Land Clearing 0.107 0.128 1.201 0.021 0.009 199.523Tons per const. Period - Grub/Land Clear 0.002 0.002 0.017 0.000 0.000 2.853Pounds per day - Grading/Excavation 0.000 0.000 0.000 0.000 0.000 0.000Tons per const. Period - Grading/Excavation 0.000 0.000 0.000 0.000 0.000 0.000Pounds per day - Drainage/Utilities/Sub-Grade 0.000 0.000 0.000 0.000 0.000 0.000Tons per const. Period - Drain/Util/Sub-Grade 0.000 0.000 0.000 0.000 0.000 0.000Pounds per day - Paving 0.000 0.000 0.000 0.000 0.000 0.000Tons per const. Period - Paving 0.000 0.000 0.000 0.000 0.000 0.000tons per construction period 0.002 0.002 0.017 0.000 0.000 2.853

2

Water truck default values can be overriden in cells C91 through C93 and E91 through E93.

User Override of Program Estimate of User Override of Truck Default ValuesDefault # Water Trucks Number of Water Trucks Miles Traveled/Day Miles Traveled/Day

Grubbing/Land Clearing - Exhaust 0 0Grading/Excavation - Exhaust 0 0Drainage/Utilities/Subgrade 0 0

ROG NOx CO PM10 PM2.5 CO2Emission rate - Grubbing/Land Clearing (grams/mile) 0.28 10.43 1.26 0.25 0.18 1713.35Emission rate - Grading/Excavation (grams/mile) 0.00 0.00 0.00 0.00 0.00 0.00Emission rate - Draining/Utilities/Sub-Grade (gr/mile) 0.00 0.00 0.00 0.00 0.00 0.00Pounds per day - Grubbing/Land Clearing 0.00 0.00 0.00 0.00 0.00 0.00Tons per const. Period - Grub/Land Clear 0.00 0.00 0.00 0.00 0.00 0.00Pound per day - Grading/Excavation 0.00 0.00 0.00 0.00 0.00 0.00Tons per const. Period - Grading/Excavation 0.00 0.00 0.00 0.00 0.00 0.00Pound per day - Drainage/Utilities/Subgrade 0.00 0.00 0.00 0.00 0.00 0.00Tons per const. Period - Drainage/Utilities/Subgrade 0.00 0.00 0.00 0.00 0.00 0.00

Fugitive dust default values can be overridden in cells C110 through C112.

User Override of Max Default PM10 PM10 PM2.5 PM2.5Acreage Disturbed/Day Maximum Acreage/Day pounds/day tons/per period pounds/day tons/per period

Fugitive Dust - Grubbing/Land Clearing 0.1 2.0 0.0 0.4 0.0Fugitive Dust - Grading/Excavation 0 0.0 0.0 0.0 0.0Fugitive Dust - Drainage/Utilities/Subgrade 0 0.0 0.0 0.0 0.0

Fugitive Dust

Water Truck Emissions

3

Off-Road Equipment Emissions

Default Grubbing/Land Clearing Number of Vehicles ROG CO NOx PM10 PM2.5 CO2

Override of Default Number of Vehicles Program-estimate Type pounds/day pounds/day pounds/day pounds/day pounds/day pounds/dayAerial Lifts 0.00 0.00 0.00 0.00 0.00 0.00Air Compressors 0.00 0.00 0.00 0.00 0.00 0.00Bore/Drill Rigs 0.00 0.00 0.00 0.00 0.00 0.00Cement and Mortar Mixers 0.00 0.00 0.00 0.00 0.00 0.00Concrete/Industrial Saws 0.00 0.00 0.00 0.00 0.00 0.00Cranes 0.00 0.00 0.00 0.00 0.00 0.00

0.00 1 Crawler Tractors 0.00 0.00 0.00 0.00 0.00 0.00Crushing/Proc. Equipment 0.00 0.00 0.00 0.00 0.00 0.00

0.00 2 Excavators 0.00 0.00 0.00 0.00 0.00 0.002.00 Forklifts 0.53 1.80 4.34 0.36 0.33 330.93

Generator Sets 0.00 0.00 0.00 0.00 0.00 0.00Graders 0.00 0.00 0.00 0.00 0.00 0.00Off-Highway Tractors 0.00 0.00 0.00 0.00 0.00 0.00

3.00 Off-Highway Trucks 3.33 12.90 37.86 1.45 1.33 4261.16Other Construction Equipment 0.00 0.00 0.00 0.00 0.00 0.00Other General Industrial Equipment 0.00 0.00 0.00 0.00 0.00 0.00Other Material Handling Equipment 0.00 0.00 0.00 0.00 0.00 0.00Pavers 0.00 0.00 0.00 0.00 0.00 0.00Paving Equipment 0.00 0.00 0.00 0.00 0.00 0.00Plate Compactors 0.00 0.00 0.00 0.00 0.00 0.00Pressure Washers 0.00 0.00 0.00 0.00 0.00 0.00Pumps 0.00 0.00 0.00 0.00 0.00 0.00Rollers 0.00 0.00 0.00 0.00 0.00 0.00Rough Terrain Forklifts 0.00 0.00 0.00 0.00 0.00 0.00Rubber Tired Dozers 0.00 0.00 0.00 0.00 0.00 0.00Rubber Tired Loaders 0.00 0.00 0.00 0.00 0.00 0.00Scrapers 0.00 0.00 0.00 0.00 0.00 0.00

0.00 1 Signal Boards 0.00 0.00 0.00 0.00 0.00 0.00Skid Steer Loaders 0.00 0.00 0.00 0.00 0.00 0.00Surfacing Equipment 0.00 0.00 0.00 0.00 0.00 0.00Sweepers/Scrubbers 0.00 0.00 0.00 0.00 0.00 0.00Tractors/Loaders/Backhoes 0.00 0.00 0.00 0.00 0.00 0.00Trenchers 0.00 0.00 0.00 0.00 0.00 0.00Welders 0.00 0.00 0.00 0.00 0.00 0.00

Grubbing/Land Clearing pounds per day 3.9 14.7 42.2 1.8 1.7 4592.1Grubbing/Land Clearing tons per phase 0.1 0.2 0.6 0.0 0.0 65.7

4





















3

2

5








6








Fugitive Dust


7



Override of Default Number of Vehicles Program-estimate Type pounds/day pounds/day pounds/day pounds/day pounds/day pounds/dayAerial Lifts 0.00 0.00 0.00 0.00 0.00 0.00Air Compressors 0.00 0.00 0.00 0.00 0.00 0.00Bore/Drill Rigs 0.00 0.00 0.00 0.00 0.00 0.00

1.00 Cement and Mortar Mixers 0.07 0.35 0.43 0.02 0.02 57.88Concrete/Industrial Saws 0.00 0.00 0.00 0.00 0.00 0.00Cranes 0.00 0.00 0.00 0.00 0.00 0.00




1.00 Off-Highway Trucks 1.11 4.30 12.62 0.48 0.44 1420.391.00 Other Construction Equipment 0.74 3.60 8.01 0.42 0.39 654.37

Other General Industrial Equipment 0.00 0.00 0.00 0.00 0.00 0.00Other Material Handling Equipment 0.00 0.00 0.00 0.00 0.00 0.00Pavers 0.00 0.00 0.00 0.00 0.00 0.00Paving Equipment 0.00 0.00 0.00 0.00 0.00 0.00Plate Compactors 0.00 0.00 0.00 0.00 0.00 0.00Pressure Washers 0.00 0.00 0.00 0.00 0.00 0.00Pumps 0.00 0.00 0.00 0.00 0.00 0.00Rollers 0.00 0.00 0.00 0.00 0.00 0.00Rough Terrain Forklifts 0.00 0.00 0.00 0.00 0.00 0.00Rubber Tired Dozers 0.00 0.00 0.00 0.00 0.00 0.00Rubber Tired Loaders 0.00 0.00 0.00 0.00 0.00 0.00Scrapers 0.00 0.00 0.00 0.00 0.00 0.00



8





















3

2

9








10








Fugitive Dust


11












12





















3

2

13






Worker Commute Emissions Commute Default Values Default ValuesMiles/ one-way trip 20One-way trips/day 2No. of employees: Grubbing/Land Clearing 0.00 5No. of employees: Grading/Excavation 12.00 28No. of employees: Drainage/Utilities/Sub-Grade 0.00 18No. of employees: Paving 0.00 8


14







Fugitive Dust - Grubbing/Land Clearing 0 0.0 0.0 0.0 0.0Fugitive Dust - Grading/Excavation 1.4 28.0 0.3 5.8 0.1Fugitive Dust - Drainage/Utilities/Subgrade 0 0.0 0.0 0.0 0.0

Fugitive Dust


15

DefaultGrading/Excavation Number of Vehicles ROG CO NOx PM10 PM2.5 CO2

Override of Default Number of Vehicles Program-estimate Type pounds/day pounds/day pounds/day pounds/day pounds/day pounds/dayAerial Lifts 0.00 0.00 0.00 0.00 0.00 0.00Air Compressors 0.00 0.00 0.00 0.00 0.00 0.00Bore/Drill Rigs 0.00 0.00 0.00 0.00 0.00 0.00Cement and Mortar Mixers 0.00 0.00 0.00 0.00 0.00 0.00Concrete/Industrial Saws 0.00 0.00 0.00 0.00 0.00 0.00

1.00 1 Cranes 0.79 3.00 9.03 0.41 0.38 601.760.00 2 Crawler Tractors 0.00 0.00 0.00 0.00 0.00 0.00

Crushing/Proc. Equipment 0.00 0.00 0.00 0.00 0.00 0.000.00 4 Excavators 0.00 0.00 0.00 0.00 0.00 0.00

Forklifts 0.00 0.00 0.00 0.00 0.00 0.00Generator Sets 0.00 0.00 0.00 0.00 0.00 0.00

0.00 2 Graders 0.00 0.00 0.00 0.00 0.00 0.00Off-Highway Tractors 0.00 0.00 0.00 0.00 0.00 0.00


Other General Industrial Equipment 0.00 0.00 0.00 0.00 0.00 0.00Other Material Handling Equipment 0.00 0.00 0.00 0.00 0.00 0.00Pavers 0.00 0.00 0.00 0.00 0.00 0.00Paving Equipment 0.00 0.00 0.00 0.00 0.00 0.00Plate Compactors 0.00 0.00 0.00 0.00 0.00 0.00Pressure Washers 0.00 0.00 0.00 0.00 0.00 0.00Pumps 0.00 0.00 0.00 0.00 0.00 0.00

0.00 3 Rollers 0.00 0.00 0.00 0.00 0.00 0.00Rough Terrain Forklifts 0.00 0.00 0.00 0.00 0.00 0.00Rubber Tired Dozers 0.00 0.00 0.00 0.00 0.00 0.00

0.00 3 Rubber Tired Loaders 0.00 0.00 0.00 0.00 0.00 0.000.00 4 Scrapers 0.00 0.00 0.00 0.00 0.00 0.000.00 1 Signal Boards 0.00 0.00 0.00 0.00 0.00 0.00

Skid Steer Loaders 0.00 0.00 0.00 0.00 0.00 0.00Surfacing Equipment 0.00 0.00 0.00 0.00 0.00 0.00Sweepers/Scrubbers 0.00 0.00 0.00 0.00 0.00 0.00

0.00 2 Tractors/Loaders/Backhoes 0.00 0.00 0.00 0.00 0.00 0.00Trenchers 0.00 0.00 0.00 0.00 0.00 0.00Welders 0.00 0.00 0.00 0.00 0.00 0.00

Grading/Excavation pounds per day 10.1 42.5 112.1 4.9 4.5 10975.6Grading tons per phase 0.2 0.9 2.5 0.1 0.1 241.5

16





















3

2

17








18








Fugitive Dust


19












20





















3

2

21








22








Fugitive Dust


23




Crushing/Proc. Equipment 0.00 0.00 0.00 0.00 0.00 0.001.00 4 Excavators 0.45 2.79 5.10 0.25 0.23 572.771.00 Forklifts 0.26 0.90 2.17 0.18 0.17 165.47

Generator Sets 0.00 0.00 0.00 0.00 0.00 0.000.00 2 Graders 0.00 0.00 0.00 0.00 0.00 0.00

Off-Highway Tractors 0.00 0.00 0.00 0.00 0.00 0.000.00 Off-Highway Trucks 0.00 0.00 0.00 0.00 0.00 0.001.00 Other Construction Equipment 0.74 3.60 8.01 0.42 0.39 654.37







24






Project Construction Time 1.0 monthPredominant Soil/Site Type: Enter 1, 2, or 3 1. Sand Gravel















3

2

25








26








Fugitive Dust


27












28





















3

2

29








30








Fugitive Dust


31













32





















3

2

33








34








Fugitive Dust


35













36



Input TypeProject Name Los Gatos Phase 10 11 12


















3

2

37








38








Fugitive Dust


39


Override of Default Number of Vehicles Program-estimate Type pounds/day pounds/day pounds/day pounds/day pounds/day pounds/dayAerial Lifts 0.00 0.00 0.00 0.00 0.00 0.00Air Compressors 0.00 0.00 0.00 0.00 0.00 0.00

1.00 Bore/Drill Rigs 0.41 3.80 6.42 0.19 0.18 945.25Cement and Mortar Mixers 0.00 0.00 0.00 0.00 0.00 0.00Concrete/Industrial Saws 0.00 0.00 0.00 0.00 0.00 0.00











40





















3

2

41








42








Fugitive Dust


43














44





















3

2

45








46








Fugitive Dust


47














48





















3

2

49








50








Fugitive Dust


51














52





















3

2

53








54








Fugitive Dust


55














56





















3

2

57








58








Fugitive Dust


59














60





















3

2

61








62








Fugitive Dust


63







Off-Highway Tractors 0.00 0.00 0.00 0.00 0.00 0.002.00 Off-Highway Trucks 2.22 8.60 25.24 0.97 0.89 2840.77

Other Construction Equipment 0.00 0.00 0.00 0.00 0.00 0.00Other General Industrial Equipment 0.00 0.00 0.00 0.00 0.00 0.00Other Material Handling Equipment 0.00 0.00 0.00 0.00 0.00 0.00Pavers 0.00 0.00 0.00 0.00 0.00 0.00Paving Equipment 0.00 0.00 0.00 0.00 0.00 0.00Plate Compactors 0.00 0.00 0.00 0.00 0.00 0.00Pressure Washers 0.00 0.00 0.00 0.00 0.00 0.00Pumps 0.00 0.00 0.00 0.00 0.00 0.00






64





















3

2

65








66








Fugitive Dust


67














68





















3

2

69








70








Fugitive Dust


71














72





















3

2

73








74








Fugitive Dust


75














76





















3

2

77








78








Fugitive Dust


79














80



Input TypeProject Name Los Gatos Phase 23 to 26


















3

2

81








82








Fugitive Dust


83














84





















3

2

85








86








Fugitive Dust


87














88





















3

2

89








90








Fugitive Dust


91














92





















3

2

93








94








Fugitive Dust


95














96



Input TypeProject Name Los Gatos Phase 49 56


















3

2

97








98








Fugitive Dust


99














100

APPENDIX B Transportation Conformity

Coordination

FMS POAQC Email Log

2507.00

Sent to:

FMS ID:

Caltrain Project Contact

Caltrain Implementing Agency Contact

From: FMS

SM-03006BTIP ID:

FMS POAQC Project TIP ID SM-03006B (FMS ID: 2507.00) updateSubject:

5/7/12 4:12 PMDate Sent:

Dear Project Sponsor

Based on the responses you selected in MTC's Air Quality module in the Fund Management System (FMS), Project TIP ID: SM-03006B (FMSID: 2507.00) may be exempt from PM2.5 project level conformity requirements. The Air Quality Conformity Task Force must review and concurthat the project is exempt. The exemption concurrence will go before the Task Force at the next scheduled meeting. Project sponsors will becontacted by MTC staff if there are any follow up questions from the Task Force related to this project.

Once the project has been concurred as exempt, project sponsors will receive an email notifying the project has received official exempt status.Please save this email as documentation of undergoing consultation for PM2.5 project level conformity.

If there are any questions regarding the status of the project, please direct them to Brenda Dix at [email protected] or by phone at (510) 817-5827 or Stefanie Hom of MTC by email at [email protected] or by phone at (510) 817-5756

Thank you for completing the first step of the Air Quality module in FMS.

Message:

FMS POAQC Determination for Project TIP ID SM-03006B (FMS ID: 2507.00)Subject:

3/21/12 8:41 AMDate Sent:


Based on the responses you selected in Step 1 of MTC's Air Quality module in the Fund Management System (FMS), Project TIP ID SM-03006B (FMS ID: 2507.00) may be a non-exempt project that is subject to PM2.5 project level conformity requirements. As a result, this projectwill need to move forward and undergo an interagency consultation with the Air Quality Conformity Task Force to determine if the project is aproject of air quality concern (POAQC) as determined by 40 CFR 93.126(b)(1).

Some suggestion to assist and facilitate the consultation process:

1) Provide as detailed project description as possible in the project assessment form. Explain the actions which will be undergone as part of theproject. For example, if the project is to increase enhance transit service, please describe what will be done to enhance the service (i.e.purchase and expansion of fleet, transit signal priority, etc.)2) Please provide supplemental figures of the project site, which clearly illustrate the surrounding land uses.3) Please provide any web links of draft or completed studies regarding the project. These can include Traffic Impact Studies or DraftEnvironmental Impact Report. Do not send the entire report. Please send a link where the Task Force can go to access the documentation ifnecessary.

If there are any questions regarding the status of the project, please direct them to Brenda Dix of MTC or by email at [email protected] or byphone at (510) 817-5927.

Thank you for completing the first step of the Air Quality module in FMS.

Message:

FMS POAQC Project TIP ID SM-03006B (FMS ID: 2507.00) update: Project is exemptSubject:

5/7/12 4:12 PMDate Sent:


The Air Quality Conformity Task Force has reviewed and concurred that project TIP ID SM-03006B (FMS ID:2507.00) is exempt. As the projectsponsor, you are receiving this email notifying you that the project is exempt from PM2.5 project level conformity requirements. Please save thisemail as documentation of completing the PM2.5 project level conformity process.

If there are any questions regarding the status of the project, please direct them to Brenda Dix at [email protected] or by phone at (510) 817-5827 or Stefanie Hom of MTC by email at [email protected] or by phone at (510) 817-5756

Message:

-----Original Message-----From: [email protected] [mailto:[email protected]]Sent: Tuesday, November 12, 2013 10:10 AMTo: Skinner, PeterCc: [email protected]; [email protected]: FMS POAQC Project TIP ID SM-070008 (Caltrain South Terminal Phase II and III) update: Project is exempt


The Air Quality Conformity Task Force has reviewed and concurred that project TIP ID SM-070008 (FMS ID:2567.00) is exempt. As the project sponsor, you are receiving this email notifying you that the project is exempt from PM2.5 project level conformity requirements. Please save this email as documentation of completing the PM2.5 project level conformity process.

If there are any questions regarding the status of the project, please direct them to Harold Brazil at [email protected] or by phone at (510) 817-5747

mailto:[email protected]






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