HomeMy WebLinkAboutReso 34-2019 (19-193)File Number: 19-193 Enactment Number: IRES 34-2019
RESOLUTION ADOPTING THE INITIAL STUDY AND
MITIGATED NEGATIVE DEC LARAFION FOR THE
OAKMONT MEADOWS PLANNED DEVELOPMENT
PROJECT AT THE SOUTHWEST CORNER OF'
WESTBOROUGH BLVD AND OAKMONT DRIVE
WHEREAS, Warmington Residential ("Applicanf') has proposed construction of 22 single-family
attached townliouse units and 3.41 acres of open space on the vacant 4.91acre site at the southwest
comer of Westborough Boulevard and Oakmont Drive, AN 091-151-040 (collectively referred to as
"Project"); and,
WHEREAS, approval of Warmington Residential's proposal is considered a "Project" as that to is
defined under the California Enviroranental Quality Act, Public Resources Code Sections 2 1000, et seq.
("CEQA"); and,
WHEREAS, in accordance with CEQA, an initial study was performed, the result of which. was
preparation. and circulation of a mitigated negative declaration ("IS/MND") analyzing the proposed
Project and concluding that approval of the Project could not have a significant effect on the
environment because the impacts of the Project could all be mitigated to levels below established CEQA
thresholds of significance with the adoption of mitigation measures and enforcement of such measures
through aMitigation Monitoring and Reporting Program ("MMRP"); and,
WHEREAS, the IS/MND was provided to the State Clearinghouse and circulated for a 30 -day public
review period, beginning on April 25, 2016, with the review period ending May 24, 2016 ("2016
IS/MND'); and,
VMEREAS, subsequent to the public review period, and prior to adoption of the 2016 IS/MND, the
Applicant changed the number and type of residential units proposed under the Project ("Revised
Project"); and,
WHEREAS, as a result of the Revised. Project, a number of changes to the 201.6 ISI 1' were necessary
for a legally complete and adequate evaluation of the environmental e5ect of the Revised Project, and
therefore, a revised IS/M.ND was recirculated for a second round of public input and comment ("2018
IS/MND"); and,
WHEREAS, the 2018 ISAIND was provided to the State Clearinghouse and circulated for a 30 -day
public review period, beginning on October 12, 2018, during which time members of the public were
invited to comment on the environmental analysis and conclusions for the proposed Revised Project;
and,
City of South San Francisco Page 1
File Nuniber. 19-193 Enactment Number- RES 34--2019
WHER EAS, nine cominent letters were submitted on the 2016 IS/M.ND, :from the San. Francisco
Inter national Airport, San Mateo County Department of Public Works, Oalunont Vistas Homeowners
Association, and four neighborhood residents-- and.,
WHEREAS, five comment letters were submitted on the 2018 IS/ D, from the Native American
Hentage Council., California Department or Toxic Substances Control, and three neighborhood residents;
and,
WHEREAS; none of the nine comment letters submitted on the 201.6 IS/MND or the five comment,
.letters submitted on the 201.8 IS/MND raised a significant environmental issue or alleged that the
IS/MND was legally inadequate; and,
WHEREAS, the City prepared written. responses to cornments received on the 2016 IS/MND and the
2018 IS/MND, revisions to the 2018 IS/ D, and a MMRP; and,
WHEREAS, on December 20, 2018 the Planning Commission for the City of South San Francisco held a
lawfijlly noticed public hearing at which time interested parties had the opportunity to be heard, to
review the Project and the 2018 IS/MND, as well. as supporting documents, at the conclusion of which
the Planning Commission recommended that the City Council find that the 2018 IS/M-ND is the
appropriate environmental document and to approve the Project; and,
WHEREAS, the City Council has reviewed and carefully considered the information in the 2018
IS/M.ND, including all comment letters submitted, and. makes the findings contained in this Resolution,
and adopts the 201.8 IS/MND, as art objective and accurate document that reflects the independent
J udgment and analysis of die City in the discussion of the Revised. Project's environmental impacts.
Now, therefore, be it resolved that based on the entirely of' the record before it, which includes without
limitation, the California En.vironmental Quality Act, Public Resources Code §2 1000, et seq. ("CEQA')
and. the CEQ.A Guidelines, 1.4 California Code of Regulations §15000, et seq.; the South. San Fran. cisco
General Plan and General Plan EIR; the South San.Francisco Municipal Code; the Project applications;
the Pro ect plans, as prepared by KTGY Group, Inc., Carlson, Barbee & Gibson, Inc. and BFS
Landscape Architects, dated June 25, 2018; the Recirculated Initial Study and Mitigated Negative
Declaration for the Revised. Oakmont Meadows Residential Development Project, including all.
attachments thereto; all site plans, and all reports, minutes, and public testimony submitted. as part of the
Planning Commission's duly noticed. December 20, 201.8 meeting; all site plans, and all. reports, minutes,
and public testimony submitted as part of the City Council's duly noticed. FebrUary 27, 2019 meeting
,which was continued to March 13, 2019; and. any other evidence (within the meaning of Public
Resources Code §21080(e) and §21082.2), the City Council of the City of South San.Francisco hereby
finds asfollows:
,nie foregoing Recitals are true and correct and made as part of this Ordinance.
The exhibits and attachrrients, including the 2018 IS/MND (attached. as Exhibit A), the Comments,
Response and. Errata for the 2018 IS/MND (attached as Exhibit 11), the Comments, Response and. Errata
:for the 2016 IS/ ND (attached as Exhibit C) and the MMRP (attached as Exhibit D) are
City of South San Francisco Page 2
File Number: 19-193 Enactment Number: RES' 34 -?019
each incorporated by reference and made a part of this Resolution, as if set forth fully herein
'rhe documents and other material constiftiting the record. for these proceedings are located at the
Planning Division For the City of South San Francisco, 315 Maple Avenue, South. San Francisco, CA
94080, and in the custody of Chief Plan. ner, Sailesh Mehra.
The proposed Project is consistent with. the City of South San Francisco General Plan because the land
use, development standards, densities and intensities,, buildings and structures proposed. are compatible
with the goals, policies, and land use designations established. in the General Plan (see Gov't Code, §
65860), and none of the land uses, development standards, densities and. intensities, buildings and
structures will operate to conflict with or impede achievement of the any of the goals, policies, or land
use designations established. in the General Plan.
Based. on the City Councils independent judgment and analysis, the City Council. makes the following
findings regarding the environmental analysis of the Prcject:
In October 1999, the City Council certified an Environmental Impact Report for the General Plan; in
2001. the City Council certified a Supplemental Enviromnental Impact l?,eportfor updates to the General
Plan. CEQA allows for streamlined approval of actions that are consistent with adopted General Plans
Ibr which an. EIR. was certified. (Pub. Resources Code, § 21083; CEQA Guidelines, §§ 15152, 15183)
An initial study was prepared for the proposed Project and a mitigated. negative declaration analyzed the
potential for impacts that were peculiar to the Project or not analyzed as significant impacts in the
General Plan EIR or Supplemental ]SII . The 2018 IS/NIND, which expressly considers the City's
previous EIRs, concludes that approval of the Project will not result in any significant environmental
finpact&
Design features of the Project, as well as the mitigation measures proposed in the 2018 IS/MND and
included in the MMRII, will operate to ensure the impacts of the proposed Project will not exceed
established CEQA thresholds of significance. Therefore., and as fitirther docu mented. in the 2018 IS/MND
for the Prosect, additional mn measures beyond those established in M
the MRP are not -required
for the Project,
For the reasons stated in this Resolution, the City Council firids that there is no substantial evidence in
the record supporting a fair argument that approval of the Project will result in a sig nificant
environmental effect.
BEITFURTHER R'ESOLVED that the City Council of the City of South San Francisco hereby adopts
the 2018 Initial Study and Mitigation Negative Declaration (ND18-0001) attached as Exhibit A, and
adopts the Mitigation Monitoring and Reporting Program, attached as Exhibit D.
BE rr FURrHER RESOLVED that the Resolution shall become e6ective immediately upon its passage
and. adoption.
City of'Souch San Francisco Page 3
File Number. 19-193 Enactment Number. RES 34-2019
At a meeting of the City Council on 311312019, a motion was made by Mark Nagales, seconded by Mark
Addiego, that this Resolution be approved. The motion passed.
Yes: 5 Mayor Matsumoto, Vice Mayor Garbarino, Councilmember Addiego,
Councilmember Nagales, and Councilmember Nicolas
Attest by
1.�sa Govea Acosta
City of South San Francisco Page 4
RECIRCULATED
INITIAL STUDY AND MITIGATED NEGATIVE DECLARATION
REVISED
OAKMONT MEADOWS RESIDENTIAL DEVELOPMENT PROJECT
Prepared for:
City of South San Francisco
ECONOMIC & COMMUNITY DEVELOPMENT DEPARTMENT
315 MAPLE AVENUE
SOUTH SAN FRANCISCO, CA 94083-0711
PREPARED BY:
LAMPHIER – GREGORY
1944 EMBARCADERO
OAKLAND, CA 94606
OCTOBER 2018
RECIRCULATED INITIAL STUDY AND MITIGATED NEGATIVE
DECLARATION
STATE CLEARINGHOUSE NUMBER: 2016042067
OAKMONT MEADOWS RESIDENTIAL DEVELOPMENT PROJECT
Oakmont Meadows Residential Development Project, Recirculated IS/MND Errata Page 1
ERRATA
PURPOSE OF THE ERRATA SHEET
This errata document is intended to be amended to the Initial Study and Mitigated Negative Declaration
(IS/MND) for the proposed Oakmont Meadows Residential Development Project (Project).
The revisions in this document are considered minor only and not “substantial revision” that would
trigger recirculation of the IS/MND under CEQA Guidelines Section 15073.5. These revisions do not
identify a new significant effect, or revise findings of the residual levels of effects.
REVISIONS TO THE IS/MND
The following are minor text changes, additions or modifications made to the IS/MND.
A page number from the IS/MND and explanation of each revision is included in italics preceding each
revision.
Existing and revised IS/MND text is indented. Deletions are noted by strikethrough; additions are
underlined.
Page 12: The Hazardous Materials Impact and Mitigation Measure Haz-1 are hereby removed from the
list of potentially significant impacts requiting mitigation. As detailed in changes to pages 36 to 37, the
results of the Environmental Site Assessments conclude hazardous materials are not present at the site
and therefore there is no potentially significant impact related to this topic and no mitigation is needed.
a-d) Hazardous Materials. The Project site was fully assessed for hazardous materials under the Prior
MND, which found that the site is not included on a list of hazardous materials sites compiled
pursuant to Government Code Section 65962.5 but that portions of the site were filled in the 1960s,
before there were regulatory requirements for the source and contents of fill material and the potential
exists for fill at the site to contain materials which would now be classified as hazardous and could be
released during construction activities. Since that time, the site has been maintained as a vacant lot so
conditions related to hazardous materials would not have changed. A Phase I Environmental Site
Assessment was performed by ENGEO for the applicant in November 2017, which confirmed there
were no other concerns of hazardous materials at the site other than the undocumented fill. A follow-
up Phase II Environmental Site Assessment performed by ENGEO in December 2017 included
sampling of the undocumented fill and determined that all tested constituents were below applicable
residential screening criteria or within background concentrations of the San Francisco Bay Area and
Page 2 Oakmont Meadows Residential Development Project, Recirculated IS/MND Errata
therefore that development of the site (with no further need for studies or restrictions) would not pose
a human health risk. The Phase I and Phase II Environmental Site Assessments are available with the
Project case file at the South San Francisco Planning Division.
Page 30: The following revisions are hereby made to the Cultural Resources section to include updated
discussion of Tribal Cultural Resources per the request by NAHC.
5. CULTURAL RESOURCES
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Cause a substantial adverse change in the significance of a historical resource
as defined in Public Resources Section 15064.5?
b) Cause a substantial adverse change in the significance of an archaeological
resource pursuant to Public Resources Section 15064.5?
c) Directly or indirectly destroy a unique paleontological resource or site or
unique geologic feature?
d) Disturb any human remains, including those interred outside of formal
cemeteries?
e) Cause a substantial adverse change in the significance of a tribal cultural
resource, defined in Public Resources Code section 21074 as either: 1) a site,
feature, place, cultural landscape that is geographically defined in ter ms of
the size and scope of the landscape, sacred place, or object with cultural
value to a California Native American Tribe, that is listed or eligible for
listing on the California Register of Historical Resources, or on a local
register of historical resources as defined in Public Resources Code section
5020.1(k), or 2) a resource determined by a lead agency, in its discretion and
supported by substantial evidence, to be significant according to the
historical register criteria in Public Resources Code section 5024.1 (c), and
considering the significance of the resource to a California Native American
tribe.
a) Historic Resources. There are no existing structures at the site. The revised Project would have no
impact related to historic resources.
b, c, e) Archaeological/Paleontological Resources/Human Remains. The Project site was fully assessed
for cultural resources under the Prior MND, which found no known cultural, Native American, or
archaeological resources at the site but recommended measures to address the unexpected discovery
of such resources during ground-disturbing construction activities. These measures are covered under
current regulations, as outlined below.
If Native American, archaeological, or paleontological resources are discovered on site, these
resources shall be handled according to CEQA Section 15064.5(c), which calls on lead agencies to
Oakmont Meadows Residential Development Project, Recirculated IS/MND Errata Page 3
refer to the provisions of Section 21083.2 of the Public Resources Code, or Section 21084.1 if the
archaeological site is determined to be a historical resource or Section 21084.3(a) if the site is
determined to be a tribal cultural resource. This is standard procedure for any project in California, so
the impact is considered less than significant.
d, e) Human Remains. There are no known human remains that would be disturbed by the proposed
Project. If human remains are found during construction activities at the Project site, they will be
handled according to Section 7050.5 of the Health and Safety Code or, if the remains are Native
American, Section 5097.98 of the Public Resources Code as per CEQA Section 15064.5(d). This is
standard procedure for any project in California, so the impact is considered less than significant.
Pages 36 to 37: The following revisions are hereby made under the Hazardous Materials discussion to
add in results of the Environmental Site Assessments, which conclude hazardous materials are not
present at the site and mitigation is not needed, and to note expected use of common household hazardous
waste products by future residential uses upon request from DTSC.
a-d) Hazardous Materials. The Project site was fully assessed for hazardous materials under the Prior
MND, which found that the site is not included on a list of hazardous materials sites compiled
pursuant to Government Code Section 65962.5 but that portions of the site were filled in the 1960s,
before there were regulatory requirements for the source and contents of fill material and the potential
exists for fill at the site to contain materials which would now be classified as hazardous and could be
released during construction activities. Since that time, the site has been maintained as a vacant lot so
conditions related to hazardous materials would not have changed. A Phase I Environmental Site
Assessment was performed by ENGEO for the applicant in November 2017, which confirmed there
were no other concerns of hazardous materials at the site other than the undocumented fill. A follow-
up Phase II Environmental Site Assessment performed by ENGEO in December 2017 included
sampling of the undocumented fill and determined that all tested constituents were below applicable
residential screening criteria or within background concentrations of the San Francisco Bay Area and
therefore that development of the site (with no further need for studies or restrictions) would not pose
a human health risk. The Phase I and Phase II Environmental Site Assessments are available with the
Project case file at the South San Francisco Planning Division.
The Project site is located approximately 450 feet southwest of the Westborough Middle School, so is
within the vicinity of a school. To mitigate the potential for upset of hazardous materials during the
construction period, the revised Project shall implement the following measure:
Mitigation Measure
Haz-1: Halting Work on Encountering Materials Believed to be Hazardous. In the event
that materials which are believed to be hazardous are encountered during site
preparation or excavation work, all such activity at the project site shall be halted
until the material in question has been evaluated by the South San Francisco Fire
Department and/or the San Mateo County Environmental Health Department. Prior to
the resumption of work at the project site, implementation of appropriate response
measures and disposal methods in accordance with applicable state and local
regulations and as approved by the Fire Department would reduce the impact to a
level of less than significant.
Additionally, it is likely that equipment used at the site during construction activities could utilize
substances considered by regulatory bodies as hazardous, such as diesel fuel and gasoline. However,
all construction activities would be required to conform with Title 49 of the Code of Federal
Page 4 Oakmont Meadows Residential Development Project, Recirculated IS/MND Errata
Regulations, US Department of Transportation (DOT), State of California, and local laws, ordinances
and procedures, which would minimize the potential for accidental release.
The average household on the project site may at times purchase and store cleaning products, paint,
solvents, and garden-related supplies that may be classified as hazardous waste. These are referred to
as of household hazardous waste (HHW) would be handled in such limited quantities and stored/used
in such a manner so as not to pose a significant threat to the environment.
Potential impacts are confined to the temporary construction period. As discussed above oOnce
operational, residential uses would not be considered a substantial potential source for hazardous
material use or release. With implementation of Mitigation Measure Haz-1 and conformance with
applicable regulations, the impact related to hazardous materials would be less than significant with
mitigation.
i
TABLE OF CONTENTS page
Introduction to this Document ........................................................................................................................... 1
Prior Project and Environmental Analysis .................................................................................................... 1
Public Review ........................................................................................................................................................ 2
Project Information ............................................................................................................................................... 3
Project Description and Changes from the 2016 Project .............................................................................. 5
Mitigated Negative Declaration ......................................................................................................................... 9
Potentially Significant Impacts Requiring Mitigation .................................................................................. 9
Summary of Changes from the 2016 MND ................................................................................................. 13
Proposed Findings .......................................................................................................................................... 14
Initial Study Checklist ........................................................................................................................................ 15
Environmental Factors Potentially Affected ............................................................................................... 15
Evaluation of Environmental Impacts .......................................................................................................... 16
Summary of Changes from the 2016 IS/MND ............................................................................................. 16
Aesthetics .................................................................................................................................................... 17
Agriculture and Forestry Resources ........................................................................................................ 19
Air Quality .................................................................................................................................................. 20
Biological Resources .................................................................................................................................. 27
Cultural Resources ..................................................................................................................................... 30
Geology and Soils ...................................................................................................................................... 31
Greenhouse Gas Emissions ...................................................................................................................... 34
Hazards and Hazardous Materials ......................................................................................................... 36
Hydrology and Water Quality ................................................................................................................. 39
Land Use and Planning ............................................................................................................................. 42
Mineral Resources ..................................................................................................................................... 43
Noise ............................................................................................................................................................ 44
Population and Housing ........................................................................................................................... 46
Public Services ............................................................................................................................................ 47
Recreation ................................................................................................................................................... 48
Transportation and Traffic ....................................................................................................................... 49
Utilities and Service Systems ................................................................................................................... 52
Mandatory Findings of Significance ....................................................................................................... 53
Document Preparers ........................................................................................................................................... 54
Sources ................................................................................................................................................................. 54
FIGURES
Figure 1: Project Location ............................................................................................................................. 4
Figure 2: Illustrative Site Plan ...................................................................................................................... 7
Figure 3: Preliminary Grading Plan ............................................................................................................ 8
ATTACHMENTS
Attachments are included on CD affixed to the back cover of printed copies of the document.
Attachment A: 2016 Initial Study/Mitigated Negative Declaration
Attachment B: Oakmont Meadows Transportation Assessment, Revised Project
ii
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Revised Oakmont Meadows Residential Development Project Page 1
INTRODUCTION TO THIS DOCUMENT
An Initial Study and Mitigated Negative Declaration (IS/MND) for the proposed Oakmont
Meadows Residential Development Project (“2016 Project”) was prepared and released for
public review on April 25, 2016, with the review period ending May 24, 2016 (“2016 IS/MND”).
Subsequent to the public review period, and prior to adoption of the 2016 IS/MND, the Project
applicant changed the number and type of residential units proposed under the Project in order
to meet affordable housing requirements (“Revised Project”). Full details of the Revised Project
are included in the following Project Information section.
As a result of the Revised Project, a number of changes to the original IS/MND are necessary for
a legally complete and adequate evaluation of environmental effect of the proposed project.
Accordingly, the City of South San Francisco has decided to incorporate changes to the Project
Description and to the original IS/MND and to recirculate the revised IS/MND for a second
round of public input and comment.
This document serves as the recirculated Initial Study and Mitigated Negative Declaration
(IS/MND) for the Oakmont Meadows Residential Development Project (“2018 Project”). Per
CEQA Guidelines (Section 15070), a Mitigated Negative Declaration can be prepared to meet
the requirements of CEQA review when the Initial Study identifies potentially significant
environmental effects, but revisions in the project would avoid the effects or mitigate the effects
to a point where clearly no significant effects would occur.
This document is organized in three sections as follows:
Introduction and Project Description. This section introduces the document and discusses
the project description including location, setting, and specifics of the lead agency and
contacts.
Mitigated Negative Declaration. This section lists the impacts and mitigation measures
identified in the Initial Study and proposes findings that would allow adoption of this
document as the CEQA review document for the proposed project.
Initial Study. This section discusses the CEQA environmental topics and checklist questions
and identifies the potential for impacts and proposed mitigation measures to avoid these
impacts.
PRIOR PROJECT AND ENVIRONMENTAL ANALYSIS
An Initial Study/Mitigated Negative Declaration (Prior MND) for the Oakmont Vistas/Storage
USA Project (Prior Project) was adopted in 1999 for construction of a residential and mini‐
storage facility development on approximately 10 acres at the intersection of Oakmont Drive
and Westborough Boulevard in the City of South San Francisco (State Clearinghouse Number
1999072033). The Prior MND is hereby incorporated by reference and is included as Attachment
A to the 2016 IS/MND (included in full as an attachment to this document).
Page 2 Revised Oakmont Meadows Residential Development Project
Three parcels comprised the Prior Project. The Prior Project proposed residential development
on a 5.19‐acre portion (Parcels 2 and 3) consisting of 33 single‐family homes known as Oakmont
Estates. The Oakmont Estates development has since been completed as proposed.
The remainder of the Prior Project, the 4.91‐acre Parcel 1, which is the current Project site, was
proposed for a five‐building mini‐storage development (with caretaker’s unit), totaling 110,770
square feet. The proposed mini‐storage development and associated rezone and General Plan
amendment for Parcel 1 was not approved and the parcel has remained undeveloped.
The development concept for Parcel 1 changed after the Prior MND: the mini‐storage was not
proposed, and instead, residential development consistent with the existing zoning and land
use designation has been proposed. The development proposal also incorporated updated fault
setbacks, grading plans, and conformance with current stormwater controls.
Due to the time that had passed and the change in the proposal for the Project site, the City of
South San Francisco determined that a new Initial Study/Mitigated Negative Declaration was
the appropriate environmental document, rather than an addendum or supplemental document
to the Prior MND.
PUBLIC REVIEW
The Recirculated Initial Study and Mitigated Negative Declaration will be circulated for a 30‐
day public review period. Written comments may be submitted to the following address:
Billy Gross, Senior Planner
City of South San Francisco, Economic & Community Development Department
315 Maple Avenue
South San Francisco, CA 94083‐0711
Email: Billy.Gross@ssf.net
Phone: 650.877.8535
Adoption of the Mitigated Negative Declaration does not constitute approval of the project
itself, which is a separate action to be taken by the approval body. Approval of the revised
Project can take place only after the Mitigated Negative Declaration has been adopted.
Revised Oakmont Meadows Residential Development Project Page 3
PROJECT INFORMATION
PROJECT ENTITLEMENTS
Requested approvals from the City of South San Francisco include Planned Development,
Tentative Parcel Map, and Design Review.
The Project also requires San Mateo County Airport Land Use Commission review of a project
within San Francisco International Airport’s Airport Influence Area B.
LEAD AGENCY
City of South San Francisco
Economic & Community Development Department
315 Maple Avenue
South San Francisco, CA 94083‐0711
CONTACT PERSON
Billy Gross, Senior Planner
City of South San Francisco, Economic & Community Development Department
315 Maple Avenue
South San Francisco, CA 94083‐0711
Phone: 650.877.8535
PROJECT SPONSOR
Michael Banducci
Warmington Residential
2400 Camino Ramon, Suite 234
San Ramon, CA 94583
Phone: 925.866.6700
PROJECT LOCATION
The 4.91‐acre Project site is on the southwest side of the intersection of Oakmont Drive and
Westborough Boulevard in the City of South San Francisco, California. The assessor’s parcel
number is 091‐151‐040. Figure 1 shows the project location.
GENERAL PLAN DESIGNATION AND ZONING
General Plan designation of Low Density Residential and Low Density Residential (RL‐8)
Zoning District
EXISTING USES
The Project Site is currently vacant and is mowed annually for weed control and abatement.
Page 4 Revised Oakmont Meadows Residential Development Project
Figure 1: Project Location
Source: The Paul Davis Partnership, undated
Revised Oakmont Meadows Residential Development Project Page 5
SURROUNDING LAND USES
Land uses adjacent to the Project site are primarily single‐family residential. Surrounding land
uses across Westborough Boulevard consist of a commercial shopping center and medium‐
density residential. Westborough Middle School is located approximately 450 feet to the
northeast of the Project site.
PROJECT DESCRIPTION AND CHANGES FROM THE 2016 PROJECT
Project Summary
Project Site
The 4.91‐acre Project site is undeveloped land, adjacent to an existing residential development
known as Oakmont Estates, which was developed as part of the Prior Project.
A known constraint on the Project site is the presence across the site of San Andreas fault traces.
This has not changed since the 2016 Project. Habitable structures are not permitted within the
setback zones from the fault traces, though roadways, open spaces, and detached garages are
permitted within the fault zone setback areas. These fault traces and required setback zones
have been refined and incorporated into the Project, as discussed in more detail in the Geology
checklist Section 6.
The Project site is in the Low Density Residential (RL‐8) Zoning District, which is consistent
with the site’s Low Density Residential designation in the City’s General Plan. The proposed
subdivision of the parcels to accommodate the fault setback areas would exceed the density
allowed under the RL‐8 designation. Requested approvals include Planned Development,
Tentative Parcel Map, and Design Review. This has not changed since the 2016 Project.
The revised site plan is shown on Figure 2. As under the 2016 Project, a large portion of the site
serves as a common area portion and would include roadways, guest parking areas, sidewalks,
a bocce ball court, a grass play area/open space, a BBQ area with tables, a fire pit with seating, a
bioretention basin, and landscaping.
Residential Units
The 2016 Project included lot subdivision and development of 7 attached townhomes
and 12 single‐family detached units for a total of 19 single‐family residences.
The revised Project proposes to increase the number of attached townhomes to 22 and
does not propose any single‐family detached residences.
Access
The 2016 Project proposed to extend the current Shannon Drive terminus at the
boundary of the Project site to Oakmont Drive through the site as a private road
providing access to all units.
Page 6 Revised Oakmont Meadows Residential Development Project
The revised Project does not propose a through street, but rather proposes access to 14 of
the lots from an extension of the current Shannon Drive and access to the remaining 8
lots from a new driveway off Oakmont Drive. The two access points would be
connected with an Emergency Vehicle Access (EVA) only.
Development Footprint and Grading
With more residential units, but the space efficiency of attached townhome units, the Project
footprint under the revised Project is similar to that under the 2016 Project. The grading plan is
shown on Figure 3. The revised Project proposes grading to be balanced on site to accommodate
the proposed roadway, building sites, open space improvements, and on‐site storm drainage
system. Approximately 14,000 cubic yards will be moved on site, with no soil intended to be
brought to or from the site. The 2016 Project has a similar plan but estimated 10,000 cubic yards
would need to be moved on site.
Revised Oakmont Meadows Residential Development Project Page 7 Figure 2: Illustrative Site Plan Source: Applicant, dated 6/25/2018 Garages EVA
Page 8 Revised Oakmont Meadows Residential Development Project Figure 3: Preliminary Grading Plan Source: Applicant, dated 6/25/2018
Revised Oakmont Meadows Residential Development Project Page 9
MITIGATED NEGATIVE DECLARATION
PROJECT DESCRIPTION, LOCATION, AND SETTING
This Mitigated Negative Declaration has been prepared for the revised Oakmont Meadows
Residential Development Project. See the Introduction and Project Information section of this
document for details of the Project.
POTENTIALLY SIGNIFICANT IMPACTS REQUIRING MITIGATION
The following is a list of potential Project impacts and the mitigation measures recommended to
reduce these impacts to a less than significant level. Refer to the Initial Study Checklist section
of this document for a more detailed discussion.
Potential Impact Mitigation Measures
Air Quality, Construction Emissions Impact: Construction of the revised Project would
result in emissions and fugitive dust. While the Project is below the size at which significant
impacts are anticipated, the Bay Area Air Quality Management District (BAAQMD)
recommends implementation of construction mitigation measures to reduce construction‐
related criteria pollutant and fugitive dust emissions for all projects. These basic measures are
included in Mitigation Measure Air Quality‐1, below and would further reduce construction‐
period criteria pollutant impacts.
Mitigation Measure
Air‐1: Standard Construction Best Management Practices. The contractor
shall implement the following BAAQMD recommended Best
Management Practices:
All exposed surfaces (e.g., parking areas, staging areas, soil piles, 1.
graded areas, and unpaved access roads) shall be watered two
times per day.
All haul trucks transporting soil, sand, or other loose material off‐2.
site shall be covered.
All visible mud or dirt track‐out onto adjacent public roads shall 3.
be removed using wet power vacuum street sweepers at least
once per day. The use of dry power sweeping is prohibited.
All vehicle speeds on unpaved roads shall be limited to 15 mph. 4.
All roadways, driveways, and sidewalks to be paved shall be 5.
completed as soon as possible and feasible. Building pads shall be
laid as soon as possible and feasible, as well, after grading unless
seeding or soil binders are used.
Idling times shall be minimized either by shutting equipment off 6.
when not in use or reducing the maximum idling time to 5
Page 10 Revised Oakmont Meadows Residential Development Project
Potential Impact Mitigation Measures
minutes (as required by the California airborne toxics control
measure Title 13, Section 2485 of California Code of Regulations
[CCR]). Clear signage shall be provided for construction workers
at all access points.
All construction equipment shall be maintained and properly 7.
tuned in accordance with manufacturer’s specifications. All
equipment shall be checked by a certified mechanic and
determined to be running in proper condition prior to operation.
Post a publicly visible sign with the telephone number and person 8.
to contact at the Lead Agency regarding dust complaints. This
person shall respond and take corrective action within 48 hours.
BAAQMD’s phone number shall also be visible to ensure
compliance with applicable regulations.
Air Quality, Construction Exposure Impact: Construction activity would use diesel‐powered
equipment and therefore results in the emission of diesel particulate matter including fine
particulate matter, which are considered toxic air contaminants and a potential health risk.
While the proposed construction activates would less than that which generally could result
in significant health risks to nearby sensitive receptors, due to the proximity of residences
and students to the Project site, potential health risks due to construction‐period emissions
impacts would be minimized through implementation of construction management practices
detailed in Mitigation Measure Air Quality‐2.
Mitigation Measure
Air‐2: Construction Emissions Minimization Practices. The project shall
demonstrate compliance with the following Construction Emissions
Minimization Practices prior to issuance of demolition, building or
grading permits:
1. All off‐road equipment greater than 25 horse power (hp) and
operating for more than 20 total hours over the entire duration of
construction activities shall meet the following requirements:
a) Where access to alternative sources of power are available,
portable diesel engines shall be prohibited;
b) All off‐road equipment shall have:
i. Engines that meet or exceed either U.S. Environmental
Protection Agency (U.S. EPA) or California Air
Resources Board (ARB) Tier 2 off‐road emission
standards, and
ii. Engines that are retrofitted with an ARB Level 3
Revised Oakmont Meadows Residential Development Project Page 11
Potential Impact Mitigation Measures
Verified Diesel Emissions Control Strategy (VDECS).
c) Exceptions:
i. Exceptions to 1(a) may be granted if the project sponsor
has submitted information providing evidence to the
satisfaction of the City that an alternative source of power
is limited or infeasible at the project site and that the
requirements of this exception provision apply.
ii. Exceptions to 1(b)(ii) may be granted if the project sponsor
has submitted information providing evidence to the
satisfaction of the City that a particular piece of off‐road
equipment with an ARB Level 3 VDECS is: (1) technically
not feasible, (2) would not produce desired emissions
reductions due to expected operating modes, (3) installing
the control device would create a safety hazard or
impaired visibility for the operator, or (4) there is a
compelling emergency need to use off‐road equipment
that are not retrofitted with an ARB Level 3 VDECS and
the sponsor has submitted documentation to the City that
the requirements of this exception provision apply. If
granted an exception to 1(b)(ii), the project sponsor must
comply with the requirements of 1(c)(iii).
iii. If an exception is granted pursuant to 1(c)(ii), the project
sponsor shall provide the next cleanest piece of off‐road
equipment, including a Tier 2 engine standard and the
following emissions control/alternative fuel in order of
preference if available: 1) ARB Level 2 VDECS, 2) ARB
Level 2 VDECS, or 3) Alternative Fuel.
Biological Impact: Trees on the Project site or in the vicinity could host the nests of common
birds such as house finch, American robin, northern mockingbird, European starling, and/or
Brewer’s blackbird. These species are locally and regionally abundant, and Project effects on
these species would be minimal or nil. However, nearly all native birds are protected under
the federal Migratory Bird Treaty Act and the California Fish and Wildlife Code, so the
following mitigation would be applicable to prevent a “take” of these species under these
regulations related to disturbance during nesting.
Mitigation Measure
Bio‐1: Nesting Birds. If construction occurs during the breeding season
(February through August), the site and a surrounding radius of not
less than 0.5 miles shall be surveyed by a qualified biologist to verify
Page 12 Revised Oakmont Meadows Residential Development Project
Potential Impact Mitigation Measures
the presence or absence of nesting birds protected under the federal
Migratory Bird Treaty Act and the California Fish and Wildlife Code.
Pre‐construction surveys shall be conducted within 15 days prior to
start of work and shall be submitted to the Building Division. If the
survey indicates the potential presences of nesting birds, the applicant
shall comply with recommendations of the biologist regarding an
appropriately sized buffer around the nest in which no work will be
allowed until the young have successfully fledged. The size of the nest
buffer will be based to a large extent on the nesting species and its
sensitivity to disturbance.
Hazardous Materials Impact: The Project is not included on a list of hazardous materials
sites compiled pursuant to Government Code Section 65962.5 but portions of the site were
filled in the 1960s, before there were regulatory requirements for the source and contents of
fill material and the potential exists for fill at the site to contain materials which would now
be classified as hazardous and could be released during construction activities. To mitigate
the potential for upset of hazardous materials during the construction period, the Project
shall implement the following measure:
Mitigation Measure
Haz‐1: Halting Work on Encountering Materials Believed to be
Hazardous. In the event that materials which are believed to be
hazardous are encountered during site preparation or excavation
work, all such activity at the project site shall be halted until the
material in question has been evaluated by the South San Francisco
Fire Department and/or the San Mateo County Environmental Health
Department. Prior to the resumption of work at the project site,
implementation of appropriate response measures and disposal
methods in accordance with applicable state and local regulations and
as approved by the Fire Department would reduce the impact to a
level of less than significant.
Transportation/Traffic Impact: Sight distance at the proposed driveway on Oakmont Drive
are inadequate due to on‐street parking on west side of Oakmont Drive along the project
frontage near the proposed driveway. To mitigate the potential for site hazards related to
inadequate sight distances, the Project shall implement the following measure:
Mitigation Measure
Traffic‐1: Sight Distance. To provide adequate sight lines at the
project’s connection to Oakmont Drive, parking shall be
prohibited for at least 60 feet to the north of the project
driveway on the west side of Oakmont Drive, and
Revised Oakmont Meadows Residential Development Project Page 13
Potential Impact Mitigation Measures
prohibited to the south of the project driveway for at
least 20 feet on the west side of Oakmont Drive.
SUMMARY OF CHANGES FROM THE 2016 MND
With a project driveway proposed on Oakmont Drive under the Revised Project that had not
been proposed under the 2016 Project, Mitigation Measure Traffic‐1 has been added in this
Recirculated IS/MND. No other significant impacts or mitigation measures were added or
revised in significance.
Page 14 Revised Oakmont Meadows Residential Development Project
PROPOSED FINDINGS
On the basis of this evaluation:
I find that the proposed project COULD NOT have a significant effect on the
environment, and a NEGATIVE DECLARATION will be prepared.
I find that although the proposed project could have a significant effect on the
environment, there will not be a significant effect in this case because mitigation
measures to reduce these impacts will be required of the project. A MITIGATED
NEGATIVE DECLARATION will be prepared.
I find that the proposed project MAY have a significant effect on the environment,
and an ENVIRONMENTAL IMPACT REPORT is required.
I find that the proposed project MAY have a ʺpotentially significant impactʺ or
ʺpotentially significant unless mitigatedʺ impact on the environment, but at least one
effect 1) has been adequately analyzed in an earlier document pursuant to applicable
legal standards, and 2) has been addressed by mitigation measures based on the
earlier analysis as described on attached sheets. An ENVIRONMENTAL IMPACT
REPORT is required, but it must analyze only the effects that remain to be addressed.
I find that although the proposed project could have a significant effect on the
environment, because all potentially significant effects (a) have been analyzed
adequately in an earlier EIR or NEGATIVE DECLARATION pursuant to applicable
standards, and (b) have been avoided or mitigated pursuant to that earlier EIR or
NEGATIVE DECLARATION, including revisions or mitigation measures that are
imposed upon the proposed project, nothing further is required.
10/11/18
Signature Date
Sailesh Mehra, Chief Planner
Revised Oakmont Meadows Residential Development Project Page 15
INITIAL STUDY CHECKLIST
ENVIRONMENTAL FACTORS POTENTIALLY AFFECTED
Environmental factors that may be affected by the Project are listed by topic below. Factors
marked with an “X” () were determined to be potentially affected by the Project, involving at
least one impact that is a potentially significant impact as indicated by the Checklist on the
following pages. Unmarked factors () were determined to not be significantly affected by the
Project or reduced to a level of less than significant through mitigation, based on discussion
provided in the Checklist.
Aesthetics Agriculture/Forestry Resources Air Quality
Biological Resources Cultural Resources Geology/Soils
Greenhouse Gas Emissions Hazards/Hazardous Materials Hydrology/Water Quality
Land Use/Planning Mineral Resources Noise
Population/Housing Public Services Recreation
Transportation/Traffic Utilities/Service Systems
Mandatory Findings of Significance
Page 16 Revised Oakmont Meadows Residential Development Project
EVALUATION OF ENVIRONMENTAL EFFECTS
The Checklist portion of the Initial Study begins on the following page, with explanations of
each CEQA issue topic. Four outcomes are possible, as explained below.
1. A “no impact” response indicates that no action that would have an adverse effect on the
environment would occur due to the Project.
2. A “less than significant” response indicates that while there may be potential for an
environmental impact, there are standard procedures or regulations in place, or other
features of the Project as proposed, which would limit the extent of this impact to a level of
“less than significant.”
3. Responses that indicate that the impact of the Project would be “less than significant with
mitigation” indicate that mitigation measures, identified in the subsequent discussion, will
be required as a condition of Project approval in order to effectively reduce potential
Project‐related environmental effects to a level of “less than significant.”
4. A “potentially significant impact” response indicates that further analysis is required to
determine the extent of the potential impact and identify any appropriate mitigation. If any
topics are indicated with a “potentially significant impact,” these topics would need to be
analyzed in an Environmental Impact Report.
Note that this document does not indicate that any environmental topics would be considered
to be “potentially significant” after application of mitigation measures identified in this
document.
SUMMARY OF CHANGES FROM THE 2016 IS/MND
With a project driveway proposed on Oakmont Drive under the Revised Project that had not
been proposed under the 2016 Project, Mitigation Measure Traffic‐1 has been added in this
Recirculated IS/MND to address the potential for sight distance hazards.
Minor revisions were made throughout the document to update the specifics of the site
development plan and number of units and related emissions, population, and traffic.
However, no other significant impacts or mitigation measures were added or revised in
significance.
Revised Oakmont Meadows Residential Development Project Page 17
1. AESTHETICS
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Have a substantial adverse effect on a scenic vista?
b) Substantially damage scenic resources, including, but not limited to,
trees, rock outcroppings, and historic buildings within a state scenic
highway?
c) Substantially degrade the existing visual character or quality of the
site and its surroundings?
d) Create a new source of substantial light or glare which would
adversely affect day or nighttime views in the area?
a‐c) Scenic Vistas, Resources, Visual Character. Both I‐280 and CA‐1 are designated or eligible
State Scenic Highways through South San Francisco. However, the Project site is located
approximately 3,600 feet and 7,700 feet from these highways and would not generally be
visible in views from these highways due to intervening topography and trees/structures.
The City’s General Plan does not further identify scenic roadways or scenic vistas.1, 2
The revised Project would be visible from nearby properties and those at higher vantage
points, but a residential use as proposed is consistent with the existing and planned
character of the neighborhood. (Such a determination under CEQA does not preclude the
City from considering specifics of design during design review.)
Again due to the Project location and relative topography and existing trees/structures in the
vicinity, the revised Project would not substantially change the views of nearby properties
toward regional features such as the Pacific Ocean or San Francisco Bay, or the local
landmark of Sign Hill. A change to private views would not generally be considered an
environmental impact under CEQA in any case.
Therefore, the revised Project would have a less than significant impact in relation to scenic
vistas, scenic resources, and visual character.
1 California Department of Transportation, State Scenic Highway Mapping System,
http://www.dot.ca.gov/hq/LandArch/16_livability/scenic_highways/index.htm
2 City of South San Francisco, prepared by Dyett and Bhatia, South San Francisco General Plan, adopted October
1999, as amended.
Page 18 Revised Oakmont Meadows Residential Development Project
d) Light and Glare. The revised Project proposes residential development generally consistent
with surrounding properties and would comply with City regulations regarding lighting
that will ensure glare is minimized and light levels are limited to those expected in
residential developments and existing in the surrounding developed area.3 The Project’s
impact related to light and glare is less than significant.
3 City of South San Francisco, South San Francisco Municipal Code, including sections 20.300.008.
Revised Oakmont Meadows Residential Development Project Page 19
2. AGRICULTURE AND FORESTRY RESOURCES
In determining whether impacts to agricultural resources are significant
environmental effects, lead agencies may refer to the California Agricultural
Land Evaluation and Site Assessment Model (1997) prepared by the
California Dept. of Conservation as an optional model to use in assessing
impacts on agriculture and farmland. In determining whether impacts to
forest resources, including timberland, are significant environmental effects,
lead agencies may refer to information compiled by the California
Department of Forestry and Fire Protection regarding the state’s inventory of
forest land, including the Forest and Range Assessment Project and the Forest
Legacy Assessment project; and forest carbon measurement methodology
provided in Forest Protocols adopted by the California Air Resources Board.
Would the project: Potentially Significant Impact Less Than Significant with Mitigation Less Than Significant Impact No Impact a) Convert Prime Farmland, Unique Farmland, or Farmland of Statewide
Importance (Farmland), as shown on the maps prepared pursuant to the
Farmland Mapping and Monitoring Program of the California Resources
Agency, to non‐agricultural use?
b) Conflict with existing zoning for agricultural use, or a Williamson Act
contract?
c) Conflict with existing zoning for, or cause rezoning of, forest land (as
defined in Public Resources Code section 12220(g)), timberland (as
defined by Public Resources Code section 4526), or timberland zoned
Timberland Production(as defined by Government Code section
51104(g))?
d) Result in the loss of forest land or conversion of forest land to non‐forest
use?
e) Involve other changes in the existing environment which, due to their
location or nature, could result in conversion of Farmland, to non‐
agricultural use or conversion of forest land to non‐forest use?
a‐e) Agriculture and Forestry Resources. The Project site is located in an urban area on a lot
designated for residential development. No part of the site is zoned for or currently being
used for agricultural or forestry purposes or is subject to the Williamson Act. There would
be no impact to agricultural and forestry resources as a result of this Project.
Page 20 Revised Oakmont Meadows Residential Development Project
3. AIR QUALITY
Where available, the significance criteria established by the applicable air
quality management or air pollution control district may be relied upon to
make the following determinations. Would the project: Potentially Significant Impact Less Than Significant with Mitigation Less Than Significant Impact No Impact a) Conflict with or obstruct implementation of the applicable air quality
plan?
b) Violate any air quality standard or contribute substantially to an
existing or projected air quality violation?
c) Result in a cumulatively considerable net increase of any criteria
pollutant for which the project region is non‐attainment under an
applicable federal or state ambient air quality standard (including
releasing emissions which exceed quantitative thresholds for ozone
precursors)?
d) Expose sensitive receptors to substantial pollutant concentrations?
e) Create objectionable odors affecting a substantial number of people?
a) Air Quality Plan. The Project site is subject to the Bay Area Clean Air Plan, first adopted by
the Bay Area Air Quality Management District (BAAQMD) (in association with the
Metropolitan Transportation Commission and the Association of Bay Area Governments) in
1991 and last updated in April 2017, called the Bay Area 2017 Clean Air Plan. The plan is
meant to demonstrate progress toward meeting ozone standards, but also includes other
elements related to particulate matter, toxic air contaminants, and greenhouse gases. 4
BAAQMD recommends analyzing a project’s consistency with current air quality plan
primary goals and control measures. The impact would be significant if the Project would
conflict with or obstruct attainment of the primary goals or implementation of the control
measures.
The primary goals of the 2017 Clean Air Plan are:
Attain all state and national air quality standards
Eliminate disparities among Bay Area communities in cancer health risk from toxic
air contaminants
Reduce Bay Area GHG emissions 40 percent below 1990 levels by 2030, and 80
percent below 1990 levels by 2050. [This standard is addressed in Section 7:
Greenhouse Gas Emissions.]
4 BAAQMD, April 2017, Final 2017 Clean Air Plan: Spare the Cir – Cool the Climate, A Blueprint for Clean Air and
Climate Protection in the Bay Area.
Revised Oakmont Meadows Residential Development Project Page 21
The Project would be consistent with all applicable rules and regulations related to
emissions and health risk and would not result in a new substantial source of emissions or
toxic air contaminants or otherwise conflict with the primary goals of the 2017 Clean Air
Plan.
Many of the Clean Air Plan’s control measures are targeted to area‐wide improvements,
large stationary source reductions, or large employers and these are not applicable to the
proposed Project. However, the Project would be consistent with all rules and regulations
related to construction activities and the proposed development would meet current
standards of energy and water efficiency (Energy Control Measure EN1 and Water Control
Measure WR2) and recycling and green waste requirements (Waste Management Control
Measures WA3 and WA4) and does not conflict with applicable control measures aimed at
improving access/connectivity for bicycles and pedestrians (Transportation Control
Measure TR9) or any other control measures.
Therefore, there would be no impact in relation to inconsistency with the Clean Air Plan.
b‐c) Air Quality Standards/Criteria Pollutants. Ambient air quality standards have been
established by state and federal environmental agencies for specific air pollutants most
pervasive in urban environments. These pollutants are referred to as criteria air pollutants
because the standards established for them were developed to meet specific health and
welfare criteria set forth in the enabling legislation and include ozone precursors (NOx and
ROG), carbon monoxide (CO), and suspended particulate matter (PM10 and PM2.5). The Bay
Area is considered “attainment” for all of the national standards, with the exception of
ozone. It is considered “nonattainment” for State standards for ozone and particulate
matter.
Past, present and future development projects contribute to the region’s adverse air quality
impacts on a cumulative basis. By its very nature, air pollution is largely a cumulative
impact. No single project is sufficient in size to, by itself, result in nonattainment of ambient
air quality standards. Instead, a project’s individual emissions contribute to existing
cumulatively significant adverse air quality impacts. If a project’s contribution to the
cumulative impact is considerable, then the project’s impact on air quality would be
considered significant.5 Emissions from operation of the Project could cumulatively
contribute to air pollutant levels in the region.
The Project is located in the San Francisco Bay Area Air Basin and therefore under the
jurisdiction of BAAQMD. BAAQMD publishes a document titled California Environmental
Quality Act Air Quality Guidelines (“BAAQMD Guidelines”), which provides guidance for
consideration by lead agencies, consultants, and other parties evaluating air quality impacts
in the San Francisco Bay Area Air Basin conducted pursuant to CEQA. The document
provides guidance on evaluating air quality impacts of development projects and local
5 BAAQMD, May 2017, California Environmental Quality Act Air Quality Guidelines, p. 2‐1.
Page 22 Revised Oakmont Meadows Residential Development Project
plans, determining whether an impact is significant, and mitigating significant air quality
impacts.
BAAQMD updated these Guidelines in coordination with adoption of new thresholds of
significance on June 2, 2010.6 The most recent version of the Guidelines are dated May 2017.
The relevant analysis in this document is based upon guidance from the current BAAQMD
Guidelines.
Construction Emissions
BAAQMD presents screening criteria in their Guidelines that identify project sizes by type
that could have the potential to result in emissions over criteria levels. The Project is well
below BAAQMD’s construction‐period criteria pollutant screening size of 114 single‐family
dwelling units and therefore is not anticipated to result in emissions of criteria pollutants
over threshold levels during construction.7 The impact related to construction‐period air
quality emissions is less than significant.
However, BAAQMD recommends implementation of construction mitigation measures to
reduce construction‐related criteria pollutant and fugitive dust emissions for all projects,
regardless of the significance level of construction‐period impacts. These basic measures are
included in Mitigation Measure Air‐1, below and would further reduce construction‐period
criteria pollutant impacts.
Mitigation Measure
Air‐1: Basic Construction Management Practices. The Project shall demonstrate
proposed compliance with all applicable regulations and operating
procedures prior to issuance of demolition, building or grading permits,
including implementation of the following BAAQMD “Basic Construction
Mitigation Measures”.
i) All exposed surfaces (e.g., parking areas, staging areas, soil piles, graded
areas, and unpaved access roads) shall be watered two times per day.
ii) All haul trucks transporting soil, sand, or other loose material off‐site
shall be covered.
iii) All visible mud or dirt track‐out onto adjacent public roads shall be
removed using wet power vacuum street sweepers at least once per day.
The use of dry power sweeping is prohibited.
6 Bay Area Air Quality Management District. June 2, 2010. News Release
http://www.baaqmd.gov/~/media/Files/Communications%20and%20Outreach/Publications/News%20Releases/2
010/ceqa_100602.ashx.
7 Bay Area Air Quality Management District, California Environmental Quality Act Air Quality Guidelines, May 2017,
Table 3‐1.
Revised Oakmont Meadows Residential Development Project Page 23
iv) All vehicle speeds on unpaved roads shall be limited to 15 mph.
v) All roadways, driveways, and sidewalks to be paved shall be completed
as soon as possible. Building pads shall be laid as soon as possible after
grading unless seeding or soil binders are used.
vi) Idling times shall be minimized either by shutting equipment off when
not in use or reducing the maximum idling time to 5 minutes (as required
by the California airborne toxics control measure Title 13, Section 2485 of
California Code of Regulations [CCR]). Clear signage shall be provided
for construction workers at all access points.
vii) All construction equipment shall be maintained and properly tuned in
accordance with manufacturer’s specifications. All equipment shall be
checked by a certified mechanic and determined to be running in proper
condition prior to operation.
viii) Post a publicly visible sign with the telephone number and person to
contact at the Lead Agency regarding dust complaints. This person shall
respond and take corrective action within 48 hours. BAAQMD’s phone
number shall also be visible to ensure compliance with applicable
regulations.
Mitigation Measure Air‐1 would further reduce less than significant construction‐period
criteria pollutant impacts. Because construction‐period emissions do not exceed applicable
criteria pollutant significance thresholds, additional construction mitigation measures
would not be required to mitigate impacts.
Operational Emissions
Similar to the analysis for construction‐period impacts above, the Project was compared to
BAAQMD screening criteria for operational pollutants. The Project is well below
BAAQMD’s operational criteria pollutant screening size of 325 single‐family dwelling units
and therefore not anticipated to result in emissions of criteria pollutants over threshold
levels during operations.8 Therefore, operation of the Project would have a less‐than‐
significant impact on regional air quality.
Additionally, because carbon monoxide hot spots can occur near heavily traveled and
delayed intersections, BAAQMD presents traffic‐based criteria as screening criteria for
carbon monoxide impacts. As operation of the proposed Project would not result in any
significantly affected intersections (see section 15 Transportation and Traffic for additional
details), the Project would be below carbon monoxide threshold levels.
8 Bay Area Air Quality Management District, California Environmental Quality Act Air Quality Guidelines, May 2017,
Table 3‐1.
Page 24 Revised Oakmont Meadows Residential Development Project
Therefore, the Project impact related to operational pollutant emissions would be less than
significant.
d) Sensitive Receptors. For the purpose of assessing impacts of a proposed Project on exposure
of sensitive receptors to risks and hazards, the threshold of significance is exceeded when
the Project‐specific cancer risk exceeds 10 in one million, the non‐cancer risk exceeds a
Hazard Index of 1.0 (or cumulative risk of 100 in one million or a Hazard Index of 10.0
respectively is exceeded), and/or the annual average PM2.5 concentration would exceed 0.3
μg/m3 (or 0.8 μg/m3 cumulatively). Examples of sensitive receptors are places where people
live, play or convalesce and include schools, hospitals, residential areas and recreation
facilities.
Construction‐Period Health Risks
The Project site is located adjacent to existing residential uses and approximately 450 feet
southwest of the Westborough Middle School. Residents and students are considered
sensitive uses. Construction‐period TAC emissions could contribute to increased health
risks to nearby residents and students from TACs. While BAAQMD does not provide a
screening level to determine projects that are small enough that they can be assumed to be
below significance thresholds, significant impacts in this regard are not usually seen unless
residential projects include about 200 dwelling units or more. Additionally, the modeling to
quantify health risks was not originally intended for emissions periods spanning less than 7
years and is not recommended by any agency for use for less than a 2 year period.
Therefore, due to the small size of the Project and relatively low potential for impacts to
nearby sensitive users, similar to the approach for construction‐period criteria pollutants,
potential health risks due to construction‐period emissions impacts shall be minimized
through implementation of construction management practices.
Mitigation Measure
Air‐2: Construction Emissions Minimization Practices. The project shall
demonstrate compliance with the following Construction Emissions
Minimization Practices prior to issuance of demolition, building or grading
permits:
1. All off‐road equipment greater than 25 horse power (hp) and operating
for more than 20 total hours over the entire duration of construction
activities shall meet the following requirements:
a) Where access to alternative sources of power are available, portable
diesel engines shall be prohibited;
b) All off‐road equipment shall have:
i. Engines that meet or exceed either U.S. Environmental Protection
Agency (U.S. EPA) or California Air Resources Board (ARB) Tier 2
off‐road emission standards, and
Revised Oakmont Meadows Residential Development Project Page 25
ii. Engines that are retrofitted with an ARB Level 3 Verified Diesel
Emissions Control Strategy (VDECS).
c) Exceptions:
i. Exceptions to 1(a) may be granted if the project sponsor has
submitted information providing evidence to the satisfaction of
the City that an alternative source of power is limited or infeasible
at the project site and that the requirements of this exception
provision apply.
ii. Exceptions to 1(b)(ii) may be granted if the project sponsor has
submitted information providing evidence to the satisfaction of
the City that a particular piece of off‐road equipment with an ARB
Level 3 VDECS is: (1) technically not feasible, (2) would not
produce desired emissions reductions due to expected operating
modes, (3) installing the control device would create a safety
hazard or impaired visibility for the operator, or (4) there is a
compelling emergency need to use off‐road equipment that are
not retrofitted with an ARB Level 3 VDECS and the sponsor has
submitted documentation to the City that the requirements of this
exception provision apply. If granted an exception to 1(b)(ii), the
project sponsor must comply with the requirements of 1(c)(iii).
iii. If an exception is granted pursuant to 1(c)(ii), the project sponsor
shall provide the next cleanest piece of off‐road equipment,
including a Tier 2 engine standard and the following emissions
control/alternative fuel in order of preference if available: 1) ARB
Level 2 VDECS, 2) ARB Level 2 VDECS, or 3) Alternative Fuel.
Mitigation measure Air‐2 would ensure construction‐period health risk impacts remain at a
level of less than significant with mitigation.
Operational Health Risks
The Project, as a residential development, would not be considered a significant source of
operational TACs.
While the future residents of the proposed Project would be considered sensitive receptors,
the effects of the environment on a project are not considered a CEQA impact (which is
focused to the effects of a project on the environment, and not the reverse).9 The following is
included for informational purposes:
9 California Building Industry Assn. v. Bay Area Air Quality Management Dist., (2015) 62 Cal.4th 369, Case No.
S213478.
Page 26 Revised Oakmont Meadows Residential Development Project
BAAQMD recommends consulting screening tools to identify whether any substantial TAC
sources are located within 1,000 feet of the project.
BAAQMD’s county‐specific Google Earth Stationary Source Screening Analysis Tool
indicates there are no stationary sources of TACs within 1,000 feet of the Project site.
BAAQMD’s county‐specific Google Earth Highway Screening Analysis Tool indicates
there is one highway within 1,000 feet of the Project site:
o CA‐35 (Skyline Boulevard), at over 500 feet from the Project site, has a screening
level cancer risk of 0.83 in one million, a Hazard Index of 0.001 to 0.002, and an
annual average PM2.5 concentration of 0.014 μg/m3. These are well below
BAAQMD’s indicated threshold levels.
There are no substantial sources of TACs within 1,000 feet of the Project, so it can be
assumed future residents would not be subjected to levels of TACs above screening levels.
As noted above, this is presented as an informational item.
e) Objectionable Odors. As a residential development, operation of the Project would not be a
source of objectionable odors. During construction, diesel‐powered vehicles and equipment
would create odors that some may find objectionable. However, these odors would be
temporary and not likely to be noticeable much beyond the Project site’s boundaries.
Therefore, the potential for objectionable odor impacts is considered less than significant.
Revised Oakmont Meadows Residential Development Project Page 27
4. BIOLOGICAL RESOURCES
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Have a substantial adverse effect, either directly or through habitat
modifications, on any species identified as a candidate, sensitive, or
special status species in local or regional plans, policies, or
regulations, or by the California Department of Fish and Wildlife or
U.S. Fish and Wildlife Service?
b) Have a substantial adverse effect on any riparian habitat or other
sensitive natural community identified in local or regional plans,
policies, or regulations, or by the California Department of Fish and
Wildlife or US Fish and Wildlife Service?
c) Have a substantial adverse effect on federally protected wetlands as
defined by Section 404 of the Clean Water Act (including, but not
limited to, marsh, vernal pool, coastal, etc.) through direct removal,
filling, hydrological interruption, or other means?
d) Interfere substantially with the movement of any native resident or
migratory fish or wildlife species or with established native resident
or migratory wildlife corridors, or impede the use of native wildlife
nursery sites?
e) Conflict with any local policies or ordinances protecting biological
resources, such as a tree preservation policy or ordinance?
f) Conflict with the provisions of an adopted Habitat Conservation
Plan, Natural Community Conservation Plan, or other approved
local, regional, or state habitat conservation plan?
a, b) Special Status Species and Habitat. The Project site was fully assessed for biological
resources and habitat under the Prior MND, which found no special‐status species or
habitat at the Project site except for a small patch of remnant native grassland surrounded
by non‐native grassland, that was not considered a substantial community or significant
impact for its removal. Since that time, the site has been maintained as a vacant lot with
non‐native grassland and landscaping maintained and weeded regularly to avoid invasive
species. Additionally, the City’s General Plan does not include the Project site on maps or
lists or locations with biological resources.10 The revised Project would result in the
10 City of South San Francisco, prepared by Dyett and Bhatia, South San Francisco General Plan, adopted October
1999, as amended, Section 7.1. Habitat and Biological Resources.
Page 28 Revised Oakmont Meadows Residential Development Project
removal of non‐native grasslands and landscaping, which are not a special status species or
habitat.
Existing trees at the Project site, which are not special‐status, are potentially covered under
the City’s Tree Preservation Ordinance (Municipal Code Chapter 13.30), depending on size
and type of tree. While the revised Project proposes retention of most trees at the site as
well as additional trees to be planted per the landscaping plan, any trees to be removed
would require issuance by the City of a Tree Removal Permit. Compliance with this
process will ensure the Project does not result in conflict with the Tree Preservation
Ordinance.
Additionally, trees on the Project site or in the vicinity could host the nests of common
birds such as house finch, American robin, northern mockingbird, European starling,
and/or Brewer’s blackbird. These species are locally and regionally abundant, and Project
effects on these species would be minimal or nil. However, nearly all native birds are
protected under the federal Migratory Bird Treaty Act and the California Fish and Wildlife
Code, so the following mitigation would be applicable to prevent a “take” of these species
under these regulations related to disturbance during nesting.
Mitigation Measure
Bio‐1: Nesting Birds. If construction occurs during the breeding season (February
through August), the site and a surrounding radius of not less than 0.5 miles
shall be surveyed by a qualified biologist to verify the presence or absence of
nesting birds protected under the federal Migratory Bird Treaty Act and the
California Fish and Wildlife Code. Pre‐construction surveys shall be
conducted within 15 days prior to start of work and shall be submitted to the
Building Division. If the survey indicates the potential presences of nesting
birds, the applicant shall comply with recommendations of the biologist
regarding an appropriately sized buffer around the nest in which no work
will be allowed until the young have successfully fledged. The size of the nest
buffer will be based to a large extent on the nesting species and its sensitivity
to disturbance.
As noted above, there are no other special‐status species with the potential to be
significantly impacted by the revised Project. With implementation of Mitigation Measure
Bio‐1, the impact related to special‐status species and habitats would be less than significant
with mitigation.
c) Wetlands. The Project site was fully assessed for biological resources and habitat under the
Prior MND, which found no wetlands at the Project site. Since that time, the site has been
maintained as a vacant lot with non‐native grassland and landscaping maintained and
weeded regularly so conditions related to wetlands would not have changed and the
revised Project would have no impact related to wetlands.
Revised Oakmont Meadows Residential Development Project Page 29
d) Wildlife Corridors. The Project site is surrounded by roadways and other developed areas
and does not have the potential to act as a substantial wildlife corridor. The revised Project
would have a less than significant impact related to movement of wildlife.
e, f) Local Policies and Ordinances and Conservation Plans. The Project site is not subject to any
habitat conservation or natural community conservation plans and thus would not conflict
with any approved local, regional, or state habitat conservation plan. As noted under items
“a, b” above, the Project would comply with the City’s Tree Preservation Ordinance and
therefore not cause a conflict with local policies. There are no other local policies applicable
to the revised Project. There would be no impact.
Page 30 Revised Oakmont Meadows Residential Development Project
5. CULTURAL RESOURCES
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Cause a substantial adverse change in the significance of a historical
resource as defined in Public Resources Section 15064.5?
b) Cause a substantial adverse change in the significance of an
archaeological resource pursuant to Public Resources Section 15064.5?
c) Directly or indirectly destroy a unique paleontological resource or site
or unique geologic feature?
d) Disturb any human remains, including those interred outside of
formal cemeteries?
a) Historic Resources. There are no existing structures at the site. The revised Project would
have no impact related to historic resources.
b, c) Archaeological/Paleontological Resources/Human Remains. The Project site was fully
assessed for cultural resources under the Prior MND, which found no known cultural,
Native American, or archaeological resources at the site but recommended measures to
address the unexpected discovery of such resources during ground‐disturbing construction
activities. These measures are covered under current regulations, as outlined below.
If Native American, archaeological, or paleontological resources are discovered on site,
these resources shall be handled according to CEQA Section 15064.5(c), which calls on lead
agencies to refer to the provisions of Section 21083.2 of the Public Resources Code, or
Section 21084.1 if the archaeological site is determined to be a historical resource. This is
standard procedure for any project in California, so the impact is considered less than
significant.
d) Human Remains. There are no known human remains that would be disturbed by the
proposed Project. If human remains are found during construction activities at the Project
site, they will be handled according to Section 7050.5 of the Health and Safety Code or, if the
remains are Native American, Section 5097.98 of the Public Resources Code as per CEQA
Section 15064.5(d). This is standard procedure for any project in California, so the impact is
considered less than significant.
Revised Oakmont Meadows Residential Development Project Page 31
6. GEOLOGY AND SOILS
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Expose people or structures to potential substantial adverse effects,
including the risk of loss, injury, or death involving:
i) Rupture of a known earthquake fault, as delineated on the most
recent Alquist‐Priolo Earthquake Fault Zoning Map issued by the
State Geologist for the area or based on other substantial evidence
of a known fault? (Refer to Division of Mines and Geology Special
Publication 42)
ii) Strong seismic ground shaking?
iii) Seismic‐related ground failure, including liquefaction?
iv) Landslides?
b) Result in substantial soil erosion or the loss of topsoil?
c) Be located on a geologic unit or soil that is unstable, or that would
become unstable as a result of the project, and potentially result in on‐
or off‐site landslide, lateral spreading, subsidence, liquefaction or
collapse?
d) Be located on expansive soil, as defined in Table 18‐1‐B of the Uniform
Building Code (1994), creating substantial risks to life or property?
e) Have soils incapable of adequately supporting the use of septic tanks
or alternative waste water disposal systems where sewers are not
available for the disposal of waste water?
a‐ d) Geologic Hazards. According to the currently‐adopted CEQA Guidelines, exposure of
people or structures to major geological hazards is considered a significant adverse impact.
Per the California Supreme Court CBIA vs BAAQMD decision (Case No. S213478, decided
December 17, 2015), the scope of CEQA analyses should be limited to the effect of the
environment on a project (as opposed to the effect of a project on the environment).
Therefore, thresholds related to geological and seismic risks are limited to whether or not a
project will exacerbate existing seismic risks. “Induced seismicity” is the term for
earthquakes caused by human activity, and while the mechanisms have been scientifically
proven, all suspected forms of induced seismicity involve substantial increase or loss of
mass in an area, such as through the creation of artificial lakes through dam construction,
large‐scale removal of coal from mining, large‐scale extraction of oil deposits or
groundwater reserves, or large‐scale liquid injection for waste disposal or hydraulic
Page 32 Revised Oakmont Meadows Residential Development Project
fracturing. The revised Project is a substantially smaller scale than these types of projects
and would not have the potential to result in induced seismicity.
The revised Project’s potential geological hazards impacts under CEQA therefore are
focused to those that could impact biological or hydrological resources or nearby properties
(such as through erosion, creation of unstable slopes, or inadequate septic systems), and not
those that could affect future residents or structures at the Project site. Additional discussion
of non‐CEQA topics are also included below as informational items.
Note that information in this section is based on a series of geotechnical reports and fault
evaluations, as fully detailed in the sources section at the end of this document, including
the most recent Berlogar Geotechnical Consultants report in 2008.
Unstable Soil/Seismically‐Induced Landslides
The preliminary grading plan for the revised Project includes cut slopes across much of the
site which would expose fill materials, and fill slopes which would have a height of
approximately nine feet near the southeastern corner of the site. As a result, the geotechnical
report contains specific recommendations for the grading plan to ensure support along cut
and fill slopes where grading could remove existing toe support or affect the stability of the
planned fill slopes. The final detailed project plans are required to incorporate the
recommendations in the geotechnical report to avoid or reduce the potential impacts related
to slope instability on the site. Per standard procedures, compliance with design‐level
recommendations will be verified during the construction permitting process.
The report concluded that grading in accordance with the recommendation would reduce
the risk of seismically induced landslides to low. Therefore, the revised Project’s potential to
result in unstable soils that could impact existing people and structures is less than
significant.
Erosion
Grading and construction activities will expose soil to the elements, which would be subject
to erosion during storm events. Implementation of a construction‐period stormwater plan
will mitigate the potential for erosion and loss of top soil.
In accordance with the Clean Water Act and the State Water Resources Control Board
(SWRCB), the Applicant is required to file a Storm Water Pollution Prevention Plan
(SWPPP) prior to the start of construction. The SWPPP shall include specific best
management practices to reduce soil erosion. This is required to obtain coverage under the
General Permit for Discharges of Storm Water Associated with Construction Activity
(Construction General Permit, 99‐08‐DWQ). Per standard procedures, compliance with
SWPPP requirements will be verified during the construction permitting process. Therefore,
the revised Project’s potential to result in soil erosion or loss of topsoil is less than
significant through compliance with SWPPP requirements.
Revised Oakmont Meadows Residential Development Project Page 33
Informational Items
As noted above, CEQA does not require an agency to consider the impact of existing
conditions on future project users. Therefore, the following discussion is included for
informational purposes and is not related to CEQA impacts.
The site is situated within an Alquist‐Priolo Earthquake Fault Zone and three active traces of
the San Andreas Fault are on the site. The main trace lies beneath the fill in the center of the
site; two other traces lie on either side of the main trace. The location of fault traces on the
site have been explored in a series of technical studies and earthquake setback zones
incorporated into the revised Project per applicable regulations. Within the fault zone,
surface rupture could result in displacement of more than 10 feet. The risk of major faulting‐
induced displacement outside of the setback zones is considered low. All habitable
structures are located outside of the setback zone. As allowable under applicable
regulations, non‐habitable detached garages, park and open space areas, and infrastructure
including roadways, are located within the setback zone.
The San Francisco Bay Area is a seismically active region and the revised Project, along with
the region as a whole, is likely to experience strong seismic ground shaking during its
lifetime. A moderate to major earthquake on the San Andreas fault or a major earthquake on
other regional faults including the Hayward, Calaveras, or Seal Cove faults would likely
cause severe ground shaking on the Project site that could damage structures and
infrastructure.
A geotechnical report was prepared for the Project that contains specific recommendations
to the seismic parameters for design of the proposed structures (e.g., related to foundations
and soft‐story conditions) and utilities. The report concluded that the risk of liquefaction,
ground subsidence, and landslides at the site is low. Based on site soil analysis, this report
included specific recommendations for construction of structures and infrastructure. These
recommendations will be updated to reflect the current Project plans as recommendations
were made based on a previous version. In addition to designing the revised Project in
accordance with the current standards set forth in the California Building Code, the revised
Project design and construction shall incorporate the recommendations in the geotechnical
report to avoid or reduce the geotechnical hazards to structures and utilities on the site. Per
standard procedures, compliance with design‐level recommendations will be verified
during the construction permitting process.
e) Septic Tanks. The revised Project would not include the use of septic tanks and associated
disposal facilities. Therefore, the Project would have no impact in this regard.
Page 34 Revised Oakmont Meadows Residential Development Project
7. GREENHOUSE GAS EMISSIONS
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Generate greenhouse gas emissions, either directly or indirectly, that
may have a significant impact on the environment?
b) Conflict with an applicable plan, policy or regulation adopted for the
purpose of reducing the emissions of greenhouse gases?
a) Greenhouse Gas Emissions. BAAQMD has determined that greenhouse gas (GHG)
emissions and global climate change represent cumulative impacts. BAAQMD adopted a
threshold of significance for operational GHGs of 1,100 metric tons carbon dioxide
equivalent (CO2e) per year or, if the project is too large to meet that threshold, an efficiency
threshold of 4.6 metric tons CO2e per service population per year.
Similar to the analysis for Air Quality impacts (Section 3 of this document), the Project was
compared to BAAQMD screening criteria that identify project sizes by type that could have
the potential to result in emissions over criteria levels. As it relates to greenhouse gas
emissions, this table includes screening levels of 56 single family dwelling units.11 At 22
units, the Project would be below the screening size for a project of this type, and would
therefore be below threshold levels. The impact related to GHG emissions is less than
significant.
b) Greenhouse Gas Reduction Plans. The City adopted a qualified GHG reduction plan in 2014,
the City of South San Francisco Climate Action Plan. This plan estimated community‐wide
GHG emissions of 548,600 metric tons CO2e in 2005 and a target reduction of 15% below the
2005 baseline levels.
Many of the Climate Action Plan’s reduction measures are targeted to city‐wide strategies
that are not directly applicable to the proposed Project. As a small infill residential project
located in an otherwise developed area, the Project would not substantially contribute to
bicycle and pedestrian connectivity or support of public transit or automobile dependence
(Measures 1.1 through 1.3), but would not conflict with these measures either. The Project
would meet current standards of energy and water efficiency (Measures 3.1 and 6.1), and
residents would participate in recycling for waste reduction (Measure 5.1). A discussion of
the Project in relation to the Clean Air Plan is included in Section 3: Air Quality.
11 BAAQMD, May 2017, California Environmental Quality Act Air Quality Guidelines, pp. 3‐2 to 3‐3.
Revised Oakmont Meadows Residential Development Project Page 35
Additionally, GHG emissions associated with the proposed Project were analyzed per the
BAAQMD Guidelines. BAAQMD’s thresholds and methodologies take into account
implementation of state‐wide regulations and plans, such as the AB 32 Scoping Plan and
adopted state regulations such as Pavley and the low carbon fuel standard. Therefore, there
would be no impact in relation to consistency with GHG reduction plans.
Page 36 Revised Oakmont Meadows Residential Development Project
8. HAZARDS AND HAZARDOUS MATERIALS
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Create a significant hazard to the public or the environment through
the routine transport, use, or disposal of hazardous materials?
b) Create a significant hazard to the public or the environment through
reasonably foreseeable upset and accident conditions involving the
release of hazardous materials into the environment?
c) Emit hazardous emissions or handle hazardous or acutely hazardous
materials, substances, or waste within one‐quarter mile of an existing
or proposed school?
d) Be located on a site which is included on a list of hazardous materials
sites compiled pursuant to Government Code Section 65962.5 and, as
a result, would it create a significant hazard to the public or the
environment?
e) For a project located within an airport land use plan or, where such a
plan has not been adopted, within two miles of a public airport or
public use airport, would the project result in a safety hazard for
people residing or working in the project area?
f) For a project within the vicinity of a private airstrip, would the
project result in a safety hazard for people residing or working in the
project area?
g) Impair implementation of or physically interfere with an adopted
emergency response plan or emergency evacuation plan?
h) Expose people or structures to a significant risk of loss, injury or
death involving wildland fires, including where wildlands are
adjacent to urbanized areas or where residences are intermixed with
wildlands?
a‐d) Hazardous Materials. The Project site was fully assessed for hazardous materials under the
Prior MND, which found that the site is not included on a list of hazardous materials sites
compiled pursuant to Government Code Section 65962.5 but that portions of the site were
filled in the 1960s, before there were regulatory requirements for the source and contents of
fill material and the potential exists for fill at the site to contain materials which would now
be classified as hazardous and could be released during construction activities. Since that
time, the site has been maintained as a vacant lot so conditions related to hazardous
materials would not have changed. The Project site is located approximately 450 feet
southwest of the Westborough Middle School, so is within the vicinity of a school. To
Revised Oakmont Meadows Residential Development Project Page 37
mitigate the potential for upset of hazardous materials during the construction period, the
revised Project shall implement the following measure:
Mitigation Measure
Haz‐1: Halting Work on Encountering Materials Believed to be Hazardous. In the
event that materials which are believed to be hazardous are encountered
during site preparation or excavation work, all such activity at the project site
shall be halted until the material in question has been evaluated by the South
San Francisco Fire Department and/or the San Mateo County Environmental
Health Department. Prior to the resumption of work at the project site,
implementation of appropriate response measures and disposal methods in
accordance with applicable state and local regulations and as approved by
the Fire Department would reduce the impact to a level of less than
significant.
Additionally, it is likely that equipment used at the site during construction activities could
utilize substances considered by regulatory bodies as hazardous, such as diesel fuel and
gasoline. However, all construction activities would be required to conform with Title 49 of
the Code of Federal Regulations, US Department of Transportation (DOT), State of
California, and local laws, ordinances and procedures, which would minimize the potential
for accidental release.
Potential impacts are confined to the temporary construction period. Once operational,
residential uses would not be considered a potential source for hazardous material use or
release. With implementation of Mitigation Measure Haz‐1 and conformance with
applicable regulations, the impact related to hazardous materials would be less than
significant with mitigation.
e, f) Airport Hazards. The closest airport is the San Francisco International Airport, located
approximately 4 miles from the Project site. The Project site is within Airport Influence
Areas A and B of the October 2012 Airport Land Use Compatibility Plan for the Environs for
the San Francisco International Airport (ALUCP).12 The Project site is outside the constraints
related to heights and would not contain other incompatible flight hazards as described in
the ALUCP.13 There are no other airports, either public or private within the vicinity of the
Project. There would be no impact related to airport hazards.
g) Emergency Response Plan. The revised Project would not substantially alter traffic patterns
and would not impair implementation of any adopted emergency response plan or
emergency evacuation plan. Therefore, the revised Project would have no impact in this
regard.
12 City/County Association of Governments of San Mateo County, November 2012, Comprehensive Airport Land
Use Compatibility for the Environs of San Francisco International Airport, Exhibits IV‐1 and IV‐2.
13 Ibid, pages IV‐59 to IV‐60.
Page 38 Revised Oakmont Meadows Residential Development Project
h) Wildland Fire. The Project site is identified in the City’s General Plan (Figure 8‐4) as a Low
Priority Management Unit, which requires vegetation management to reduce potential fuel
for wildfires. Once developed, the site will likely be removed from the designation as a
Management Unit. At that point, the potential for wildlife fire would be considered low, as
the site is surrounded by other development and roadways, although the Fire Department
can establish additional conditions during their review prior to the issuance of construction
permits. Therefore, the revised Project would have a less than significant impact related to
wildland fire.
Revised Oakmont Meadows Residential Development Project Page 39
9. HYDROLOGY AND WATER QUALITY
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Violate any water quality standards or waste discharge
requirements?
b) Substantially deplete groundwater supplies or interfere substantially
with groundwater recharge such that there would be a net deficit in
aquifer volume or a lowering of the local groundwater table level
(e.g., the production rate of pre‐existing nearby wells would drop to a
level which would not support existing land uses or planned uses for
which permits have been granted)?
c) Substantially alter the existing drainage pattern of the site or area,
including through the alteration of the course of a stream or river, in
a manner which would result in substantial erosion or siltation on‐ or
off‐site?
d) Substantially increase the rate or amount of surface runoff in a
manner which would result in flooding on‐ or off‐site?
e) Create or contribute runoff water which would exceed the capacity of
existing or planned stormwater drainage systems due to changes in
runoff flow rates or volumes?
f) Otherwise substantially degrade water quality?
g) Place housing within a 100‐year flood hazard area as mapped on a
federal Flood Hazard Boundary or Flood Insurance Rate Map or
other flood hazard delineation map?
h) Place within a 100‐year flood hazard area structures, which would
impede or redirect flood flows?
i) Expose people or structures to a significant risk of loss, injury or
death involving flooding, including flooding as a result of the failure
of a levee or dam?
j) Inundation by seiche, tsunami, or mudflow?
a, e) Water Discharge Quality and Capacity
Construction Period
As noted in Section 6: Geology and Soils, the Applicant is required to file a SWPPP prior to
the start of construction to detail measures to control the level and quality of stormwater
during the construction period. Per standard procedures, compliance with SWPPP
Page 40 Revised Oakmont Meadows Residential Development Project
requirements will be verified during the construction permitting process. Therefore, the
revised Project’s potential to result in construction‐period impacts to runoff volume or
quality would be less than significant.
Operational Period
Federal Clean Water Act regulations require municipalities to obtain NPDES permits that
outline programs and activities to control surface stormwater pollution. Municipalities, such
as the City of South San Francisco, must eliminate or reduce ʺnon‐pointʺ pollution,
consisting of all types of substances generated as a result of urbanization (e.g. pesticides,
fertilizers, automobile fluids, sewage, litter, etc.), to the “maximum extent practicable” (as
required by Clean Water Act Section 402(p)(3)(B)(iii)). Clean Water Act Section 402(p) and
U.S. EPA regulations (40 CFR 122.26) specify a municipal program of “best management
practices” to control stormwater pollutants. Best Management Practices (BMP) refers to any
kind of procedure or device designed to minimize the quantity of pollutants that enter the
storm drain system. To comply with these regulations, each incorporated city and town in
San Mateo County joined with the County of San Mateo to form the San Mateo County
Water Pollution Prevention Program (SMCWPPP) in applying for a regional NPDES
permit.14
The Regional Water Quality Control Board (RWQCB) adopted a Municipal Regional Permit
(MRP) on October 14, 2009 as the NPDES permit for all Bay Area municipalities, which
includes Provision C.3. The C.3 requirements are intended to protect water quality by
minimizing pollutants in runoff, and to prevent downstream erosion by: designing each
project site to minimize imperviousness, detain runoff, and infiltrate runoff where feasible;
treating runoff prior to discharge from the site; ensuring runoff does not exceed pre‐project
peaks and durations; and maintaining treatment facilities. Project applicants must prepare
and implement a Stormwater Control Plan containing treatment and source control
measures that meet the “maximum extent practicable” standard as specified in the NPDES
permit and the SMCWPPP C.3 Guidebook. Project applicants must also prepare a
Stormwater Facility Operation and Maintenance Plan and execute agreements to ensure the
stormwater treatment and flow‐control facilities are maintained in perpetuity.
The site is currently entirely pervious surfaces (100% of the site). The revised Project would
reduce the pervious surfaces by approximately 1.45 acres, resulting in pervious surfaces on
approximately 70% of the site. Runoff generated at the site will be directed to bioretention
areas where water will be naturally slowed and filtered prior to entering the storm drainage
system. The revised Project will be required to submit preliminary stormwater treatment
plans and C.3 worksheets demonstrating the change in impervious area at the site and
appropriateness of stormwater system elements.
14 Regional Water Board, 2007, Order No. R2‐2007‐0027, NPDES Permit No. CAS0029921.
Revised Oakmont Meadows Residential Development Project Page 41
Through compliance with post‐construction requirements related to implementation of the
NPDES permit C.3 requirements, including Project preparation and implementation of a
Stormwater Control Plan and Stormwater Facility Operation and Maintenance Plan, the
long‐term volume of water and water quality impacts from Project operation would be less
than significant.
b) Groundwater Recharge and Supplies. The Project site and surrounding area are connected
to the municipal water supply and groundwater at the site is not used directly by this or
other properties as a water supply. Additionally, the revised Project would comply with
stormwater drainage requirements (see item “a, e” above), including permeable bioretention
areas. The revised Project would not substantially deplete groundwater supplies or interfere
substantially with groundwater recharge, and would have a less than significant impact
related to groundwater.
c, d) Drainage Pattern Alteration. As discussed under item “a, e” above, the revised Project will
increase impervious site area and slow and treat runoff with bioretention areas prior to
discharge into the storm drainage system. Through compliance with applicable regulations,
the runoff from the site will be the same or reduced from that existing and will not cause
erosion, siltation, or flooding. Project impacts related to alteration of drainage patterns
would be less than significant.
f) Otherwise Substantially Degrade Water Quality. Construction‐related and post‐construction
water quality are discussed under item “a, e” above and the revised Project does not
otherwise degrade water quality (less than significant).
g‐j) Flooding and Inundation. The revised Project is not located in a 100‐year flood zone15 so
would have no impact related to flood zones.
The Project site is located at elevations of over 500 feet and is not located downhill from a
dam or large body of water and is therefore not considered to have substantial risk for
inundation from tsunami, seiche, levee or dam failure or mudflow.16 Therefore, there would
be no impact related to inundation.
15 Federal Emergency Management Agency (FEMA), October 15, 2012, Flood Insurance Rate Map (FIRM),
Countywide map, Panel 06081C0039E (unprinted), accessed at https://msc.fema.gov/portal.
16 City of South San Francisco, prepared by Dyett and Bhatia, South San Francisco General Plan, adopted October
1999, as amended, page 250.
Page 42 Revised Oakmont Meadows Residential Development Project
10. LAND USE AND PLANNING
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Physically divide an established community?
b) Conflict with any applicable land use plan, policy, or regulation of an
agency with jurisdiction over the project (including, but not limited
to the general plan, specific plan, local coastal program, or zoning
ordinance) adopted for the purpose of avoiding or mitigating an
environmental effect?
c) Conflict with any applicable habitat conservation plan or natural
community conservation plan?
a) Physical Division of a Community. The revised Project involves residential development of
an infill residential lot surrounded by existing development and roadways and would not
have the potential to divide the established community. (No Impact)
b) Conflict with Land Use Plan. Development of the revised Project would be generally
compatible with existing surrounding land uses. The development would exceed the
allowable density for the existing RL‐8 zoning designation without averaging among the
site’s parcels, therefore the Project applicant is requesting a Planned Development
designation. With approval of the Planned Development designation, the revised Project
would be consistent with the zoning and General Plan designation at the site. The potential
for the revised Project as proposed to result in environmental impacts is assessed
throughout this document. While the City will make determinations regarding consistency
with all their policies and regulations, the revised Project would have no impact with regard
to land use plan conflicts related to environmental effects.
c) Conflict with Conservation Plan. The revised Project site is not subject to a conservation
plan. It is an infill site surrounded by urban development and roadways. The revised Project
would, therefore, have no impact under this item.
Revised Oakmont Meadows Residential Development Project Page 43
11. MINERAL RESOURCES
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Result in the loss of availability of a known mineral resource that
would be of value to the region and the residents of the state?
b) Result in the loss of availability of a locally‐important mineral
resource recovery site delineated on a local general plan, specific
plan or other land use plan?
a, b) Mineral Resources. No known mineral resources are located on the site according to the
United States Geological Survey (USGS) Mineral Resources Data System.17 The City’s
General Plan does not identify mineral resources within City limits. The revised Project
would have no impact with regard to mineral resources.
17 US Geological Survey, Mineral Resources Data System, publication date 2005, edition 20120127, accessed at
http://mrdata.usgs.gov/mrds/.
Page 44 Revised Oakmont Meadows Residential Development Project
12. NOISE
Would the project result in: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Exposure of persons to or generation of noise levels in excess of
standards established in the local general plan or noise ordinance,
or applicable standards of other agencies?
b) Exposure of persons to or generation of excessive groundborne
vibration or groundborne noise levels?
c) A substantial permanent increase in ambient noise levels in the
project vicinity above levels existing without the project?
d) A substantial temporary or periodic increase in ambient noise levels
in the project vicinity above levels existing without the project?
e) For a project located within an airport land use plan or, where such
a plan has not been adopted, within two miles of a public airport or
public use airport, exposure of people residing or working in the
project area to excessive noise levels?
f) For a project in the vicinity of a private airstrip, exposure of people
residing or working in the project area to excessive noise levels?
a‐d) Excessive Noise or Vibration.
Construction Noise
Construction activities generate noise. Ambient and maximum intermittent noise levels
would increase throughout the period when the Project builds out. The South San Francisco
Noise Ordinance (Chapter 8.32 of the Municipal Code, Section 8.32.050) restricts
construction activities to the hours of 8:00 a.m. to 8:00 p.m. on weekdays, 9:00 a.m. to 8:00
p.m. on Saturdays, and 10:00 a.m. to 6:00 p.m. on Sundays and holidays. This ordinance also
limits noise generation of any individual piece of equipment to 90 dBA at 25 feet or at the
property line. Construction activities will comply with the Noise Ordinance. Additionally,
the revised Project is relatively small, and construction activities involving noisy machinery
are not expected to span more than one construction season.
Groundborne noise and vibration can result from heavy construction practices utilizing pile
drivers or hoe‐rams. No such activities are planned for construction of the revised Project.
Construction truck traffic traveling at low speed (25 mph or less) would access the site via
Oakmont Drive, Shannon Drive, and Shannon Court Park, where residential structures are
within about 25 feet of the roadways. Groundborne vibration from a loaded truck at low
speed would be less than 0.08 in/sec Peak Particle Velocity (PPV) at a distance of 25 feet
Revised Oakmont Meadows Residential Development Project Page 45
(Transit Noise and Vibration Impact Assessment, United States Department of
Transportation, Office of Planning and Environment, Federal Transit Administration, May
2006). Vibration levels may be intermittently perceptible, but would be well below a level of
0.30 in/sec PPV that could cause damage to normal structures.
With standard construction practices and hours, consistent with City regulations, impacts
from noise and vibration generated by construction of the revised Project would be less
than significant.
Operational Noise
Operation of residential properties does not produce substantial levels of vibration or noise.
Traffic‐related noise impacts generally occur with at least a doubling of traffic volumes on
roadways adjacent to areas already at or above acceptable noise conditions. As detailed in
the Transportation Assessment (Attachment B), the net new traffic would be well below a
doubling of volumes on area roadways. Therefore, impacts related to noise and vibration
during operation would be less than significant.
While the future residents of the revised Project would be considered sensitive receptors for
noise, the effects of the environment on a project are not considered a CEQA impact (which
is focused to the effects of a project on the environment, and not the reverse).18 The
following is included for informational purposes:
The ambient noise environment at the Project site is primarily affected by traffic nose and is
anticipated to be approximately 60 to 65 dBA, which is considered acceptable for residential
uses. 19
e, f) Airport Noise. The revised Project is unrelated to airport operation and would not result in
changes or increases in airport noise that could affect others. The revised Project would have
no impact related to airport noise.
As noted above, the effects of the environment on a project are not considered
environmental impacts under CEQA, and the following is included for informational
purposes. The closest airport is the San Francisco International Airport, located
approximately 4 miles from the Project site. The Project site is within Airport Influence
Areas A and B of the October 2012 ALUCP for the Environs for the San Francisco
International Airport, but is not within the area impacted by airplane flyover noise.20 There
are no other airports, either public or private within the vicinity of the Project.
18 California Building Industry Assn. v. Bay Area Air Quality Management Dist., (2015) 62 Cal.4th 369, Case No.
S213478.
19 City of South San Francisco, prepared by Dyett and Bhatia, South San Francisco General Plan, adopted October
1999, as amended, Table 9.2‐1 and Figure 9‐2.
20 City/County Association of Governments of San Mateo County, November 2012, Comprehensive Airport Land
Use Compatibility for the Environs of San Francisco International Airport, Exhibit IV‐6.
Page 46 Revised Oakmont Meadows Residential Development Project
13. POPULATION AND HOUSING
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Induce substantial population growth in an area, either directly (for
example, by proposing new homes and businesses) or indirectly (for
example, through extension of roads or other infrastructure)?
b) Displace substantial numbers of existing housing, necessitating the
construction of replacement housing elsewhere?
c) Displace substantial numbers of people, necessitating the
construction of replacement housing elsewhere?
a) Substantial Population Growth. The revised Project would increase the number of previously
proposed housing units from 19 to 22, with a correlated increase in population from
approximately 59 to 70 residents.21 With approval of the Planned Development designation,
the proposed development is consistent with site zoning and the site’s land use designation
and would be within the population growth assumed in the General Plan. As an infill
project surrounded by developed properties and roadways, the revised Project would not
indirectly induce additional population growth. Therefore, the impact in relation to
inducement of substantial population growth would be a less than significant.
b‐c) Displacement of People or Housing. There is no housing or residents at the existing Project
site, which is currently vacant. The revised Project would displace neither existing housing
nor people. (No impact)
21 State Department of Finance, E‐5 Population and Housing Estimates for Cities, Counties, and the State, 2011‐
2018, indicates an average household size of 3.16 persons in South San Francisco in 2018.
Revised Oakmont Meadows Residential Development Project Page 47
14. PUBLIC SERVICES
Would the project result in substantial adverse physical impacts
associated with the provision of new or physically altered governmental
facilities, need for new or physically altered governmental facilities, the
construction of which could cause significant environmental impacts, in
order to maintain acceptable service ratios, response times or other
performance objectives for any of the following public services? Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Fire protection.
b) Police protection.
c) Schools.
d) Parks.
e) Other public facilities.
a‐e) Public Services. The revised Project is located on a developed site within South San
Francisco that is already served by public services. The revised Project would add
population consistent with development assumptions under the General Plan, but the
minimal increases in demand for services expected with the population growth (see section
13), would be offset through payment of development fees and annual taxes, a portion of
which go toward ongoing provision of and improvements to public services. The revised
Project is not large enough to require the need for new or physically altered facilities to
address Project demand, and such demand is consistent with and would have been
assumed under the General Plan. Therefore, the impact to public services would be less
than significant.
Page 48 Revised Oakmont Meadows Residential Development Project
15. RECREATION
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Increase the use of existing neighborhood and regional parks or
other recreational facilities such that substantial physical
deterioration of the facility would occur or be accelerated.
b) Include recreational facilities or require the construction or
expansion of recreational facilities which might have an adverse
physical effect on the environment.
a‐b) Recreation. Development of the revised Project would result in an increase in the number
of previously proposed housing units from 19 to 22, with a correlated increase in additional
residents, from approximately 59 to 70 residents. The City’s Quimby Act Park dedication
ordinance requires three acres of park dedication for every 1,000 persons, which would
equate to 0.21 acres of park required for the revised Project. The revised Project includes a
private 1.79‐acre open space area to provide recreational opportunities to Project residents,
which greatly exceeds the Quimby Act park dedication ratio. A development impact fee
would additionally be assessed for the Project unless the on‐site open space area is
dedicated to the City as public park to meet the 0.21‐acre public park requirement. Increased
recreational demand of Project residents would be largely met through on‐site provisions
and contribution to public parks through in‐lieu fees, but in any case, would not be large
enough to substantially physically deteriorate existing parks or require the need for new or
physically expanded facilities to address Project demand. The construction of the on‐site
open space has been included in the environmental analysis of the revised Project. The
impact related to recreation would be considered less than significant.
Revised Oakmont Meadows Residential Development Project Page 49
16. TRANSPORTATION AND TRAFFIC
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Conflict with an applicable plan, ordinance or policy establishing
measures of effectiveness for the performance of the circulation
system, taking into account all modes of transportation including
mass transit and non‐motorized travel and relevant components of
the circulation system, including but not limited to intersections,
streets, highways and freeways, pedestrian and bicycle paths, and
mass transit?
b) Conflict with an applicable congestion management program,
including, but not limited to level of service standards and travel
demand measures, or other standards established by the county
congestion management agency for designated roads or highways?
c) Result in a change in air traffic patterns, including either an increase
in traffic levels or a change in location that results in substantial
safety risks?
d) Substantially increase hazards due to a design feature (e.g., sharp
curves or dangerous intersections) or incompatible uses (e.g., farm
equipment)?
e) Result in inadequate emergency access?
f) Conflict with adopted policies, plans, or programs regarding public
transit, bicycle, or pedestrian facilities, or otherwise decrease the
performance or safety of such facilities?
a, b) Vehicle Circulation and Congestion. A revised transportation assessment was prepared by
W‐Trans (2018) to assess the potential for transportation impacts resulting from
development of the revised Project. The transportation assessment was used to complete
this section and is included as Attachment B to this document.
The revised Project would generate an average of 128 new trips daily, which is 27 fewer
than under the 2016 Project, with 10 new trips during the a.m. peak hour and 11 new trips
during the p.m. peak hour (was 12 and 16 respectively under the 2016 Project). The reduced
amount of projected trips compared to the 2016 Project is due to lower trip generation of
townhouse units compared to single‐family detached units.
The City of South San Francisco has established the minimally acceptable LOS standard of D
or better at all intersections in the City. The Westborough Boulevard/Skyline Boulevard
Page 50 Revised Oakmont Meadows Residential Development Project
intersection is located on State Route 35, Skyline Boulevard, which is a facility in the
County’s Management Program (CMP) and included in the traffic assessment for this
Project. All study intersections were operating between LOS A and LOS D during the a.m.
and p.m. peak hours and would continue to do so with the addition of Project traffic (see
Table 5 in the traffic study included as Attachment A). The transportation assessment
therefore determined that, based on the addition of the revised Project generation trips to
current conditions, the intersections would continue to operate at acceptable LOS and
impacts would be less than significant.
Alternate modes (pedestrian, bicycle, and transit) are discussed under item “f” below.
c) Air Traffic Patterns. The revised Project would not contain any features or characteristics
that would result in a change in air traffic patterns nor would any feature be of sufficient
height to affect air traffic. (No Impact.)
d) Hazards. At unsignalized intersections, a substantially clear line of sight should be
maintained between the driver of a vehicle waiting at the crossroad and the driver of an
approaching vehicle. Adequate time must be provided for the waiting vehicle to either
cross, turn left, or turn right, without requiring the through traffic to radically alter their
speed.
Although sight distance requirements are not technically applicable to urban driveways,
sight distance along Oakmont Drive at the project driveway was evaluated based on sight
distance criteria contained in the Highway Design Manual published by Caltrans. The
recommended sight distance at a driveway is based on stopping sight distance, which uses
the approach travel speeds as the basis for determining the recommended sight distance.
Additionally, the stopping sight distance needed for a following driver to stop, if there is a
vehicle waiting to turn into a driveway, is evaluated based on stopping sight distance
criterion and the approach speed on the major street.
Based on a posted speed limit of 25 mph, the minimum stopping sight distance needed is
150 feet. Sight distance at the proposed driveway was field measured, and in both
directions there is not a clear line of sight due to on‐street parking on west side of Oakmont
Drive along the project frontage near the proposed driveway.
The design of the project would be required to meet all local design and construction
standards, and as such, would not otherwise have the potential to substantially increase
hazards due to a design feature.
Mitigation Measure
Traffic‐1: Sight Distance. To provide adequate sight lines at the project’s connection to
Oakmont Drive, parking shall be prohibited for at least 60 feet to the north of
the project driveway on the west side of Oakmont Drive and prohibited to
the south of the project driveway for at least 20 feet on the west side of
Oakmont Drive.
Revised Oakmont Meadows Residential Development Project Page 51
With the proposed parking prohibitions on Oakmont Drive specified in Mitigation Measure
Traffic‐1 , stopping site distances would be consistent with design safety standards, and the
impact related to site hazards would be less than significant with mitigation.
e) Inadequate Emergency Access. For the residential units, access would be split between an
extension of Shannon Drive and via a new driveway on Oakmont Drive. Internally, there
would be a road connecting these two areas and access points though it would only serve as
an emergency vehicle access road. Emergency vehicles would be able to enter the site and
maneuver in the designated cul‐de‐sac or turnaround areas or could proceed through the
site along the emergency vehicle access road. The project would result in adequate
emergency access (no impact).
f) Alternative Modes. The assessment found that bicycle trips generated by the revised Project
would be adequately served by the existing dedicated Class II bicycle lanes along the
northern project frontage and Class III bicycle route on the west side of the Project frontage
on Oakmont Drive. The revised Project would also be adequately served by existing transit
facilities and would adhere to the General Plan’s Guiding Policy that alternative modes
should be encouraged. The site plan has a pedestrian path to and from the site to Oakmont
Drive near an existing SamTrans bus stop. Sidewalks are planned along the private
roadway, providing direct routes in and out of the development. As onsite roadways would
not be public streets, they would not be required to meet City of South San Francisco
standards requiring sidewalks on both sides of a minor street’s right‐of way although this is
recommended. The inclusion (or not) of additional sidewalks would not be an
environmental impact and would be negotiated between the City and the Applicant. The
revised Project would have a less than significant impact with regard to alternative modes.
Page 52 Revised Oakmont Meadows Residential Development Project
17. UTILITIES AND SERVICE SYSTEMS
Would the project Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Exceed wastewater treatment requirements of the applicable
Regional Water Quality Control Board?
b) Require or result in the construction of new water or wastewater
treatment facilities or expansion of existing facilities, the
construction of which could cause significant environmental
effects?
c) Require or result in the construction of new storm water drainage
facilities or expansion of existing facilities, the construction of which
could cause significant environmental effects?
d) Have sufficient water supplies available to serve the project from
existing entitlements and resources, or are new or expanded
entitlements needed?
e) Result in a determination by the wastewater treatment provider
which serves or may serve the project that it has adequate capacity
to serve the project’s projected demand in addition to the provider’s
existing commitments?
f) Be served by a landfill with sufficient permitted capacity to
accommodate the project’s solid waste disposal needs?
g) Comply with federal, state, and local statutes and regulations
related to solid waste?
a‐g) Utilities. Development of the revised Project would add approximately 70 people to the
Project area (11 more than with the 2016 Project), resulting in a slightly increased demand
for utilities at the site. The increases would be incremental and remain a very small fraction
of city or area‐wide utility demand that is not expected to substantially contribute to any
exceedances of available capacity or requirement for new or expanded facilities. As infill
development generally consistent with site zoning and land use designation, the demand for
utilities at the site would have been accounted for in the General Plan and utility planning.
The impact on utilities and service systems would be less than significant.
Revised Oakmont Meadows Residential Development Project Page 53
18. MANDATORY FINDINGS OF SIGNIFICANCE Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Does the project have the potential to degrade the quality of the
environment, substantially reduce the habitat of a fish or wildlife
species, cause a fish or wildlife population to drop below self‐
sustaining levels, threaten to eliminate a plant or animal
community, reduce the number or restrict the range of a rare or
endangered plant or animal or eliminate important examples of the
major periods of California history or prehistory?
b) Does the project have impacts that are individually limited, but
cumulatively considerable? (“Cumulatively considerable” means
that the incremental effects of a project are considerable when
viewed in connection with the effects of past projects, the effects of
other current projects, and the effects of probable future projects.)
c) Does the project have environmental effects which will cause
substantial adverse effects on human beings, either directly or
indirectly?
a) Environmental Quality. Environmental Quality. With the implementation of mitigation
measure Bio‐1 to protect nesting birds during construction, the revised Project would not
degrade the quality of the environment, substantially reduce the habitat of a fish or wildlife
species, cause a fish or wildlife population to drop below self‐sustaining levels, or threaten
to eliminate a plant or animal community. The revised Project would not impact rare or
endangered wildlife species, or eliminate important examples of the major periods of
California history or prehistory.
b) Cumulative Impacts. The revised Project would not result in adverse impacts that are
individually limited but cumulatively considerable, including effects for which project‐level
mitigation were identified to reduce impacts to less than significant levels. All of these
potential effects would be less than significant with implementation of mitigation measures
identified in this document, including mitigation measures Air‐1 and Air‐2 to address
construction period dust and emissions, and would not contribute in considerable levels to
cumulative impacts.
c) Adverse Effects on Human Beings. The revised Project would not result in substantial
adverse effects on human beings, either directly or indirectly. Mitigation measures Air‐1,
Air‐2, Haz‐1, and Traffic‐1 will minimize the potential for safety impacts related to
construction‐period emissions, disturbance of potentially hazardous undocumented fill, and
sight distance hazards, and the potential adverse effects on human beings would be less
than significant.
Page 54 Revised Oakmont Meadows Residential Development Project
DOCUMENT PREPARERS
Lamphier–Gregory, Inc.
Rebecca Auld, Senior Planner
1944 Embarcadero
Oakland, CA 94606
510.535.6690
City of South San Francisco
This document was prepared in consultation with Billy Gross, Senior Planner, City of South San
Francisco.
SOURCES
The following document sources are included as attachments with this document:
1. South San Francisco, prepared by Lamphier‐Gregory, Oakmont Meadows Residential
Development Project, Initial Study and Mitigated Negative Declaration, April 2016.
(Attachment A)
2. W‐Trans, Oakmont Meadows Transportation Assessment, September 27, 2018. (Attachment
B)
The document sources listed below are available for review at the City of South San Francisco.
3. Berlogar Geotechnical Consultants, June 2008. Responses to Geotechnical Peer Review
Comments, Oakmont Meadows Development, Westborough Unit 5, Parcel One, Southwest
Corner of Oakmont Drive and Westborough Boulevard, South San Francisco, California.
4. Berlogar Geotechnical Consultants, April 2008. Supplemental Geotechnical Investigation,
Oakmont Meadows, Oakmont Drive and Westborough Boulevard, South San Francisco,
California.
5. Smith‐Emery Company, February 2007. Report of Geotechnical Investigation, Westborough
Unit 5, Parcel 1, Proposed Oakmont Meadows, South San Francisco, California.
6. Earth Systems Consultants, December 2003. Supplemental Geologic Fault Study,
Westborough Unit 5, Parcel 1, “Proposed Oakmont Village,” Westborough Boulevard at
Oakmont Drive, South San Francisco, California.
7. Earth Systems Consultants, December 2000. Geologic Fault Study, Westborough Unit 5,
Parcel One, Proposed Oakmont Village, Westborough Boulevard & Oakmont Drive, South
San Francisco, California.
8. City of South San Francisco, prepared by PMC, February 2014. City of South San Francisco
Climate Action Plan.
9. City of South San Francisco, prepared by Dyett and Bhatia, South San Francisco General
Plan, adopted October 1999, as amended.
APPENDIX A:
2016 INITIAL STUDY/MITIGATED NEGATIVE
DECLARATION
Attachment to the October 2018 Recirculated IS/MND for the Revised
Oakmont Meadows Residential Development Project
INITIAL STUDY AND MITIGATED NEGATIVE DECLARATION
OAKMONT MEADOWS RESIDENTIAL DEVELOPMENT PROJECT
Prepared for:
City of South San Francisco
ECONOMIC & COMMUNITY DEVELOPMENT DEPARTMENT
315 MAPLE AVENUE
SOUTH SAN FRANCISCO, CA 94083-0711
PREPARED BY:
LAMPHIER – GREGORY
1944 EMBARCADERO
OAKLAND, CA 94606
APRIL 2016
i
TABLE OF CONTENTS page
Introduction to this Document ........................................................................................................................... 1
Prior Project and Environmental Analysis .................................................................................................... 1
Public Review ........................................................................................................................................................ 2
Project Information ............................................................................................................................................... 3
Mitigated Negative Declaration ......................................................................................................................... 9
Potentially Significant Impacts Requiring Mitigation .................................................................................. 9
Proposed Findings .......................................................................................................................................... 13
Initial Study Checklist ........................................................................................................................................ 14
Environmental Factors Potentially Affected ............................................................................................... 14
Evaluation of Environmental Impacts .......................................................................................................... 15
Aesthetics .................................................................................................................................................... 16
Agriculture and Forestry Resources ........................................................................................................ 18
Air Quality .................................................................................................................................................. 19
Biological Resources .................................................................................................................................. 26
Cultural Resources ..................................................................................................................................... 29
Geology and Soils ...................................................................................................................................... 30
Greenhouse Gas Emissions ...................................................................................................................... 33
Hazards and Hazardous Materials ......................................................................................................... 35
Hydrology and Water Quality ................................................................................................................. 37
Land Use and Planning ............................................................................................................................. 40
Mineral Resources ..................................................................................................................................... 41
Noise ............................................................................................................................................................ 42
Population and Housing ........................................................................................................................... 44
Public Services ............................................................................................................................................ 45
Recreation ................................................................................................................................................... 46
Transportation and Traffic ....................................................................................................................... 47
Utilities and Service Systems ................................................................................................................... 49
Mandatory Findings of Significance ....................................................................................................... 50
Document Preparers ........................................................................................................................................... 51
Sources ................................................................................................................................................................. 51
FIGURES
Figure 1: Project Location ............................................................................................................................. 4
Figure 2: Project Site Plan ............................................................................................................................. 7
Figure 3: Preliminary Grading Plan .......................................................................................................... 18
ATTACHMENTS
Attachments are included on CD affixed to the back cover of printed copies of the document.
Attachment A: Oakmont Vistas/Storage USA Project, Initial Study and Mitigated Negative Declaration
Attachment B: Oakmont Meadows Transportation Assessment
ii
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Oakmont Meadows Residential Development Project Page 1
INTRODUCTION TO THIS DOCUMENT
This document serves as the Initial Study and Mitigated Negative Declaration (IS/MND) for the
Oakmont Meadows Residential Development Project (“Project”). Per CEQA Guidelines (Section
15070), a Mitigated Negative Declaration can be prepared to meet the requirements of CEQA
review when the Initial Study identifies potentially significant environmental effects, but
revisions in the project would avoid the effects or mitigate the effects to a point where clearly no
significant effects would occur.
This document is organized in three sections as follows:
Introduction and Project Description. This section introduces the document and discusses
the project description including location, setting, and specifics of the lead agency and
contacts.
Mitigated Negative Declaration. This section lists the impacts and mitigation measures
identified in the Initial Study and proposes findings that would allow adoption of this
document as the CEQA review document for the proposed project.
Initial Study. This section discusses the CEQA environmental topics and checklist questions
and identifies the potential for impacts and proposed mitigation measures to avoid these
impacts.
PRIOR PROJECT AND ENVIRONMENTAL ANALYSIS
An Initial Study/Mitigated Negative Declaration (Prior MND) for the Oakmont Vistas/Storage
USA Project (Prior Project) was adopted in 1999 for construction of a residential and mini‐
storage facility development on approximately 10 acres at the intersection of Oakmont Drive
and Westborough Boulevard in the City of South San Francisco (State Clearinghouse Number
1999072033). The Prior MND is hereby incorporated by reference and is included as Attachment
A to this document.
Three parcels comprised the Prior Project. The Prior Project proposed residential development
on a 5.19‐acre portion (Parcels 2 and 3) consisting of 33 single‐family homes known as Oakmont
Estates. The Oakmont Estates development has since been completed as proposed.
The remainder of the Prior Project, the 4.91‐acre Parcel 1, which is the current Project site, was
proposed for a five‐building mini‐storage development (with caretaker’s unit), totaling 110,770
square feet. The proposed mini‐storage development and associated rezone and General Plan
amendment for Parcel 1 was not approved and the parcel has remained undeveloped.
The development concept for Parcel 1 has changed since the Prior MND: mini‐storage is no
longer proposed, and instead, a 19‐unit residential development consistent with the existing
zoning and land use designation is currently proposed. The development proposal for the
current Project also incorporates updated fault setbacks, grading plans, and conformance with
Page 2 Oakmont Meadows Residential Development Project
current storm water controls as described in greater detail in the following pages are addressed
in this document.
Due to the time that has passed and the change in the proposal for the Project site, the City of
South San Francisco has determined that a new Initial Study/Mitigated Negative Declaration is
the appropriate environmental document, rather than an addendum or supplemental document
to the Prior MND.
PUBLIC REVIEW
The Initial Study and Proposed Mitigated Negative Declaration will be circulated for a 30‐day
public review period. Written comments may be submitted to the following address:
Billy Gross, Senior Planner
City of South San Francisco, Economic & Community Development Department
315 Maple Avenue
South San Francisco, CA 94083‐0711
Email: Billy.Gross@ssf.net
Phone: 650.877.8535
Adoption of the Mitigated Negative Declaration does not constitute approval of the project
itself, which is a separate action to be taken by the approval body. Approval of the Project can
take place only after the Mitigated Negative Declaration has been adopted.
Oakmont Meadows Residential Development Project Page 3
PROJECT INFORMATION
PROJECT ENTITLEMENTS
Requested approvals include Planned Development, Tentative Parcel Map, and Design Review.
LEAD AGENCY
City of South San Francisco
Economic & Community Development Department
315 Maple Avenue
South San Francisco, CA 94083‐0711
CONTACT PERSON
Billy Gross, Senior Planner
City of South San Francisco, Economic & Community Development Department
315 Maple Avenue
South San Francisco, CA 94083‐0711
Phone: 650.877.8535
PROJECT SPONSOR
John R. Hansen
Pacific States Capital Corp.
PO Box 7602
Menlo Park, CA 94026
Phone: 800.393.9781
PROJECT LOCATION
The 4.91‐acre Project site is on the southwest side of the intersection of Oakmont Drive and
Westborough Boulevard in the City of South San Francisco, California. The assessor’s parcel
number is 091‐151‐040. Figure 1 shows the project location.
GENERAL PLAN DESIGNATION AND ZONING
General Plan designation of Low Density Residential and Low Density Residential (RL‐8)
Zoning District
EXISTING USES
The Project Site is currently vacant and is mowed annually for weed control and abatement.
Page 4 Oakmont Meadows Residential Development Project
Figure 1: Project Location
Source: The Paul Davis Partnership, undated
Oakmont Meadows Residential Development Project Page 5
SURROUNDING LAND USES
Land uses adjacent to the Project site are primarily single‐family residential. Surrounding land
uses across Westborough Blvd consist of a commercial shopping center and medium‐density
residential. Westborough Middle School is located approximately 450 feet to the northeast of the
Project site.
PROJECT DESCRIPTION
Project Summary
The 4.91‐acre Project site is undeveloped land, adjacent to an existing residential development
known as Oakmont Estates, which was developed as part of the Prior Project.
The proposal includes lot subdivision and development of 7 attached townhomes and 12 single‐
family lots for single‐family residences. The current Shannon Park Court terminus at the
boundary of the Project site would be extended as a private road, Shannon Place, to provide
access to the 19 proposed dwelling units. The site plan is shown on Figure 2.
The Project proposes grading to be balanced on site to accommodate the proposed roadway,
building sites, and on‐site storm drainage system. Approximately 10,000 cubic yards will be
moved on site, with no soil intended to be brought to or from the site. The grading plan is shorn
on Figure 3.
The Project site is in the Low Density Residential (RL‐8) Zoning District, which is consistent
with the site’s Low Density Residential designation in the City’s General Plan. Requested
approvals include Planned Development, Tentative Parcel Map, and Design Review.
A known constraint on the Project site is the presence across the site of San Andreas fault traces.
Habitable structures are not permitted within the setback zones from the fault traces, though
roadways, open spaces, and detached garages are permitted within the fault zone setback areas.
These fault traces and required setback zones have been refined and incorporated into the
Project, as discussed in more detail in the Geology checklist Section 6.
A large portion of the site (3.41 acres) serves as a common area portion and would include
Shannon Place, guest parking areas, sidewalks, a private bocce ball court, a private grass play
area/open space, planted storm basins, and landscaping.
Page 6 Oakmont Meadows Residential Development Project
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Oakmont Meadows Residential Development Project Page 7 Figure 2: Site Plan Source: The Paul Davis Partnership, dated 3/3/2015
Page 8 Oakmont Meadows Residential Development Project Figure 3: Preliminary Grading Plan Source: Tronoff Engineers, dated 1/16/2013
Oakmont Meadows Residential Development Project Page 9
MITIGATED NEGATIVE DECLARATION
PROJECT DESCRIPTION, LOCATION, AND SETTING
This Mitigated Negative Declaration has been prepared for the Oakmont Meadows Residential
Development Project. See the Introduction and Project Information section of this document for
details of the Project.
POTENTIALLY SIGNIFICANT IMPACTS REQUIRING MITIGATION
The following is a list of potential Project impacts and the mitigation measures recommended to
reduce these impacts to a less than significant level. Refer to the Initial Study Checklist section
of this document for a more detailed discussion.
Potential Impact Mitigation Measures
Air Quality, Construction Emissions Impact: Construction of the Project would result in
emissions and fugitive dust. While the Project is below the size at which significant impacts
are anticipated, the Bay Area Air Quality Management District (BAAQMD) recommends
implementation of construction mitigation measures to reduce construction‐related criteria
pollutant and fugitive dust emissions for all projects. These basic measures are included in
Mitigation Measure Air Quality‐1, below and would further reduce construction‐period
criteria pollutant impacts.
Mitigation Measure
Air‐1: Standard Construction Best Management Practices. The contractor
shall implement the following BAAQMD recommended Best
Management Practices:
All exposed surfaces (e.g., parking areas, staging areas, soil piles, 1.
graded areas, and unpaved access roads) shall be watered two
times per day.
All haul trucks transporting soil, sand, or other loose material off‐2.
site shall be covered.
All visible mud or dirt track‐out onto adjacent public roads shall 3.
be removed using wet power vacuum street sweepers at least
once per day. The use of dry power sweeping is prohibited.
All vehicle speeds on unpaved roads shall be limited to 15 mph. 4.
All roadways, driveways, and sidewalks to be paved shall be 5.
completed as soon as possible and feasible. Building pads shall be
laid as soon as possible and feasible, as well, after grading unless
seeding or soil binders are used.
Idling times shall be minimized either by shutting equipment off 6.
when not in use or reducing the maximum idling time to 5
Page 10 Oakmont Meadows Residential Development Project
Potential Impact Mitigation Measures
minutes (as required by the California airborne toxics control
measure Title 13, Section 2485 of California Code of Regulations
[CCR]). Clear signage shall be provided for construction workers
at all access points.
All construction equipment shall be maintained and properly 7.
tuned in accordance with manufacturer’s specifications. All
equipment shall be checked by a certified mechanic and
determined to be running in proper condition prior to operation.
Post a publicly visible sign with the telephone number and person 8.
to contact at the Lead Agency regarding dust complaints. This
person shall respond and take corrective action within 48 hours.
BAAQMD’s phone number shall also be visible to ensure
compliance with applicable regulations.
Air Quality, Construction Exposure Impact: Construction activity would use diesel‐powered
equipment and therefore results in the emission of diesel particulate matter including fine
particulate matter, which are considered toxic air contaminants and a potential health risk.
While the proposed construction activates would less than that which generally could result
in significant health risks to nearby sensitive receptors, due to the proximity of residences
and students to the Project site, potential health risks due to construction‐period emissions
impacts would be minimized through implementation of construction management practices
detailed in Mitigation Measure Air Quality‐2.
Mitigation Measure
Air‐2: Construction Emissions Minimization Practices. The project shall
demonstrate compliance with the following Construction Emissions
Minimization Practices prior to issuance of demolition, building or
grading permits:
1. All off‐road equipment greater than 25 horse power (hp) and
operating for more than 20 total hours over the entire duration of
construction activities shall meet the following requirements:
a) Where access to alternative sources of power are available,
portable diesel engines shall be prohibited;
b) All off‐road equipment shall have:
i. Engines that meet or exceed either U.S. Environmental
Protection Agency (U.S. EPA) or California Air
Resources Board (ARB) Tier 2 off‐road emission
standards, and
ii. Engines that are retrofitted with an ARB Level 3
Oakmont Meadows Residential Development Project Page 11
Potential Impact Mitigation Measures
Verified Diesel Emissions Control Strategy (VDECS).
c) Exceptions:
i. Exceptions to 1(a) may be granted if the project sponsor
has submitted information providing evidence to the
satisfaction of the City that an alternative source of power
is limited or infeasible at the project site and that the
requirements of this exception provision apply.
ii. Exceptions to 1(b)(ii) may be granted if the project sponsor
has submitted information providing evidence to the
satisfaction of the City that a particular piece of off‐road
equipment with an ARB Level 3 VDECS is: (1) technically
not feasible, (2) would not produce desired emissions
reductions due to expected operating modes, (3) installing
the control device would create a safety hazard or
impaired visibility for the operator, or (4) there is a
compelling emergency need to use off‐road equipment
that are not retrofitted with an ARB Level 3 VDECS and
the sponsor has submitted documentation to the City that
the requirements of this exception provision apply. If
granted an exception to 1(b)(ii), the project sponsor must
comply with the requirements of 1(c)(iii).
iii. If an exception is granted pursuant to 1(c)(ii), the project
sponsor shall provide the next cleanest piece of off‐road
equipment, including a Tier 2 engine standard and the
following emissions control/alternative fuel in order of
preference if available: 1) ARB Level 2 VDECS, 2) ARB
Level 2 VDECS, or 3) Alternative Fuel.
Biological Impact: Trees on the Project site or in the vicinity could host the nests of common
birds such as house finch, American robin, northern mockingbird, European starling, and/or
Brewer’s blackbird. These species are locally and regionally abundant, and Project effects on
these species would be minimal or nil. However, nearly all native birds are protected under
the federal Migratory Bird Treaty Act and the California Fish and Wildlife Code, so the
following mitigation would be applicable to prevent a “take” of these species under these
regulations related to disturbance during nesting.
Mitigation Measure
Bio‐1: Nesting Birds. If construction occurs during the breeding season
(February through August), the site and a surrounding radius of not
less than 0.5 miles shall be surveyed by a qualified biologist to verify
Page 12 Oakmont Meadows Residential Development Project
Potential Impact Mitigation Measures
the presence or absence of nesting birds protected under the federal
Migratory Bird Treaty Act and the California Fish and Wildlife Code.
Pre‐construction surveys shall be conducted within 15 days prior to
start of work and shall be submitted to the Building Division. If the
survey indicates the potential presences of nesting birds, the applicant
shall comply with recommendations of the biologist regarding an
appropriately sized buffer around the nest in which no work will be
allowed until the young have successfully fledged. The size of the nest
buffer will be based to a large extent on the nesting species and its
sensitivity to disturbance.
Hazardous Materials Impact: The Project is not included on a list of hazardous materials
sites compiled pursuant to Government Code Section 65962.5 but portions of the site were
filled in the 1960s, before there were regulatory requirements for the source and contents of
fill material and the potential exists for fill at the site to contain materials which would now
be classified as hazardous and could be released during construction activities. To mitigate
the potential for upset of hazardous materials during the construction period, the Project
shall implement the following measure:
Mitigation Measure
Haz‐1: Halting Work on Encountering Materials Believed to be
Hazardous. In the event that materials which are believed to be
hazardous are encountered during site preparation or excavation
work, all such activity at the project site shall be halted until the
material in question has been evaluated by the South San Francisco
Fire Department and/or the San Mateo County Environmental Health
Department. Prior to the resumption of work at the project site,
implementation of appropriate response measures and disposal
methods in accordance with applicable state and local regulations and
as approved by the Fire Department would reduce the impact to a
level of less than significant.
Oakmont Meadows Residential Development Project Page 13
PROPOSED FINDINGS
On the basis of this evaluation:
I find that the proposed project COULD NOT have a significant effect on the
environment, and a NEGATIVE DECLARATION will be prepared.
I find that although the proposed project could have a significant effect on the
environment, there will not be a significant effect in this case because mitigation
measures to reduce these impacts will be required of the project. A MITIGATED
NEGATIVE DECLARATION will be prepared.
I find that the proposed project MAY have a significant effect on the environment,
and an ENVIRONMENTAL IMPACT REPORT is required.
I find that the proposed project MAY have a ʺpotentially significant impactʺ or
ʺpotentially significant unless mitigatedʺ impact on the environment, but at least one
effect 1) has been adequately analyzed in an earlier document pursuant to applicable
legal standards, and 2) has been addressed by mitigation measures based on the
earlier analysis as described on attached sheets. An ENVIRONMENTAL IMPACT
REPORT is required, but it must analyze only the effects that remain to be addressed.
I find that although the proposed project could have a significant effect on the
environment, because all potentially significant effects (a) have been analyzed
adequately in an earlier EIR or NEGATIVE DECLARATION pursuant to applicable
standards, and (b) have been avoided or mitigated pursuant to that earlier EIR or
NEGATIVE DECLARATION, including revisions or mitigation measures that are
imposed upon the proposed project, nothing further is required.
April 25, 2016
Signature Date
Sailesh Mehra, Chief Planner
Page 14 Oakmont Meadows Residential Development Project
INITIAL STUDY CHECKLIST
ENVIRONMENTAL FACTORS POTENTIALLY AFFECTED
Environmental factors that may be affected by the Project are listed by topic below. Factors
marked with an “X” () were determined to be potentially affected by the Project, involving at
least one impact that is a potentially significant impact as indicated by the Checklist on the
following pages. Unmarked factors () were determined to not be significantly affected by the
Project or reduced to a level of less than significant through mitigation, based on discussion
provided in the Checklist.
Aesthetics Agriculture/Forestry Resources Air Quality
Biological Resources Cultural Resources Geology/Soils
Greenhouse Gas Emissions Hazards/Hazardous Materials Hydrology/Water Quality
Land Use/Planning Mineral Resources Noise
Population/Housing Public Services Recreation
Transportation/Traffic Utilities/Service Systems
Mandatory Findings of Significance
Oakmont Meadows Residential Development Project Page 15
EVALUATION OF ENVIRONMENTAL EFFECTS
The Checklist portion of the Initial Study begins on the following page, with explanations of
each CEQA issue topic. Four outcomes are possible, as explained below.
1. A “no impact” response indicates that no action that would have an adverse effect on the
environment would occur due to the Project.
2. A “less than significant” response indicates that while there may be potential for an
environmental impact, there are standard procedures or regulations in place, or other
features of the Project as proposed, which would limit the extent of this impact to a level of
“less than significant.”
3. Responses that indicate that the impact of the Project would be “less than significant with
mitigation” indicate that mitigation measures, identified in the subsequent discussion, will
be required as a condition of Project approval in order to effectively reduce potential
Project‐related environmental effects to a level of “less than significant.”
4. A “potentially significant impact” response indicates that further analysis is required to
determine the extent of the potential impact and identify any appropriate mitigation. If any
topics are indicated with a “potentially significant impact,” these topics would need to be
analyzed in an Environmental Impact Report.
Note that this document does not indicate that any environmental topics would be considered
to be “potentially significant” after application of mitigation measures identified in this
document.
Page 16 Oakmont Meadows Residential Development Project
1. AESTHETICS
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Have a substantial adverse effect on a scenic vista?
b) Substantially damage scenic resources, including, but not limited to,
trees, rock outcroppings, and historic buildings within a state scenic
highway?
c) Substantially degrade the existing visual character or quality of the
site and its surroundings?
d) Create a new source of substantial light or glare which would
adversely affect day or nighttime views in the area?
a‐c) Scenic Vistas, Resources, Visual Character. Both I‐280 and CA‐1 are designated or eligible
State Scenic Highways through South San Francisco. However, the Project site is located
approximately 3,600 feet and 7,700 feet from these highways and would not generally be
visible in views from these highways due to intervening topography and trees/structures.
The City’s General Plan does not further identify scenic roadways or scenic vistas.1, 2
The Project would be visible from nearby properties and those at higher vantage points, but
a residential use as proposed is consistent with the existing and planned character of the
neighborhood. (Such a determination under CEQA does not preclude the City from
considering specifics of design during design review.)
Again due to the Project location and relative topography and existing trees/structures in the
vicinity, the Project would not substantially change the views of nearby properties toward
regional features such as the Pacific Ocean or San Francisco Bay, or the local landmark of
Sign Hill. A change to private views would not generally be considered an environmental
impact under CEQA in any case.
Therefore, the Project would have a less than significant impact in relation to scenic vistas,
scenic resources, and visual character.
1 California Department of Transportation, State Scenic Highway Mapping System,
http://www.dot.ca.gov/hq/LandArch/16_livability/scenic_highways/index.htm
2 City of South San Francisco, prepared by Dyett and Bhatia, South San Francisco General Plan, adopted October
1999, as amended.
Oakmont Meadows Residential Development Project Page 17
d) Light and Glare. The Project proposes residential development generally consistent with
surrounding properties and would comply with City regulations regarding lighting that will
ensure glare is minimized and light levels are limited to those expected in residential
developments and existing in the surrounding developed area.3 The Project’s impact related
to light and glare is less than significant.
3 City of South San Francisco, South San Francisco Municipal Code, including sections 20.300.008.
Page 18 Oakmont Meadows Residential Development Project
2. AGRICULTURE AND FORESTRY RESOURCES
In determining whether impacts to agricultural resources are significant
environmental effects, lead agencies may refer to the California Agricultural
Land Evaluation and Site Assessment Model (1997) prepared by the
California Dept. of Conservation as an optional model to use in assessing
impacts on agriculture and farmland. In determining whether impacts to
forest resources, including timberland, are significant environmental effects,
lead agencies may refer to information compiled by the California
Department of Forestry and Fire Protection regarding the state’s inventory of
forest land, including the Forest and Range Assessment Project and the Forest
Legacy Assessment project; and forest carbon measurement methodology
provided in Forest Protocols adopted by the California Air Resources Board.
Would the project: Potentially Significant Impact Less Than Significant with Mitigation Less Than Significant Impact No Impact a) Convert Prime Farmland, Unique Farmland, or Farmland of Statewide
Importance (Farmland), as shown on the maps prepared pursuant to the
Farmland Mapping and Monitoring Program of the California Resources
Agency, to non‐agricultural use?
b) Conflict with existing zoning for agricultural use, or a Williamson Act
contract?
c) Conflict with existing zoning for, or cause rezoning of, forest land (as
defined in Public Resources Code section 12220(g)), timberland (as
defined by Public Resources Code section 4526), or timberland zoned
Timberland Production(as defined by Government Code section
51104(g))?
d) Result in the loss of forest land or conversion of forest land to non‐forest
use?
e) Involve other changes in the existing environment which, due to their
location or nature, could result in conversion of Farmland, to non‐
agricultural use or conversion of forest land to non‐forest use?
a‐e) Agriculture and Forestry Resources. The Project site is located in an urban area on a lot
designated for residential development. No part of the site is zoned for or currently being
used for agricultural or forestry purposes or is subject to the Williamson Act. There would
be no impact to agricultural and forestry resources as a result of this Project.
Oakmont Meadows Residential Development Project Page 19
3. AIR QUALITY
Where available, the significance criteria established by the applicable air
quality management or air pollution control district may be relied upon to
make the following determinations. Would the project: Potentially Significant Impact Less Than Significant with Mitigation Less Than Significant Impact No Impact a) Conflict with or obstruct implementation of the applicable air quality
plan?
b) Violate any air quality standard or contribute substantially to an
existing or projected air quality violation?
c) Result in a cumulatively considerable net increase of any criteria
pollutant for which the project region is non‐attainment under an
applicable federal or state ambient air quality standard (including
releasing emissions which exceed quantitative thresholds for ozone
precursors)?
d) Expose sensitive receptors to substantial pollutant concentrations?
e) Create objectionable odors affecting a substantial number of people?
a) Air Quality Plan. The Project site is subject to the Bay Area Clean Air Plan, first adopted by
the Bay Area Air Quality Management District (BAAQMD) (in association with the
Metropolitan Transportation Commission and the Association of Bay Area Governments) in
1991 and last updated in September 2010, called the Bay Area 2010 Clean Air Plan. The plan
is meant to demonstrate progress toward meeting ozone standards, but also As a project
consistent with local land use designations and zoning, the Project would be consistent with
growth and vehicle miles assumptions in the Clean Air Plan.
BAAQMD additionally recommends analyzing a project’s consistency with current air
quality plan control measures. The impact would be significant if the Project would conflict
with or obstruct implementation of the regional air quality plan, in this case, the 2010 Clean
Air Plan.
Many of the Clean Air Plan’s control measures are targeted to area‐wide improvements,
large stationary source reductions, or large employers, and these are not directly applicable
to the proposed Project. However, the Project would meet current standards of energy
efficiency (Energy and Climate Measure 1) and does not conflict with applicable control
measures aimed at improving access/connectivity for bicycles and pedestrians
(Transportation Control Measures D‐1 and D‐2) though, being a small infill residential
project located in an otherwise developed area, does not substantially contribute to
connectivity either.
Therefore, there would be no impact in relation to inconsistency with the Clean Air Plan.
Page 20 Oakmont Meadows Residential Development Project
b‐c) Air Quality Standards/Criteria Pollutants. Ambient air quality standards have been
established by state and federal environmental agencies for specific air pollutants most
pervasive in urban environments. These pollutants are referred to as criteria air pollutants
because the standards established for them were developed to meet specific health and
welfare criteria set forth in the enabling legislation and include ozone precursors (NOx and
ROG), carbon monoxide (CO), and suspended particulate matter (PM10 and PM2.5). The Bay
Area is considered “attainment” for all of the national standards, with the exception of
ozone. It is considered “nonattainment” for State standards for ozone and particulate
matter.
Past, present and future development projects contribute to the region’s adverse air quality
impacts on a cumulative basis. By its very nature, air pollution is largely a cumulative
impact. No single project is sufficient in size to, by itself, result in nonattainment of ambient
air quality standards. Instead, a project’s individual emissions contribute to existing
cumulatively significant adverse air quality impacts. If a project’s contribution to the
cumulative impact is considerable, then the project’s impact on air quality would be
considered significant.4 Emissions from operation of the Project could cumulatively
contribute to air pollutant levels in the region.
The Project is located in the San Francisco Bay Area Air Basin and therefore under the
jurisdiction of BAAQMD. BAAQMD publishes a document titled California Environmental
Quality Act Air Quality Guidelines (“BAAQMD Guidelines”), which provides guidance for
consideration by lead agencies, consultants, and other parties evaluating air quality impacts
in the San Francisco Bay Area Air Basin conducted pursuant to CEQA. The document
provides guidance on evaluating air quality impacts of development projects and local
plans, determining whether an impact is significant, and mitigating significant air quality
impacts.
BAAQMD updated these Guidelines in coordination with adoption of new thresholds of
significance on June 2, 2010.5 The most recent version of the Guidelines are dated May 2012
(though the May 2011 version includes the updated thresholds and screening levels).
The BAAQMD CEQA Guidelines were the subject of a court case ultimately decided by the
California Supreme Court (CBIA vs BAAQMD, Case No. S213478, filed December 17, 2015).
The decision is expected to lead to revision or removal of thresholds that are based on the
effect of the environment on a project (as opposed to the effect of a project on the
environment). BAAQMD has yet to revise/reissue updated thresholds or guidelines
following this decision.
4 BAAQMD, May 2011, California Environmental Quality Act Air Quality Guidelines, p. 2‐1.
5 Bay Area Air Quality Management District. June 2, 2010. News Release
http://www.baaqmd.gov/~/media/Files/Communications%20and%20Outreach/Publications/News%20Releases/2010/
ceqa_100602.ashx .
Oakmont Meadows Residential Development Project Page 21
Consistent with what is being done in many other jurisdictions, the analysis in this
document is based upon guidance from the updated BAAQMD Guidelines (as opposed to
the previous 1999 version), as the newer thresholds are more conservative and based upon
current regulations, scientific understanding and methodologies and therefore considered
the most appropriate for a conservative CEQA analysis.
Construction Emissions
BAAQMD presents screening criteria in their Guidelines that identify project sizes by type
that could have the potential to result in emissions over criteria levels. The Project is well
below BAAQMD’s construction‐period criteria pollutant screening size of 114 single‐family
dwelling units and therefore is not anticipated to result in emissions of criteria pollutants
over threshold levels during construction.6 The impact related to construction‐period air
quality emissions is less than significant.
However, BAAQMD recommends implementation of construction mitigation measures to
reduce construction‐related criteria pollutant and fugitive dust emissions for all projects,
regardless of the significance level of construction‐period impacts. These basic measures are
included in Mitigation Measure Air‐1, below and would further reduce construction‐period
criteria pollutant impacts.
Mitigation Measure
Air‐1: Basic Construction Management Practices. The Project shall demonstrate
proposed compliance with all applicable regulations and operating
procedures prior to issuance of demolition, building or grading permits,
including implementation of the following BAAQMD “Basic Construction
Mitigation Measures”.
i) All exposed surfaces (e.g., parking areas, staging areas, soil piles, graded
areas, and unpaved access roads) shall be watered two times per day.
ii) All haul trucks transporting soil, sand, or other loose material off‐site
shall be covered.
iii) All visible mud or dirt track‐out onto adjacent public roads shall be
removed using wet power vacuum street sweepers at least once per day.
The use of dry power sweeping is prohibited.
iv) All vehicle speeds on unpaved roads shall be limited to 15 mph.
v) All roadways, driveways, and sidewalks to be paved shall be completed
as soon as possible. Building pads shall be laid as soon as possible after
grading unless seeding or soil binders are used.
6 Bay Area Air Quality Management District, California Environmental Quality Act Air Quality Guidelines, May 2011,
Table 3‐1.
Page 22 Oakmont Meadows Residential Development Project
vi) Idling times shall be minimized either by shutting equipment off when
not in use or reducing the maximum idling time to 5 minutes (as required
by the California airborne toxics control measure Title 13, Section 2485 of
California Code of Regulations [CCR]). Clear signage shall be provided
for construction workers at all access points.
vii) All construction equipment shall be maintained and properly tuned in
accordance with manufacturer’s specifications. All equipment shall be
checked by a certified mechanic and determined to be running in proper
condition prior to operation.
viii) Post a publicly visible sign with the telephone number and person to
contact at the Lead Agency regarding dust complaints. This person shall
respond and take corrective action within 48 hours. BAAQMD’s phone
number shall also be visible to ensure compliance with applicable
regulations.
Mitigation Measure Air‐1 would further reduce less than significant construction‐period
criteria pollutant impacts. Because construction‐period emissions do not exceed applicable
criteria pollutant significance thresholds, additional construction mitigation measures
would not be required to mitigate impacts.
Operational Emissions
Similar to the analysis for construction‐period impacts above, the Project was compared to
BAAQMD screening criteria for operational pollutants. The Project is well below
BAAQMD’s operational criteria pollutant screening size of 325 single‐family dwelling units
and therefore not anticipated to result in emissions of criteria pollutants over threshold
levels during operations.7 Therefore, operation of the Project would have a less‐than‐
significant impact on regional air quality.
Additionally, because carbon monoxide hot spots can occur near heavily traveled and
delayed intersections, BAAQMD presents traffic‐based criteria as screening criteria for
carbon monoxide impacts. As operation of the proposed Project would not result in any
significantly affected intersections (see section 15 Transportation and Traffic for additional
details), the Project would be below carbon monoxide threshold levels.
Therefore, the Project impact related to operational pollutant emissions would be less than
significant.
d) Sensitive Receptors. For the purpose of assessing impacts of a proposed Project on exposure
of sensitive receptors to risks and hazards, the threshold of significance is exceeded when
the Project‐specific cancer risk exceeds 10 in one million, the non‐cancer risk exceeds a
7 Bay Area Air Quality Management District, California Environmental Quality Act Air Quality Guidelines, May 2011,
Table 3‐1.
Oakmont Meadows Residential Development Project Page 23
Hazard Index of 1.0 (or cumulative risk of 100 in one million or a Hazard Index of 10.0
respectively is exceeded), and/or the annual average PM2.5 concentration would exceed 0.3
μg/m3 (or 0.8 μg/m3 cumulatively). Examples of sensitive receptors are places where people
live, play or convalesce and include schools, hospitals, residential areas and recreation
facilities.
Construction‐Period Health Risks
The Project site is located adjacent to existing residential uses and approximately 450 feet
southwest of the Westborough Middle School. Residents and students are considered
sensitive uses. Construction‐period TAC emissions could contribute to increased health
risks to nearby residents and students from TACs. While BAAQMD does not provide a
screening level to determine projects that are small enough that they can be assumed to be
below significance thresholds, significant impacts in this regard are not usually seen unless
residential projects include about 200 dwelling units or more. Additionally, the modeling to
quantify health risks was not originally intended for emissions periods spanning less than 7
years and is not recommended by any agency for use for less than a 2 year period.
Therefore, due to the small size of the Project and relatively low potential for impacts to
nearby sensitive users, similar to the approach for construction‐period criteria pollutants,
potential health risks due to construction‐period emissions impacts shall be minimized
through implementation of construction management practices.
Mitigation Measure
Air‐2: Construction Emissions Minimization Practices. The project shall
demonstrate compliance with the following Construction Emissions
Minimization Practices prior to issuance of demolition, building or grading
permits:
1. All off‐road equipment greater than 25 horse power (hp) and operating
for more than 20 total hours over the entire duration of construction
activities shall meet the following requirements:
a) Where access to alternative sources of power are available, portable
diesel engines shall be prohibited;
b) All off‐road equipment shall have:
i. Engines that meet or exceed either U.S. Environmental Protection
Agency (U.S. EPA) or California Air Resources Board (ARB) Tier 2
off‐road emission standards, and
ii. Engines that are retrofitted with an ARB Level 3 Verified Diesel
Emissions Control Strategy (VDECS).
c) Exceptions:
Page 24 Oakmont Meadows Residential Development Project
i. Exceptions to 1(a) may be granted if the project sponsor has
submitted information providing evidence to the satisfaction of
the City that an alternative source of power is limited or infeasible
at the project site and that the requirements of this exception
provision apply.
ii. Exceptions to 1(b)(ii) may be granted if the project sponsor has
submitted information providing evidence to the satisfaction of
the City that a particular piece of off‐road equipment with an ARB
Level 3 VDECS is: (1) technically not feasible, (2) would not
produce desired emissions reductions due to expected operating
modes, (3) installing the control device would create a safety
hazard or impaired visibility for the operator, or (4) there is a
compelling emergency need to use off‐road equipment that are
not retrofitted with an ARB Level 3 VDECS and the sponsor has
submitted documentation to the City that the requirements of this
exception provision apply. If granted an exception to 1(b)(ii), the
project sponsor must comply with the requirements of 1(c)(iii).
iii. If an exception is granted pursuant to 1(c)(ii), the project sponsor
shall provide the next cleanest piece of off‐road equipment,
including a Tier 2 engine standard and the following emissions
control/alternative fuel in order of preference if available: 1) ARB
Level 2 VDECS, 2) ARB Level 2 VDECS, or 3) Alternative Fuel.
Mitigation measure Air‐2 would ensure construction‐period health risk impacts remain at a
level of less than significant with mitigation.
Operational Health Risks
The Project, as a residential development, would not be considered a significant source of
operational TACs.
While the future residents of the proposed Project would be considered sensitive receptors,
the effects of the environment on a project are not considered a CEQA impact (which is
focused to the effects of a project on the environment, and not the reverse).8 The following is
included for informational purposes:
BAAQMD’s recommends consulting screening tools to identify whether any substantial
TAC sources are located within 1,000 feet of the project.
BAAQMD’s county‐specific Google Earth Stationary Source Screening Analysis Tool
indicates there are no stationary sources of TACs within 1,000 feet of the Project site.
8 California Building Industry Assn. v. Bay Area Air Quality Management Dist., (2015) 62 Cal.4th 369, Case No.
S213478.
Oakmont Meadows Residential Development Project Page 25
BAAQMD’s county‐specific Google Earth Highway Screening Analysis Tool indicates
there is one highway within 1,000 feet of the Project site:
o CA‐35 (Skyline Boulevard), at over 500 feet from the Project site, has a screening
level cancer risk of 0.83 in one million, a Hazard Index of 0.001 to 0.002, and an
annual average PM2.5 concentration of 0.014 μg/m3. These are well below
BAAQMD’s indicated threshold levels.
There are no substantial sources of TACs within 1,000 feet of the Project, so it can be
assumed future residents would not be subjected to levels of TACs above screening levels.
As noted above, this is presented as an informational item.
e) Objectionable Odors. As a residential development, operation of the Project would not be a
source of objectionable odors. During construction, diesel‐powered vehicles and equipment
would create odors that some may find objectionable. However, these odors would be
temporary and not likely to be noticeable much beyond the Project site’s boundaries.
Therefore, the potential for objectionable odor impacts is considered less than significant.
Page 26 Oakmont Meadows Residential Development Project
4. BIOLOGICAL RESOURCES
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Have a substantial adverse effect, either directly or through habitat
modifications, on any species identified as a candidate, sensitive, or
special status species in local or regional plans, policies, or
regulations, or by the California Department of Fish and Wildlife or
U.S. Fish and Wildlife Service?
b) Have a substantial adverse effect on any riparian habitat or other
sensitive natural community identified in local or regional plans,
policies, or regulations, or by the California Department of Fish and
Wildlife or US Fish and Wildlife Service?
c) Have a substantial adverse effect on federally protected wetlands as
defined by Section 404 of the Clean Water Act (including, but not
limited to, marsh, vernal pool, coastal, etc.) through direct removal,
filling, hydrological interruption, or other means?
d) Interfere substantially with the movement of any native resident or
migratory fish or wildlife species or with established native resident
or migratory wildlife corridors, or impede the use of native wildlife
nursery sites?
e) Conflict with any local policies or ordinances protecting biological
resources, such as a tree preservation policy or ordinance?
f) Conflict with the provisions of an adopted Habitat Conservation
Plan, Natural Community Conservation Plan, or other approved
local, regional, or state habitat conservation plan?
a, b) Special Status Species and Habitat. The Project site was fully assessed for biological
resources and habitat under the Prior MND, which found no special‐status species or
habitat at the Project site except for a small patch of remnant native grassland surrounded
by non‐native grassland, that was not considered a substantial community or significant
impact for its removal. Since that time, the site has been maintained as a vacant lot with
non‐native grassland and landscaping maintained and weeded regularly to avoid invasive
species. Additionally, the City’s General Plan does not include the Project site on maps or
Oakmont Meadows Residential Development Project Page 27
lists or locations with biological resources.9 The Project would result in the removal of non‐
native grasslands and landscaping, which are not a special status species or habitat.
Existing trees at the Project site, which are not special‐status, are potentially covered under
the City’s Tree Preservation Ordinance (Municipal Code Chapter 13.30), depending on size
and type of tree. While the Project proposes retention of most trees at the site as well as
additional trees to be planted per the landscaping plan, any trees to be removed would
require issuance by the City of a Tree Removal Permit. Compliance with this process will
ensure the Project does not result in conflict with the Tree Preservation Ordinance.
Additionally, trees on the Project site or in the vicinity could host the nests of common
birds such as house finch, American robin, northern mockingbird, European starling,
and/or Brewer’s blackbird. These species are locally and regionally abundant, and Project
effects on these species would be minimal or nil. However, nearly all native birds are
protected under the federal Migratory Bird Treaty Act and the California Fish and Wildlife
Code, so the following mitigation would be applicable to prevent a “take” of these species
under these regulations related to disturbance during nesting.
Mitigation Measure
Bio‐1: Nesting Birds. If construction occurs during the breeding season (February
through August), the site and a surrounding radius of not less than 0.5 miles
shall be surveyed by a qualified biologist to verify the presence or absence of
nesting birds protected under the federal Migratory Bird Treaty Act and the
California Fish and Wildlife Code. Pre‐construction surveys shall be
conducted within 15 days prior to start of work and shall be submitted to the
Building Division. If the survey indicates the potential presences of nesting
birds, the applicant shall comply with recommendations of the biologist
regarding an appropriately sized buffer around the nest in which no work
will be allowed until the young have successfully fledged. The size of the nest
buffer will be based to a large extent on the nesting species and its sensitivity
to disturbance.
As noted above, there are no other special‐status species with the potential to be
significantly impacted by the Project. With implementation of Mitigation Measure Bio‐1, the
impact related to special‐status species and habitats would be less than significant with
mitigation.
c) Wetlands. The Project site was fully assessed for biological resources and habitat under the
Prior MND, which found no wetlands at the Project site. Since that time, the site has been
maintained as a vacant lot with non‐native grassland and landscaping maintained and
weeded regularly so conditions related to wetlands would not have changed and the Project
would have no impact related to wetlands.
9 City of South San Francisco, prepared by Dyett and Bhatia, South San Francisco General Plan, adopted October
1999, as amended, Section 7.1. Habitat and Biological Resources.
Page 28 Oakmont Meadows Residential Development Project
d) Wildlife Corridors. The Project site is surrounded by roadways and other developed areas
and does not have the potential to act as a substantial wildlife corridor. The Project would
have a less than significant impact related to movement of wildlife.
e, f) Local Policies and Ordinances and Conservation Plans. The Project site is not subject to any
habitat conservation or natural community conservation plans and thus would not conflict
with any approved local, regional, or state habitat conservation plan. As noted under items
“a, b” above, the Project would comply with the City’s Tree Preservation Ordinance and
therefore not cause a conflict with local policies. There are no other local policies applicable
to the proposed Project. There would be no impact.
Oakmont Meadows Residential Development Project Page 29
5. CULTURAL RESOURCES
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Cause a substantial adverse change in the significance of a historical
resource as defined in Public Resources Section 15064.5?
b) Cause a substantial adverse change in the significance of an
archaeological resource pursuant to Public Resources Section 15064.5?
c) Directly or indirectly destroy a unique paleontological resource or site
or unique geologic feature?
d) Disturb any human remains, including those interred outside of
formal cemeteries?
a) Historic Resources. There are no existing structures at the site. The Project would have no
impact related to historic resources.
b, c) Archaeological/Paleontological Resources/Human Remains. The Project site was fully
assessed for cultural resources under the Prior MND, which found no known cultural,
Native American, or archaeological resources at the site but recommended measures to
address the unexpected discovery of such resources during ground‐disturbing construction
activities. These measures are covered under current regulations, as outlined below.
If Native American, archaeological, or paleontological resources are discovered on site,
these resources shall be handled according to CEQA Section 15064.5(c), which calls on lead
agencies to refer to the provisions of Section 21083.2 of the Public Resources Code, or
Section 21084.1 if the archaeological site is determined to be a historical resource. This is
standard procedure for any project in California, so the impact is considered less than
significant.
d) Human Remains. There are no known human remains that would be disturbed by the
proposed Project. If human remains are found during construction activities at the Project
site, they will be handled according to Section 7050.5 of the Health and Safety Code or, if the
remains are Native American, Section 5097.98 of the Public Resources Code as per CEQA
Section 15064.5(d). This is standard procedure for any project in California, so the impact is
considered less than significant.
Page 30 Oakmont Meadows Residential Development Project
6. GEOLOGY AND SOILS
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Expose people or structures to potential substantial adverse effects,
including the risk of loss, injury, or death involving:
i) Rupture of a known earthquake fault, as delineated on the most
recent Alquist‐Priolo Earthquake Fault Zoning Map issued by the
State Geologist for the area or based on other substantial evidence
of a known fault? (Refer to Division of Mines and Geology Special
Publication 42)
ii) Strong seismic ground shaking?
iii) Seismic‐related ground failure, including liquefaction?
iv) Landslides?
b) Result in substantial soil erosion or the loss of topsoil?
c) Be located on a geologic unit or soil that is unstable, or that would
become unstable as a result of the project, and potentially result in on‐
or off‐site landslide, lateral spreading, subsidence, liquefaction or
collapse?
d) Be located on expansive soil, as defined in Table 18‐1‐B of the Uniform
Building Code (1994), creating substantial risks to life or property?
e) Have soils incapable of adequately supporting the use of septic tanks
or alternative waste water disposal systems where sewers are not
available for the disposal of waste water?
a‐ d) Geologic Hazards. According to the currently‐adopted CEQA Guidelines, exposure of
people or structures to major geological hazards is considered a significant adverse impact.
Per the California Supreme Court CBIA vs BAAQMD decision (Case No. S213478, decided
December 17, 2015), the scope of CEQA analyses should be limited to the effect of the
environment on a project (as opposed to the effect of a project on the environment).
Therefore, thresholds related to geological and seismic risks are limited to whether or not a
project will exacerbate existing seismic risks. “Induced seismicity” is the term for
earthquakes caused by human activity, and while the mechanisms have been scientifically
proven, all suspected forms of induced seismicity involve substantial increase or loss of
mass in an area, such as through the creation of artificial lakes through dam construction,
large‐scale removal of coal from mining, large‐scale extraction of oil deposits or
groundwater reserves, or large‐scale liquid injection for waste disposal or hydraulic
Oakmont Meadows Residential Development Project Page 31
fracturing. The Project is a substantially smaller scale than these types of projects and would
not have the potential to result in induced seismicity.
The Project’s potential geological hazards impacts under CEQA therefore are focused to
those that could impact biological or hydrological resources or nearby properties (such as
through erosion, creation of unstable slopes, or inadequate septic systems), and not those
that could affect future residents or structures at the Project site. Additional discussion of
non‐CEQA topics are also included below as informational items.
Note that information in this section is based on a series of geotechnical reports and fault
evaluations, as fully detailed in the sources section at the end of this document, including
the most recent Berlogar Geotechnical Consultants report in 2008.
Unstable Soil/Seismically‐Induced Landslides
The preliminary grading plan for the Project includes cut slopes across much of the site
which would expose fill materials, and fill slopes which would have a height of
approximately nine feet near the southeastern corner of the site. As a result, the geotechnical
report contains specific recommendations for the grading plan to ensure support along cut
and fill slopes where grading could remove existing toe support or affect the stability of the
planned fill slopes. The final detailed project plans are required to incorporate the
recommendations in the geotechnical report to avoid or reduce the potential impacts related
to slope instability on the site. Per standard procedures, compliance with design‐level
recommendations will be verified during the construction permitting process.
The report concluded that grading in accordance with the recommendation would reduce
the risk of seismically induced landslides to low. Therefore, the Project’s potential to result
in unstable soils that could impact existing people and structures is less than significant.
Erosion
Grading and construction activities will expose soil to the elements, which would be subject
to erosion during storm events. Implementation of a construction‐period stormwater plan
will mitigate the potential for erosion and loss of top soil.
In accordance with the Clean Water Act and the State Water Resources Control Board
(SWRCB), the Applicant is required to file a Storm Water Pollution Prevention Plan
(SWPPP) prior to the start of construction. The SWPPP shall include specific best
management practices to reduce soil erosion. This is required to obtain coverage under the
General Permit for Discharges of Storm Water Associated with Construction Activity
(Construction General Permit, 99‐08‐DWQ). Per standard procedures, compliance with
SWPPP requirements will be verified during the construction permitting process. Therefore,
the Project’s potential to result in soil erosion or loss of topsoil is less than significant
through compliance with SWPPP requirements.
Page 32 Oakmont Meadows Residential Development Project
Informational Items
As noted above, CEQA does not require an agency to consider the impact of existing
conditions on future project users. Therefore, the following discussion is included for
informational purposes and is not related to CEQA impacts.
The site is situated within an Alquist‐Priolo Earthquake Fault Zone and three active traces of
the San Andreas Fault are on the site. The main trace lies beneath the fill in the center of the
site; two other traces lie on either side of the main trace. The location of fault traces on the
site have been explored in a series of technical studies and earthquake setback zones
incorporated into the Project per applicable regulations. Within the fault zone, surface
rupture could result in displacement of more than 10 feet. The risk of major faulting‐
induced displacement outside of the setback zones is considered low. All habitable
structures are located outside of the setback zone. As allowable under applicable
regulations, non‐habitable detached garages, park and open space areas, and infrastructure
including roadways, are located within the setback zone.
The San Francisco Bay Area is a seismically active region and the Project, along with the
region as a whole, is likely to experience strong seismic ground shaking during its lifetime.
A moderate to major earthquake on the San Andreas fault or a major earthquake on other
regional faults including the Hayward, Calaveras, or Seal Cove faults would likely cause
severe ground shaking on the Project site that could damage structures and infrastructure.
A geotechnical report was prepared for the proposed Project that contains specific
recommendations to the seismic parameters for design of the proposed structures (e.g.,
related to foundations and soft‐story conditions) and utilities. The report concluded that the
risk of liquefaction, ground subsidence, landslides at the site is are low. Based on site soil
analysis, this report included specific recommendations for construction of structures and
infrastructure. These recommendations will be updated to reflect the current Project plans
as recommendations were made based on a previous version. In addition to designing the
Project in accordance with the current standards set forth in the California Building Code,
the Project design and construction shall incorporate the recommendations in the
geotechnical report to avoid or reduce the geotechnical hazards to structures and utilities on
the site. Per standard procedures, compliance with design‐level recommendations will be
verified during the construction permitting process.
e) Septic Tanks. The Project would not include the use of septic tanks and associated disposal
facilities. Therefore, the Project would have no impact in this regard.
Oakmont Meadows Residential Development Project Page 33
7. GREENHOUSE GAS EMISSIONS
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Generate greenhouse gas emissions, either directly or indirectly, that
may have a significant impact on the environment?
b) Conflict with an applicable plan, policy or regulation adopted for the
purpose of reducing the emissions of greenhouse gases?
a) Greenhouse Gas Emissions. BAAQMD has determined that greenhouse gas (GHG)
emissions and global climate change represent cumulative impacts. BAAQMD adopted a
threshold of significance for operational GHGs of 1,100 metric tons carbon dioxide
equivalent (CO2e) per year or, if the project is too large to meet that threshold, an efficiency
threshold of 4.6 metric tons CO2e per service population per year.
Similar to the analysis for Air Quality impacts (Section 3 of this document), the Project was
compared to BAAQMD screening criteria that identify project sizes by type that could have
the potential to result in emissions over criteria levels. As it relates to greenhouse gas
emissions, this table includes screening levels of 56 single family dwelling units.10 At 19
units, the Project would be below the screening size for a project of this type, and would
therefore be below threshold levels. The impact related to GHG emissions is less than
significant.
b) Greenhouse Gas Reduction Plans. The City adopted a qualified GHG reduction plan in 2014,
the City of South San Francisco Climate Action Plan. This plan estimated community‐wide
GHG emissions of 548,600 metric tons CO2e in 2005 and a target reduction of 15% below the
2005 baseline levels.
Many of the Climate Action Plan’s reduction measures are targeted to city‐wide strategies
that are not directly applicable to the proposed Project. As a small infill residential project
located in an otherwise developed area, the Project would not substantially contribute to
bicycle and pedestrian connectivity or support of public transit or automobile dependence
(Measures 1.1 through 1.3), but would not conflict with these measures either. The Project
would meet current standards of energy and water efficiency (Measures 3.1 and 6.1), and
residents would participate in recycling for waste reduction (Measure 5.1). A discussion of
the Project in relation to the Clean Air Plan is included in Section 3: Air Quality.
10 BAAQMD, May 2011, California Environmental Quality Act Air Quality Guidelines, pp. 3‐2 to 3‐3.
Page 34 Oakmont Meadows Residential Development Project
Additionally, GHG emissions associated with the proposed Project were analyzed per the
BAAQMD Guidelines. BAAQMD’s thresholds and methodologies take into account
implementation of state‐wide regulations and plans, such as the AB 32 Scoping Plan and
adopted state regulations such as Pavley and the low carbon fuel standard. Therefore, there
would be no impact in relation to consistency with GHG reduction plans.
Oakmont Meadows Residential Development Project Page 35
8. HAZARDS AND HAZARDOUS MATERIALS
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Create a significant hazard to the public or the environment through
the routine transport, use, or disposal of hazardous materials?
b) Create a significant hazard to the public or the environment through
reasonably foreseeable upset and accident conditions involving the
release of hazardous materials into the environment?
c) Emit hazardous emissions or handle hazardous or acutely hazardous
materials, substances, or waste within one‐quarter mile of an existing
or proposed school?
d) Be located on a site which is included on a list of hazardous materials
sites compiled pursuant to Government Code Section 65962.5 and, as
a result, would it create a significant hazard to the public or the
environment?
e) For a project located within an airport land use plan or, where such a
plan has not been adopted, within two miles of a public airport or
public use airport, would the project result in a safety hazard for
people residing or working in the project area?
f) For a project within the vicinity of a private airstrip, would the
project result in a safety hazard for people residing or working in the
project area?
g) Impair implementation of or physically interfere with an adopted
emergency response plan or emergency evacuation plan?
h) Expose people or structures to a significant risk of loss, injury or
death involving wildland fires, including where wildlands are
adjacent to urbanized areas or where residences are intermixed with
wildlands?
a‐d) Hazardous Materials. The Project site was fully assessed for hazardous materials under the
Prior MND, which found that the site is not included on a list of hazardous materials sites
compiled pursuant to Government Code Section 65962.5 but that portions of the site were
filled in the 1960s, before there were regulatory requirements for the source and contents of
fill material and the potential exists for fill at the site to contain materials which would now
be classified as hazardous and could be released during construction activities. Since that
time, the site has been maintained as a vacant lot so conditions related to hazardous
materials would not have changed. The Project site is located approximately 450 feet
southwest of the Westborough Middle School, so is within the vicinity of a school. To
Page 36 Oakmont Meadows Residential Development Project
mitigate the potential for upset of hazardous materials during the construction period, the
Project shall implement the following measure:
Mitigation Measure
Haz‐1: Halting Work on Encountering Materials Believed to be Hazardous. In the
event that materials which are believed to be hazardous are encountered
during site preparation or excavation work, all such activity at the project site
shall be halted until the material in question has been evaluated by the South
San Francisco Fire Department and/or the San Mateo County Environmental
Health Department. Prior to the resumption of work at the project site,
implementation of appropriate response measures and disposal methods in
accordance with applicable state and local regulations and as approved by
the Fire Department would reduce the impact to a level of less than
significant.
Additionally, it is likely that equipment used at the site during construction activities could
utilize substances considered by regulatory bodies as hazardous, such as diesel fuel and
gasoline. However, all construction activities would be required to conform with Title 49 of
the Code of Federal Regulations, US Department of Transportation (DOT), State of
California, and local laws, ordinances and procedures, which would minimize the potential
for accidental release.
Potential impacts are confined to the temporary construction period. Once operational,
residential uses would not be considered a potential source for hazardous material use or
release. With implementation of Mitigation Measure Haz‐1 and conformance with
applicable regulations, the impact related to hazardous materials would be less than
significant with mitigation.
e, f) Airport Hazards. The closest airport is the San Francisco International Airport, located
approximately 4 miles from the Project site. The Project site is not within the airport land
use plan area (generally 2 miles) or the constraints related to heights and airplane safety.
There are no other airports, either public or private within the vicinity of the Project. There
would be no impact related to airport hazards.
g) Emergency Response Plan. The Project would not substantially alter traffic patterns and
would not impair implementation of any adopted emergency response plan or emergency
evacuation plan. Therefore, the Project would have no impact in this regard.
h) Wildland Fire. The Project site is identified in the City’s General Plan (Figure 8‐4) as a Low
Priority Management Unit, which requires vegetation management to reduce potential fuel
for wildfires. Once developed, the site will likely be removed from the designation as a
Management Unit. At that point, the potential for wildlife fire would be considered low, as
the site is surrounded by other development and roadways, although the Fire Department
can establish additional conditions during their review prior to the issuance of construction
permits. Therefore, the Project would have a less than significant impact related to wildland
fire.
Oakmont Meadows Residential Development Project Page 37
9. HYDROLOGY AND WATER QUALITY
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Violate any water quality standards or waste discharge
requirements?
b) Substantially deplete groundwater supplies or interfere substantially
with groundwater recharge such that there would be a net deficit in
aquifer volume or a lowering of the local groundwater table level
(e.g., the production rate of pre‐existing nearby wells would drop to a
level which would not support existing land uses or planned uses for
which permits have been granted)?
c) Substantially alter the existing drainage pattern of the site or area,
including through the alteration of the course of a stream or river, in
a manner which would result in substantial erosion or siltation on‐ or
off‐site?
d) Substantially increase the rate or amount of surface runoff in a
manner which would result in flooding on‐ or off‐site?
e) Create or contribute runoff water which would exceed the capacity of
existing or planned stormwater drainage systems due to changes in
runoff flow rates or volumes?
f) Otherwise substantially degrade water quality?
g) Place housing within a 100‐year flood hazard area as mapped on a
federal Flood Hazard Boundary or Flood Insurance Rate Map or
other flood hazard delineation map?
h) Place within a 100‐year flood hazard area structures, which would
impede or redirect flood flows?
i) Expose people or structures to a significant risk of loss, injury or
death involving flooding, including flooding as a result of the failure
of a levee or dam?
j) Inundation by seiche, tsunami, or mudflow?
a, e) Water Discharge Quality and Capacity
Construction Period
As noted in Section 6: Geology and Soils, the Applicant is required to file a SWPPP prior to
the start of construction to detail measures to control the level and quality or stormwater
Page 38 Oakmont Meadows Residential Development Project
during the construction period. Per standard procedures, compliance with SWPPP
requirements will be verified during the construction permitting process. Therefore, the
Project’s potential to result in construction‐period impacts to runoff volume or quality
would be less than significant.
Operational Period
Federal Clean Water Act regulations require municipalities to obtain NPDES permits that
outline programs and activities to control surface stormwater pollution. Municipalities, such
as the City of South San Francisco, must eliminate or reduce ʺnon‐pointʺ pollution,
consisting of all types of substances generated as a result of urbanization (e.g. pesticides,
fertilizers, automobile fluids, sewage, litter, etc.), to the “maximum extent practicable” (as
required by Clean Water Act Section 402(p)(3)(B)(iii)). Clean Water Act Section 402(p) and
U.S. EPA regulations (40 CFR 122.26) specify a municipal program of “best management
practices” to control stormwater pollutants. Best Management Practices (BMP) refers to any
kind of procedure or device designed to minimize the quantity of pollutants that enter the
storm drain system. To comply with these regulations, Each incorporated city and town in
San Mateo County joined with the County of San Mateo to form the San Mateo County
Water Pollution Prevention Program (SMCWPPP) in applying for a regional NPDES
permit.11
The Regional Water Quality Control Board (RWQCB) adopted a Municipal Regional Permit
(MRP) on October 14, 2009 as the NPDES permit for all Bay Area municipalities, which
includes Provision C.3. The C.3 requirements are intended to protect water quality by
minimizing pollutants in runoff, and to prevent downstream erosion by: designing each
project site to minimize imperviousness, detain runoff, and infiltrate runoff where feasible;
treating runoff prior to discharge from the site; ensuring runoff does not exceed pre‐project
peaks and durations; and maintaining treatment facilities. Project applicants must prepare
and implement a Stormwater Control Plan containing treatment and source control
measures that meet the “maximum extent practicable” standard as specified in the NPDES
permit and the SMCWPPP C.3 Guidebook. Project applicants must also prepare a
Stormwater Facility Operation and Maintenance Plan and execute agreements to ensure the
stormwater treatment and flow‐control facilities are maintained in perpetuity.
The site is currently entirely pervious surfaces (100% of the site). The proposed Project
would reduce the pervious surfaces by approximately 1.73 acres, resulting in pervious
surfaces on approximately 65% of the site. Runoff generated at the site will be directed to
bioretention areas where water will be naturally slowed and filtered prior to entering the
stormdrainage system. The Project will be required to submit preliminary stormwater
treatment plans and C.3 worksheets demonstrating the change in impervious area at the site
and appropriateness of stormwater system elements.
11 Regional Water Board, 2007, Order No. R2‐2007‐0027, NPDES Permit No. CAS0029921.
Oakmont Meadows Residential Development Project Page 39
Through compliance with post‐construction requirements related to implementation of the
NPDES permit C.3 requirements, including Project preparation and implementation of a
Stormwater Control Plan and Stormwater Facility Operation and Maintenance Plan, the
long‐term volume of water and water quality impacts from Project operation would be less
than significant.
b) Groundwater Recharge and Supplies. The Project site and surrounding area are connected
to the municipal water supply and groundwater at the site is not used directly by this or
other properties as a water supply. Additionally, the Project would comply with stormwater
drainage requirements (see item “a, e” above), including permeable bioretention areas. The
Project would not substantially deplete groundwater supplies or interfere substantially with
groundwater recharge, and would have a less than significant impact related to
groundwater.
c, d) Drainage Pattern Alteration. As discussed under item “a, e” above, the Project will
increase impervious site area and slow and treat runoff with bioretention areas prior to
discharge into the stormdrainage system. Through compliance with applicable regulations,
the runoff from the site will be the same or reduced from that existing and will not cause
erosion, siltation, or flooding. Project impacts related to alteration of drainage patterns
would be less than significant.
f) Otherwise Substantially Degrade Water Quality. Construction‐related and post‐construction
water quality are discussed under item “a, e” above and the Project does not otherwise
degrade water quality (less than significant).
g‐j) Flooding and Inundation. The Project is not located in a 100‐year flood zone12 so would
have no impact related to flood zones.
The Project site is located at elevations of over 500 feet and is not located downhill from a
dam or large body of water and is therefore not considered to have substantial risk for
inundation from tsunami, seiche, levee or dam failure or mudflow.13 Therefore, there would
be no impact related to inundation.
12 Federal Emergency Management Agency (FEMA), October 15, 2012, Flood Insurance Rate Map (FIRM),
Countywide map, Panel 06081C0039E (unprinted), accessed at https://msc.fema.gov/portal.
13 City of South San Francisco, prepared by Dyett and Bhatia, South San Francisco General Plan, adopted October
1999, as amended, page 250.
Page 40 Oakmont Meadows Residential Development Project
10. LAND USE AND PLANNING
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Physically divide an established community?
b) Conflict with any applicable land use plan, policy, or regulation of an
agency with jurisdiction over the project (including, but not limited
to the general plan, specific plan, local coastal program, or zoning
ordinance) adopted for the purpose of avoiding or mitigating an
environmental effect?
c) Conflict with any applicable habitat conservation plan or natural
community conservation plan?
a) Physical Division of a Community. The Project involves residential development of an infill
residential lot surrounded by existing development and roadways and would not have the
potential to divide the established community. (No Impact)
b) Conflict with Land Use Plan. Development of the proposed Project would be generally
compatible with existing surrounding land uses and the existing residential zoning (RL‐8)
and General Plan designation (Low Density Residential) at the site. The potential for the
Project as proposed to result in environmental impacts is assessed throughout this
document. While the City will make determinations regarding Project consistency with all
their policies and regulations, the Project would have no impact with regard to land use
plan conflicts related to environmental effects.
c) Conflict with Conservation Plan. The Project site is not subject to a conservation plan. It is
an infill site surrounded by urban development and roadways. The Project would,
therefore, have no impact under this item.
Oakmont Meadows Residential Development Project Page 41
11. MINERAL RESOURCES
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Result in the loss of availability of a known mineral resource that
would be of value to the region and the residents of the state?
b) Result in the loss of availability of a locally‐important mineral
resource recovery site delineated on a local general plan, specific
plan or other land use plan?
a, b) Mineral Resources. No known mineral resources are located on the site according to the
United States Geological Survey (USGS) Mineral Resources Data System.14 The City’s
General Plan does not identify mineral resources within City limits. The Project would have
no impact with regard to mineral resources.
14 US Geological Survey, Mineral Resources Data System, publication date 2005, edition 20120127, accessed at
http://mrdata.usgs.gov/mrds/.
Page 42 Oakmont Meadows Residential Development Project
12. NOISE
Would the project result in: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Exposure of persons to or generation of noise levels in excess of
standards established in the local general plan or noise ordinance,
or applicable standards of other agencies?
b) Exposure of persons to or generation of excessive groundborne
vibration or groundborne noise levels?
c) A substantial permanent increase in ambient noise levels in the
project vicinity above levels existing without the project?
d) A substantial temporary or periodic increase in ambient noise levels
in the project vicinity above levels existing without the project?
e) For a project located within an airport land use plan or, where such
a plan has not been adopted, within two miles of a public airport or
public use airport, exposure of people residing or working in the
project area to excessive noise levels?
f) For a project in the vicinity of a private airstrip, exposure of people
residing or working in the project area to excessive noise levels?
a‐d) Excessive Noise or Vibration.
Construction Noise
Construction activities generate noise. Ambient and maximum intermittent noise levels
would increase throughout the period when the Project builds out. The South San Francisco
Noise Ordinance (Chapter 8.32 of the Municipal Code, Section 8.32.050) restricts
construction activities to the hours of 8:00 a.m. to 8:00 p.m. on weekdays, 9:00 a.m. to 8:00
p.m. on Saturdays, and 10:00 a.m. to 6:00 p.m. on Sundays and holidays. This ordinance also
limits noise generation of any individual piece of equipment to 90 dBA at 25 feet or at the
property line. Construction activities will comply with the Noise Ordinance. Additionally,
the Project is relatively small, and construction activities involving noisy machinery are not
expected to span more than one construction season.
Groundborne noise and vibration can result from heavy construction practices utilizing pile
drivers or hoe‐rams. No such activities are planned for Project construction. Construction
truck traffic traveling at low speed (25 mph or less) would access the site via Oakmont
Drive, Shannon Drive, and Shannon Court Park, where residential structures are within
about 25 feet of the roadways. Groundborne vibration from a loaded truck at low speed
would be less than 0.08 in/sec Peak Particle Velocity (PPV) at a distance of 25 feet (Transit
Oakmont Meadows Residential Development Project Page 43
Noise and Vibration Impact Assessment, United States Department of Transportation,
Office of Planning and Environment, Federal Transit Administration, May 2006). Vibration
levels may be intermittently perceptible, but would be well below a level of 0.30 in/sec PPV
that could cause damage to normal structures.
With standard construction practices and hours, consistent with City regulations, impacts
from noise and vibration generated by construction of the Project would be less than
significant.
Operational Noise
Operation of residential properties does not produce substantial levels of vibration or noise.
Traffic‐related noise impacts generally occur with at least a doubling of traffic volumes on
roadways adjacent to areas already at or above acceptable noise conditions. As detailed in
the Transportation Assessment (Attachment B), the net new traffic would be well below a
doubling of volumes on area roadways. Therefore, impacts related to noise and vibration
during operation would be less than significant.
While the future residents of the proposed Project would be considered sensitive receptors
for noise, the effects of the environment on a project are not considered a CEQA impact
(which is focused to the effects of a project on the environment, and not the reverse).15 The
following is included for informational purposes:
The ambient noise environment at the Project site is primarily affected by traffic nose and is
anticipated to be approximately 60 to 65 dBA, which is considered acceptable for residential
uses. 16
e, f) Airport Noise. The Project is unrelated to airport operation and would not result in changes
or increases in airport noise that could affect others. The Project would have no impact
related to airport noise.
As noted above, the effects of the environment on a project are not considered
environmental impacts under CEQA, and the following is included for informational
purposes. The closest airport is the San Francisco International Airport, located
approximately 4 miles from the Project site. The Project site is not within the airport land
use plan area (generally 2 miles) and is not within the area impacted by airplane flyover
noise.17 There are no other airports, either public or private within the vicinity of the Project.
15 California Building Industry Assn. v. Bay Area Air Quality Management Dist., (2015) 62 Cal.4th 369, Case No.
S213478.
16 City of South San Francisco, prepared by Dyett and Bhatia, South San Francisco General Plan, adopted October
1999, as amended, Table 9.2‐1 and Figure 9‐2.
17 City/County Association of Governments of San Mateo County, November 2012, Comprehensive Airport Land Use
Compatibility for the Environs of San Francisco International Airport, Exhibit IV‐6.
Page 44 Oakmont Meadows Residential Development Project
13. POPULATION AND HOUSING
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Induce substantial population growth in an area, either directly (for
example, by proposing new homes and businesses) or indirectly (for
example, through extension of roads or other infrastructure)?
b) Displace substantial numbers of existing housing, necessitating the
construction of replacement housing elsewhere?
c) Displace substantial numbers of people, necessitating the
construction of replacement housing elsewhere?
a) Substantial Population Growth. The proposed Project would result in 19 housing units with a
population of approximately 59 residents.18 The proposed development is consistent with
site zoning and the site’s land use designation and would be within the population growth
assumed in the General Plan. As an infill project surrounded by developed properties and
roadways, the Project would not indirectly induce additional population growth. Therefore,
the impact in relation to inducement of substantial population growth would be a less than
significant.
b‐c) Displacement of People or Housing. There is no housing or residents at the existing Project
site, which is currently vacant. The Project would displace neither existing housing nor
people. (No impact)
18 State Department of Finance, E‐5 Population and Housing Estimates for Cities, Counties, and the State, 2011‐2015,
indicates an average household size of 3.12 persons in South San Francisco in 2015.
Oakmont Meadows Residential Development Project Page 45
14. PUBLIC SERVICES
Would the project result in substantial adverse physical impacts
associated with the provision of new or physically altered governmental
facilities, need for new or physically altered governmental facilities, the
construction of which could cause significant environmental impacts, in
order to maintain acceptable service ratios, response times or other
performance objectives for any of the following public services? Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Fire protection.
b) Police protection.
c) Schools.
d) Parks.
e) Other public facilities.
a‐e) Public Services. The proposed Project is located on a developed site within South San
Francisco that is already served by public services. The Project would add population
consistent with development assumptions under the General Plan, but the minimal
increases in demand for services expected with the population growth (see section 13),
would be offset through payment of development fees and annual taxes, a portion of which
go toward ongoing provision of and improvements to public services. The Project is not
large enough to require the need for new or physically altered facilities to address Project
demand, and such demand is consistent with and would have been assumed under the
General Plan. Therefore, the impact to public services would be less than significant.
Page 46 Oakmont Meadows Residential Development Project
15. RECREATION
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Increase the use of existing neighborhood and regional parks or
other recreational facilities such that substantial physical
deterioration of the facility would occur or be accelerated.
b) Include recreational facilities or require the construction or
expansion of recreational facilities which might have an adverse
physical effect on the environment.
a‐b) Recreation. Project development would result in the construction of 19 single‐family
residences and would result in approximately 59 additional residents. The City’s Quimby
Act Park dedication ordinance requires three acres of park dedication for every 1,000
persons, which would equate to 0.177 acres of park required for this Project. The Project
includes a private 2.6‐acre open space area to provide recreational opportunities to Project
residents, which greatly exceeds the Quimby Act park dedication ratio. A development
impact fee would additionally be assessed for the Project unless the on‐site open space area
is dedicated to the City as public park to meet the 0.177 acre public park requirement.
Increased recreational demand of Project residents would be largely met through on‐site
provisions and contribution to public parks through in‐lieu fees, but in any case, would not
be large enough to substantially physically deteriorate existing parks or require the need for
new or physically expanded facilities to address Project demand. The construction of the on‐
site open space has been included in the environmental analysis of this Project. Therefore,
the Project impact related to recreation would be considered less than significant.
Oakmont Meadows Residential Development Project Page 47
16. TRANSPORTATION AND TRAFFIC
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Conflict with an applicable plan, ordinance or policy establishing
measures of effectiveness for the performance of the circulation
system, taking into account all modes of transportation including
mass transit and non‐motorized travel and relevant components of
the circulation system, including but not limited to intersections,
streets, highways and freeways, pedestrian and bicycle paths, and
mass transit?
b) Conflict with an applicable congestion management program,
including, but not limited to level of service standards and travel
demand measures, or other standards established by the county
congestion management agency for designated roads or highways?
c) Result in a change in air traffic patterns, including either an increase
in traffic levels or a change in location that results in substantial
safety risks?
d) Substantially increase hazards due to a design feature (e.g., sharp
curves or dangerous intersections) or incompatible uses (e.g., farm
equipment)?
e) Result in inadequate emergency access?
f) Conflict with adopted policies, plans, or programs regarding public
transit, bicycle, or pedestrian facilities, or otherwise decrease the
performance or safety of such facilities?
a, b) Vehicle Circulation and Congestion. A transportation assessment was prepared by W‐
Trans (2016) to assess the potential for transportation impacts resulting from development
of the proposed Project. The transportation assessment was used to complete this section
and is included as Attachment A to this document.
The proposed Project would generate an average of 155 new trips daily, with 12 new trips
during the a.m. peak hour and 16 new trips during the p.m. peak hour. The City of South
San Francisco has established the minimally acceptable LOS standard of D or better at all
intersections in the City. The Westborough Boulevard/Skyline Boulevard intersection is
located on State Route 35, Skyline Boulevard, which is a facility in the County’s
Management Program (CMP) and included in the traffic assessment for this Project. All
study intersections were operating between LOS A and LOS D during the a.m. and p.m.
peak hours and would continue to do so with the addition of Project traffic (see Table 5 in
Page 48 Oakmont Meadows Residential Development Project
the traffic study included as Attachment B). The transportation assessment therefore
determined that, based on the addition of the Project generation trips to current conditions,
the intersections would continue to operate at acceptable LOS and impacts would be less
than significant.
Alternate modes (pedestrian, bicycle and transit) are discussed under item “f” below.
c) Air Traffic Patterns. The Project would not contain any features or characteristics that would
result in a change in air traffic patterns nor would any feature be of sufficient height to affect
air traffic. (No Impact.)
d) Hazards. The design of the Project would be required to meet all local design and
construction standards, and as such, would not substantially increase hazards due to a
design feature. The proposed Project would have one ingress/egress with a designated
turnaround at the north end of the site. Per City standards, once the intersection is
completed, adequate signage should be installed to promote safety. The Project would have
a less than significant impact related to site hazards.
e) Inadequate Emergency Access. The proposed Project would have one access road for all
ingress and egress. Emergency vehicles would be able to enter the site and maneuver in the
designated turnaround area located at the north end of the site near the townhomes to turn
around and exit the site. The site’s road, which is designed to meet City standards, would be
of adequate width, and the turnaround would be of adequate size. The Project would have
no impact with regard to inadequate emergency access.
f) Alternative Modes. The assessment found that bicycle trips generated by the Project would
be adequately served by the existing dedicated Class II bicycle lanes along the northern
project frontage and Class III bicycle route on the west side of the Project frontage on
Oakmont Drive. The Project would also be adequately served by existing transit facilities
and would adhere to the General Plan’s Guiding Policy that alternative modes should be
encouraged. The site plan has a pedestrian path to and from the site to Oakmont Drive near
an existing SamTrans bus stop. Sidewalks are planned along the private roadway, Shannon
Place, providing direct routes in and out of the development. As Shannon Place would not
be a public street, it would not be required to meet City of South San Francisco standards
requiring sidewalks on both sides of a minor street’s right‐of way although this is
recommended by W‐Trans. The inclusion (or not) of additional sidewalks would not be an
environmental impact and would be negotiated between the City and the Applicant. The
Project would have a less than significant impact with regard to alternative modes.
Oakmont Meadows Residential Development Project Page 49
17. UTILITIES AND SERVICE SYSTEMS
Would the project Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Exceed wastewater treatment requirements of the applicable
Regional Water Quality Control Board?
b) Require or result in the construction of new water or wastewater
treatment facilities or expansion of existing facilities, the
construction of which could cause significant environmental
effects?
c) Require or result in the construction of new storm water drainage
facilities or expansion of existing facilities, the construction of which
could cause significant environmental effects?
d) Have sufficient water supplies available to serve the project from
existing entitlements and resources, or are new or expanded
entitlements needed?
e) Result in a determination by the wastewater treatment provider
which serves or may serve the project that it has adequate capacity
to serve the project’s projected demand in addition to the provider’s
existing commitments?
f) Be served by a landfill with sufficient permitted capacity to
accommodate the project’s solid waste disposal needs?
g) Comply with federal, state, and local statutes and regulations
related to solid waste?
a‐g) Utilities. Development of the Project would add approximately 59 people to the Project
area, resulting in a slight increase demand for utilities at the site. The increases would be
incremental and remain a very small fraction of City or area‐wide utility demand that is not
expected to substantially contribute to any exceedances of available capacity or requirement
for new or expanded facilities. As infill development consistent with site zoning and land
use designation, the demand for utilities at the site would have been accounted for in the
General Plan and utility planning. The impact on utilities and service systems would be less
than significant.
Page 50 Oakmont Meadows Residential Development Project
18. MANDATORY FINDINGS OF SIGNIFICANCE Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Does the project have the potential to degrade the quality of the
environment, substantially reduce the habitat of a fish or wildlife
species, cause a fish or wildlife population to drop below self‐
sustaining levels, threaten to eliminate a plant or animal
community, reduce the number or restrict the range of a rare or
endangered plant or animal or eliminate important examples of the
major periods of California history or prehistory?
b) Does the project have impacts that are individually limited, but
cumulatively considerable? (“Cumulatively considerable” means
that the incremental effects of a project are considerable when
viewed in connection with the effects of past projects, the effects of
other current projects, and the effects of probable future projects.)
c) Does the project have environmental effects which will cause
substantial adverse effects on human beings, either directly or
indirectly?
a) Environmental Quality. Environmental Quality. With the implementation of mitigation
measure Bio‐1 to protect nesting birds during construction, the Project would not degrade
the quality of the environment, substantially reduce the habitat of a fish or wildlife species,
cause a fish or wildlife population to drop below self‐sustaining levels, or threaten to
eliminate a plant or animal community. The Project would not impact rare or endangered
wildlife species, or eliminate important examples of the major periods of California history
or prehistory.
b) Cumulative Impacts. The Project would not result in adverse impacts that are individually
limited but cumulatively considerable, including effects for which project‐level mitigation
were identified to reduce impacts to less than significant levels. All of these potential effects
would be less than significant with implementation of mitigation measures identified in this
document, including mitigation measures Air‐1 and Air‐2 to address construction period
dust and emissions, and would not contribute in considerable levels to cumulative impacts.
c) Adverse Effects on Human Beings. The Project would not result in substantial adverse
effects on human beings, either directly or indirectly. Mitigation measures Air‐1, Air‐2, and
Haz‐1 will minimize the potential for safety impacts related to construction‐period
emissions and disturbance of potentially hazardous undocumented fill and the potential
adverse effects on human beings would be less than significant.
Oakmont Meadows Residential Development Project Page 51
DOCUMENT PREPARERS
Lamphier–Gregory, Inc.
Rebecca Auld, Senior Planner
1944 Embarcadero
Oakland, CA 94606
510.535.6690
City of South San Francisco
This document was prepared in consultation with Billy Gross, Senior Planner, City of South San
Francisco.
SOURCES
The following document sources are included as attachments with this document:
1. W‐Trans, Oakmont Meadows Transportation Assessment, February 12, 2016. (Attachment
B)
2. South San Francisco, prepared by Lamphier & Associates, Oakmont Vistas/Storage USA
Project, Initial Study and Mitigated Negative Declaration, October 1999. (Attachment A)
The document sources listed below are available for review at the City of South San Francisco.
3. Berlogar Geotechnical Consultants, June 2008. Responses to Geotechnical Peer Review
Comments, Oakmont Meadows Development, Westborough Unit 5, Parcel One, Southwest
Corner of Oakmont Drive and Westborough Boulevard, South San Francisco, California.
4. Berlogar Geotechnical Consultants, April 2008. Supplemental Geotechnical Investigation,
Oakmont Meadows, Oakmont Drive and Westborough Boulevard, South San Francisco,
California.
5. Smith‐Emery Company, February 2007. Report of Geotechnical Investigation, Westborough
Unit 5, Parcel 1, Proposed Oakmont Meadows, South San Francisco, California.
6. Earth Systems Consultants, December 2003. Supplemental Geologic Fault Study,
Westborough Unit 5, Parcel 1, “Proposed Oakmont Village,” Westborough Boulevard at
Oakmont Drive, South San Francisco, California.
7. Earth Systems Consultants, December 2000. Geologic Fault Study, Westborough Unit 5,
Parcel One, Proposed Oakmont Village, Westborough Boulevard & Oakmont Drive, South
San Francisco, California.
8. City of South San Francisco, prepared by PMC, February 2014. City of South San Francisco
Climate Action Plan.
9. City of South San Francisco, prepared by Dyett and Bhatia, South San Francisco General
Plan, adopted October 1999, as amended.
Page 52 Oakmont Meadows Residential Development Project
This page is intentionally left blank.
ATTACHMENT A:
OAKMONT VISTAS/STORAGE USA PROJECT, INITIAL STUDY
AND MITIGATED NEGATIVE DECLARATION
ATTACHMENT TO THE
APRIL 2016
OAKMONT MEADOWS RESIDENTIAL DEVELOPMENT PROJECT
INITIAL STUDY AND MITIGATED NEGATIVE DECLARATION
INITIAL STUDY CHECKLIST
• Any conflict with the provisions of an adopted
Habitat Conservation Plan, Natural Community
Conservation Plan, or other approved local, regional,
or state habitat conservation plan?
Setting, Background and Methods
No impact
The following biological assessment conducted by Environmental Collaborative
provides information on the biological resources of the site, evaluates potential impacts
on sensitive resources, and identifies measures to mitigate adverse impacts of the
project. Biological resources were identified through the review and compilation of
existing information and conduct of three field reconnaissance surveys, the first on 1
December 1998. The first review and field recormaissance provided information on
common biological resources, the extent of sensitive natural communities, potential
jurisdictional wetlands, and the distribution and habitat requirements of special-status
species which have been recorded from or are suspected to occur in the project
vicinity. Two additional detailed surveys were conducted on 30 March and 7 May
1999 which confirmed absence of any populations of special-status plant populations
or essential habitat for any special-status animal species of concern.
Natural Community Types and Wildlife Habitat
The site has been extensively altered by past grading activities which has eliminated
most of the native plant cover. Non-native grassland now forms the predominant
cover over most of the site. Some locations support areas of native scrub and remnant
native grasslands, as well as dense stands of highly invasive non-native shrubs and
ornamental trees. A summary of the various community types and associated wildlife
species is provided below. Figure 15 shows the extent of the various cover types on
the site.
Grassland
Most of the grassland habitat on the site is composed of non-native annual grasses and
forbs. These include: slender wild oat (Avena barbata), wild oat (A. fatua), ripgut
brome (Bromus diandrus), Italian ryegrass (Lolium multiflorum), broad-leaf filaree
(Erodium botrys), and plantain (Plantago coronopus). Ruderal or weedy species such
as bristly ox-tongue (Picris echioides), poison hemlock (Conium maculatum), and wild
PAGE 44 OAKMONT VISTAS/STORAGE USA PROJECT PROPOSED MITIGATED NEGATIVE DECLARATION
ATTACHMENT B:
OAKMONT MEADOWS TRANSPORTATION ASSESSMENT
ATTACHMENT TO THE
APRIL 2016
OAKMONT MEADOWS RESIDENTIAL DEVELOPMENT PROJECT
INITIAL STUDY AND MITIGATED NEGATIVE DECLARATION
475 14th Street, Suite 290 Oakland, CA 94612 510.444.2600 w-trans.com
SANTA ROSA • OAKLAND • SAN JOSE
Memorandum
Date:February 12, 2016 Project:SSF010
To:Nathaniel Taylor
Lamphier-Gregory From:Mark Spencer
mspencer@w-trans.com
Subject:Oakmont Meadows Transportation Assessment
As requested,W-Trans has prepared a transportation assessment in support of an Initial Study/Mitigated
Negative Declaration for the proposed Oakmont Meadows residential development to be located at 3460
Westborough Road in the City of South San Francisco in the County of San Mateo.The analysis focuses
on the project’s traffic impacts based and the potential for increased traffic associated with the additional
19 residential units.The transportation assessment was completed in accordance with the criteria
established by the City of South San Francisco and the City/County Association of Governments of San
Mateo County (C/CAG), and is consistent with standard traffic engineering techniques.
Study Area
The study area consists of the following intersections:
1.Westborough Boulevard and Skyline Boulevard
2.Westborough Boulevard and Oakmont Drive-Callan Boulevard
3.Westborough Boulevard and Gellert Boulevard
4.Oakmont Drive and Shannon Drive
All of the intersections are signalized with the exception of Oakmont Drive/Shannon Drive intersection which
has stop-controlled side-streets.
Intersection turning movement volume counts were obtained January 12, 2016 for all study intersections.
The counts were collected during typical weekday a.m. and p.m. peak periods to evaluate the highest
potential impacts for the proposed project. The morning peak hour occurs between 7:00 and 9:00 a.m. and
reflects conditions during the home to work or school commute, while the p.m. peak hour occurs between
4:00 and 6:00 p.m. and typically reflects the highest level of congestion during the homeward bound
commute.
Pedestrian Facilities
Pedestrian facilities include sidewalks, crosswalks, pedestrian signal phases, curb ramps, curb extensions,
and various streetscape amenities such as lighting, benches, etc. In general there is a network of
sidewalks, crosswalks, pedestrian signals, and curb ramps provide access for pedestrians in the vicinity of
the proposed project site.
Bicycle Facilities
The Highway Design Manual, California Department of Transportation (Caltrans), 2012, classifies bikeways
into three categories:
Mr. Nathaniel Taylor Page 2 February 12, 2016
Class I Multi-Use Path –a completely separated right-of-way for the exclusive use of bicycles and
pedestrians with cross flows of motorized traffic minimized.
Class II Bike Lane –a striped and signed lane for one-way bike travel on a street or highway.
Class III Bike Route –signing only for shared use with motor vehicles within the same travel lane on a
street or highway.
In the project area,there are Class II bike lanes on Westborough Boulevard between Skyline Boulevard-
Sharp Park Road and Galway Drive, as well as on Callan Boulevard north of the project site.There are
class III bike routes on Westborough Boulevard from Galway Drive and east through the study area. There
are also class III bike routes on Oakmont Drive.
Transit Facilities
Currently there are several bus stops within walking distance serviced by SamTrans.Bus stops for routes
122 and 28 are currently on Oakmont Drive adjacent to the proposed project site and routes 121 and 140
are near the Skyline Boulevard/Westborough intersection.
Route 122 connects to the Stonestown Shopping Center and San Francisco State University to the north
and South San Francisco BART station to the South.Additional stops include the Colma BART station,
Seton Medical Center, and King Plaza Shopping Center with options to transfer to other routes along the
routes. On weekdays, the route begins at 5:15 a.m. or 6:00 a.m., depending on the direction of travel, and
ends at 11:10 p.m. with about 30 minute headways.The route operates on a reduced schedule on the
weekends.
Route 28 runs school days to and from South San Francisco High School. The route runs twice in the
morning and evening hours around the high school bell schedule.There is an additional route for early
dismissal on Wednesdays.While the route caters to the high school, it can be used for public use.
Route 121 provides service every day of the week with varying headways, 30 minutes on weekdays and
60 minutes on weekends. The limits of the service are between Lowell Street/Hanover Street intersection
in San Francisco to the north and the Skyline College Transit Center to the south with stops at the Daily
City and Colma BART station.
Route 140 provides service between the SFO AirTrain and the intersection of Manor Drive/Palmetto Avenue
in Pacifica. The route operates every day of the week with varying start and end times, headways ranging
from 30 minutes to an hour, and limited stops.
Collision History
The collision history for the study area was reviewed to determine any trends or patterns that may indicate
a safety issue. Collision rates were calculated based on records available from the California Highway
Patrol as published in their Statewide Integrated Traffic Records System (SWITRS) reports. The most
current five-year period available is July 1, 2009 through June 30, 2014.
As presented in Table 1, the calculated collision rates for the study intersections were compared to average
collision rates for similar facilities statewide, as indicated in 2012 Collision Data on California State
Highways, California Department of Transportation.Generally, the intersections operate below or near the
statewide average for similar facilities.The collision rate calculations are attached.
Mr. Nathaniel Taylor Page 3 February 12, 2016
Table 1 –Collision Rates at the Study Intersections
Study Intersection Number of
Collisions
(2009-2014)
Calculated
Collision Rate
(c/mve)
Statewide
Average
Collision Rate
(c/mve)
1.Westborough Blvd/Skyline Blvd 31 0.39 0.27
2.Westborough Blvd/Oakmont Dr-Callan Blvd 11 0.20 0.27
3.Westborough Blvd/Gellert Blvd 18 0.20 0.27
4.Shannon Dr/Oakmont Dr 0 0.00 0.15
Note:c/mve = collisions per million vehicles entering
Westborough Boulevard and Skyline Boulevard had a calculated collision rate of 0.39 collisions per million
vehicles entering the intersection (c/mve), which is slightly higher than the Statewide Average of 0.27 c/mve.
Of the 31 collisions recorded, more than a third were rear-end collisions and of those, the majority were
due to unsafe speeds or following too closely.This could be mitigated with increased enforcement but is
generally common for congested urban areas.
Capacity Analysis
Levels of Service Methodology
Level of Service (LOS) is used to rank traffic operation on various types of facilities based on traffic volumes
and roadway capacity using a series of letter designations ranging from A to F. Generally, Level of Service
A represents free flow conditions and Level of Service F represents forced flow or breakdown conditions.
A unit of measure that indicates a level of delay generally accompanies the LOS designation.
The study intersections were analyzed using methodologies published in the Highway Capacity Manual
(HCM), Transportation Research Board, 2000. This source contains methodologies for various types of
intersection control, all of which are related to a measurement of delay in average number of seconds per
vehicle.
Traffic Operation Standards
The City of South San Francisco, in General Plan Transportation Policy 4.2.G-9, has established minimally
acceptable LOS standards.
Strive to maintain LOS D or better on arterial and collector streets, at all intersections, and on principal
arterials in the CMP during peak hours.
In addition, it states that an LOS of E or F are acceptable after finding that:
There is no practical and feasible way to mitigate the lower level of service; and
The uses resulting in the lower level of service are of clear, overall public benefit.
Existing Conditions
The Existing Conditions scenario provides an evaluation of current operation based on existing traffic
volumes during the a.m. and p.m. peak periods. This condition does not include project-generated traffic
volumes. Volume data was collected while local schools were in session.
Mr. Nathaniel Taylor Page 4 February 12, 2016
Under existing conditions,each of the study intersections operate acceptably. A summary of the
intersection level of service calculations is contained in Table 2, and copies of the Level of Service
calculations are attached.
Table 2 –Existing Peak Hour Intersection Levels of Service
Study Intersection
Approach
AM Peak PM Peak
Delay LOS Delay LOS
1.Westborough Blvd/Skyline Blvd 28.5 C 30.5 C
2.Westborough Blvd/Oakmont Dr-Callan Blvd 25.0 C 18.4 B
3.Westborough Blvd/Gellart Blvd 42.4 D 27.1 C
4.Shannon Dr/Oakmont Dr 3.7 A 2.6 A
Eastbound Approach 13.2 B 9.8 A
Westbound Approach 9.6 B 9.0 A
Notes:Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches
to two-way stop-controlled intersections are indicated in italics;
Project Description
The proposed infill project would develop 12 single family homes and seven townhomes located on the
southwest corner of the Oakmont Drive-Callan Boulevard/Westborough Boulevard intersection.The project
access would connect to an existing, but currently incomplete, segment of road off of Shannon Park Court.
Trip Generation
The anticipated trip generation for the proposed project was estimated using standard rates published by
the Institute of Transportation Engineers (ITE) in Trip Generation Manual, 9th Edition,2012 for “Single
Family Detached Housing” (ITE LU #210)and “Residential Condominiums/Townhouses” (ITE LU #230).
The proposed project is expected to generate an average of 155 trips per day, including 12 trips during the
a.m. peak hour and 16 during the p.m. peak hour.The expected trip generation potential for the proposed
project is indicated in Table 3.
Table 3 –Trip Generation Summary
Land Use Units Daily AM Peak Hour PM Peak Hour
Rate Trips Rate Trips In Out Rate Trips In Out
Proposed
Single Family Detached
Housing
12 du 9.52 114 0.75 9 2 7 1.00 12 8 4
Condominium/Townhouse 7 du 5.81 41 0.44 3 1 2 0.52 4 2 2
Total 155 12 3 9 16 10 6
Note:du = dwelling unit;
Trip Distribution
The pattern used to allocate new project trips to the street network was determined from the residential
distribution used for the same proposed site, but different proposed project,in the Initial Study and Mitigated
Mr. Nathaniel Taylor Page 5 February 12, 2016
Negative Declaration for Oakmont Vistas/Storage USA South San Francisco (October 1999).The applied
distribution assumptions and resulting trips are shown in Table 4.
Table 4 –Trip Distribution Assumptions
Route Percent
Callan Blvd to/from the North 17%
Oakmont Dr to/from the South 6%
Shannon Dr to/from the East 7%
Sharp Park Rd to/from the West 4%
Skyline Blvd to/from the North 8%
Skyline Blvd to/from the South 10%
Westborough Blvd to/from the East 39%
Gellert Blvd to/from the North 9%
TOTAL 100%
Existing plus Project Conditions
Upon the addition of project-related traffic to the Existing volumes, the study intersections are expected to
continue operating acceptably at the same LOS. These results are summarized in Table 5.Project traffic
volumes are shown in Figure 5.
Table 5 –Existing and Existing plus Project Peak Hour Intersection Levels of Service
Study Intersection
Approach
Existing Conditions Existing plus Project
AM Peak PM Peak AM Peak PM Peak
Delay LOS Delay LOS Delay LOS Delay LOS
1.Westborough Blvd/Skyline Blvd 28.5 C 30.5 C 28.6 C 30.5 C
2.Westborough Blvd/Oakmont
Dr-Callan Blvd 25.0 C 18.4 B 25.1 C 18.5 B
3.Westborough Blvd/Gellart Blvd 42.4 D 27.1 C 42.6 D 27.2 C
4.Shannon Dr/Oakmont Dr 3.7 A 2.6 A 4.0 A 2.8 A
Eastbound Approach 13.2 B 9.8 A 13.5 B 10.2 B
Westbound Approach 9.6 B 9.0 A 9.7 B 9.2 A
Notes:Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches
to two-way stop-controlled intersections are indicated in italics;
Conclusion: Upon the addition of the project trips, the study intersections would continue operating at
acceptable levels of service set forth by the City of South San Francisco and C/CAG.
Alternative Modes
Pedestrian Facilities
In the study area, there are currently continuous sidewalk facilities.The proposed on-site sidewalks would
conform with existing facilities.According to the site plan,there would not be a continuous sidewalk onsite
Mr. Nathaniel Taylor Page 6 February 12, 2016
but at any on location, there would be a sidewalk on at least one side of the street.There would also be a
pedestrian path along the eastern perimeter of the project site starting near where the proposed access
road would conform to existing facilities and ending on Oakmont Drive between the proposed townhomes
and the existing residences.
Per municipal code, 19.20.010, for minor street in a residential subdivision, a sidewalk is required on each
side of the right of way. Additionally,the 4.3-G-2 guiding policy encourages providing safe and direct
pedestrian routes and bikeways between and through residential neighborhoods, and to transit centers.
Recommendations:A continuous pedestrian network should be provided with sidewalks on both sides of
Shannon Place,to meet City Standards in addition to promoting alternative modes through safe and direct
pedestrian routes to the alternative modes available on Oakmont Drive adjacent to the site.
Bicycle Facilities
According to the proposed site plan, there are no proposed bicycle facilities or modification to the existing
facilities. Residents would be expected to use their personal garage for bicycle parking.
Conclusion: The existing bicycle facilities and proposed individual garages would adequately serve the
residents of the site.
Transit Facilities
There are several bus stops within walking distance to the project site. It is reasonable to assume that
residents of the proposed project would use public transportation.The General Plan’s guiding policy, 4.4-
G-1, states that local and regional public transit serving South San Francisco should be promoted. The
proposed project is located adjacent to an existing bus stop.According to the site plan, a pedestrian path
leaving the site is proposed within 100 feet of the bus stops.T
Conclusion:The proposed project site should be adequately served by the existing transit facilities.
Parking Requirements
Per the South San Francisco Municipal Code 20.330.004,the townhomes and single family dwelling would
each require two spaces with at least one of the spaces covered.Per the site plan, each of the units would
be provided with a two-car garage.Additionally, 19 parking would be provided along Shannon Place.If
each residence only parked one car in the garage, the proposed parking supply along Shannon Place would
accommodate the other vehicle.The proposed parking supply adequately meets the City Municipal Code.
For a comparison, the anticipated parking demand was estimated using standard rates published by ITE in
Parking Generation, 4th Edition, 2010. The parking demand for the proposed project was estimated using
the published standard rates for Residential Townhouse (ITE LU#230)and Single-Family Detached
Housing (ITE LU#210), both of which estimate demand based on the number of dwelling units.Based on
the parking generation rates, the average parking demand would be 32 parking stalls which would be
accommodated with the proposed two car garages and the 19 parking stalls along Shannon Place.
Conclusion: The proposed parking supply would adequately serve the site’s residential uses.
CEQA Initial Checklist: Project Impacts
a.Conflict with an applicable plan, ordinance or policy establishing measures of effectiveness for the
performance of the circulation system, taking into account all modes of transportation including mass
transit and non-motorized travel and relevant components of the circulation system, including but not
Mr. Nathaniel Taylor Page 7 February 12, 2016
limited to intersections, streets, highways and freeways, pedestrian and bicycle paths, and mass
transit?
The following discussion addresses project impacts on pedestrian and bicycle facilities and transit.
Impacts on intersections are addressed under (b) below.
Impact on Pedestrian Facilities
Less-than-Significant Impact with Mitigation.It is reasonable to assume that residents would want
to walk to the adjacent street network.Per South San Francisco Municipal Code, 19.20.010, sidewalks
are required on both sides of a minor street’s right of way. Additionally, the 4.3-G-2 guiding policy from
the City’s General Plan states that safe and direct pedestrian routes and bikeways between and through
residential neighborhoods, and to transit centers should be encourage.
With the proposed recommendation to design for sidewalks on both sides of the street, the residents
would be adequately served and adhere to the City’s guiding policy.
Impact on Bicycle Facilities
No Impact. There are existing dedicated Class II bicycle lanes along the northern project frontage and
Class III bicycle route on the west side of the project frontage on Oakmont Drive. Bicycle trips
generated by the project would be adequately served by these existing facilities.
Impact on Transit
No Impact. The proposed project would adequately be served by the existing facilities as well as
adhering to the General Plan’s Guiding Policy that alternative modes should be encouraged. The
proposed site plan has a pedestrian path to and from the site to Oakmont Drive in close proximity to an
existing SamTrans bus stop.
b.Conflict with an applicable congestion management program, including, but not limited to level of
service standards and travel demand measures, or other standards established by the county
congestion management agency for designated roads or highways?
Less-than-Significant Impact.The City of South San Francisco has established the minimally
acceptable LOS standard to strive to maintain LOS D or better on arterial and collector streets, at all
intersections, and on principal arterials in the CMP during peak hours.In addition, it states that an LOS
of E or F are acceptable after finding that there is no practical and feasible way to mitigate the lower
level of service and the uses resulting in the lower level of service are of clear, overall public benefit.
The Westborough Boulevard/Skyline Boulevard intersection is located on State Route 35, Skyline
Boulevard, which is a facility in the County’s Management Program (CMP); however, the intersection
is not one of the 16 intersections in the CMP.Based on the CMP,that segment of Skyline Boulevard
has an LOS standard of E but the intersection must maintain the LOS Standard set forth by the City of
South San Francisco which is LOS D.
Based on the counts collected during the morning and evening peak hours on January 12, 2016, each
of the study intersections are operating at an acceptable set forth by the City. Upon the addition of the
project generation trips to the existing network, the intersections would continue to operate at their
existing LOS.
c.Result in a change in air traffic patterns, including either an increase in traffic levels or a change in
location that results in substantial safety risks?
Mr. Nathaniel Taylor Page 8 February 12, 2016
No Impact. The project would not contain any features or characteristics that would result in a change
in air traffic patterns nor would any feature be of sufficient height to affect air traffic.
d.Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections)
or incompatible uses (e.g., farm equipment)?
Less-than-Significant Impact. The design of the project would be required to meet all local design
and construction standards, and as such, would not substantially increase hazards due to a design
feature.The proposed project would have one ingress and one egress with a designated turnaround
located on the north end of the site. The proposed point of ingress and egress would conform to an
existing leg of the Shannon Drive/ Shannon Court intersection.Per City standards, once the intersection
is completed, adequate signage should be installed to promote safety.
e.Result in inadequate emergency access?
Less-than-Significant Impact.The proposed project would have one access road for all ingress and
egress.Emergency vehicles would be able to enter the site and maneuver in the designated turnaround
area located at the north end of the site near the townhomes to turn around and exit the site. The site’s
road, which is designed to meet City standards, would be of adequate width,and the turnaround would
be of adequate size.
f.Conflict with adopted policies, plans, or programs regarding public transit, bicycle, or pedestrian
facilities,or otherwise decrease the performance or safety of such facilities?
Less-than-Significant Impact with Mitigation. See discussion under (a) above. The proposed project
would be adequately served by existing bicycle and transit facilities.It is recommended that the on-
site pedestrian facilities be improved by incorporating sidewalks on both sides of Shannon Place such
that the improvements meet the City’s specifications.This recommendation would also ensure
consistency with General Plan Policy regarding pedestrian pathways. With this mitigation measure, the
project would not conflict with adopted policies, plans, or programs regarding alternative modes.
Conclusions and Recommendations
The proposed project would generate an average of 155 new trips daily,with 12 new trips during the
a.m. peak hour and 16 new trips during the p.m. peak hour.
Upon the addition of project generated trips, all intersections would operate at LOS D or better which
is the lowest acceptable LOS standard as established by the City of San Francisco and C/CAG
thresholds of significance.
The proposed parking supply of 19 parking spaces and a two-car garage for each unit adheres to the
City’s requirements as well as the anticipated average parking demand for the site based ITE’s parking
generation rates.
Sidewalks should be constructed on each of Shannon Place to provide a continuous pedestrian
connection.
The proposed project would be accommodated by the existing bicycle and transit facilities.
MES/bkb/SSF010.M1
Mr. Nathaniel Taylor Page 9 February 12, 2016
Attachments:
Collision Rate Calculations
LOS Calculations
Date of Count:
Number of Collisions: 31
Number of Injuries: 13
Number of Fatalities: 0
ADT: 44100
Start Date:
End Date:
Number of Years: 5
Intersection Type: Four-Legged
Control Type: Signals
Area: Urban
31 x
44,100 x x 5
Study Intersection 0.39 c/mve
Statewide Average* 0.27 c/mve
c/mve = collisions per million vehicles entering intersection
* 2012 Collision Data on California State Highways, Caltrans
Date of Count:
Number of Collisions: 11
Number of Injuries: 9
Number of Fatalities: 0
ADT: 29600
Start Date:
End Date:
Number of Years: 5
Intersection Type: Four-Legged
Control Type: Signals
Area: Urban
11 x
29,600 x x 5
Study Intersection 0.20 c/mve
Statewide Average* 0.27 c/mve
c/mve = collisions per million vehicles entering intersection
* 2012 Collision Data on California State Highways, Caltrans
Oakmont Meadows
Tuesday, January 12, 2016
Tuesday, January 12, 2016
41.9%
collision rate = 365
Number of Collisions x 1 Million
collision rate =
1,000,000
Westborough Boulevard & Oakmont Drive-Callan
Boulevard
41.9%
ADT = average daily total vehicles entering intersection
July 1, 2009
365
Intersection #
Fatality Rate Injury Rate
ADT x 365 Days per Year x Number of Years
0.0%
collision rate =
ADT = average daily total vehicles entering intersection
0.4%
81.8%
Collision Rate
Intersection Collision Rate Calculations
July 1, 2009
June 30, 2014
Intersection #Westborough Boulevard-Sharp Park Road & Skyline
Boulevard1:
2:
June 30, 2014
Number of Collisions x 1 Million
0.4%
collision rate = ADT x 365 Days per Year x Number of Years
41.9%
1,000,000
Fatality Rate
0.0%
Collision Rate Injury Rate
Whitlock & Weinberger Transportation, Inc.
2/11/2016
Page 1 of 10
Date of Count:
Number of Collisions: 18
Number of Injuries: 11
Number of Fatalities: 0
ADT: 48700
Start Date:
End Date:
Number of Years: 5
Intersection Type: Four-Legged
Control Type: Signals
Area: Urban
18 x
48,700 x x 5
Study Intersection 0.20 c/mve
Statewide Average* 0.27 c/mve
c/mve = collisions per million vehicles entering intersection
* 2012 Collision Data on California State Highways, Caltrans
Date of Count:
Number of Collisions: 0
Number of Injuries: 0
Number of Fatalities: 0
ADT: 4300
Start Date:
End Date:
Number of Years: 5
Intersection Type: Four-Legged
Control Type: Stop & Yield Controls
Area: Urban
0x
4,300 x x 5
Study Intersection 0.00 c/mve
Statewide Average* 0.15 c/mve
c/mve = collisions per million vehicles entering intersection
* 2012 Collision Data on California State Highways, Caltrans
Tuesday, January 12, 2016
Shannon Drive & Oakmont Drive
ADT = average daily total vehicles entering intersection
0.4% 41.9%
0.0%
Number of Collisions x 1 Million
1.0%
collision rate =
ADT = average daily total vehicles entering intersection
0.0% 0.0%
1,000,000
365
ADT x 365 Days per Year x Number of Years
collision rate =
Collision Rate
3: Westborough Boulevard & Gellart Boulevard
collision rate = 1,000,000
Number of Collisions x 1 Million
June 30, 2014
Tuesday, January 12, 2016
61.1%
4:
Injury Rate
June 30, 2014
Intersection Collision Rate Calculaions
Intersection #
Fatality Rate
365
Collision Rate
Oakmont Meadows
July 1, 2009
41.9%
Fatality Rate Injury Rate
July 1, 2009
collision rate =
Intersection #
ADT x 365 Days per Year x Number of Years
Whitlock & Weinberger Transportation, Inc.
2/11/2016
Page 2 of 10
AM Existing Mon Feb 8, 2016 18:20:08 Page 2-1 -------------------------------------------------------------------------------- AM Peak Hour - Existing Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Base Volume Alternative) ******************************************************************************** Intersection #1 Westborough Boulevard/Skyline Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.645 Loss Time (sec): 0 Average Delay (sec/veh): 28.5 Optimal Cycle: 64 Level Of Service: C ******************************************************************************** Street Name: Skyline Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 2 0 1 1 0 1 0 1 1 0 1 0 1 1 1 1 0 1 1 0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 7:15 - 8:15 Base Vol: 166 337 72 227 764 58 147 641 745 103 175 90 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 166 337 72 227 764 58 147 641 745 103 175 90 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 175 355 76 239 804 61 155 675 784 108 184 95 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 175 355 76 239 804 61 155 675 784 108 184 95 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 175 355 76 239 804 61 155 675 784 108 184 95 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.92 0.93 0.93 0.95 0.94 0.94 0.95 0.87 0.87 0.95 0.90 0.90 Lanes: 2.00 1.65 0.35 1.00 1.86 0.14 1.00 1.39 1.61 1.00 1.32 0.68 Final Sat.: 3502 2897 619 1805 3318 252 1805 2301 2675 1805 2262 1164 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.05 0.12 0.12 0.13 0.24 0.24 0.09 0.29 0.29 0.06 0.08 0.08 Crit Moves: **** **** **** **** Green/Cycle: 0.08 0.22 0.22 0.24 0.38 0.38 0.28 0.45 0.45 0.09 0.27 0.27 Volume/Cap: 0.65 0.56 0.56 0.56 0.65 0.65 0.31 0.65 0.65 0.65 0.31 0.31 Delay/Veh: 50.1 35.8 35.8 35.4 26.8 26.8 28.6 21.7 21.7 52.1 29.5 29.5 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 50.1 35.8 35.8 35.4 26.8 26.8 28.6 21.7 21.7 52.1 29.5 29.5 LOS by Move: D D D D C C C C C D C C HCM2k95thQ: 8 13 13 13 22 22 8 23 23 7 7 7 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA PM Existing Mon Feb 8, 2016 18:20:10 Page 2-1 -------------------------------------------------------------------------------- PM Peak Hour - Existing Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Base Volume Alternative) ******************************************************************************** Intersection #1 Westborough Boulevard/Skyline Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.581 Loss Time (sec): 0 Average Delay (sec/veh): 30.5 Optimal Cycle: 54 Level Of Service: C ******************************************************************************** Street Name: Skyline Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 2 0 1 1 0 1 0 1 1 0 1 0 1 1 1 1 0 1 1 0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 4:45-5:45 Base Vol: 647 701 140 147 430 72 113 248 237 189 393 167 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 647 701 140 147 430 72 113 248 237 189 393 167 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 681 738 147 155 453 76 119 261 249 199 414 176 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 681 738 147 155 453 76 119 261 249 199 414 176 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 681 738 147 155 453 76 119 261 249 199 414 176 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.92 0.93 0.93 0.95 0.93 0.93 0.95 0.88 0.88 0.95 0.91 0.91 Lanes: 2.00 1.67 0.33 1.00 1.71 0.29 1.00 1.53 1.47 1.00 1.40 0.60 Final Sat.: 3502 2934 586 1805 3027 507 1805 2567 2453 1805 2419 1028 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.19 0.25 0.25 0.09 0.15 0.15 0.07 0.10 0.10 0.11 0.17 0.17 Crit Moves: **** **** **** **** Green/Cycle: 0.33 0.44 0.44 0.15 0.26 0.26 0.11 0.20 0.20 0.21 0.29 0.29 Volume/Cap: 0.58 0.57 0.57 0.57 0.58 0.58 0.58 0.52 0.52 0.52 0.58 0.58 Delay/Veh: 28.2 21.3 21.3 42.3 33.4 33.4 46.2 36.5 36.5 36.2 30.9 30.9 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 28.2 21.3 21.3 42.3 33.4 33.4 46.2 36.5 36.5 36.2 30.9 30.9 LOS by Move: C C C D C C D D D D C C HCM2k95thQ: 17 20 20 10 15 15 9 11 11 10 15 15 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA
AM Existing Mon Feb 8, 2016 18:20:08 Page 3-1 -------------------------------------------------------------------------------- AM Peak Hour - Existing Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Base Volume Alternative) ******************************************************************************** Intersection #2 Westborough Boulevard/Oakmont Drive-Callan Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.699 Loss Time (sec): 0 Average Delay (sec/veh): 25.0 Optimal Cycle: 62 Level Of Service: C ******************************************************************************** Street Name: Oakmont Drive-Callan Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Permitted Permitted Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 0 1 0 0 1 1 0 1 0 1 1 0 2 0 1 1 0 2 0 1 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 7:30-8:30 Base Vol: 35 79 55 345 113 72 50 821 26 179 302 294 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 35 79 55 345 113 72 50 821 26 179 302 294 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 PHF Volume: 39 89 62 388 127 81 56 922 29 201 339 330 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 39 89 62 388 127 81 56 922 29 201 339 330 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 39 89 62 388 127 81 56 922 29 201 339 330 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.90 0.90 0.85 0.61 1.00 0.85 0.95 0.95 0.85 0.95 0.95 0.85 Lanes: 0.31 0.69 1.00 1.00 1.00 1.00 1.00 2.00 1.00 1.00 2.00 1.00 Final Sat.: 526 1186 1615 1167 1900 1615 1805 3610 1615 1805 3610 1615 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.07 0.07 0.04 0.33 0.07 0.05 0.03 0.26 0.02 0.11 0.09 0.20 Crit Moves: **** **** **** Green/Cycle: 0.48 0.48 0.48 0.48 0.48 0.48 0.07 0.37 0.37 0.16 0.46 0.46 Volume/Cap: 0.16 0.16 0.08 0.70 0.14 0.11 0.45 0.70 0.05 0.70 0.21 0.45 Delay/Veh: 15.0 15.0 14.4 24.6 14.8 14.6 47.3 28.7 20.5 47.2 16.4 19.1 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 15.0 15.0 14.4 24.6 14.8 14.6 47.3 28.7 20.5 47.2 16.4 19.1 LOS by Move: B B B C B B D C C D B B HCM2k95thQ: 4 4 2 19 4 3 3 22 1 14 6 13 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA PM Existing Mon Feb 8, 2016 18:20:10 Page 3-1 -------------------------------------------------------------------------------- PM Peak Hour - Existing Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Base Volume Alternative) ******************************************************************************** Intersection #2 Westborough Boulevard/Oakmont Drive-Callan Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.394 Loss Time (sec): 0 Average Delay (sec/veh): 18.4 Optimal Cycle: 31 Level Of Service: B ******************************************************************************** Street Name: Oakmont Drive-Callan Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Permitted Permitted Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 0 1 0 0 1 1 0 1 0 1 1 0 2 0 1 1 0 2 0 1 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 4:45-5:45 Base Vol: 38 50 22 149 47 34 112 402 31 45 670 275 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 38 50 22 149 47 34 112 402 31 45 670 275 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 40 53 23 157 49 36 118 423 33 47 705 289 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 40 53 23 157 49 36 118 423 33 47 705 289 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 40 53 23 157 49 36 118 423 33 47 705 289 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.89 0.89 0.85 0.62 1.00 0.85 0.95 0.95 0.85 0.95 0.95 0.85 Lanes: 0.43 0.57 1.00 1.00 1.00 1.00 1.00 2.00 1.00 1.00 2.00 1.00 Final Sat.: 729 959 1615 1178 1900 1615 1805 3610 1615 1805 3610 1615 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.05 0.05 0.01 0.13 0.03 0.02 0.07 0.12 0.02 0.03 0.20 0.18 Crit Moves: **** **** **** Green/Cycle: 0.34 0.34 0.34 0.34 0.34 0.34 0.17 0.54 0.54 0.12 0.50 0.50 Volume/Cap: 0.16 0.16 0.04 0.39 0.08 0.07 0.39 0.22 0.04 0.22 0.39 0.36 Delay/Veh: 23.3 23.3 22.3 25.9 22.5 22.5 38.1 12.0 10.8 40.2 15.9 15.7 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 23.3 23.3 22.3 25.9 22.5 22.5 38.1 12.0 10.8 40.2 15.9 15.7 LOS by Move: C C C C C C D B B D B B HCM2k95thQ: 4 4 1 8 2 2 6 7 1 3 14 11 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA
AM Existing Mon Feb 8, 2016 18:20:08 Page 4-1 -------------------------------------------------------------------------------- AM Peak Hour - Existing Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Base Volume Alternative) ******************************************************************************** Intersection #3 Westborough Boulevard/Gellert Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.956 Loss Time (sec): 0 Average Delay (sec/veh): 42.4 Optimal Cycle: 180 Level Of Service: D ******************************************************************************** Street Name: Gellert Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 1 0 1 0 1 1 1 1 0 1 1 0 2 0 1 1 0 3 0 1 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 7:30-8:30 Base Vol: 56 46 362 557 57 130 119 1604 29 124 650 161 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 56 46 362 557 57 130 119 1604 29 124 650 161 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 PHF Volume: 60 49 385 593 61 138 127 1706 31 132 691 171 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 60 49 385 593 61 138 127 1706 31 132 691 171 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 60 49 385 593 61 138 127 1706 31 132 691 171 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 1.00 0.85 0.91 0.91 0.85 0.95 0.95 0.85 0.95 0.91 0.85 Lanes: 1.00 1.00 1.00 2.00 1.00 1.00 1.00 2.00 1.00 1.00 3.00 1.00 Final Sat.: 1805 1900 1615 3455 1727 1615 1805 3610 1615 1805 5187 1615 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.03 0.03 0.24 0.17 0.04 0.09 0.07 0.47 0.02 0.07 0.13 0.11 Crit Moves: **** **** **** **** Green/Cycle: 0.12 0.25 0.25 0.18 0.31 0.31 0.20 0.49 0.49 0.08 0.37 0.37 Volume/Cap: 0.28 0.10 0.96 0.96 0.11 0.28 0.36 0.96 0.04 0.96 0.36 0.28 Delay/Veh: 40.8 29.0 70.4 64.6 24.7 26.4 35.3 36.7 13.0 108.9 22.7 22.2 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 40.8 29.0 70.4 64.6 24.7 26.4 35.3 36.7 13.0 108.9 22.7 22.2 LOS by Move: D C E E C C D D B F C C HCM2k95thQ: 4 2 29 25 3 7 7 52 1 14 11 7 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA PM Existing Mon Feb 8, 2016 18:20:10 Page 4-1 -------------------------------------------------------------------------------- PM Peak Hour - Existing Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Base Volume Alternative) ******************************************************************************** Intersection #3 Westborough Boulevard/Gellert Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.637 Loss Time (sec): 0 Average Delay (sec/veh): 27.1 Optimal Cycle: 63 Level Of Service: C ******************************************************************************** Street Name: Gellert Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 1 0 1 0 1 1 1 1 0 1 1 0 2 0 1 1 0 3 0 1 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 5:00-6:00 Base Vol: 41 79 169 437 81 218 168 615 13 203 1295 444 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 41 79 169 437 81 218 168 615 13 203 1295 444 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 PHF Volume: 44 84 180 465 86 232 179 654 14 216 1378 472 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 44 84 180 465 86 232 179 654 14 216 1378 472 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 44 84 180 465 86 232 179 654 14 216 1378 472 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 1.00 0.85 0.91 0.91 0.85 0.95 0.95 0.85 0.95 0.91 0.85 Lanes: 1.00 1.00 1.00 2.00 1.00 1.00 1.00 2.00 1.00 1.00 3.00 1.00 Final Sat.: 1805 1900 1615 3466 1733 1615 1805 3610 1615 1805 5187 1615 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.02 0.04 0.11 0.13 0.05 0.14 0.10 0.18 0.01 0.12 0.27 0.29 Crit Moves: **** **** **** **** Green/Cycle: 0.06 0.17 0.17 0.21 0.33 0.33 0.16 0.37 0.37 0.24 0.46 0.46 Volume/Cap: 0.44 0.25 0.64 0.64 0.15 0.44 0.64 0.49 0.02 0.49 0.58 0.64 Delay/Veh: 48.7 36.0 43.1 37.6 23.6 26.8 44.4 24.5 20.0 33.3 20.3 22.5 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 48.7 36.0 43.1 37.6 23.6 26.8 44.4 24.5 20.0 33.3 20.3 22.5 LOS by Move: D D D D C C D C C C C C HCM2k95thQ: 4 5 12 15 4 11 12 16 1 12 21 21 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA
AM Existing Mon Feb 8, 2016 18:20:08 Page 5-1 -------------------------------------------------------------------------------- AM Peak Hour - Existing Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Unsignalized Method (Base Volume Alternative) ******************************************************************************** Intersection #4 Shannon Drive/Oakmont Drive ******************************************************************************** Average Delay (sec/veh): 3.7 Worst Case Level Of Service: B[ 13.2] ******************************************************************************** Street Name: Oakmont Drive Shannon Drive Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 7:45-8:45 Base Vol: 2 84 5 50 110 9 13 4 2 4 1 59 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 2 84 5 50 110 9 13 4 2 4 1 59 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.69 0.69 0.69 0.69 0.69 0.69 0.69 0.69 0.69 0.69 0.69 0.69 PHF Volume: 3 122 7 72 159 13 19 6 3 6 1 86 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 FinalVolume: 3 122 7 72 159 13 19 6 3 6 1 86 ------------|---------------||---------------||---------------||---------------| Critical Gap Module: Critical Gp: 4.1 xxxx xxxxx 4.1 xxxx xxxxx 7.1 6.5 6.2 7.1 6.5 6.2 FollowUpTim: 2.2 xxxx xxxxx 2.2 xxxx xxxxx 3.5 4.0 3.3 3.5 4.0 3.3 ------------|---------------||---------------||---------------||---------------| Capacity Module: Cnflict Vol: 172 xxxx xxxxx 129 xxxx xxxxx 486 446 166 446 449 125 Potent Cap.: 1417 xxxx xxxxx 1469 xxxx xxxxx 495 510 884 526 508 931 Move Cap.: 1417 xxxx xxxxx 1469 xxxx xxxxx 430 483 884 498 481 931 Volume/Cap: 0.00 xxxx xxxx 0.05 xxxx xxxx 0.04 0.01 0.00 0.01 0.00 0.09 ------------|---------------||---------------||---------------||---------------| Level Of Service Module: 2Way95thQ: 0.0 xxxx xxxxx 0.2 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 7.5 xxxx xxxxx 7.6 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * A * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 466 xxxxx xxxx 871 xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.2 xxxxx xxxxx 0.4 xxxxx Shrd ConDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 13.2 xxxxx xxxxx 9.6 xxxxx Shared LOS: * * * * * * * B * * A * ApproachDel: xxxxxx xxxxxx 13.2 9.6 ApproachLOS: * * B A ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA PM Existing Mon Feb 8, 2016 18:20:10 Page 5-1 -------------------------------------------------------------------------------- PM Peak Hour - Existing Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Unsignalized Method (Base Volume Alternative) ******************************************************************************** Intersection #4 Shannon Drive/Oakmont Drive ******************************************************************************** Average Delay (sec/veh): 2.6 Worst Case Level Of Service: A[ 9.8] ******************************************************************************** Street Name: Oakmont Drive Shannon Drive Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 5:00-6:00 Base Vol: 2 68 1 24 57 12 3 1 2 2 2 27 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 2 68 1 24 57 12 3 1 2 2 2 27 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 PHF Volume: 2 83 1 29 70 15 4 1 2 2 2 33 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 FinalVolume: 2 83 1 29 70 15 4 1 2 2 2 33 ------------|---------------||---------------||---------------||---------------| Critical Gap Module: Critical Gp: 4.1 xxxx xxxxx 4.1 xxxx xxxxx 7.1 6.5 6.2 7.1 6.5 6.2 FollowUpTim: 2.2 xxxx xxxxx 2.2 xxxx xxxxx 3.5 4.0 3.3 3.5 4.0 3.3 ------------|---------------||---------------||---------------||---------------| Capacity Module: Cnflict Vol: 84 xxxx xxxxx 84 xxxx xxxxx 241 224 77 226 231 84 Potent Cap.: 1525 xxxx xxxxx 1525 xxxx xxxxx 717 678 990 734 672 981 Move Cap.: 1525 xxxx xxxxx 1525 xxxx xxxxx 680 664 990 720 658 981 Volume/Cap: 0.00 xxxx xxxx 0.02 xxxx xxxx 0.01 0.00 0.00 0.00 0.00 0.03 ------------|---------------||---------------||---------------||---------------| Level Of Service Module: 2Way95thQ: 0.0 xxxx xxxxx 0.1 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 7.4 xxxx xxxxx 7.4 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * A * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 756 xxxxx xxxx 930 xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.0 xxxxx xxxxx 0.1 xxxxx Shrd ConDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 9.8 xxxxx xxxxx 9.0 xxxxx Shared LOS: * * * * * * * A * * A * ApproachDel: xxxxxx xxxxxx 9.8 9.0 ApproachLOS: * * A A ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA
AM Existing plus Project Mon Feb 8, 2016 18:20:12 Page 2-1 -------------------------------------------------------------------------------- AM Peak Hour - Existing plus Project Conditions -------------------------------------------------------------------------------- Trip Generation Report Forecast for am Zone Rate Rate Trips Trips Total % Of # Subzone Amount Units In Out In Out Trips Total ---- ------------ ------- -------------- ------ ------ ----- ----- ----- ----- 1 Oakmont Mead 1.00 Residential 3.00 9.00 3 9 12 100.0 Zone 1 Subtotal ............................. 3 9 12 100.0 -------------------------------------------------------------------------------- TOTAL .................................................. 3 9 12 100.0 Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA PM Existing plus Project Mon Feb 8, 2016 18:20:16 Page 2-1 -------------------------------------------------------------------------------- PM Peak Hour - Existing plus Project Conditions -------------------------------------------------------------------------------- Trip Generation Report Forecast for pm Zone Rate Rate Trips Trips Total % Of # Subzone Amount Units In Out In Out Trips Total ---- ------------ ------- -------------- ------ ------ ----- ----- ----- ----- 1 Oakmont Mead 1.00 Residential 10.00 6.00 10 6 16 100.0 Zone 1 Subtotal ............................. 10 6 16 100.0 -------------------------------------------------------------------------------- TOTAL .................................................. 10 6 16 100.0 Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA
AM Existing plus Project Mon Feb 8, 2016 18:20:13 Page 3-1 -------------------------------------------------------------------------------- AM Peak Hour - Existing plus Project Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** Intersection #1 Westborough Boulevard/Skyline Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.646 Loss Time (sec): 0 Average Delay (sec/veh): 28.6 Optimal Cycle: 64 Level Of Service: C ******************************************************************************** Street Name: Skyline Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 2 0 1 1 0 1 0 1 1 0 1 0 1 1 1 1 0 1 1 0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 7:15 - 8:15 Base Vol: 166 337 72 227 764 58 147 641 745 103 175 90 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 166 337 72 227 764 58 147 641 745 103 175 90 Added Vol: 0 0 0 0 0 0 0 0 0 1 0 1 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 166 337 72 227 764 58 147 641 745 104 175 91 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 175 355 76 239 804 61 155 675 784 109 184 96 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 175 355 76 239 804 61 155 675 784 109 184 96 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 175 355 76 239 804 61 155 675 784 109 184 96 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.92 0.93 0.93 0.95 0.94 0.94 0.95 0.87 0.87 0.95 0.90 0.90 Lanes: 2.00 1.65 0.35 1.00 1.86 0.14 1.00 1.39 1.61 1.00 1.32 0.68 Final Sat.: 3502 2897 619 1805 3318 252 1805 2301 2675 1805 2254 1172 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.05 0.12 0.12 0.13 0.24 0.24 0.09 0.29 0.29 0.06 0.08 0.08 Crit Moves: **** **** **** **** Green/Cycle: 0.08 0.22 0.22 0.23 0.38 0.38 0.28 0.45 0.45 0.09 0.27 0.27 Volume/Cap: 0.65 0.56 0.56 0.56 0.65 0.65 0.31 0.65 0.65 0.65 0.31 0.31 Delay/Veh: 50.1 35.9 35.9 35.5 26.9 26.9 28.7 21.8 21.8 52.1 29.4 29.4 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 50.1 35.9 35.9 35.5 26.9 26.9 28.7 21.8 21.8 52.1 29.4 29.4 LOS by Move: D D D D C C C C C D C C HCM2k95thQ: 8 13 13 13 22 22 8 23 23 7 7 7 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA PM Existing plus Project Mon Feb 8, 2016 18:20:17 Page 3-1 -------------------------------------------------------------------------------- PM Peak Hour - Existing plus Project Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** Intersection #1 Westborough Boulevard/Skyline Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.581 Loss Time (sec): 0 Average Delay (sec/veh): 30.5 Optimal Cycle: 54 Level Of Service: C ******************************************************************************** Street Name: Skyline Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 2 0 1 1 0 1 0 1 1 0 1 0 1 1 1 1 0 1 1 0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 4:45-5:45 Base Vol: 647 701 140 147 430 72 113 248 237 189 393 167 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 647 701 140 147 430 72 113 248 237 189 393 167 Added Vol: 0 0 1 1 0 0 0 0 0 1 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 647 701 141 148 430 72 113 248 237 190 393 167 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 681 738 148 156 453 76 119 261 249 200 414 176 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 681 738 148 156 453 76 119 261 249 200 414 176 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 681 738 148 156 453 76 119 261 249 200 414 176 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.92 0.93 0.93 0.95 0.93 0.93 0.95 0.88 0.88 0.95 0.91 0.91 Lanes: 2.00 1.67 0.33 1.00 1.71 0.29 1.00 1.53 1.47 1.00 1.40 0.60 Final Sat.: 3502 2930 589 1805 3027 507 1805 2567 2453 1805 2419 1028 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.19 0.25 0.25 0.09 0.15 0.15 0.07 0.10 0.10 0.11 0.17 0.17 Crit Moves: **** **** **** **** Green/Cycle: 0.33 0.44 0.44 0.15 0.26 0.26 0.11 0.20 0.20 0.21 0.29 0.29 Volume/Cap: 0.58 0.57 0.57 0.57 0.58 0.58 0.58 0.52 0.52 0.52 0.58 0.58 Delay/Veh: 28.2 21.4 21.4 42.3 33.4 33.4 46.2 36.6 36.6 36.1 30.9 30.9 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 28.2 21.4 21.4 42.3 33.4 33.4 46.2 36.6 36.6 36.1 30.9 30.9 LOS by Move: C C C D C C D D D D C C HCM2k95thQ: 17 20 20 10 15 15 9 11 11 10 15 15 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA
AM Existing plus Project Mon Feb 8, 2016 18:20:13 Page 4-1 -------------------------------------------------------------------------------- AM Peak Hour - Existing plus Project Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** Intersection #2 Westborough Boulevard/Oakmont Drive-Callan Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.703 Loss Time (sec): 0 Average Delay (sec/veh): 25.1 Optimal Cycle: 63 Level Of Service: C ******************************************************************************** Street Name: Oakmont Drive-Callan Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Permitted Permitted Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 0 1 0 0 1 1 0 1 0 1 1 0 2 0 1 1 0 2 0 1 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 7:30-8:30 Base Vol: 35 79 55 345 113 72 50 821 26 179 302 294 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 35 79 55 345 113 72 50 821 26 179 302 294 Added Vol: 2 2 3 0 1 0 0 0 1 1 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 37 81 58 345 114 72 50 821 27 180 302 294 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 PHF Volume: 42 91 65 388 128 81 56 922 30 202 339 330 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 42 91 65 388 128 81 56 922 30 202 339 330 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 42 91 65 388 128 81 56 922 30 202 339 330 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.90 0.90 0.85 0.61 1.00 0.85 0.95 0.95 0.85 0.95 0.95 0.85 Lanes: 0.31 0.69 1.00 1.00 1.00 1.00 1.00 2.00 1.00 1.00 2.00 1.00 Final Sat.: 535 1171 1615 1157 1900 1615 1805 3610 1615 1805 3610 1615 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.08 0.08 0.04 0.34 0.07 0.05 0.03 0.26 0.02 0.11 0.09 0.20 Crit Moves: **** **** **** Green/Cycle: 0.48 0.48 0.48 0.48 0.48 0.48 0.07 0.36 0.36 0.16 0.45 0.45 Volume/Cap: 0.16 0.16 0.08 0.70 0.14 0.11 0.45 0.70 0.05 0.70 0.21 0.45 Delay/Veh: 14.9 14.9 14.3 24.6 14.7 14.5 47.3 28.9 20.7 47.4 16.5 19.2 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 14.9 14.9 14.3 24.6 14.7 14.5 47.3 28.9 20.7 47.4 16.5 19.2 LOS by Move: B B B C B B D C C D B B HCM2k95thQ: 5 5 2 19 4 3 3 22 1 14 7 14 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA PM Existing plus Project Mon Feb 8, 2016 18:20:17 Page 4-1 -------------------------------------------------------------------------------- PM Peak Hour - Existing plus Project Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** Intersection #2 Westborough Boulevard/Oakmont Drive-Callan Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.394 Loss Time (sec): 0 Average Delay (sec/veh): 18.5 Optimal Cycle: 31 Level Of Service: B ******************************************************************************** Street Name: Oakmont Drive-Callan Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Permitted Permitted Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 0 1 0 0 1 1 0 1 0 1 1 0 2 0 1 1 0 2 0 1 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 4:45-5:45 Base Vol: 38 50 22 149 47 34 112 402 31 45 670 275 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 38 50 22 149 47 34 112 402 31 45 670 275 Added Vol: 1 1 2 0 2 0 0 0 2 3 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 39 51 24 149 49 34 112 402 33 48 670 275 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 41 54 25 157 52 36 118 423 35 51 705 289 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 41 54 25 157 52 36 118 423 35 51 705 289 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 41 54 25 157 52 36 118 423 35 51 705 289 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.89 0.89 0.85 0.62 1.00 0.85 0.95 0.95 0.85 0.95 0.95 0.85 Lanes: 0.43 0.57 1.00 1.00 1.00 1.00 1.00 2.00 1.00 1.00 2.00 1.00 Final Sat.: 730 955 1615 1174 1900 1615 1805 3610 1615 1805 3610 1615 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.06 0.06 0.02 0.13 0.03 0.02 0.07 0.12 0.02 0.03 0.20 0.18 Crit Moves: **** **** **** Green/Cycle: 0.34 0.34 0.34 0.34 0.34 0.34 0.17 0.53 0.53 0.13 0.50 0.50 Volume/Cap: 0.17 0.17 0.05 0.39 0.08 0.07 0.39 0.22 0.04 0.22 0.39 0.36 Delay/Veh: 23.3 23.3 22.2 25.9 22.5 22.4 38.1 12.4 11.1 39.6 16.0 15.8 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 23.3 23.3 22.2 25.9 22.5 22.4 38.1 12.4 11.1 39.6 16.0 15.8 LOS by Move: C C C C C C D B B D B B HCM2k95thQ: 4 4 1 8 2 2 6 7 1 3 14 11 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA
AM Existing plus Project Mon Feb 8, 2016 18:20:13 Page 5-1 -------------------------------------------------------------------------------- AM Peak Hour - Existing plus Project Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** Intersection #3 Westborough Boulevard/Gellert Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.957 Loss Time (sec): 0 Average Delay (sec/veh): 42.6 Optimal Cycle: 180 Level Of Service: D ******************************************************************************** Street Name: Gellert Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 1 0 1 0 1 1 1 1 0 1 1 0 2 0 1 1 0 3 0 1 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 7:30-8:30 Base Vol: 56 46 362 557 57 130 119 1604 29 124 650 161 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 56 46 362 557 57 130 119 1604 29 124 650 161 Added Vol: 0 0 0 0 0 0 1 4 0 0 1 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 56 46 362 557 57 130 120 1608 29 124 651 161 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 PHF Volume: 60 49 385 593 61 138 128 1711 31 132 693 171 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 60 49 385 593 61 138 128 1711 31 132 693 171 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 60 49 385 593 61 138 128 1711 31 132 693 171 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 1.00 0.85 0.91 0.91 0.85 0.95 0.95 0.85 0.95 0.91 0.85 Lanes: 1.00 1.00 1.00 2.00 1.00 1.00 1.00 2.00 1.00 1.00 3.00 1.00 Final Sat.: 1805 1900 1615 3455 1727 1615 1805 3610 1615 1805 5187 1615 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.03 0.03 0.24 0.17 0.04 0.09 0.07 0.47 0.02 0.07 0.13 0.11 Crit Moves: **** **** **** **** Green/Cycle: 0.12 0.25 0.25 0.18 0.31 0.31 0.20 0.50 0.50 0.08 0.37 0.37 Volume/Cap: 0.28 0.10 0.96 0.96 0.11 0.28 0.36 0.96 0.04 0.96 0.36 0.28 Delay/Veh: 40.8 29.0 70.8 64.9 24.7 26.4 35.2 36.8 13.0 109.3 22.8 22.2 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 40.8 29.0 70.8 64.9 24.7 26.4 35.2 36.8 13.0 109.3 22.8 22.2 LOS by Move: D C E E C C D D B F C C HCM2k95thQ: 4 2 29 25 3 7 7 52 1 14 11 7 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA PM Existing plus Project Mon Feb 8, 2016 18:20:17 Page 5-1 -------------------------------------------------------------------------------- PM Peak Hour - Existing plus Project Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** Intersection #3 Westborough Boulevard/Gellert Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.638 Loss Time (sec): 0 Average Delay (sec/veh): 27.2 Optimal Cycle: 63 Level Of Service: C ******************************************************************************** Street Name: Gellert Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 1 0 1 0 1 1 1 1 0 1 1 0 2 0 1 1 0 3 0 1 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 5:00-6:00 Base Vol: 41 79 169 437 81 218 168 615 13 203 1295 444 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 41 79 169 437 81 218 168 615 13 203 1295 444 Added Vol: 0 0 0 0 0 1 1 2 0 0 4 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 41 79 169 437 81 219 169 617 13 203 1299 444 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 PHF Volume: 44 84 180 465 86 233 180 656 14 216 1382 472 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 44 84 180 465 86 233 180 656 14 216 1382 472 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 44 84 180 465 86 233 180 656 14 216 1382 472 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 1.00 0.85 0.91 0.91 0.85 0.95 0.95 0.85 0.95 0.91 0.85 Lanes: 1.00 1.00 1.00 2.00 1.00 1.00 1.00 2.00 1.00 1.00 3.00 1.00 Final Sat.: 1805 1900 1615 3466 1733 1615 1805 3610 1615 1805 5187 1615 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.02 0.04 0.11 0.13 0.05 0.14 0.10 0.18 0.01 0.12 0.27 0.29 Crit Moves: **** **** **** **** Green/Cycle: 0.06 0.17 0.17 0.21 0.33 0.33 0.16 0.37 0.37 0.24 0.46 0.46 Volume/Cap: 0.44 0.25 0.64 0.64 0.15 0.44 0.64 0.49 0.02 0.49 0.58 0.64 Delay/Veh: 48.8 36.0 43.1 37.6 23.7 26.8 44.3 24.5 20.0 33.3 20.3 22.6 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 48.8 36.0 43.1 37.6 23.7 26.8 44.3 24.5 20.0 33.3 20.3 22.6 LOS by Move: D D D D C C D C B C C C HCM2k95thQ: 4 5 12 15 4 11 12 16 1 12 21 21 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA
AM Existing plus Project Mon Feb 8, 2016 18:20:13 Page 6-1 -------------------------------------------------------------------------------- AM Peak Hour - Existing plus Project Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) ******************************************************************************** Intersection #4 Shannon Drive/Oakmont Drive ******************************************************************************** Average Delay (sec/veh): 4.0 Worst Case Level Of Service: B[ 13.5] ******************************************************************************** Street Name: Oakmont Drive Shannon Drive Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 7:45-8:45 Base Vol: 2 84 5 50 110 9 13 4 2 4 1 59 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 2 84 5 50 110 9 13 4 2 4 1 59 Added Vol: 0 0 0 0 0 2 6 2 1 0 1 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 2 84 5 50 110 11 19 6 3 4 2 59 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.69 0.69 0.69 0.69 0.69 0.69 0.69 0.69 0.69 0.69 0.69 0.69 PHF Volume: 3 122 7 72 159 16 28 9 4 6 3 86 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 FinalVolume: 3 122 7 72 159 16 28 9 4 6 3 86 ------------|---------------||---------------||---------------||---------------| Critical Gap Module: Critical Gp: 4.1 xxxx xxxxx 4.1 xxxx xxxxx 7.1 6.5 6.2 7.1 6.5 6.2 FollowUpTim: 2.2 xxxx xxxxx 2.2 xxxx xxxxx 3.5 4.0 3.3 3.5 4.0 3.3 ------------|---------------||---------------||---------------||---------------| Capacity Module: Cnflict Vol: 175 xxxx xxxxx 129 xxxx xxxxx 488 447 167 450 451 125 Potent Cap.: 1413 xxxx xxxxx 1469 xxxx xxxxx 494 509 882 523 507 931 Move Cap.: 1413 xxxx xxxxx 1469 xxxx xxxxx 428 482 882 492 480 931 Volume/Cap: 0.00 xxxx xxxx 0.05 xxxx xxxx 0.06 0.02 0.00 0.01 0.01 0.09 ------------|---------------||---------------||---------------||---------------| Level Of Service Module: 2Way95thQ: 0.0 xxxx xxxxx 0.2 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 7.6 xxxx xxxxx 7.6 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * A * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 465 xxxxx xxxx 859 xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.3 xxxxx xxxxx 0.4 xxxxx Shrd ConDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 13.5 xxxxx xxxxx 9.7 xxxxx Shared LOS: * * * * * * * B * * A * ApproachDel: xxxxxx xxxxxx 13.5 9.7 ApproachLOS: * * B A ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA PM Existing plus Project Mon Feb 8, 2016 18:20:17 Page 6-1 -------------------------------------------------------------------------------- PM Peak Hour - Existing plus Project Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) ******************************************************************************** Intersection #4 Shannon Drive/Oakmont Drive ******************************************************************************** Average Delay (sec/veh): 2.8 Worst Case Level Of Service: B[ 10.2] ******************************************************************************** Street Name: Oakmont Drive Shannon Drive Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 5:00-6:00 Base Vol: 2 68 1 24 57 12 3 1 2 2 2 27 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 2 68 1 24 57 12 3 1 2 2 2 27 Added Vol: 1 0 0 0 0 7 4 1 0 0 2 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 3 68 1 24 57 19 7 2 2 2 4 27 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 PHF Volume: 4 83 1 29 70 23 9 2 2 2 5 33 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 FinalVolume: 4 83 1 29 70 23 9 2 2 2 5 33 ------------|---------------||---------------||---------------||---------------| Critical Gap Module: Critical Gp: 4.1 xxxx xxxxx 4.1 xxxx xxxxx 7.1 6.5 6.2 7.1 6.5 6.2 FollowUpTim: 2.2 xxxx xxxxx 2.2 xxxx xxxxx 3.5 4.0 3.3 3.5 4.0 3.3 ------------|---------------||---------------||---------------||---------------| Capacity Module: Cnflict Vol: 93 xxxx xxxxx 84 xxxx xxxxx 249 231 81 233 242 84 Potent Cap.: 1515 xxxx xxxxx 1525 xxxx xxxxx 708 672 984 726 663 981 Move Cap.: 1515 xxxx xxxxx 1525 xxxx xxxxx 669 658 984 710 649 981 Volume/Cap: 0.00 xxxx xxxx 0.02 xxxx xxxx 0.01 0.00 0.00 0.00 0.01 0.03 ------------|---------------||---------------||---------------||---------------| Level Of Service Module: 2Way95thQ: 0.0 xxxx xxxxx 0.1 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 7.4 xxxx xxxxx 7.4 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * A * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 708 xxxxx xxxx 904 xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.1 xxxxx xxxxx 0.1 xxxxx Shrd ConDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 10.2 xxxxx xxxxx 9.2 xxxxx Shared LOS: * * * * * * * B * * A * ApproachDel: xxxxxx xxxxxx 10.2 9.2 ApproachLOS: * * B A ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA
APPENDIX B:
OAKMONT MEADOWS TRANSPORTATION
ASSESSMENT, REVISED PROJECT
Attachment to the October 2018 Recirculated IS/MND for the Revised
Oakmont Meadows Residential Development Project
490 Mendocino Avenue, Suite 201 Santa Rosa, CA 95401 707.542.9500 w-trans.com
SANTA ROSA • OAKLAND • SAN JOSE
October 11, 2018
Ms. Rebecca Auld
Lamphier-Gregory
1944 Embarcadero
Oakland, CA 94606
Revised Oakmont Meadows Transportation Assessment
Dear Ms. Auld;
As requested, W-Trans has prepared a transportation assessment in support of a Recirculated Initial
Study/Mitigated Negative Declaration for the proposed Oakmont Meadows residential development to be
located at 3460 Westborough Road in the City of South San Francisco in the County of San Mateo. The analysis
focuses on the project’s traffic impacts based and the potential for increased traffic associated with the additional
22 residential units. The analysis performed was based on a previously proposed project that resulted in more
peak hour trips than is currently proposed. As such, the analysis is considered conservative. The transportation
assessment was completed in accordance with the criteria established by the City of South San Francisco and the
City/County Association of Governments of San Mateo County (C/CAG) and is consistent with standard traffic
engineering techniques.
Study Area
The study area consists of the following intersections:
1.Westborough Boulevard and Skyline Boulevard
2.Westborough Boulevard and Oakmont Drive-Callan Boulevard
3.Westborough Boulevard and Gellert Boulevard
4.Oakmont Drive and Shannon Drive
All the intersections are signalized except for Oakmont Drive/Shannon Drive intersection which has stop-
controlled side-streets.
Intersection turning movement volume counts were obtained January 12, 2016 for all study intersections. The
counts were collected during typical weekday a.m. and p.m. peak periods to evaluate the highest potential
impacts for the proposed project. The morning peak hour occurs between 7:00 and 9:00 a.m. and reflects
conditions during the home to work or school commute, while the p.m. peak hour occurs between 4:00 and 6:00
p.m. and typically reflects the highest level of congestion during the homeward bound commute.
Pedestrian Facilities
Pedestrian facilities include sidewalks, crosswalks, and pedestrian signal phases, curb ramps, curb extensions, and
various streetscape amenities such as lighting, benches, etc. In general, there is a network of sidewalks, crosswalks,
pedestrian signals, and curb ramps provide access for pedestrians near the proposed project site.
Bicycle Facilities
The Highway Design Manual, California Department of Transportation (Caltrans), 2012, classifies bikeways into
three categories:
Class I Multi-Use Path – a completely separated right-of-way for the exclusive use of bicycles and pedestrians
with cross flows of motorized traffic minimized.
Ms. Rebecca Auld Page 2 October 11, 2018
Class II Bike Lane – a striped and signed lane for one-way bike travel on a street or highway.
Class III Bike Route – signing only for shared use with motor vehicles within the same travel lane on a street
or highway.
In the project area, there are Class II bike lanes on Westborough Boulevard between Skyline Boulevard-Sharp Park
Road and Galway Drive, as well as on Callan Boulevard north of the project site. There are class III bike routes on
Westborough Boulevard from Galway Drive and east through the study area. There are also class III bike routes on
Oakmont Drive.
Transit Facilities
Currently there are several bus stops within walking distance serviced by SamTrans. Bus stops for routes 122 and
28 are currently on Oakmont Drive adjacent to the proposed project site and routes 121 and 140 are near the
Skyline Boulevard/Westborough intersection.
Route 122 connects to the Stonestown Shopping Center and San Francisco State University to the north and South
San Francisco BART station to the South. Additional stops include the Colma BART station, Seton Medical Center,
and King Plaza Shopping Center with options to transfer to other routes along the routes. On weekdays, the route
begins at 5:15 a.m. or 6:00 a.m., depending on the direction of travel, and ends at 11:10 p.m. with about 30-minute
headways. The route operates on a reduced schedule on the weekends.
Route 28 runs school days to and from South San Francisco High School. The route runs twice in the morning and
evening hours around the high school bell schedule. There is an additional route for early dismissal on
Wednesdays. While the route caters to the high school, it can be used for public use.
Route 121 provides service every day of the week with varying headways, 30 minutes on weekdays and 60 minutes
on weekends. The limits of the service are between Lowell Street/Hanover Street intersection in San Francisco to
the north and the Skyline College Transit Center to the south with stops at the Daily City and Colma BART station.
Route 140 provides service between the SFO AirTrain and the intersection of Manor Drive/Palmetto Avenue in
Pacifica. The route operates every day of the week with varying start and end times, headways ranging from 30
minutes to an hour, and limited stops.
Collision History
The collision history for the study area was reviewed to determine any trends or patterns that may indicate a safety
issue. Collision rates were calculated based on records available from the California Highway Patrol as published
in their Statewide Integrated Traffic Records System (SWITRS) reports. The five-year period reviewed is July 1, 2009
through June 30, 2014.
As presented in Table 1, the calculated collision rates for the study intersections were compared to average
collision rates for similar facilities statewide, as indicated in 2012 Collision Data on California State Highways,
California Department of Transportation. Generally, the intersections operate below or near the statewide
average for similar facilities. The collision rate calculations are attached.
Ms. Rebecca Auld Page 3 October 11, 2018
Table 1 – Collision Rates at the Study Intersections
Study Intersection Number of
Collisions
(2009-2014)
Calculated
Collision Rate
(c/mve)
Statewide
Average
Collision Rate
(c/mve)
1. Westborough Blvd/Skyline Blvd 31 0.39 0.27
2. Westborough Blvd/Oakmont Dr-Callan Blvd 11 0.20 0.27
3. Westborough Blvd/Gellert Blvd 18 0.20 0.27
4. Shannon Dr/Oakmont Dr 0 0.00 0.15
Note: c/mve = collisions per million vehicles entering
Westborough Boulevard and Skyline Boulevard had a calculated collision rate of 0.39 collisions per million vehicles
entering the intersection (c/mve), which is slightly higher than the Statewide Average of 0.27 c/mve. Of the 31
collisions recorded, more than a third were rear-end collisions and of those, the majority were due to unsafe
speeds or following too closely. This could be mitigated with increased enforcement but is generally common for
congested urban areas.
Capacity Analysis
Levels of Service Methodology
Level of Service (LOS) is used to rank traffic operation on various types of facilities based on traffic volumes and
roadway capacity using a series of letter designations ranging from A to F. Generally, Level of Service A represents
free flow conditions and Level of Service F represents forced flow or breakdown conditions. A unit of measure
that indicates a level of delay generally accompanies the LOS designation.
The study intersections were analyzed using methodologies published in the Highway Capacity Manual (HCM),
Transportation Research Board, 2000. This source contains methodologies for various types of intersection
control, all of which are related to a measurement of delay in average number of seconds per vehicle.
Traffic Operation Standards
The City of South San Francisco, in General Plan Transportation Policy 4.2.G-9, has established minimally
acceptable LOS standards.
Strive to maintain LOS D or better on arterial and collector streets, at all intersections, and on principal arterials
in the CMP during peak hours.
In addition, it states that an LOS of E or F are acceptable after finding that:
There is no practical and feasible way to mitigate the lower level of service; and
The uses resulting in the lower level of service are of clear, overall public benefit.
Existing Conditions
The Existing Conditions scenario provides an evaluation of current operation based on existing traffic volumes
during the a.m. and p.m. peak periods. This condition does not include project-generated traffic volumes. Volume
data was collected while local schools were in session.
Ms. Rebecca Auld Page 4 October 11, 2018
Under existing conditions, each of the study intersections operate acceptably. A summary of the intersection level
of service calculations is contained in Table 2, and copies of the Level of Service calculations are attached.
Table 2 – Existing Peak Hour Intersection Levels of Service
Study Intersection
Approach
AM Peak PM Peak
Delay LOS Delay LOS
1. Westborough Blvd/Skyline Blvd 28.5 C 30.5 C
2. Westborough Blvd/Oakmont Dr-Callan Blvd 25.0 C 18.4 B
3. Westborough Blvd/Gellart Blvd 42.4 D 27.1 C
4. Shannon Dr/Oakmont Dr 3.7 A 2.6 A
Eastbound Approach 13.2 B 9.8 A
Westbound Approach 9.6 B 9.0 A
Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor
approaches to two-way stop-controlled intersections are indicated in italics
Project Description
The currently proposed project consists of 22 townhomes while the previously proposed project would have
developed seven single family homes and 15 townhomes. The site is located on the southwest corner of the
Oakmont Drive-Callan Boulevard/Westborough Boulevard intersection and would be accessed at two locations.
For 13 of the units, access would be via an existing, but currently incomplete, segment of road off Shannon Park
Court. For the remaining nine units, access would be provided via a driveway on Oakmont Drive. Internally, there
would be road connecting these two areas and access points though it would only serve as an emergency vehicle
access road.
Trip Generation
The anticipated trip generation for the currently proposed project was estimated using standard rates published
by the Institute of Transportation Engineers (ITE) in Trip Generation Manual, 9th Edition, 2012 for “Residential
Condominiums/Townhouses” (ITE LU #230). While there is a more recent version of the Trip Generation Manual,
to be consistent with work previously done, the 9th edition rates were used. The currently proposed project is
expected to generate an average of 128 trips per day, including 10 trips during the a.m. peak hour and 11 during
the p.m. peak hour. The expected trip generation for the proposed project is indicated in Table 3.
Table 3 – Trip Generation Summary
Land Use Units Daily AM Peak Hour PM Peak Hour
Rate Trips Rate Trips In Out Rate Trips In Out
Proposed
Condominium/Townhouse 22 du 5.81 128 0.44 10 2 8 0.52 11 8 3
Note: du = dwelling unit
Trip Distribution
The pattern used to allocate new project trips to the street network was determined from the residential
distribution used for the same proposed site, but different proposed project, in the Initial Study and Mitigated
Ms. Rebecca Auld Page 5 October 11, 2018
Negative Declaration for Oakmont Vistas/Storage USA South San Francisco (October 1999). The applied distribution
assumptions and resulting trips are shown in Table 4.
Table 4 – Trip Distribution Assumptions
Route Percent
Callan Blvd to/from the North 17%
Oakmont Dr to/from the South 6%
Shannon Dr to/from the East 7%
Sharp Park Rd to/from the West 4%
Skyline Blvd to/from the North 8%
Skyline Blvd to/from the South 10%
Westborough Blvd to/from the East 39%
Gellert Blvd to/from the North 9%
TOTAL 100%
Existing plus Project Conditions
As noted earlier in this memo, the service level analysis was run for a previously proposed project that was
projected to result more peak hour trips. Since the currently proposed project is expected to generate fewer trips
than the previously analyzed project, the results presented below are still considered accurate, as well as
conservative.
Upon the addition of the previously project-related traffic to the Existing volumes, the study intersections are
expected to continue operating acceptably at the same LOS. These results are summarized in Table 5. Project
traffic volumes are shown in Figure 5.
Table 5 – Existing and Existing plus Project Peak Hour Intersection Levels of Service
Study Intersection
Approach
Existing Conditions Existing plus Project
AM Peak PM Peak AM Peak PM Peak
Delay LOS Delay LOS Delay LOS Delay LOS
1. Westborough Blvd/Skyline Blvd 28.5 C 30.5 C 28.6 C 30.5 C
2. Westborough Blvd/Oakmont Dr-Callan Blvd 25.0 C 18.4 B 25.1 C 18.5 B
3. Westborough Blvd/Gellart Blvd 42.4 D 27.1 C 42.6 D 27.2 C
4. Shannon Dr/Oakmont Dr 3.7 A 2.6 A 4.0 A 2.8 A
Eastbound Approach 13.2 B 9.8 A 13.5 B 10.2 B
Westbound Approach 9.6 B 9.0 A 9.7 B 9.2 A
Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way
stop-controlled intersections are indicated in italics
Finding: Upon the addition of the project trips, the study intersections would continue operating at acceptable
levels of service set forth by the City of South San Francisco and C/CAG.
Ms. Rebecca Auld Page 6 October 11, 2018
Alternative Modes
Pedestrian Facilities
In the study area, there are currently continuous sidewalk facilities. The proposed on-site sidewalks would
conform to existing facilities. According to the site plan, there would not be a continuous sidewalk on-site but at
any on-site location, there would be a sidewalk on at least one side of the street.
Per municipal code, 19.20.010, for minor streets in a residential subdivision, a sidewalk is required on each side of
the right of way. Additionally, the 4.3-G-2 guiding policy encourages providing safe and direct pedestrian routes
and bikeways between and through residential neighborhoods, and to transit centers.
Recommendations: A continuous pedestrian network should be provided with sidewalks on both sides of
Shannon Place, to meet City Standards in addition to promoting alternative modes through safe and direct
pedestrian routes to the alternative modes available on Oakmont Drive adjacent to the site.
Bicycle Facilities
According to the proposed site plan, there are no proposed bicycle facilities or modification to the existing
facilities. Residents would be expected to use their personal garage for bicycle parking.
Finding: The existing bicycle facilities and proposed individual garages would adequately serve the residents of
the site.
Transit Facilities
There are several bus stops within walking distance to the project site. It is reasonable to assume that residents of
the proposed project would use public transportation. The General Plan’s guiding policy, 4.4-G-1, states that local
and regional public transit serving South San Francisco should be promoted. The proposed project is located
adjacent to an existing bus stop that serves SamTrans routes 28 and 122. According to the site plan, a pedestrian
path that would provide access the site is proposed within 100 feet of the bus stops.
Finding: The proposed project site should be adequately served by the existing transit facilities.
Parking Requirements
Per the South San Francisco Municipal Code 20.330.004, the townhomes would each require two spaces with at
least one of the spaces covered for a total of 44 provided spaces. Per the site plan, each of the units would be
equipped with a two-car garage, for a total of 44 covered parking spaces. Additional parking includes 27 driveway
spaces, and 14 on-street spaces, for a total of 85 proposed parking spaces. The proposed parking supply would
adequately satisfy the City’s Municipal Code.
For a comparison, the anticipated parking demand was estimated using standard parking demand rates published
by ITE in Parking Generation, 4th Edition, 2010. The parking demand for the proposed project was estimated using
published standard rates for Residential Townhouse (ITE LU#230), which estimates demand based on the number
of dwelling units. Based on the parking generation rates, the average weekday parking demand would be 31
parking stalls which would be accommodated with the proposed parking supply.
Finding: The proposed parking supply would adequately serve the site’s residential uses.
Ms. Rebecca Auld Page 7 October 11, 2018
Sight Distance
At unsignalized intersections a substantially clear line of sight should be maintained between the driver of a
vehicle waiting at the crossroad and the driver of an approaching vehicle. Adequate time must be provided for
the waiting vehicle to either cross, turn left, or turn right, without requiring the through traffic to radically alter
their speed. Sight distance should be measured from a 3.5-foot height at the location of the driver on the minor
road to a 4.25-foot object height in the center of the approaching lane of the major road. Setback for the driver
on the crossroad shall be a minimum of 15 feet, measured from the edge of the traveled way.
Although sight distance requirements are not technically applicable to urban driveways, sight distance along
Oakmont Drive at the project driveway was evaluated based on sight distance criteria contained in the Highway
Design Manual published by Caltrans. The recommended sight distance at a driveway is based on stopping sight
distance, which uses the approach travel speeds as the basis for determining the recommended sight distance.
Additionally, the stopping sight distance needed for a following driver to stop, if there is a vehicle waiting to turn
into a driveway, is evaluated based on stopping sight distance criterion and the approach speed on the major
street.
Based on a posted speed limit of 25 mph, the minimum stopping sight distance needed is 150 feet. Sight distance
at the proposed driveway was field measured, and in both directions, there is not a clear line of sight due to on-
street parking on west side of Oakmont Drive along the project frontage near the proposed driveway. To improve
sight lines to the north, it is recommended that parking be prohibited on the west side of Oakmont Drive, north
of the driveway, for a total length of 60 feet. This would leave about 45 feet, roughly two parking spaces on the
west side of Oakmont Drive between the project driveway and the intersection of Westborough
Boulevard/Oakmont Drive.
To provide the recommended sight lines to the south of the project driveway, parking should be prohibited from
the proposed project driveway through the pedestrian curb ramp to the south, which is about 20 feet from the
driveway. This would provide adequate sight lines as well as discourage motorists from parking vehicles in front
of the pedestrian curb ramp (which was observed at the time of the site visit).
The line of sight between a vehicle at the proposed project driveway and a vehicle at Bantry Lane, across from the
driveway, was also reviewed and determined to be clear.
Finding: Stopping sight distance at the project driveway is inadequate.
Recommendation: To provide adequate sight lines, parking should be prohibited for 60 feet to the north of the
project driveway on the west side of Oakmont Drive, and prohibited to the south of the project driveway for 20
feet on the west side of Oakmont Drive, extending through the pedestrian curb ramp.
CEQA Initial Checklist: Project Impacts
a. Conflict with an applicable plan, ordinance or policy establishing measures of effectiveness for the performance of
the circulation system, taking into account all modes of transportation including mass transit and non-motorized
travel and relevant components of the circulation system, including but not limited to intersections, streets,
highways and freeways, pedestrian and bicycle paths, and mass transit?
The following discussion addresses project impacts on pedestrian and bicycle facilities and transit. Impacts
on intersections are addressed under (b) below.
Ms. Rebecca Auld Page 8 October 11, 2018
Impact on Pedestrian Facilities
Less-than-Significant Impact. It is reasonable to assume that residents would want to walk to the adjacent
street network. Per South San Francisco Municipal Code, 19.20.010, sidewalks are required on both sides of a
minor street’s right of way. Additionally, the 4.3-G-2 guiding policy from the City’s General Plan states that
safe and direct pedestrian routes and bikeways between and through residential neighborhoods, and to
transit centers should be encouraged. However, the streets in the proposed project would be private and
these standards would not necessarily apply. Having sidewalks located on only one side of the street is
consistent with the adjacent development connecting through Shannon Drive. Therefore, this would not be
a significant impact under CEQA, however, it remains the recommendation that the design accommodate
sidewalks on both sides of the street, to be enhance the residents’ pedestrian access.
Impact on Bicycle Facilities
No Impact. There are existing dedicated Class II bicycle lanes along the northern project frontage and Class
III bicycle route on the west side of the project frontage on Oakmont Drive. Bicycle trips generated by the
project would be adequately served by these existing facilities.
Impact on Transit
No Impact. The proposed project would adequately be served by the existing facilities as well as adhering to
the General Plan’s Guiding Policy that alternative modes should be encouraged. The proposed site plan has
a pedestrian path to and from the site to Oakmont Drive near an existing SamTrans bus stop.
b. Conflict with an applicable congestion management program, including, but not limited to level of service
standards and travel demand measures, or other standards established by the county congestion management
agency for designated roads or highways?
Less-than-Significant Impact. The City of South San Francisco has established the minimally acceptable LOS
standard to strive to maintain LOS D or better on arterial and collector streets, at all intersections, and on
principal arterials in the CMP during peak hours. In addition, it states that an LOS of E or F are acceptable after
finding that there is no practical and feasible way to mitigate the lower level of service and the uses resulting
in the lower level of service are of clear, overall public benefit.
The Westborough Boulevard/Skyline Boulevard intersection is located on State Route 35, Skyline Boulevard,
which is a facility in the County’s Management Program (CMP); however, the intersection is not one of the 16
intersections in the CMP. Based on the CMP, that segment of Skyline Boulevard has an LOS standard of E, but
the intersection must maintain the LOS Standard set forth by the City of South San Francisco which is LOS D.
Based on the counts collected during the morning and evening peak hours on January 12, 2016, each of the
study intersections are operating at an acceptable set forth by the City. Upon the addition of the project
generation trips to the existing network, the intersections would continue to operate at their existing LOS.
c. Result in a change in air traffic patterns, including either an increase in traffic levels or a change in location that
results in substantial safety risks?
No Impact. The project would not contain any features or characteristics that would result in a change in air
traffic patterns nor would any feature be of sufficient height to affect air traffic.
d. Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections) or
incompatible uses (e.g., farm equipment)?
Ms. Rebecca Auld Page 9 October 11, 2018
Less-than-Significant Impact with Mitigation. Stopping sight distance at the proposed project driveway at
Oakmont Drive is inadequate. To provide adequate sight lines, parking shall be prohibited for at least 60 feet
to the north of the project driveway on the west side of Oakmont Drive, and prohibited to the south of the
project driveway for at least 20 feet on the west side of Oakmont Drive, extending through the pedestrian
curb ramp. With the proposed parking prohibitions on Oakmont Drive, stopping site distances would be
consistent with design safety standards.
e. Result in inadequate emergency access?
Less-than-Significant Impact. For 13 of the units, access would be via an existing, but currently incomplete,
segment of road off Shannon Park Court. For the remaining 9 units, access would be provided via a driveway
on Oakmont Drive. Internally, there would be road connecting these two areas and access points though it
would only serve as an emergency vehicle access road. Emergency vehicles would be able to enter the site
and maneuver in the designated cul-de-sac or turnaround areas or proceed through the site on the
emergency vehicle access road. The project would result in adequate emergency access.
f. Conflict with adopted policies, plans, or programs regarding public transit, bicycle, or pedestrian facilities, or
otherwise decrease the performance or safety of such facilities?
Less-than-Significant Impact. See discussion under (a) above. The proposed project would be adequately
served by pedestrian, bicycle, and transit facilities. The project would not conflict with adopted policies, plans,
or programs regarding alternative modes. While not a significant impact, it is recommended that the on-site
pedestrian facilities be enhanced by incorporating sidewalks on both sides of proposed streets such that the
improvements meet the City’s specifications for public streets.
Conclusions and Recommendations
The proposed project would generate an average of 128 new trips daily, with 10 new trips during the a.m.
peak hour and 11 new trips during the p.m. peak hour.
Upon the addition of project generated trips, all intersections would operate at LOS D or better which is the
lowest acceptable LOS standard as established by the City of San Francisco and C/CAG thresholds of
significance.
The proposed parking supply of 27 driveway spaces and 14 on-street spaces, and a two-car garage for each
unit, would satisfy the City’s requirements as well as the anticipated average parking demand for the site
based ITE’s parking generation rates.
While not a CEQA impact, sidewalks could be constructed on each side of project streets to enhance
pedestrian connections.
The existing bicycle and transit facilities would accommodate the anticipated needs of the proposed project.
Currently, the sight distance at the proposed project driveway on Oakmont Drive is inadequate and would
result in a site hazard. As such, parking to the north of the driveway on the west side of Oakmont Drive shall
be prohibited and the curb painted red for at least 60 feet. To the south, the curb on the west side of Oakmont
Drive shall be painted red so that parking is prohibited for a length of at least 20 feet (through the pedestrian
curb ramp).
475 14th Street, Suite 290 Oakland, CA 94612 510.444.2600 w-trans.com
SANTA ROSA • OAKLAND • SAN JOSE
Memorandum
Date:February 12, 2016 Project:SSF010
To:Nathaniel Taylor
Lamphier-Gregory From:Mark Spencer
mspencer@w-trans.com
Subject:Oakmont Meadows Transportation Assessment
As requested,W-Trans has prepared a transportation assessment in support of an Initial Study/Mitigated
Negative Declaration for the proposed Oakmont Meadows residential development to be located at 3460
Westborough Road in the City of South San Francisco in the County of San Mateo.The analysis focuses
on the project’s traffic impacts based and the potential for increased traffic associated with the additional
19 residential units.The transportation assessment was completed in accordance with the criteria
established by the City of South San Francisco and the City/County Association of Governments of San
Mateo County (C/CAG), and is consistent with standard traffic engineering techniques.
Study Area
The study area consists of the following intersections:
1.Westborough Boulevard and Skyline Boulevard
2.Westborough Boulevard and Oakmont Drive-Callan Boulevard
3.Westborough Boulevard and Gellert Boulevard
4.Oakmont Drive and Shannon Drive
All of the intersections are signalized with the exception of Oakmont Drive/Shannon Drive intersection which
has stop-controlled side-streets.
Intersection turning movement volume counts were obtained January 12, 2016 for all study intersections.
The counts were collected during typical weekday a.m. and p.m. peak periods to evaluate the highest
potential impacts for the proposed project. The morning peak hour occurs between 7:00 and 9:00 a.m. and
reflects conditions during the home to work or school commute, while the p.m. peak hour occurs between
4:00 and 6:00 p.m. and typically reflects the highest level of congestion during the homeward bound
commute.
Pedestrian Facilities
Pedestrian facilities include sidewalks, crosswalks, pedestrian signal phases, curb ramps, curb extensions,
and various streetscape amenities such as lighting, benches, etc. In general there is a network of
sidewalks, crosswalks, pedestrian signals, and curb ramps provide access for pedestrians in the vicinity of
the proposed project site.
Bicycle Facilities
The Highway Design Manual, California Department of Transportation (Caltrans), 2012, classifies bikeways
into three categories:
Mr. Nathaniel Taylor Page 2 February 12, 2016
Class I Multi-Use Path –a completely separated right-of-way for the exclusive use of bicycles and
pedestrians with cross flows of motorized traffic minimized.
Class II Bike Lane –a striped and signed lane for one-way bike travel on a street or highway.
Class III Bike Route –signing only for shared use with motor vehicles within the same travel lane on a
street or highway.
In the project area,there are Class II bike lanes on Westborough Boulevard between Skyline Boulevard-
Sharp Park Road and Galway Drive, as well as on Callan Boulevard north of the project site.There are
class III bike routes on Westborough Boulevard from Galway Drive and east through the study area. There
are also class III bike routes on Oakmont Drive.
Transit Facilities
Currently there are several bus stops within walking distance serviced by SamTrans.Bus stops for routes
122 and 28 are currently on Oakmont Drive adjacent to the proposed project site and routes 121 and 140
are near the Skyline Boulevard/Westborough intersection.
Route 122 connects to the Stonestown Shopping Center and San Francisco State University to the north
and South San Francisco BART station to the South.Additional stops include the Colma BART station,
Seton Medical Center, and King Plaza Shopping Center with options to transfer to other routes along the
routes. On weekdays, the route begins at 5:15 a.m. or 6:00 a.m., depending on the direction of travel, and
ends at 11:10 p.m. with about 30 minute headways.The route operates on a reduced schedule on the
weekends.
Route 28 runs school days to and from South San Francisco High School. The route runs twice in the
morning and evening hours around the high school bell schedule.There is an additional route for early
dismissal on Wednesdays.While the route caters to the high school, it can be used for public use.
Route 121 provides service every day of the week with varying headways, 30 minutes on weekdays and
60 minutes on weekends. The limits of the service are between Lowell Street/Hanover Street intersection
in San Francisco to the north and the Skyline College Transit Center to the south with stops at the Daily
City and Colma BART station.
Route 140 provides service between the SFO AirTrain and the intersection of Manor Drive/Palmetto Avenue
in Pacifica. The route operates every day of the week with varying start and end times, headways ranging
from 30 minutes to an hour, and limited stops.
Collision History
The collision history for the study area was reviewed to determine any trends or patterns that may indicate
a safety issue. Collision rates were calculated based on records available from the California Highway
Patrol as published in their Statewide Integrated Traffic Records System (SWITRS) reports. The most
current five-year period available is July 1, 2009 through June 30, 2014.
As presented in Table 1, the calculated collision rates for the study intersections were compared to average
collision rates for similar facilities statewide, as indicated in 2012 Collision Data on California State
Highways, California Department of Transportation.Generally, the intersections operate below or near the
statewide average for similar facilities.The collision rate calculations are attached.
Mr. Nathaniel Taylor Page 3 February 12, 2016
Table 1 –Collision Rates at the Study Intersections
Study Intersection Number of
Collisions
(2009-2014)
Calculated
Collision Rate
(c/mve)
Statewide
Average
Collision Rate
(c/mve)
1.Westborough Blvd/Skyline Blvd 31 0.39 0.27
2.Westborough Blvd/Oakmont Dr-Callan Blvd 11 0.20 0.27
3.Westborough Blvd/Gellert Blvd 18 0.20 0.27
4.Shannon Dr/Oakmont Dr 0 0.00 0.15
Note:c/mve = collisions per million vehicles entering
Westborough Boulevard and Skyline Boulevard had a calculated collision rate of 0.39 collisions per million
vehicles entering the intersection (c/mve), which is slightly higher than the Statewide Average of 0.27 c/mve.
Of the 31 collisions recorded, more than a third were rear-end collisions and of those, the majority were
due to unsafe speeds or following too closely.This could be mitigated with increased enforcement but is
generally common for congested urban areas.
Capacity Analysis
Levels of Service Methodology
Level of Service (LOS) is used to rank traffic operation on various types of facilities based on traffic volumes
and roadway capacity using a series of letter designations ranging from A to F. Generally, Level of Service
A represents free flow conditions and Level of Service F represents forced flow or breakdown conditions.
A unit of measure that indicates a level of delay generally accompanies the LOS designation.
The study intersections were analyzed using methodologies published in the Highway Capacity Manual
(HCM), Transportation Research Board, 2000. This source contains methodologies for various types of
intersection control, all of which are related to a measurement of delay in average number of seconds per
vehicle.
Traffic Operation Standards
The City of South San Francisco, in General Plan Transportation Policy 4.2.G-9, has established minimally
acceptable LOS standards.
Strive to maintain LOS D or better on arterial and collector streets, at all intersections, and on principal
arterials in the CMP during peak hours.
In addition, it states that an LOS of E or F are acceptable after finding that:
There is no practical and feasible way to mitigate the lower level of service; and
The uses resulting in the lower level of service are of clear, overall public benefit.
Existing Conditions
The Existing Conditions scenario provides an evaluation of current operation based on existing traffic
volumes during the a.m. and p.m. peak periods. This condition does not include project-generated traffic
volumes. Volume data was collected while local schools were in session.
Mr. Nathaniel Taylor Page 4 February 12, 2016
Under existing conditions,each of the study intersections operate acceptably. A summary of the
intersection level of service calculations is contained in Table 2, and copies of the Level of Service
calculations are attached.
Table 2 –Existing Peak Hour Intersection Levels of Service
Study Intersection
Approach
AM Peak PM Peak
Delay LOS Delay LOS
1.Westborough Blvd/Skyline Blvd 28.5 C 30.5 C
2.Westborough Blvd/Oakmont Dr-Callan Blvd 25.0 C 18.4 B
3.Westborough Blvd/Gellart Blvd 42.4 D 27.1 C
4.Shannon Dr/Oakmont Dr 3.7 A 2.6 A
Eastbound Approach 13.2 B 9.8 A
Westbound Approach 9.6 B 9.0 A
Notes:Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches
to two-way stop-controlled intersections are indicated in italics;
Project Description
The proposed infill project would develop 12 single family homes and seven townhomes located on the
southwest corner of the Oakmont Drive-Callan Boulevard/Westborough Boulevard intersection.The project
access would connect to an existing, but currently incomplete, segment of road off of Shannon Park Court.
Trip Generation
The anticipated trip generation for the proposed project was estimated using standard rates published by
the Institute of Transportation Engineers (ITE) in Trip Generation Manual, 9th Edition,2012 for “Single
Family Detached Housing” (ITE LU #210)and “Residential Condominiums/Townhouses” (ITE LU #230).
The proposed project is expected to generate an average of 155 trips per day, including 12 trips during the
a.m. peak hour and 16 during the p.m. peak hour.The expected trip generation potential for the proposed
project is indicated in Table 3.
Table 3 –Trip Generation Summary
Land Use Units Daily AM Peak Hour PM Peak Hour
Rate Trips Rate Trips In Out Rate Trips In Out
Proposed
Single Family Detached
Housing
12 du 9.52 114 0.75 9 2 7 1.00 12 8 4
Condominium/Townhouse 7 du 5.81 41 0.44 3 1 2 0.52 4 2 2
Total 155 12 3 9 16 10 6
Note:du = dwelling unit;
Trip Distribution
The pattern used to allocate new project trips to the street network was determined from the residential
distribution used for the same proposed site, but different proposed project,in the Initial Study and Mitigated
Mr. Nathaniel Taylor Page 5 February 12, 2016
Negative Declaration for Oakmont Vistas/Storage USA South San Francisco (October 1999).The applied
distribution assumptions and resulting trips are shown in Table 4.
Table 4 –Trip Distribution Assumptions
Route Percent
Callan Blvd to/from the North 17%
Oakmont Dr to/from the South 6%
Shannon Dr to/from the East 7%
Sharp Park Rd to/from the West 4%
Skyline Blvd to/from the North 8%
Skyline Blvd to/from the South 10%
Westborough Blvd to/from the East 39%
Gellert Blvd to/from the North 9%
TOTAL 100%
Existing plus Project Conditions
Upon the addition of project-related traffic to the Existing volumes, the study intersections are expected to
continue operating acceptably at the same LOS. These results are summarized in Table 5.Project traffic
volumes are shown in Figure 5.
Table 5 –Existing and Existing plus Project Peak Hour Intersection Levels of Service
Study Intersection
Approach
Existing Conditions Existing plus Project
AM Peak PM Peak AM Peak PM Peak
Delay LOS Delay LOS Delay LOS Delay LOS
1.Westborough Blvd/Skyline Blvd 28.5 C 30.5 C 28.6 C 30.5 C
2.Westborough Blvd/Oakmont
Dr-Callan Blvd 25.0 C 18.4 B 25.1 C 18.5 B
3.Westborough Blvd/Gellart Blvd 42.4 D 27.1 C 42.6 D 27.2 C
4.Shannon Dr/Oakmont Dr 3.7 A 2.6 A 4.0 A 2.8 A
Eastbound Approach 13.2 B 9.8 A 13.5 B 10.2 B
Westbound Approach 9.6 B 9.0 A 9.7 B 9.2 A
Notes:Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches
to two-way stop-controlled intersections are indicated in italics;
Conclusion: Upon the addition of the project trips, the study intersections would continue operating at
acceptable levels of service set forth by the City of South San Francisco and C/CAG.
Alternative Modes
Pedestrian Facilities
In the study area, there are currently continuous sidewalk facilities.The proposed on-site sidewalks would
conform with existing facilities.According to the site plan,there would not be a continuous sidewalk onsite
Mr. Nathaniel Taylor Page 6 February 12, 2016
but at any on location, there would be a sidewalk on at least one side of the street.There would also be a
pedestrian path along the eastern perimeter of the project site starting near where the proposed access
road would conform to existing facilities and ending on Oakmont Drive between the proposed townhomes
and the existing residences.
Per municipal code, 19.20.010, for minor street in a residential subdivision, a sidewalk is required on each
side of the right of way. Additionally,the 4.3-G-2 guiding policy encourages providing safe and direct
pedestrian routes and bikeways between and through residential neighborhoods, and to transit centers.
Recommendations:A continuous pedestrian network should be provided with sidewalks on both sides of
Shannon Place,to meet City Standards in addition to promoting alternative modes through safe and direct
pedestrian routes to the alternative modes available on Oakmont Drive adjacent to the site.
Bicycle Facilities
According to the proposed site plan, there are no proposed bicycle facilities or modification to the existing
facilities. Residents would be expected to use their personal garage for bicycle parking.
Conclusion: The existing bicycle facilities and proposed individual garages would adequately serve the
residents of the site.
Transit Facilities
There are several bus stops within walking distance to the project site. It is reasonable to assume that
residents of the proposed project would use public transportation.The General Plan’s guiding policy, 4.4-
G-1, states that local and regional public transit serving South San Francisco should be promoted. The
proposed project is located adjacent to an existing bus stop.According to the site plan, a pedestrian path
leaving the site is proposed within 100 feet of the bus stops.T
Conclusion:The proposed project site should be adequately served by the existing transit facilities.
Parking Requirements
Per the South San Francisco Municipal Code 20.330.004,the townhomes and single family dwelling would
each require two spaces with at least one of the spaces covered.Per the site plan, each of the units would
be provided with a two-car garage.Additionally, 19 parking would be provided along Shannon Place.If
each residence only parked one car in the garage, the proposed parking supply along Shannon Place would
accommodate the other vehicle.The proposed parking supply adequately meets the City Municipal Code.
For a comparison, the anticipated parking demand was estimated using standard rates published by ITE in
Parking Generation, 4th Edition, 2010. The parking demand for the proposed project was estimated using
the published standard rates for Residential Townhouse (ITE LU#230)and Single-Family Detached
Housing (ITE LU#210), both of which estimate demand based on the number of dwelling units.Based on
the parking generation rates, the average parking demand would be 32 parking stalls which would be
accommodated with the proposed two car garages and the 19 parking stalls along Shannon Place.
Conclusion: The proposed parking supply would adequately serve the site’s residential uses.
CEQA Initial Checklist: Project Impacts
a.Conflict with an applicable plan, ordinance or policy establishing measures of effectiveness for the
performance of the circulation system, taking into account all modes of transportation including mass
transit and non-motorized travel and relevant components of the circulation system, including but not
Mr. Nathaniel Taylor Page 7 February 12, 2016
limited to intersections, streets, highways and freeways, pedestrian and bicycle paths, and mass
transit?
The following discussion addresses project impacts on pedestrian and bicycle facilities and transit.
Impacts on intersections are addressed under (b) below.
Impact on Pedestrian Facilities
Less-than-Significant Impact with Mitigation.It is reasonable to assume that residents would want
to walk to the adjacent street network.Per South San Francisco Municipal Code, 19.20.010, sidewalks
are required on both sides of a minor street’s right of way. Additionally, the 4.3-G-2 guiding policy from
the City’s General Plan states that safe and direct pedestrian routes and bikeways between and through
residential neighborhoods, and to transit centers should be encourage.
With the proposed recommendation to design for sidewalks on both sides of the street, the residents
would be adequately served and adhere to the City’s guiding policy.
Impact on Bicycle Facilities
No Impact. There are existing dedicated Class II bicycle lanes along the northern project frontage and
Class III bicycle route on the west side of the project frontage on Oakmont Drive. Bicycle trips
generated by the project would be adequately served by these existing facilities.
Impact on Transit
No Impact. The proposed project would adequately be served by the existing facilities as well as
adhering to the General Plan’s Guiding Policy that alternative modes should be encouraged. The
proposed site plan has a pedestrian path to and from the site to Oakmont Drive in close proximity to an
existing SamTrans bus stop.
b.Conflict with an applicable congestion management program, including, but not limited to level of
service standards and travel demand measures, or other standards established by the county
congestion management agency for designated roads or highways?
Less-than-Significant Impact.The City of South San Francisco has established the minimally
acceptable LOS standard to strive to maintain LOS D or better on arterial and collector streets, at all
intersections, and on principal arterials in the CMP during peak hours.In addition, it states that an LOS
of E or F are acceptable after finding that there is no practical and feasible way to mitigate the lower
level of service and the uses resulting in the lower level of service are of clear, overall public benefit.
The Westborough Boulevard/Skyline Boulevard intersection is located on State Route 35, Skyline
Boulevard, which is a facility in the County’s Management Program (CMP); however, the intersection
is not one of the 16 intersections in the CMP.Based on the CMP,that segment of Skyline Boulevard
has an LOS standard of E but the intersection must maintain the LOS Standard set forth by the City of
South San Francisco which is LOS D.
Based on the counts collected during the morning and evening peak hours on January 12, 2016, each
of the study intersections are operating at an acceptable set forth by the City. Upon the addition of the
project generation trips to the existing network, the intersections would continue to operate at their
existing LOS.
c.Result in a change in air traffic patterns, including either an increase in traffic levels or a change in
location that results in substantial safety risks?
Mr. Nathaniel Taylor Page 8 February 12, 2016
No Impact. The project would not contain any features or characteristics that would result in a change
in air traffic patterns nor would any feature be of sufficient height to affect air traffic.
d.Substantially increase hazards due to a design feature (e.g., sharp curves or dangerous intersections)
or incompatible uses (e.g., farm equipment)?
Less-than-Significant Impact. The design of the project would be required to meet all local design
and construction standards, and as such, would not substantially increase hazards due to a design
feature.The proposed project would have one ingress and one egress with a designated turnaround
located on the north end of the site. The proposed point of ingress and egress would conform to an
existing leg of the Shannon Drive/ Shannon Court intersection.Per City standards, once the intersection
is completed, adequate signage should be installed to promote safety.
e.Result in inadequate emergency access?
Less-than-Significant Impact.The proposed project would have one access road for all ingress and
egress.Emergency vehicles would be able to enter the site and maneuver in the designated turnaround
area located at the north end of the site near the townhomes to turn around and exit the site. The site’s
road, which is designed to meet City standards, would be of adequate width,and the turnaround would
be of adequate size.
f.Conflict with adopted policies, plans, or programs regarding public transit, bicycle, or pedestrian
facilities,or otherwise decrease the performance or safety of such facilities?
Less-than-Significant Impact with Mitigation. See discussion under (a) above. The proposed project
would be adequately served by existing bicycle and transit facilities.It is recommended that the on-
site pedestrian facilities be improved by incorporating sidewalks on both sides of Shannon Place such
that the improvements meet the City’s specifications.This recommendation would also ensure
consistency with General Plan Policy regarding pedestrian pathways. With this mitigation measure, the
project would not conflict with adopted policies, plans, or programs regarding alternative modes.
Conclusions and Recommendations
The proposed project would generate an average of 155 new trips daily,with 12 new trips during the
a.m. peak hour and 16 new trips during the p.m. peak hour.
Upon the addition of project generated trips, all intersections would operate at LOS D or better which
is the lowest acceptable LOS standard as established by the City of San Francisco and C/CAG
thresholds of significance.
The proposed parking supply of 19 parking spaces and a two-car garage for each unit adheres to the
City’s requirements as well as the anticipated average parking demand for the site based ITE’s parking
generation rates.
Sidewalks should be constructed on each of Shannon Place to provide a continuous pedestrian
connection.
The proposed project would be accommodated by the existing bicycle and transit facilities.
MES/bkb/SSF010.M1
Mr. Nathaniel Taylor Page 9 February 12, 2016
Attachments:
Collision Rate Calculations
LOS Calculations
Date of Count:
Number of Collisions: 31
Number of Injuries: 13
Number of Fatalities: 0
ADT: 44100
Start Date:
End Date:
Number of Years: 5
Intersection Type: Four-Legged
Control Type: Signals
Area: Urban
31 x
44,100 x x 5
Study Intersection 0.39 c/mve
Statewide Average* 0.27 c/mve
c/mve = collisions per million vehicles entering intersection
* 2012 Collision Data on California State Highways, Caltrans
Date of Count:
Number of Collisions: 11
Number of Injuries: 9
Number of Fatalities: 0
ADT: 29600
Start Date:
End Date:
Number of Years: 5
Intersection Type: Four-Legged
Control Type: Signals
Area: Urban
11 x
29,600 x x 5
Study Intersection 0.20 c/mve
Statewide Average* 0.27 c/mve
c/mve = collisions per million vehicles entering intersection
* 2012 Collision Data on California State Highways, Caltrans
Oakmont Meadows
Tuesday, January 12, 2016
Tuesday, January 12, 2016
41.9%
collision rate = 365
Number of Collisions x 1 Million
collision rate =
1,000,000
Westborough Boulevard & Oakmont Drive-Callan
Boulevard
41.9%
ADT = average daily total vehicles entering intersection
July 1, 2009
365
Intersection #
Fatality Rate Injury Rate
ADT x 365 Days per Year x Number of Years
0.0%
collision rate =
ADT = average daily total vehicles entering intersection
0.4%
81.8%
Collision Rate
Intersection Collision Rate Calculations
July 1, 2009
June 30, 2014
Intersection #Westborough Boulevard-Sharp Park Road & Skyline
Boulevard1:
2:
June 30, 2014
Number of Collisions x 1 Million
0.4%
collision rate = ADT x 365 Days per Year x Number of Years
41.9%
1,000,000
Fatality Rate
0.0%
Collision Rate Injury Rate
Whitlock & Weinberger Transportation, Inc.
2/11/2016
Page 1 of 10
Date of Count:
Number of Collisions: 18
Number of Injuries: 11
Number of Fatalities: 0
ADT: 48700
Start Date:
End Date:
Number of Years: 5
Intersection Type: Four-Legged
Control Type: Signals
Area: Urban
18 x
48,700 x x 5
Study Intersection 0.20 c/mve
Statewide Average* 0.27 c/mve
c/mve = collisions per million vehicles entering intersection
* 2012 Collision Data on California State Highways, Caltrans
Date of Count:
Number of Collisions: 0
Number of Injuries: 0
Number of Fatalities: 0
ADT: 4300
Start Date:
End Date:
Number of Years: 5
Intersection Type: Four-Legged
Control Type: Stop & Yield Controls
Area: Urban
0x
4,300 x x 5
Study Intersection 0.00 c/mve
Statewide Average* 0.15 c/mve
c/mve = collisions per million vehicles entering intersection
* 2012 Collision Data on California State Highways, Caltrans
Tuesday, January 12, 2016
Shannon Drive & Oakmont Drive
ADT = average daily total vehicles entering intersection
0.4% 41.9%
0.0%
Number of Collisions x 1 Million
1.0%
collision rate =
ADT = average daily total vehicles entering intersection
0.0% 0.0%
1,000,000
365
ADT x 365 Days per Year x Number of Years
collision rate =
Collision Rate
3: Westborough Boulevard & Gellart Boulevard
collision rate = 1,000,000
Number of Collisions x 1 Million
June 30, 2014
Tuesday, January 12, 2016
61.1%
4:
Injury Rate
June 30, 2014
Intersection Collision Rate Calculaions
Intersection #
Fatality Rate
365
Collision Rate
Oakmont Meadows
July 1, 2009
41.9%
Fatality Rate Injury Rate
July 1, 2009
collision rate =
Intersection #
ADT x 365 Days per Year x Number of Years
Whitlock & Weinberger Transportation, Inc.
2/11/2016
Page 2 of 10
AM Existing Mon Feb 8, 2016 18:20:08 Page 2-1 -------------------------------------------------------------------------------- AM Peak Hour - Existing Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Base Volume Alternative) ******************************************************************************** Intersection #1 Westborough Boulevard/Skyline Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.645 Loss Time (sec): 0 Average Delay (sec/veh): 28.5 Optimal Cycle: 64 Level Of Service: C ******************************************************************************** Street Name: Skyline Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 2 0 1 1 0 1 0 1 1 0 1 0 1 1 1 1 0 1 1 0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 7:15 - 8:15 Base Vol: 166 337 72 227 764 58 147 641 745 103 175 90 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 166 337 72 227 764 58 147 641 745 103 175 90 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 175 355 76 239 804 61 155 675 784 108 184 95 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 175 355 76 239 804 61 155 675 784 108 184 95 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 175 355 76 239 804 61 155 675 784 108 184 95 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.92 0.93 0.93 0.95 0.94 0.94 0.95 0.87 0.87 0.95 0.90 0.90 Lanes: 2.00 1.65 0.35 1.00 1.86 0.14 1.00 1.39 1.61 1.00 1.32 0.68 Final Sat.: 3502 2897 619 1805 3318 252 1805 2301 2675 1805 2262 1164 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.05 0.12 0.12 0.13 0.24 0.24 0.09 0.29 0.29 0.06 0.08 0.08 Crit Moves: **** **** **** **** Green/Cycle: 0.08 0.22 0.22 0.24 0.38 0.38 0.28 0.45 0.45 0.09 0.27 0.27 Volume/Cap: 0.65 0.56 0.56 0.56 0.65 0.65 0.31 0.65 0.65 0.65 0.31 0.31 Delay/Veh: 50.1 35.8 35.8 35.4 26.8 26.8 28.6 21.7 21.7 52.1 29.5 29.5 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 50.1 35.8 35.8 35.4 26.8 26.8 28.6 21.7 21.7 52.1 29.5 29.5 LOS by Move: D D D D C C C C C D C C HCM2k95thQ: 8 13 13 13 22 22 8 23 23 7 7 7 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA PM Existing Mon Feb 8, 2016 18:20:10 Page 2-1 -------------------------------------------------------------------------------- PM Peak Hour - Existing Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Base Volume Alternative) ******************************************************************************** Intersection #1 Westborough Boulevard/Skyline Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.581 Loss Time (sec): 0 Average Delay (sec/veh): 30.5 Optimal Cycle: 54 Level Of Service: C ******************************************************************************** Street Name: Skyline Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 2 0 1 1 0 1 0 1 1 0 1 0 1 1 1 1 0 1 1 0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 4:45-5:45 Base Vol: 647 701 140 147 430 72 113 248 237 189 393 167 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 647 701 140 147 430 72 113 248 237 189 393 167 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 681 738 147 155 453 76 119 261 249 199 414 176 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 681 738 147 155 453 76 119 261 249 199 414 176 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 681 738 147 155 453 76 119 261 249 199 414 176 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.92 0.93 0.93 0.95 0.93 0.93 0.95 0.88 0.88 0.95 0.91 0.91 Lanes: 2.00 1.67 0.33 1.00 1.71 0.29 1.00 1.53 1.47 1.00 1.40 0.60 Final Sat.: 3502 2934 586 1805 3027 507 1805 2567 2453 1805 2419 1028 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.19 0.25 0.25 0.09 0.15 0.15 0.07 0.10 0.10 0.11 0.17 0.17 Crit Moves: **** **** **** **** Green/Cycle: 0.33 0.44 0.44 0.15 0.26 0.26 0.11 0.20 0.20 0.21 0.29 0.29 Volume/Cap: 0.58 0.57 0.57 0.57 0.58 0.58 0.58 0.52 0.52 0.52 0.58 0.58 Delay/Veh: 28.2 21.3 21.3 42.3 33.4 33.4 46.2 36.5 36.5 36.2 30.9 30.9 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 28.2 21.3 21.3 42.3 33.4 33.4 46.2 36.5 36.5 36.2 30.9 30.9 LOS by Move: C C C D C C D D D D C C HCM2k95thQ: 17 20 20 10 15 15 9 11 11 10 15 15 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA
AM Existing Mon Feb 8, 2016 18:20:08 Page 3-1 -------------------------------------------------------------------------------- AM Peak Hour - Existing Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Base Volume Alternative) ******************************************************************************** Intersection #2 Westborough Boulevard/Oakmont Drive-Callan Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.699 Loss Time (sec): 0 Average Delay (sec/veh): 25.0 Optimal Cycle: 62 Level Of Service: C ******************************************************************************** Street Name: Oakmont Drive-Callan Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Permitted Permitted Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 0 1 0 0 1 1 0 1 0 1 1 0 2 0 1 1 0 2 0 1 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 7:30-8:30 Base Vol: 35 79 55 345 113 72 50 821 26 179 302 294 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 35 79 55 345 113 72 50 821 26 179 302 294 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 PHF Volume: 39 89 62 388 127 81 56 922 29 201 339 330 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 39 89 62 388 127 81 56 922 29 201 339 330 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 39 89 62 388 127 81 56 922 29 201 339 330 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.90 0.90 0.85 0.61 1.00 0.85 0.95 0.95 0.85 0.95 0.95 0.85 Lanes: 0.31 0.69 1.00 1.00 1.00 1.00 1.00 2.00 1.00 1.00 2.00 1.00 Final Sat.: 526 1186 1615 1167 1900 1615 1805 3610 1615 1805 3610 1615 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.07 0.07 0.04 0.33 0.07 0.05 0.03 0.26 0.02 0.11 0.09 0.20 Crit Moves: **** **** **** Green/Cycle: 0.48 0.48 0.48 0.48 0.48 0.48 0.07 0.37 0.37 0.16 0.46 0.46 Volume/Cap: 0.16 0.16 0.08 0.70 0.14 0.11 0.45 0.70 0.05 0.70 0.21 0.45 Delay/Veh: 15.0 15.0 14.4 24.6 14.8 14.6 47.3 28.7 20.5 47.2 16.4 19.1 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 15.0 15.0 14.4 24.6 14.8 14.6 47.3 28.7 20.5 47.2 16.4 19.1 LOS by Move: B B B C B B D C C D B B HCM2k95thQ: 4 4 2 19 4 3 3 22 1 14 6 13 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA PM Existing Mon Feb 8, 2016 18:20:10 Page 3-1 -------------------------------------------------------------------------------- PM Peak Hour - Existing Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Base Volume Alternative) ******************************************************************************** Intersection #2 Westborough Boulevard/Oakmont Drive-Callan Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.394 Loss Time (sec): 0 Average Delay (sec/veh): 18.4 Optimal Cycle: 31 Level Of Service: B ******************************************************************************** Street Name: Oakmont Drive-Callan Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Permitted Permitted Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 0 1 0 0 1 1 0 1 0 1 1 0 2 0 1 1 0 2 0 1 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 4:45-5:45 Base Vol: 38 50 22 149 47 34 112 402 31 45 670 275 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 38 50 22 149 47 34 112 402 31 45 670 275 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 40 53 23 157 49 36 118 423 33 47 705 289 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 40 53 23 157 49 36 118 423 33 47 705 289 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 40 53 23 157 49 36 118 423 33 47 705 289 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.89 0.89 0.85 0.62 1.00 0.85 0.95 0.95 0.85 0.95 0.95 0.85 Lanes: 0.43 0.57 1.00 1.00 1.00 1.00 1.00 2.00 1.00 1.00 2.00 1.00 Final Sat.: 729 959 1615 1178 1900 1615 1805 3610 1615 1805 3610 1615 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.05 0.05 0.01 0.13 0.03 0.02 0.07 0.12 0.02 0.03 0.20 0.18 Crit Moves: **** **** **** Green/Cycle: 0.34 0.34 0.34 0.34 0.34 0.34 0.17 0.54 0.54 0.12 0.50 0.50 Volume/Cap: 0.16 0.16 0.04 0.39 0.08 0.07 0.39 0.22 0.04 0.22 0.39 0.36 Delay/Veh: 23.3 23.3 22.3 25.9 22.5 22.5 38.1 12.0 10.8 40.2 15.9 15.7 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 23.3 23.3 22.3 25.9 22.5 22.5 38.1 12.0 10.8 40.2 15.9 15.7 LOS by Move: C C C C C C D B B D B B HCM2k95thQ: 4 4 1 8 2 2 6 7 1 3 14 11 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA
AM Existing Mon Feb 8, 2016 18:20:08 Page 4-1 -------------------------------------------------------------------------------- AM Peak Hour - Existing Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Base Volume Alternative) ******************************************************************************** Intersection #3 Westborough Boulevard/Gellert Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.956 Loss Time (sec): 0 Average Delay (sec/veh): 42.4 Optimal Cycle: 180 Level Of Service: D ******************************************************************************** Street Name: Gellert Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 1 0 1 0 1 1 1 1 0 1 1 0 2 0 1 1 0 3 0 1 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 7:30-8:30 Base Vol: 56 46 362 557 57 130 119 1604 29 124 650 161 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 56 46 362 557 57 130 119 1604 29 124 650 161 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 PHF Volume: 60 49 385 593 61 138 127 1706 31 132 691 171 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 60 49 385 593 61 138 127 1706 31 132 691 171 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 60 49 385 593 61 138 127 1706 31 132 691 171 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 1.00 0.85 0.91 0.91 0.85 0.95 0.95 0.85 0.95 0.91 0.85 Lanes: 1.00 1.00 1.00 2.00 1.00 1.00 1.00 2.00 1.00 1.00 3.00 1.00 Final Sat.: 1805 1900 1615 3455 1727 1615 1805 3610 1615 1805 5187 1615 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.03 0.03 0.24 0.17 0.04 0.09 0.07 0.47 0.02 0.07 0.13 0.11 Crit Moves: **** **** **** **** Green/Cycle: 0.12 0.25 0.25 0.18 0.31 0.31 0.20 0.49 0.49 0.08 0.37 0.37 Volume/Cap: 0.28 0.10 0.96 0.96 0.11 0.28 0.36 0.96 0.04 0.96 0.36 0.28 Delay/Veh: 40.8 29.0 70.4 64.6 24.7 26.4 35.3 36.7 13.0 108.9 22.7 22.2 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 40.8 29.0 70.4 64.6 24.7 26.4 35.3 36.7 13.0 108.9 22.7 22.2 LOS by Move: D C E E C C D D B F C C HCM2k95thQ: 4 2 29 25 3 7 7 52 1 14 11 7 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA PM Existing Mon Feb 8, 2016 18:20:10 Page 4-1 -------------------------------------------------------------------------------- PM Peak Hour - Existing Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Base Volume Alternative) ******************************************************************************** Intersection #3 Westborough Boulevard/Gellert Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.637 Loss Time (sec): 0 Average Delay (sec/veh): 27.1 Optimal Cycle: 63 Level Of Service: C ******************************************************************************** Street Name: Gellert Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 1 0 1 0 1 1 1 1 0 1 1 0 2 0 1 1 0 3 0 1 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 5:00-6:00 Base Vol: 41 79 169 437 81 218 168 615 13 203 1295 444 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 41 79 169 437 81 218 168 615 13 203 1295 444 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 PHF Volume: 44 84 180 465 86 232 179 654 14 216 1378 472 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 44 84 180 465 86 232 179 654 14 216 1378 472 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 44 84 180 465 86 232 179 654 14 216 1378 472 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 1.00 0.85 0.91 0.91 0.85 0.95 0.95 0.85 0.95 0.91 0.85 Lanes: 1.00 1.00 1.00 2.00 1.00 1.00 1.00 2.00 1.00 1.00 3.00 1.00 Final Sat.: 1805 1900 1615 3466 1733 1615 1805 3610 1615 1805 5187 1615 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.02 0.04 0.11 0.13 0.05 0.14 0.10 0.18 0.01 0.12 0.27 0.29 Crit Moves: **** **** **** **** Green/Cycle: 0.06 0.17 0.17 0.21 0.33 0.33 0.16 0.37 0.37 0.24 0.46 0.46 Volume/Cap: 0.44 0.25 0.64 0.64 0.15 0.44 0.64 0.49 0.02 0.49 0.58 0.64 Delay/Veh: 48.7 36.0 43.1 37.6 23.6 26.8 44.4 24.5 20.0 33.3 20.3 22.5 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 48.7 36.0 43.1 37.6 23.6 26.8 44.4 24.5 20.0 33.3 20.3 22.5 LOS by Move: D D D D C C D C C C C C HCM2k95thQ: 4 5 12 15 4 11 12 16 1 12 21 21 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA
AM Existing Mon Feb 8, 2016 18:20:08 Page 5-1 -------------------------------------------------------------------------------- AM Peak Hour - Existing Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Unsignalized Method (Base Volume Alternative) ******************************************************************************** Intersection #4 Shannon Drive/Oakmont Drive ******************************************************************************** Average Delay (sec/veh): 3.7 Worst Case Level Of Service: B[ 13.2] ******************************************************************************** Street Name: Oakmont Drive Shannon Drive Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 7:45-8:45 Base Vol: 2 84 5 50 110 9 13 4 2 4 1 59 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 2 84 5 50 110 9 13 4 2 4 1 59 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.69 0.69 0.69 0.69 0.69 0.69 0.69 0.69 0.69 0.69 0.69 0.69 PHF Volume: 3 122 7 72 159 13 19 6 3 6 1 86 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 FinalVolume: 3 122 7 72 159 13 19 6 3 6 1 86 ------------|---------------||---------------||---------------||---------------| Critical Gap Module: Critical Gp: 4.1 xxxx xxxxx 4.1 xxxx xxxxx 7.1 6.5 6.2 7.1 6.5 6.2 FollowUpTim: 2.2 xxxx xxxxx 2.2 xxxx xxxxx 3.5 4.0 3.3 3.5 4.0 3.3 ------------|---------------||---------------||---------------||---------------| Capacity Module: Cnflict Vol: 172 xxxx xxxxx 129 xxxx xxxxx 486 446 166 446 449 125 Potent Cap.: 1417 xxxx xxxxx 1469 xxxx xxxxx 495 510 884 526 508 931 Move Cap.: 1417 xxxx xxxxx 1469 xxxx xxxxx 430 483 884 498 481 931 Volume/Cap: 0.00 xxxx xxxx 0.05 xxxx xxxx 0.04 0.01 0.00 0.01 0.00 0.09 ------------|---------------||---------------||---------------||---------------| Level Of Service Module: 2Way95thQ: 0.0 xxxx xxxxx 0.2 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 7.5 xxxx xxxxx 7.6 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * A * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 466 xxxxx xxxx 871 xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.2 xxxxx xxxxx 0.4 xxxxx Shrd ConDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 13.2 xxxxx xxxxx 9.6 xxxxx Shared LOS: * * * * * * * B * * A * ApproachDel: xxxxxx xxxxxx 13.2 9.6 ApproachLOS: * * B A ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA PM Existing Mon Feb 8, 2016 18:20:10 Page 5-1 -------------------------------------------------------------------------------- PM Peak Hour - Existing Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Unsignalized Method (Base Volume Alternative) ******************************************************************************** Intersection #4 Shannon Drive/Oakmont Drive ******************************************************************************** Average Delay (sec/veh): 2.6 Worst Case Level Of Service: A[ 9.8] ******************************************************************************** Street Name: Oakmont Drive Shannon Drive Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 5:00-6:00 Base Vol: 2 68 1 24 57 12 3 1 2 2 2 27 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 2 68 1 24 57 12 3 1 2 2 2 27 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 PHF Volume: 2 83 1 29 70 15 4 1 2 2 2 33 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 FinalVolume: 2 83 1 29 70 15 4 1 2 2 2 33 ------------|---------------||---------------||---------------||---------------| Critical Gap Module: Critical Gp: 4.1 xxxx xxxxx 4.1 xxxx xxxxx 7.1 6.5 6.2 7.1 6.5 6.2 FollowUpTim: 2.2 xxxx xxxxx 2.2 xxxx xxxxx 3.5 4.0 3.3 3.5 4.0 3.3 ------------|---------------||---------------||---------------||---------------| Capacity Module: Cnflict Vol: 84 xxxx xxxxx 84 xxxx xxxxx 241 224 77 226 231 84 Potent Cap.: 1525 xxxx xxxxx 1525 xxxx xxxxx 717 678 990 734 672 981 Move Cap.: 1525 xxxx xxxxx 1525 xxxx xxxxx 680 664 990 720 658 981 Volume/Cap: 0.00 xxxx xxxx 0.02 xxxx xxxx 0.01 0.00 0.00 0.00 0.00 0.03 ------------|---------------||---------------||---------------||---------------| Level Of Service Module: 2Way95thQ: 0.0 xxxx xxxxx 0.1 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 7.4 xxxx xxxxx 7.4 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * A * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 756 xxxxx xxxx 930 xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.0 xxxxx xxxxx 0.1 xxxxx Shrd ConDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 9.8 xxxxx xxxxx 9.0 xxxxx Shared LOS: * * * * * * * A * * A * ApproachDel: xxxxxx xxxxxx 9.8 9.0 ApproachLOS: * * A A ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA
AM Existing plus Project Mon Feb 8, 2016 18:20:12 Page 2-1 -------------------------------------------------------------------------------- AM Peak Hour - Existing plus Project Conditions -------------------------------------------------------------------------------- Trip Generation Report Forecast for am Zone Rate Rate Trips Trips Total % Of # Subzone Amount Units In Out In Out Trips Total ---- ------------ ------- -------------- ------ ------ ----- ----- ----- ----- 1 Oakmont Mead 1.00 Residential 3.00 9.00 3 9 12 100.0 Zone 1 Subtotal ............................. 3 9 12 100.0 -------------------------------------------------------------------------------- TOTAL .................................................. 3 9 12 100.0 Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA PM Existing plus Project Mon Feb 8, 2016 18:20:16 Page 2-1 -------------------------------------------------------------------------------- PM Peak Hour - Existing plus Project Conditions -------------------------------------------------------------------------------- Trip Generation Report Forecast for pm Zone Rate Rate Trips Trips Total % Of # Subzone Amount Units In Out In Out Trips Total ---- ------------ ------- -------------- ------ ------ ----- ----- ----- ----- 1 Oakmont Mead 1.00 Residential 10.00 6.00 10 6 16 100.0 Zone 1 Subtotal ............................. 10 6 16 100.0 -------------------------------------------------------------------------------- TOTAL .................................................. 10 6 16 100.0 Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA
AM Existing plus Project Mon Feb 8, 2016 18:20:13 Page 3-1 -------------------------------------------------------------------------------- AM Peak Hour - Existing plus Project Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** Intersection #1 Westborough Boulevard/Skyline Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.646 Loss Time (sec): 0 Average Delay (sec/veh): 28.6 Optimal Cycle: 64 Level Of Service: C ******************************************************************************** Street Name: Skyline Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 2 0 1 1 0 1 0 1 1 0 1 0 1 1 1 1 0 1 1 0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 7:15 - 8:15 Base Vol: 166 337 72 227 764 58 147 641 745 103 175 90 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 166 337 72 227 764 58 147 641 745 103 175 90 Added Vol: 0 0 0 0 0 0 0 0 0 1 0 1 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 166 337 72 227 764 58 147 641 745 104 175 91 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 175 355 76 239 804 61 155 675 784 109 184 96 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 175 355 76 239 804 61 155 675 784 109 184 96 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 175 355 76 239 804 61 155 675 784 109 184 96 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.92 0.93 0.93 0.95 0.94 0.94 0.95 0.87 0.87 0.95 0.90 0.90 Lanes: 2.00 1.65 0.35 1.00 1.86 0.14 1.00 1.39 1.61 1.00 1.32 0.68 Final Sat.: 3502 2897 619 1805 3318 252 1805 2301 2675 1805 2254 1172 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.05 0.12 0.12 0.13 0.24 0.24 0.09 0.29 0.29 0.06 0.08 0.08 Crit Moves: **** **** **** **** Green/Cycle: 0.08 0.22 0.22 0.23 0.38 0.38 0.28 0.45 0.45 0.09 0.27 0.27 Volume/Cap: 0.65 0.56 0.56 0.56 0.65 0.65 0.31 0.65 0.65 0.65 0.31 0.31 Delay/Veh: 50.1 35.9 35.9 35.5 26.9 26.9 28.7 21.8 21.8 52.1 29.4 29.4 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 50.1 35.9 35.9 35.5 26.9 26.9 28.7 21.8 21.8 52.1 29.4 29.4 LOS by Move: D D D D C C C C C D C C HCM2k95thQ: 8 13 13 13 22 22 8 23 23 7 7 7 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA PM Existing plus Project Mon Feb 8, 2016 18:20:17 Page 3-1 -------------------------------------------------------------------------------- PM Peak Hour - Existing plus Project Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** Intersection #1 Westborough Boulevard/Skyline Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.581 Loss Time (sec): 0 Average Delay (sec/veh): 30.5 Optimal Cycle: 54 Level Of Service: C ******************************************************************************** Street Name: Skyline Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 2 0 1 1 0 1 0 1 1 0 1 0 1 1 1 1 0 1 1 0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 4:45-5:45 Base Vol: 647 701 140 147 430 72 113 248 237 189 393 167 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 647 701 140 147 430 72 113 248 237 189 393 167 Added Vol: 0 0 1 1 0 0 0 0 0 1 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 647 701 141 148 430 72 113 248 237 190 393 167 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 681 738 148 156 453 76 119 261 249 200 414 176 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 681 738 148 156 453 76 119 261 249 200 414 176 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 681 738 148 156 453 76 119 261 249 200 414 176 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.92 0.93 0.93 0.95 0.93 0.93 0.95 0.88 0.88 0.95 0.91 0.91 Lanes: 2.00 1.67 0.33 1.00 1.71 0.29 1.00 1.53 1.47 1.00 1.40 0.60 Final Sat.: 3502 2930 589 1805 3027 507 1805 2567 2453 1805 2419 1028 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.19 0.25 0.25 0.09 0.15 0.15 0.07 0.10 0.10 0.11 0.17 0.17 Crit Moves: **** **** **** **** Green/Cycle: 0.33 0.44 0.44 0.15 0.26 0.26 0.11 0.20 0.20 0.21 0.29 0.29 Volume/Cap: 0.58 0.57 0.57 0.57 0.58 0.58 0.58 0.52 0.52 0.52 0.58 0.58 Delay/Veh: 28.2 21.4 21.4 42.3 33.4 33.4 46.2 36.6 36.6 36.1 30.9 30.9 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 28.2 21.4 21.4 42.3 33.4 33.4 46.2 36.6 36.6 36.1 30.9 30.9 LOS by Move: C C C D C C D D D D C C HCM2k95thQ: 17 20 20 10 15 15 9 11 11 10 15 15 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA
AM Existing plus Project Mon Feb 8, 2016 18:20:13 Page 4-1 -------------------------------------------------------------------------------- AM Peak Hour - Existing plus Project Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** Intersection #2 Westborough Boulevard/Oakmont Drive-Callan Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.703 Loss Time (sec): 0 Average Delay (sec/veh): 25.1 Optimal Cycle: 63 Level Of Service: C ******************************************************************************** Street Name: Oakmont Drive-Callan Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Permitted Permitted Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 0 1 0 0 1 1 0 1 0 1 1 0 2 0 1 1 0 2 0 1 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 7:30-8:30 Base Vol: 35 79 55 345 113 72 50 821 26 179 302 294 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 35 79 55 345 113 72 50 821 26 179 302 294 Added Vol: 2 2 3 0 1 0 0 0 1 1 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 37 81 58 345 114 72 50 821 27 180 302 294 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 PHF Volume: 42 91 65 388 128 81 56 922 30 202 339 330 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 42 91 65 388 128 81 56 922 30 202 339 330 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 42 91 65 388 128 81 56 922 30 202 339 330 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.90 0.90 0.85 0.61 1.00 0.85 0.95 0.95 0.85 0.95 0.95 0.85 Lanes: 0.31 0.69 1.00 1.00 1.00 1.00 1.00 2.00 1.00 1.00 2.00 1.00 Final Sat.: 535 1171 1615 1157 1900 1615 1805 3610 1615 1805 3610 1615 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.08 0.08 0.04 0.34 0.07 0.05 0.03 0.26 0.02 0.11 0.09 0.20 Crit Moves: **** **** **** Green/Cycle: 0.48 0.48 0.48 0.48 0.48 0.48 0.07 0.36 0.36 0.16 0.45 0.45 Volume/Cap: 0.16 0.16 0.08 0.70 0.14 0.11 0.45 0.70 0.05 0.70 0.21 0.45 Delay/Veh: 14.9 14.9 14.3 24.6 14.7 14.5 47.3 28.9 20.7 47.4 16.5 19.2 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 14.9 14.9 14.3 24.6 14.7 14.5 47.3 28.9 20.7 47.4 16.5 19.2 LOS by Move: B B B C B B D C C D B B HCM2k95thQ: 5 5 2 19 4 3 3 22 1 14 7 14 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA PM Existing plus Project Mon Feb 8, 2016 18:20:17 Page 4-1 -------------------------------------------------------------------------------- PM Peak Hour - Existing plus Project Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** Intersection #2 Westborough Boulevard/Oakmont Drive-Callan Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.394 Loss Time (sec): 0 Average Delay (sec/veh): 18.5 Optimal Cycle: 31 Level Of Service: B ******************************************************************************** Street Name: Oakmont Drive-Callan Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Permitted Permitted Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 0 1 0 0 1 1 0 1 0 1 1 0 2 0 1 1 0 2 0 1 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 4:45-5:45 Base Vol: 38 50 22 149 47 34 112 402 31 45 670 275 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 38 50 22 149 47 34 112 402 31 45 670 275 Added Vol: 1 1 2 0 2 0 0 0 2 3 0 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 39 51 24 149 49 34 112 402 33 48 670 275 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 PHF Volume: 41 54 25 157 52 36 118 423 35 51 705 289 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 41 54 25 157 52 36 118 423 35 51 705 289 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 41 54 25 157 52 36 118 423 35 51 705 289 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.89 0.89 0.85 0.62 1.00 0.85 0.95 0.95 0.85 0.95 0.95 0.85 Lanes: 0.43 0.57 1.00 1.00 1.00 1.00 1.00 2.00 1.00 1.00 2.00 1.00 Final Sat.: 730 955 1615 1174 1900 1615 1805 3610 1615 1805 3610 1615 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.06 0.06 0.02 0.13 0.03 0.02 0.07 0.12 0.02 0.03 0.20 0.18 Crit Moves: **** **** **** Green/Cycle: 0.34 0.34 0.34 0.34 0.34 0.34 0.17 0.53 0.53 0.13 0.50 0.50 Volume/Cap: 0.17 0.17 0.05 0.39 0.08 0.07 0.39 0.22 0.04 0.22 0.39 0.36 Delay/Veh: 23.3 23.3 22.2 25.9 22.5 22.4 38.1 12.4 11.1 39.6 16.0 15.8 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 23.3 23.3 22.2 25.9 22.5 22.4 38.1 12.4 11.1 39.6 16.0 15.8 LOS by Move: C C C C C C D B B D B B HCM2k95thQ: 4 4 1 8 2 2 6 7 1 3 14 11 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA
AM Existing plus Project Mon Feb 8, 2016 18:20:13 Page 5-1 -------------------------------------------------------------------------------- AM Peak Hour - Existing plus Project Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** Intersection #3 Westborough Boulevard/Gellert Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.957 Loss Time (sec): 0 Average Delay (sec/veh): 42.6 Optimal Cycle: 180 Level Of Service: D ******************************************************************************** Street Name: Gellert Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 1 0 1 0 1 1 1 1 0 1 1 0 2 0 1 1 0 3 0 1 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 7:30-8:30 Base Vol: 56 46 362 557 57 130 119 1604 29 124 650 161 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 56 46 362 557 57 130 119 1604 29 124 650 161 Added Vol: 0 0 0 0 0 0 1 4 0 0 1 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 56 46 362 557 57 130 120 1608 29 124 651 161 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 PHF Volume: 60 49 385 593 61 138 128 1711 31 132 693 171 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 60 49 385 593 61 138 128 1711 31 132 693 171 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 60 49 385 593 61 138 128 1711 31 132 693 171 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 1.00 0.85 0.91 0.91 0.85 0.95 0.95 0.85 0.95 0.91 0.85 Lanes: 1.00 1.00 1.00 2.00 1.00 1.00 1.00 2.00 1.00 1.00 3.00 1.00 Final Sat.: 1805 1900 1615 3455 1727 1615 1805 3610 1615 1805 5187 1615 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.03 0.03 0.24 0.17 0.04 0.09 0.07 0.47 0.02 0.07 0.13 0.11 Crit Moves: **** **** **** **** Green/Cycle: 0.12 0.25 0.25 0.18 0.31 0.31 0.20 0.50 0.50 0.08 0.37 0.37 Volume/Cap: 0.28 0.10 0.96 0.96 0.11 0.28 0.36 0.96 0.04 0.96 0.36 0.28 Delay/Veh: 40.8 29.0 70.8 64.9 24.7 26.4 35.2 36.8 13.0 109.3 22.8 22.2 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 40.8 29.0 70.8 64.9 24.7 26.4 35.2 36.8 13.0 109.3 22.8 22.2 LOS by Move: D C E E C C D D B F C C HCM2k95thQ: 4 2 29 25 3 7 7 52 1 14 11 7 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA PM Existing plus Project Mon Feb 8, 2016 18:20:17 Page 5-1 -------------------------------------------------------------------------------- PM Peak Hour - Existing plus Project Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Operations Method (Future Volume Alternative) ******************************************************************************** Intersection #3 Westborough Boulevard/Gellert Boulevard ******************************************************************************** Cycle (sec): 100 Critical Vol./Cap.(X): 0.638 Loss Time (sec): 0 Average Delay (sec/veh): 27.2 Optimal Cycle: 63 Level Of Service: C ******************************************************************************** Street Name: Gellert Boulevard Westborough Boulevard Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Protected Protected Protected Protected Rights: Include Include Include Include Min. Green: 0 0 0 0 0 0 0 0 0 0 0 0 Y+R: 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lanes: 1 0 1 0 1 1 1 1 0 1 1 0 2 0 1 1 0 3 0 1 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 5:00-6:00 Base Vol: 41 79 169 437 81 218 168 615 13 203 1295 444 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 41 79 169 437 81 218 168 615 13 203 1295 444 Added Vol: 0 0 0 0 0 1 1 2 0 0 4 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 41 79 169 437 81 219 169 617 13 203 1299 444 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 PHF Volume: 44 84 180 465 86 233 180 656 14 216 1382 472 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 Reduced Vol: 44 84 180 465 86 233 180 656 14 216 1382 472 PCE Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 MLF Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 FinalVolume: 44 84 180 465 86 233 180 656 14 216 1382 472 ------------|---------------||---------------||---------------||---------------| Saturation Flow Module: Sat/Lane: 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Adjustment: 0.95 1.00 0.85 0.91 0.91 0.85 0.95 0.95 0.85 0.95 0.91 0.85 Lanes: 1.00 1.00 1.00 2.00 1.00 1.00 1.00 2.00 1.00 1.00 3.00 1.00 Final Sat.: 1805 1900 1615 3466 1733 1615 1805 3610 1615 1805 5187 1615 ------------|---------------||---------------||---------------||---------------| Capacity Analysis Module: Vol/Sat: 0.02 0.04 0.11 0.13 0.05 0.14 0.10 0.18 0.01 0.12 0.27 0.29 Crit Moves: **** **** **** **** Green/Cycle: 0.06 0.17 0.17 0.21 0.33 0.33 0.16 0.37 0.37 0.24 0.46 0.46 Volume/Cap: 0.44 0.25 0.64 0.64 0.15 0.44 0.64 0.49 0.02 0.49 0.58 0.64 Delay/Veh: 48.8 36.0 43.1 37.6 23.7 26.8 44.3 24.5 20.0 33.3 20.3 22.6 User DelAdj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 AdjDel/Veh: 48.8 36.0 43.1 37.6 23.7 26.8 44.3 24.5 20.0 33.3 20.3 22.6 LOS by Move: D D D D C C D C B C C C HCM2k95thQ: 4 5 12 15 4 11 12 16 1 12 21 21 ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA
AM Existing plus Project Mon Feb 8, 2016 18:20:13 Page 6-1 -------------------------------------------------------------------------------- AM Peak Hour - Existing plus Project Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) ******************************************************************************** Intersection #4 Shannon Drive/Oakmont Drive ******************************************************************************** Average Delay (sec/veh): 4.0 Worst Case Level Of Service: B[ 13.5] ******************************************************************************** Street Name: Oakmont Drive Shannon Drive Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 7:45-8:45 Base Vol: 2 84 5 50 110 9 13 4 2 4 1 59 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 2 84 5 50 110 9 13 4 2 4 1 59 Added Vol: 0 0 0 0 0 2 6 2 1 0 1 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 2 84 5 50 110 11 19 6 3 4 2 59 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.69 0.69 0.69 0.69 0.69 0.69 0.69 0.69 0.69 0.69 0.69 0.69 PHF Volume: 3 122 7 72 159 16 28 9 4 6 3 86 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 FinalVolume: 3 122 7 72 159 16 28 9 4 6 3 86 ------------|---------------||---------------||---------------||---------------| Critical Gap Module: Critical Gp: 4.1 xxxx xxxxx 4.1 xxxx xxxxx 7.1 6.5 6.2 7.1 6.5 6.2 FollowUpTim: 2.2 xxxx xxxxx 2.2 xxxx xxxxx 3.5 4.0 3.3 3.5 4.0 3.3 ------------|---------------||---------------||---------------||---------------| Capacity Module: Cnflict Vol: 175 xxxx xxxxx 129 xxxx xxxxx 488 447 167 450 451 125 Potent Cap.: 1413 xxxx xxxxx 1469 xxxx xxxxx 494 509 882 523 507 931 Move Cap.: 1413 xxxx xxxxx 1469 xxxx xxxxx 428 482 882 492 480 931 Volume/Cap: 0.00 xxxx xxxx 0.05 xxxx xxxx 0.06 0.02 0.00 0.01 0.01 0.09 ------------|---------------||---------------||---------------||---------------| Level Of Service Module: 2Way95thQ: 0.0 xxxx xxxxx 0.2 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 7.6 xxxx xxxxx 7.6 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * A * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 465 xxxxx xxxx 859 xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.3 xxxxx xxxxx 0.4 xxxxx Shrd ConDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 13.5 xxxxx xxxxx 9.7 xxxxx Shared LOS: * * * * * * * B * * A * ApproachDel: xxxxxx xxxxxx 13.5 9.7 ApproachLOS: * * B A ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA PM Existing plus Project Mon Feb 8, 2016 18:20:17 Page 6-1 -------------------------------------------------------------------------------- PM Peak Hour - Existing plus Project Conditions -------------------------------------------------------------------------------- Level Of Service Computation Report 2000 HCM Unsignalized Method (Future Volume Alternative) ******************************************************************************** Intersection #4 Shannon Drive/Oakmont Drive ******************************************************************************** Average Delay (sec/veh): 2.8 Worst Case Level Of Service: B[ 10.2] ******************************************************************************** Street Name: Oakmont Drive Shannon Drive Approach: North Bound South Bound East Bound West Bound Movement: L - T - R L - T - R L - T - R L - T - R ------------|---------------||---------------||---------------||---------------| Control: Uncontrolled Uncontrolled Stop Sign Stop Sign Rights: Include Include Include Include Lanes: 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 0 0 1! 0 0 ------------|---------------||---------------||---------------||---------------| Volume Module: >> Count Date: 12 Jan 2016 << 5:00-6:00 Base Vol: 2 68 1 24 57 12 3 1 2 2 2 27 Growth Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Initial Bse: 2 68 1 24 57 12 3 1 2 2 2 27 Added Vol: 1 0 0 0 0 7 4 1 0 0 2 0 PasserByVol: 0 0 0 0 0 0 0 0 0 0 0 0 Initial Fut: 3 68 1 24 57 19 7 2 2 2 4 27 User Adj: 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 PHF Adj: 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 0.82 PHF Volume: 4 83 1 29 70 23 9 2 2 2 5 33 Reduct Vol: 0 0 0 0 0 0 0 0 0 0 0 0 FinalVolume: 4 83 1 29 70 23 9 2 2 2 5 33 ------------|---------------||---------------||---------------||---------------| Critical Gap Module: Critical Gp: 4.1 xxxx xxxxx 4.1 xxxx xxxxx 7.1 6.5 6.2 7.1 6.5 6.2 FollowUpTim: 2.2 xxxx xxxxx 2.2 xxxx xxxxx 3.5 4.0 3.3 3.5 4.0 3.3 ------------|---------------||---------------||---------------||---------------| Capacity Module: Cnflict Vol: 93 xxxx xxxxx 84 xxxx xxxxx 249 231 81 233 242 84 Potent Cap.: 1515 xxxx xxxxx 1525 xxxx xxxxx 708 672 984 726 663 981 Move Cap.: 1515 xxxx xxxxx 1525 xxxx xxxxx 669 658 984 710 649 981 Volume/Cap: 0.00 xxxx xxxx 0.02 xxxx xxxx 0.01 0.00 0.00 0.00 0.01 0.03 ------------|---------------||---------------||---------------||---------------| Level Of Service Module: 2Way95thQ: 0.0 xxxx xxxxx 0.1 xxxx xxxxx xxxx xxxx xxxxx xxxx xxxx xxxxx Control Del: 7.4 xxxx xxxxx 7.4 xxxx xxxxx xxxxx xxxx xxxxx xxxxx xxxx xxxxx LOS by Move: A * * A * * * * * * * * Movement: LT - LTR - RT LT - LTR - RT LT - LTR - RT LT - LTR - RT Shared Cap.: xxxx xxxx xxxxx xxxx xxxx xxxxx xxxx 708 xxxxx xxxx 904 xxxxx SharedQueue:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 0.1 xxxxx xxxxx 0.1 xxxxx Shrd ConDel:xxxxx xxxx xxxxx xxxxx xxxx xxxxx xxxxx 10.2 xxxxx xxxxx 9.2 xxxxx Shared LOS: * * * * * * * B * * A * ApproachDel: xxxxxx xxxxxx 10.2 9.2 ApproachLOS: * * B A ******************************************************************************** Note: Queue reported is the number of cars per lane. ******************************************************************************** Traffix 8.0.0715 (c) 2008 Dowling Assoc. Licensed to W-TRANS, Santa Rosa, CA
EXHIBIT B:
COMMENTS, RESPONSE, AND ERRATA RECEIVED FOR
THE OCTOBER 2018 RECIRCULATED IS/MND
Attachment to the Review and Discussion of Comment Letters for the
October 2018 Recirculated IS/MND for the
Revised Oakmont Meadows Residential Development Project
RECIRCULATED INITIAL STUDY AND MITIGATED NEGATIVE
DECLARATION
STATE CLEARINGHOUSE NUMBER: 2016042067
OAKMONT MEADOWS RESIDENTIAL DEVELOPMENT PROJECT
Oakmont Meadows Residential Development Project, Recirculated IS/MND Errata Page 1
ERRATA
PURPOSE OF THE ERRATA SHEET
This errata document is intended to be amended to the Initial Study and Mitigated Negative Declaration
(IS/MND) for the proposed Oakmont Meadows Residential Development Project (Project).
The revisions in this document are considered minor only and not “substantial revision” that would
trigger recirculation of the IS/MND under CEQA Guidelines Section 15073.5. These revisions do not
identify a new significant effect, or revise findings of the residual levels of effects.
REVISIONS TO THE IS/MND
The following are minor text changes, additions or modifications made to the IS/MND.
A page number from the IS/MND and explanation of each revision is included in italics preceding each
revision.
Existing and revised IS/MND text is indented. Deletions are noted by strikethrough; additions are
underlined.
Page 12: The Hazardous Materials Impact and Mitigation Measure Haz-1 are hereby removed from the
list of potentially significant impacts requiting mitigation. As detailed in changes to pages 36 to 37, the
results of the Environmental Site Assessments conclude hazardous materials are not present at the site
and therefore there is no potentially significant impact related to this topic and no mitigation is needed.
a-d) Hazardous Materials. The Project site was fully assessed for hazardous materials under the Prior
MND, which found that the site is not included on a list of hazardous materials sites compiled
pursuant to Government Code Section 65962.5 but that portions of the site were filled in the 1960s,
before there were regulatory requirements for the source and contents of fill material and the potential
exists for fill at the site to contain materials which would now be classified as hazardous and could be
released during construction activities. Since that time, the site has been maintained as a vacant lot so
conditions related to hazardous materials would not have changed. A Phase I Environmental Site
Assessment was performed by ENGEO for the applicant in November 2017, which confirmed there
were no other concerns of hazardous materials at the site other than the undocumented fill. A follow-
up Phase II Environmental Site Assessment performed by ENGEO in December 2017 included
sampling of the undocumented fill and determined that all tested constituents were below applicable
residential screening criteria or within background concentrations of the San Francisco Bay Area and
Page 2 Oakmont Meadows Residential Development Project, Recirculated IS/MND Errata
therefore that development of the site (with no further need for studies or restrictions) would not pose
a human health risk. The Phase I and Phase II Environmental Site Assessments are available with the
Project case file at the South San Francisco Planning Division.
Page 30: The following revisions are hereby made to the Cultural Resources section to include updated
discussion of Tribal Cultural Resources per the request by NAHC.
5. CULTURAL RESOURCES
Would the project: Potentially Significant Impact Less Than Significant With Mitigation Less Than Significant Impact No Impact a) Cause a substantial adverse change in the significance of a historical resource
as defined in Public Resources Section 15064.5?
b) Cause a substantial adverse change in the significance of an archaeological
resource pursuant to Public Resources Section 15064.5?
c) Directly or indirectly destroy a unique paleontological resource or site or
unique geologic feature?
d) Disturb any human remains, including those interred outside of formal
cemeteries?
e) Cause a substantial adverse change in the significance of a tribal cultural
resource, defined in Public Resources Code section 21074 as either: 1) a site,
feature, place, cultural landscape that is geographically defined in ter ms of
the size and scope of the landscape, sacred place, or object with cultural
value to a California Native American Tribe, that is listed or eligible for
listing on the California Register of Historical Resources, or on a local
register of historical resources as defined in Public Resources Code section
5020.1(k), or 2) a resource determined by a lead agency, in its discretion and
supported by substantial evidence, to be significant according to the
historical register criteria in Public Resources Code section 5024.1 (c), and
considering the significance of the resource to a California Native American
tribe.
a) Historic Resources. There are no existing structures at the site. The revised Project would have no
impact related to historic resources.
b, c, e) Archaeological/Paleontological Resources/Human Remains. The Project site was fully assessed
for cultural resources under the Prior MND, which found no known cultural, Native American, or
archaeological resources at the site but recommended measures to address the unexpected discovery
of such resources during ground-disturbing construction activities. These measures are covered under
current regulations, as outlined below.
If Native American, archaeological, or paleontological resources are discovered on site, these
resources shall be handled according to CEQA Section 15064.5(c), which calls on lead agencies to
Oakmont Meadows Residential Development Project, Recirculated IS/MND Errata Page 3
refer to the provisions of Section 21083.2 of the Public Resources Code, or Section 21084.1 if the
archaeological site is determined to be a historical resource or Section 21084.3(a) if the site is
determined to be a tribal cultural resource. This is standard procedure for any project in California, so
the impact is considered less than significant.
d, e) Human Remains. There are no known human remains that would be disturbed by the proposed
Project. If human remains are found during construction activities at the Project site, they will be
handled according to Section 7050.5 of the Health and Safety Code or, if the remains are Native
American, Section 5097.98 of the Public Resources Code as per CEQA Section 15064.5(d). This is
standard procedure for any project in California, so the impact is considered less than significant.
Pages 36 to 37: The following revisions are hereby made under the Hazardous Materials discussion to
add in results of the Environmental Site Assessments, which conclude hazardous materials are not
present at the site and mitigation is not needed, and to note expected use of common household hazardous
waste products by future residential uses upon request from DTSC.
a-d) Hazardous Materials. The Project site was fully assessed for hazardous materials under the Prior
MND, which found that the site is not included on a list of hazardous materials sites compiled
pursuant to Government Code Section 65962.5 but that portions of the site were filled in the 1960s,
before there were regulatory requirements for the source and contents of fill material and the potential
exists for fill at the site to contain materials which would now be classified as hazardous and could be
released during construction activities. Since that time, the site has been maintained as a vacant lot so
conditions related to hazardous materials would not have changed. A Phase I Environmental Site
Assessment was performed by ENGEO for the applicant in November 2017, which confirmed there
were no other concerns of hazardous materials at the site other than the undocumented fill. A follow-
up Phase II Environmental Site Assessment performed by ENGEO in December 2017 included
sampling of the undocumented fill and determined that all tested constituents were below applicable
residential screening criteria or within background concentrations of the San Francisco Bay Area and
therefore that development of the site (with no further need for studies or restrictions) would not pose
a human health risk. The Phase I and Phase II Environmental Site Assessments are available with the
Project case file at the South San Francisco Planning Division.
The Project site is located approximately 450 feet southwest of the Westborough Middle School, so is
within the vicinity of a school. To mitigate the potential for upset of hazardous materials during the
construction period, the revised Project shall implement the following measure:
Mitigation Measure
Haz-1: Halting Work on Encountering Materials Believed to be Hazardous. In the event
that materials which are believed to be hazardous are encountered during site
preparation or excavation work, all such activity at the project site shall be halted
until the material in question has been evaluated by the South San Francisco Fire
Department and/or the San Mateo County Environmental Health Department. Prior to
the resumption of work at the project site, implementation of appropriate response
measures and disposal methods in accordance with applicable state and local
regulations and as approved by the Fire Department would reduce the impact to a
level of less than significant.
Additionally, it is likely that equipment used at the site during construction activities could utilize
substances considered by regulatory bodies as hazardous, such as diesel fuel and gasoline. However,
all construction activities would be required to conform with Title 49 of the Code of Federal
Page 4 Oakmont Meadows Residential Development Project, Recirculated IS/MND Errata
Regulations, US Department of Transportation (DOT), State of California, and local laws, ordinances
and procedures, which would minimize the potential for accidental release.
The average household on the project site may at times purchase and store cleaning products, paint,
solvents, and garden-related supplies that may be classified as hazardous waste. These are referred to
as of household hazardous waste (HHW) would be handled in such limited quantities and stored/used
in such a manner so as not to pose a significant threat to the environment.
Potential impacts are confined to the temporary construction period. As discussed above oOnce
operational, residential uses would not be considered a substantial potential source for hazardous
material use or release. With implementation of Mitigation Measure Haz-1 and conformance with
applicable regulations, the impact related to hazardous materials would be less than significant with
mitigation.
LAMPHIER-GREGORY 1944 EMBARCADERO, OAKLAND, CA 94606 PHONE 510 535-6690 FAX 510 535-6699
LAMPHIER-GREGORY
MEMO
TO: Billy Gross
City of South San Francisco
Department of Economic and Community Development
315 Maple Avenue
South San Francisco, CA 94080
FROM: Rebecca Auld, Senior Planner
Lamphier-Gregory
SUBJECT: Oakmont Meadows Project Recirculated IS/MND – Review and Discussion of
Comment Letters
DATE: November 19, 2018
PURPOSE OF THIS MEMO
This memo provides a brief discussion of comments received in response to the Recirculated Initial
Study/Mitigated Negative Declaration (“Recirculated IS/MND”) for the Oakmont Meadows Residential
Development Project (“Project”). Though the California Environmental Quality Act (“CEQA”) does not
require a lead agency to formally respond to written comments received on a Recirculated IS/MND, this
memorandum is being provided by the Recirculated IS/MND preparer to demonstrate that the comments
do not present substantial evidence supporting a fair argument that the Project may have a significant
environmental impact, or that the Recirculated IS/MND should be revised and recirculated for public
review.
While this memo is focused to environmental consideration, all comment letters have been provided to
City staff and decision makers in their entirety for their information and consideration.
SUMMARY OF CONCLUSIONS
In summary, the letters have not raised any issues that would require recirculation of the Recirculated
IS/MND or preparation of an EIR under section 15073.5 of the CEQA Guidelines as no new significant
effects were identified and the significance of identified impacts remains unchanged and do not result in
significant impacts that cannot be mitigated.
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COMMENTS RECEIVED
The 30-day comment period for the Recirculated IS/MND ran from 10/12/2018 to 11/13/2018. Four
comment letters were received during the comment period, as listed below. Comments are included in full
as Attachment 1.
Agency Comments
NAHC Letter: Gayle Totton, Associate Governmental Project Analyst, Native American Heritage
Commission, dated 10/22/2018
DTSC Letter: Isabella Roman, Environmental Scientist, Site Mitigation and Restoration Program,
Department of Toxic Substances Control, dated 10/26/2018
Public Comments
Wai Letter Erlie & Stanley Wai, dated 11/6/2018
Correa Letter: Samuel H. Jones with Parker-Stanbury LLP for Maureen Correa, dated 11/7/2018
Kong Letter: Kong Residence, dated 11/11/2018
COMMENTS PREVIOUSLY RECEIVED
Comments had previously been received following circulation of the original April 2016 IS/MND. Those
comments, the response, and errata for the April 2016 IS/MND are included with this document as
Attachment 2. The prior comment/response/errata process was taken into account during preparation of
the Recirculated IS/MND and these prior comment letters do not raise any additional environmental
concerns related to the revised project and Recirculated IS/MND.
DISCUSSION OF THE AGENCY COMMENT LETTERS
NAHC Letter
This letter requests update of the Tribal Cultural Resources assessment in the recirculated document to the
current standards. Revisions have been added in an errata document to address these requests, including
the addition of the updated checklist language and identification of the appropriate procedures in the
event of discovery. The City complies with AB 52 and no tribes have requested consultation for this area
in South San Francisco.
The comments in this letter do not identify any new significant effects of the Project and the significance
of identified impacts in the Recirculated IS/MND remains unchanged.
DTSC Letter
This letter requested a Phase I for the Project site. The Project Phase I and Phase II Environmental Site
Assessments (ESAs) were provided and are available as part of the case file with the City. The ESAs
conclude that constituents in the undocumented fill were below applicable residential screening criteria or
within background concentrations of the San Francisco Bay Area and therefore that development of the
site (with no further need for studies or restrictions) would not pose a human health risk. Revisions have
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been added in an errata document to reflect the conclusions of the ESAs, which includes removal of the
potential impact and mitigation measure Haz-1 related to the undocumented fill.
This letter also requested reference to the potential for residences to store limited quantities of household
hazardous waste. Revisions have been added in an errata document to address this request.
The comments in this letter do not identify any new significant effects of the Project and the significance
of identified impacts in the Recirculated IS/MND remains unchanged.
DISCUSSION OF PUBLIC COMMENTS
Public comment letters are included as attachments to this memo and the comments they contain are
addressed by topic below.
Traffic (Wai, Correa, Kong letters)
Commenters discussed the increased volume of traffic resulting from Project development, either in
general or specifically related to vicinity streets and intersections. The Recirculated IS/MND states on
pages 49-50 under the Vehicle Circulation and Congestion heading:
The revised Project would generate an average of 128 new trips daily, which is 27 fewer than
under the 2016 Project, with 10 new trips during the a.m. peak hour and 11 new trips during the
p.m. peak hour (was 12 and 16 respectively under the 2016 Project). The reduced amount of
projected trips compared to the 2016 Project is due to lower trip generation of townhouse units
compared to single-family detached units.
The City of South San Francisco has established the minimally acceptable LOS standard of D or
better at all intersections in the City. The Westborough Boulevard/Skyline Boulevard intersection
is located on State Route 35, Skyline Boulevard, which is a facility in the County’s Management
Program (CMP) and included in the traffic assessment for this Project. All study intersections
were operating between LOS A and LOS D during the a.m. and p.m. peak hours and would
continue to do so with the addition of Project traffic (see Table 5 in the traffic study included as
Attachment A). The transportation assessment therefore determined that, based on the addition of
the revised Project generation trips to current conditions, the intersections would continue to
operate at acceptable LOS and impacts would be less than significant.
The volume of vehicles generated by the Project equates to 10 trips in the a.m. peak hour and 11 trips in
the p.m. peak hour. The resultant level of traffic on nearby residential streets would be well within traffic
levels expected in a low-density residential neighborhood and on low-volume residential streets and
would not be considered a level of traffic that is unsafe or otherwise incompatible with a residential
neighborhood. Full details of the analysis in the Transportation Assessment can be found in Attachment B
of the Recirculated IS/MND.
Some commenters noted concerns related specifically to the intersection of Oakmont Drive and Shannon
Drive and the worsening of intersection traffic and safety conditions. Further information specific to the
Oakmont Drive and Shannon Drive intersection traffic and safety conditions is included in the
Transportation Assessment (Attachment B of the Recirculated IS/MND) under Collision History on pages
2-3 as well as on page 5 under Existing Plus Project Conditions, as excerpted below. Additional
discussion and data tables can be found in the source document.
BILLY GROSS 11/16/18 PAGE 4
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As presented in Table 1, the calculated collision rates for the study intersections were
compared to average collision rates for similar facilities statewide, as indicated in 2012
Collision Data on California State Highways, California Department of Transportation.
Generally, the intersections operate below or near the statewide average for similar
facilities.
The intersections for which safety concerns were identified in the letters included Westborough
Blvd/Oakmont Dr/Callan Blvd had a collision rate of 0.20 compared to a statewide average for that type
of intersection of 0.27 and Shannon Dr/Oakmont Dr, which had a collision rate of 0.00 compared to a
statewide average for that type of intersection of 0.15. Both these intersections are operating better than
statewide safety averages and the Project would not result in changes to the intersections or levels of
traffic that would be expected to change the safety rate of the intersections.
Safety of pedestrians in particular was noted as a concern by some commenters. As noted above, the
Project would meet all local design and construction standards and would not result in an increase in
design hazards. Alternative modes, and specifically sidewalk provisions for pedestrians, were additionally
reviewed and found to be adequate to provide safe and direct pedestrian access (as discussed under item f
on page 51 of the Recirculated IS/MND). Proposed sidewalks would connect to existing sidewalks on
Shannon Drive and Oakmont Drive and pedestrians would be able to move freely along sidewalks.
The traffic-related comments do not identify any new significant effects and the significance of identified
impacts in the Recirculated IS/MND remains unchanged.
Construction Dust and Noise (Wai and Correa letters)
These comments note concerns related to construction-period dust and/or noise.
The potential for air quality impacts to occur during the Project’s construction period were analyzed on
pages 20 through 25 of the Recirculated IS/MND, with the requirement to implement construction
management practices and construction emissions minimization practices (mitigation measures Air-1 and
Air-2) to minimize dust and emissions during the construction period, which resulted in a conclusion that
impacts related to construction-period dust and emissions would not be significant with implementation
of the identified mitigation.
The potential for the Project to result in noise impacts during the construction period was analyzed on
pages 44 and 45 of the Recirculated IS/MND. The Project would comply with the City’s noise ordinance
as it relates to noise limits on construction equipment and hours of construction activities and would not
result in significant vibrations at nearby residences. The Project would not result in a significant i mpact
related to construction noise or vibration.
The comments do not identify any new significant effects and the significance of identified impacts in the
Recirculated IS/MND remains unchanged.
Non-CEQA Topics
Homeowner-related Issues (Wai letter)
Comments were submitted regarding homeowners’ association-related issues including the use of private
roads in the Oakmont Vistas neighborhood for Project access during construction and operation, use of
Oakmont Vistas private recreational facilities by Project residents, or other perceived homeowners’
association costs.
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These comments relate to the specifics of homeowners’ association social and economic considerations
and are not comments on the environmental analysis in the Recirculated IS/MND and are not further
addressed herein. All comment letters have been provided to City staff and decision makers and the
applicant for their information and review.
Property Values (Wai and Correa letters)
These comments relate to the assertion there may be a lowering of property values as a result of
developing the Project.
Economic impacts are not generally studied under CEQA. As noted in section 15131(a) of the State
CEQA Guidelines, “Economic or social effects of a project shall not be treated as significant effects on
the environment. An EIR may trace a chain of cause and effect from a proposed decision on a project
through anticipated economic or social changes resulting from the project to physical changes caused in
turn by the economic or social changes.” Such “physical changes” are often referred to as urban decay.
Urban decay is the process whereby a previously functioning city, or part of a city, falls into disrepair and
decrepitude. Turnover of ownership and/or reduction in values would not in and of themselves be
considered urban decay. The construction and operation of the Project would not reasonably be
considered to result in physical decay due to economic or social effects.
The Correa letter questions the change in views as it relates to property values. As not ed on page 17 of the
Recirculated IS/MND, the Project would not substantially change views toward identified regional scenic
features and in any case, changes to private views would not generally be considered an environmental
impact. Therefore, the discussion of changes in views in relation to property values is correctly addressed
as a non-CEQA topic.
These comments are not comments on the environmental analysis in the Recirculated IS/MND and are
not further addressed herein. All comment letters have been provided to City staff and decision makers
and the applicant for their information and review.
Privacy (Correa letter)
The Correa letter expresses concerns about privacy at their property, which has windows facing the
Project site, and questions whether there will be a structural boundary between her property and the
Project site. As shown on Figures 2 and 3 of the Recirculated IS/MND, a wood perimeter fence is
proposed above the existing retaining wall near the commenter’s northern property line. The fence will
meet City regulations and guidelines related to residential fencing. As shown on the plans, this fence will
turn east and connect to the existing wood fence to remain along the eastern property lines of properties
fronting Oakmont Drive.
Parking-related Issues (Wai, Correa, and Kong letters)
These comments relate to parking by residents of the Project and reduction in parking on Oakmont Drive
for the proposed driveway and related site clearance. The traffic study (Attachment B of the
environmental document), noted the following about parking:
Per the South San Francisco Municipal Code 20.330.004, the townhomes would each require two
spaces with at least one of the spaces covered for a total of 44 provided spaces. Per the site plan,
each of the units would be equipped with a two-car garage, for a total of 44 covered parking
spaces. Additional parking includes 27 driveway spaces, and 14 on-street spaces, for a total of 85
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proposed parking spaces. The proposed parking supply would adequately satisfy the City’s
Municipal Code.
For a comparison, the anticipated parking demand was estimated using standard parking demand
rates published by ITE in Parking Generation, 4th Edition, 2010. The parking demand for the
proposed project was estimated using published standard rates for Residential Townhouse (ITE
LU#230), which estimates demand based on the number of dwelling units. Based on the parking
generation rates, the average weekday parking demand would be 31 parking stalls which would
be accommodated with the proposed parking supply.
The provision of parking spaces in the Project was determined to exceed both City requirements and
projected Project demand. Unless parking provisions are severely inadequate such that significant impacts
related to traffic and air quality could occur from vehicles circling to find parking, the availability of
parking is considered a social issue, and not an environmental issue, and is therefore not addressed under
CEQA. As discussed, parking provisions are considered adequate and there would be no environmental
impact related to parking availability.
The Kong letter additionally asserted that the Project would result in parking within a bus stop and the
Correa letter requested reassurance that the bus stop on the corner of Oakmont would not be blocked or
removed. The Project does not propose allowing parking on any existing streets where it is currently
prohibited, so would not be the cause of allowing parking in a bus stop, and does not propose otherwise
blocking or removing the bus stop.
Therefore, these comments are not comments on the environmental analysis in the Recirculated IS/MND
and are not further addressed herein. All comment letters have been provided to City staff and decision
makers for their information and review.
STATE OF CALIFORNIA Edmund G. Brown Jr., Governor
NATIVE AMERICAN HERITAGE COMMISSION
Environmental and Cultural Department
1550 Harbor Blvd., Suite 100
West Sacramento, CA 95691
Phone (916) 373-3710
Fax (916) 373-5471
October 22, 2018
Billy Gross
City of South San Francisco, Planning Division
315 Maple Avenue
South San Francisco, CA 94080
Also sent via e-mail: billy.gross@ssf.net
Re: SCH# 2016042067, Oakmont Meadows Residential Development (Revised) Project, City of South San Francisco; San
Mateo County, California
Dear Mr. Gross:
The Native American Heritage Commission (NAHC) has reviewed the Mitigated Negative Declaration (MND) prepared for the
project referenced above. The review included the Introduction and Project Description; and the Initial Study/ Environmental
Checklist, Evaluation of Environmental Impacts, section 5, Cultural Resources prepared by Lampher-Gregory for the City of
South San Francisco. We have the following concerns:
• There is no Tribal Cultural Resources section or subsection in the Initial Study / Environmental Checklist that addresses
the questions of significance for Tribal Cultural Resources as per California Natural Resources Agency (2016) “Final
Text for tribal cultural resources update to Appendix G: Environmental Checklist Form,”
http://resources.ca.gov/ceqa/docs/ab52/Clean-final-AB-52-App-G-text-Submitted.pdf
• There is no documentation of government-to-government consultation by the lead agency under AB-52 with Native
American tribes traditionally and culturally affiliated to the project area as required by statute, or that mitigation
measures were developed in consultation with the tribes.
• Mitigation for inadvertent finds of Archaeological Resources, Cultural Resources, Tribal Cultural Resources, and
Human Remains is missing or incomplete. Standard mitigation measures should be included in the document. Please
refer to Health and Safety Code § 7050.5 and Public Resources Code § 5097.98 for the process for inadvertent finds of
human remains. Sample mitigation measures for Tribal Cultural Resources can be found in the CEQA guidelines at
http://opr.ca.gov/docs/Revised_AB_52_Technical_Advisory_March_2017.pdf
• Cultural Resources assessments are out of date (1999). These should be current to adequately assess the existence
and significance of tribal cultural resources and plan for avoidance, preservation in place, or barring both, mitigation of
project-related impacts to tribal cultural resources. The lack of documented resources does not preclude
inadvertent finds, which should be addressed in the mitigation measures.
Please contact me at gayle.totton@nahc.ca.gov or call (916) 373-3714 if you have any questions.
Sincerely,
Gayle Totton, B.S., M.A., Ph.D.
Associate Governmental Project Analyst
Attachment
cc: State Clearinghouse
Gayle Totton
2
ADDITIONAL INFORMATION
The California Environmental Quality Act (CEQA)1, specifically Public Resources Code section 21084.1, states that a project
that may cause a substantial adverse change in the significance of a historical resource is a project that may have a significant
effect on the environment.2 If there is substantial evidence, in light of the whole record before a lead agency, that a project may
have a significant effect on the environment, an environmental impact report (EIR) shall be prepared.3 In order to determine
whether a project will cause a substantial adverse change in the significance of a historical resource, a lead agency will need to
determine whether there are historical resources with the area of project effect (APE).
CEQA was amended in 2014 by Assembly Bill 52. (AB 52).4 AB 52 applies to any project for which a notice of preparation
or a notice of negative declaration or mitigated negative declaration is filed on or after July 1, 2015. AB 52 created a
separate category for “tribal cultural resources”5, that now includes “a project with an effect that may cause a substantial
adverse change in the significance of a tribal cultural resource is a project that may have a significant effect on the
environment.6 Public agencies shall, when feasible, avoid damaging effects to any tribal cultural resource.7 Your project may
also be subject to Senate Bill 18 (SB 18) (Burton, Chapter 905, Statutes of 2004), Government Code 65352.3, if it also involves
the adoption of or amendment to a general plan or a specific plan, or the designation or proposed designation of open space.
Both SB 18 and AB 52 have tribal consultation requirements. Additionally, if your project is also subject to the federal
National Environmental Policy Act (42 U.S.C. § 4321 et seq.) (NEPA), the tribal consultation requirements of Section 106 of the
National Historic Preservation Act of 1966 8 may also apply.
Consult your legal counsel about compliance with AB 52 and SB 18 as well as compliance with any other applicable
laws.
Agencies should be aware that AB 52 does not preclude agencies from initiating tribal consultation with tribes that are
traditionally and culturally affiliated with their jurisdictions before the timeframes provided in AB 52. For that reason, we urge you
to continue to request Native American Tribal Consultation Lists and Sacred Lands File searches from the NAHC. The request
forms can be found online at: http://nahc.ca.gov/resources/forms/. Additional information regarding AB 52 can be found online
at http://nahc.ca.gov/wp-content/uploads/2015/10/AB52TribalConsultation_CalEPAPDF.pdf, entitled “Tribal Consultation Under
AB 52: Requirements and Best Practices”.
The NAHC recommends lead agencies consult with all California Native American tribes that are traditionally and culturally
affiliated with the geographic area of your proposed project as early as possible in order to avoid inadvertent discoveries of
Native American human remains and best protect tribal cultural resources.
A brief summary of portions of AB 52 and SB 18 as well as the NAHC’s recommendations for conducting cultural resources
assessments is also attached.
Pertinent Statutory Information:
Under AB 52:
AB 52 has added to CEQA the additional requirements listed below, along with many other requirements:
Within fourteen (14) days of determining that an application for a project is complete or of a decision by a public agency to
undertake a project, a lead agency shall provide formal notification to a designated contact of, or tribal representative of,
traditionally and culturally affiliated California Native American tribes that have requested notice.
A lead agency shall begin the consultation process within 30 days of receiving a request for consultation from a California
Native American tribe that is traditionally and culturally affiliated with the geographic area of the proposed project.9 and prior to
the release of a negative declaration, mitigated negative declaration or environmental impact report. For purposes of AB
52, “consultation shall have the same meaning as provided in Gov. Code § 65352.4 (SB 18).10
The following topics of consultation, if a tribe requests to discuss them, are mandatory topics of consultation:
a. Alternatives to the project.
b. Recommended mitigation measures.
c. Significant effects.11
1. The following topics are discretionary topics of consultation:
a. Type of environmental review necessary.
b. Significance of the tribal cultural resources.
1 Pub. Resources Code § 21000 et seq.
2 Pub. Resources Code § 21084.1; Cal. Code Regs., tit.14, § 15064.5 (b); CEQA Guidelines Section 15064.5 (b)
3 Pub. Resources Code § 21080 (d); Cal. Code Regs., tit. 14, § 15064 subd.(a)(1); CEQA Guidelines § 15064 (a)(1)
4 Government Code 65352.3
5 Pub. Resources Code § 21074
6 Pub. Resources Code § 21084.2
7 Pub. Resources Code § 21084.3 (a)
8 154 U.S.C. 300101, 36 C.F.R. § 800 et seq.
9 Pub. Resources Code § 21080.3.1, subds. (d) and (e)
10 Pub. Resources Code § 21080.3.1 (b)
11 Pub. Resources Code § 21080.3.2 (a)
3
c. Significance of the project’s impacts on tribal cultural resources.
If necessary, project alternatives or appropriate measures for preservation or mitigation that the tribe may recommend to the
lead agency. 12
With some exceptions, any information, including but not limited to, the location, description, and use of tribal cultural resources
submitted by a California Native American tribe during the environmental review process shall not be included in the
environmental document or otherwise disclosed by the lead agency or any other public agency to the public,
consistent with Government Code sections 6254 (r) and 6254.10. Any information submitted by a California Native
American tribe during the consultation or environmental review process shall be published in a confidential appendix to the
environmental document unless the tribe that provided the information consents, in writing, to the disclosure of some or all of the
information to the public.13
If a project may have a significant impact on a tribal cultural resource, the lead agency’s environmental document shall
discuss both of the following:
a. Whether the proposed project has a significant impact on an identified tribal cultural resource.
b. Whether feasible alternatives or mitigation measures, including those measures that may be agreed to pursuant to
Public Resources Code section 21082.3, subdivision (a), avoid or substantially lessen the impact on the identified
tribal cultural resource.14
Consultation with a tribe shall be considered concluded when either of the following occurs:
a. The parties agree to measures to mitigate or avoid a significant effect, if a significant effect exists, on a tribal
cultural resource; or
b. A party, acting in good faith and after reasonable effort, concludes that mutual agreement cannot be reached.15
Any mitigation measures agreed upon in the consultation conducted pursuant to Public Resources Code section 21080.3.2
shall be recommended for inclusion in the environmental document and in an adopted mitigation monitoring and
reporting program, if determined to avoid or lessen the impact pursuant to Public Resources Code section 21082.3,
subdivision (b), paragraph 2, and shall be fully enforceable.16
If mitigation measures recommended by the staff of the lead agency as a result of the consultation process are not included in
the environmental document or if there are no agreed upon mitigation measures at the conclusion of consultation, or if
consultation does not occur, and if substantial evidence demonstrates that a project will cause a significant effect to a tribal
cultural resource, the lead agency shall consider feasible mitigation pursuant to Public Resources Code section 21084.3
(b).17
An environmental impact report may not be certified, nor may a mitigated negative declaration or a negative declaration be
adopted unless one of the following occurs:
a. The consultation process between the tribes and the lead agency has occurred as provided in Public Resources
Code sections 21080.3.1 and 21080.3.2 and concluded pursuant to Public Resources Code section 21080.3.2.
b. The tribe that requested consultation failed to provide comments to the lead agency or otherwise failed to engage
in the consultation process.
c. The lead agency provided notice of the project to the tribe in compliance with Public Resources Code section
21080.3.1 (d) and the tribe failed to request consultation within 30 days.18
This process should be documented in the Tribal Cultural Resources section of your environmental document.
Under SB 18:
Government Code § 65352.3 (a) (1) requires consultation with Native Americans on general plan proposals for the purposes of
“preserving or mitigating impacts to places, features, and objects described § 5097.9 and § 5091.993 of the Public Resources
Code that are located within the city or county’s jurisdiction. Government Code § 65560 (a), (b), and (c) provides for
consultation with Native American tribes on the open-space element of a county or city general plan for the purposes of
protecting places, features, and objects described in Sections 5097.9 and 5097.993 of the Public Resources Code.
• SB 18 applies to local governments and requires them to contact, provide notice to, refer plans to, and consult with tribes
prior to the adoption or amendment of a general plan or a specific plan, or the designation of open space. Local
governments should consult the Governor’s Office of Planning and Research’s “Tribal Consultation Guidelines,” which can
be found online at: https://www.opr.ca.gov/docs/09_14_05_Updated_Guidelines_922.pdf
• Tribal Consultation: If a local government considers a proposal to adopt or amend a general plan or a specific plan, or to
designate open space it is required to contact the appropriate tribes identified by the NAHC by requesting a “Tribal
Consultation List.” If a tribe, once contacted, requests consultation the local government must consult with the tribe on the
plan proposal. A tribe has 90 days from the date of receipt of notification to request consultation unless a shorter
timeframe has been agreed to by the tribe.19
• There is no Statutory Time Limit on Tribal Consultation under the law.
12 Pub. Resources Code § 21080.3.2 (a)
13 Pub. Resources Code § 21082.3 (c)(1)
14 Pub. Resources Code § 21082.3 (b)
15 Pub. Resources Code § 21080.3.2 (b)
16 Pub. Resources Code § 21082.3 (a)
17 Pub. Resources Code § 21082.3 (e)
18 Pub. Resources Code § 21082.3 (d)
19 (Gov. Code § 65352.3 (a)(2)).
4
• Confidentiality: Consistent with the guidelines developed and adopted by the Office of Planning and Research,20 the city or
county shall protect the confidentiality of the information concerning the specific identity, location, character, and use of
places, features and objects described in Public Resources Code sections 5097.9 and 5097.993 that are within the city’s or
county’s jurisdiction.21
• Conclusion Tribal Consultation: Consultation should be concluded at the point in which:
o The parties to the consultation come to a mutual agreement concerning the appropriate measures for preservation
or mitigation; or
o Either the local government or the tribe, acting in good faith and after reasonable effort, concludes that mutual
agreement cannot be reached concerning the appropriate measures of preservation or mitigation.22
NAHC Recommendations for Cultural Resources Assessments:
• Contact the NAHC for:
o A Sacred Lands File search. Remember that tribes do not always record their sacred sites in the Sacred Lands
File, nor are they required to do so. A Sacred Lands File search is not a substitute for consultation with tribes that
are traditionally and culturally affiliated with the geographic area of the project’s APE.
o A Native American Tribal Contact List of appropriate tribes for consultation concerning the project site and to assist
in planning for avoidance, preservation in place, or, failing both, mitigation measures.
The request form can be found at http://nahc.ca.gov/resources/forms/.
• Contact the appropriate regional California Historical Research Information System (CHRIS) Center
(http://ohp.parks.ca.gov/?page_id=1068) for an archaeological records search. The records search will determine:
o If part or the entire APE has been previously surveyed for cultural resources.
o If any known cultural resources have been already been recorded on or adjacent to the APE.
o If the probability is low, moderate, or high that cultural resources are located in the APE.
o If a survey is required to determine whether previously unrecorded cultural resources are present.
• If an archaeological inventory survey is required, the final stage is the preparation of a professional report detailing the
findings and recommendations of the records search and field survey.
o The final report containing site forms, site significance, and mitigation measures should be submitted immediately
to the planning department. All information regarding site locations, Native American human remains, and
associated funerary objects should be in a separate confidential addendum and not be made available for public
disclosure.
o The final written report should be submitted within 3 months after work has been completed to the appropriate
regional CHRIS center.
Examples of Mitigation Measures That May Be Considered to Avoid or Minimize Significant Adverse Impacts to Tribal
Cultural Resources:
o Avoidance and preservation of the resources in place, including, but not limited to:
Planning and construction to avoid the resources and protect the cultural and natural context.
Planning greenspace, parks, or other open space, to incorporate the resources with culturally appropriate
protection and management criteria.
o Treating the resource with culturally appropriate dignity, taking into account the tribal cultural values and meaning
of the resource, including, but not limited to, the following:
Protecting the cultural character and integrity of the resource.
Protecting the traditional use of the resource.
Protecting the confidentiality of the resource.
o Permanent conservation easements or other interests in real property, with culturally appropriate management
criteria for the purposes of preserving or utilizing the resources or places.
o Please note that a federally recognized California Native American tribe or a non-federally recognized California
Native American tribe that is on the contact list maintained by the NAHC to protect a California prehistoric,
archaeological, cultural, spiritual, or ceremonial place may acquire and hold conservation easements if the
conservation easement is voluntarily conveyed.23
o Please note that it is the policy of the state that Native American remains and associated grave artifacts shall be
repatriated.24
The lack of surface evidence of archaeological resources (including tribal cultural resources) does not preclude their subsurface
existence.
o Lead agencies should include in their mitigation and monitoring reporting program plan provisions for the
identification and evaluation of inadvertently discovered archaeological resources.25 In areas of identified
20 pursuant to Gov. Code section 65040.2,
21 (Gov. Code § 65352.3 (b)).
22 (Tribal Consultation Guidelines, Governor’s Office of Planning and Research (2005) at p. 18).
23 (Civ. Code § 815.3 (c)).
24 (Pub. Resources Code § 5097.991).
25 per Cal. Code Regs., tit. 14, section 15064.5(f) (CEQA Guidelines section 15064.5(f)).
5
archaeological sensitivity, a certified archaeologist and a culturally affiliated Native American with knowledge of
cultural resources should monitor all ground-disturbing activities.
o Lead agencies should include in their mitigation and monitoring reporting program plans provisions for the
disposition of recovered cultural items that are not burial associated in consultation with culturally affiliated Native
Americans.
o Lead agencies should include in their mitigation and monitoring reporting program plans provisions for the
treatment and disposition of inadvertently discovered Native American human remains. Health and Safety Code
section 7050.5, Public Resources Code section 5097.98, and Cal. Code Regs., tit. 14, section 15064.5,
subdivisions (d) and (e) (CEQA Guidelines section 15064.5, subds. (d) and (e)) address the processes to be
followed in the event of an inadvertent discovery of any Native American human remains and associated grave
goods in a location other than a dedicated cemetery.
From: Roman, Isabella@DTSC [mailto:Isabella.Roman@dtsc.ca.gov]
Sent: Friday, October 26, 2018 8:24 AM
To: Gross, Billy
Subject: Oakmont Meadows Residential Development Project Draft IS and MND
Hello,
I am representing a responsible agency reviewing the Draft Initial Study and Mitigated
Negative Declaration for the project referenced above.
I’m writing to inquire if a Phase I Environmental Site Assessment and/or any other
environmental sampling has previously been conducted for the project area? If so, I
would like a copy of the documentation. Past land uses could have resulted in
hazardous materials releases within the project area that should be investigated prior to
the proposed development project for public health protection. The proposed project
contains uncharacterized fill that will be disturbed during construction which could
potentially impact nearby receptors including construction workers and the school. Once
built, these residences would have backyards with this uncharacterized soil.
The Mitigation Measure Haz-1 is insufficient to prevent exposure to hazardous material.
It is proposed that if workers encounter material that is believed to be hazardous, all
activity will halt until the material has been evaluated by the Fire Department and/or
Environmental Health Department. However, there is no way to tell if a material is
hazardous just by looking at it. It would be best to have sampling data prior to the start
of construction.
On page 37 it is stated that “once operational, residential uses would not be considered
a potential source for hazardous material use or release.” It would be best to mention
the potential for these residences to store limited quantities of household hazardous
waste (HHW) such as drain cleaners, pesticides and herbicides. All residences have the
potential to contain HHW in limited quantities and aren’t that concerning but it is good to
acknowledge the potential for their presence. This is mentioned in the prior MND but
from what I can tell is not mentioned in the current version of the MND.
Please advise.
Thanks,
Isabella Roman
Environmental Scientist
Site Mitigation and Restoration Program
Department of Toxic Substances Control
700 Heinz Avenue Suite 200
Berkeley, CA 94710
(510)-540-3879
From: Erlie [mailto:erlie_1999@yahoo.com]
Sent: Tuesday, November 6, 2018 2:21 PM
To: Gross, Billy
Cc: Stanley
Subject: Oakmont Meadows Residential Development Project
November 6, 2018
Billy Gross, Senior Planner
City of South San Francisco, Economic & Community Development Department
315 Maple Avenue
South San Francisco, CA 94083-0711
Dear Mr. Gross,
We received the attached notice from the mail. We reside at Belfast Court under Oakmont Vista
Complex. We strongly oppose the proposed development project for the following reasons:
From our understanding, the newly built homes will have the same entrance
as Oakmont residents. This will create chaos and major traffic - we have one single road to go in
for 33 homes (approximately 105-150 cars) plus the new proposed 19 homes with about 50-70
additional cars making it approximately 155 – 220 cars using a narrow single road
entrance. The right turn to the entrance is already dangerous as it is in its current situation with
the cars parked on both sides of entrance let alone adding more cars.
It would be congested and unsafe with these many cars passing in the same entrance. It
would overwhelm the already crowded area. Our roads are in gridlock already especially in the
morning with school nearby the area. Recently, there was a huge accident right in the corner of
the entrance. Increasing cars would only increase accidents in the corner entrance.
The wear and tear to our road would be exorbitant to the Oakmont Vista residents. We are
the ones who pay for the maintenance of the road via our monthly HOA fee, so it would be
grossly unfair for these extra cars to use our road.
Also, this would lead to parking congestion. Currently, we are already having issues with lack
of parking. I am certain that the occupants of the newly built homes will end up using our
parking.
The noise and dust of construction would be intolerable and will result serious health issues.
One of our family members has extreme allergies from the dust.
Furthermore, the homes around our area are single-family homes, not townhomes. Adding
townhomes would devalue the properties around the area. Even in desirable communities,
having townhomes may not gain value as quickly as a neighborhood full of single homes.
These are only few protests we have. We are anticipating a public hearing to voice out our objections.
Please keep us inform.
Sincerely,
Erlie & Stanley Wai
Oakmont (Belfast) Resident
(Sent by regular mail and e-mail)
1 | 4
From:
Kong Residence
3420 Oakmont Dr.
South San Francisco, CA 94080
November 11, 2018
To:
Mr. Billy Gross, Senior Planner
City of South San Francisco, Economic and Community Development Department
315 Maple Ave.
South San Francisco, CA 94083-0711
Email: Billy.Gross@ssf.net
Re: Recirculated Initial Study/ Mitigated Negative Declaration (IS/MND) for the Revised Oakmont
Meadows Residential Development Project
Dear Mr. Gross,
We’d like to take this opportunity to express our concerns regarding the revised Oakmont Meadows
Residential Development Project. The updated development proposed access to eight (8) new
townhomes off a new driveway from the busy Oakmont Drive. As residents of this community for 20+
years and neighbors who live directly across from the proposed site, we believe this proposed plan and
new access road will have major negative impact on parking, pedestrian safety, and traffic. We
highlighted three (3) potential bottlenecks areas caused by the new development. Please refer to the
attached Exhibits A, B, and C for reference.
Bottleneck 1: Existing overflowed parking
Over the last couple of years, we’ve seen influx in population. Due to housing cost, economic, and/or
social factors, more than one family may be living under one roof. Parking has become a challenge for
our neighbors. Most nights, we see cars parked around corners or blocks from their houses because a 2-
car garage is just not enough. With the current parking problems, the Oakmont Meadows Residential
Development Project is expecting at least seventy (70) new residents while providing only eighty-five
(85) parking spaces as noted in the W-Trans’s Revised Oakmont Meadows Transportation Assessment
dated October 11, 2018. It may fulfill the South San Francisco Municipal Code 20.330.004, but
realistically from 20+ years of observation, that is not enough and will put more burden on the current
parking challenges.
Bottleneck 2: Proposed Driveway Off Busy Oakmont Drive
Per W-Trans’s Revised Oakmont Meadows Transportation Assessment dated October 11, 2018, the
report acknowledges issues with the sight distance of having the proposed project driveway off
Oakmont Drive. The report recommends taking away sixty (60) feet of parking spaces to the north side
of the new driveway and twenty (20) feet to the south side as illustrated in Exhibit A. This create a
pedestrian hazard and major parking impact for existing residents.
First, an existing bus stop is located about sixty (60) feet from the proposed driveway. This bus stop
serves students to South San Francisco High School and drop-off for Westborough Middle School during
peak hours. To make room for sight distance, the report’s recommendation to eliminate parking to only
2 | 4
two (2) parking spaces on the north side on the west side of Oakmont Dr would require one of the
parking spaces to block the bus stop. Kids would have to walk out to the street to get onto the bus. In
addition, the buses would be blocking the west side of Oakmont Drive during pickups, causing
overflowed traffic into major intersection of Westborough/Oakmont/Callan. This is a potential
pedestrian and traffic hazard. Traffic is traveling 45+ mph on Westborough Blvd. despite the 35 mph
signage.
Second, the report has just pointed out its impact on existing parking by eliminating eighty (80) feet of
parking spaces on the west side of Oakmont Drive. Exhibits B and C illustrate the current parking
challenges of this neighborhood. Cars parked in front of the proposed driveway.
It is highly troubling to discover the projected parking demand and an ticipated trip generation for the
proposed revised Oakmont Meadows Residential Development Project are based on manuals; ITE in
Parking Generation, 4th Edition, 2010 and ITE in Trip Generation Manual, 9th Edition, 2012, respectively.
Manuals don’t factor in the recent neighborhood growth.
Bottleneck 3: Intersection of Westborough Blvd/Oakmont Dr/Callan Blvd
With the proposed driveway just two hundred (200) feet from this major intersection, it creates a
bottleneck for both cars coming out of the new development and buses picking up riders, not to
mention pedestrians crossing the intersection. During peak hours, traffic on the east side of Oakmont
Drive can end up blocks from this intersection. Having to accommodate another set of traffic from the
new development is another major hurdle for a growing neighborhood that hasn’t been addressed in
the development plan.
We welcome plans to address housing shortage, but the results does not justify its means if we put
pedestrian safety at risk. We request the City of South San Francisco, Economic and Community
Development Department to reconsider this project and open the discussion to a Townhall meeting
before moving forward.
Thank you,
Kong Residence
3420 Oakmont Drive
South San Francisco, CA 94080
3 | 4
Exhibit A
4 | 4
Exhibit B
Exhibit C
EXHIBIT C:
COMMENTS, RESPONSE, AND ERRATA FOR THE
APRIL 2016 IS/MND
Attachment to the Review and Discussion of Comment Letters for the
October 2018 Recirculated IS/MND for the
Revised Oakmont Meadows Residential Development Project
INITIAL STUDY AND MITIGATED NEGATIVE DECLARATION
STATE CLEARINGHOUSE NUMBER: 2016042067
OAKMONT MEADOWS RESIDENTIAL DEVELOPMENT PROJECT
Oakmont Meadows Residential Development Project, IS/MND Errata Page 1
ERRATA
PURPOSE OF THE ERRATA SHEET
This errata document is intended to be amended to the Initial Study and Mitigated Negative Declaration
(IS/MND) for the proposed Oakmont Meadows Residential Development Project (Project).
The revisions in this document are considered minor only and not “substantial revision” that would
trigger recirculation of the IS/MND under CEQA Guidelines Section 15073.5. These revisions do not
identify a new significant effect, or revise findings of the residual levels of effects.
REVISIONS TO THE IS/MND
The following are minor text changes, additions or modifications made to the IS/MND.
A page number from the IS/MND and explanation of each revision is included in italics preceding each
revision.
Existing and revised IS/MND text is indented. Deletions are noted by strikethrough; additions
are underlined.
Page 3: The following addition is made under the Project Entitlements section to reflect the requirement
for Airport Land Use Commission review:
Requested approvals from the City of South San Francisco include Planned Development, Tentative
Parcel Map, and Design Review.
The Project also requires San Mateo County Airport Land Use Commission review of a project within
San Francisco International Airport’s Airport Influence Area B.
Page 36: The following change is made under the Airport Hazards discussion in the Hazards and
Hazardous Materials section to reflect the presence of the Project site within an airport influence area:
e, f) Airport Hazards. The closest airport is the San Francisco International Airport, located
approximately 4 miles from the Project site. The Project site is not within Airport Influence Areas
A and B of the October 2012 Airport Land Use Compatibility Plan for the Environs for the San
Francisco International Airport (ALUCP).1 Tthe airport land use plan area (generally 2 miles)
or Project site is outside the constraints related to heights and airplane safety and would not
1 City/County Association of Governments of San Mateo County, November 2012, Comprehensive Airport Land Use
Compatibility for the Environs of San Francisco International Airport, Exhibits IV-1 and IV-2.
Page 2 Oakmont Meadows Residential Development Project, IS/MND Errata
contain other incompatible flight hazards as described in the ALUCP.2 There are no other
airports, either public or private within the vicinity of the Project. There would be no impact
related to airport hazards.
Page 43: The following change is made under the Airport Noise discussion in the Noise section to reflect
the presence of the Project site within an airport influence area:
e, f) Airport Noise. The Project is unrelated to airport operation and would not result in changes or
increases in airport noise that could affect others. The Project would have no impact related to
airport noise.
As noted above, the effects of the environment on a project are not considered environmental
impacts under CEQA, and the following is included for informational purposes. The closest
airport is the San Francisco International Airport, located approximately 4 miles from the
Project site. The Project site is not within Airport Influence Areas A and B of the October 2012
Airport Land Use Compatibility Plan for the Environs for the San Francisco International
Airport, the airport land use plan area (generally 2 miles) and but is not within the area
impacted by airplane flyover noise.17 There are no other airports, either public or private within
the vicinity of the Project.
17 City/County Association of Governments of San Mateo County, November 2012, Comprehensive
Airport Land Use Compatibility for the Environs of San Francisco International Airport, Exhibit IV-6.
2 Ibid, pages IV-59 to IV-60.
LAMPHIER -GREGORY 1944 EMBARCADERO, OAKLAND, CA 94606 PHONE 510 535-6690 FAX 510 535-6699
LAMPHIER-GREGORY
MEMO
TO: Billy Gross, Senior Planner
City of South San Francisco
Department of Economic and Community Development
315 Maple Avenue
South San Francisco, CA 94080
FROM: Rebecca Auld
Lamphier-Gregory
SUBJECT: Oakmont Meadows Residential Development Project IS/MND – Review and
Discussion of Comment Letters
DATE: June 3, 2016
PURPOSE OF THIS MEMO
This memo provides a brief discussion of comments received in response to the Initial Study/Mitigated
Negative Declaration (“IS/MND”) for the Oakmont Meadows Residential Development Project
(“Project”). Though the California Environmental Quality Act (“CEQA”) does not require a lead agency
to formally respond to written comments received on an IS/MND, this memorandum is being provided by
the IS/MND preparer to demonstrate that the comments do not present substantial evidence supporting a
fair argument that the Project may have a significant environmental impact, or that the IS/MND should be
revised and recirculated for public review.
In summary, the letters have not raised any issues that would require recirculation of the IS/MND under
section 15073.5 of the CEQA Guidelines as no new significant effects were identified and the
significance of identified impacts remains unchanged.
COMMENTS RECEIVED
The comment period ran from April 25, 2016 to May 24, 2016. Nine comment letters were received
during (or soon after) the comment period, as listed below. All the listed comments letters are attached to
this memo.
Agency Comments
• San Francisco International Airport Letter: John Bergener, Airport Planning Director, dated May
23, 2016
• County of San Mateo Department of Public Works Letter: Mark Chow, Principal Civil Engineer,
dated May 24, 2016
BILLY GROSS 6/3/16 PAGE 2
LAMPHIER -GREGORY 1944 EMBARCADERO, OAKLAND, CA 94606 PHONE 510 535-6690 FAX 510 535-6699
• State Clearinghouse Letter: Scott Morgan, Director, dated May 25, 2016
Public Comments
• Li Letter: Wesley Li, dated May 11, 2016
• Ofrecio Letter: Dominador Ofrecio, undated, received May 12, 2016
• Wai Letter: Erlie Wai, dated May 12, 2016
• Lyons Letter: Ben and Molly Lyons, dated May 16, 2016
• Hong Letter: Richard Hong, dated May 23, 2016
• Oakmont Vistas Homeowners Association Letter: Larry Barney, President, dated May 24, 2016
DISCUSSION OF AGENCY COMMENT LETTERS
Agency comment letters are included as attachments to this memo and addressed by letter below.
San Francisco International Airport
The comments in this letter relate to consistency with the Airport Land Use Plan for the San Francisco
International Airport and the identification of the Project site within the Airport Influence Areas A and B.
Revisions been added to the IS/MND via the Errata Sheet, to reflect this information as necessary. This
information does not change the impact conclusions in the IS/MND. Information regarding real estate
disclosures has been provided to City staff and decision makers and the applicant for their information
and review.
County of San Mateo Department of Public Works
The comments in this letter relate to compliance with the District policy of requiring that post-
development discharge rate not exceed the existing discharge rate. The District also requested the
inclusion of additional trash management measures.
All approval procedures must be successfully completed for the Project to proceed and the information in
this letter has been provided to City staff and decision makers and the applicant for their information and
review.
The comments do not identify any new significant effects and the significance of identified impacts in the
IS/MND remains unchanged.
State Clearinghouse
The State Clearinghouse letter acknowledges that the lead agency has complied with State Clearinghouse
review requirements pursuant to CEQA. This letter contained no comments on the environmental
analysis.
BILLY GROSS 6/3/16 PAGE 3
LAMPHIER -GREGORY 1944 EMBARCADERO, OAKLAND, CA 94606 PHONE 510 535-6690 FAX 510 535-6699
DISCUSSION OF PUBLIC COMMENTS
Public comment letters are included as attachments to this memo and the comments they contain are
addressed by topic below.
Traffic (Li, Ofrecio, Wai, Lyons, Hong, and Oakmont Vistas Homeowners Association letters)
Several commenters discussed the increased volume of traffic resulting from Project development, either
in general or specifically related to vicinity streets and intersections. The IS/MND states on pages 46-47
under the Vehicle Circulation and Congestion heading:
All study intersections were operating between LOS A and LOS D during the a.m. and
p.m. peak hours and would continue to do so with the addition of Project traffic (see
Table 5 in the traffic study included as Attachment B). The transportation assessment
therefore determined that, based on the addition of the Project generation trips to current
conditions, the intersections would continue to operate at acceptable LOS and impacts
would be less than significant.
The volume of vehicles generated by the Project equates to 12 trips in the a.m. peak hour and 16 trips in
the p.m. peak hour. The resultant level of traffic on nearby residential streets would be well within traffic
levels expected in a low-density residential neighborhood and on low-volume residential streets and
would not be considered a level of traffic that is unsafe or otherwise incompatible with a residential
neighborhood. Full details of the analysis in the Transportation Assessment can be found in Attachment
B of the IS/MND.
Some commenters noted concerns related specifically to the intersection of Oakmont Drive and Shannon
Drive and the worsening of intersection traffic and safety conditions. Further information specific to the
Oakmont Drive and Shannon Drive intersection traffic and safety conditions is included in the
Transportation Assessment (Attachment B of the IS/MND) under Collision History on pages 2-3 as well
as on page 5 under Existing Plus Project Conditions, as excerpted below. Additional discussion and data
tables can be found in the source document.
The collision history for the study area was reviewed to determine any trends or patterns
that may indicate a safety issue. Collision rates were calculated based on records
available from the California Highway Patrol as published in their Statewide Integrated
Traffic Records System (SWITRS) reports. The most current five-year period available is
July 1, 2009 through June 30, 2014.
As presented in Table 1, the calculated collision rates for the study intersections were
compared to average collision rates for similar facilities statewide, as indicated in 2012
Collision Data on California State Highways, California Department of Transportation.
Generally, the intersections operate below or near the statewide average for similar
facilities. The collision rate calculations are attached.
To summarize, while some commenters noted the desire for additional stop signs at this intersection, the
traffic analysis identified no warrant, either from a congestion or safety aspect, for such a requirement.
Safety of pedestrians in particular was noted as a concern by some commenters. As noted above, the
Project would meet all local design and construction standards and would not result in an increase in
design hazards. Alternative modes, and specifically sidewalk provisions for pedestrians, were additionally
reviewed and found to be adequate to provide safe and direct pedestrian access (as discussed under item f
on page 48 of the IS/MND).
BILLY GROSS 6/3/16 PAGE 4
LAMPHIER -GREGORY 1944 EMBARCADERO, OAKLAND, CA 94606 PHONE 510 535-6690 FAX 510 535-6699
The traffic-related comments do not identify any new significant effects and the significance of identified
impacts in the IS/MND remains unchanged.
Emergency Access (Lyons letter)
This comment relates to the adequacy of the analysis in the IS/MND regarding emergency evacuation.
The IS/MND states on page 36 under the Emergency Response Plan heading:
The Project would not substantially alter traffic patterns and would not impair
implementation of any adopted emergency response plan or emergency evacuation plan.
Therefore, the Project would have no impact in this regard.
The IS/MND further states on page 48 under the Inadequate Emergency Access heading:
The proposed Project would have one access road for all ingress and egress. Emergency
vehicles would be able to enter the site and maneuver in the designated turnaround area
located at the north end of the site near the townhomes to turn around and exit the site.
The site’s road, which is designed to meet City standards, would be of adequate width,
and the turnaround would be of adequate size. The Project would have no impact with
regard to inadequate emergency access.
To summarize, the construction of 19 homes consistent with the City’s planning documents for the
currently undeveloped Project site would not result in a significant environmental impact related to
emergency access or evacuation.
The comments do not identify any new significant effects and the significance of identified impacts in the
IS/MND remains unchanged.
Construction Dust and Noise (Wai letter)
This comment notes health concerns related to construction-period dust and noise.
The potential for air quality impacts to occur during the Project’s construction period were analyzed on
pages 21 through 24 of the IS/MND, with the requirement to implement construction management
practices and construction emissions minimization practices (mitigation measures Air-1 and Air-2) to
minimize dust and emissions during the construction period, which resulted in a conclusion that impacts
related to construction-period dust and emissions would not be significant with implementation of the
identified mitigation.
The potential for the Project to result in noise impacts during the construction period was analyzed on
pages 42 and 43 of the IS/MND. The Project would comply with the City’s noise ordinance as it related
to noise limits on construction equipment and hours of construction activities and would not result in
significant vibrations at nearby residences. The Project would not result in a significant impact related to
construction noise or vibration.
The comments do not identify any new significant effects and the significance of identified impacts in the
IS/MND remains unchanged.
BILLY GROSS 6/3/16 PAGE 5
LAMPHIER -GREGORY 1944 EMBARCADERO, OAKLAND, CA 94606 PHONE 510 535-6690 FAX 510 535-6699
Non-CEQA Topics
Public Noticing and other Construction-related Issues (Ofrecio, Wai, and Hong letters)
Comments were submitted regarding construction-related issues include the anticipated timeframe for
construction; providing the community with information regarding noise, dust pollutants, hazardous
materials, traffic, and security and well as the presence of these issues; and site access during
construction.
These comments are not comments on the environmental analysis in the IS/MND and are not further
addressed herein. All comment letters have been provided to City staff and decision makers and the
applicant for their information and review.
Homeowner-related Issues (Ofrecio, Wai, Lyons, Hong. and Oakmont Vistas Homeowners Association
letters)
Comments were submitted regarding homeowners’ association-related issues including the use of private
roads in the Oakmont Vistas neighborhood for Project access during construction and operation, use of
Oakmont Vistas private recreational facilities by Project residents, or other perceived homeowners’
association costs.
These comments relate to the specifics of homeowners’ association social and economic considerations
and are not comments on the environmental analysis in the IS/MND and are not further addressed herein.
All comment letters have been provided to City staff and decision makers and the applicant for their
information and review.
Property Values (Wai letter)
This comment related to the lowering of property values as a result of developing the Project.
Economic impacts are not generally studied under CEQA. As noted in section 15131(a) of the State
CEQA Guidelines, “Economic or social effects of a project shall not be treated as significant effects on
the environment. An EIR may trace a chain of cause and effect from a proposed decision on a project
through anticipated economic or social changes resulting from the project to physical changes caused in
turn by the economic or social changes.” Such “physical changes” are often referred to as urban decay.
Urban decay is the process whereby a previously functioning city, or part of a city, falls into disrepair and
decrepitude. Turnover of ownership and/or reduction in values would not in and of themselves be
considered urban decay. The construction and operation of the Project would not reasonably be
considered to result in physical decay due to economic or social effects.
These comments are not comments on the environmental analysis in the IS/MND and are not further
addressed herein. All comment letters have been provided to City staff and decision makers and the
applicant for their information and review.
Parking-related Issues (Wai and Lyons letters)
These comments relate to parking by residents of the Project and specifically the potential for parking to
occur in the existing Oakmont Vistas neighborhood.
The Project proposes a two-car garage for each residential unit (38 off-street spaces) and 19 additional
spaces off of the proposed new street, for a total of 57 parking spaces within the Project. The provision of
parking spaces in the Project was discussed on page 6 of the Transportation Assessment (Attachment B of
BILLY GROSS 6/3/16 PAGE 6
LAMPHIER -GREGORY 1944 EMBARCADERO, OAKLAND, CA 94606 PHONE 510 535-6690 FAX 510 535-6699
the IS/MND) and determined to be consistent with City requirements and exceed the projected Project
demand for 32 parking spaces. Unless parking provisions are severely inadequate such that significant
impacts related to traffic and air quality could occur from vehicles circling to find parking, the availability
of parking is considered a social issue, and not an environmental issue. As discussed, parking provisions
are considered adequate and there would be no environmental impact related to parking availability.
These comments are not comments on the environmental analysis in the IS/MND and are not further
addressed herein. All comment letters have been provided to City staff and decision makers for their
information and review.
From: Wesley Li [mailto:lipeace70@yahoo.com]
Sent: Wednesday, May 11, 2016 5:56 PM
To: Gross, Billy
Subject: Oakmont Meadow Residential Project
Dear city planners,
My name is Wesley Li, a resident at Oakmont Estate since 2010. I go through the intersection of
Oakmont street and Shannon drive several times everyday going to work as well as running
errands. I see first hand how dangerous the intersection can be with cars speeding up and down
Oakmont street, especially during morning and afternoon rush hours. I strongly urge the city to
consider installing 4 ways Stop Signs at this intersection to enhance traffic control and better
safety measures for the many individuals whom go through this intersection. It will save lives.
Thank you!
Wesley Li
Subject: Oakmont Meadows Residential Development Project
Dear Mr. Gross,
As a concerned Oakmont Vista resident and homeowner I put before you my concerns and the
severe impact this proposed new development will have in our existing community. We are
currently a community of 33 private single family homes that will be greatly impacted when
construction begins.
Below are my questions and concerns:
Questions:
1. When is start date and end date of proposed project?
2.Will there be regular updates informing our community of how noise, dust pollutants,
hazarduous materials, traffic and security will be addressed?
3.Is Shannon Park Ct the only access road going in & out while development is in
progress?
4.The Shannon Park Ct is a narrow road which is accessed by Oakmont Vista residents to
go to our tot playground, how safe are the kids crossing this road while construction
trucks go through?
5.Since Oakmont Vista has maintained our own roads being a private community, will the
new developer pay our homeowners association right of way fees accessing thru our
road while construction is in progress?
6.Traffic along intersection of Oakmont & Shannon Drive will increase due to this new
development, how are you going to address the increased volume of traffic? Should
there be a 4 way stop along these intersections?
Dominador Ofrecio
5227 Belfast Ct. SSF
d.ofrecio@yahoo.com
TO: Billy Gross, Senior Planner
City of SSF, Economic & Community Development Department
315 Maple Avenue
South San Francisco, CA 94083-0711
DATE: May 16, 2016
FROM: Ben & Molly Lyons
5233 Belfast Court; SSF, CA 94080
RE: Written Comments regarding Mitigated Negative Declaration
Dear Planning Division: We have lived in Oakmont Vistas for almost seven years; first as a
renters at 7233 Shannon Park Court from August 2009 to June of 2011, and now as homeowners
since June 2011 at 5233 Belfast Court. Here are our main concerns:
1. Evacuation in the event of an Emergency, e.g. brush fires, earthquake
Will Shannon Park Court and Shannon Place be able to accommodate an emergency
evacuation for nearly 50 households, and well over 100 cars from both developments
safely? The Mitigated Negative Declaration (MND) did not address adequately.
2. Liability, Repair and Maintenance of Shannon Park Court and Shannon Place
Will Oakmont Vistas HOA be financially responsible for the safety and maintenance of the
shared street in front of the park and entrance to Oakmont Meadows? The MND did not
address this issue.
3. Pedestrian Safety on Shannon Park Court and Shannon Place
The road in front of the Oakmont Vista park and mail box as well as the entrance to
Oakmont Meadows will not be as safe for pedestrians and children due to all the traffic
entering and exiting both developments. The MND did not address pedestrian safety.
4. Traffic Safety of Oakmont Drive and Shannon Drive
Westborough Boulevard, Oakmont Drive and Shannon Drive intersections will become
less safe for motorists, pedestrians, and the Westborough Middle School children.
The new grocery mall and restaurants on Westborough Boulevard and Callan have
already noticeably increased traffic congestion. The additional traffic from Oakmont
Meadows is going to make the Oakmont Drive and Shannon Drive even worse. The MND
did not include the impact of the new shopping center on traffic congestion.
5. Oakmont Vistas’ much needed Guest Parking near the Park will be difficult to use
Pulling in and out of the guest parking places in front of Oakmont Vistas’ private park and
mail box will be more hazardous with the increased traffic coming and going from
Oakmont Meadows. It will be a financial burden for the HAO to monitor our guest parking.
6. Additional Parked Cars Outside of both Developments
The planned number of parking spaces in Oakmont Meadows is not sufficient. Limited
parking will greatly increase the number of parked cars on Shannon Drive and Oakmont
Drive negatively impacting the whole area.
Thank you for the opportunity to comment.
CJM Association Services, Inc.
P.O. Box 190, Pleasanton, CA 94566
Voice ~ 925-4296-1508 or 800-223-6272; Fax ~ 925-426-1494
Email ~ Robert@cjmasi.com
May 24, 2016
VIA EMAIL AND U.S. MAIL to Billy.Gross@ssf.net
Billy Gross, Senior Planner
City of South San Francisco
Economic & Community Development Department
315 Maple Avenue
South San Francisco, CA 94083-0711
Re: Response to Initial Study and Mitigated Negative Declaration for
Oakmont Meadows
Dear Mr. Gross:
Thank you for the opportunity to review the Initial Study and proposed Mitigated
Negative Declaration for Oakmont Meadows. The following are comments from the
Oakmont Vistas Homeowners Association (“Association”), the homeowners association
for the residential common interest development adjacent to the proposed Oakmont
Meadows project. Overall, we appreciate the care with which the Initial Study and
Mitigated Negative Declaration was prepared. However, there are a few areas of
concern in which we believe that the impact of the Oakmont Meadows project on the
existing Oakmont Vistas community has been understated or omitted entirely.
Our specific comments are as follows:
1. Transportation and Traffic (Page 47).
a. Damage to Existing Private Street by Construction Vehicles. Construction
vehicles and other traffic associated with the development of Oakmont Meadows will be
using the lower portion of Shannon Park Court for access. Shannon Park Court is a
private street, the maintenance of which is the responsibility of the Association. We
appreciate that construction noise was considered in Section 12 at page 42; however,
we see no consideration of damage to the actual roadway. We anticipate that there will
be damage and excessive wear and tear of our street during the course of construction
due to repeated trips by heavy machinery and construction equipment. Some
mechanism for repair and/or replacement of Shannon Park Court must be included in
any project approval for Oakmont Meadows.
Oakmont Vistas
Homeowners Association
CJM Association Services, Inc.
P.O. Box 190, Pleasanton, CA 94566
Voice ~ 925-4296-1508 or 800-223-6272; Fax ~ 925-426-1494
Email ~ Robert@cjmasi.com
b. Damage to Existing Private Street by Residents of New Development. Residents
of Oakmont Meadows will be using Shannon Park Court heavily, as it will be the only
way to access the public streets (i.e., Oakmont Avenue). The current maintenance
budget for Shannon Park Court contemplates only residents of Oakmont Vistas using
this private street. Upon development of Oakmont Meadows (and, we assume, but
cannot confirm, creation of an Oakmont Meadows homeowners association), the
maintenance of the private streets used by both associations must be shared.
c. Traffic Calming and Control. The report minimizes, and we believe understates,
the impact of new traffic affecting the Oakmont Vistas community. While 155 new trips
daily, including 12 during the morning peak and 16 during the evening peak, may not
seem significant, in the context of our small neighborhood, this increase is statistically
significant and is likely to be highly noticeable to members of the community. Our family
neighborhood is filled with children, bicyclists, pedestrians, runners and pets. We are
very concerned that the increase in trips will correspond to traffic hazards. Effective
traffic control and traffic calming measures must be included in the project plans in order
to protect the health and safety of our Oakmont Vistas community members.
2. Overuse/Trespass of Private Recreational Facilities. The Association’s common
area includes significant common private recreational facilities, including a large
landscaped lawn area and a tot lot. As with the private streets in the Oakmont Vistas
development, maintenance, repair and replacement of these facilities is the sole
responsibility of the Association, paid for by residents of Oakmont Vistas. We are
concerned that our recreational facilities will be used and possibly abused by non-
residents drawn to the area by the new development, and that the safety of our children
using the tot lot may be compromised by the presence of trespassers. Some
consideration of maintaining the private nature of these recreational amenities must be
included in any project approval for Oakmont Meadows.
Thank you for the opportunity to comment. We look forward to further discussion
regarding the Oakmont Meadows project as the approval process continues.
Sincerely,
Larry Barney
President, Oakmont Vistas Homeowners Association
OAKMONT MEADOWS PROJECT MMRP PAGE 1
Oakmont Meadows Mitigation Monitoring and Reporting Program
Mitigation Measure Timing/
Schedule
Implementation
Responsibility
Verification
Monitoring
Action
Monitoring
Responsibility
Date
Completed
Air 1: Standard Construction Best Management Practices: The
contractor shall reduce implement the following BAAQMD
recommended Best Management Practices:
1. All exposed surfaces (e.g., parking areas, staging areas, soil
piles, graded areas, and unpaved access roads) shall be watered
two times per day.
2. All haul trucks transporting soil, sand, or other loose material
off-site shall be covered.
3. All visible mud or dirt track-out onto adjacent public roads shall
be removed using wet power vacuum street sweepers at least
once per day. The use of dry power sweeping is prohibited.
4. All vehicle speeds on unpaved roads shall be limited to 15 miles
per hour.
5. All roadways, driveways, and sidewalks to be paved shall be
completed as soon as possible. Building pads shall be laid as
soon as possible after grading unless seeding or soil binders are
used.
6. Idling times shall be minimized either by shutting equipment off
when not in use or reducing the maximum idling time to 5
minutes (as required by the California airborne toxics control
measure Title 13, Section 2485 of California Code of
Regulations [CCR]). Clear signage shall be provided for
construction workers at all access points.
7. All construction equipment shall be maintained and properly
tuned in accordance with manufacturer’s specifications. All
equipment shall be checked by a certified mechanic and
determined to be running in proper condition prior to operation.
8. Post a publically visible sign with the telephone number and
person to contact at the Lead Agency regarding dust complaints.
This person shall respond and take corrective action within 48
hours. BAAQMD’s phone number shall also be visible to
ensure compliance with applicable regulations.
Prior to
issuance of
building
permits and
during
project
construction
Applicant for the
development
Verify
requirements
are met during
construction
City of South
San Francisco
and
construction
contractor
PAGE 2 180 EL CAMINO REAL – CENTENNIAL VILLAGE PROJECT MMRP
Mitigation Measure Timing/
Schedule
Implementation
Responsibility
Verification
Monitoring
Action
Monitoring
Responsibility
Date
Completed
Air-2: Construction Emissions Minimization Practices. The project
shall demonstrate compliance with the following Construction
Emissions Minimization Practices prior to issuance of demolition,
building or grading permits:
1. All off-road equipment greater than 25 horse power (hp) and
operating for more than 20 total hours over the entire duration
of construction activities shall meet the following requirements:
a. Where access to alternative sources of power are available,
portable diesel engines shall be prohibited;
b. All off-road equipment shall have:
i. Engines that meet or exceed either U.S. Environmental
Protection Agency (U.S. EPA) or California Air
Resources Board (ARB) Tier 2 off-road emission
standards, and
ii. Engines that are retrofitted with an ARB Level 3
Verified Diesel Emissions Control Strategy (VDECS).
c. Exceptions:
i. Exceptions to 1(a) may be granted if the project
sponsor has submitted information providing evidence
to the satisfaction of the City that an alternative source
of power is limited or infeasible at the project site and
that the requirements of this exception provision apply.
ii. Exceptions to 1(b)(ii) may be granted if the project
sponsor has submitted information providing evidence
to the satisfaction of the City that a particular piece of
off-road equipment with an ARB Level 3 VDECS is:
(1) technically not feasible, (2) would not produce
desired emissions reductions due to expected operating
modes, (3) installing the control device would create a
safety hazard or impaired visibility for the operator, or
(4) there is a compelling emergency need to use off-
road equipment that are not retrofitted with an ARB
Level 3 VDECS and the sponsor has submitted
documentation to the City that the requirements of this
exception provision apply. If granted an exception to
1(b)(ii), the project sponsor must comply with the
During
project
construction
Applicant for the
development
Verify
requirements
are met during
construction
City of South
San Francisco
and
construction
contractor
OAKMONT MEADOWS PROJECT MMRP PAGE 3
Mitigation Measure Timing/
Schedule
Implementation
Responsibility
Verification
Monitoring
Action
Monitoring
Responsibility
Date
Completed
requirements of 1(c)(iii).
iii. If an exception is granted pursuant to 1(c)(ii), the
project sponsor shall provide the next cleanest piece of
off-road equipment, including a Tier 2 engine standard
and the following emissions control/alternative fuel in
order of preference if available: 1) ARB Level 2
VDECS, 2) ARB Level 2 VDECS, or 3) Alternative
Fuel..
Bio-1: Nesting Birds. If construction occurs during the breeding season
(February through August), the site and a surrounding radius of not less
than 0.5 miles shall be surveyed by a qualified biologist to verify the
presence or absence of nesting birds protected under the federal
Migratory Bird Treaty Act and the California Fish and Wildlife Code.
Pre-construction surveys shall be conducted within 15 days prior to
start of work and shall be submitted to the Building Division. If the
survey indicates the potential presences of nesting birds, the applicant
shall comply with recommendations of the biologist regarding an
appropriately sized buffer around the nest in which no work will be
allowed until the young have successfully fledged. The size of the nest
buffer will be based to a large extent on the nesting species and its
sensitivity to disturbance.
During
project
construction
Applicant for the
development
Verify
requirements
are met during
construction
City of South
San Francisco
and
construction
contractor
Traffic-1: Sight Distance. To provide adequate sight lines at the
project’s connection to Oakmont Drive, parking shall be prohibited for
at least 60 feet to the north of the project driveway on the west side of
Oakmont Drive, and prohibited to the south of the project driveway for
at least 20 feet on the west side of Oakmont Drive.
During
project
construction
and prior to
issuance of a
certificate of
occupancy
Applicant for the
development
Verify
requirements
are met during
construction
and prior to
issuance of a
certificate of
occupancy
City of South
San Francisco
and
construction
contractor