HomeMy WebLinkAboutSSF-2013 General Plan Amendments for CAP PMP GENERAL PLAN AMENDMENTS FOR
CLIMATE ACTION PLAN (C
The proposed General Plan Amendments provide recommended policy updates to
the City of South San Francisco's existing General Plan, including goals and
policies upon which proposed CAP reduction measures' and actions are based. The
General Plan Amendments include edits and additions to existing text and policies
in the following elements:
• Transportation;
•
it Quality section of the Open Space and Conservation Element.
Together, these amendments integrate the objectives of the CAP and the PMP into
the City's long-term planning framework. The proposed General Plan
Amendments are provided in the attached document in redlined fonnat. The
General Plan can be viewed using the following link: hAp://c&
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southsan.francisco.ci Vic com./index as x?NlD=360.
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1 .5 PLAN ORGANIZATION
GENERAL PLAN STRUCTURE
The South San Francisco General Plan is organized into nine chapters:
1) Introduction and Overview. This includes General Plan themes, requirements for Plan monitoring,
review,and amendments.
2) Land Use. This chapter provides the physical framework for development in the Planning Area. It
establishes policies related to location and intensity of development,and citywide land use policies.
3) Planning Sub-Areas. This chapter includes detailed policies for each one of the 14 sub-areas that the
Planning Area is divided into.
4) Transportation. This Element includes policies, programs, and standards t o e nhance capacity and
circulation. It identifies future improvements and addresses alternative transportation systems,
I Lc V i i iL ...i.p n 1: 1.1jgL and parking.
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5) Parks,Public Facilities, and Services. The chapter outlines the policies and standards relating to parks
and recreation,educational facilities, and public facilities.
6) Economic Development. Although not required by State law, this Element outlines the City's
economic development objectives and serves to ensure that economic decision-making is integrated
with other aspects of the city's development.
7) Open Space and Conservation. This chapter outlines policies relating to habitat and biological
resources, water quality, air quality, and historic and cultural resources
conservation.
8) Health and Safety. This chapter addresses the risks posed by geologic and seismic hazards, flooding,
hazardous materials and waste, and fire.
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9) Noise. This required Element promotes a comprehensive, long-range program of achieving acceptable
noise levels throughout the city.
Arrangement of Required General Plan Elements
The General Plan includes six of the seven elements required by State law (Land Use, Circulation, Open
Space, Conservation, Noise and Safety) and other elements that address local concerns and regional
requirements. The Housing Element is a separately published volume. The State-required mandatory
elements are included in the General Plan,as outlined in Table 1-1.
ORGANIZATION OF THE ELEMENTS; POLICY STRUCTURE
Each chapter or element of the General Plan includes brief background information to establish the
context for policies in the Element. This background material is neither a comprehensive statement of
existing conditions nor does it contain any adopted information. Readers interested in a comprehensive
understanding of issues related to a particular topic should refer to South San Francisco General Plan:
Existing Conditions and Planning Issues (September 1997). This background information is followed by
two sets of policies:
• Guiding policies are the City's statements of its goals and philosophy.
• Implementing policies represent commitments to specific actions. They may refer to existing
programs or call for establishment of new ones.
Together, the guiding and implementing policies articulate a vision for South San Francisco that the
General Plan seeks to achieve. They also provide protection forte city's resources by establishing
planning requirements,programs, standards, and criteria for project review.
Explanatory material accompanies some policies. This explanatory material provides background
information or is intended to guide Plan implementation. The use of"should" or"would" indicates that a
statement is advisory, not binding; details will need to be resolved in Plan implementation. Where the
same topic is addressed in more than one chapter, sections and policies are cross-referred, typically in
italics for easy reference,
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Policy Numbering System
Policies in the General Plan are organized using a two-part numbering system. The first part refers to the
section and the second the order in is the policy appears in the chapter, with a letter designation to
distinguish guiding policies from implementing policies. For example, the first guiding policy in Section
3.2 is numbered 3.2-G.I and the first implementing policy is .2-I.1. In Chapter 2: Land Use, Chapter 6:
Economic Development, and Chapter 9: Noise, the policies are all numbered with the chapter number.
Thus,each policy in the Plan has a unique number.
1 .6 RELATED STUDIES
As part of the General Plan preparation, several technical studies were conducted to document
environmental conditions, and analyze prospects for economic development, community character and
growth,and development alternatives. Studies prepared include:
• Existing Conditions and Planning Issues; September 1997;
• Fiscal Evaluation of Land Uses;January 1998;
• Sketch Plans;February 1998;
• Draft Environmental Impact Report; June 1999; and
• Final Environmental Irapact Report; September 1999.
While these background studies and envirournental documents have guided Plan preparation, they do not
represent adopted City policy.
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4 TRANSPORTATION
Transportation has long played a key role in shaping South San Francisco. Like much of the rest of San
Mateo County, South San Francisco initially developed as a "railroad suburb" to San Francisco. The
Caltrain service that now uses the Union Pacific (formerly Southern Pacific Railroad) tracks continues
that early commute pattern; the earlier train route is paralleled by El Camino Real (State Route 82), the
first highway and automobile route through the Peninsula. Since World War H, these early commute
routes have been replaced by freeways–first, U.S. 101 (the Bayshore Freeway) cast of El Camino Real
and Caltrain and,later,1-280,which defines much of the western edge of the City.
South San Francisco has extraordinary access to all transportation modes, including air, water, rail, bus,
and automobiles, though capacity and access to the principal route—U.S. 101—is constrained. With the
eu:Fmntly underwa�ir BART extension, the soui to be cons n,ticted Airport Rail Transit (ART) System, and
p4a r� ferry service on :the hefize�% access to the City II�"iias 1)een wiRJbt enhanced even her in the
hilt dii rr ide.
The Transportation Element includes policies, programs, and standards t o e nhance capacity and provide
new linkages to her an integrated multi-modal transportation system that encourages transit and meets
the needs of pedestrians and bicyclists, as well as programs to help reduce transportation demand. Issues
from a citywide to a neighborhood- and block-level scale are addressed. The relationship between the
local and the regional system and agencies is also examined. The element contains policies to ensure that
existing uses and neighborhoods are not unduly impacted as the city grows.
The Transportation Element identifies future circulation needs for a long-range planning horizon. "I'lie
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any of the improvements identified will be studied later in greater detail, and funding and
implementation sources will be identified. Some of these projects, in order to be funded, must be part of
local and regional programs, including the City's Capital Improvement Program and the County
Congestion Management Program (C MP).51ngggj�q�:i Ji as tllii icyciti: N1 aster°Nan and PNIF11 assist
ilig C i ty on.
139
Policies related to the physical framework for development that the circulation system is designed to
serve are included in Chapter 2: Land Use Element and Chapter 3: Planning Sub-Areas Element.Included
in these elements are policies to promote transit-supportive land uses, creation of eest - 'edly
environments, and design to promote alternate modes.
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Light congestion on Miller Avenue,an alternative route to Grand Avenue in Downtown.
140
GUIDING POLICIES: STREET SYSTEM AND STANDARDS OF
SERVICE
Also see Chapter 3: Planning Sub-Areas Element,for policies related to streets in specific areas. Track
movement issues in Lindenville are addressed in Section 3.2: Lindenville.
151
Street System
4.2-G-1 Undertake efforts to enhance transportation capacity, especially in growth and emerging
employment areas such as in the East of 101 area.
4.2-G-2 Improve connections between different parts of the city. These would help integrate
dii ferentparts of the city. Connections between areas west and east of U.S. 101
(currently limited to streets that provide freeway access) would also free-up capacity
along streets such as Grand Avenue and Oyster Point Boulevard that provide access to
U.S. 101. Connections are also critical across El Camino Real and Junipero Serra
Boulevard andfrom Westborough to Downtown. amnecth2ni l&Lail rroyfr- —
4.2-G-3 Where appropriate, use abandoned railroad rights-of-way and the BART right-of-way to
establish new streets.
4.2-G-4 Use the El Camino Real/Chestnut Area Plan as a guide for detailed�pmmm'mu° of General Plan transportation policies for the El Camino Real/Chestnut
Area.(Amended by City Council Resolutions 97-2011 and 99-2011, Adopted July 27,
2011)
4.2-G-5 Use Figure 4-1:Street Classifications, to identify, schedule, and implement roadway
improvements. Use the El Camino Real/Chestnut Avenue Area Plan to identify, schedule,
and implement roadway improvements far the El Camino Real/Chestnut Area. (Amended
by City Council Resolutions 97-2011 and 99-2011,Adopted July 27, 2011)
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4.2-G-,86 Make efficient use of existing transportation facilities and, through the arrangement of
land uses, improved alternate modes, and enhanced integration of various transportation
systems serving South San Francisco, strive to reduce the total vehicle-miles traveled.
4.2-G-9 Coordinate local actions with regional agencies, and undertake active
152
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efforts to undertake transportation improvements.
4.2-G-810 Provide fair and equitable means for paying for future street improvements including
mechanisms such as development impact fees. (Amended by City Council Resolution 98-
2001, Adopted September 26, 2001)
Traffic Operations and Service Standards
4.2-G-9 11, Strive to maintain LOS D or better on arterial and collector streets, at all intersections,
and on principal arterials in the CMP during peak hours.
4.2-G-1012 Accept LOS E or F after finding that:
• There is no practical and feasible way to mitigate the lower level of service; and
• The uses resulting in the lower level of service are of clear, overall public benefit.
4.2-G-:1 i..1 Exempt development within one-quarter mile of Caltrain or BART station, or a City-
designatedferry terminal,firom LOS standards.
IMPLEMENTING POLICIES: STREET SYSTEM AND STANDARDS
OF SERVICE
Street System and Improvements
4.2-1-1 Continue using the Capital Improvement Program to program and implement needed
improvements to the street system.
4.2-1-2 Undertake street improvements identified infigtovff 1 iv,ires,4-1 and 4-2. (Amended by
City Council Resolution 31-2002,Adopted April 24, 2002)
Improvements identified include.
155
• Connection between Hillside Boulevard and El Camino Real near the BART station(see Chapter 3
for policies for pedestrian-oriented nature of the segment near the BART station).
• Arroyo Drive/Oak Avenue connection.This short connection will relieve pressure off the Chestnut
Avenue/El Camino Real intersection. Signal coordination will help to ensure that El Camino Real
traffic flow is not impeded.Use the El Camino Real/Chestnut Area Plan to guide the development of
the Arroyo/Oak Avenue connection.(Amended by City Council Resolution 97-2011 and 99-2011,
Adopted July 27,2011)
• Mission Road extension from Chestnut Avenue to South Linden Avenue extension. This will be on
the BART right-of-way. The General Plan proposes additional uses for the right-of-way—a bikeway
and a linear park as well—a coordinated design strategy and joint efforts by the Public Works and
Parks and Recreation departments will be needed.
• Myrtle Avenue extension to South Linden Avenue. This will ran parallel(on the north side)of the
former Zell Bach Paper plant.Alignment study will be needed,and some small existing structures
may need to be removed.
• South Maple Avenue extension to Noor Avenue at Huntington Avenue.While this connection is short
and within the City limits, it may be-viable only at the time of redevelopment of the site along
Browning Way(designated for high-intensity office development, as it is adjacent to the San Bruno
BART Station).This connection should be a condition of redevelopment of sites in the area.
• South Linden Avenue extension to Sneath Lane. This would dramatically increase access to
Lindenville and enable trucks to get to 1-380 without going through Downtown. This connection is
also extremely critical to ensure connection between Downtown and the(San Bruno)BART Station.
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156
• Railroad Avenue extension from South Linden Avenue to East Grand Avenue, following the general
alignment of an abandoned railroad right-of-way.This would be the first non-freeway related
connection between the areas east and west of U.S. 101. The street will go and U.S. 101. Either a
depressed intersection at Railroad Avenue or an elevated section that goes above the Caltrain tracks
would be needed. This will probably be an expensive improvement($15-20 million),requiring
detailed studies. However,it is expected to accommodate more than 20,000 trips per day and existing
structures will not need to be removed. Consideration should be given to providing a bikeway n:d:
I)edcstruan ac4;!�css in conjunction with the street design.
• Victory Avenue extension from South Linden Avenue to South Airport Boulevard.This will need to
be undertaken in conjunction with development of the regional commercial facilities designated on
the General Plan Diagram.
• New interchange at Victory Avenue and U.S. 101. This will provide direct connection between
Lindenville and U.S. 101,and be the primary truck ingress/egress point in South San Francisco,
obviating the need for trucks to negotiate Downtown streets.As with Victory Avenue extension,
development will need to occur in conjunction with development of regional commercial facilities.
• Produce Avenue extension to Shaw Road. This will run parallel to U.S. 101 on the western side.
4.2-1-3 Undertake studies to establish precise alignments for streets in order to identify future
right-of-way needs. Locate future arterials and collectors according to the general
alignments shown in Figure 4-2.
Minor variation from the depicted alignments will not require a General Plan amendment.
4.2-1-4 Establish priorities for transportation improvements, and prepare an action program to
implement identified street improvements.
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El Camino Real, a major arterial, will undergo major development in the future, adding trips and
increasing parking demand.
157
This would require working with other agencies,including BART for the Mission Road
extension on the BART right-of-way, al Phan Caltrans on the new U.S. 101
interchange, and with C/CAG on several other projects.
4.2-1-5 Establish accessibility requirements for all streets designated as arterial or collector on
Figure 4-1.As part of development review of all projects along these streets, ensure that
access to individual sites does not impede through trafficflow.
The General Plan anticipates development along several arterial and collector streets,
including in much of Downtown, and along El Camino Real, Gellert Boulevard,Arroyo
Drive, Victory Avenue extension,Hillside Boulevard,Mission Road extension, and East
Grand Avenue.Accessibility requirements should ensure that ingress/egress from sites
along arterial and collector streets is limited to a few locations,and residential
developments do not have driveways lined up along the streets,which would represent a
safety hazard and impede traffic flow.
4.2-1-6 Incorporate as part of the City's Capitalloipiwwneia:h alrr ^g i Program (C1P)
needed intersection and roadway improvements to enhance mobility in the East of 101
Area. Th rity shall inelw&
nqg!�y, (Amended by City Council Resolution 98-2001,Adopted September 26, 2001)
The East of 101 traffic study,prepared by the City in April 2001,identifies improvements
that would result in better traffic flow and a reduction of congestion during peak hours.
The following improvements have been proposed and evaluated:
• Bayshore Boulevard and US 101 South Hook Ramp(s);
• Bayshore Boulevard and Sister Cities/Oyster Point Boulevard;
• Dubuque Avenue and Oyster Point Boulevard;
158
• Eccles Avenue and Oyster Point Boulevard;
• Gull Drive and Oyster Point Boulevard;
• Airport Boulevard and Miller Avenue/US 101 Southbound offramp;
• Airport Boulevard and Grand Avenue;
• Dubuque Avenue and East Grand Avenue;
• Gateway Boulevard and East Grand Avenue
• Forbes Boulevard/Harbor Way and East Grand Avenue;
• East Grand Avenue and Grandview Drive;
• Airport Boulevard and San Mateo Avenue;
• South Airport Boulevard/1\4itchell Avenue and Gateway Boulevard;
• South Airport Boulevard and Utah Avenue;
• Harbor Way;
• Mitchell Avenue:;,
4.2-1-7 Continue to require that new development pays afair share of the costs of street and other traffic
and transportation improvements, based on traffic generated and impacts on service levels. Explore the
feasibility of establishing impact fee, especially for improvements required in the Lindenville area.
(Amended by City Council Resolution 98-2001,Adopted September 26, 2001)
4.2-1-7a Establish a tragic improvement fee to fund transportation improvements in the East of 101 area.
7 kl)
Adasier Plan, (Amended by City Council
Resolution
159
98-2001,Adopted September 26, 2001)
4.2-1-8 Develop and implement a standard method to evaluate the traffic impacts of individual
developments.
Currently,the City does not have an adopted LOS calculation method or a traffic analysis
procedure. Therefore,it is difficult to ensure that impacts and appropriate mitigation
measures are identified and that developers pay their fair share of the transportation
system improvement costs.
4.2-1-9 Where appropriate, consider upftontingportions of improvement costs where the City's
economic development interests may be served.
This technique may be appropriate for improvements such as the Victory Avenue
extension,the Railroad extension and U.S. 101 interchange to facilitate development of a
regional commercial center, sales tax revenues fi-om.which(potentially in excess of$1
million per year) could help retire the improvement debt.
Level of Service
4.2-1-10 Design roadway improvements and evaluate development proposals based on LOS
standards.
4.2-1-11 Implement, to the extentfeasible, circulation system improvements illustrated in flgu,r�N,
Fi _4-1, ind 4-2, an
3 prior to deterioration in levels of service below the stated
standard.
160
4.3 ALTERNATIVE TRANSPORTATION SYSTEMS AND PARKING
See Section 4.5 for transit.
Shuttle buses,vanpools,bicycle facilities,pedestrian facilities and informal carpools;also serve the travel
needs of South San Francisco. These modes provide an alternative to the single-occupant automobile.
These modes,plus programs to promote their use, are discussed in this section.
BICYCLE FACILITIES
Classification System
Bicycle facilities include bike paths,bike lanes, and bike routes:
Bike Paths(Class I facilities)are paved facilities that are physically separated from roadways
used by motor vehicles by space or a physical barrier and are designated for bicycle use.
Bike Lanes(Class II facilities)are lanes on the outside edge of roadways reserved for the exclusive use of
bicycles, so designated with special signing and pavement markings.
Bike Routes(Class III facilities)are roadways recommended for use by bicycles and often
connect roadways with bike lanes and bike paths. Bike routes are designated with signs.
Existing and Proposed Bikeways
So�iffi Sa�i 1,"rancisoi�)has�Pi:e am few existing bicycle facilities withifl: setk:14:11: San l:2rwi:E,114 see. Figure 4 34 4
depicts the locations of the existing and proposed bike lanes and bike paths. General Plan proposals
include:Bike Path on linear park on the BART right-of-way, extending between the South San Francisco
and San Bruno BART stations;paths or lanes along proposed Bay Trail; and Bike Lanes along the
proposed Railroad Avenue extension.Additional facilities, including those connecting portions of the city
gri
159
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either side of El Camino Real,will be delineated asp of the City's Bikeway Master Plan.Future
bicycle facilities will focus on abandoned railroad tracks, located in the East of 10 1 area and throughout
the city,which can be converted to bicycle paths as part of a rails-to-trails program.
PEDESTRIAN FACILITIES
Pedestrian facilities include sidewalks,paths,pedestrian bridges, crosswalks,pedestrian signals and
resting areas. Soutli San 1,'ranch g) offrrs nial"i 1
real wagkjng g1j: irpniriii:,pts, I)oAlyflmvn area
pEg)jd�,s aweH 4,,,opp(,�cted stre(A.netwofl c flete with sidmyaflcs coti,mier a� aojyll destifiWilons and
i Lii. amenides. Shared iiiuhi 4 is ttilnmt and comiect San Bruno il!nd Scuth Salk
Francisco &^'aR'TstatjArms. Wany stred- the city and the Downtown have
sidewalks en beth sides, and pedestrian signals, and crosswalks to
accommodate pedestrian circulation.
[�Iledestnan 1'n cilities inc�iAde the
Pe.deqnai:', ?,iiflfl sudewaHc bufliow cLub niedian islan
raffic eontro Tnqasg:iies( !�jping, gtawJ5- i:ffid
ATI)eriflies(1,)cnches,trasii regmfla(j water fbuntai
Many streets in the East of 101 area and in Lindenville do not have sidewalks. Bgy,gqL!!!orJerfl,ed stivcls
sgc[i as Ell CamiD0 Real, .4im" Q South
DeTo Serra 11 Soidli Unden Ayeime, Wes(l:'ioro i:�tgh anani
and streds east a iif(J,S, II 0 ba �!3 41 the sidcwall,: net
, _10— ,vt &L Nvai, .Pedestrian facility improvements will
improve safety for pedestrians and also encourage the use of alternative modes thr.oud'iciul the
SHUTTLE BUS SERVICE
Another alternative mode is the shuttle bus system. The PCRA coordinates with SamTrans to ensure
adequate ftinding for the shuttle buses. There are three shuttle bus routes that serve employees of the East
of 101 area:the Gateway/Genentech Shuttle,the Oyster Point Shuttle,and the Utah/Littlefield Shuttle The
service is fixed-route,fixed schedule and is provided on weekdays during the commute periods.
Currently,the shuttles carry 700 riders per workday.They are free to the riders. The operating costs are
bome by the JPB, SamTrans,the Bay Area Air Quality Management District, and the City/County
Association of Governments(75 percent)and sponsoring employers(25 percent).
TRANSPORTATION DEMAND MANAGEMENT
Transportation Demand Management(TDM)programs are provided bye loyers to reduce the amount
of peak period traffic by encouraging their employees to use modes other than the single-occupant
automobile for transportation to the workplace and to travel during non-peak times. According to PCMA,
162
South San Francisco hosts the region's largest employers and the best-developed TDM programs. The
largest increases in work-related trip diversion to alternative modes are
163
likely to bet ough carpooling and employer shuttle programs,on which TDM efforts should be focused.
While mandated requirements for TDM programs have been overturned in the State legislature,I the
General Plan establishes an incentives-based land use intensity program with bonuses for projects
meeting identified TDM objectives(see Table 2.2-3)that does not discriminate between small and large
employers.
PARKING
The City's Zoning Ordinance has parking requirements to ensure that adequate numbers of parking spaces
are provided on-site for most uses. Downtown has a parking district as well.Instead of individual
property owners providing their own parking,parking is consolidated into 13 City lots. These lots contain
approximately 420 spaces, of which 270 are available for long-term employee parking. In general,the
amount of parking in Downtown is sufficient; however,there are a few locations with capacity shortages.
The industrial areas of the city experience on-street truck parking. The parked trucks and
loading/unloading activities associated with any industrial uses interfere with vehicular circulation.
GUIDING POLICIES: ALTERNATIVE TRANSPORTATION SYSTEMS
4.3-G-1 Develop a comprehensive and integrated system of bikeways that promote bicycle rid'ng
for transportation and recreation.
4.3-G-2 Provide safe and direct pedestrian routes and bikeways between and through residential
neighborhoods,and to transit centers.
4.4-G-3 Use the El Camino Real/Chestnut Avenue Area Plan as a guide for detailed
implementation of General Plan alternative transportation system policies for the El
Camino Real/Chestnut Area. (Amended by City Council Resolution 97-2011 and 99-
2011,Adopted July 27, 2011)
I Bay Area Air Quality Management District's Regulation 13,Rule 1,requiring employers with over 100 employees to decrease
the average vehicle ridership was overturned.However,the City can encourage TDM programs and require TDM measures as
mitigation measures to transportation and air quality impacts.
164
4.3-G-4 In partnership with employers,continue efforts to expand shuttle operations.
4.3-G-5 In partnership with the local business community, develop a transportation systems
management plan with identified trip-reduction goals,while continuing to maintain a
positive and supportive business environment.
IMPLEMENTING POLICIES: ALTERNATIVE TRANSPORTATION SYSTEMS
Bikeways
4.34-1 Prepare and adopt a Bikeways Master Plan that includes goals and objectives,a list or
map of improvements, a signage program,detailed standards, and an implementation
program. Once adopted,the Bicycle Master Plan shall be the guiding policy document
regarding bicycling matters that are within the scope of the adopted Bicycle Master Plan.
(Amended by Covim0 Resolution 2011,Adopted February 9,2011)
A Bikeways Committee that includes citizens,officials, and staff may be appointed for
the purpose. The Bikeways Master Plan should be consistent with the General Plan; if
necessary,the General Plan can be amended at the time of adoption of the Bikeway
Master Plan to ensure this consistency.An approved Bikeway Master Plan is needed to
be eligible for State and federal funding programs.
4.3-1-2 As part of the Bikeways Master Plan,include improvements identified in Figure 4-44-4
in the General Plan and in the El Camino Real/Chestnut Avenue Area Plan, and identify
additional improvements that include abandoned railroad rights-of-way and other
potential connections. (Amended by City Council Resolution 97-2011 and 99-2011,
Adopted July 27,2011)
165
Improvements identified on Figure,4 3 4-11 include:
• Bike Path on linear park on the BART right-of-way, extending from the South San Francisco
BART Station to the San Bruno BART station;
• Paths or lanes along proposed Bay Trail, with continuous shoreline access; and
• Bike Lane along the proposed Railroad Avenue extension,which would provide the first bikeway
connection linking the eastern and western parts of the city and provide shoreline bikeway access
from residential neighborhoods west of U.S. 101.
Improvements identified in the El Camino Real/Chestnut Avenue Area Plan include: (Amended by City
Council Resolution 97-2011 and 9 -2011,Adopted July 27, 2011)
• Bike connections between Mission Road and El Camino Real; and
• Bike connection between Camaritas Avenue and El Camino Real
4.3-1-3 Make bikeway improvements a funding priority by:
• Continuing to consider financing bikeway design and construction as part of the
City's annual construction and improvement fund;
• Incorporating bikeway improvements as part of Capital Improvement Program; and
• Pursuing regional finding and other sources for new bikeways to the extent possible
under federal and State law.
4.3-1-4 Require provision of secure covered bicycle parking at all existing and future multifamily
residential,commercial,industrial, and office/institutional uses.
Secure parking means areas where bicycles can be secured to a non-movable rack top vent theft.
166
Pedestrian Circulation
3.:.1 IYugp:' and fiiuprpyjng
pedgqrian access 1n,Soiiffli San Fran✓jsco,JiqclgdN ng gg :q&
tg1m:[W gigntation nVeasiqg;tlw t encoura:":Ie
'Pc�jgs ii i an act NJ ty AM! H4�aitizcs'
P
l 3::':1 6 flwjlftnl°s Jn ne%l devek mient usi ar the PNCI Ir oi-
n
Id Ibe considci[vE'd qbr
VM'Rosed n areas that zire iiilentified in MV111 co ii
4.3-1-7 (,':ontinue to with the 13�q�,v�c and Pedestriarl N&IS11 te
e(g�officradvisory
conindtt to nl(rnflo 'ess towai-d tlie(Jt,O�'21 ')C111cstrian C&I ci�d%'es identified in the
EMR:,�Mifli winLW revc�,ys to ey,!l1ga(e g Njuveness Or in ill,P�eii ngntation, and the
efticieW iYflocal resoLirces.
1:1 refs and
g f6r
gfl:
ruin gQiti
Mess"
434 9 llroni��)Ie edesi�ri t
�::n and,a cce3
P
cfiorts ffiai�,
4.3-1-510 Asp of redesign of South Linden Avenue(see Section 3.2),provide continuous
sidewalks on both sides of the street,extending through the entire stretch of the street
from San Bruno BART Station to Downtown.
4.3-1-6 As part of any development in Lindenville or East of 101,require project proponents to
provide sidewalks and street trees as part of frontage improvements for new development
and redevelopment projects.
4. - 4„q„2 Use the El Camino Real/Chestnut Avenue Area Plan to identify, schedule, and implement
pedestrian improvements for the El Camino Real/Chestnut Area. (Amended by City
Council Resolution 97-2011 and 99-2011,Adopted July 27,2011)
4.3-1-81.3 Undertake a program to improve pedestrian connections between the rail stations—South
San Francisco and San Bruno BART stations and the Caltrain Station—and the
surroundings. Components of the program should include:
• Installing handicapped ramps at all intersections as street improvements are being
installed;
• Constructing wide sidewalks where feasible to accommodate increased pedestrian
use;
167
• Providing intersection"bulbing"to reduce walking distances across streets in
Downtown,across El Camino Real and Mission Road,and other high use areas;
• Continuing with the City's current policy of providing pedestrian facilities at all
signalized intersections; and
• Providing landscaping that encourages pedestrian use.
168
Transportation Demand Management
4.3-1-9 14 Adopt a TDM program or ordinance which includes,but is not limited to,the following
components:
• Methodology to determine eligibility for land use intensity bonuses for TDM
programs identified in the Land Use Element,
• Procedures to ensure continued maintenance of measures that result in intensity
bonuses,
• Requirements for off site improvements (such as bus shelters and pedestrian
connections)that are directly necessary as a result of development.
• Establishment of baseline TDM requirements for all new projects generating more
than 100 peak period trips.
• Establishment of additional requirements for all new projects seeking a FAR bonus.
• An ongoing monitoring and enforcement program to ensure TDM measures are
actually implemented.
• Reduce parking requirements for new projects implementing a TDM Program in
proximity to fixed guide way transit or those with demonstrated measures that would
reduce trip generation.
(Amended by City Council Resolution 9 8-200 1,Adopted September 26, 200 1)
�rMems 4NM programs that limit vehicle use over
those that extend the commute hour.
This would have added air quality benefits.
4.3-I-.,- 6 Undertake efforts to promote the City as a model employer and her alternative
transportation use by City employees by providing:
169
• A designated commute coordinator/manager;
• A carpool/vanpool match program;
• Preferential parking for carpools and vanpools at City Hall;
• Secure bicycle storage facilities;
• On-site shower facilities at City Hall for employees;
• A commitment to future shuttle ser-,ice to BART stations;
• Guaranteed ride home program;
• Transit subsidies;
• On-site transit pass sales; and
• Incentives/educational program.
Parking
4.3-1-12 17 Establish parking standards to support trip reduction goals by:
• Allowing parking reductions for projects that have agreed to implement trip reduction
methods, such as paid park' for mixed use deN elopment.
• Requirieng&qj:ddp&prcjects larger than 25 employees to provide preferential
parking for and vanpools.
(Amended by City Council Resolution 9 8-2001, Adopted September 26, 200 1)
4.3-1-1318 Amend the Zoning Ordinance to reduce minimum parking requirements for projects
proximate to transit stations and for projects implementing a TDM program.
d"
Parking is limited in many areas of the city-especially in
industrial areas with auto repair facilities or freight forwarding.
170
Periodically examine these standards as transit service changes. Parking above a
minimum amount should be allowed only if additional amenities for bicyclists,
pedestrians,transit and/or landscaping are provided. (Amended by City Council
Resolution 98-2001,Adopted September 26,2001)
4.3444 19 Investigate opportunities for shared parking facilities whenever possible to reduce the
number of new parking stalls required.
Potential for this exists for the area near the South San Francisco BART Station and in
the El Camino Real/Chestnut Area.
4.3-1-1520 Establish off-street track parking standards for industrial developments.
While the City maintains loading requirements for industrial and warehousing uses,truck
parking on streets continues to be a problem in any areas. Some neighboring cities,
such as Burlingame,maintain off-street truck parking standards. Stricter enforcement of
on-street parking measures,especially during the peak hours,would also further mobility.
171
7 OPEN SPACE AND CONSERVATIN
This element outlines policies relating to habitat and biological resources, water quality, air quality,
gj�gejlkL and historic and cultural resources conservation. Background information is
included to establish the context for the policies. Regulatory authority over environmental resources
within the city is shared among various agencies; the City itself offers protection of natural resources
through its land use and development policies, particularly in areas not protected under State or federal
legislation. In addition, the City can also participate actively in restoring degraded habitat areas. The risks
and opportunities presented by various environmental facto such as seismicity and biotic habitats
would necessitate different kinds of assessments and reviews. These requirements are consolidated and
presented in Figure 7-2.
7.3 AIR QUALITY ,XI NJQ Gi El�ll,���ll,���ll,���ll,��,l�Ilh.........I Ot ISE GAS B%I S&(:yI S
Air arid ch=9 «:U lcsJ gi 1 t[ne clhriate
issues,, (11ir
ndssdons niai e a'°qritributcd to the creafion "IIfa Np'rjer that p!: yeids ligat frorn esc 111's
AUh��� �-
�r6A,, Scientific o,b�ii ieiisus tnaintains ijufl lniln,:Lii
ities &II n inicrcasbb ol 11(3 112:nliss�'ans in in a
Hniate cf=ize rniect(d to aMuse
"Dhy ED 111MR11 eVrenic Elem eV4 fflls "1111 incrtasii,A rIsk of
�iotter and dr���c3' cion&icins in CaHl'brtda
dmqg11 A re, intgnse kA,ieatIer eNIerits I'loli'dink! �elvel coasta� Ireas as a VT:st�ilt ofIsea �evqLj,��
�ess avi:fflable )xalier diie W Iii decrease �n 11 fie(x),nibined ilim-acts of 1�
threal W, econondc and nalara] !;'Vsteins bc)0 11 doball- and [i)C� Yet South SaTI Fram,Jsco !us makimy
strides.in re&6ng tne lioca� g,�)�iltributioyi to cfinlaliq��,�[Iangg rr.rrTM
Conditions.
Altljgqgb N)tl cliniate c]),: gt aryl ai M�ia1h4 are broader Ila:—.eis diev afl'ed the loca� aual ol, life.
Ill n Aectjng lhq�g mgiurces "&Nle-a4 EJU84fy quality is vital
to the overall health of the environment, %V�dfe tlie. lei��ai lull Mid, of climate 4,A�gnjigq-gj�'idirqct and
nlgrg [PagAem, dr iffl: 4: the attractiveness of any
locality. South San Francisco enjoys generally good air quality, due largely to the presence of the San
Bruno Gap, a break in the Santa Cruz Mountains that allows onshore winds to flow easily into San
Francisco Bay and quickly disperse air pollutants.
Within South San Francisco, certain areas of the city are more likely to result in pollutant exposure for
residents and workers. These areas include the U.S. 101, 1-280, and El Camino Real corridors, which
experience relatively high pollutant concentrations due to heavy traffic volumes,particularly during peak
237
periods. I n addition, wind blowing out of the south and southeast exposes the city t o e missions from the
San Francisco International Airport(SF O).
San Francisco Bay Area Air Basin
South San Francisco is located within the nine-county San Francisco Bay Area Air Basin. Air quality in
the basin is monitored by the Bay Area Air Quality Management District (BAAQMD), which operates a
regional network of air pollution monitoring stations to determine if the national and State standards for
criteria air pollutants and emission limits of toxic air contaminants are being achieved.
Under the federal Clean Air Act, the U.S. Environmental Protection Agency (EPA) can classify an air
basin or a portion thereof, as either in "attainment" or "nonattainment." This classification is based on
whether or not the basin meets national ambient air quality standards.Likewise, a basin is classifi ed under
the'California Clean Air Act with respect to the achievement of State ambient air quality standards. The
Bay Area is considered "attainment" for all of the national standards, with the exception of ozone. It is
considered "nonattainment"for State standards for ozone and suspended particulate matter(PM-10).
In 1991, the Bay Area 1991 Clean Air Plan was developed to address the State requirements of the
California Clean Air Act. The Plan has been updated twice, in 1994 and 1997, with the continued goal of
improving air quality through tighter industry controls, cleaner fuels, and combustion in cars and trucks,
and increased commute alternatives.
Criteria Air Pollutants
The federal Clean Air Act requires the EPA to identify National Ambient Air Quality Standards. The
EPA has established national standards for six criteria air pollutants, including ozone, carbon monoxide,
nitrogen dioxide, sulfur dioxide, PM-10, and lead. In addition, and State law, the Air Resources Board
has established State standards for ambient air quality that are more stringent than the corresponding
national standards. The Air Resources Board also sets standards for sulfates, hydrogen sulfide, and vinyl
chloride,pollutants for which no national standards have been set.
While no monitoring station is located in South San Francisco, BAAQMD samples local air quality from
the nearby Arkansas Street station in San Francisco. Monitoring station measurements indicate that air
quality in the vicinity of South San Francisco performs well against State standards for criteria air
pollutants. No violations of the State standard for ozone occurred between 1993 and 1997, although
locally generated emissions of ozone precursors,reactive gases (ROG), and nitrogen oxides (NOx), affect
downwind areas where violations do occur.
With respect to carbon monoxide, again the State standard was not exceeded. However, since 71 percent
of the carbon monoxide emitted in the Bay Area comes from on-road motor vehicles, concentrations in
the vicinity of congested intersections and highway segments would be expectedly higher than the
monitoring data indicates.
Ambient PM-10 concentrations do violate the State standard on occasion in the vicinity of South San
Francisco. PM-10 in the atmosphere is the result any of dust- and fume-producing industrial and
238
agricultural operations, construction, fugitive sources (such as roadway dust), and atmospheric
photochemical reactions involving ROG and NOx.
239
Toxic Air Contaminants
Unlike criteria air pollutants, ambient air quality standards have not been established for toxic air
contaminants. 'fhese pollutants are typically carcinogens,mutagens, or reproductive toxins. Regulation of
toxic air contaminants is achieved through federal and State controls on individual sources.2 The preferred
technique for reducing toxic air emissions is source reduction, and asp of a local control strategy in the
Bay Area, all applications for new stationary sources are reviewed to ensure compliance with required
emission controls and limits.
BAAQMD maintains an inventory of stationary sources of toxic air contaminants in the Bay Area. There
are 17 such sources listed within South San Francisco, 14 of which are dry cleaners. The remaining
sources include the South San Francisco San Bruno Wastewater Treatment Plant, the Shell it Company
Distribution Plant, and the Superior Aluminum Body Corporation.
any other commercial/industrial facilities in South San Francisco are sources of toxic air contaminants,
but none result in a substantial risk to the public. As noted, BAAQMD regulates toxic air contaminants
from stationary sources through a permit process. Mobile sources of toxic air contaminants are regulated
indirectly through vehicle emissions standards and fuel specifications.
Sensitive Receptors
Some people are more sensitive than others to air pollutants. Heightened sensitivity may be caused by
health problems, proximity to the emissions source, and duration of exposure to air pollutants. Sensitive
receptors are facilities that house or attract children, the elderly, people with illnesses, or others who are
especially sensitive to the effects of air pollution. Hospitals, schools, convalescent facilities, and
residential areas are examples of sensitive receptors. Residential areas are considered sensitive to poor air
quality as people in residential areas are often at home for extended periods.
2 Federal environmental laws refer to"hazardous air pollutants"and California environmental laws refer to"toxic air
contaminants".Each of these two terms encompasses the same constituent toxic compounds.
240
"CIIIIIIIII'lli'll'illillill'I'lil,""@"'ll't'll,ell""I'll,c",,"hllla
(IJIG emisMons result ftoai day jo!!!�p
contribute G IG ervissions include enera"I",I trajisjortation, and soM waste. 11Vese scictors g1gse engwons
[hMi:IgLj getivitJes mch w,; the conibgsdon pf ngjjgq� dccr
Standards for GIIG eriaiissjo�ias and ggi4hince ffir qddresi;hig clinlate change prinuti 11 , cgime fro' n reigional
and'slate a ria.1 leader on clin'utte changg �mffli the
adop I
g irornia Qo[W 'Warrinine so ud(�)�Ins Ad of,2006 alsial known as AsselimbiN [ ill 32 AF
32). 3ybich sets stqi�ewide targglis :b!r GlIG eiriissi�)ns red.UICUO]IS and initiail,ed M1111CA OUS ffgmm�u gxW
stamlanls or G'HG eniksuons, AJ3 32, prc)'Vides a, staleNvidc directive to ach!eve II 99,0 'YTIG d,ndu u,!n "
kygl� by 2921 2008 pinissions levels,
�IlWg I to the Cali fg i i a.Envi ra u i.mi enNIJ (11 udqli!y Agt (MIN) m:u�I ap dNzr-
and contribudon to chnime c1m d:nrr Yc. Sccdcn 51 8:3.5' t ) Of the ;hDA, uu�deh�iw,s also zd➢omr , slfictkmis
emi!ssjons pIgR g2naistent with CH OA gaidefirles fbr ass U 117 1,1 l a I n v
impacts on climat
jj QjQ!, B: AQNjD1 L (lted ! hide qjdanci': on asse &i 2 � .rrhu�nrrn n41, changg-relgled: hnllrr,!)cts g�xiqsistcnt iffi CE,0A Secdon 15183.5
thmsholds of rDr G IRJ emissions. I'liese thresholds call be 4!30ll to doianning ffiat Urop!2 gd
j:Kwgqt"S 11,11111 pqgt on GT IG m�sm ms us lless than j ' ������ qQiga jfied
Q!mi !ilhouse as Redugfign Strabi S OUdined ['u BAMM4D ,lid thn3� A''DA (juidt Jines.
241
San [4'rancisco 01maleAction Mkiil:
ith Sain Fran',k(>) z�dop cd a Cjirnate Actiqla Plan
(CAR') that. fbHows boffi tk Slatp.arud BA:AOPy1,D_C Qug gf I llle CAP is uo
dcmonstratt.� the City ifl'Soiatli San Ftandsco`-s comrinitinient to reduce G11113 ernissions, yrhH9 R gjg jiiDg
t:bg�qniqgg pithe coninm:nAK As an iw�ernentafioq tociij offfie Ggu,,,ral Plan, tl,ic CAP' nrnvndey;
wggific PrQg'1qL11 ami ineaswrs t C��jy 3yM irnj�cnwn� to redi
jxflitjes. Tfie CAF1' Gcnetrfl F11an figgfion kwelber Mflii the GeneiraV Phi
REgMiding 2,n overardiing ffitrneworl< to redu(e GHG eTrissions and dic CA11 identify Ln
&r near.
e CAP dernonMraiu; the ininard otl'Soudii San
Er-gngjsgu pgflciesan yi� ranis ori (J113 emissjon�:,,. The CAP iss a U)o� ffiat nflii "�'S
Ll P—M&I r-1 hat—y-
ils i Qnu!a�igicl�(�)�n G 111�3em��issig�s�aslabl isl I gqgj� &Gjj� ����[Ctions and C�I-eate
ffiesc rcductio t HH�v In d
jjgp: pr,ovides neNJE)]
igg:i4gions uidance evol-yes, and new cipporh n�ii j i ties ezn
GUIDING POLICIES: AIR QUALITY AM 111114 Ilh IOUSE GAS III VIII M ItMi
7.3-G-1 Continue to work toward improving air quality and meeting all national and State
ambient air quality standards and by reducing the generation of air pollutants both from
stationary and mobile sources, where feasible.
While South San Francisco's air quality is generally good due to climatic conditions,
local concentrations of toxic air contaminants, odors and dust are relatively high around
certam" uses and transportation corridors. In addition, the City has a responsibility to
contribute to regional air quality improvement efforts.
242
7.3-G-2 4fluggile the corninzenill, ot,&nah &111 b"�'aneb�co'y hn-am!:,l on rdyny/e !4iai, ing
11 ions,const tew �,thnal,( y ge.
mo&�m, z �
AB 32, eal�s [bir th�,� zg(ludio!ii of"G1 Ky en!iiss�ors to 155'o 3 ),,y 1990 Invek, b�'/ ne 1"CW"
012 stale 'I arnd is ( nsiMenA Mffi �NAANVI Us (DD,Ak compl hilic
Qi� ColnnAs to om,1101111 i v G�41(3 erais,,do�iis reductions cion,,d
Y I�n�
2( MJth state
f—29 and boo'I'd
3::°,.(7 ,3 ReAal. n the built enn,dr!'minew,
!�!Ib2gy M:�e 1, - = —
'IlIe gpggy iectoris [tie Si 1e larggst QXI�1XJ emissiaps sg,��w' vidd,!iin Siixfth San I-Yam,
fig
contribadna XM melv 4711,i of cinissions m 2005. Ilds secter g)nsists of C11IM"",
in 1()cap and businesses that am a nerated ffivn a inn:': of' nqiavnewable,
ibssH hit!] x1siod s()
t ip:Mw lad
biojn,��Iss, gPP1bM�q1,, :�YdKQg1ggj:JC, and %ind, 'fl�ie 11110 U111 t 0 f`CT) Usicd in Scutli San
Francl�s,coi ]H nncs and busim sses detemiii!aes �uw,i muc[l 011,Vel' Udht aii�es nitist
f
G11RA emitted. E�DgMy gff 2111, aild
renicivable- g Ilie aniount of'
V,
ectxjcity ��n- natgi-al Us jh�::�t Must )�Iz� gii,�,riei'ated and supplied ts�) the cit
L�in )royg�
in�D l:u.ngriinnt
qggj�ty gnd und()or condort. ":III IInA City Can SmInDod eiwn,1111111,,V re&diii�)ns dirnmrjj pml=i�i
SU ) EUS C(hltadcnik ou treaf, 1. am'd Ancenbves, Sueb ei:Rirts wffl draw a��m ffie0tv";
traiiJition of coHabonition and ouLreadi Nw ffic Green X Ray 1 lcus as "it :)y Ct mridl
,�:�ng Lnj±
elleT3 if ini rovemews$. &andardi!:,,
4:Pd, i:ggijjqjuons �:Ire also impqqmj =p=kJes u�ii enq tvy redtictioBs in
dqya:JoOnent, Jjii:. ccnojnic 1)evc o2fl2o! Blma rt and tbic Ticms�ng Ee
21_0 JU(M-112—
7.3-G- ''W' Encourage land use and transportation strategies that promote use of alternatives to the
auto mobilefar transportation, including bicycling, bus transit, and carpooling.
Motor vehicles,regulations of whose emissions is preempted by State laws,are the major
source of criteria air pollutants in the Bay Area Air Basin, accounting for the vast
majority of carbon monoxide and particulate matter and over a quarter of the reactive
organic gases and nitrogen oxides in the region. iLan� was ako was the
seco�iid a;ulnunnll. Cisco in
,2005,vontnNiting e mi
A majority of auto e ssions
in the city result from regional through-trips. Thus, while reduced traffic congestion or
vehicle miles traveled in South San Francisco will only minimally impact the Bay Area's
air quality, the City's planning decisions can help to moderately reduce motor vehicle
use, contributing to cumulative reductions in emissions across the entire Bay Area.
Increased use of transit and carpooling, coupled with land use and circulation patterns
that promote walking and bicycling, can lead to a decrease in daily trips, less emissions,
and improved air quality.
243
The Transportation Element (Section 43) includes policies for bicycle and pedestrian
circulation, and Transportation Demand Management designed to reduce emissions and
alleviate traffic congestion. The Land Use Element includes policies that encourage
pedestrian and transit travel between home and work, reducing negative air quality
impacts.
7-3-G 5 Prarnvte clean angl alLcrna �,otnhusfion in Mobile e4jLtiytnc
C,'����rnbust�an ()Nuels �n mobHLe eguipireW and k a �xxilributor to GHG eln'ISSuV)s
g gjj!jy andaf !3:A6DN1D M:):%ides �Midaillce f6r
!hP m0iggik�1111 0� callstnxti��?n re ate�j
jigqu dq y cquipri�ient such as an4 1)5 neraUns,, 'J.Ie CjI; of'South San III rancisco
can a0so reduce flwl g�ni)bl:isluon by j;qgjUtAjng j,dILi
of' alternall, =Ilectric vdikles arW
gqwp--
7.3-G-36 Minimize conflicts between sensitive receptors and emissions generators by distancing
them from one another.
Development of sensitive receptors in close proximity to the South San Francisco San
Bruno Wastewater Treatment Plant and other potential emissions sources is restricted by
land use policies in Chapter 2: Land Use. Residential uses, as well as most other types of
sensitive receptors except hotels,are not permitted east of 101.
IMPLEMENTING POLICIES: AIR QUALITY AIII D JQU,&I GAS
.................................................................................
VIII WSS DI�S
...............
7.3-1-1 Cooperate with the Bay Area Air Quality Management District to achieve emissions
reductions for nonattainment pollutants and their precursors, including carbon
monoxide, ozone, and -1 0, by implementation of air pollution control measures as
required by State and federal statutes.
7.3-1-2 Use the City's development review process and the California Environmental Quality Act
(C A) regulations to evaluate and mitigate the local and cumulative effects of new
development on air quality qtd GHCT enfissions.
The BAAQMD's CEQA Guidelines could be used as the foundation for the City's review
of air quality iMd GHG grjssjoris imp acts under CEQA,,
�agryhi igd� QgIMUIOINe G MG igJ01.1"Is. The City
should continue to include responsible agencies in the review of proposed land uses that
would handle, store, or transport any potential air pollutant sources such as, but not
limited to,lead,mercury,vinyl chloride,benzene, asbestos,beryllium, and all fuels.
244
7.3-1-3 Adopt the standard construction dust abatement measures included in BAAQMD's CEQ,4
Guidelines.
These measures would reduce particulate emissions from construction and grad'ng
activities.
7.3-1-4 Require new residential development and remodeled existing homes to install clean-
burningfireplaces and wood stoves.
Residential woodburning is a growing source of localized air pollution. Woodsmoke
released from fireplaces and wood stoves contains carbon monoxide, nitrogen dioxide,
and PM-10. Pollution can be reduced by installing gas fireplaces or EPA certified wood
heaters and operating existing fireplaces and wood stoves more efficiently.
7.3-1-5 In cooperation with local conservation groups, institute an active urban forest
management program that consists ofplanting new trees and main taining existing ones.
South San Francisco has few street trees compared to other Bay Area cities. Trees
growing in urban settings provide environmental benefits including energy carbon-
dioxide absorption, reduced air and noise pollution, and erosion control. Trees also
beautify, shade, and mitigation the 'urban heat island effect' by shading pavement and
other dark surfaces and through the cooling effects of their evapotranspiration. Funding
should be sought from a variety of sources. Businesses or new development should also
be encouraged to plant more trees in parking lots and building landscaping.
73-16 Perhodh!aIly �daie�ihe �vidc: GHG eprdssions, tzn!I entihave
qjUrMpjate ti enzissions redyclion iargety ewasj,'Sleplt atylh e urrent &ale nhiorh, —
stahn,vide Oidewc,(��J, tind r
]'he ON]", c�:In pr.ovide Amain ining k) ne,MA,, develiMMiLMIt or[ N' 12!nyidg P!Ocicss fbir
evahiatin ancl i:Ipjating the Q,V. 4�cconjinjy, t[ie Ci(y �yifl ni(Mito Clin
CAR tpmt nro),ide a nkechanisg to revise ffie (IMI shtlxji :ims ��ml nicasuri'lls
not be ac,jiieving aiAici (to
1111(lillitiot pm= t4Vy/ai'(1 the reduction ta= 1pyg1jil)IO, Wdates ,ihi
ppV99ggi!), to ev,diiiate 4t,�'J�Y` Akiril laii,aei N sed on 4, RUite �,ukiance and
LH—I—D-
4de ot qn I h, vlem,Ilt/he S(uth,San F u,vhich iWllie a CUR
etnis,,sh ns rv&xtion ituTc"t OW'd frh�TISUres 4vul achons to achh:�i,;e the reductul
0 ln
�!nd qja:Mtjj g1iloris that will reduce cnj jons to a, less thajil
�e'%,eL The
QA 9gidelines
gly will ensurg that the CAI�11' mects these ilecess c n ticri g,of i�Eie C
isl )Mvidv
245
V
U
gagm, rgdll�,Aipns stwagtuping p4gi ersims, %Aflh c
2----------
widersiand id,n t it e idetijij� D
gigogy P12M�911 Lipdi g �:Tpgqi
elffidency stwgc� grq!n� !Adored to �ocal ractices :ind Ifficihties.
,P
7 3-1-12 gy&jCji1,m:!S 111,11y:p Chu f7edble re-ulcitiotis tha i onnsile ivnewable
I , :, , i � -:91-V�(ITW
Soudi San F'rancisco"s klITT I'll 11)1 I"C'S W4 miiai ciu,, users carl beneffl lipm the.iiisufflatiorl
uii siW rcrimvaMc Cn4m " sv,sterm; livith Shor"I 11 WVI,mack ffiat redw,e t 11 -c!ridibirrs on
eliecI6,Aty ��112a �ilj� e�n g!!!0 1 Emm��C
! . : !14
an&gw re(Igi re �he use �)IF og site i.,enem(able enei-27, �,,VstenIs lo mce( �qcpj engrgy needs.
fo�mMg qq �)Pdorls �hlpl rnwdin!�z�,,: berignt k�) die coiunwn�hi'
.]�LLk remolin beirriers to L&e_g.rpev?
reducdons in 411116
gmdss�ons,, The Obi� ceuj share �n�brimflk,m thriiiw,�I,I ('4-
otlun,nutUxiati. Cii,v staffean also work Miii
jj�ge aheriudive, g1id:gg!�ng-led,ailid �giw-cmjssiqns e
construction aii,�Iivitjes.
3�1-14 Emsurii::! that &�,q(m oi,lehnes qngl stemulordy 6 r', 0111Y f t7lterv,l,�,Itive ifel
Simp�e i�ts re(:jj:grjflg e�qctricql ouflii,�ts tm b�:dldi
bamers tip flie: use of:"eledrip or chnm fae�l ldziment -)tkms. Sai th 1 1:D Framisco is a o,
i xxYrt dectnc vehicle (jigrgim,,, '111
r�iiew homes,, ':,I Cilv vviH cointinu t
e 2:: : 9 2 pmvide codic ffice-ntivu� that address bwrriers to
�ower �and i�,ehjde�s.
7 4", erclitmm,,; in ni &ilfflav thm rgulucc:� GHG emimimis.
J1 fias takillo'M a number, ;tM jo mlq�:,,e, c1gim1gy mic and imp!,ove sustaimibilitv �0,
y
6m! �eadershii in ;uldrc&�'mg
sustain.6kyjIssies a �� iiro)J41ine gul CX,41 le U!11 I of Soidki Saii F�'mncisco
and cofier PIUDiC, al moverriMeTIL: [J,iv� direall, ffic Cjtv will Iffisler �ui up.yj I ropmen
wheic GRU coin siderati��qI Is l)ccqm,i,,1: a Im t of' the Q:yjiusIn__._
dedsion nmli�in(
247