2.
Response
to
Comments
2.9
Individual
Responses
to
Comments
from
Organizations
development
scenario
as
one
input
variable,
the
development
scenarios
with
higher
trip
generation
will
have
higher
GHG
emissions.
The
CPP-V
scenario
would
consolidate
Recology
operations
from
Recology’s
7
th
Street
and
Pier
96
operations
onto
its
Tunnel
Avenue
site
as
part
of
its
proposed
modernization
and
expansion
project.
However,
planning
for
Recology’s
expansion
is
still
in
its
early
stages,
and
sufficient
information
does
not
yet
exist
at
the
programmatic
level
of
analysis
undertaken
in
this
EIR
to
analyze
what
changes
to
Recology’s
routing
of
vehicles
might
be.
As
discussed
1,
the
Baylands
EIR
provides
program-level
analyses.
As
such,
the
traffic,
air
quality,
and
GHG
analyses
undertaken
for
the
Baylands
EIR
include
analyses
of
trips
to
and
from
the
Baylands,
including
Recology’s
Tunnel
Avenue
facility
for
existing
conditions,
as
well
as
for
future
with
project
conditions.
Evaluation
of
the
project-specific
changes
in
Recology’s
vehicle
miles
travelled
would
be
undertaken
as
part
of
subsequent
environmental
review
for
the
Recology
modernization
and
expansion
project.
The
Final
EIR
now
includes
an
updated
estimation
of
project-related
GHG
emissions
based
on
the
latest
version
of
the
CalEEMod
model.
The
updated
emission
inventory
is
provided
as
a
text
revision
in
Chapter
3.0
of
the
Final
EIR.
GHG
emissions
under
the
CPP-V
scenario
are
now
estimated
at
3.2
metric
tons
per
year
per
service
population
and
would
be
below
the
significance
threshold.
Consequently,
the
CPP-V
scenario
is
now
identified
as
having
a
less
than
significant
impact
with
regard
to
GHG
emissions.
The
Final
EIR
includes
an
updated
estimation
of
Project
Site
development-related
GHG
emissions
based
on
the
latest
version
of
the
CalEEMod
model,
which
was
released
in
October
of
2013
subsequent
to
the
release
of
the
Draft
EIR.
A
text
revision
to
Table
4.F-2
has
been
prepared
to
reflect
the
recalculations.
These
updated
calculations
indicate
that
the
CPP
and
CPP-V
scenarios
would
not
have
a
significant
impact
with
regard
to
GHG
emissions.
Consequently,
Mitigation
Measure
4.F-1
is
no
longer
required
for
any
project
scenarios
based
on
these
updated
emission
estimates.
See
A
combination
of
reduced
development
intensity
and
increased
renewable
energy
generation
is
explored
in
the
Renewable
Energy
Generation
Alternative
and
the
Non-Residential
Reduced
Intensity
Alternative.
Please
refer
to
Section
4.N,
Traffic
and
Circulation
,
of
the
Draft
EIR
for
assessment
of
impacts
with
regard
to
traffic
delays,
emergency
vehicle
access
resulting
from
development
under
the
four
Project
Site
development
scenarios.
Brisbane
Baylands
Final
EIR
2.9.3-73
May
2015