HomeMy WebLinkAbout2016-12-14 e-packet@600Wednesday, December 14, 2016
6:00 PM
City of South San Francisco
P.O. Box 711 (City Hall, 400 Grand Avenue)
South San Francisco, CA
Municipal Services Building, Council Chambers
33 Arroyo Drive, South San Francisco, CA
Special City Council
Special Meeting Agenda
December 14, 2016Special City Council Special Meeting Agenda
NOTICE IS HEREBY GIVEN, pursuant to Section 54956 of the Government Code of the State of
California, the City Council of the City of South San Francisco will hold a Special Meeting on
Wednesday, December 14, 2016, at 6:00 p.m., in the City Council Chambers, Municipal Services
Building, 33 Arroyo Drive, South San Francisco, California.
Purpose of the meeting:
Call to Order.
Roll Call.
Agenda Review.
Public Comments - comments are limited to items on the Special Meeting Agenda.
CONSENT CALENDAR
Report regarding a resolution authorizing a change in construction contingency
budget to pay for approved contract change orders in an amount not to exceed
$49,165 and accepting the Evergreen Drive and Mission Road Traffic Signal and
Pedestrian Improvements Project with a total construction cost of $428,378 as
complete in accordance with the plans and specifications. (Lawrence Henriquez,
Associate Civil Engineer)
1.
Resolution authorizing a change in construction contingency budget to pay for
approved contract change orders in an amount of $49,165 and accepting the
Evergreen Drive and Mission Road Traffic Signal and Pedestrian Improvements
Project with a total construction cost of $428,378 as complete in accordance with the
plans and specification.
1a.
ADMINISTRATIVE BUSINESS
Report regarding the Downtown Truck Restriction Study. (Lawrence Henriquez,
Associate Civil Engineer)
2.
Adjournment.
Page 2 City of South San Francisco Printed on 12/19/2016
City of South San Francisco
Legislation Text
P.O. Box 711 (City Hall, 400
Grand Avenue)
South San Francisco, CA
File #:16-840 Agenda Date:12/14/2016
Version:1 Item #:1.
Report regarding a resolution authorizing a change in construction contingency budget to pay for approved
contract change orders in an amount not to exceed $49,165 and accepting the Evergreen Drive and Mission
Road Traffic Signal and Pedestrian Improvements Project with a total construction cost of $428,378 as
complete in accordance with the plans and specifications.(Lawrence Henriquez, Associate Civil Engineer)
RECOMMENDATION
It is recommended that the City Council adopt a resolution authorizing a change in construction
contingency budget to pay for approved contract change orders in an amount not to exceed $49,165 and
accepting the Evergreen Drive and Mission Road Traffic Signal and Pedestrian Improvements Project
(Project No.tr1007)with a total construction cost $428,378 as complete in accordance with the plans and
specifications.
BACKGROUND/DISCUSSION
On October 24,2012 the City of South San Francisco was awarded a Highway Safety Improvement Program
(HSIP)grant for $310,000.On September 23,2013,the City Council adopted a resolution authorizing the City
Manager to execute the Program Supplemental Agreement No.022-N with the State of California to begin the
preliminary engineering of the Mission Road and Evergreen Avenue Traffic Signal and Intersection
Improvement Project (“Project).
The Project included installation of a new traffic signal light system,new ADA compliant concrete curb ramps,
replacement of concrete curb and gutter,and new pavement markings.The project was awarded to Columbia
Electric, Inc. on August 26, 2015 and construction was completed in August 2016.
The change orders total is $49,165 which was funded with increased contingency but within the overall project
budget.The change in contingency is largely due to an increase in quantities regarding removal and restoration
of concrete,additional asphalt concrete,storm drain realignment,and additional traffic signal light
appurtenances such as push-button upgrade,traffic controller unit,and software.In order to increase the
contingency,unused money in the administrative budget in the amount of $12,568 could be transfer to the
contingency line item to cover the overage of $11,852.The actual total construction budget does not exceed
the projected construction.
The total construction cost incurred for the project is summarized as follows:
Projected Actual
Columbia Electric, Inc. Contract $373,125 $373,125
Contingency (10%)$ 37,313 $ 49,165
Administrative (5%)$ 18,656 $ 6,088
Total Construction Budget $429,094 $428,378
FUNDING
Funding for this project was included in the City of South San Francisco’s 2014-2015 Capital Improvement
Program (CIP/tr1007),which is partially federally-funded.Sufficient funds were available in the project budgetCity of South San Francisco Printed on 12/8/2016Page 1 of 2
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File #:16-840 Agenda Date:12/14/2016
Version:1 Item #:1.
Program (CIP/tr1007),which is partially federally-funded.Sufficient funds were available in the project budget
to cover all costs.
CONCLUSION
Staff recommends authorizing a change to the construction contingency budget to pay for the approved contract
change orders in an amount not to exceed $11,852.Staff has inspected the project and was completed per the
plans and specifications.Staff recommends acceptance of the project as complete.Upon acceptance,a notice of
completion will be filed with the County of San Mateo Recorder’s Office.At the end of the 30 day lien period,
the retention funds will be released to the contractor after it provides the City with a one-year guaranty bond.
Attachment: Photo of Evergreen Drive and Mission Road
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ATTACHMENT 1
INTERSECTION OF EVERGREEN DRIVE & MISSION ROAD
LOOKING EAST
City of South San Francisco
Legislation Text
P.O. Box 711 (City Hall, 400
Grand Avenue)
South San Francisco, CA
File #:16-841 Agenda Date:12/14/2016
Version:1 Item #:1a.
Resolution authorizing a change in construction contingency budget to pay for approved contract change orders
in an amount of $49,165 and accepting the Evergreen Drive and Mission Road Traffic Signal and Pedestrian
Improvements Project with a total construction cost of $428,378 as complete in accordance with the plans and
specification.
WHEREAS,Council awarded a construction contract to Columbia Electric,Inc.of South San Francisco,CA
for the Evergreen Drive and Mission Road Traffic Signal and Pedestrian Improvement Project on August 26,
2015 in an amount not to exceed $373,125; and
WHEREAS,at the time of award,Council approved budget for inspection,administration,materials testing,
and a construction contingency line item of $37,313 to pay for extra work performed by the Contractor; and
WHEREAS, staff-approved extra work performed by the Contractor totaling $49,165; and
WHEREAS,there was sufficient unspent budget in the line items for inspection and administration to pay for
the additional $11,852 needed for all extra work performed; and
WHEREAS,a construction contingency budget needs to be modified from $37,313 to $49,165 to compensate
the construction contractor for staff-approved extra work, and to close out the project.
NOW,THEREFORE,BE IT RESOLVED,that the City Council of the City of South San Francisco does
hereby authorize a construction contingency budget of $49,165 to allow for payment of remaining money owed
to Columbia Electric,Inc.of San Leandro,CA for closeout of the Evergreen Drive and Mission Road Traffic
Signal and Pedestrian Improvement Project.
BE IT FURTHER RESOLVED,that the City Council of the City of South San Francisco does hereby accept
the Evergreen Drive and Mission Road Traffic Signal and Pedestrian Improvement Project in accordance with
the plans and specifications of a total construction cost of $428,378.
*****
City of South San Francisco Printed on 12/19/2016Page 1 of 1
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City of South San Francisco
Legislation Text
P.O. Box 711 (City Hall, 400
Grand Avenue)
South San Francisco, CA
File #:16-781 Agenda Date:12/14/2016
Version:1 Item #:2.
Report regarding the Downtown Truck Restriction Study.(Lawrence Henriquez, Associate Civil Engineer)
RECOMMENDATION
It is recommended that the City Council review the information in this staff report and provide feedback
to staff.
BACKGROUND/DISCUSSION
The City Council approved a Downtown Truck Restriction Project as part of the Capital Improvement Program
(tr1202).In January 2015,the City entered into a consulting services agreement with TJKM to conduct a
Downtown Truck Restriction study.The study’s goal is to develop recommendations pertaining to which
downtown corridors should be restricted to non-essential trucks.
Heavy truck traffic is common along Airport Boulevard as trucks enter northbound US 101 and exit
southbound US 101 on Miller Avenue.Within the Downtown area,trucks normally use Airport Boulevard,
Baden Avenue,Linden Avenue,and the Grand Avenue overpass (east of 101).The heavy truck traffic within
the Downtown causes queuing and requires additional turning space at the intersection of Airport Boulevard
and Grand Avenue and heavy truck activity is generally not compatible with pedestrian priority areas.While it
is legal for trucks to drive almost anywhere to deliver and pick up freight regardless of truck route designations
(weight restrictions being an exception),the California Vehicle Code enables the City to restrict truck
operations generally to truck routes.
A community outreach meeting was conducted on October 22,2015 about the proposed truck restriction.One
business attended the meeting and did not raise any significant concerns about truck restriction.
The study was recently completed (see Attachment 1,Final Draft Downtown Truck Restriction Plan)and
determined the City could restrict non-essential trucks,over three tons,from traveling along Airport Boulevard
between:Sister Cities Boulevard/Oyster Point Boulevard and San Mateo Avenue/Produce Avenue;along
Linden Avenue between Railroad Avenue and Baden Avenue;and along Baden Avenue between Linden
Avenue and Airport Boulevard (see Attachment 2,Proposed Truck Restriction Route).The non-essential trucks
will be rerouted to travel through the area using either US 101 or Gateway Boulevard.
Attachment 3 is the powerpoint presentation that will be provided to City Council.
If the City Council finds this plan acceptable,the next steps would be to implement the downtown truck
restriction plan which would include notifying impacted businesses,placing signage on affected streets and
applying for an encroachment permit from Caltrans to add truck restriction signage on US Highway 101.Once
the truck restriction plan is approved,the City will begin installing truck restriction signage along the identified
routes.The Police Department will be issuing warning citations during a grace period.Repeat offenders of the
truck restriction will be identified through the Police Department’s database system and action will be taken
accordingly for enforcement.
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File #:16-781 Agenda Date:12/14/2016
Version:1 Item #:2.
CONCLUSION
If approved,the City’s Municipal Code Ordinance 11.32.010 -Designated Truck Routes will require an
amendment to remove the new truck restriction routes as identified in this staff report.
As the City begins to revitalize the Downtown region with increased housing development projects it will be
important to enhance pedestrian and bicycling safety.Restricting non-essential trucks will reduce noise,
increase safety and reduce air pollution.Staff would like to receive feedback from City Council regarding truck
restrictions within the Downtown area.
Attachments:
1.Final Draft Downtown Truck Restriction Plan
2.Proposed Truck Restriction Route
3.PowerPoint Presentation
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Truck Restriction Plan for the
City of South San Francisco, CA
Vision That Moves Your Community
December 6016
TRUCK
ROUTE
NO
THROUGH
TRUCK
TRAFFIC
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report Page | i
Table of Contents
Appendices ............................................................................................................................... ii
EXECUTIVE SUMMARY ............................................................................................................ 1
Introduction ................................................................................................................................... 1
EXISTING CONDITIONS .......................................................................................................... 3
Roadway Network ......................................................................................................................... 3
Land Use Considerations ............................................................................................................. 6
Existing Truck Routes .................................................................................................................... 8
Travel Time Runs ......................................................................................................................... 12
Accident Rates ............................................................................................................................. 13
Adequate Street Geometry ........................................................................................................ 15
Pavement Condition Index (PCI) ............................................................................................... 17
Intersection Level of Service (LOS) ........................................................................................... 21
Through Truck Movements ....................................................................................................... 34
RECOMMENDED TRUCK ROUTES ........................................................................................ 38
California Vehicle Code .............................................................................................................. 38
Recommended Truck Routes .................................................................................................... 38
Criteria for Determining Designated Truck Route .................................................................. 39
Recommended Future Actions .................................................................................................. 48
Tables
Table 1: Land Uses .............................................................................................................................. 6
Table 2: Floating Car Travel Time Runs .......................................................................................... 12
Table 3: Accident Rates .................................................................................................................... 13
Table 4: PCI Scores ............................................................................................................................ 18
Table 5: Truck Percentages .............................................................................................................. 19
Table 6: Peak Hour intersection LOS for Truck Restriction – Existing Conditions .................... 23
Table 7: Peak Hour Intersection LOS for Truck Restriction – Cumulative Conditions .............. 29
Table 8: Weightage and Point Scores for Determining the Truck Routes ................................. 40
Table 9: Determination of Truck Routes ........................................................................................ 41
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report Page | ii
Figures
Figure 1: Vicinity Map ......................................................................................................................... 5
Figure 2: Land Use Map ..................................................................................................................... 7
Figure 3: Predominant Land Uses along Key Corridors ................................................................. 9
Figure 4: Land Use - Schools and Parks ......................................................................................... 11
Figure 5: Collision Rate on Study Segments ................................................................................. 14
Figure 6: Truck Turning Radii ........................................................................................................... 16
Figure 7: Average Daily Traffic Counts and Truck Volumes ........................................................ 20
Figure 8a: Existing Conditions without Truck Restriction Turning Movement Volumes ......... 24
Figure 8b: Existing Conditions without Truck Restriction Turning Movement Volumes ......... 25
Figure 9a: Existing Conditions with Truck Restriction Turning Movement Volumes ............... 26
Figure 9b: Existing Conditions with Truck Restriction Turning Movement Volumes ............... 27
Figure 10a: Cumulative Conditions ‘without Truck Restriction’ Turning Movement Volumes
..................................................................................................................................................... 30
Figure 10a: Cumulative Conditions ‘without Truck Restriction’ Turning Movement Volumes
..................................................................................................................................................... 31
Figure 11a: Cumulative Conditions with Truck Restriction Turning Movement Volumes ....... 32
Figure 11b: Cumulative Conditions with Truck Restriction Turning Movement Volumes ...... 33
Figure 12: Locations of Origin-Destination Gateways and Truck Classification Counts .......... 36
Figure 13: Origin-Destination Truck Survey .................................................................................. 37
Figure 14: Existing Truck Routes ..................................................................................................... 46
Figure 15: Proposed Truck Routes .................................................................................................. 47
Appendices
Appendix A – Downtown Station Area Specific Plan - Guiding Principles 33 and 39
Appendix B – 48 hours Truck Classification Counts
Appendix C – Level of Service Worksheets
Appendix D – Truck License Plate Origin-Destination Survey
Appendix E – CEQA Analysis by MIG | TRA Environmental Sciences, Inc.
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 1
EXECUTIVE SUMMARY
Introduction
All types and sizes of businesses rely on trucks for the delivery of goods and services to their own
sites as well as their customers’ destinations. Trucking and freight forwarding businesses play a
vital role in boosting commerce and maintaining the health of the economy. These trucks also pay
much higher fuel fees and taxes that support the construction and maintenance of freeways, state
highways and streets. While trucks are integral part of the day-to-day life, they do bring side
effects in terms of increased noise, reduce safety and increased air pollution that has been a
reason for concerns for City residents. Most cities with significant truck traffic do balance these
issues by limiting trucks on certain streets and banning them on others.
Caltrans (California Department of Transportation) regulates maximum truck size and weight to
insure effective truck movement on state highways and City streets without creating safety hazards
or causing undue damage to pavement conditions. The California Vehicle Code (CVC) includes
sections outlining how truck size and weight limits may be enforced, and provides local
jurisdictions the authority to establish truck routes and truck prohibitions within the City limits. The
CVC allows local jurisdictions to issue permits to vehicles in excess of the established size or weight
limits to use city streets, provided they are not operated on State highways.
The CVC enables cities to establish restrictions on the movement of trucks within their jurisdiction.
While it is legal for trucks to drive almost anywhere to deliver and pick up freight regardless of truck
route designations (weight restrictions being an exception), it is possible to restrict truck operations
generally to truck routes, and it is also legal to prevent trucks from using City streets as highways. In
other words, it is legal to prohibit through truck movements on non-state highways.
Trucks place extraordinary demands and impacts on City streets. First, their weight requires stronger
pavement structures and bridges than regular vehicles. Even though trucks pay a relatively high
annual license fee so that their added impacts can be mitigated with additional maintenance, these
fees are split between the state and the jurisdiction where they are registered. Second, truck noise
and additional emissions contribute significantly to the sense of intrusion and a lowering of the
quality of life in residential and retail areas. Third, high truck volumes significantly degrade levels of
service at signalized intersections because each truck is equivalent to two or three cars. Fourth, trucks
can lead to increased accidents, with rates seven times higher on City streets than on freeways. A
typical City street is not designed to accommodate trucks in terms of lane widths, shoulder widths,
and intersection turning radii.
For these reasons, the City of South San Francisco (referred as the “City” hereafter) intends to control
truck movements only to those corridors necessary to serve freight related needs of the City as
opposed to serving as bypass routes for the congested regional corridors, state highways and
freeways. Even so, provision for trucks on designated truck routes requires a careful effort to review
all potential routes for adequacy and, to the extent possible, to avoid the problems created by trucks
described above.
This study was commissioned by the City for the purpose to evaluate truck traffic conditions within
the Downtown area and develop recommendations. Trucks typically use Airport Boulevard, Linden
Avenue, and Grand Avenue overpass (east of US 101). In February 2015, the City adopted a
Downtown Station Area Plan that outlines the City’s vision on many fronts, including multimodal
transportation, parking and safety. The plan recognizes that the area east of US 101 has been
primarily industrial in nature, with wide streets and limited sidewalks making it unattractive for
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 2
walking. It identifies streets such as Airport Boulevard, Linden Avenue and Grand Avenue where
heavy truck traffic causes traffic circulation and pedestrian safety issues. The Downtown Station
Area Specific Plan includes Guiding Principles 33 and 39 that refer to limiting truck traffic in the
downtown and nearby neighborhoods and thereby reducing negative impacts on the residents
and businesses. Downtown Station Area Specific Plan Street Network Guiding Principle 33 and
Street and Circulation Improvements Guiding Principle 39 are shown in Appendix A.
The goal of this study was to evaluate truck traffic and street conditions, and potentially restrict
non-essential trucks over three tons from traveling along the following corridors:
Airport Boulevard between San Mateo Avenue/Produce Avenue and Oyster Point
Boulevard/Sister Cities Boulevard.
Linden Avenue between Railroad Avenue and Airport Boulevard.
Grand Avenue between Airport Boulevard and Spruce Avenue.
Additionally, the purpose of this study was to identify network for truck routes that can serve all
commercial and retail businesses within the Downtown area and East of US 101 while minimizing
truck traffic diversion into residential neighborhoods. The intent of these truck routes is to restrict
the trucks on the corridors named above and divert them to the routes, which are currently being
used as truck routes, so that there is no increase in amount of truck route to divert to. During the
field observations, it was observed that there is already a “No Trucks Over 3 Tons” restriction
posted on Linden Avenue between Airport Boulevard and Baden Avenue, and on Grand Avenue
between Airport Boulevard and Spruce Avenue. Figure 14 summarizes the existing truck routes for
downtown South San Francisco.
Many of the general trends and characteristics have been observed on South San Francisco streets
during initial observations for this study. It was also noticed that many trucks travel through the City
without stopping, because the current truck routes in the City offer more direct routes than the
county roads and surrounding freeways. An
origin-destination study for truck traffic was also
completed, following trucks either entering the
City to their destination within the City or exiting
the City towards San Bruno, Daly City or other
neighboring cities. Finally, significant amounts of
truck traffic on streets bordered on both sides by
residential uses was observed. The truck routes
in the City are probably long standing and a
carryover from the county prior to annexation.
Subsequently, the City has permitted residential
land uses along many of these old routes,
consistent with their general plan. This has led to
complaints about heavy truck traffic in residential
neighborhoods. Trucks and residential uses are
incompatible, and it is appropriate to separate
them to the best extent possible.
In compliance with the California Environmental Quality Act (CEQA), MIG|TRA Environmental
Sciences, Inc. completed an environmental assessment of the proposed changes. MIG concluded that
the project will not have any significant impact on the environment and qualifies for exemption from
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 3
further CEQA analysis under Section 15301 of CEQA. Their final report on this assessment is provided
in Appendix E.
EXISTING CONDITIONS
The purpose of this section is to define the current state of truck movements within the City. This was
accomplished by identifying existing truck movements and routes on local roadways, assessing the
current condition of truck-specific roadway infrastructure, and analyzing the findings within the City’s
current physical environment.
The project team engaged in a data gathering effort to establish patterns and trends of truck
movements within the City. A variety of data sources were reviewed when developing the Citywide
profile, including field research, various state and local traffic counting programs, accident data,
geographic information systems (GIS), and information from local officials.
Roadway Network
Regional Access
U.S. Highway 101 (US 101) is a major north-south highway through the State of California,
extending from San Francisco to Los Angeles. US 101 serves as a major commuter route between
San Francisco and Peninsula/South Bay. Regional access to the study area East of US 101 freeway is
provided primarily by US 101. US 101 has both northbound and southbound auxiliary lanes from
Grand Avenue to approximately 2,000 feet north of Oyster Point Boulevard in the study area. In the
vicinity of the East of 101 study area, US 101 carries approximately 209,000 vehicles per day (vpd)
according to Caltrans’ 2013 Traffic Volumes on California State Highways.
Local Access
Airport Boulevard is a major four-lane, north-south arterial in the City. Airport Boulevard extends
southerly from Bayshore Boulevard in Brisbane to connect with South Airport Boulevard at San
Mateo Avenue/Produce Avenue. It is primarily fronted by commercial land uses. The posted speed
limit along Airport Boulevard is 40 miles per hour (mph). Airport Boulevard carries approximately
21,810 vpd. Trucks use Airport Boulevard to access US 101, neighboring roadways and business
centers.
South Airport Boulevard is a major four-lane, north-south arterial in the City. South Airport Boulevard
extends southerly from Airport Boulevard at San Mateo Avenue/Produce Avenue to connect with San
Bruno Avenue East/North McDonnell Road. It is fronted by various commercial land uses including
hotels, conference facilities, fast food restaurants, etc. The posted speed limit along South Airport
Boulevard is 30 mph. South Airport Boulevard carries approximately 21,810 vpd. Trucks are allowed
on South Airport Boulevard. Trucks use South Airport Boulevard to access US 101, neighboring
roadways and business centers.
Oyster Point Boulevard is a two-to-six lane east-west arterial in the City. Oyster Point Boulevard
extends easterly from Sister Cities Boulevard at Airport Boulevard and ends approximately 1,500 feet
northeast of Marina Boulevard. It is fronted by office and biotech industrial land uses. Oyster Point
Boulevard consists of six lanes between Airport Boulevard and Gateway Boulevard. The US 101
southbound exit ramp for Oyster Point Boulevard ends at the Gateway Boulevard intersection. East of
Gateway Boulevard, Oyster Point Boulevard reduces to four lanes, and east of Marina Boulevard to
two lanes. The posted speed limit along Oyster Point Boulevard is 35 mph between Airport Boulevard
and Eccles Avenue. East of Eccles Avenue, the posted speed limit is 30 mph. Oyster Point Boulevard
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 4
carries approximately 20,000 vpd. Trucks use Oyster Point Boulevard to access US 101, neighboring
roadways and businesses.
Gateway Boulevard is a four-lane north-south arterial. This roadway serves as a primary link between
Oyster Point Boulevard and East Grand Avenue. South of Mitchell Avenue, Gateway Boulevard
merges with South Airport Boulevard. Gateway Boulevard is classified as a major arterial. Trucks use
Gateway Boulevard to access US 101, neighboring roadways and business centers.
Grand Avenue is a major east-west arterial in
the City. West of Airport Boulevard, Grand
Avenue is a two-lane roadway that runs
through downtown South San Francisco. East
of Airport Boulevard, Grand Avenue is located
on a six-lane bridge, and then continues
eastwards as East Grand Avenue. The posted
speed limit varies along Grand Avenue. It is 25
mph west of Airport Boulevard, and 35 mph
east of Airport Boulevard Trucks over three
tons are prohibited on Grand Avenue west of
Airport Boulevard and trucks use Grand
Avenue east of Airport Boulevard to access US
101, neighboring roadways and business centers.
San Mateo Avenue is a two-lane north-south roadway in the City. San Mateo Avenue travels from
Airport Boulevard near US 101 in the north to State Route 82 (El Camino Real) in the City of San
Bruno to the south. Trucks use San Mateo Avenue to access US 101, neighboring roadways and
business centers.
In the City, key routes where trucks may be by passing highway congestion or using City streets as
shortcuts are identified based on local knowledge and recent traffic studies conducted in the area; the
vicinity map in Figure 1 illustrates these routes.
Victory Avenue, between S Linden Avenue and S Spruce Avenue
S Spruce Avenue, between Victory Avenue and S Canal Street
S Canal Street, between Spruce Avenue and S Linden Avenue
Linden Avenue, between Victory Avenue and Airport Boulevard
Grand Avenue, between Spruce Avenue and Airport Boulevard
Airport Boulevard, between Produce Avenue and Sister-Cities Boulevard
Gateway Boulevard, between South Airport Boulevard and Oyster Point Boulevard
San Mateo Avenue, between Gateway Boulevard and S Linden Avenue
The movement of trucks within the City can be classified into four categories:
1. Internal-to-Internal trips
2. Internal-to-External trips
3. External-to-Internal trips
4. External-to-External trips
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Figure 1: Vicinity Map
072-044
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City Hall
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Notes: Possible truck short cut
routes based on observations.
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 6
Each category characterizes the purpose and manner in which trucks navigate through the City. For
example, internal-to-internal trips are those whose origins and destinations are both located within the
City. Internal-to-external trips are those whose origins begin within the City and travel to a
destination outside City limits. Conversely, external-to-internal trips are those whose origins begin
outside the City and travel to a destination within City limits. Collectively, the above-mentioned
movements will use a combination of Federal, state, and local roadways. External-to-external trips are
those whose origins and destinations lie outside of South San Francisco, and should use Federal or
state highway systems within the City but not use the local network. During the field visit, it has been
noticed that there are many truck traffic generators along Airport Boulevard, Gateway Boulevard,
Grand Avenue, San Mateo Avenue, Spruce Avenue, Canal Street, Linden Avenue and Victory Avenue,
as they serve business and commercial uses.
Land Use Considerations
Figure 2 shows generalized land uses in the City related to existing truck routes. Generally,
residential uses of any kind are not compatible with truck routes, and the CVC Section 35701
explicitly allows restrictions on trucks along residential streets as determined by a City or County. As
shown in Figure 2, the following streets have half or more of their length through Downtown High
Density Residential, Business and Professional Office, Public, Business Technology Park, Commercial
Mixed-Use, Community Commercial, Mixed Industrial, Business Commercial and Freeway Commercial
land uses in South San Francisco. Table 1 shows the Land Uses surrounding the study segments.
Table 1: Land Uses
# Segment Land Uses
1 Victory Ave., between S Linden Ave. and S
Spruce Ave. Mixed Industrial
2 S Spruce Ave., between Victory Ave. and S
Canal St.
Mixed Industrial, Business Commercial, Community
Commercial, and Commercial Mixed Use
3 S Canal St., between Spruce Ave. and S Linden
Ave. Mixed Industrial, Commercial Mixed Use
4 Linden Ave., between Victory Ave. and Airport
Blvd.
Community Commercial, Business Commercial,
Mixed Industrial, Residential
5 Grand Ave., between Spruce Ave. and Airport
Blvd. Residential, Downtown Commercial and Public
6 Airport Blvd. between S Canal St. and Sister-
Cities Boulevard.
Freeway Commercial, Business Commercial, Mixed
Industrial, Residential
7 Gateway Blvd., between South Airport Blvd.
and Oyster Point Blvd. Freeway Commercial, Business Commercial
8 San Mateo Ave., between Gateway Blvd. and
S Linden Ave.
Mixed Industrial, Business Commercial, Freeway
Commercial
Source: South San Francisco General Plan
VIC
TORY
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SAN MATEO AVE
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ALLERTON AVE
V E T E R A N S B L V D
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Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 8
The new truck routes in the City should, to the extent possible, avoid Downtown High Density
Residential and Downtown Commercial land uses along the roads listed above, because of the
incompatibility of truck traffic and residential uses.
Trucks in the City serve various commercial uses. Truck generators are defined as any facility that
generates significant levels of truck traffic on a regular basis. To identify major truck generators
within the City, the project team analyzed the land use information. The purpose of identifying
specific truck generators was to establish their physical location and identify how trucks access each
location along City roadways. By understanding these movements, the project team will obtain a
better understanding of truck movements within the City, which ultimately translate into developing
comprehensive truck routes.
Note that some of the designations overlap with the residential districts above due to the fact that a
different land use exists on the other side of the street. Because of these overlaps, it is not possible to
design truck routes that entirely avoid residential districts. Figure 3 classifies the roads into three
different types of corridors: residential, business/downtown commercial, and mixed industrial etc.
Many land uses surrounding the City’s local roadways are especially sensitive to high volumes of
truck traffic. Residents typically do not enjoy the noise trucks produce in their neighborhoods,
especially at night. Schools and Parks are sensitive areas because of the concern over noise pollution
and the safety of bicyclists and pedestrians. Many children walk to and play near schools within
South San Francisco, therefore school locations should be considered when developing a truck
routing network. Downtown High Residential, Commercial and Public land uses are sensitive areas
because of concern over high pedestrian and bicycle activity. Collectively, these issues are known as
sensitive receptors and are utilized when analyzing the effects of potential routing alternatives.
Figure 4 shows the locations of schools in the City.
Existing Truck Routes
The City values the economic benefit associated with truck traffic.
The City also recognizes the potential negatives of truck traffic on
the character of the quiet residential neighborhoods as well as
vehicular and pedestrian safety. To keep these aspects in equilibrium,
the City has restricted trucks on most streets while designating truck
routes along key corridors.
In general, the City has banned trucks weighing over three tons from
traveling on all streets except on designated truck routes or making
local deliveries. Section 11.20.060 of the South San Francisco
Municipal Code reads:
“It is unlawful for the operator of any vehicle exceeding a
maximum gross weight limit of three tons to drive on any
street which is not on a truck route or routes, except that nothing in this section shall prohibit
the operator of any vehicle exceeding a maximum gross weight of three tons coming from a
“Truck Traffic Route” having ingress and egress by direct route to and from restricted streets
when necessary for the purpose of making pickups or deliveries of goods, wares and
merchandise from or to any building or structure located on such restricted streets…….”
VICT
ORY
G
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L
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P
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B
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MILL
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GRAND AVE
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LINDEN AVE
S S
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S LINDEN AVE
U
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E
C
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SISTER CITIES BLV
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POINT
BLVD
HARBOR WY
LITTLEFIELD AVE
SAN MATEO AVE
P
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P R O D U C E AV E
ALLERTO
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Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 10
The east portion of South San Francisco, primarily east of US 101, predominantly supports office,
commercial and industrial land uses. Numerous biotech firms, including Genentech and Amgen, as
well as truck-dependent establishments such as Fedex and UPS are located in this geographical area.
To assure that needs of such land uses are fully met, the City allows trucks weighing over three tons
to travel on all public streets east of US 101 and numerous other streets, when proper signs are
posted. Section 11.32.010 of the South San Francisco Municipal Code states:
“…when signs are erected giving notice thereof, the following streets or portions of streets are
declared truck routes for the movement of vehicles exceeding a maximum gross weight of three
tons”
(a) All public streets, roadways located to the east of U.S. Highway 101 as well as the following
streets, etc.;
(b) Baden Avenue, from Airport Boulevard to Linden Avenue;
(c) Linden Avenue, from Baden Avenue south to the southerly limits of the City;
(d) South Canal Road, from South Linden Avenue to Spruce Avenue;
(e) North Canal street, from South Linden Avenue to Spruce Avenue;
(f) Railroad Avenue, from Linden Avenue to Spruce Avenue;
(g) Spruce Avenue, from Railroad Avenue to El Camino Real;
(h) Chestnut Avenue, from El Camino Real to Hillside Blvd.;
(i) Mission Road, from Chestnut Avenue to the western City limits;
(j) El Camino Real, from the southern City limits to the northern City limits;
(k) Hickey Boulevard, from El Camino Real to Junipero Serra Boulevard;
(l) Hillside Boulevard, from the western limits of the City to Sister Cities Boulevard;
(m) Sister Cities Boulevard to Airport Boulevard;
(n) Junipero Serra Boulevard, from the southern City limits to the northern City limits;
(o) Victory Avenue, from South Linden Avenue to Spruce Avenue;
(p) South Maple Avenue, from South Canal Road to Tanforan Avenue;
(q) Tanforan Avenue, from South Maple Avenue to Dollar Avenue;
(r) Dollar Avenue, from Tanforan Avenue to South Linden Avenue;
(s) San Mateo Avenue, from Shaw Road to Airport Boulevard;
(t) Shaw Road, from San Mateo Avenue to the southern City limits;
(u) Ryan Way, from Victory;
(v) Browning Way, from South Maple;
(w) Starlite Street, Spruce Avenue South Canal Street;
(x) Lowrie Avenue, from San Mateo Avenue (north) to San Mateo Avenue (south); and
(y) Terminal Court, from Produce Avenue.
Except for a few street segments, this balanced approach of identifying truck restrictions and truck
route designations have worked well within the City.
G
ATE
W
AY
GRAND AVE
E G
RAND AVE
A
I
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P
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T
B
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BA
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EN AVE
MILL
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FO
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H IL L SI D E BL V D
CA
N
A
L
S
T
MAPLE AVE
LINDEN AVE
S S
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S MAPLE AVE
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ACC
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S LINDEN AVE
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SPRUC
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SISTER CITIES BLV
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BLVD
LITTLEFIELD AVE
SAN MATEO AVE
P
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P R O D U C E AV E
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Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 12
Travel Time Runs
Floating car runs were performed along the following roadway segments in the p.m. peak hour.
Airport Boulevard, from San Mateo Avenue to Linden Avenue
Gateway Boulevard, from Mitchell Avenue to Oyster Point Boulevard
Grand Avenue, from Spruce Avenue to Airport Boulevard
Linden Avenue, from S Canal Street to Hillside Boulevard
S Canal Street, from Linden Avenue to S Spruce Avenue
S Linden Avenue, from S Canal Street to Victory Avenue
S Spruce Avenue, from Victory Avenue to S Canal Street
Victory Avenue, from S. Linden Avenue to S Spruce Avenue
A floating car run covers a one-way trip of the entire length of a study corridor. These runs capture
the travel time, speed, stopping time, number of stops, and other delays on an individual directional
roadway segment.
Table 2: Floating Car Travel Time Runs
Notes: MPH – Miles per hour
The floating car survey data was analyzed to obtain overall averages of travel time, delay, speed, and
free flow speed for the entire length of each corridor. Results of the floating car analysis in p.m. peak
periods for all the study segments are shown in Table 2.
# Roadway Segment Direction Length
(Miles)
Average
Signal Delay
[min:sec]
Average
Travel Time
[min:sec]
Average #
of Stops
Average
Speed
[mph]
1 Airport Blvd. from San Mateo Ave. to
Linden Ave.
NB 0.85 1:54 3:44 3.00 15
SB 1:52 3:40 2.50 15
2 Gateway Blvd. from Mitchell Ave. to
Oyster Point Blvd.
NB 1.1 1:21 3:40 2.75 18
SB 0:54 3:14 3.25 20
3 Grand Ave. from Spruce Ave. to
Airport Blvd.
EB 0.50 0:52 2:25 2.75 11
WB 0:54 2:18 2.25 12
4 Linden Ave. from S Canal St. to
Hillside Blvd.
NB 0.90 2:32 5:03 8.00 11
SB 2:37 5:13 7.75 11
5 S Canal St. from Linden Ave. to S
Spruce Ave.
EB 0.35 0:04 1:00 1.00 27
WB 0:48 1:39 1.00 13
6 S Linden Ave. from S Canal St. to
Victory Ave.
NB 0.25 0:01 0:33 0.25 25
SB 0:02 0:37 0.75 22
7 S Spruce Ave. from Victory Ave. to S
Canal St.
NB 0.25 0:22 0:55 0.50 19
SB 0:19 0:51 1.00 17
8 Victory Ave. from S. Linden Ave. to S
Spruce Ave.
EB 0.35 0:15 1:07 2.00 18
WB 0:06 1:00 1.50 20
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 13
Accident Rates
Along with traffic count data, it is important to understand any safety issues associated with a
particular roadway when developing a truck management program. Understanding the current
accident rates and accident specifics, such as movement and time of occurrence, may establish cause
for precluding through truck traffic on certain roadways. The City provided accident data along major
corridors. Three-year accident data from January 2012 through December 2014 were tabulated and
analyzed for this study. Figure 5 shows locations of truck routes where accident rates are greater
than statewide accident rate per million vehicle miles of traffic.
The following roadway segments have accident rates greater than the statewide average rate (1.78
per million vehicles for 2-lane and 3-lane urban arterials).
Linden Avenue, between Hillside Boulevard and Victory Avenue
Grand Avenue, between Spruce Avenue and Airport Boulevard
Table 3 summarizes the accident rates for study roadway segments.
The higher accident rates with trucks indicate a need to reduce truck volumes as much as possible in
high pedestrian and residential areas, especially near schools. Pedestrian and bicycle accidents
represent a significant portion of all injury and fatal accidents in South San Francisco and nationwide.
With higher accident rate tendency, truck traffic should be moved away from these sensitive land
uses to the greatest extent possible.
Table 3: Accident Rates
** (x) # of collisions involving a truck; Bold indicates collision rate greater than State’s Average collision rate.
RSE = 1000000*A/(365*T*ADT*L), RSE= Observed collision rate; # of acc./mil. Vehicle miles, A = Number of collisions over study
period, T = Total number of years over which intersection accidents were collected; Jan 12 - Dec 14 = 3 years, ADT = Average
Daily Traffic, L = Length of study corridor (in miles)
# Study Segments ADT Number of
Collisions
Length
(mi)
Collision
Rate (RSE)
State
Average
Collision
Rate
Accident
Rate >
State
Average
1 Linden Ave. between Hillside
Blvd. and Victory Ave. 11,135 29(4) 1.10 2.16 1.78 YES
2 S Canal St. between Linden
Ave. and S Spruce Ave. 2,064 0(0) 0.34 0.00 1.78 NO
3 S Spruce Ave. between S
Canal St. and Victory Ave. 13,129 1(0) 0.22 0.32 2.47 NO
4 Airport Blvd. between Linden
Ave. and Produce Ave. 21,419 26(5) 0.86 1.29 1.83 NO
5
Gateway Blvd. between S
Airport Blvd. and Oyster
Point Blvd.
9,002 2(0) 1.07 0.19 1.83 NO
6 Grand Ave. between Spruce
Ave. and Airport Blvd. 7,214 37(6) 0.47 9.97 1.78 YES
VIC
T
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A
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VETERANS
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Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 15
Adequate Street Geometry
Due to their large size (over 3-ton trucks), trucks
require larger turning radii than passenger vehicles.
Therefore, truck routes should be designated along
streets that have adequate intersection geometry to
accommodate wider turns. Larger intersection
turning radii are good for trucks, but negatively
impact pedestrian safety due to increased crossing
distance. The Institute of Transportation Engineers
(ITE) recommends compromised 35-foot corner
returns to meet the needs for trucks turning from
one road to another and minimize crossing
distances for pedestrians. These intersections of
arterial routes in South San Francisco have
insufficient corner returns to accommodate trucks
without encroaching on opposing traffic directions
either before or after a right/left turn.
Based on field observations, trucks had turning
difficulties at the following intersections:
Airport Boulevard/San Mateo Avenue/Produce Avenue
South Airport Boulevard/Gateway Boulevard
Airport Boulevard/Grand Avenue
Airport Boulevard/Miller Avenue
Airport Boulevard/Dubuque Avenue
East Grand Avenue/Gateway Boulevard
Gateway Boulevard/Oyster Point Boulevard
Oyster Point Boulevard/Dubuque Avenue
Oyster Point Boulevard/Airport Boulevard
Figure 6 shows locations on existing truck routes in the City that have substandard corner returns for
safe turning movements for trucks.
VICT
ORY
G
A
T
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W
A
Y B
L
V
D
GRAND AVE
E G RAN D AVE
BA
D
EN AVE
MILL
ER AVE
F
O
R
B
E
S
B
LV
D
H IL L SI D E BL V D
CA
N
A
L
S
T
MAPLE AVE
LINDEN AVE
S S
P
R
U
C
E A
V
E
S MAPLE AVE
N
ACC
E
SS RD
S LINDEN AVE
U
T
A
H
A
V
E
S A I R P O R T B L V D
SPRUCE AVE
E
C
C
L
E
S A
V
E
SISTER CITIES BLV
D
OY
STER POINT BLVD
LITTLEFIELD AVE
SAN MATEO AVE
P
O
L
E
T
T
I
W
Y
G
R
A
N
D
VIE
W
D
R
GULL DR
MITCHELL AVE
P R O D U C E AV E
ALLERTO
N
AVE
D
U
B
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E
HARBOR WY
SAN MATEO AVE
Fi
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n
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di
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f
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r
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c
k
s
N
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 17
Pavement Condition Index (PCI)
The Pavement Condition Index (PCI) is a numerical index between 0 and 100, which is used to
indicate the general condition of pavement. The US Army Corps of Engineers developed the PCI
methodology to rate the condition of any given roadway, and this methodology has been widely
used throughout the nation. It is a statistical measure and requires manual survey of the pavement.
American Society for Testing and Materials (ASTM) has standardized PCI surveying process and
calculation methods for both roads and airport pavements. Pavement Condition Index is a classified
into six categories.
PCI score between (80 – 100) Very Good-Excellent
PCI score between (70 – 79) Good
PCI score between (60 – 69) Fair
PCI score between (50 – 59) At Risk
PCI score between (25 – 49) Poor
PCI score between (0 – 24) Failed
In July 2012, the Metropolitan Transportation
Commission released a report on the current pavement
conditions of various street in the San Francisco Bay
area region. The region’s best pavement conditions
were found in the City of Brentwood in Contra Costa
County, where local streets averaged a PCI score of 87.
The region’s worst pavement conditions were found in
Napa County, where local streets averaged a PCI score
of 42. Overall, the nine county San Francisco Bay Area
achieved a PCI score of 66. In comparison, the City
achieved a PCI score of 71, which indicates that the
City’s streets are in Good condition with pavements that
have no distress and require mostly preventative
maintenance.
Pavement Condition Index is one of the factors to
determine if truck routes should be avoided or allowed
through the roadway segments.
Table 4 shows the PCI Scores for various roadway
segments around the study area.
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 18
Table 4: PCI Scores
Roadways PCI Score
South Canal Street 92
Spruce Avenue 80
Linden Avenue 85
Victory Avenue 90
San Mateo Avenue 76
Gateway Blvd 83
Produce Avenue 85
Airport Blvd 85
Grand Avenue 85
Vehicle Classification Traffic Counts and Truck Volumes
To verify known truck routes and determine other routes used heavily by trucks, 48-hour vehicle
classification counts were conducted on weekdays in February 2015 for the following roadway
segments to determine the Average Daily Traffic (ADT) and the truck traffic percentage.
Victory Avenue, between S Linden Avenue and S Spruce Avenue
S Spruce Avenue, between Victory Avenue and S Canal Street
S Canal Street, between Starlite Street and S Maple Avenue
Linden Avenue, between Railroad Avenue and 1st Lane
Grand Avenue, between Maple Avenue and Linden Avenue
Linden Avenue, between 8th Lane and Aspen Avenue
Linden Avenue, between Hillside Boulevard and Airport Boulevard
Airport Boulevard, north of Pine Avenue
Airport Boulevard, between Caltrain tracks and San Mateo Avenue
San Mateo Avenue, north of Lowrie Avenue
Gateway Boulevard, south of E Grand Avenue
Gateway Boulevard, south of Oyster Point Boulevard
The data was analyzed and is shown in Figure 7. The ADT and truck counts for each direction for key
corridors is shown in Table 5. Vehicle Classification traffic counts and truck volumes are included in
Appendix B.
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 19
Table 5: Truck Percentages
# Roadway Segment Direction
Average
Daily
Traffic
Auto Trucks Percentage
of trucks
1 Victory Ave., between S Linden Ave. and S
Spruce Ave.
EB 1194 1000 194 16.25
WB 806 639 167 20.72
2 S Spruce Ave., between Victory Ave. and S
Canal St.
NB 6555 6188 367 5.60
SB 6574 5806 768 11.68
3 S Canal St., between Starlite St. and S
Maple Ave.
EB 1233 1046 187 15.17
WB 831 644 187 22.50
4 Linden Ave., between Railroad Ave. and 1st
Lane
NB 6345 5682 663 10.45
SB 4790 4037 753 15.72
5 Grand Ave., between Maple Ave. and
Linden Ave.
EB 3953 3618 335 8.47
WB 3813 3543 270 7.08
6 Linden Ave., between 8th Lane and Aspen
Ave.
NB 2649 2497 152 5.74
SB 2735 2548 187 6.84
7 Linden Ave., between Hillside Blvd. and
Airport Blvd.
EB 2431 2336 95 3.91
WB 2014 1826 188 9.33
8 Airport Blvd., north of Pine Ave. NB 3146 2863 283 9.00
SB 4744 4471 273 5.75
9 Airport Blvd., between Caltrain tracks and
San Mateo Ave.
NB 9771 9250 521 5.33
SB 12039 11467 572 4.75
10 San Mateo Ave., north of Lowrie Ave. NB 5308 4330 978 18.43
SB 5160 4014 1146 22.21
11 Gateway Blvd., south of Grand Ave. NB 2958 2677 281 9.50
SB 6247 5620 627 10.04
12 Gateway Blvd., south of Oyster Point Blvd. NB 5436 4960 476 8.76
SB 3828 3295 533 13.92
VIC
T
O
R
Y
AV
E
G
A
T
E
W
A
Y
B
L
V
DA
I
R
P
O
R
T
B
L
V
D
LINDE
N
AVE
SPRU
C
E
AVE
GR
A
N
D
AV
E
BA
D
E
N
A
V
E
MIL
L
E
R
A
V
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HILL
S
I
D
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BL
V
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CA
N
A
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S
T MAPL
E
AVE
U
T
A
H
A
V
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AC
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SS
R
D
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C
C
L
E
S
A
V
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SIS
T
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S
B
L
V
D
OY
S
T
E
R
P
O
I
N
T
B
L
V
D
LITTLEFIELD AVE
SAN MA
T
E
O
AVE
GULL
DR
P
O
L
E
T
T
I
W
Y.
GR
A
N
D
V
I
E
W
DR
MI
T
C
H
E
L
L
A
V
E
PRODUCE AVE
AL
L
E
R
T
O
N
A
V
E
D
U
B
U
Q
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E
A
V
E
MAPL
E AVE
Fi
g
u
r
e
7
:
A
v
e
r
a
g
e
D
a
i
l
y
T
r
a
ff
i
c
C
o
u
n
t
s
a
n
d
T
r
u
c
k
V
o
l
u
m
e
s
5,384 21,810
9,264
2,064
13,129
7,7
6
6
Le
g
e
n
d
100
9
(10
%
)
60
5
(
8
%
)
1,093 (5%)
1,135 (9%)
374
(18%)
339 (6%
)
AD
T
V
o
l
u
m
e
s
AD
T
T
r
u
c
k
V
o
l
u
m
e
s
Tr
u
c
k
P
e
r
c
e
n
t
a
g
e
s
X,
X
X
X
X,
X
X
X
(X%
)
GR
A
N
D
A
V
E
9,205
908 (
10%
)
10,468
2,124 (20%)
7,89
0
556 (7%)
11,135 1,416 (13%)
4,4
4
5
28
3
(6%)
N
36
1
(
1
8
%
)
2,
0
00
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 21
Intersection Level of Service (LOS)
There are a number of intersections throughout the study area that experience peak hour congestion
on a daily basis, and even more intersections are expected to experience congestion in the future.
When trucks travel through these intersections, the delay at the intersections increases further and
the LOS deteriorates as well. The City provided the a.m. peak hour and p.m. peak hour Synchro files
along with the volumes, lane Geometries and signal timings for the year (2013) and cumulative year
(2035). This study evaluates the Existing Conditions (2013) and Cumulative Conditions (2035)
roadway network and potential impacts that the removal of trucks would have on Airport Boulevard,
and southbound US-101 ramps in the study area. The proposed restriction would prohibit
commercial trucks from using the southbound Airport Boulevard / Miller Avenue off-ramp to access
the segment of Airport Boulevard between Sister Cities Boulevard and San Mateo Boulevard.
Southbound trucks exiting US 101 would instead use the Sister Cities/Oyster Point Boulevard and San
Mateo Avenue exits to reach their local destinations.
The truck restriction is necessitated by the need to minimize traffic congestion along Airport Boulevard,
which is heaviest at the segment between Miller Avenue and Baden Avenue. The intersection spacing
within this segment of Airport Boulevard is short (i.e. less than 400 feet). With an average length of 55
feet for trailer trucks, there is not much room for cars to queue between the intersections, which
sometimes leads to queue spill over and congestion along Airport Boulevard during peak hours.
Additionally, the geometric constraints at the Airport Boulevard/Grand Avenue intersection makes it
difficult for trucks to make convenient turns, which results in lowering the capacity of the intersection
and increases traffic delays to all motorists. As determined from the subsequent analysis, restricting
trucks along Airport Boulevard is expected to minimally impact truck circulation within the study area
and also has a potential to alleviate traffic congestion along Airport Boulevard.
The analysis evaluates the traffic conditions at study intersections within the study area, ‘with’ and
‘without’ truck traffic along Airport Boulevard. Restricting trucks over 3 tons on Airport Boulevard
between Sister Cities Boulevard and San Mateo Avenue will cause trucks to re-route in the East of
101 study area. The number of diverting trucks and trucks percentages were estimated from the
existing classification counts conducted during January 2015 and assigned along San Mateo Avenue
and Gateway Boulevard. The truck percentage for the intersections on Airport Boulevard and Linden
Avenue was lowered as we are restricting the trucks on these roadways keeping the volumes in order
to study conservative scenario. A comparative analysis was conducted for the following four
scenarios. Each scenario was analyzed under both a.m. and p.m. peak hour conditions:
1. Existing Conditions without Truck Restriction along Airport Boulevard.
2. Existing Conditions with Truck Restriction along Airport Boulevard.
3. Long Term Cumulative Conditions without Truck Restriction along Airport Boulevard.
4. Long Term Cumulative Conditions with Truck Restriction along Airport Boulevard.
Figures 8a and 8b shows Existing Conditions turning movement volumes ‘without truck restriction’
along Airport Boulevard. Similarly, Figures 9a and 9b shows Existing Conditions turning movement
volumes ‘with truck restriction’ along Airport Boulevard.
Table 6 also compares the intersection LOS for scenarios ‘with’ and ‘without’ truck restriction along
Airport Boulevard under Existing Conditions. The LOS worksheets are provided in Appendix C.
Baden Avenue and Linden Avenue intersection is expected to operate at Levels of service of F with
delay of 85.9 seconds in p.m. peak hour and with truck restrictions along Airport Boulevard the
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 22
expected levels of service is E with delay of 70.8 seconds in p.m. peak hour. Intersection delay
decreases by 6.6 seconds in a.m. peak hour and 15.1 seconds in p.m. peak hour.
For the intersection of East Grand Avenue and Gateway Boulevard with truck restrictions along
Airport Boulevard, the intersections delay increases by 5.1 seconds in a.m. peak hour and 3.4 seconds
in p.m. peak hour.
For the intersection of San Mateo Avenue and Airport Boulevard with truck restrictions along Airport
Boulevard, the intersections delay increases by 4.5 seconds in a.m. peak hour and 2.6 seconds in p.m.
peak hour.
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 23
Table 6: Peak Hour intersection LOS for Truck Restriction – Existing Conditions
# Intersection Name Intersection
Control
Peak
Hour
Existing Year
without Truck
Restrictions
(2013)
Existing year
with Truck
Restrictions
(2013)
Change
In
Delay
Delay LOS Delay LOS
1 Miller Ave. and Linden Ave. Signal AM 21.3 C 21.3 C 0
PM 35.1 D 35.1 D 0
2 Miller Ave. and Airport
Blvd. Signal AM 28.2 C 28.2 C 0
PM 19.3 B 19.3 B 0
3 Miller Ave. and Spruce Ave. Signal AM 18.3 B 18.3 B 0
PM 20.0 C 20.0 C 0
4 Grand Ave. and Dubuque
Ave. Signal AM 5.9 A 5.7 A -0.2
PM 4.2 A 4.2 A 0
5 Grand Ave. and E Grand
Ave. Signal AM 19.5 B 20.1 C 0.6
PM 16.9 B 16.7 B -0.2
6 E Grand Ave. and Gateway
Blvd. Signal AM 33.6 C 38.7 D 5.1
PM 36.2 D 39.6 D 3.4
7 Grand Ave. and Spruce
Ave. Signal AM 16.5 B 16.5 B 0
PM 19.2 B 19.2 B 0
8 Grand Ave. and Maple Ave. Signal AM 9.3 A 9.3 A 0
PM 9.7 A 9.7 A 0
9 Grand Ave. and Linden Ave. Signal AM 11.5 B 11.5 B 0
PM 12.7 B 12.7 B 0
10 Grand Ave. and Airport
Blvd. Signal AM 40.8 D 40.1 D -0.7
PM 44.7 D 41.5 D -3.2
11 E Grand Ave. and US 101
NB Off-ramp.
Side-Street
Stop
AM 18.3 C 18.3 C 0
PM 10.7 B 10.7 B 0
12 Baden Ave. and Linden
Ave. Signal AM 39.5 D 32.9 C -6.6
PM 85.9 F 70.8 E -15.1
13 Baden Ave. and Airport
Blvd. Signal AM 26.9 C 27.8 C 0.9
PM 29.7 C 27.2 C -2.5
14 San Mateo Ave. and
Airport Blvd. Signal AM 38.3 D 42.8 D 4.5
PM 51.6 D 54.2 D 2.6
15 S Airport Blvd. and
Gateway Blvd. Signal AM 37.4 D 33.3 C -4.1
PM 43.0 D 50.1 D 7.1
16 S Airport Blvd. and US 101
NB Off-ramp Signal AM 30.4 C 30.7 C 0.3
PM 33.3 C 33.6 C 0.3
Notes:
Bold indicates unacceptable Level of Service (LOS E or LOS F).
Delay is in vehicles per seconds.
Figure 8a: Existing Conditions ‘without Truck Restriction’ Turning Movement
Volumes
TJKM
41(50)
87(49)
68(93)
23
(
2
6
)
11
8
(
1
7
6
)
16
(
1
6
)
Intersection #1
Miller Ave./ Linden Ave.
33
(
4
0
)
17
3
(
2
2
3
)
8(
9
)
12(34)
156(314)
92(121)
Intersection #2
Miller Ave. / Airport Blvd.
Miller Ave.
L
i
n
d
e
n
A
v
e
.
112(106)
36
(
1
4
6
)
11
8
(
2
6
5
)
54
(
5
0
)
40
8
(
3
3
2
)
1(1)
132(342)
417(292)
Miller Ave.
A
i
r
p
o
r
t
B
l
v
d
.
Intersection #3
Miller Ave. / Spruce Ave.
16(25)
126(95)
55(30)
25
(
1
6
)
66
(
1
6
4
)
59
(
5
7
)
19
(
2
4
)
73
(
8
5
)
9(
5
)
14(29)
66(255)
51(112)
Miller Ave.
S
p
r
u
c
e
A
v
e
.
66(14)
20(80)
38
(
3
5
)
65
2
(
3
4
7
)
Intersection #4
Grand Ave./ Dubuque Ave.
36
(
4
8
)
51
3
(
1
6
2
7
)
Intersection #5
Grand Ave. / E Grand Ave.
Grand Ave.
Du
b
u
q
u
e
A
v
e
.
696(307)
23(54)
23
2
(
3
4
7
)
79
1
(
2
5
3
)
317(1329)
16(51)
Grand Ave.
E
G
r
a
n
d
A
v
e
.
Intersection #6
E Grand Ave. / Gateway Blvd.
146(104)
1096(297)
71(127)
56
(
9
5
)
29
4
(
1
0
8
)
34
7
(
6
3
)
45
(
2
1
2
)
11
0
(
3
4
4
)
27
2
(
7
3
)
81(217)
233(842)
117(341)E Grand Ave.
G
a
t
e
w
a
y
B
l
v
d
.
68(40)
211(185)
42(64)
16
(
5
4
)
12
3
(
1
7
4
)
58
(
1
1
2
)
Intersection #7
Grand Ave./ Spruce Ave.
26
(
3
9
)
99
(
1
8
6
)
21
(
1
8
)
34(35)
150(245)
64(96)
Intersection #8
Grand Ave. / Maple Ave.
Grand Ave.
S
p
r
u
c
e
A
v
e
.
20(41)
289(208)
44(63)
38
(
2
3
)
54
(
8
3)
11
(
5
0
)
34
(
3
8
)
35
(
8
6
)
11
(
4
2
)
29(52)
133(316)
21(37)Grand Ave.
Ma
p
l
e
A
v
e
.
Intersection #9
Grand Ave. / Linden Ave.
29(58)
298(176)
41(72)
15
(
3
5
)
52
(
1
4
1
)
28
(
3
3
)
38
(
8
5
)
16
4
(
1
8
3
)
61
(
6
6
)
20(49)
139(305)
29(51)Grand Ave.
L
i
n
d
e
n
A
v
e
.
LEGEND
Signalized IntersecƟon
Yield Sign
AM Peak Hour Volumes
PM Peak Hour Volumes
XX
(XX)
Figure 8b: Existing Conditions ‘without Truck Restriction’ Turning Movement
Volumes
TJKM
224 (172)
139(58)
92 (92)
35
(
54
)
38
2
(
45
9
)
20
9 (
80
)
Intersection #10
Grand Ave./ Airport Blvd.
11
5
(
11
7
)
41
4
(39
7
)
38
2
(
10
3
)
90 (233)
90 (257)
178 (710)
Intersection #11
E Grand Ave. / US 101 NB Off-Ramp
Grand Ave.
A
i
r
p
o
r
t
B
l
v
d
.
57
6
(
7
8
)
11
0
0
(
5
6
3
)
14(11)
US
1
0
1
NB
O
f
f
-
R
a
m
p
Intersection #12
Baden Ave. / Linden Ave.
17(53)
262(124)
70(36)
4(
2
0
)
12
5
(
1
8
4
)
29
7
(
2
7
6
)
25
(
7
6
)
20
9
(
2
1
0
)
28
(
4
4
)
11(48)
75(179)
216(342)
L
i
n
d
e
n
A
v
e
.
351(302)
243(197)
99
(
2
4
0
)
17
9
(
2
7
8
)
Intersection #13
Baden Ave./ Airport Blvd.
19
6
(
2
7
5
)
54
9
(
8
6
5
)
22
(
2
)
Intersection #14
San Mateo Ave. / Airport Blvd.
Baden Ave.
A
i
r
p
o
r
t
B
l
v
d
.
52(145)
178(160)
110(239)
18
6
(
9
3
)
43
(
3
5
)
34
6
(
2
2
8
)
52
(
9
1
)
68
0
(
1
2
0
0
)
14
7
(
1
8
2
)
San Mateo Ave.
Ai
r
p
o
r
t
B
l
v
d
.
Intersection #15
S Airport Ave. / Gateway Blvd.
81(41)
186(121)
404(409)
43
8
(
5
9
0
)
330(
1
4
8
)
34
4
(
7
3
)
13
9
(
4
2
4
)
13
4
(
2
3
9
)
6(
8
)
7(4)
98(418)
25(123)S Airport Ave.
G
a
t
e
w
a
y
B
l
v
d
.
842(591)
10(13)
364(159)
16
4
(
2
8
2
)
26
1
(
4
3
5
)
12
(
2
6
)
Intersection #16
Airport Blvd./ US 101 NB Off-Ramp
76
(
1
3
0
)
33
9
(
5
9
5
)
12
(
3
6
)
13(11)
6(8)
0(0)
17(17) Airport Blvd.
U
S
1
0
1
N
B
O
f
f
-
R
a
m
p
E Grand Ave. Baden Ave.
LEGEND
Signalized IntersecƟon
Yield Sign
AM Peak Hour Volumes
PM Peak Hour Volumes
XX
(XX)
183(465)
220(213)
272(755)
Figure 9a: Existing Conditions ‘with Truck Restriction’ Turning Movement
Volumes
TJKM
41(50)
87(49)
68(93)
23
(
2
6
)
11
8
(
1
7
6
)
16
(
1
6
)
Intersection #1
Miller Ave./ Linden Ave.
33
(
4
0
)
17
3
(
2
2
3
)
8(
9
)
12(34)
156(314)
92(121)
Intersection #2
Miller Ave. / Airport Blvd.
Miller Ave.
L
i
n
d
e
n
A
v
e
.
112(106)
36
(
1
4
6
)
11
8
(
2
6
5
)
54
(
5
0
)
40
8
(
3
3
2
)
1(1)
132(342)
417(292)
Miller Ave.
A
i
r
p
o
r
t
B
l
v
d
.
Intersection #3
Miller Ave. / Spruce Ave.
16(25)
126(95)
55(30)
25
(
1
6
)
66
(
1
6
4
)
59
(
5
7
)
19
(
2
4
)
73
(
8
5
)
9(
5
)
14(29)
66(255)
51(112)
Miller Ave.
S
p
r
u
c
e
A
v
e
.
66(14)
20(80)
38
(
3
5
)
677
(3
67)
Intersection #4
Grand Ave./ Dubuque Ave.
36
(
4
8
)
538
(1
6
51
)
Intersection #5
Grand Ave. / E Grand Ave.
Grand Ave.
Du
b
u
q
u
e
A
v
e
.
696(307)
23(54)
23
2
(
3
4
7
)
79
1
(
2
5
3
)
317(1329)
16(51)
Grand Ave.
E
G
r
a
n
d
A
v
e
.
Intersection #6
E Grand Ave. / Gateway Blvd.
146(104)
1096(297)
71(127)
56
(
9
5
)
35
9
(1
46
)
34
7
(
6
3
)
45
(
2
1
2
)
179
(3
87
)
27
2
(
7
3
)
81(217)
233(842)
117(341)E Grand Ave.
G
a
t
e
w
a
y
B
l
v
d
.
68(40)
211(185)
42(64)
16
(
5
4
)
12
3
(
1
7
4
)
58
(
1
1
2
)
Intersection #7
Grand Ave./ Spruce Ave.
26
(
3
9
)
99
(
1
8
6
)
21
(
1
8
)
34(35)
150(245)
64(96)
Intersection #8
Grand Ave. / Maple Ave.
Grand Ave.
S
p
r
u
c
e
A
v
e
.
20(41)
289(208)
44(63)
38
(
2
3
)
54
(
8
3)
11
(
5
0
)
34
(
3
8
)
35
(
8
6
)
11
(
4
2
)
29(52)
133(316)
21(37)Grand Ave.
Ma
p
l
e
A
v
e
.
Intersection #9
Grand Ave. / Linden Ave.
29(58)
298(176)
41(72)
15
(
3
5
)
52
(
1
4
1
)
28
(
3
3
)
38
(
8
5
)
16
4
(
1
8
3
)
61
(
6
6
)
20(49)
139(305)
29(51)Grand Ave.
L
i
n
d
e
n
A
v
e
.
LEGEND
Signalized IntersecƟon
Yield Sign
AM Peak Hour Volumes
PM Peak Hour Volumes
XX
(XX)
Figure 9b: Existing Conditions ‘with Truck Restriction’ Turning Movement
Volumes
TJKM
224 (172)
139(58)
92 (92)
35
(
54
)
38
2
(
45
9
)
20
9 (
80
)
Intersection #10
Grand Ave./ Airport Blvd.
11
5
(
11
7
)
41
4
(39
7
)
38
2
(
10
3
)
90 (233)
90 (257)
178 (710)
Intersection #11
E Grand Ave. / US 101 NB Off-Ramp
Grand Ave.
A
i
r
p
o
r
t
B
l
v
d
.
57
6
(
7
8
)
11
0
0
(
5
6
3
)
14(11)
US
1
0
1
NB
O
f
f
-
R
a
m
p
Intersection #12
Baden Ave. / Linden Ave.
17(53)
262(124)
70(36)
4(
2
0
)
12
5
(
1
8
4
)
29
7
(
2
7
6
)
25
(
7
6
)
20
9
(
2
1
0
)
28
(
4
4
)
11(48)
75(179)
216(342)
L
i
n
d
e
n
A
v
e
.
351(302)
243(197)
99
(
2
4
0
)
17
9
(
2
7
8
)
Intersection #13
Baden Ave./ Airport Blvd.
19
6
(
2
7
5
)
54
9
(
8
6
5
)
22
(
2
)
Intersection #14
San Mateo Ave. / Airport Blvd.
Baden Ave.
A
i
r
p
o
r
t
B
l
v
d
.
52(145)
243(198)
110(239)
18
6
(
9
3
)
43
(
3
5
)
34
6
(
2
2
8
)
52
(
9
1
)
68
0
(
1
2
0
0
)
14
7
(
1
8
2
)
San Mateo Ave.
Ai
r
p
o
r
t
B
l
v
d
.
Intersection #15
S Airport Ave. / Gateway Blvd.
146(79)
186(121)
404(409)
43
8
(
5
9
0
)
330(
1
4
8
)
34
4
(
7
3
)
20
8
(4
67
)
13
4
(
2
3
9
)
6(
8
)
7(4)
98(418)
25(123)S Airport Ave.
G
a
t
e
w
a
y
B
l
v
d
.
842(591)
10(13)
364(159)
16
4
(
2
8
2
)
26
1
(
4
3
5
)
12
(
2
6
)
Intersection #16
Airport Blvd./ US 101 NB Off-Ramp
76
(
1
3
0
)
33
9
(
5
9
5
)
12
(
3
6
)
13(11)
6(8)
0(0)
17(17) Airport Blvd.
U
S
1
0
1
N
B
O
f
f
-
R
a
m
p
E Grand Ave. Baden Ave.
LEGEND
Signalized IntersecƟon
Yield Sign
AM Peak Hour Volumes
PM Peak Hour Volumes
XX
(XX)
183(465)
289(256)
272(755)
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 28
Figures 10a and 10b shows Cumulative Conditions turning movement volumes ‘without truck
restriction’ along Airport Boulevard. Similarly, Figures 11a and 11b shows Cumulative Conditions
turning movement volumes ‘with truck restriction’ along Airport Boulevard.
Table 7 compares the intersection LOS for scenarios ‘with’ and ‘without’ truck restriction along
Airport Boulevard under Cumulative Conditions. The LOS worksheets are provided in Appendix C.
Miller Avenue and Linden Avenue intersection is expected to operate at Levels of service of F with
delay of 183.6 seconds in p.m. peak hour under both the scenarios without and with truck restrictions
along Airport Boulevard in Cumulative Conditions.
East Grand Avenue and Gateway Boulevard intersection is expected to operate at Levels of service of
F in both a.m. and p.m. peak hours under both the scenarios without and with truck restrictions along
Airport Boulevard in Cumulative Conditions. The intersections delay increases by 1.9 seconds in a.m.
peak hour and 8.6 seconds in p.m. peak hour with and without truck restrictions along Airport
Boulevard.
Grand Avenue and Airport Boulevard intersection is expected to operate at Levels of service of F in
both a.m. and p.m. peak hours under both the scenarios without and with truck restrictions along
Airport Boulevard in Cumulative Conditions. The intersections delay decreases by 15.7 seconds in
a.m. peak hour and 11.4 seconds in p.m. peak hour with and without truck restrictions along Airport
Boulevard.
Baden Avenue and Linden Avenue intersection is expected to operate at Levels of service of F in both
a.m. and p.m. peak hours under both the scenarios without and with truck restrictions along Airport
Boulevard in Cumulative Conditions. The intersections delay decreases by 30.9 seconds in a.m. peak
hour and 33.6 seconds in p.m. peak hour with and without truck restrictions along Airport Boulevard.
San Mateo Avenue and Airport Boulevard intersection is expected to operate at Levels of service of F
in p.m. peak hour under both the scenarios without and with truck restrictions along Airport
Boulevard in Cumulative Conditions. The intersections delay decreases by 2.8 seconds in a.m. peak
hour and 9.4 seconds in p.m. peak hour with and without truck restrictions along Airport Boulevard.
South Airport Boulevard and Gateway Boulevard intersection is expected to operate at Levels of
service of F in a.m. peak hour under both the scenarios without and with truck restrictions along
Airport Boulevard in Cumulative Conditions. The intersections delay increases by 2.8 seconds in a.m.
peak hour and 9.4 seconds in p.m. peak hour with and without truck restrictions along Airport
Boulevard.
South Airport Boulevard and US 101 NB Off-ramp intersection is expected to operate at Levels of
service of F in both a.m. and p.m. peak hours under both the scenarios without and with truck
restrictions along Airport Boulevard in Cumulative Conditions.
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 29
Table 7: Peak Hour Intersection LOS for Truck Restriction – Cumulative Conditions
# Intersection Name Intersection
Control
Peak
Hour
Cumulative
Year without
Truck
Restrictions
(2035)
Cumulative
year with Truck
Restrictions
(2035)
Change
In
Delay
Delay LOS Delay LOS
1 Miller Ave. and Linden
Ave. Signal AM 47.6 D 47.6 D 0
PM 183.6 F 183.6 F 0
2 Miller Ave. and Airport
Blvd. Signal AM 27.7 C 27.7 C 0
PM 22.1 C 22.1 C 0
3 Miller Ave. and Spruce
Ave. Signal AM 18.2 B 18.2 B 0
PM 24.6 C 24.6 C 0
4 Grand Ave. and Dubuque
Ave. Signal AM 8.1 A 8.1 A 0
PM 11.4 B 11.5 B 0.1
5 Grand Ave. and E Grand
Ave. Signal AM 24.3 C 24.4 C 0.1
PM 17.5 B 17.8 B 0.3
6 E Grand Ave. and
Gateway Blvd. Signal AM 202.7 F 200.8 F 1.9
PM 100.7 F 109.3 F 8.6
7 Grand Ave. and Spruce
Ave. Signal AM 18.0 B 18.0 B 0
PM 28.0 C 28.0 C 0
8 Grand Ave. and Maple
Ave. Signal AM 10.4 B 10.4 B 0
PM 11.9 B 11.9 B 0
9 Grand Ave. and Linden
Ave. Signal AM 14.0 B 14.0 B 0
PM 21.6 C 21.6 C 0
10 Grand Ave. and Airport
Blvd. Signal AM 103.8 F 88.1 F -15.7
PM 93.9 F 82.6 F -11.4
11 E Grand Ave. and US 101
NB Off-ramp.
Side-Street
Stop
AM 11.7 B 11.7 B 0
PM 8.5 A 8.5 A 0
12 Baden Ave. and Linden
Ave. Signal AM 132.3 F 101.4 F -30.9
PM 151.9 F 118.3 F -33.6
13 Baden Ave. and Airport
Blvd. Signal AM 31.4 C 29.9 C -1.5
PM 26.0 C 26.7 C 0.7
14 San Mateo Ave. and
Airport Blvd. Signal AM 38.3 D 41.1 D 2.8
PM 148.6 F 158.0 F 9.4
15 S Airport Blvd. and
Gateway Blvd. Signal AM 73.1 E 79.8 E 6.7
PM 40.0 D 47.7 D 7.7
16 S Airport Blvd. and US
101 NB Off-ramp Signal AM 100.0 F 100.1 F 0.1
PM 168.8 F 168.6 F -0.2
Notes:
Bold indicates unacceptable Level of Service (LOS E or LOS F).
Delay is in vehicles per seconds.
Figure 10a: Cumulative Conditions ‘without Truck Restriction’ Turning Movement
Volumes
TJKM
63(80)
134(79)
105(149)
36
(
4
2
)
18
2
(
2
8
2
)
25
(
2
6
)
Intersection #1
Miller Ave./ Linden Ave.
51
(
6
4
)
26
7
(
3
5
8
)
12
(
1
4
)
19(55)
241(504)
142(194)
Intersection #2
Miller Ave. / Airport Blvd.
Miller Ave.
L
i
n
d
e
n
A
v
e
.
125(93)
35
(
1
1
2
)
13
6
(
3
1
6
)
58
(
6
1
)
52
9
(
4
0
8
)
65(108)
166(387)
779(253)
Miller Ave.
A
i
r
p
o
r
t
B
l
v
d
.
Intersection #3
Miller Ave. / Spruce Ave.
25(40)
195(152)
85(48)
39
(
2
6
)
10
2
(
2
6
3
)
91
(
9
1
)
29
(
3
8
)
11
3
(
1
3
6
)
14
(
8
)
22(47)
102(409)
79(180)
Miller Ave.
S
p
r
u
c
e
A
v
e
.
98(55)
105(333)
85
(
1
1
8
)
13
2
9
(
4
4
9
)
Intersection #4
Grand Ave./ Dubuque Ave.
48
(
1
5
5
)
60
5
(
1
9
8
5
)
Intersection #5
Grand Ave. / E Grand Ave.
Du
b
u
q
u
e
A
v
e
.
1386(459)
41(45)
22
6
(
3
0
0
)
10
1
2
(
4
9
0
)
427(1840)
27(48)
Grand Ave.
E
G
r
a
n
d
A
v
e
.
Intersection #6
E Grand Ave. / Gateway Blvd.
228(194)
2082(597)
88(158)
79
(
1
5
9
)
14
5
(
2
1
6
)
92
7
(
1
1
9
)
35
(
2
0
3
)
19
8
(
8
8
4
)
25
7
(
9
6
)
43(97)
340(1526)
246(715)
E Grand Ave.
G
a
t
e
w
a
y
B
l
v
d
.
105(64)
326(297)
65(103)
25
(
8
7
)
19
0
(
2
7
9
)
90
(
1
8
0
)
Intersection #7
Grand Ave./ Spruce Ave.
40
(
6
3
)
15
3
(
2
9
8
)
32
(
2
9
)
53(56)
232(393)
99(154)
Intersection #8
Grand Ave. / Maple Ave.
Grand Ave.
S
p
r
u
c
e
A
v
e
.
31(66)
446(334)
68(101)
59
(
3
7
)
83
(
1
3
3
)
17
(
8
0
)
53
(
6
1
)
54
(
1
3
8
)
17
(
6
7
)
45(83)
205(507)
32(59)
Grand Ave.
Ma
p
l
e
A
v
e
.
Intersection #9
Grand Ave. / Linden Ave.
45(93)
460(282)
63(115)
23
(
5
6
)
80
(
2
2
6
)
43
(
5
3
)
59
(
1
3
6
)
25
3
(
2
9
4
)
94
(
1
0
6
)
31(79)
215(489)
45(82)
Grand Ave.
L
i
n
d
e
n
A
v
e
.
LEGEND
Signalized IntersecƟon
Yield Sign
AM Peak Hour Volumes
PM Peak Hour Volumes
XX
(XX)
TJKM
249 (192)
422 (154)
86 (76)
35
(
45
)
45
3
(
52
7
)
21
5
(17
0
)
Intersection #10
Grand Ave./ Airport Blvd.
129
(
146
)
52
7
(
36
5
)
77
7
(
2
43
)
73 (233)
157(570)
240 (826)
Intersection #11
E Grand Ave. / US 101 NB Off-Ramp
Grand Ave.
A
i
r
p
o
r
t
B
l
v
d
.
85
6
(
6
8
)
13
1
8
(
5
9
7
)
23(9)E Grand Ave.
US
1
0
1
NB
O
f
f
-
R
a
m
p
Intersection #12
Baden Ave. / Linden Ave.
22(56)
514(307)
116(63)
76
(
1
0
5
)
13
2
(
1
5
4
)
27
1
(
2
3
8
)
39
(
6
7
)
20
5
(
1
9
3
)
17
6
(
1
3
0
)
22(47)
198(466)
213(289)
Baden Ave.
L
i
n
d
e
n
A
v
e
.
406(307)
385(335)
11
5
(
2
7
3
)
27
6
(
4
3
3
)
Intersection #13
Baden Ave./ Airport Blvd.
25
7
(
3
0
9
)
57
5
(
9
5
6
)
21
(
2
)
Intersection #14
San Mateo Ave. / Airport Blvd.
Baden Ave.
A
i
r
p
o
r
t
B
l
v
d
.
135(179)
219(181)
129(245)
21
3
(
1
8
5
)
16
0
(
2
0
6
)
51
3
(
3
6
4
)
74
(
9
5
)
72
3
(
1
1
8
5
)
16
3
(
1
8
9
)
San Mateo Ave.
Ai
r
p
o
r
t
B
l
v
d
.
Intersection #15
S Airport Ave. / Gateway Blvd.
123(92)
247(101)
525(541)
44
8
(
5
0
2
)
94
2
(
2
7
7
)
78
7
(
1
3
5)
28
9(1
0
8
8
)
17
8
(
4
3
3
)
6(
7
)
7(3)
106(750)
24(103)S Airport Ave.
G
a
t
e
w
a
y
B
l
v
d
.
1619(509)
87(70)
445(225)
21
9
(
4
6
8
)
28
0
(
3
2
7
)
15
(
1
5
)
Intersection #16
Airport Blvd./ US 101 NB Off-Ramp
10
4
(
3
2
4
)
54
4
(
7
2
2
)
94
(
1
1
7
)
28(45)
65(105)
0(0)
19(76) Airport Blvd.
U
S
1
0
1
N
B
O
f
f
-
R
a
m
p
E Grand Ave. Baden Ave.
Figure 10b: Cumulative Conditions ‘without Truck Restriction’ Turning Movement
Volumes
182(396)
219(270)
442 (1674)
TJKM
249 (192)
422 (154)
86 (76)
35
(
45
)
45
3
(
52
7
)
21
5
(17
0
)
Intersection #10
Grand Ave./ Airport Blvd.
129
(
146
)
52
7
(
36
5
)
77
7
(
2
43
)
73 (233)
157(570)
240 (826)
Intersection #11
E Grand Ave. / US 101 NB Off-Ramp
Grand Ave.
A
i
r
p
o
r
t
B
l
v
d
.
85
6
(
6
8
)
13
1
8
(
5
9
7
)
23(9)E Grand Ave.
US
1
0
1
NB
O
f
f
-
R
a
m
p
Intersection #12
Baden Ave. / Linden Ave.
22(56)
514(307)
116(63)
76
(
1
0
5
)
13
2
(
1
5
4
)
27
1
(
2
3
8
)
39
(
6
7
)
20
5
(
1
9
3
)
17
6
(
1
3
0
)
22(47)
198(466)
213(289)
Baden Ave.
L
i
n
d
e
n
A
v
e
.
406(307)
385(335)
11
5
(
2
7
3
)
27
6
(
4
3
3
)
Intersection #13
Baden Ave./ Airport Blvd.
25
7
(
3
0
9
)
57
5
(
9
5
6
)
21
(
2
)
Intersection #14
San Mateo Ave. / Airport Blvd.
Baden Ave.
A
i
r
p
o
r
t
B
l
v
d
.
135(179)
284(219)
129(245)
21
3
(
1
8
5
)
16
0
(
2
0
6
)
51
3
(
3
6
4
)
74
(
9
5
)
72
3
(
1
1
8
5
)
16
3
(
1
8
9
)
San Mateo Ave.
Ai
r
p
o
r
t
B
l
v
d
.
Intersection #15
S Airport Ave. / Gateway Blvd.
188(130)
247(101)
525(541)
44
8
(
5
0
2
)
94
2
(
2
7
7
)
78
7
(
1
3
5)
35
8
(1
13
1
)
17
8
(
4
3
3
)
6(
7
)
7(3)
106(750)
24(103)S Airport Ave.
G
a
t
e
w
a
y
B
l
v
d
.
1619(509)
87(70)
445(225)
21
9
(
4
6
8
)
28
0
(
3
2
7
)
15
(
1
5
)
Intersection #16
Airport Blvd./ US 101 NB Off-Ramp
10
4
(
3
2
4
)
54
4
(
7
2
2
)
94
(
1
1
7
)
28(45)
65(105)
0(0)
19(76) Airport Blvd.
U
S
1
0
1
N
B
O
f
f
-
R
a
m
p
E Grand Ave. Baden Ave.
Figure 11b: Cumulative Conditions ‘with Truck Restriction’ Turning Movement
Volumes
182(396)
288(313)
442 (1674)
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 34
Through Truck Movements
Most trucks do have a legitimate reason to travel on City streets and deliver goods and services to
destinations within the City. It is the trucks that are traversing through the City streets to reach their
destinations outside the City that are of concern. To determine the amount of through truck traffic
that is detrimental for the City streets and neighborhoods, an Origin-Destination (O-D) study is
necessary. Such studies are labor intensive, requiring tracking of trucks on City streets, from entry
points to exit points.
An O-D study was performed on Thursday, January 29, 2015; details are included in Appendix D. In
all, nine gateway locations were established at the City limits to determine cut-through traffic. In this
survey, trucks passing through a corner of the City were not counted as through trucks. Through
trucks were only those trucks traveling entirely across the City from east to west, west to east, north
to south and south to north.
A total of 311 trucks were followed in both a.m. and p.m. peak hours from their entrance into the
study area to their exit from the City. The following summarizes the results by each peak period also
shown on figure 12:
AM Peak Period (7:00-9:00 a.m.):
15 percent of truck trips travel north-
south along Airport Boulevard/Bay
shore Boulevard
36 percent of truck trips travel north-
south along Airport Boulevard
50 percent of truck trips travel east-
west along S Airport
Boulevard/Gateway Boulevard
PM Peak Period (4:00-6:00 p.m.):
9 percent of truck trips travel north-
south along Airport Boulevard/Bay
shore Boulevard
26 percent of truck trips travel north-
south along Airport Boulevard
66 percent of truck trips travel east-
west along S Airport
Boulevard/Gateway Boulevard
Figure 12 shows Locations of Origin
Destination Gateways and Truck Classification
Counts along the study roadway segments.
In a.m. peak hour 146 trucks were followed between 7:00 a.m. to 9:00 a.m. It was noticed that 20
trucks were passing through Linden Avenue (Gate 3) and Airport Boulevard (Gate 4) in both
directions, which is almost 15 percent of total trucks. 48 trucks passing through Airport Boulevard
(Gates 4 and 5) going towards the downtown and Bayshore Boulevard in both directions that is 36
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 35
percent of total trucks. 71 trucks passing through Produce Avenue (Gate 6) and South Airport
Boulevard (Gates 7 and 8) in both directions, which is 50 percent of total trucks and remaining few
trucks through other gates.
In p.m. peak hour 165 trucks were followed between 4:00 p.m. to 6:00 p.m. It was noticed that 14
trucks were passing through Linden Avenue (Gate 3) and Airport Boulevard (Gate 4) in both
directions, which is almost 9 percent of total trucks. 38 trucks passing through Airport Boulevard
(Gates 4 and 5) going towards the downtown and Bayshore Boulevard in both directions that is 26
percent of total trucks. 108 trucks passing through Produce Avenue (Gate 6) and South Airport
Boulevard (Gates 7 and 8) in both directions, which is 66 percent of total trucks and remaining few
trucks through other gates.
Figure 13 shows Origin-Destination truck percentages along the study roadway segments.
Figure 12: Locations of Origin Destination Gateways and Truck Classification Counts
N
O
R
T
H
F
I
E
L
D
RD.
BLV
D
.
BLV
D
.
LAWRENCE
C O L O R LN.UT AH AV
E
.
S
.
A
I
R
P
O
R
T
HA
R
B
O
R
W
Y
.
AIR
P
O
R
T LI
N
D
E
N
MA
P
L
E
A
V
E
.
DUBUQUE AVE.
BADEN A
V
E.
GRAND AVE.
MILLER AVE.
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NORTH ACCESSR
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N O R T H ACCESS RD.
SP
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A
VE
.
S CANAL ST.
LEGEND
48-Hr. Truck Route Classification Counts (12 Locations)
Truck License O-D Survey (9 Locations)
Gateway Number
VICTO
R
Y AVE.
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
TC
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.
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UTAH AVE.
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.
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.
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F O R B E S BLV D .
SISTER-CITIES BLVD.
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IA
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.N O R T H ACCESS RD.
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LEGEND
VICTO
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A
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WONDERCOLOR LN.
Figure 13: Origin-Destination Truck Survey
072-044
Study Segment
AM Truck Percentages
PM Truck Percentages
XX
(XX)
1 5 % (9 %)
36% (26%)
50% (6 6 %)
G4
G3
G2 G5
G9
G8G7
G1
G6
INTERSTATE
380
CITY HALL
City Hall
Fedex
Ship
Center
Amgen
UPS
Customer
Center
Genentech
GX Gateway Number
RAIL ROA
D
AVE.
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 38
RECOMMENDED TRUCK ROUTES
California Vehicle Code
The California Vehicle Code (CVC) provides necessary statutory
basis for any city to restrict through trucks within its boundaries.
After conducting appropriate truck traffic analysis and receiving
its governing body’s approval through an ordinance, a city can
enforce truck traffic restrictions if the CVC conditions are met.
CVC Section 35701 states:
(a) Any City, or county for a residence district, may, by
ordinance, prohibit the use of a street by any commercial
vehicle or by any vehicle exceeding a maximum gross
weight limit, except with respect to….
The remainder of the section refers to the exceptions for garbage
trucks, etc., and also restricts cities and counties from banning
commercial vehicles on interstate highways.
A residence district is defined in California Vehicle Code section 515 as:
A "residence district" is that portion of a highway and the property contiguous thereto, other
than a business district, (a) upon one side of which highway, within a distance of a quarter of a
mile, the contiguous property fronting thereon is occupied by 13 or more separate dwelling
houses or business structures, or (b) upon both sides of which highway, collectively, within a
distance of a quarter of a mile, the contiguous property fronting thereon is occupied by 16 or
more separate dwelling houses or business structures. A residence district may be longer than
one-quarter of a mile if the above ratio of separate dwelling houses or business structures to
the length of the highway exists.
A city ordinance established on the basis on CVC 35701 is not effective and enforceable until
appropriate signs are installed indicating the applicable restrictions.
Recommended Truck Routes
When addressing concerns of excessive truck traffic on city streets, most cities choose one or both of
the following options:
Restrict trucks over certain weight limits, such as over three tons, five tons and seven tons,
from specific streets and install appropriate signs along those corridors.
Designate truck routes, encouraging truckers to choose those corridors over other streets
that are not designated as truck routes.
The City has numerous streets designated as truck routes for trucks weighing over three tons. To
better manage truck traffic of city streets and to preserve the quality of life on residential streets, this
evaluation included numerous aspects such as the current truck volumes, accident data, geometric
constraints and predominant land uses. In addition, a detailed point-based methodology with seven
criteria for determining the designated truck routes was used. The criteria are listed below:
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 39
Criteria for Determining Designated Truck Route
Criteria 1 - A completely retail corridor is awarded 5 points and a completely residential corridor is
awarded -5 points. For a corridor with a mix of retail and residential use is awarded points between -
5 and +5 based on proportion of residential and retail along the corridor.
Criteria 2 - A corridor designated as STAA (Surface Transportation Assistance Act) route is awarded
5 points and a corridor not designated and far away from STAA route is awarded -5 points. For a
corridor near STAA routes, points between -5 and +5 is awarded based on ease of accessibility and
connectivity.
(The Surface Transportation Assistance Act of 1982 allows large trucks to operate on the Interstate
system and certain primary routes collectively called the National Network. These trucks, referred to
as STAA trucks, are longer than California legal trucks. As a result, STAA trucks need a larger turning
radius than most local roads can accommodate.)
Criteria 3 – Points assigned, within a range of -2 to +2, based on number of accidents. A Corridor
with high traffic accidents is assigned -2 points and with no accident is awarded +2 points.
Criteria 4 - A corridor passing through schools and parks is assigned -2 points and corridor not passing
through any schools or parks is awarded +2 points. Corridors in the proximity of schools and parks are
assigned points between -2 and +2 based on the access point and relative distance to schools/parks.
Criteria 5 – Points are assigned based on the level of congestion on the street. A corridor passing
through intersections with LOS E or worse is awarded -1 point and a corridor passing through
intersections with LOS D or better is awarded +1 point.
Criteria 6 - A corridor passing through intersections with substandard corner radii is awarded -1 point
and a corridor passing through intersection with no turning radii problem at intersections is awarded
+1 point.
Criteria 7 - A street with most recent Pavement Condition Index below 80 is awarded -1 point and
one with a PCI at 80 or above is awarded +1 point.
All criteria’s were assigned a range value. However, weightage was assigned to each criterion based
on the importance and relevance. Corridor type, proximity to STAA routes, proximity to schools and
parks and accident rates were given higher weightage.
For example, trucks passing through residential/retail were assigned a value between -5 and +5.
Since trucks are to be prohibited on a residential street, the roadway segment was penalized by
assigning a value of -5 if it was passing through residential area. Alternatively, if the segment was
through retail area, it was assigned a value of +5 and if the segment passed through a mixed corridor
the value assigned was between -5 and +5 accordingly. Table 8 below shows the weightage, range
value and score points for each criteria.
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 40
Table 8: Weightage and Point Scores for Determining the Truck Routes
All major segments were analyzed for each of the criteria. Table 9 summarizes the findings of Segments
scores. Based upon the scores, the truck routes were selected.
# Criteria Weightage Range Value Range of Score Points
1 Passing through type of corridor 5 Residential: -1 Point
Retail: +1 Point Between -5 and +5
2 Connecting/proximity to STAA routes 5 Very Close: -1 Point
Far away: +1 Point Between -5 and +5
3 Passing through corridors with high
traffic accidents 2 AR>Statewide: -1 Point
No Accidents: +1 point Between -2 and +2
4 Passing through schools and parks 2 Yes: -1 Point
No: +1 Point Between -2 and +2
5 Passing through intersections 1 LOS D or better: +1 Point
LOS E or worse: -1 Point Between -1 and +1
6 Passing through intersections with
small corner radius 1 Yes:-1 Point
No:+1 Point Between -1 and +1
7 Passing through roads with Pavement
Condition Index < 80 1 Yes:-1 Point
No: +1 Point Between -1 and +1
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 41
Table 9: Determination of Truck Routes
# Street Segments C-1 C-2 C-3 C-4 C-5 C-6 C-7 Total
1
Airport
Blvd.
Sister Cities Blvd. to Butler Ave. -3 3 -1 1 1 1 1 3
2 Butler Ave. to Linden Ave. -3 3 -1 1 1 -1 1 1
3 Linden Ave. to Miller Ave. -3 3 -1 1 1 -1 1 1
4 Miller Ave. to Grand Ave. -3 3 -1 1 1 -1 1 1
5 Grand Ave. to Baden Ave. -3 3 -1 1 1 -1 1 1
6 Baden Ave. to San Mateo Ave. -3 3 -1 1 1 -1 1 1
1
Linden
Ave.
Airport Blvd. to Miller Ave. -3 -3 -2 1 1 -1 1 -6
2 Miller Ave. to Grand Ave. -3 -3 -2 1 1 -1 1 -6
3 Grand Ave. to Baden Ave. -3 -3 -2 1 -1 -1 1 -8
4 Baden Ave. to Railroad Ave. -3 -3 -2 1 1 -1 1 -6
5 Railroad Ave. to Canal St. -3 -3 -2 1 1 -1 1 -6
1
Grand
Ave.
Spruce Ave. to Maple Ave. -2 -3 -2 -1 1 -1 1 -7
2 Maple Ave. to Linden Ave. -2 -3 -2 -1 1 -1 1 -7
3 Linden Ave. to Airport Blvd. -2 -3 -2 -1 1 -1 1 -7
4 Airport Blvd. to Dubuque Ave. -2 -3 -2 -1 1 -1 1 -7
5 Dubuque Ave. to E Grand Ave. 5 3 -2 -1 1 1 1 8
6 E Grand Ave. to Gateway Blvd. 5 3 -2 -1 1 -1 1 6
1 Canal St. Linden Ave. to Spruce Ave. 5 5 2 2 1 1 1 17
2 Victory
Ave. Spruce Ave. to Linden Ave. 5 5 2 2 1 1 1 17
1 Spruce
Ave. Victory Ave. to Canal St. 5 5 2 2 1 1 1 17
1 S Airport
Blvd. Produce Ave. to Gateway Blvd. 5 5 2 2 1 -1 1 15
1
Gateway
Blvd.
S Airport Blvd. to E Grand Ave. 5 5 2 2 1 -1 1 15
2 E Grand Ave. to Corporate Dr. 5 5 2 2 1 1 1 17
3 Corporate Dr. to Corporate Dr. East 5 5 2 2 1 1 1 17
4 Corporate Dr. East a to Industrial Way 5 5 2 2 1 1 1 17
5 Industrial Way to Driveway 5 5 2 2 1 1 1 17
6 Driveway to Oyster Point Blvd. 5 5 2 2 1 -1 1 15
1 Oyster
Point
Blvd.
Gateway Blvd. to Dubuque Ave. 5 5 2 2 1 1 1 17
2 Dubuque Ave. to Airport Blvd. 5 5 2 2 1 1 1 17
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 42
As shown on Table 9, Gateway Boulevard, Canal Street, Victory Avenue, Spruce Avenue and Oyster
Point Boulevard are ranked much higher as preferred truck routes compared to Airport Boulevard,
Linden Avenue and Grand Avenue within Downtown area and West of US 101 area.
Based on the existing conditions, Airport Boulevard, Grand Avenue and Linden Avenue primarily
serve land uses like high-density residential, commercial and public places such as Churches, City
Hall, Library, etc. Airport Boulevard, Grand Avenue and Linden Avenue support residential as well as
commercial land use with high pedestrian and bicycle activities. Truck traffic is generally not
compatible with pedestrian and bicycle activity as trucks typically require wider streets and more
turning space, which makes pedestrian crossing longer and unsafe. The traffic congestion is also
more on these corridors in both a.m. and p.m. peak hours. Collision rates on Grand Avenue is 9.97
per million vehicle miles and on Linden Avenue is 2.16, both greater than the statewide average rate
of 1.78, which makes these corridors unsuitable for trucks. Additionally, the intersections along
Airport Boulevard, Grand Avenue and Linden Avenue are not wide enough and have tight corner
radii, which are incompatible for truck use and to make safe turns.
The study recommends that regulation of trucks within the City be based upon the concept of local
truck routes. Local truck routes direct trucks making pickups and deliveries within the City to specific
routes. Therefore, trucks serving local commercial, industrial and other uses within the City limits
should be allowed on the designated truck routes. Through trucks that enter the City at one
boundary and leave through another boundary without stopping and traversing the City without
serving local use within the City should be restricted. Additionally land use considerations,
intersection geometry, accident rates and OD survey results should be considered in determining
designated truck routes for the City.
Recommendation 1 – Restrictions on Through Trucks Weighing Over Three Tons
Based on the detailed analysis and relevant factors discussed above, it is recommended that all non-
essential trucks weighing over three tons be restricted on the following routes:
1. Airport Boulevard between San Mateo Avenue/Produce Avenue and Oyster Point
Boulevard/Sister Cities Boulevard
2. Linden Avenue between Railroad Avenue and Baden Avenue - During the field observations,
it was observed that on Linden Avenue, there is already a truck restriction (NO TRUCKS OVER
3 TONS) between Airport Boulevard and Baden Avenue. It is appropriate to restrict trucks on
these additional blocks of Linden Avenue.
3. Baden Avenue between Linden Avenue and Airport Boulevard – Currently, trucks are
restricted on Baden Avenue between Linden Avenue and Spruce Avenue. It is appropriate to
extend the restriction to one additional block between Linden and Airport.
Figure 14 summarizes the existing truck routes for downtown South San Francisco. Figure 15
summarizes the proposed truck routes for downtown South San Francisco.
Based on the field observations, most southbound trucks exiting US 101 via the Miller Avenue off-
ramp make southbound left turns at the Airport Boulevard/Grand Avenue intersection, and use East
Grand Avenue as a primary route to access the industrial areas located east of the US 101 freeway.
Others use San Mateo Avenue to access industrial areas located west of the US 101 freeway.
The proposed restrictions would prohibit non-essential trucks weighing over three tons from using
the southbound Airport Boulevard/Miller Avenue off-ramp to access Airport Boulevard between
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 43
Miller Avenue and San Mateo Boulevard. Southbound trucks exiting US 101 would instead use the
Sister Cities/Oyster Point Boulevard or San Mateo Avenue exits to reach their local destinations.
Along Airport Boulevard, the truck restrictions are warranted to minimize traffic congestion, which is
significantly worse between Miller Avenue and Baden Avenue. The intersection spacing within this
segment of Airport Boulevard is short (i.e. less than 400 feet). With an average length of 55 feet for
trailer trucks, there is not much room for cars to queue between the intersections, which sometimes
leads to queue spill over and congestion along Airport Boulevard during peak hours. Additionally,
the geometric constraints at the Airport Boulevard/Grand Avenue intersection make it difficult for
trucks to turns, which results in lowering the capacity of the intersection and increases traffic delays
to all motorists.
The proposed truck route is longer and less direct than existing conditions but based on Tables 6
and 7 results, restricting truck traffic along the proposed segments of Airport Boulevard, Linden
Avenue and Baden Avenue would insignificantly impact the study intersections. The LOS for the
several study intersections is expected to remain unchanged and delay reduces at the following
intersections: Grand Avenue & Airport Boulevard (Int # 10) and Baden Avenue & Linden Avenue (Int
# 12). It is also noticed that at some of the intersections along Gateway Boulevard and San Mateo
Avenue, there is slight increase in delay in both Existing and Cumulative Conditions. This means that
there will be no significant increase in stopping and idling by trucks with the new restrictions.
In February 2015, the City adopted a Downtown Station Area Plan that outlines the City’s vision on
many fronts, including multimodal transportation, parking and safety. The plan recognizes that the
area east of US 101 has been primarily industrial in nature, with wide streets and limited sidewalks
making it unattractive for walking. It identifies streets such as Airport Boulevard, Linden Avenue
and Grand Avenue where heavy truck traffic causes traffic circulation and pedestrian safety issues.
The truck traffic coming off of I-101 and traveling on some of the downtown street impact
negatively to the downtown businesses and residential neighborhoods in the immediate vicinity.
Downtown Station Area Specific plan proposes recommendations and guidelines that will improve
the livability of the plan area, provide development opportunities and increase transit ridership.
The plan proposes certain improvements on Grand Avenue, Airport Boulevard and Linden Avenue.
Grand Avenue
Convert angled parking to parallel parking, ensuring continued provision of bus stops,
street crossings and appropriate curb radii as needed.
Widen Grand Avenue sidewalks to at least 15 feet.
Prepare and implement new streetscape designs for Grand Avenue that will include new
sidewalk paving, corner widenings (bulbouts), crosswalk treatments, new street furnishings
(seating, trash receptacles), and plantings.
Reconfigure Grand Avenue roadway with two travel lanes, bicycle lanes, and parallel
parking.
Airport Boulevard
Reconfigure Airport Boulevard at and south of Grand Avenue to ensure safe access across
this busy intersection. Improvements will include a reduction in travel lanes, a widened
median supporting a pedestrian refuge, and removal of the free right turn from Airport
Boulevard to East Grand Avenue coupled with an extended corner and sidewalk for
pedestrian safety.
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 44
Coordinate timing and extent of improvements at the Airport Boulevard and Grand Avenue
intersection with improvements to Grand Avenue and the Caltrain Station reconfiguration
and pedestrian/bicycle undercrossing.
Linden Avenue
Provide pedestrian improvements on Linden Avenue including corner bulbouts and
crosswalk improvements where appropriate. Implement the Linden Plaza through special
paving and removable bollards; improve streetscape as well.
Other recommendations includes streetscape improvements on Miller and Baden Avenues with
adequate sidewalks and appropriate streetscape improvements.
The Plan includes Guiding Principles 33 and 39 that refer to limiting truck traffic in the downtown
and nearby neighborhoods and thereby reducing negative impacts on the residents and
businesses. Downtown Station Area Specific Plan Guiding Principles 33 and 39 are shown in
Appendix A.
As determined from the subsequent analysis, restricting trucks along Airport Boulevard is expected
to minimally impact truck circulation within the East of 101 Area and also has a potential to alleviate
traffic congestion along Airport Boulevard.
Recommendation 2 – Designation of Alternative Truck Routes
The South San Francisco Municipal Code allows all streets east of US 101 to be utilized as truck
routes if they are properly signed. Some corridors are already designated for truck routes on the west
side of US 101. Based on the engineering analysis, field observations, land uses and many other
relevant factors, it is recommended that the following corridors be designated as truck routes for
safe and easy access to various truck destinations on both sides of the US 101 freeway:
Gateway Boulevard from Mitchell Avenue to Oyster Point Boulevard
Canal Street from Linden Avenue to S Spruce Avenue
Spruce Avenue from Victory Avenue to S Canal Street
Victory Avenue from S. Linden Avenue to S Spruce Avenue
Linden Avenue from Rail Road to Victory Avenue
Gateway Boulevard, Canal Street, Victory Avenue, Spruce Avenue and Oyster Point Boulevard can be
used by trucks to access the Downtown area and East of US 101 Area from and to US 101, as these
corridors primarily serve land uses that include Business and Technology Park, Offices and
Commercial. Collision rates on Gateway Boulevard is 0.19, on Canal Street is zero and on Spruce
Avenue is 0.32. Traffic along these corridors is not heavy in a.m. and p.m. peak hours. The
intersections along these corridors are also wide enough to accommodate trucks, with some
exception.
As these recommendations were being developed, any potential impacts of restricting truck traffic on
certain corridors were also analyzed. Some of these potential impacts of truck restrictions along
Airport Boulevard, Baden Avenue and Linden Avenue are as follows:
Restricting truck traffic along Airport Boulevard between Sister Cities Boulevard and San
Mateo Avenue is expected to divert the existing truck traffic in this segment to Gateway
Boulevard and Grand Avenue.
Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 45
Traffic currently exiting at US 101 SB off-ramp at Miller Avenue to access areas east of
US 101 will exit at US 101 SB at Produce Avenue and use South Airport Boulevard to access
areas east/west of US 101.
Trucks currently exiting US 101 SB off-ramp at Airport Boulevard are likely to divert to exit at
Oyster Point Boulevard and use Gateway Boulevard, San Mateo Avenue, South Linden
Avenue to access areas east/west of US 101.
Trucks from downtown South San Francisco are likely to divert to Spruce Avenue, Canal
Street, Victory Avenue, South Linden Avenue, San Mateo Avenue, Produce Avenue and South
Airport Blvd to access US 101.
The Proposed truck routes within the City are shown in Figure 15.
Prior to implementing these recommendations, the City must formally adopt this study and file a
Notice of CEQA Exemption with the State Clearinghouse. In addition, prior to installing any truck
restriction signs within the state right-of-way, the City must submit an application with Caltrans and
secure appropriate encroachment permits.
Once the City approves these routes, the City should consider proactive and adequate outreach to
the freight and trucking industry so that the truckers are aware of the preferred truck routes as well
as newly established truck restrictions. Additionally, the South San Francisco Police Department
should consider appropriate enforcement of the truck restrictions in order to make them effective.
Environmental Impacts
Prior to implementing any recommendations identified in this study, the City must formally adopt
this Truck Restriction Plan to comply with the California Air Quality Act (CEQA) requirements. Per
CEQA, the proposed changes are deemed as a project and all projects must undergo environmental
review to assess any environmental impacts.
MIG | TRA Environmental Sciences, a national recognized expert, completed environmental
assessment for this project. MIG reviewed this report and concluded that the Truck Restriction Plan
would not result in significant adverse effects and can be considered Categorically Exempt under
CEQA Guidelines (Section 15301: Existing Facilities). In addition, none of the exceptions to the
exemptions specified in CEQA Guidelines Section 15300.2 applies to the proposed project.
MIG recommends that a Notice of Exemption shall be filed with the State Clearinghouse. Appendix E
provides a complete report prepared by MIG | TRA.
LEGEND
Designated Truck Route
N
AIR
P
O
R
T
B
L
V
D
BLVD
.
UTAH A
V
E
S
.
A
I
R
P
O
R
T
AI
R
P
O
R
T
B
L
V
D
LIN
D
E
N
A
V
E
MA
P
L
E
A
V
E
DUBUQUEAVE
BADEN
A
V
E
GRAND
A
V
E
MILLER
A
V
E
.
OY STER POINT BLVD
B A Y S H O R E
HILLSID
E
B
L
V
D
101
G A T E W A Y
POL
E
T
T
I
W
A
Y
MITCHELL AVE
C
E
N
T
E
N
N
I
A
L
T
O
W
E
R
S
SA
N
M
A
T
E
O
A
V
E
E.G RA N D A V E
SCH O O L S T
SP
R
U
C
E
A
VE
N CANAL
S
T
VICTO
R
Y
A
V
E
P
R
O
D
U
C
E
AVE
RAILRO
A
D
A
V
E
COMMERCIAL AVE
LUX AVE
A
R
M
O
U
R
A
V
E
CY
P
R
E
S
S
AV
E
PINE AVE
Figure 14: Existing Truck Routes
Truck Restricted Route
Vehicles Over 3 Tons Gross Prohibited /
No Commercial Vehicles in Residential
Areas: Over 10,000 lbs or Over 22 ft long or Over 8’ 5” high (Muni Code 11.40.210)
WONDER-
COLOR WAY
GAT
E
W
A
Y
B
L
V
D
SISTE
R
-
C
I
T
I
E
S
B
L
V
D
MA
P
L
E
A
V
E
MA
P
L
E
A
V
E
S CANAL
S
T
Note: According to Muni Code Section
11.32.010 All of East of US 101 is a
Designated Truck Route.
SPRU
C
E
A VE
LEGEND
Designated Truck Route
N
AIR
P
O
R
T
B
L
V
D
BLVD
.
UTAH A
V
E
S
.
A
I
R
P
O
R
T
HA
R
B
O
R
W
Y
AI
R
P
O
R
T
B
L
V
D
LIN
D
E
N
A
V
E
MA
P
L
E
A
V
E
DUBUQUEAVE
BADEN
A
V
E
GRAND
A
V
E
MILLER
A
V
E
.
EC C L E S A V E
OY STER POINT BLV D
B A Y S H O R E
HILLSID
E
B
L
V
D
101
V
E
T
ERANSB
L
V
D
G A T E W A Y
POL
E
T
T
I
W
A
Y
MITCHELL AVE
F O R B E S
FED
E
X
C
E
N
T
E
N
N
I
A
L
T
O
W
E
R
S
SA
N
M
A
T
E
O
A
V
E
E.G RA N D A V E
SCH O O L S T
W.H A R R I S AV E
SP
R
U
C
E
VE
N CANA
L
S
T
VICTO
R
Y
A
V
E
P
R
O
D
U
C
E
AVE
RAILRO
A
D
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Figure 15: Proposed Truck Routes
Truck Restricted Route
Vehicles Over 3 Tons Gross Prohibited /
No Commercial Vehicles in Residential
Areas: Over 10,000 lbs or Over 22 ft long
or Over 8’ 5” high (MC 11.40.210)
WONDER-
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SPRU
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Truck Restriction Plan for the City of South San Francisco – FINAL Draft Report 48
Recommended Future Actions
As noted earlier, the recommended truck routes do have accident history, operational challenges and
geometric limitations. To improve truck movement and overall safety on these corridors, additional
measures in the future may be necessary. While the scope of this study did not extend to identifying
specific problems and limitations and recommending improvements, overall recommendations
include the following:
Once the truck routes and restrictions are finalized, the City should analyze newly adopted
truck routes and look into details of accident history involving trucks. This analysis would
reveal key factors that contributed to the accidents involving trucks and recommend
potential solutions to correct the deficiencies.
Inadequate corner radii may contribute to some of the increased accident rates. TJKM
recommends a more detailed engineering study of intersection geometrics coupled with the
accident analysis above to develop a corrective program of truck route improvements.
The recommended analysis will result in a list of improvements necessary along the truck
routes. These improvements should be prioritized for near-term and long-term
implementation, and included in the City’s Capital Improvement Plan for future budgetary
purposes.
The near-term and long-term implementation plan as identified above will help the City for
various state and federal funding opportunities.
LEGEND
Designated Truck Route
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Figure 1: Proposed Truck Routes
Truck Restricted Route
Vehicles Over 3 Tons Gross Prohibited /
No Commercial Vehicles in Residential
Areas: Over 10,000 lbs or Over 22 ft long
or Over 8’ 5” high (MC 11.40.210)
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% (108 trucks)
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to
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8
6
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r
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r
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86
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t
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r
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r
d
71
% (1
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6
tr
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k
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7
8
% (131 trucks)
No
t
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:
AM
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a
k
Pe
r
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o
d
‐
7 a.
m
.
to
9 a.
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.
PM
Pe
a
k
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r
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‐
4 p.
m
.
to
6 p.
m
.