HomeMy WebLinkAboutReso 53-2006
RESOLUTION NO. 53-2006
CITY COUNCIL, CITY OF SOUTH SAN FRANCISCO, STATE OF CALIFORNIA
A RESOLUTION CERTIFYING AN ENVIRONMENTAL IMPACT
REPORT INCLUDING A STATEMENT OF OVERRIDING
CONSIDERATIONS AND MITIGATION MONITORING AND
REPORTING PROGRAM, AND APPROVING UP05-0005, DR05-
0043, S06-0008, PM05-0002, PUD05-0001 AND TDM05-0001 TO
ALLOW DEVELOPMENT OF A 15.75 ACRE SITE FOR AN
OFFICE/RESEARCH AND DEVELOPMENT PROJECT AT 249
EAST GRAND AVENUE IN THE P-I PLANNED INDUSTRIAL
ZONE DISTRICT
WHEREAS, an application was submitted by Alexandria Real Estate Equities to
approve a 540,000 square foot Office/Research and Development Cmnpus including above
grade parking garage and ancillary retail and fitness center ("Project") at 249 East Grand
Avenue, in the P-I Planned Industrial Zone District, and
WHEREAS, the City determined that a Focused Environmental Impact Report (EIR)
was required to evaluate the ilnpacts of the proposed project, and
WHEREAS, The Final EIR (FEIR) for the Project consists of the Focused EIR, the
Partial Revision of the Draft Focused EIR, and response to COlnments Inade on the Focused
EIR and Partial Revision of the Draft Focused EIR, and the Mitigation and Monitoring
Progrmn, and
WHEREAS, the Draft EIR and Partial Revision of the Draft EIR were prepared and
each circulated for 45-day public/agency review period from October 6, 2005 through
November 21,2005 and March 28,2006 to May 12,2006, respectively, and
WHEREAS, notices of the availability of the Draft Focused EIR and Partial Revision
of the Draft Focused EIR were published in the San Mateo Times, mailed to property owners
within a 300-foot radius of the site, noticed to local agencies and cities, and circulated
through the State Clearinghouse, and
WHEREAS, the Planning COlnmission held a duly noticed meeting during the review
period on Novelnber 3,2005 to take public testimony on the Draft Focused EIR, and
WHEREAS, the Draft Envirorunental Impact Report reviewed and analyzed the
following potential environmental ilnpacts:
· Aesthetics including the visual character of the proposed project, including
lighting;
. Air Quality, including construction dust;
. Biological resources;
. Geology and Soils, including ground shaking, soil stability, landslides, lateral
spreading, liquefaction and expansive soils;
. Hazardous materials;
. Hydrology and Water Quality, including water quality degradation;
. Land Use and Planning, including the InaXlmum square footage of
development allowed by the General Plan;
. Noise;
. Public service ilnpacts;
. Transportation and Circulation, including trips generated in peak hours,
ilnpacts to freeway segInents, declines in Level of Service at nearby
intersections, and restrictions on parking to reduce congestion;
. Utilities, including water availability, and ilnpacts to aging wastewater
collection facilities and cUlnulative demand for wastewater treatment capacity;
. Project alternatives; and
. CUlnulative ilnpacts
WHEREAS, a Final EIR was prepared, including responses to comments received on
the Draft EIR and Partial Revision of the Draft EIR, and sent to agencies and individuals
from whom comments on the Draft EIR were received, and
WHEREAS, the City Council has reviewed and carefully considered the information
in the DEIR, Partial Revision of the Draft EIR and the Final EIR at a duly noticed public
hearing held on July 12, 2006, and certifies them as objective and accurate documents that
reflect the independent judgment of the City in the identification, discussion and mitigation
of the Project's environmental impacts, and
WHEREAS, mitigation lneasures have been incorporated into the Project to reduce
identified ilnpacts to a level of less than significant for all but three ilnpacts, and
WHEREAS, the proposed mitigation measures for three transportation impacts
cannot reduce the ilnpacts to acceptable levels, and
WHEREAS, the City Council adopts the required findings of Section 15091 of the
State CEQA Guidelines for the Project's significant envirorunental effects, which effects
cannot be reduced to an acceptable level, with regard to transportation impacts, and
WHEREAS, the Project cannot be approved unless a Statelnent of Overriding
Considerations is adopted which balances the benefits of the proposed Project against its
unavoidable transportation impacts, and an earlier Statelnent of Overriding Considerations
was made by the City and applies to the Project as follows:
1. The City of South San Francisco approved an update to its General Plan and
Environmental lInpact Report in October, 1999. The City Council made a
statelnent of overriding considerations in its approval of the General Plan update,
because the lneasures identified to mitigate for traffic congestion along US 101
and regional air pollution would not be sufficient to reduce the impacts to less
than significant levels.
2. The 249 East Grand Avenue Office/R&D Project would ilnpact SOlne of the smne
freeway segInents that were identified in the General Plan EIR and whose traffic
effects could only be partially lnitigated.
3. Therefore, the Statement of Overriding Considerations that was made for
approval of the General Plan would also apply to decision-lnaking on the 249 East
Grand Project by the City.
4. Additionally, the Project offers specific benefits as stated in the Statement of
Overriding Considerations adopted for the Project, as found in the Findings of
Fact and Statement of Overriding Considerations incorporated herein.
WHEREAS, the South San Francisco City Council held duly noticed public hearing
on July 12, 2006 to consider the Envirorunental lInpact Report and the proposed Project,
including the Use Permit, Design Review application, Type C Sign Pennit, Tentative Parcel
Map, Planned Unit Developlnent Application, Preliminary Transportation Demand
Management Progrmn, Design Review lninutes and Developlnent Agreement and finds that:
1. The EIR was independently reviewed and analyzed by the City and reflects
the independent judgInent of the City as lead agency, and
2. The documents, including, but not limited to, the 1999 General Plan, the 1999
Certified Environmental Impact Report and Statement of Overriding
Considerations, Draft Focused EIR for the Project, Partial Revision of the
Draft Focused EIR, Final EIR, Response to Comments, Findings and
Analysis for lInpacts identified in the EIR, attached hereto and incorporated
herein as Exhibit A, Mitigation Monitoring and Reporting Progrmn, Statelnent
of Overriding Considerations, attached hereto and incorporated herein as
Exhibit B, letter frOln Stephen Richardson of Alexandria dated June 14, 2006,
staff reports and testilnony received at public hearings on the environmental
doculnents and other materials constitute the record of proceedings on the EIR
and the Planning COlnmission's review thereof. Said doculnents are located at
the Planning Division, City Hall Annex, 315 Maple Avenue, South San
Francisco.
3. Certain specific econOlnic, social or other considerations lnake infeasible the
three Project alternatives identified in the Draft EIR, with the exception of the
proposed Proj ect, in that:
A. The "No Project" Alternative, required for analysis under the California
Envirorunental Act, involves lnaintaining the site in its existing condition
and denying the City of the following opportunities: to improve and make
use of an under-utilized site, to provide long-tenn emploYlnent, to receive
additional tax revenues, and to enjoy site mnenities which are proposed to
be financed by the Proj ect.
B. The ".50 Floor Area Ratio (FAR) Alternative", would allow the smne mix
of office and R&D facilities as in the proposed Project, but in reduced
quantity according to incentive-based FAR bonuses and standards in the
General Plan. The reduction in Project square footage would help to
reduce traffic congestion, water demand and wastewater treatInent
capacity, but not in a substantial way, for any of the categories of
significant impact discussed in the EIR.
C. The ".39 Floor Area Ratio/Tree Preservation Alternative" would provide
half the office and R&D facilities as the proposed Project, which would
reduce traffic and parking lower than the Project and would retain 14
existing trees considered protected under the City's Tree Preservation
Ordinance. However, the Alternative is determined to be infeasible as it
does not fulfill project objective number 4, to "Build a project which is
viable in the East of 101 Area based upon market conditions and projected
service requirements for the Area."
WHEREAS, as required by the "Use Permit Procedure" (SSFMC Chapter 20.81), the
"Planned Unit Development Procedure" (SSFMC Chapter 20.84), and the "Minor
Subdivision Procedures" (SSFMC Chapter 19.48), the City Council makes the findings
contained herein in support of the request to approve a Use Permit, Design, Type C Sign
Permit, Parcel Map, Planned Unit Development permit and draft TDM Plan for a Research
and Technology Project consisting of 534,500 square feet of research (laboratory) and office
space arranged as a campus with shared open space connected by landscaped pedestrian
walkways, public art, 5,500 square feet of ancillary retail, restaurant and fitness space, and
parking garage on a 15.75 acre site located at 249 East Grand Avenue, and which includes
requested exceptions for the nUlnber of parking spaces and
WHEREAS, these findings are based on public testilnony and the lnaterials sublnitted
to the City of South San Francisco Planning COlnmission and City Council which include,
but are not limited to: Use Pennit Application and plans, including site plans, floor plans,
building and garage elevations and landscape plans dated May 4, 2006, prepared by Dowler-
Grulnan Architects; "Prelilninary Transportation Demand Management Progrmn", dated
September 1, 2005, prepared by The Hoyt COlnpany; Master Sign Progrmn sublnitted by
Alexandria Real Estate Equities; Tentative Map dated January 2006 prepared by Kier &
Wright; 249 East Grand Avenue Envirorunental Impact Report (Draft Focused EIR, Partial
Revision of the Draft Focused EIR and Final EIR Response to COlnments); lninutes of the
Design Review Board meetings of June & August 2005, and April 2006; Planning
Comlnission staff reports dated Novelnber 3, 2005, December 15, 2005, May 4, 2006 and
June 15, 2006; testilnony received at the November 3, 2005, Decelnber 15, 2005, May 4,
2006 and June 15, 2006 Planning Commission meetings; City Council staff reports dated
July 12, 2006; and testimony received at the July 12, 2006 City Council meeting.
NOW, THEREFORE, BE IT RESOLVED that the City Council for the City of South
San Francisco hereby certifies EIR-05-0001, including a Statelnent of Overriding
Considerations.
BE IT FURTHER RESOLVED that the City Council hereby finds as follows:
1. The subject site is physically suitable for the type and intensity of the land use
being proposed. The General Plan specifically contelnplates the proposed
type of project and the suitability of the site for development was analyzed
thoroughly in the environmental doculnent prepared for the project.
2. The project is consistent with the General Plan which designates the property
for a lnix of Business and Technology Park. Office/R&D use is considered an
appropriate use under this designation. Additionally, the category provides
for a floor area ratio (FAR) of .50, with pennissible increases to a maxilnum
FAR of 1.0 based on ilnplelnentation of a Transportation Delnand
Management (TDM) progrmn as outlined in the City's TDM Ordinance. The
proposed FAR of .79 requires that the applicant prepare, implement and
maintain a TDM Plan designed to achieve a 32% shift to alternative lnodes of
travel other than single occupant vehicles. Guiding Policy 3.5-G-3 - Promote
cmnpus-style biotechnology, high-technology, and research and development
uses specifically supports development of the proposed project.
3. The proposed proj ect is consistent with the East of 101 Area Plan which the
General Plan identifies as the guide for detailed implementation of General
Plan policies. Policy LU-16 supports development of campus settings and is
consistent with the Design Policies of the East of 101 Area Plan.
4. With the exception of parking, the proposed project Ineets or exceeds the
lninilnum standards and requirements of the City's Zoning Ordinance which
designates the site P-I Planned Industrial. The exception for the nUlnber of
parking spaces is warranted based on the following:
a. The project is of a superior quality which offsets any potential adverse
ilnpacts of the requested parking space reduction. The Design Review
Board and the Planning COlnmission find the proposal of very high
quality in tenns of architecture, building materials, site design and
provision of landscaped pedestrian walkways and public art.
b. The parking exception will serve to support and prolnote the TDM
program required of the project.
c. The project provides 91 % of the required parking spaces and is
required, through the TDM progrmn, to achieve an alternative mode
use of 32%. the site is not anticipated to result in a shortfall of on-site
parking or create the need for overflow parking off-site. The parking
ratio is supported by studies from the Institute of Transportation
Engineers which identify an average need of 2.79 parking spaces per
1,000 square feet of office space, and which support a lower ratio for
research and developlnent use based on its lower elnployment
densities.
d. The parking standards proposed will be adequate for the proposed uses
because of the offered alternative solutions for providing and
managing parking. The project is required to implement a
Transportation Demand Management Program on an on-going basis
over the life of the project with a required alternative mode shift of
32%. The aggressive TDM requirements required of the project, the
fact that silnilar reduced standards have been accepted and/or
successfully applied within several large campus developments in the
city, including the Gateway Specific Plan District, Bay West Cove
Specific Plan District, Britannia East Grand and the Genentech
Campus, and the studies from the Institute of Transportation Engineers
(ITE) all support a reduced parking standard.
e. The reduced parking rate reinforces the overall efforts of the City's
General Plan and the Transportation Demand Managelnent Ordinance
which encourage reduced parking standards as an effective tool in
encouraging use of alternative modes of transportation other than
single occupancy vehicles.
f. The number of parking spaces provided by the reduced standard will
serve all existing, proposed and potential uses as effectively and
by Chapter 20.74. As described above, there is ample evidence to
support the proposed parking reduction, and there is added concern
that an overabundance of parking could have a deleterious effect on
the goals and objectives of the City's TDM efforts since such would
serve as a disincentive to use of alternative Inodes of transportation.
5. Transportation Delnand Management
a. The proposed TDM Ineasures are feasible and appropriate for the
project, considering the proposed use or mix of uses and the project's
location, size and hours of operation. Sufficient Ineasures have been
included in the plan to achieve a projected 32% alternative Inode
usage, as required.
b. The performance guarantees provided in the plan will ensure that the
target 32% alternative mode use will be achieved and maintained.
Conditions of approval have been included to require that the Final
TDM Plan, which must be sublnitted for review and approval prior to
issuance of a building permit, shall outline the required process for on-
going Inonitoring including annual surveys and triennial reports.
Additionally, the applicant shall be required to reilnburse the City for
progratn costs associated with monitoring and enforcing the TDM
program.
6. Tentative Parcel Map and Planned Unit Developlnent
a. The proposed tentative parcel map is consistent with the standards and
requirements of the City's Zoning Ordinance and with the provisions
of the PI Planned Industrial Zone District. The proposed parcels
exceed the Ininitnuln lot size and dimension requirelnents the district.
Parking requirements and Floor Area ratio allocations will be satisfied
through cross easelnents, allowing the requirements to be Inet in the
aggregate rather than on each individual parcel.
b. The tentative parcellnap complies with the requirelnents of SSFMC
Title 19 (Subdivision Ordinance) and with the requirements of the
State Subdivision Map Act.
c. The design and improvelnents of the tentative parcel map are not in
conflict with any existing public easements.
d. The requested exception to allow lots which do not abut a dedicated
public street is warranted since the map will include cross access
easements to provide each lot direct access to a public street consistent
with the intent of the requirement.
e. The subject site is physically suitable for the type and intensity of land
use proposed.
7. An Enviromnental Impact Report has been prepared for the project in
accordance with the provisions of CEQA. Mitigation Ineasures have been
incorporated into the project which will reduce all but three identified impacts
to a less than significant level. The City Council adopts the required findings
of Section 15091 of the State CEQA Guidelines for three of the Project's
significant enviromnental effects, which effects cannot be reduced to an
acceptable level, with regard to transportation itnpacts.
8. The proposal will not be adverse to the public health, safety, or general
welfare of the comlnunity, nor unreasonably detrilnental to surrounding
properties or ilnprovements.
9. Subject to Ininor modifications, included as conditions of approval, the
proposal cOlnplies with the City's Design Guidelines.
10. The Owner and City have negotiated a Developlnent Agreement pursuant to
Govermnent Code section 65864 et seq. The Development Agreement,
attached hereto as Exhibit C, sets forth the duration, property, project criteria
and other required information identified in Govermnent Code section
65865.2. Additionally, the Agreement requires the Owner to provide public
art and trail itnprovelnents. Based on the findings in support of the Use
Pennit, the City Council finds that the Development Agreelnent, vesting a
project for a Calnpus style development of three Research and Development
buildings, is consistent with the General Plan and consistent with the
applicable zoning regulations.
NOW, THEREFORE, BE IT FURTHER RESOLVED that the City Council for the
City of South San Francisco hereby approves a Use Pennit, Design Review, Type C Sign
Permit, Parcel Map, Planned Unit Developlnent pennit and draft TDM Plan for the 249 East
Grand Avenue Project subject to the Conditions of Approval attached as Exhibit D, and by
separate Ordinance, approve Development Agreelnent DA05-0001 as provided in Exhibit C.
BE IT FURTHER RESOL VED that the resolution shall becolne effective
ilnmediately upon its passage and adoption.
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I hereby certify that the foregoing Resolution was regularly introduced and adopted
by the City Council of the City of South San Francisco at a regular meeting held on the 12th
day of July 2006 by the following vote:
AYES:
Councihnembers Mark N. Addiego and Pedro Gonzalez, Vice Mayor
Richard A. Garbarino and Mayor Joseph A. Fernekes
NOES:
CouncilwOlnan IZaryl Matsulnoto
ABSTAIN:
ABSENT:
ATTEST:
EXHIBIT A
FINDINGS IN SUPPORT OF CERTIFYING ENVIRONMENTAL IMPACT
REPORT 05-0001 FOR THE 249 EAST GRAND AVENUE OFFICE/R&D
PROJECT
Findings must be Inade by the City prior to approval of the Project, pursuant to Sections
15091 and 15093 of the CEQA Guidelines and Section 21081 of the Public Resources
Code. Under CEQA, the City is required to make written findings explaining how it has
dealt with each alternative and each significant enviromnental impact identified in the
Draft Focused Environmental l1npact Report (DEIR), October 2005, and the Partial
Revision of the Draft Focused Environmental l1npact Report (PRDEIR), March 2006.
The DEIR, PRDEIR and responses to comments on the DEIR and PRDEIR cOlnprise the
Final Environmental Ilnpact Report (FEIR). Alllnitigation measures are required and
Inay not be substituted except in accordance with state law.
ALTERNATIVE 1: NO-PROJECT
No ilnpacts are associated with the No-Project Alternative because the Project site would
remain vacant. Therefore, none of the impacts identified for the proposed Project would
occur.
Finding: No-Project Alternative Infeasible
The City finds the No-Project Alternative to be infeasible because it would not support
the General Plan in ilnproving vacant and underutilized properties in the East of 101 Area
of the City. The No-Project Alternative also would not achieve the social, environmental
and econolnic goals of the Project to convert the site to a calnpus-planned office/R&D
comlnercial project; to increase employment opportunities in the c01ll1nunity, and to
increase tax and other revenues to the City and the South San Francisco Redevelopment
Agency.
ALTERNATIVE 2: 0.50 FLOOR AREA RATIO ALTERNATIVE
The 0.50 Floor Area Ratio Alternative would allow the Salne Inix of facilities as the
proposed Project, but in reduced quantity. The alternative would reduce the allowed
square footage of gross office/R&D space by about 35%. The reduction in Project square
footage would help to reduce traffic congestion.
Compared to the proposed Project, the 0.50 Floor Area Ratio Alternative would result in
the following types of impacts:
· Aesthetics: Light and glare impacts generated by the proposed 0.50 Floor Area
Ratio Alternative would be essentially the same as those generated by the
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Project.
· Air Quality: Construction dust generated by the 0.50 Floor Area Ratio
Alternative would be Salne as those generated by the Project.
· Biological resources: The 0.50 Floor Area Ratio Alternative would result in the
reIn oval of all trees on site (and installation of a new landscaping) as would the
Project.
· Geology and Soils: The 0.50 Floor Area Ratio Alternative would be developed
under the Salne geotechnical conditions as the proposed Project. However,
accepted structural design practices required by the City should mitigate the
danger of earthquake-related instability and expansive soils to less than
significant levels.
· Hazardous materials: The Project and the 0.50 Floor Area Ratio Alternative
would have the Salne potential to house businesses that are likely to store and
transport both hazardous and potentially hazardous Inaterials that would
eventually require disposal and would be governed by the same local, state and
federal regulations. Under both alternatives the developlnent could potentially
conflict with the San Mateo County Airport Land Use Plan and would
necessitate the Salne FAA approvals.
· Hydrology: The Project and the 0.50 Floor Area Ratio Alternative would have
the same potential to degrade surface water quality during construction and
operations.
· Noise: The Project and the 0.50 Floor Area Ratio Alternative would result in
similar construction related noise impacts although the itnpacts related to the
Alternative would be proportionally less due to somewhat smaller structures.
Mitigation Ineasures would be the Salne as for the Project.
· Transportation and Circulation: Levels of service at study intersections would be
proportionally lower than the proposed Project, but not low enough to result in less
than significant traffic impacts. Mitigation Ineasures for the traffic impacts of the
0.50 Floor Area Ratio Alternative would be the same as for the Project, except that
TDM mode shift requirements would be reduced to from 32% to 28%.
· Utilities: The 0.50 Floor Area Ratio Alternative would use about 65% of the
water and wastewater generated by the Project and have an impact on the City's
sanitary sewer systeIn. They would also have the same Initigation Ineasures.
· CUInulative impacts: The 0.50 Floor Area Ratio Alternative would have the
Salne cUInulative impacts to transportation as the proposed Project. Both would
also create unavoidable impacts to cumulative traffic conditions.
Finding: Reduced 0.50 Floor Area Ratio Not Beneficial
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The City finds the 0.50 Floor Area Ratio Alternative inappropriate because it does not
significantly reduce the iInpacts of the Project. As discussed above, iInpacts of the
alternative would be similar to the iInpacts of the proposed Project, and mitigation
Ineasures would not change.
AL TERNA TIVE 3: 0.39 Floor Area Ratio
Under the 0.39 Floor Area Ratio Alternative the project's FAR would be reduced from
the currently proposed 0.78 FAR to a square footage of 270,000, while ensuring that the
14 significant trees on the site are incorporated into the Project's landscaping plan.
Compared with the proposed Project, this alternative would result in the following types
of iInpacts:
Finding: 0.39 Floor Area Ratio Alternative Infeasible
The City finds that the 0.39 Floor Area Ratio Alternative is infeasible as it does not meet
the project objective to build a project which is viable in the East of 101 Area based upon
market conditions and projected service requireInents for the Area. The project sponsor
has documented the need for a higher floor area ratio, as designed in the proposed
project, to respond to market deInand for Class-A, Mid-Rise Facilities, and large scale
campus developments, as well as to justify the investment. Alexandria has indicated that
they do not consider the 0.39 Floor Area Ratio Alternative a viable option and would not
undertake such a proj ect.
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Findings for Certification of the EIR with Preferred Project:
AESTHETICS
Impact 4-1: Light and Glare. The indoor and outdoor lights associated with the
project would potential be substantial sources of day and nighttiIne glare.
Mitigation Measure 4-1: Glare Minimization Design Standards. Lighting designs
should employ fixtures that would cast light in a downward direction, and building
materials should not be sources of substantial glare.
Finding 4-1: Implementation of Mitigation Measure 4-1 is feasible and will reduce the
impact to a level of less than significant.
AIR QUALITY
Impact 5-1: Construction Dust and Exhaust. Construction activities would generate
exhaust eInission from vehicles/equipment and fugitive particulate Inatter eInissions that
would affect local air quality.
Mitigation Measure 5-1: Dust Suppression Procedures. The applicant shall
incorporate dust control Ineasures recommended by the Bay Area Air Quality
Management District (BAAQMD).
Finding 5.1: l1nplementation of Mitigation Measure 5-1 is feasible and will reduce the
impact to a less than significant level.
BIOLOGICAL RESOURCES
Impact 6-1: Removal of Protected Trees. Construction at the Project site would
require cutting down 104 trees, 14 of which are considered protected trees under South
San Francisco Municipal Code Chapter 13.30 (Tree Preservation Ordinance).
Mitigation Measure 6-1: Tree Replacement. The applicant must obtain a tree removal
pennit prior to removing any Protected Tree. A tree cutting permit requires replacement
of a tree with three 24-inch box or two 36-inch box size trees for each tree removed.
Finding 6-1: Implementation of Mitigation Measure 6-1 is feasible and will reduce the
impact to a less than significant level.
GEOLOGY AND SOILS
Impact 7-1: Seismic Ground Shaking. There is a high probability that the proposed
development would be subjected to strong to violent ground shaking from an earthquake
during its design life.
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Mitigation Measure 7-1a: Compliance with Uniform Building Code and California
Building Code. Incorporation of seisInic construction standards would reduce the
potential for catastrophic effects of ground shaking, such as cOInplete structural failure.
Finding 7-1a: l1nplementation of Mitigation Measure 7-1a is feasible and will reduce the
impact to a less than significant level.
Mitigation Measure 7-1b: Compliance with recommendations of a design level
geotechnical report. Proper foundation engineering and construction in accordance with
the recOlnInendations of a Registered Geotechnical Engineer and a Registered Structural
Engineer shall be included in the Project. The feasibility level geotechnical investigation
was completed without a develoPlnent plan. Following development of a building plan, a
design level geotechnical investigation shall be completed with recommendations
specific to the proposed structures.
At a miniInuIn, the structural engineering design shall incorporate seismic paralneters as
outlined in the feasibility level geotechnical report adopted froln the California Building
Code. Site specific seisInic response criteria shall be developed as part of the design level
Geotechnical Investigation
Finding 7-1b: l1nplementation of Mitigation Measure 7-1b is feasible and will reduce the
impact to a less than significant level.
Mitigation Measure 7-1c: Obtain a building permit and complete final design
review. The Project applicant shall obtain a building permit through the City of South
San Francisco Building Division. Final Design Review of planned buildings and
structures shall be completed by a licensed structural engineer for adherence to the
seismic design criteria for planned cOInmercial and industrial sites in the East of 101 Area
of the City of South San Francisco. According to the East of 101 Area Plan Geotechnical
Safety Elelnent, buildings shall not be subject to catastrophic collapse under foreseeable
seisInic events, and will allow egress of occupants in the event of damage following a
strong earthquake
Finding 7-1c: Implelnentation of Mitigation Measure 7-1 c is feasible and will reduce the
impact to a less than significant level.
Impact 7-2: Soil Erosion. The Project would involve Inass grading in a sensitive area
near the San Francisco Bay. During construction, grading would disturb soil and displace
topsoil that could potentially itnpact local drainages and could eventually impact Colma
Creek and the Bay.
Mitigation Measure 7-2a: Erosion Control Plan. The Project applicant shall complete
an Erosion Control Plan to be submitted to the City in conjunction with the Grading
Permit Application. The Plan shall include winterization, dust, erosion and pollution
control measures conforming to the ABAG Manual of Standards for Erosion and
Sediment Control Measures, with sediInent basin design calculations. The Erosion
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Control Plan shall describe the "best InanageInent practices" (BMPs) to be used during
and after construction to control pollution resulting from both stonn and construction
water runoff. The Plan shall include locations of vehicle and equipInent staging, portable
restrooms, Inobilization areas, and planned access routes.
Finding 7-2a: l1nplelnentation of Mitigation Measure 7-2a is feasible and will reduce the
impact to a less than significant level.
Mitigation Measure 7-2b: Storm Water Pollution Prevention Plan (SWPPP).
Applicant shall file a SWPPP prior to start of construction including best management
practices to reduce soil erosion.
Finding 7-2b: l1nplelnentation of Mitigation Measure 7-2b is feasible and will reduce
the iInpact to a less than significant level.
Impact 7-3: Unstable Soils. The site contains shallow groundwater and variable depth
of fill soils which could becolne unstable if improperly compacted, stockpiled, or
excavated during grading.
Mitigation Measure 7-3: Construction in Accordance with Design Level
Geotechnical Investigation. A design level geotechnical investigation shall be
cOInpleted that includes subsurface investigation in areas now occupied by structures.
The design level geotechnical report shall include recommendations for site preparation
and grading, foundation design, retaining wall design paralneters, concrete slabs-on-
grade, paveInent section design, surface and subsurface drainage Ineasures and site
specific seismic response criteria.
Finding 7-3: l1nplelnentation of Mitigation Measure 7-3 is feasible and will reduce the
impact to a less than significant level.
Impact 7-4: Expansive Soils. According to the feasibility level geotechnical report,
potentially expansive clay soils were encountered. Expansive clay soils may shrink and
swell, resulting in damaged foundations, concrete slabs, pavements and other
improvements.
Mitigation Measure 7-4: Design and Construction in Accordance with Design Level
Geotechnical Investigation. The design level geotechnical report shall recolnmend
mitigation Ineasures for expansive clay soils.
Finding 7-4: Implelnentation of Mitigation Measure 7-4 is feasible and will reduce the
impact to a less than significant level.
HAZARDOUS MATERIALS
Impact 8-1: Routine transportation, use or disposal of hazardous materials. Due to
the nature and design of the proposed facilities there are likely to be both hazardous and
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potentially hazardous Inaterials stored and used on the site that will eventually require
disposal.
Mitigation Measure 8-1a: Hazardous Materials Business Plan Program. Businesses
occupying the develoPlnent must cOInplete a Hazardous Materials Business Plan for the
safe storage and use of chemicals.
Finding 8-1a: l1nplelnentation of Mitigation Measure 8-1 a is feasible and will reduce the
iInpact to a less than significant level.
Mitigation Measure 8-1b: Hazardous Waste Generator Program. Prior to operations,
businesses should check with the SMCEHD if they need to register in the hazardous
waste generator prograln.
Finding 8-1b: Implementation of Mitigation Measure 8-1b is feasible and will reduce the
itnpact to a less than significant level.
Mitigation Measure 8-1c: Compliance with Applicable Laws and Regulations. All
transportation of hazardous Inaterials and hazardous waste to and froln the site will be in
accordance with Title 49 of the Code of Federal Regulations, US Departlnent of
Transportation (DOT), State of California, and local laws, ordinances and procedures
including the posting of placards, signs and other identifying infonnation.
Finding 8-1c: Implementation of Mitigation Measure 8-1c is feasible and will reduce the
iInpact to a less than significant level.
Impact 8-2: Accidental Hazardous Materials Release. Operations at the proposed
facilities are expected to represent a continuing threat to the environlnent through
accidental release of hazardous Inaterials since the site is proposed to include Class A
laboratory facilities where hazardous materials Inay be store, used, and disposed of.
Mitigation Measure 8-2: California Accidental Release Prevention Program
(CalARP). Future businesses at the development shall need to check the state and federal
lists of regulated substances available froln the San Mateo County Environmental Health
DepartInent (SMCEHD). Should businesses qualify for the program they must complete a
CalARP registration form and subInit it to Environmental Health. Following registration,
they must submit a risk manageInent plan (RMP) designed to handle accidental releases
and ensure that businesses have the proper information to provide to emergency response
teams if an accidental release occurs. All businesses that store or handle more than a
threshold quantity (TQ) of a regulated substance Inust develop a RMP and follow it.
Finding 8-2: l1nplementation of Mitigation Measure 8-2 is feasible and will reduce the
impact to a less than significant level.
Impact 8-3: Emissions Near Schools. The Early Years Children's Center is located at
371 Allerton Avenue, approximately 400 feet east and downwind of the northeast corner
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of the property. It is likely that hazardous cheInicals will be stored and used on the
Project site which could potentially spill, Inix, ignite, or volatilize and cause a hazardous
eInission near the childcare center.
Mitigation Measure 8-3: Meet standards of the Bay Area Air Quality Management
District (BAAQMD) and Occupational Safety and Health Administration (OSHA).
Each independent R&D facility operating on the property shall adhere to BAAQMD
standards and periodically demonstrate compliance with all other local, state and federal
requirements for eInissions. Each facility shall also meet OSHA and California OSHA
standards for R&D facilities.
Finding 8-3: l1nplelnentation of Mitigation Measure 8-3 is feasible and will reduce the
iInpact to a less than significant level.
Impact 8-4: Handling of hazardous wastes within one-quarter mile of a school. The
Early Years Children's Center is located at 371 Allerton Avenue, approxilnately 400 feet
east and downwind of the northeast corner of the property. It is likely that hazardous
cheInicals will be stored and used on the Project site, in close proxitnity to occupants of
the childcare center.
Mitigation Measure 8-4: Regulation of hazardous materials in accordance with the
San Mateo County Environmental Health Department Programs. Registration and
regulation in the Hazardous Materials Business Plan Prograln, Hazardous Waste
Generator Plan Program, and California Accidental Release Program. In addition, the
applicant shall establish an early warning and evacuation plan for the child care center in
the case of a hazardous materials release.
Finding 8-4: Implelnentation of Mitigation Measure 8-4 is feasible and will reduce the
impact to a less than significant level.
Impact 8-5: Potential Interference with Emergency Response Plan. The proposed
project would interfere with itnplementation of an adopted emergency response or
evacuation plan if on-site circulation does not allow for adequate emergency vehicle
access.
Mitigation Measure 8-5: Fire Department Review. The applicant shall submit
construction plans for Fire Department review, and shall establish teInporary alternative
emergency routes necessary for the duration of the construction project.
Finding 8-5: l1nplementation of Mitigation Measure 8-5 is feasible and will reduce the
impact to a less than significant level.
Impact 8-6: Airport Land Use Plan. The proposed project would be located within the
jurisdiction covered by the San Mateo County Airport Land Use Plan for San Francisco
International Airport.
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Mitigation Measure 8-6: FAA Regulations Compliance. Public Utilities Code, Section
21659, "Hazards Near Airports Prohibited" prohibits structural hazards near airports. To
ensure cOlnpliance with this requirement and Federal Aviation guidelines the developer
shall subInit a Notice of Proposed Construction or Alteration (Fonn 7460-1) to the
F ederal Aviation Administration.
Finding 8-6: l1nplelnentation of Mitigation Measure 8-6 is feasible and will reduce the
iInpact to a less than significant level.
HYDROLOGY
Impact 9-1: Site Conditions May Be Unsuitable for Infiltration. Appropriate
evaluation of site conditions is critical to the effectiveness of infiltration trenches.
Mitigation Measure : Evaluate Project Site Feasibility of Infiltration as
Water Quality BMP. The use of infiltration trenches at the Project site may be limited
by several factors, including soil characteristics, distance to groundwater, and proposed
land uses. The feasibility of infiltration BMPs at the Project shall be evaluated.
Finding 9-1: l1nplementation of Mitigation Measure 9-1 is feasible and will reduce the
iInpact to a less than significant level.
Impact 9-2: Potential Contamination of Local Groundwater. The Project site is
located within a groundwater basin as defined by the DWR. The potential for
groundwater contamination from infiltration BMPs must be carefully considered.
Mitigation Measure 9-2: Preparation and Implementation of Project Storm Water
Pollution Prevention Plan (SWPPP). Pursuant to NPDES requireInents, the applicant
shall develop a SWPPP to protect water quality during and after construction.
Finding 9-2: Implelnentation of Mitigation Measure 9-2 is feasible and will reduce the
itnpact to a less than significant level.
Impact 9-3: No Treatment of Runoff for Parking Garage. No water quality BMPs
have been proposed for the parking garage.
Mitigation Measure 9-3: Implement Water Quality BMPs for Stormwater Runoff
From Parking Garage. The Project applicant shall implement storm water quality BMPs
for treatment of runoff from Parking Garage.
Finding 9-3: l1nplementation of Mitigation Measure 9-3 is feasible and will reduce the
impact to a less than significant level.
Impact 9-4: Site Drains to Colma Creek Flood Control Channel. The Project drains
to the Colma Creek flood control channel but the site is not located within the Colma
Creek Flood Control Zone.
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Mitigation Measure 9-4: The Project applicant shall Reroute All Flows to
Southeastern Corner of Site and Out of the Colma Creek Watershed. The Project
applicant shall investigate the feasibility of routing all site runoff to the existing drop inlet
located at East Grand Avenue just below the southeast comer of the site. This would
entail designing the Proj ect drainage infrastructure to drain to the southeast. This
configuration would likely increase peak flows to the southeastern drainage systeIn and
would require evaluation of the existing drainage infrastructure frOln Littlefield Avenue
to the point of discharge at San Francisco Bay. Inadequate capacity in the southeastern
drainage systeIn Inay require offsite drainage improvelnents.
Prior to the issuance of building pennits, the applicant shall deInonstrate that Project
design has mitigated the potential itnpact to a level of less than significant.
Finding 9-4: l1nplelnentation of Mitigation Measure 9-4 is feasible and will reduce the
itnpact to a less than significant level.
NOISE
Impact 10-1: Construction Related Noise. Project construction would result In
temporary short-tenn noise increases due to the operation of heavy equipInent.
Mitigation Measure 10-1: Noise Abatement. The applicant shall comply with the City's
Noise Ordinance which Inay require installation of noise controls on construction
equipInent.
Finding 10-1: Implementation of Mitigation Measure 10-1 is feasible and will reduce the
impact to a less than significant level.
TRANSPORTATION AND CIRCULATION
Impact 13-1: Trip Generation Exceeds 100 Trips During Peak Hours. The Project
would exceed 100 trips during peak hours. The San Mateo City/County Association of
Governinents (C/CAG) requires that local jurisdictions ensure that the developer will
mitigate all new peak hour trips generated by the Project.
Mitigation Measure 13-1: Transportation Demand Management Plan. The DEIR
requires implementation of a Transportation Demand Management Plan using programs
acceptable to C/CAG to reduce vehicular trips.
Finding 13-1: Implementation of Mitigation Measure 13-1 is feasible and will reduce
the impact to a less than significant level. The TDM program must be implemented by
the Project sponsors as a condition of issuance of a certificate of occupancy, and once
implemented, will be an on-going for the occupied life of the development.
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Impact 13-2: Freeway Level of Service. The addition of traffic generated by approved
development in the year 2008 Baseline Without Project would cause two freeway
seg}nents to operate at LOS F, both during the AM peak hour). The project would
increase volulnes by more than one percent on both of these seg}nents. In addition,
Project traffic would result in one seg}nent of the freeway changing frOln LOS E to LOS
F operation.
Mitigation Measure 13-2: The DEIR requires the Project to iInplelnent a TDM program
to IniniInize potential increases in freeway traffic.
Finding 13.2: l1nplelnentation of the TDM Ineasures would not reduce iInpacts to less
than significant levels, so the itnpact reInains significant and unavoidable and will require
a Statement of Overriding Considerations as a condition for Project approval.
Impact 13-3: Year 2008 Intersection Impacts. The Project would cause a decline in
LOS below level "D" at the following six intersections:
· East Grand Avenue/Allerton Avenue
· East Grand Avenue/Littlefield Avenue
· South Airport BoulevardlUtah avenue
· F orbes Boulevard/Allerton Avenue
· South Airport Boulevard/Gateway Boulevard/Mitchell Avenue
· Oyster Point Boulevard/ Gateway Boulevard /U.S.SB Flyover Off-Ramp.
Mitigation Measure 13.3: Intersection Modifications. Modifications are recolnmended
for the following intersections:
East Grand Avenue/Allerton Avenue Intersection
Prohibit left turns froln Allerton Avenue to East Grand Avenue until the intersection is
signalized-or-Cut back the hillside on the northeast corner of the intersection to
improve sight lines to/from the east to at least 400 feet.
Stripe a left turn lane on the eastbound intersection approach. This will require reInoval
of parking on the south side of East Grand Avenue.
Provide a fair share contribution towards having the intersection signalized by the tiIne of
project occupancy-or-provide signalization when construction is complete and receive
paybacks from other local developlnents as they are constructed. (All needed for Base
Case operation.)
Resultant Operation
AM Peak Hour: LOS B-13.2 seconds average vehicle delay
PM Peak Hour: LOS C-25.6 seconds average vehicle delay
East Grand Avenue/Littlefield Avenue Intersection
Widen the northbound Littlefield Avenue approach to provide two intersection approach
lanes. Stripe as one exclusive right turn lane and a combined left/through/right turn lane
(needed for Base Case operation).
Resultant Operation
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AM Peak Hour: LOS D-38.4 seconds average vehicle delay
South Airport Boulevard/Utah Avenue Intersection
Restripe one of the northbound South Airport Boulevard through lanes as a shared
through/right turn lane.
Resultant Operation
AM Peak Hour: LOS C-32.1 seconds average vehicle delay
Forbes Boulevard/Allerton Avenue Intersection
Sign the intersection as an all-way-stop.
Resultant Operation
AM Peak Hour: LOS B-14.1 seconds average vehicle delay
South Airport Boulevard/Gateway Mitchell/Mitchell Avenue Intersection
Add a second through lane on the westbound Mitchell Avenue approach (needed for
acceptable Base Case operation).
Add a second right turn lane on the southbound Gateway Boulevard approach.
Resultant Operation
PM Peak Hour: LOS C-28.2 seconds average vehicle delay
Oyster Point Boulevard/Gateway Boulevard/US.iOi Southbound Flyover Off-Ramp
No feasible physical improvements beyond those included in the East of 101 TIP have
been identified at this study intersection when it would exceed LOS standards. The
iInpact at this intersection would remain significant and unavoidable.
Finding 13-3: l1nplelnentation of the intersection itnprovements would reduce itnpacts to
a less than significant level for 5 of the six identified intersections. However, for the
Oyster Point Boulevard/Gateway Boulevard/U.S.10l Southbound Flyover Off-Ralnp
location no feasible physical improvelnents beyond those included in the East of 101 TIP
have been identified when it would exceed LOS standards. The impact at this
intersection would remain significant and unavoidable and will require a StateInent of
Overriding Considerations as a condition for Project approval.
Impact 13.4: Year 2020 Intersection Impacts. Project traffic would produce a
significant impact at the intersection of Oyster Point Boulevard/Gateway Boulevard/US
101 Southbound Flyover Off-Ramp.
Mitigation Measure 13.4: No physical itnprovements considered feasible have been
identified to improve operation to Base Case conditions or better.
Finding 13.4: The impact at this intersection would remain significant and unavoidable
and will require a Statement of Overriding Considerations as a condition for Project
approval.
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Impact 13.5: Year 2008 and 2020 Project Intersection Queuing Impacts. Project
traffic would not increase acceptable year 2008 95th percentile Base Case queuing at any
of the three analyzed off-ramps to unacceptable levels during either the AM or PM peak
hours. Project traffic would not increase acceptable year 2020 95th percentile Base Case
queuing at any of the three analyzed off-ramps to unacceptable levels during either the
AM or PM peak traffic hours, but would increase AM peak hour volumes Inore than 2%
at the northbound off-rain intersection to South Airport Boulevard/W ondercolor Lane,
where 95th percentile Base Case volulnes would already be exceeding available storage.
Mitigation Measure 13.5: Signal Phasing Adjustment. Adjust signal phasing at S.
Airport BlvdlUS 101 Northbound RaInps/W ondercolor Lane to Initigate Base Case AM
peak hour off-ramp queuing. This would also provide acceptable Base Case + Project
95th percentile off-raInp queuing and intersection level of service.
Finding 13.5: l1nplelnentation of Mitigation Measure 13.5 is feasible and will reduce the
impact to a less than significant level.
Impact 13-6: Project Driveways. The westerly driveway intersection along East Grand
Avenue is currently signalized, and includes a 100-foot-Iong left turn lane on the
eastbound approach to the site. During the AM peak hour, the 95th percentile queue of
inbound traffic using this left turn lane could extend about 275 feet in both 2008 and
2020, blocking the flow of eastbound traffic.
Mitigation MeasureI3-6: Lane Extension. Extend the left turn lane on the eastbound
East Grand Avenue approach to the Project's signalized entrance by 200 feet.
Finding 13.6: l1nplementation of Mitigation Measure 13.6 is feasible and will reduce the
impact to a less than significant level.
Impact 13-7: Internal circulation. A two-lane loop road is proposed to circle the
CaInpus of four buildings, connecting to the two driveways accessing East Grand Avenue
and to Cabot Road through the parking garage. There are eight parking aisle connections
to the loop road that intersect at 45 to 60 degrees rather than a preferred 90 degrees. In
addition, parking and backing Inaneuvers to/from some of the parking stalls near many of
the 45- to 60- degree connections could impact traffic flow on the loop road.
Mitigation Measure 13-7: Parking Revisions. Modify the site plan to eliminate
parking stalls that will result in parking or backing Inaneuvers on the project loop road
and channelize 30- to 45-degree parking aisle connections with the loop road to 80- or
90-degree connections.
Finding 13.7: Implementation of Mitigation Measure 13.7 is feasible and will reduce the
iInpact to a less than significant level.
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Impact 13-8: Site Parking. The Project proposes to provide 91.5% of the parking
supply required by South San Francisco City code. South San Francisco prOlnotes
reduction in parking frOln City zoning standards as a way to support trip reduction goals.
Mitigation Measure 13-8. No Mitigation required.
Finding 13-8. No Initigation is required to reduce the iInpact to a level of less than
significant.
Impact 13-9: On-site Pedestrian and Bicycle Circulation. No sidewalk connection is
proposed frOln the site to the Cabot Road sidewalk.
Mitigation Measure 13-9. System Improvements. Provide a sidewalk connecting
Cabot Way with the internal Calnpus sidewalk systeIn, or to a garage elevator which will
provide access to the internal Calnpus sidewalk systeIn.
Finding 13.9: IInplementation of Mitigation Measure 13.9 is feasible and will reduce the
impact to a less than significant level.
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~M 66.1.00"
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COUNCIL
RESOLUTION
EXHIBIT A
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FINAL
FOCUSED ENVIRONMENTAL IMPACT REPORT
State Clearinghouse Number: 2005-042121
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f"! V"K" Ii II ?IUQ6 f>hI I1:ALi
V~~~l VJ~L~ ~ Mn O'f
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CITY OF SOUTH SAN FRANCISCO
249 EAST GRAND AVENUE PROJECT
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PREPARED BY LAMPHIER - GREGORY
JUNE 2006
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DATE RECOMMENDED: . . ;" "'-'- \ <:;'z...CO(.p
DATE APPROVED: '>J- \,;, \ "L,~ Dt9
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FINAL
FOCUSED ENVIRONMENTAL IMPACT REPORT
State Clearinghouse Number: 2005-042121
CITY OF SOUTH SAN FRANCISCO
249 EAST GRAND AVENUE PROJECT
PREPARED BY LAMPHIER - GREGORY
JUNE 2006
CONTENTS
Page
1. PREFACE.......... .................................................................................................................... 1-1
Purpose of the Final Environmental Impact Report..........................................................................................1-1
Organization of the Final EIR ...............................................................................................................................1-2
Scope 0 f the EIR...................................................................................................................................... ................ 1- 2
Public Review Process.................................................................................................................................... ......... 1-3
2. REVISIONS TO THE DRAFT EIR ..........................................................................................2-1
3. COMMENTS AND RESPONSES.............................................................................................. 3-1
Introduction............................................................................................................................. .................................3-1
List of Letters................. ........................................................................................................................................... 3- 2
A. State of California Governor's Office of Planning and Research ..........................................................3-3
B. California Department of Transportation ..................................................................................................3-7
C. Bay Area Air Quality Management District..............................................................................................3-11
D. County of San Mateo, Department of Public Works.............................................................................3-17
E. San Francisco International Airport. ...... ................... ................... .................. ................................. .......... 3-21
F. Alexandria Real Estate Equities ........ ................... ................... ........................ ....................................... ..... 3-25
G. California Department 0 f Trans porta tion................................................................................................ 3-29
H. California Department of Transportation ......... ...... ...... ........... .................. .................. ..... ...... .................3- 33
APPENDICES ........ ....... ............................................................................................................. 4-1
Appendix A - CO Screening Analysis .........................................................................................................................
Appendix B - URBEMIS 2002 Modeling Output ....................................................................................................
Appendix C - Excerpts from South San Francisco General Plan Amendment and Transportation Demand
Management Ordinance Draft Supplemental Environmental Impact Report..............................................................
Appendix D - City of South San Francisco Transportation Demand Management Ordinance ......................
1
PREFACE
1.1 PURPOSE OF THE FINAL EIR
This Final Environmental Impact Report (EIR) provides responses to comments submitted by
government agencies, organizations and individuals on the Draft EIR, including the Partial
Revision to the Draft EIR, for the 249 East Grand Avenue Project. The EIR has been prepared
pursuant to the California Environmental Quality Act (CEQA) as amended (commencing with
Section 21000 of the California Public Resources Code), and the CEQA Guidelines. The Lead
Agency for the Project, as defined by CEQA, is the City of South San Francisco.
In accordance with the requirements of the California Environmental Quality Act (CEQA), this
Final EIR consists of the responses to comments and revisions of those portions of the Draft
EIR which have been modified in response to comments received during the public review
period on the Draft EIR. This Final EIR includes copies of all written comments received within
the 45-day public review periods following the initial publication of the Draft EIR, as well as the
recirculation period for the Partial Revision to the Draft EIR, and provides responses to those
comments. In some cases, the responses have also resulted in revisions to the Draft EIR, and all
such changes are reflected in this document. As required by CEQA, this document addresses
those comments received during the public review period that raise environmental issues.
The EIR (which is comprised of the Draft EIR, Partial Revision to the Draft EIR, and the Final
EIR) is intended to be certified as a complete and thorough record of the environmental impacts
of the proposed Project by the City of South San Francisco. Certification of the EIR as adequate
and complete must take place prior to any formal City action on the proposed Project itself, and
EIR certification does not equate to approval of the Project.
The EIR is meant to provide an objective, impartial source of information to be used by the lead
and responsible agencies, as well as the public, in their consideration of the Project. The basic
purposes of CEQA are to:
. inform governmental decision makers and the public about the environmental effects of
proposed activities;
. involve the public in the decision making process;
. identify ways that damage to the environment can be avoided or significantly reduced; and
249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
PAGE 1-1
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CHAPTER 1: PREFACE
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· prevent environmental damage by requiring changes in the project through the use of
alternatives or mitigation measures.!
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The analysis in the EIR concentrates on those aspects of the Project that are likely to have a
significant adverse effect on the environment. The EIR identifies reasonable and feasible
measures to mitigate (i.e., reduce or avoid) these effects. The CEQA Guidelines define
"significant effect on the environment" as "a substantial, or potentially substantial adverse
change in any of the physical conditions within the area affected by the project ...."2 The
determination of significance of potential environmental effects is based, in part, on the
discussion of environmental effects which are normally considered to be significant found in
Appendix G of the CEQA Guidelines.
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This EIR does not address those environmental factors and effects that have already been
determined to be "less than significant", except as necessary to establish a background for the
Project. The social or economic issues associated with the proposed Project are not evaluated in
the EIR, as these are not considered "environmental" effects. Such an analysis is beyond the
scope of this environmental review document.
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1.2 ORGANIZATION OF THE FINAL EIR
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The Final EIR consists of the following major sections:
· Preface - outlines the objectives of the EIR and important preliminary information,
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· Revisions to the Draft EIR - contains revisions to the Draft EIR text,
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· Comments and Responses - contains letters of comment on the Draft EIR along with
responses to these comments. In response to some comments, the text of the Draft EIR
has been modified, with changes indicated as described in the previous paragraph.
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This EIR has been prepared for the City of South San Francisco (the Lead Agency) by
Lamphier-Gregory. The information in the EIR was compiled from a variety of sources,
including published studies, applicable maps and independent field investigations. Unless
otherwise noted, all background documents are available for inspection at the City of South San
Francisco Planning Department.
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1.3 SCOPE OF THE FINAL EIR
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An initial evaluation of the proposed Project by City staff indicated that the development of the
project site area as proposed might have several potentially significant environmental impacts
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State of California, Governor's Office of Planning and Research, California Environmental Quality Act Statutes and
Guidelines, 1995, Section 15002(a).
2 Ibid, Section 15382.
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249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
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CHAPTER 1: PREFACE
(see Executive Summary Chapter of the Draft EIR). The potentially significant project related
impacts identified relate to those areas that are listed below:
. Aesthetics
. Air Quality
. Biological Resources
. Geology and Soils
. Hazardous Materials
. Hydrology
. Land Use
. Noise
. Public Services
. Transportation and Circulation and
. Utilities
Each of these topic areas is addressed in the DEIR in its respective chapter.
1.4 PUBLIC REVIEW PROCESS
The Notice of Preparation of the Draft EIR was released on April 21, 2005. It is included in
Appendix A of the Draft EIR, along with responses to comments on the Notice of Preparation.
The Draft EIR was circulated for a 45-day period. During this time, the public and responsible
agencies and organizations submitted comments on the sufficiency or adequacy of the EIR in
evaluating the environmental effects of the proposed project. Based on comments received
from the California Department of Transportation during this 45-day period, the Transportation
and Circulation chapter of the Draft EIR was recirculated for an additional 45-day period as a
Partial Revision to the Draft EIR.
Responses to written comments received on the Draft ElR (including the Partial Revision to the
Draft EIR) have been prepared, and are presented in this document. The Draft EIR, with the
responses to comments received on the Draft ElR during the public review periods, comprise
the Final ElR. The Final ElR will be presented to the City Council of the City of South San
Francisco for review and certification, in accordance with Section 15080 of the CEQA
Guidelines. However, certification of the ElR does not constitute approval of the proposed
Project. This action only indicates that the record of potential environmental impacts and the
available means of reducing or avoiding these impacts provided in the ElR is adequate and
complete.
249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
PAGE 1-3
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CHAPTER 1: PREFACE
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Upon certification of the EIR, the City Council will make a separate decision on the approval,
denial or modification of the Project as proposed. Certification of the EIR as adequate and
complete does not imply that the proposed Project has to be approved. In accordance with the
requirements of CEQA, where there remain significant environmental effects that cannot be
reduced to a level of "less than significant", the Project may be approved only where a statement
of overriding considerations of social, economic or other benefit can be made and supported
with substantial evidence.3
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3 California Public Resources Code Section 21080(e) ".. . substantial evidence includes fact, a reasonable assumption
predicated upon fact, or expert opinion supported by fact. Substantial evidence is not argument, speculation,
unsubstantiated opinion or narrative, evidence that is clearly inaccurate or erroneous, or evidence of social or
economic impacts that do not contribute to, or are not caused by, physical impacts on the environment."
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249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
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2
REVISIONS TO THE DRAFT EIR
In response to comments received on the Draft EIR and Partial Revision to the Draft EIR
during their 45-day public review periods, the following revisions in the text of the Draft EIR
have been made:
On DEIR page 5-2, the following text has been revised as follows:
In 1991, the Bay Area 1991 Clean Air Plan was developed to address the State requirements of
the California Clean Air Act. The Plan has been updated--tltfee several times, in 1994, 1997,
2000, and 2005. with the continued goal of improving air quality through tighter industry
controls, cleaner fuels and combustion in cars and trucks, and increased commute alternatives.
On DEIR page 5-4, the following text has been revised as follows:
The city's General Plan designations, and future land use types and intensities, would have been
taken into account during preparation of the BAAQMD's 2000 Clean Air Plan and the most
recent Clean Air Plan (Bay Area Ozone Strategy), released in early 2006~. The Project would
therefore be consistent with population projections used to develop the latest, and ha7c n8 il1fj3tlCt
on, thc Clean Air Plan. Projects should reasonably implement applicable TCMs to be considered
consistent with regional clean air planning efforts. Most of the TCMs listed in the latest clean air
plans are not directly applicable to the project.
Under the General Plan policies. the project would be required to implement a Transportation
Demand Management (fD11) plan to reduce project trips. The City of South San Francisco
promotes reduction in parking from City zoning standards as a way to support trip reduction
goals required per the City's TDM ordinance and supported by various policies in the General
Plan. The TDM plan along with General Plan policies and Mitigation Measures identified in the
Transportation and Circulation Chapter (Mitigation Measures 13-1. 13-2. 13-3. 13-5. 13-6. and
13-9) would reasonably implement TCMs consistent with those contained in the latest approved
Clean Air Plan.
On DEIR page 5-4, the following text has been added as follows:
Impact 5-1
Construction Dust and Exhaust. Construction activity involves a high
potential for the emission of air pollutants. Construction activities would
generate exhaust emissions from vehicles/equipment and fugitive particulate
249 EAST GRAND AVENUE PROJECT
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CHAPTER 2: REVISIONS TO THE DRAFT EIR
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matter enusslOns that would affect local aIr quality. This would be a
potentially significant impact.
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On DEIR page 5-4, the following text has been added as follows:
Construction activities from on-site equipment and truck deliveries would emit toxic air
contaminants and air pollutants that are not regulated by the BAAQMD. These emissions,
although temporary. could affect nearby land uses as well as the Early Years Children's Center.
It is unlikely that significant health risks would occur due to: 1) the temporary nature of
construction activity. 2) the separation distances between sensitive receptors and the project. and
3) the relatively high occurrence of moderate to strong winds during the construction season. In
order to be protective of the health of nearby sensitive receptors. as well as reduce emissions
that could affect regional air quality. the project should implement additional construction
period mitigation measures. These would be measures beyond those normally recommended by
the BAAQMD to ensure air pollutant emissions for construction activities would be considered
less than significant.
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On DEIR page 5-5, the following text has been added as follows:
Optional Measures
-
· Install wheel washers for all exiting trucks, or wash off the tires or tracks
of all trucks and equipment leaving the site.
-
· Suspend excavation and grading activity when winds (instantaneous
gusts) exceed 25 mph.
-
Measures to Reduce Exhaust Emissions
-
The mitigation measures listed below should be implemented to reduce diesel particulate matter and
NO, emissions from on-site construction equipment:
-
· At least 50 percent of the heavy-duty. off-road equipment used for
construction shall be CARB-certified off-road engines or equivalent. or
use alternative fuels (such as biodiesel or water emulsion fuel) that result
in lower emissions.
....
· Use add-on control devices such as diesel oxidation catalysts or
particulate filters.
-
· Opacity is an indicator of exhaust particulate emISSIons from off-road
diesel powered equipment. The project shall ensure that emissions from
all construction diesel powered equipment used on the project site do not
exceed 40 percent opacity for more than three minutes in anyone hour.
-
-
-
PAGE 2-2
249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
-
CHAPTER 2: REVISIONS TO THE DRAFT EIR
Any equipment found to exceed 40 percent opacity (or Ringelmann 2.0)
shall be prohibited from use on the site until repaired.
. The contractor shall install temporary electrical service whenever possible
to avoid the need for independently powered equipment (e.g..
compressors).
. Diesel equipment standing idle for more than two minutes shall be
turned off. This would include trucks waiting to deliver or receive soil.
aggregate or other bulk materials. Rotating drum concrete trucks could
keep their engines running continuously as long as they were on site.
. Properly tune and maintain equipment for low emissions.
On DEIR page 5-6, the following revisions were made as follows:
The screening computations were made model '",,-as run for each intersection for the PM Peak
Hour for existing CO concentrations, as well as CO levels in 2008 with and without the Project
and 2020 Cumulative Conditions. The following table details the results of the Calind Model
~CO analysis.
On DEIR page 5-7, Table 5-2 was revised as follows:
TABLE 5-2
LOCALIZED CARBON MONOXIDE CONCENTRATIONS
(parts per million)
Allerton/East Grand Oyster Point/Gateway
Model Scenario CO Concentration CO Concentration
1-Hour I 8-Hour 1-Hour I 8-Hour
Existing .}4g 5.9 ~!.1 ~7.2 ~5.0
2008 no Project :H+ L1 ~5.0 ~9.6 ~6.7
2008 with Project ~L1 ~5.0 ~9.9 ~6.9
2020 Cumulative 4.9 3.4 QJ. 4.3
Includes backqround CO level of 5 ppm for 1-hour and 2.8 ppm for 8-hour levels
ON DEIR page 5-7, the following text has been revised as follows:
In any scenario, CO emissions would not reach the thresholds established by the BAAQMD of
20 parts per million over a i-hour period, or 9 parts per million over an 8-hour period. As
249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
PAGE 2-3
-
CHAPTER 2: REVISIONS TO THE DRAFT EIR
-
shown in the above table, CO emissions in the area would increase by 2008 with the proposed
Project. However, because ~ CO concentrations associated with project emission2:le\1'els in
the area would remain below B/,J'1QMD ambient air quality standards, this impact would be less
than significant.
-
-
On DEIR page 5-7, the following text has been revised as follows:
CUMULATIVELY CONSIDERABLE IMPACTS
-
The Project would generate new emissions through new regional vehicle trips. The BAAQMD
has developed criteria to determine if a development Project could result in potentially
significant regional emissions. The District has recommended that 2,000 daily vehicle trips be
used as a threshold for quantifying Project regional impacts.
-
-
The DEIR used an out of date model. URBEMIS 7G. which over estimated the emissions from
direct (area) and indirect (vehicles) emissions. The FEIR includes an updated analysis of project
emissions using the URBEMIS 2002 (version 8.7) model. The project size along with the trip
generation rate forecasted by CTG was input to the model. The modeling assumed that the
project would be fully constructed and occupied in 2008. Default assumptions for the San
Francisco Bay Area were used. The URBEMIS 2002 Bascd on CTC's cstimatc of 5,946 daily
t\vo '~'ay trips to and from thc Projcct sitc, URBEMI87C Model calculations were performed in
order to determine whether the Project would exceed air emissions thresholds for Reactive
Organic Gases (ROG), Nitrous Nitrogen Oxide2 (NOJ and Carbon Monoxide (CO).
Emissions thresholds are 80 pounds per day for ROG and NOx and 550 pounds per day for CO
(if the project is a source of stationary emissions). The Project's total emissions are estimated at
63 pounds per day Obs/day) for ROG, 64lbs/day for NOx. and are cstimatcd at 54 631bs./day
for PMlQ' These emissions are below the significance threshold2 established by the BAAQMD,
thus this impact would be less than significant.
-
-
-
-
-
On DEIR page 5-7, Impact 5-2 has been revised as follows:
Impact 5-2
Cumulative Air Quality Impacts. The proposed Project would not exceed
BAAQMD emissions thresholds standards for ROG, NOx by producing 112
lbs/ day, as ,<vcll as producing 742 lbs./ day of CO, and PMlO. This would be a
less than significant impact. However. mitigation is proposed to further
reduce these impacts.
-
-
-
On DEIR page 5-7, Mitigation Measure 5-2 has been revised as follows:
Mitigation
Measure 5-2
Transportation Demand Management Program. Implementation of a
Transportation Demand Management Program is required, as described in
Mitigation Measure 13-1 of the Transportation and Circulation chapter. This
plan would reduce the number of vehicle trips to and from the Project site.,
but not to the cxtent that NO,. and CO cmissions would bc rcduccd to
-
-
PAGE 2-4
-
249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
-
CHAPTER 2: REVISIONS TO THE DRAFT EIR
accepta:blc 11:: v'cls. This Vv ould rem.ain a significant afld ufla';oidabll:: im.pact of
the project. The following components should be included in the plan to
further reduce project impacts to air quality:
. Support shuttle service to BART and Caltrain. There are currently
shuttles that serve employers in the area. The project could become a
sponsoring employer so that shuttles would serve the site. providing
employees an alternative mode of commuting.
. Provide bicycle amenities so that employees could bicycle to the project.
Such amenities could include safe onsite bicycle access and convenient
storage (bike racks). Amenities for employees could include secure
bicycle parking. lockers. and shower facilities
. The project should include sidewalks with shade trees that provide safe
and convenient access to the project and any shuttle or future bus stops
that serve the project.
. Impact 13-9 of the Transportation and Circulation Section discusses the
on-site pedestrian and bicycle circulation incorporated into the project.
Mitigation Measure 13-9 would require an internal sidewalk to ensure
adequate pedestrian circulation.
. For all buildings. provide outdoor electrical outlets and encourage the use
of electrical landscape maintenance equipment. Also. provide electrical
outlets for recharging electrical vehicles in commercial and industrial
parking lots. Provide 110 and 220 Volt outlets at all loading docks and
prohibit trucks from using their auxiliary equipment powered by diesel
engines for more than 5 minutes.
. Provide new trees that would shade buildings and walkways in summer
to reduce the cooling loads on buildings.
On DEIR page 5-8, the following deletion has been made as follows:
The proposed Project could expose the Early Years Children's Center to on-site emlSSlons
during construction and operation of the Project.
On DEIR page 5-8, the following addition has been made as follows:
Issues of toxic air contaminants are discussed in Chapter 8 of this document.
The project could include laboratory facilities or stationary equipment that emits air pollution
(e.g.. standby emergency generators). These sources could emit small amounts of toxic air
contaminants. The BAAQMD requires permits for stationary combustion equipment and large
249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
PAGE 2-5
-
CHAPTER 2: REVISIONS TO THE DRAFT EIR
-
laboratory facilities. Small laboratories are exempt since their emissions would not likely pose an
adverse impact to the public. Stationary equipment or laboratories that subject to permitting
requirements must show that impacts to the public would be negligible (e.g.. cancer risks would
be less than 10 in one million). As a result. these facilities would pose a less-than-significant
Impact.
-
-
ODORS
-
During construction the various diesel-powered vehicles and equipment in use on the site would
create odors.
-
On DEIR page 9-3, the following text has been deleted as follows:
Hm,VCvTr, flood control impro'v cment8 to Colma Crcck sincc thc cffccti'vT datc of thc FE1L^~
FIRM ha'vTc rcduccd flooding along thc crccl( channcl.
-
On DEIR page 9-10, the following text has been deleted as follows:
-
1) Crading and ta;thu'(jr,~ shafl Be pr{Jhibikd {/tiling the u'a "vasa;; (OctrJlser 15 fBmugh ~1pril 15) &;;d
Sh',B u'8r,~ shall be stopped heft"e pending s/{}n;, C1knts.
-
On DEIR page 9-10, the following text has been added as follows, replacing the sentence
deleted on the same page as shown above:
-
1)
The period between November 1 and May 1 is hereby determined to be the period in
which heavy rainfall normally occurs in the city.
-
During this period no grading work in excess of 200 cubic yards will be authorized on
any single grading site under permit where the City Engineer determines that such work
will adversely impact the public health. safety or welfare. Previously authorized grading
work. which extends into the rainy season. shall be protected by incorporating temporary
erosion control devices. Plans of erosion control devices shall be submitted to the City
Engineer no later than September 1. and design approval obtained not later than
October 1. prior to the rainy season. The design of de silting basins which discharge into
city streets or natural water courses shall be under the control of the City Engineer.
Temporary erosion controls and devices including desilting basins shall be installed no
later than November 1.
-
-
-
-
The City Engineer. in the performance of his duties. may add:
1.
Regulations as to the use of public streets and places in the course of the work.
-
2. Requirements for safe and adequate drainage of the site.
3. A requirement that approval of the city engineer be secured before any work.
which has been commenced. may be discontinued.
-
PAGE 2-6
-
249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
-
CHAPTER 2: REVISIONS TO THE DRAFT EIR
4. A requirement that men and equipment be provided at the site during storms to
prevent incomplete work from endangering life or property.
5. Requirements for fencing of excavation or fills which would be hazardous
without such fencing.
On DEIR page 9-14, the following text has been deleted as follows:
The Project applicant shall implement ette-e.f the following twe mitigation measure sccnarios for
Impact 9-4.
2) Entcr into agrccmcnt 'Ov'ith Colma Crcck Flood Control District. If it is found that
routing all storm watcr to thc southcast comcr is inf.casiblc, a sccond mitigation stratcgy
shall be implemcnted. Thc Projcct applicant shall entcr into an agrccmcnt with thc San
Matco County Dcpartmcnt of Public \XT orks to bc includcd in thc Colma Crcck Flood
Control Zonc and comply with thc conditions and fccs that arc associatcd with
participation in that zonc.
Prior to the issuance of building permits, the applicant shall demonstrate that the Project design
has mitigated the potential impact to a level of less than significant. Implementation of this efte
of thcsc mitigation measures would reduce the Project's impact to a level of less than
significant.
On DEIR page 11-6, the following text has been added as follows:
AIRPORTS
The City of South San Francisco Noise Element (1999) contains existing and future (2006) airport
noise contours associated with San Francisco International Airport, located south of the site. The
proposed project site is located about one an a half miles north of the SFO. and is subject to flights
using the Shoreline charted visual departure procedure and overflown on a daily basis. which
depending on weather conditions can comprise approximately 26 to 28 percent of total SFO
departures. However. these contours indicate the Project site is located outside the 65-dBA
(CNEL) existing and future airport noise contours.
249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
PAGE 2-7
-
CHAPTER 2: REVISIONS TO THE DRAFT EIR
-
On DEIR page 13-10, the following table has been revised as follows:
-,
YEAR 2008 YEAR 2020
Intersection Existinq W/O Proiect + Proiect W/O Proiect + Proiect
Airport/Miller/95101 SB Off-Ramp (Signal) B-15.2(1) C-24.7 C-25.0 C-28.0 C-28.3
Airport/Grand (Signal) C-28.8(1) 0-48.8 0-51.7 0-38.5 0-39.7
Dubuque/E. Grand (Signal) A-5.7(1) A-5.7 A-5.7 A-6.3 A-6.3
Gateway/E. Grand/E. Grand Overcrossing C-25.4(1) C~ 28.1 O~ 37.4 C-26.9 C-33.7
(Signal)
Harbor/E.Grand/Forbes (Signal) B-13.7(1) C-29.1 O-M,J 50.2 0-36.5 0-41.7
Project Oriveway@ E.Grand (Signal) B-10.7(1) A-6.7 ~~ A-4.5 G-2M B-
17.2 14.2
Littlefield/E.Grand (Signal) B-17 .4(1) F-87.2 F-106.4 G-4&.+ C- ~C-
28.4 30.1
S.Airport/U.S.101 N&S Hooks Ramps B-16.2(1) B-2M 18.9 B.@ ~.O ~C- ~C-
(Signal) 24.6 25.0
Utah/S.Airport (Signal) C-29.6(1) 0-50.9 E-59.2 C-24.1 C-25.2
Oyster Point/Gateway/Flyover (Signal) B-15.0(1) C~ 29.4 C~ 36.9 C-25.8 C-29.8
Oyster Point/Eccles (Signal) A-8.el(1) G-U9 B- ~~ B-11.0 B-14.7
10.5 12.1
Oyster Point/Gull (Signal) B4U B-4aA 15.2 G-U9 B- B-15.8 B-15.8
14.9(1) 15.2
Gateway/S.Airport/Mitchell (Signal) B-16.4(1) C-20.0 ~C- C-34.5 0-35.6
20.2
Airport/San Mateo/Produce (Signal) C-20.9(1) C-26.6 C-27.1 C-27.1 C-27.4
Allerton/E.Grand C-15.6(2) F-57.9 F-94.5 B-14.6 (1) B-15.8 (1)
(Allerton Stop Sign Control)
Cabot/Allerton (Cabot Stop Sign Control) B-10.1/ B-10.5/ B-13.5/ B-1 0.7/ B-13.9/
A-9.9(3) B-10.1 B-11.9 B-10.5 B-13.0
Forbes/Allerton (Allerton Stop Sign Control) C-16.8(4) C-18.6 E-49.7 C-23.6 F-90.9
TABLE 13-1
INTERSECTION LEVEL OF SERVICE
AM PEAK HOUR
-
-
-
-
-
-
-
-
-
-
(1) Signalized level of service-vehicle delay in seconds.
(2) Unsignalized level of service-vehicle delay in seconds/Allerton southbound stop sign controlled approach to
E. Grand Ave.
(3) Unsignalized level of service-vehicle delay in seconds/Allerton northbound stop sign controlled approach to
Forbes Ave.
(4) Un signalized level of service-vehicle delay in seconds/Cabot eastbound stop sign controlled approach to
Allerton/Cabot westbound stop sign controlled approach to Allerton.
-
-
Year 2000 Highway Capacity Manual Analysis Methodology.
-
Source: Crane Transportation Group.
-
-
PAGE 2-8
249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
CHAPTER 2: REVISIONS TO THE DRAFT EIR
On DEIR page 13-10, the following table has been revised as follows:
YEAR 2008 YEAR 2020
Intersection Existina W/O Proiect + Proiect W/O Proiect + Proiect
Airport/Miller/95101 S8 Off-Ramp (Signal) 8-17.7 (1) C-21.0 C-21.1 C-27.9 C-28.0
Airport/Grand (Signal) D-36.5(1) D-38.9 D-39.6 C-34.2 C-34.6
Dubuque/E. Grand (Signal) A-4.2(1) A-6.2 A-6.4 A-6.9 A-7.2
Gateway/E.Grand/E.Grand Overcrossing 8-19.7(1) C-24.3 Q C-lM 26.7 C-28.6 C-29.4
(Signal)
Harbor/E.Grand/Forbes (Signal) C-22.1 (1) ~D- D-53.4 D-40.1 D-45.5
37.0
Project Driveway@ E.Grand (Signal) 8-16.0(1) A-8.5 Q-4M D- A-7.e !! D~47.8
49.4
Littlefield/E.Grand (Signal) 8-11.5(1) 8-12.8 8-13.6 C-23.+ 4 C-24.a Q
S.Airport/U.S.101 N&S Hooks Ramps (Signal) 84M 18.3(1) C-n+21.1 C-n+21.1 C-24.32 C-24.32
Utah/S.Airport (Signal) 8-17.9(1) C-20.4 C-20.9 C-23.3 C-23.7
Oyster Point/Gateway/Flyover (Signal) C-26.8(1) D-54.~ ~ E-W,.g 61.9 E--7M 73.2 F~ 82.9
Oyster Point/Eccles (Signal) 8-17.3 I(l) ~C- Q.M9 C- C-20.6 C-22.9
23.7 26.0
Oyster Point/Gull (Signal) 8~ 16.7(1) ~~ ~~ C-24.5 C-25.7
19.8 21.0
Gateway/S.Airport/Mitchell (Signal) C-25.0(1) F-81.1 F-133.3 Q C-28.0 C-31.4
Airport/San Mateo/Produce (Signal) C-24.6(1) D-37.8 D-52.1 D-36.31 D-4J.,Q 42.1
Allerton/E.Grand (Allerton Stop Sign Control) C- 20.4 (2) F-522 F-835 8-15.1 (1) 8-19.6 (1)
Cabot/Allerton (Cabot Stop Sign Control) A-9.8/ A-9.9/ 8-14.0/ A-10.0/ 8-14.6/
8-10.1(3) 8-10.2 8-10.8 8-10.3 8-11.0
Forbes/Allerton Allerton Stop Sign Control) B-14.3(4) 8-14.4 C-19.~ 8 C-16.6 C-24.2
TABLE 13.2
INTERSECTION LEVEL OF SERVICE
PM PEAK HOUR
(1) Signalized level of service-vehicle delay in seconds.
(2) Unsignalized level of service-vehicle delay in seconds/Allerton southbound stop sign controlled approach to
E. Grand Ave.
(3) Unsignalized level of service-vehicle delay in seconds/Allerton northbound stop sign controlled approach to
Forbes Ave.
(4) Unsignalized level of service-vehicle delay in seconds/Cabot eastbound stop sign controlled approach to
Allerton/Cabot westbound stop sign controlled approach to Allerton.
Year 2000 Highway Capacity Manual Analysis Methodology.
Source: Crane Transportation Group.
249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
PAGE 2-9
-
CHAPTER 2: REVISIONS TO THE DRAFT EIR
-
On DEIR page 16-4, the following text has been revised as follows:
-
The development of the Project site as proposed would contribute to a permanent increase in
rcgional cmissions of air pollutants and reduced freeway Levels of Service, representing
significant and unavoidable adverse impacts.
-
Cumulative traffic impacts resulting from other anticipated projects in the East of 101 Area are
identified in Tables 13-5 and 13-6 of this document.
-
-
-
-
-
-
-
-
-
-
-
-
--.
PAGE 2-10
-
249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
-
3
COMMENTS AND RESPONSES
3.1 INTRODUCTION
This chapter contains comments on the Draft EIR (including the Partial Revision to the Draft
EIR) for the 249 East Grand Avenue Project. Letters received during the 45-day public review
periods are listed in Section 3.2. Each letter is marked to identify distinct comments on the
Draft EIR. Responses to these comments are provided following each letter. Throughout the
responses to comments, where a specific comment has been addressed previously, a reference to
the response in which the comment is discussed may be provided in order to reduce repetition.
As noted in the PREP ACE, in several instances responding to a comment received on the
Draft EIR has resulted in a revision to the text of the Draft EIR. In other cases, the information
provided in the responses is deemed adequate in itself, and modification of the Draft EIR text
was not necessary.
Responses presented 1n this document focus only on those comments which bear a direct
relationship to the Draft EIR and raise environmental issues, as required under CEQA. While
other comments that are not directly related to the Draft EIR or do not raise environmental
issues are acknowledged and will be forwarded to the decisionmakers, it is beyond the scope of
the Final EIR to provide responses to Project merits.
The letters received on the Draft EIR are listed below. Each letter has been marked to identify
each specific comment in the right-hand margin (i.e., A-1, B-2, etc.). Following each letter, the
response to each identified comment in that letter is presented sequentially (for example, the
first comment on the Draft EIR identified in LETTER A is identified as A-1 in the right-hand
margin of the letter, and the corresponding response immediately following LETTER A is
coded as RESPONSE A-1). In order to avoid repetition, where individual comments focus on
the same issues raised in a previous comment or comments, the response to those comments
may make reference to a previous response or responses.
249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
PAGE 3-1
....
CHAPTER 3: COMMENTS AND RESPONSES
3.2 LIST OF LETTERS
-
The following comment letters were received by the City of South San Francisco during the
Focused EIR's public review period:
-
A. State of California Governor's Office of Planning and Research, November 22,2005.
B.
California Department of Transportation, November 22, 2005.
-
C. Bay Area Air Quality Management District, November 22,2005.
D. County of San Mateo, Department of Public Works, November 22, 2005.
-
E.
San Francisco International Airport, November 21,2005.
-
F. Alexandria Real Estate Equities, November 18, 2005.
G. California Department of Transportation, December 23,2005.
-
H.
California Department of Transportation, May 11, 2006.
-
-
-
-
-
-
..
-
-
PAGE 3-2
-
249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
-
Arnold
Schwarzellegger
Governor
S TAT E OF C A L I FOR N I A
Governor's Office of Planning and Research
State Clearinghouse and Planning Unit
November 22, 2005
lette rA
Susy Kalkin
City of South San Francisco
P.O. Box 711
315 Maple Avenue
South San Francisco, CA 94083
R EC E I V E D
NOV 232005
PLANNING
Subject: 249 East Grand Avenue Office! R&D Project
SCH#: 2005042121
Dear Susy Kalkin:
~'t of PUlNN/,
&~~
...OJ 'f;:~
i * - ~
~o.\l!
,. '"
$.~ - ~
d'~ ~...
"fE OF CA\.\fO~
Sean Walsh'
Director
The State Clearinghouse submitted the above named Draft EIR to selected state agencies for review. The
review period closed on November 21, 2005, and no state agencies submitted comments by thatdate. This
letter acknowledges that you have complied with the State Clearinghouse review requirements for draft
environmental documents, pursuant to the California Environmental Quality Act.
A-1
Please call the State Clearinghouse at (916) 445-0613 if you have any questions regarding the
environmental review process. If you have a question about the above-named project, please refer to the
ten-digit State Clearinghouse number whencontilcting this office.
Sincerely,
~OMA~
o -~erryRorks
Director, State Clearinghouse
1400 TENTH STREET P.O. BOX 3Q44 SACRAMENTO, CALIFORNIA 95812-3044
TEL (916) 445-0613 FAX (916) 323-3018 www.opr.ca.gov
Document Details Report
State Clearinghouse Data Base
...
SCH#
Project Title
Lead Agency
2005042121
249 East Grand Avenue Office / R&D Project
South San Francisco, City of
-
Type EIR Draft EIR
Description Construction of a phased development consisting of four office/ R&D buildings totaling approximately
534,500 sq. ft., including approximately 5,500 sq. ft. of ancillary retail/commercial space, surface
parking and a 4-level parking structure.
-
-
Lead Agency Contact
Name Susy Kalkin
Agency City of South San Francisco
Phone (650) 877-8535
email
Address
-
Fax
-
P.O. Box 711
315 Maple Avenue
South San Francisco
City
State CA Zip 94083
-
Project Location
County San Mateo
City South San Francisco
Region
Cross Streets
Parcel No.
Township
-
East Grand Avenue and Littlefield Ave.
015-050-440,015-050-450
Range
-
Secffon Base
Proximity to:
Highways Hwy. 101, 1-380
Airports San Francisco International
Railways Union Pacific
Waterways San Francisco Bay, Colma Creek
Schools
Land Use GP: Business and Technology Park
-
-
-
Project Issues
Reviewing Resources Agency; Department of Conservation; Department of Fish and Game, Region 3;
Agencies Department of Parks and Recreation; Department of Water Resources; Caltrans, Division of
Aeronautics; California Highway Patrol; Caltrans, District 4; Department of Health Services; Native
American Heritage Commission; Department of Toxic Substances Control; Regional Water Quality
Control Board, Region 2; Integrated Waste Management Board
-
-
Date Received 10/07/2005
Start of Review 10/07/2005
End of Review 11/21/2005
-
-
-
-
-
"_+_. DI~~I,~;~ ~~+~ f;nl~" "'''' lit frnrn in"",ffiripnt infnrm::ltinn nrnvirlp.rl hv lead aaencv.
CHAPTER 3: COMMENTS AND RESPONSES
Letter A: State of California Governor's Office of Planning & Research, Nov. 22, 2005.
Response to Comment A-1: Comment noted.
249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
PAGE 3-5
STATE OF CALIFORNIA-BUSINESS. TRANSPORTATION AND HOUSING AGENCY
ARNOLD SCHW ARZENEGGER. Governor
DEPARTMENT OF TRANSPORTATION
111 GRAND AVENUE
y. O. BOX 23660
JAKLAND, CA 94623-0660
PHONE (510) 286-5505
FAX (510) 286-5559
-'['TY (800) 735-2929
~....
...' ........ !..
: a .
.,..,.
Flex your power!
Be energy efficient!
November 22,2005
RECEIVED
NOV 2 82005
PLANNING
SMI01408
SM-I01-22.14
SCH2005042121
Ms. Susy Kalkin
City of South San Francisco
P.O. Box 711
South San Francisco, CA 94083
Lette r B
Dear Ms. Kalkin:
249 East Grand A venue Office/R&D Project - Draft Environmental Impact Report
(DEIR)
Thank you for continuing to include the California Department of Transportation
(Department) in the environmental review process for the above-referenced project.
Our primary concern with the project is the potentially significant impact it may have to
traffic volume and congestion. Although Section 13, Transportation and Circulation B-1
addressed most of our concerns, the Department needs to review the traffic operational
analysis input data to be more thorough in our review.
Should you require further information or have any questions regarding this letter, please
call Alice Jackson of my staff at (510) 286-5988.
Sincerely,
I""J) .\ J ~p
(I r ,---11fr-- \ t!
( ),V(VLt;t~,,~, C. ' a tc .
'- .I I....
TIMOTHtC. SABLE
District Branch Chief
IGRJCEQA
C: Scott Morgan (State Clearinghouse)
"Caltrans improves mobility across California"
CHAPTER 3: COMMENTS AND RESPONSES
Letter B: California Department of Transportation, November 22,2005.
Response to Comment B-1: The data requested by the California Department of
Transportation was submitted to the Department upon receipt of their comment letter.
249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
PAGE 3-9
BAyAREA
- AIROl!ALlTY
MANAGEMENT
-DISTRICT
ALAMEDA COUNTY
Roberta Cooper
Scott Haggerty
Nate Miley
Shelia Young
-:;ONTRA COSTA COUNTY
Mark DeSaulnier
Mark Ross
(Secretary)
Michael Shimansky
Gayle B. Uilkema
(Vice-Chairperson)
MARIN COUNTY
Harold C. Brown, Jr.
NAPA COUNTY
Brad Wagenknecht
SAN FRANCISCO COUNTY
Chris Daly
Jake McGoldrick
Gavin Newsom
SAN MATEO COUNTY
Jerry Hill
Marland Townsend
(Chairperson)
-SANTA CLARA COUNTY
Erin Garner
Liz Kniss
Patrick Kwok
Julia Miller
SOLANO COUNTY
John F. Silva
SONOMA COUNTY
Tim Smith
Pamela Torliatt
Jack P. Broadbent
)(ECUTIVE OFFICER/APCO
November 22, 2005
Susy Kalkin
City of South San Francisco
Planning Division L tt C
P.O. Box 711
South San Francisco CA 94083 e e r
,
RECEIVED
NOV 2 32005
PLANNING
Subj ect:
249 East Grand Avenue Office/R&D Project
Dear Ms. Kalkin:
Bay Area Air Quality Management District (District) staff have reviewed
your agency's Draft Environmental Impact Report (DEIR) for the 249 East Grand
Avenue Office/R&D Project (project). The project consists of approximately
534,500 square feet of commercial space for business and technology park use, as
well as approximately 5,500 square feet of ancillary retail/commercial space.
District staff recommend that the Final Environmental Impact Report
(FEIR) include additional information'and analysis to provide a clearer
understanding of the project's potential impacts. For example, the FEIR should C-1
include the URBEMIS assumptions that were used to quantify the emission
estimates provided in the DEIR and to determine the air quality impacts of this
project. We also recommend that the FEIR provide the estimate of area source
emissions that the URBEMIS model calculated for this project. Finally, the DEIR
states on page 5-8 in regard to toxic air contaminants (TACs) that "the District
estimates how much of a contaminant would be found in the air at a specific
location." We would like to clarify that allTACs may not be accounted for in our
analyses of a permit application. A comprehensive analysis should be completed as
part of this environmental review process that takes into consideration those C-2
sources not subject to District pennit regulations. For instance, the District's
permit review and toxics analysis does not look at the emissions from diesel trucks
from the project area and has no authority to regulate these mobile sources of
T ACs. We recommend that the FEIR include an analysis of the cumulative
impacts from TACs, including diesel emissions, in the project area.
Based on the analysis contained in the DEIR, the proposed project will
result in significant air quality impacts from the project individually and
cumulatively. The DEIR includes Mitigation Measure 13-1 that proposes
implementing a transportation demand management (TDM) plan to reduce single
occupant vehicle trips by promoting non-auto travel to employees. We support C-3
requiring the applicant to implement a TDM plan and also recommend including
additional feasible mitigation measures to further reduce the project's significant air
quality impacts. These include, but are not limited to: requiring employers to
participate in Caltrain's GoPass program that provides all employees with a transit
pass; providing employees with a parking cash-out incentive to reduce the
939 ELLIs STREET' SAN FRANCISCO CALIFORNIA 94109 · 415.771.6000 e WWW.BAAQJAD.GOV
Ms. Susy Kalkin
-2-
November 22,2005
likelihood of driving alone; and charging employees to park on site. In addition to such trip
reduction measures, additional mitigation measures that can reduce operational emissions from
the project include: utilizing only electric forklifts and landscaping equipment in the project
operations and the operations of tenants; providing 110 and 220 volt outlets at all loading docks
and requiring all trucks to connect with these outlets to power their auxiliary equipment; and
posting signs at all loading zones and loading docks limiting the idling of trucks in these
locations to three minutes. These measures are readily available, cost-effective, and reduce
criteria pollutants and T ACs. We recommend that the FEIR evaluate the effectiveness of each of
the recommended measures both qualitatively and quantitatively(when possible) to determine if
the project's air quality impacts are reduced below the District's significance thresholds. Any
mitigation measures considered infeasible should be identified in the FEIR as well as the
justification for that determination.
We recommend that the FEIR address the project's potential to increase the demand for
energy and generate area source emissions from project operations. Increasing the demand for
electricity, natural gas, and gasoline may result in an increase of criteria air pollutant emissions
from generation of energy, as well as an increase in greenhouse gas emissions, which can impact
regional air quality. We recommend that the FEIR discuss energy demand of the project at
build-out, including any cumulative impacts on energy use from this project and other planned
projects in the area, such as the need to build "peaker power plants" to provide power during
peak demand. We recommend including all feasible strategies that will reduce energy
consumption and the severity of air quality impacts, including but not limited to the use of:
super-efficient heating, ventilation, and air conditioning (RV AC) systems; light-colored and
reflective roofing materials, pavement treatments and other energy efficient building materials;
the most mature, viable shade trees adjacent to buildings and in parking lots; photovoltaic panels
on buildings; and natural light and energy-efficient lighting.
We commend the City for implementing all feasible control measures in Mitigation
Measure 5-1 for fugitive dust emissions from grading and construction. The District does not
typically recommend quantification of construction emissions associated with construction
activities, but instead bases its threshold of significance for fugitive dust on implementation of
all feasible control measures listed in Table 2 of the BAAQMD CEQA Guidelines. Further, the
kinds of construction equipment commonly used in development projects are primarily diesel-
powered, and with continuous use, can lead to significant diesel particulate matter and ozone
precursor emissions. The Califomia Air Resources Board (ARB) has identified diesel engine
particulate matter as a toxic air contaminant and known carcinogen: Diesel emissions have also
been shown to cause coughs, headaches, lightheadedness, and nausea. Acrolein, an air pollutant
found in diesel exhaust, has been shown to cause irritation to the eyes, nose, throat and lungs,
thereby exacerbating asthma symptoms. Diesel particulate matter could therefore have acute
short-tenn impacts and a disproportionate effect on sensitive receptors (such as the elderly,
children, people with illnesses, or others who are especially sensitive to the effects of air
pollutants). Impacts from diesel exhaust are of particular concem because the project is located
approximately 400 feet west of the Early Years Children's Center.
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November 22,2005
To minimize exposure to TACs from diesel emissions on adjacent sensitive receptors
during constmction, we recommend that the projeCt implement the following measures: ensure
constmction equipment engines are tuned to manufacturer's specifications; minimize the idling
time of diesel powered constmction equipment to 'thfee minutes; use alternative fueled
constmction equipment (CNG, biodiesel, water emulsion fuel, electric); use add-on control
devices such as diesel oxidation catalysts or particulate filters; use diesel constmction equipment
that meets the ARB's 2000 or newer certification standard for off-road heavy-duty diesel
engines; phase the constmction of the project; and limit the hours of operation of heavy duty
equipment. We recOlmnend that the applicant stipulate the required control measures in
constmction contracts. We also recommend that the FEIR evaluate the effectiveness of each of
the recOlmnended measures both qualitatively and quantitatively (when possible). Any
mitigation measures considered infeasible should be identified in the FEIR as well as the
justification for that determination.
C-5
For more details on our agency's guidance regarding environmental review, we
recommend that the City refer to the BAAQMD CEQA Guidelines. This document provides
information on best practices for assessing and mitigating air quality impacts related to projects
and plans, including constmction emissions, land use/design measures, project operations, motor
vehicles, and nuisance impacts. If you do not already have a copy of our BAAQMD CEQA
Guidelines, we recommend that you obtain a copy by calling our Public Information Division at
(415) 749-4900 or downloading the online version from the District's web site at
http://www. baaqmd. gov /pln! ceqa/index.asp.
If you have any questions regarding these comments, please contact Douglas Kolozsvari,
Enviromnental Planner, at (415) 749-4602.
Sincerely,
W;j4!~
Sr ~ Jean~ggenkamp
Deputy Air Pollution Control Officer
JR:DK
cc: BAAQMD Director JelTY Hill
BAAQMD Director Marland Townsend
CHAPTER 3: COMMENTS AND RESPONSES
Letter C: Bay Area Air Quality Management District, November 22, 2005.
Response to Comment C-1: The Final EIR includes a more comprehensive analysis that
shows consistency with Clean Air Plan assumptions, a discussion of TCM implementation at the
project level, updated carbon monoxide analysis that included background levels, updated
URBEMIS 2002 modeling (using Version 8.7), and additional discussion of construction exhaust
emissions along with identification of additional mitigation measures to ensure less than
significant impact. The CO screening analysis and URBEMIS 2002 modeling output are
provided in the Appendices.
Response to Comment C-2: The Final EIR discusses the impacts of toxic air contaminants
(TACs) in more detail than the Draft EIR. It should be noted that sources of the project TAC
emissions cannot be fully identified at this time, because the exact nature of the site use is
unknown. It is unlikely that the project would generate an amount of truck traffic that would
significantly impact sensitive receptors in the area. Truck traffic related to construction activities
would be of a limited duration.
According to the BAAQMD CEQA Guidelines, diesel exhaust is a growing concern in the Bay
Area, and mobile sources are by far the largest source of diesel emissions. The guidelines also
indicate that regulatory actions needed to address diesel exhaust are largely handled by the
California Air Resources Board (CARB), which first identified particulate matter from diesel-
fueled engines as a TAC in 1998. CARB (2005) recommends a setback for sensitive receptors of
500 feet for freeways or arterials with large volumes of truck traffic. These are conservative
recommendations that do not take into account substantially reduced emission rates of future
truck fleets. It is unlikely that project construction or operation activities would generate truck
volumes that even approach 1/10th of the volumes on freeways or large arterials, and therefore,
one could conclude that the project traffic generation would not cause a significant impact with
respect to TAC emissions. As construction diesel emissions are both temporary and transient in
nature, their impacts would be limited.
The Draft EIR identified the closest sensitive receptor as the Early Years Children's Center,
located on Allerton Avenue. Truck traffic accessing the site during construction or operation is
unlikely to pass by this school. A significant impact would occur if the projects' effects caused
an increase in the chance of contracting cancer of lOin one million or greater. The Final EIR,
without conducting a detailed health risk assessment of the relatively low truck volumes that the
project would cause, predicts a risk of less than lOin one million.
Response to Comment C-3: As noted on Page 2-4 of this Final EIR, revisions to the project's
direct and indirect emissions modeling found that the impacts would actually be below
BAAQMD thresholds for projects, which the Draft EIR used to judge the projects impacts in
terms of "a cumulatively considerable net increase of any criteria pollutant for which the Project
region is non-attainment..." The Final EIR reflects this change, but continues to include the
mitigation measure requiring implementation of a Transportation Demand Management (TDM)
plan. It should be noted that the City requires the TDM plan, and components of the TDM
249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
PAGE 3-15
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CHAPTER 3: COMMENTS AND RESPONSES
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plan are also identified as mitigation for transportation and circulation impacts. The mitigation
measures specifically identify the components of the plan that would further reduce impacts to
local and regional air quality. These include supporting employer-sponsored shuttle services to
BART and Caltrain. Additional measures were added in response to the BAAQMD's comment.
It should be noted that the City requires a reduction in parking capacity as described under
Impact 13-8, Onsite Parking. The project impact to air quality with or without these measures
would be less than significant.
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Response to Comment C-4: Because electrical generating facilities for the San Francisco Bay
Area are located either outside the region or are offset through the use of pollution credits,
pollution from offsite generation of electricity is generally excluded from the evaluation of
project significance. The URBEMIS 2002 modeling includes air pollutant emissions associated
with natural gas usage for a land use of the type - Office Park. The exact nature of the project use
has not been identified, and therefore, the energy usage is unknown. A project that includes
large laboratories could use considerably more energy, but unlikely enough more energy to
change the impact finding from less than significant to significant.
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Response to Comment C-5: Page 2-2 of the Final ErR includes additional m1t1gation
measures to reduce emissions of diesel particulate matter and criteria air pollutants during
construction. These measures should ensure that impacts would be less than significant,
especially for the Early Years Children Center.
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249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
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RECE\VED
NOV 2 8 2005
PLANN\NG
BOARD OF SUPERVISORS
MARK CHURCH
RICHARD S. GORDON
JERRY HILL
ROSE JACOBS GIBSON
ADRIENNE TISSIER
NEIL R. CULLEN
DIRECTOR
.pepartment of Public Works
COUNTY OF SAN MATEO
555 COUNTY CENTER. 5TH FLOOR' REDWOOD CITY, CALIFORNIA 94063-1665 . PHONE (650) 363-4100' FAX (650) 361-8220
November 22, 2005
Ms. Susy Kalkin, Principal Plamler
Plmming Division
City of South San Francisco
P.O. Box 711
South San Francisco, CA 94083
Letter D
Dear Ms. Kalkin:
Re: Comments on Draft Focused Environmental Impact Report, 249 East Grand
Avenue (APN 015-050-440) in South San Francisco (SCH #2005042121)
We have reviewed the Draft Focused Enviromllental Impact Report for the redevelopment of
249 East Grand Avenue in South San Francisco and offer the following comments:
The District is reiterating its position that the project site is located outside the Colma Creek
Flood Control Zone and as such stonn water runoff from the site should not be directed to the
Zone's Flood Control Chmmel, namely Colma Creek. We are aware that a portion of the project
site currently drains to a St01111 drain system that flows to Colma Creek. It is the District's belief
that existing drainage patterns must be reconfigured during redevelopment such that they are
consistent with the Zone boundary.
1. Mitigation Measure 9-4 (Pg 9-14) ofthis report offers two proposed mitigation
scenarios for Impact 9-4: "Site Drains to Colma Creek Flood Control Chmmel."
Mitigation Scenario 1 proposes to route all stonn waters out of the Colma Creek
Watershed.
Mitigation Scenario 2 proposes that in lieu of rerouting all flows to the southeastern
corner of the project site out of the Colma Creek Watershed, the project applicant
could enter into an agreement with the Colma Creek Flood Control District to be
included in the Colma Creek Flood Control Zone (Zone).
Ms. Susy Kalkin, Principal Plmmer, City of South San Francisco
Re: Comments on Draft Focused Environmental Impact Report, 249 East Grand
Avenue (APN 015-050-440) in South San Francisco (SCH #2005042121)
November 22, 2005
Page 2
District Comment:
The Zone boundary is based on the Colma Creek watershed and cannot be modified
to meet the needs of proposed projects. Mitigation Scenario 2 is not available to
the project. Mitigation Scenario 1 is an appropriate mitigation measure as it is
consistent with the Colma Creek Flood Control Zone.
2.
The last sentence of the 2nd paragraph on Page 9-3 (Flooding) states that flood control
improvements to Colma Creek since the effective date of the FEMA FIRM have
reduced flooding along the Colma Creek Channel. This claim is based upon a
telephone conversation with Kelvin Munar of the City of South San Francisco on
June 21, 2005, according to footnote #5.
District Comment:
We believe it is more appropriate to state that there is a reduced potential for
upstream flooding caused by stOl1nwater leaving the chmmel due to upstream channel
improvements. We do not believe hydrologic studies have been conducted to support
Mr. Munar's claim. The claim should be removed or it should be noted in the body
of the text that the observation is not based upon ligorous engineering study.
I can be reached at (650) 599-1417 should you have any questions or need additional
infOlmation.
Very truly yours,
~~
km M. Stillman, P .E.
Principal Civil Engineer
Utilities- Flood Control-Watershed Protection
AMS:MC:CS:sdd
F:\USERS\ADMIN\CITlES\SSF\2005\249 E. Grand Ave - Draft EIR.doc
G:\USERS\UTIUTY\Co]ll1a Creek FCD\WORD\Review External Project\2005\249 E. Grand Ave - Draft ErR.doc
F-149 (9H)
cc:
Mr. Terry White, Director of Public Work, City of South San Francisco
Neil R. Cullen, Director of Public Works
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CHAPTER 3: COMMENTS AND RESPONSES
Letter D: County of San Mateo Department of Public Works, November 22, 2005.
Response to Comment D-1: The DEIR has been revised to eliminate Mitigation Measure 9-4
Scenario 2, as shown on page 2-7 of this Final EIR.
Response to Comment D-2: The DEIR has been revised to delete the following sentence, as
also shown on page 2-6 of this Final ElR.
Howevcr, flood control impro7cmcnts to Colma Crcck sincc thc cffcctivT datc of thc FEM..A
FIRM: ha7c rcduccd flooding along thc crcck channcl.
249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
PAGE 3-19
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RECEIVED
NOV 2 22005
PLANNING
San Francisco International Airport
P.O. Box 8097
San Francisco, CA 94128
Tel 650.821.5000
Fax 650.821.5005
www.flysfo.com
November 21,2005
AIRPORT
COMMISSION
Ms. Susie Kalkin
Principal Planner
City of South San Francisco
Planning Division
P.O. Box 711
South San Francisco, CA 94083
Lette r E
CITY AND COUNTY
OF SAN FRANCISCO
GAVIN NEWSOM
Subject: Comments on 249 East Grand Avenue/R & D Project-
Draft Focused EIR (SCH#2005052121)
MAYOR
LARRY MAZZOLA Dear Ms. Kalkin:
PRESIDENT
CARYl ITO
Thank you for the opportunity to comment on the 249 East Grand Avenue/R & D
Project - Draft Focused EIR (DFEIR). San Francisco International Airport (SFO)
has reviewed the potential environmental impacts identified in the DFEIR and
believes there are potential aviation related noise impacts on the proposed project that
should receive further discussion in the Noise Chapter. Furthermore, the Cumulative
Projects (Chapter 16.5) does not include an evaluation of recent projects undergoing
review in the East of 101 Plan area. Our specific comments are as follows:
MICHAEL s. STRUNSKY
VICE PRESIDENT
LINDA S. CRAYTON
ELEANOR JOHNS
JOHN l. MARTIN The DFEIR noise analysis indicates that the project site is located outside of the 65-
AIRPORTDJRECTOR CNEL noise contour, and therefore, aircraft noise will have no adverse impacts.
However, the proposed project site is located about one and a half miles north of
SFO. The proposed project location is subject to flights using the Shoreline charted
visual departure procedure and overflown on a daily basis, at altitudes ranging from
1,000 to 2,500 MSL using climb power settings while executing a right turn over the
East of 101 area of South San Francisco. The climb power settings result in an
increased noise signature for the departing aircraft. The DFEIR should more fully
analyze and disclose the noise impacts arising from the development's proximity to
the AirpOli.
E-1
In fact, depending on weather conditions, the Shoreline from Runway 28 and PORTE
procedures from Runway 1 comprise approximately 26 to 28 percent of total SFO
departures. In addition, aircraft using the Skyline departure route originating from
Oakland International Airport also directly overfly the proposed project site.
Ms. Susie Kallan
November 21,2005
Page 2
SFO also concurs with ALUC comments with respect to Height of
Structures/Airspace Protection and Aircraft Noise/Overflights, as stated in their staff
comment letter on the Notice of Preparation dated May 23,2005. In particular, we
concur that the City of South San Francisco shall require the project sponsor to file a
FAA Form 7460-1, "Notice of Proposed Construction or Alteration" with the FAA
Western-Pacific Regional Office. In addition, to mitigate overflight noise impacts,
"the proposed inhabited structures should be designed and built to achieve an
interior noise level of not more than 45 dB, based on aircraft noise events. That level
should en (sic) easily achievable with standard building constructionfor office/R&D
buildings... the City of South San Francisco carefully review the building plans for
the proposed project to assure itself that the 45 dB interior noise level will be
achieved, via the proposed construction design and selected building materials. "
Finally, a comprehensive evaluation of the cumulative impacts of the proposed
project should also have identified and discussed the other development projects in
the East of 101 area. SFO is aware of the following proposed projects:
· Lowe's Home Improvement Warehouse Building and Related Garden Center
at 600-700 Dubuque Avenue;
· Home Depot Home Improvement Warehouse Building and related Parking
Structure at 900 Dubuque; and
· Genentech Building 31 Project at 1631 Grandview Drive
If you have any questions regarding these comments, please feel free to call me at
(650) 821-5347. Thank you.
Nixon Lam
Senior Environmental Planner
Planning, Design & Construction
c: Ivar Satero
Joe Rodriguez, FAA ADO
Dave Carbone, San Mateo County ALUC
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CHAPTER 3: COMMENTS AND RESPONSES
Letter E: San Francisco International Airport, November 21, 2005.
Response to Comment E-1: Comment noted. However, as discussed in Section 9.2- Single
Event Flyover Noise of the City of South San Francisco General Plan, "Noise contours are
based on average noise levels. Single event noises such as aircraft flyovers need to occur
frequently and at very high volumes in order to bring average noise levels to 65 dB CNEL".
The City of South San Francisco uses the ALUC's 1995 SFO Land Use Plan to establish this 65
dB CNEL contour as the noise impact boundary for SFO. According to ALUC standards,
commercial and industrial uses would be acceptable within the 65 dB CNEL FAA-approved
contour without any noise insulation mitigation measures.
Chapter 11 of the DEIR has been revised to include comments noted in this letter pertaining to
noise impacts from SFO. These additions, included on Page 2-7 of this Final EIR, are as
follows:
AIRPORTS
The City of South San Francisco Noise Element (1999) contains existing and future (2006) airport
noise contours associated with San Francisco International Airport, located south of the site. The
proposed project site is located about one an a half miles north of the SFO, and is subject to flights
using the Shoreline charted visual departure procedure and overflown on a daily basis. which
depending on weather conditions can comprise approximately 26 to 28 percent of total SFO
departures. However. these contours indicate the Project site is located outside the 65-dBA
(CNEL) existing and future airport noise contours.
Response to Comment E-2: Comment noted. Because the project site is located within the
Federal Aviations FAR Part 77 Conical Surface airspace protection area for SFO, the project
sponsor is already required to file FAA Form 7460-1 with the FAA Western-Pacific Regional
Office.
In regards to achieving an interior noise level of not more than 45 dB, Policies NO-2 and NO-3
of the City of South San Francisco's East of 101 Area Plan are consistent with these
requirements, in requiring that office developments, as well as noise sensitive portions of
industrial buildings within the East of 101 Area, be designed so that calculated hourly average
noise levels during the daytime do not exceed and Leg of 45 dBA. These levels are easily
achievable with standard building construction for office/R&D buildings.
Response to Comment E-3: In regards to cumulative impacts of the proposed project,
Chapter 16.5 of the Draft EIR notes that "the development of the Project site as proposed
would contribute to a permanent increase in regional emissions of air pollutants and reduced
freeway Levels of Service, representing significant and unavoidable adverse impacts".
Cumulative air quality impacts were identified on Page 5-7 of the Draft EIR as being significant
impacts that would remain significant and unavoidable even following mitigation. However, as
249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
PAGE 3-23
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CHAPTER 3: COMMENTS AND RESPONSES
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detailed in Response to Comment C-3 in this Final EIR, and revised on Page 2-4 of this Final
EIR, the Final EIR revised the project's direct and indirect emissions modeling and found that
the impacts would actually be below BAAQMD thresholds for projects, which the Draft EIR
used to judge the projects impacts in terms of "a cumulatively considerable net increase of any
criteria pollutant for which the Project region is non-attainment..." The Final EIR reflects this
change, and as such the Project will not have significant and unavoidable cumulative impacts
related to air quality.
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In regards to cumulative traffic impacts, the three projects referenced in this letter- Lowe's,
Home Depot, and Genentech Building 31- are all included in Table 3-5 on Page 13-21 of the
Draft EIR, which details the peak hour trip contribution of projects within the East of 101 Area
expected to be completed and occupied by 2008. For clarification purposes, reference to this
table, and the discussion of cumulative traffic impacts in the Transportation and Circulation
chapter of the Draft EIR, has been included on Page 2-10 of this Final EIR.
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In addition, Page 13-48 of the Draft EIR notes that "The City may take action on the 249 East
Grand project based upon a statement of overriding considerations that was made by the City
Council in the process of approving the 1999 South San Francisco General Plan. At that time,
the lead agency determined that the City could not implement feasible mitigation measures for
cumulative impacts on the U.S.l0l freeway." The City of South San Francisco has already
determined that new projects in the East of 101 Area will have cumulative significant and
unavoidable impacts on US 101, and has addressed these via the aforementioned statement of
overriding considerations.
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PAGE 3-24
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249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
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ALE X ,A NOR I A
RECEIVED
NOV 2 1 2005
PLANNING
2929 CAMPUS DRIVE
SUITE 400A
SAN MATEO, CA 94403
TEL: 650-286-1200
FAX: 650-286-1256
18 November 2005
Susy Kalkin, Principal Planner
Planning Division
City of South San Francisco
315 Maple Avenue
P.O. Box 711
South San Francisco, CA 94083
Lette r F
RE: 249 East Grand Avenue
Draft Focused Environmental Impact Report
Dear Susy:
We are writing in regards to Impact 9-2 Potential Contamination of Local Groundwater, and the
subsequent Mitigation Measure 9-2 Preparation and Implementation of Project SWPPP.
The first paragraph of the Mitigation measure reads as follows:
F-1
I) Grading and earthwork shall be prohibited during the wet season (October 15 through
April 15) and such work shall be stopped before pending storm events.
We propose that the dates and language of this Mitigation Measure be revised to match the
requirements of the South San Francisco Municipal Code Section 15.08.170 Restriction of Work During
, Rainy Season.
Thank you for your assistance in this matter.
......'...
r;r~r~
Robert Kain
Vice President of Construction
Alexandria Real Estate Equities
CHAPTER 3: COMMENTS AND RESPONSES
Letter F: Alexandria Real Estate Equities, November 18,2005.
Response to Comment F-1: The DEIR has been revised to delete the following sentence, as
also shown on page 2-6 of this Final EIR. The deleted sentence has been replaced with text that
matches South San Francisco Municipal Code Section 15.08.170.
1) Crading tmd MFthn'f),-/e shaH be prf)hibitcd durilif!, the n'eI SCdse;, (Oc!8ber 15 thnih'tJ; ~1p,i! 15) aId
such n'8,-k shall be st6JYPed. beftm; pending stfJm: eb'eftts.
249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
PAGE 3-27
STATE OF CALIFORNIA-BUSINESS. TRANSPORTATION AND HOUSING AGENCY
ARNOLD SCHWARZENEGGER. Governor
DEPARTMENT OF TRANSPORTATION
111 GRAND AVENUE
_ P. O. BOX 23660
OAKLAND, CA 94623-0660
PHONE (510) 286-5505
FAX (510) 286-5559
- TTY (800) 735-2929
@'
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Flex your power!
Be energy efficient!
December 23, 2005
RECEIVED
JAN 0 it. 2a)t{)
PLANNING
SM101408
SM-101-22.14
SCH200504212
Ms. Susy Kalkin
City of South San Francisco
P.O. Box 711
South San Francisco, CA 94083
Letter G
Dear Ms. Kalkin:
249 East Grand A venue Office/R&D Project - Traffic Operational Analysis
Thank you for continuing to include the California Department of Transportation
(Department) in the environmental review process for the above-referenced project.
We have reviewed the Traffic Operational Analysis in conjunction with the Draft
Environmental Impact Report, dated October 2005. We have found that several pages of
the calculation sheets are missing from the package. Please provide us with a complete
package for our review and comment. A 95% queue analysis for intersections #1 and 4
through 10 should be included. G-1
The trips generated by this project will produce significant impacts to segments of US
101. Therefore, mitigation measures to reduce those impacts should be provided. All
mitigation measures proposed should be fully discussed, including financing, scheduling,
implementation responsibilities and lead agency monitoring.
Should you require further information or have any questions regarding this letter, please
call Alice Jackson of my staff at (510) 286-5988.
Sincerely,
T~~~~
District Branch Chief
IGR/CEQA
"Caltrans improves mobility across California"
CHAPTER 3: COMMENTS AND RESPONSES
Letter G: California Department of Transportation, December 23,2005.
Response to Comment G-1: Following several discussions between the Department of
Transportation (Caltrans) and the City of South San Francisco, evaluation to determine 95th
percentile vehicle queuing was completed for the approaches to three study intersections,
including an off-ramp from the U.S.101 freeway. The results of this analysis were included in
the revised Transportation chapter as part of the Partial Revision to the Draft Environmental
Impact Report for the project, which was available for state and public review between March
28, 2006 and May 12, 2006. Caltrans' main concern was that off-ramp traffic does not queue
back onto the freeway mainline during peak traffic periods. To provide Caltrans the most
accurate queuing evaluation, a different software package was used to evaluate the three subject
intersections than had been used to evaluate all other intersections in the study. Thus, updated
levels of service using the new software were also incorporated into the revised circulation
section. This resulted in the identification of one new intersection impact during the AM peak
hour (Impact 13-4).
249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
PAGE 3-31
ST ATE OF CALIFORNIA-BUSINESS. TRANSPORTATION AND HOUSING AGENCY
ARNOLD SCHW ARZENEGGER Governor
- DEPARTMENT OF TRANSPORTATION
III GRAND AVENUE
P. O. BOX 23660
_ OAKLAND, CA 94623-0660
PHONE (510) 286-5505
FAX (5l0) 286-5559
TTY (800) 735-2929
RECEIV.ED
Flex your power!
Be energy efficient!
t'SilV { iF
~'W~A f t J~ ~7:,'1!r(.'ol
i '" lUclO
May 11,2006
PLANNING (:E:JJ;.f[f'.
SM101408
SCH#2005042121
Ms. Susy Kalkin
City of South San Francisco Planning Division
315 Maple Street
South San Francisco, CA 94080
Dear Ms. Kalkin:
Lette r H
249 EAST GRAND AVENUE - PARTIAL REVISION OF THE DRAFT
ENVIRONMENT AL IMPACT REPORT
Thank you for including the California Department of Transportation (Department) in the
environmental review process for the 249 East Grand Avenue project. The following comments
are based on the Partial Revision of the Draft Environmental Impact Report (Revised DEIR);
additional comments may be forthcoming pending fmal review of the Revised DEIR. As lead
agency, the City of South San Francisco is responsible for all project mitigation, including any
needed improvements to state highways. The project's fair share contribution, financing,
scheduling, implementation responsibilities and lead agency monitoring should be fully
discussed for all proposed mitigation measures. The project's specific traffic mitigation fee
should be identified in the Traffic Impact Study and the environmental document. Any required
roadway improvements should be completed prior to issuance of the Certificate of Occupancy. H-1
Since an encroachment permit is required for work in the State Right of Way (ROW), and the
Department will not issue a permit until our concerns are adequately addressed, we strongly
recommend that the lead agency work with both the applicant and the Department to ensure that
our concerns are resolved during the CEQA process, and in any case prior to submittal of a
permit application. Further comments will be provided during the encroachment permit process;
see the end of this letter for more information regarding encroachment permits.
Travel Demand Forecasting
1. Please provide the trip generation rates applied to the project, the total number of project trips
and supporting materials explaining how these estimates were developed. Page 13-21. This
information is typically required for review. The Revised DEIR states that, "The traffic
generation rates for approved development are based on the analysis conducted for the Draft H - 2 .
Supplemental Environmental Impact Report for the South San Francisco General Plan
Amendment and Transportation Demand Management Ordinance", and that "Traffic counts
were conducted at existing office, R&D and hotel uses in the East of 101 area. However,
"Co/trans improves mobility across California"
Ms. Susy Kalkin
May 11, 2006
Page 2
project trip generation rates are not provided, nor IS the total number of project trips
identified.
2. Comprehensive supporting documentation and analysis should be provided to verify the
Revised DEIR's assumption that Traffic Demand Management will reduce project trips by a
sizable 9.5 percent. Please include a copy of the City's Traffic Demand Management policy.
3. Supporting documentation regarding the methodology and fmdings of the 1994 employee
survey, as well as the survey itself, should be provided, as project trip distribution was based
on the survey.
4. How was the two percent growth rate for traffic accessing South San Francisco from
Brisbane developed? Similarly, how was the one percent growth rate that was assumed for
background traffic growth along US 101 developed?
Highway Operations
Mitigation should be recommended for the project's impacts to the US 101 Northbound Off-
ramp/Oyster Point Boulevard/Gateway Boulevard intersection. Additional storage capacity
should be provided to accommodate the Year 2008 AM Peak queue lengths at both the west- and
eastbound left-turns on Oyster Point Boulevard.
Cultural Resources
Should project-related construction in State ROW result in an inadvertent archaeological or
burial discovery, compliance with CEQA, Public Resources Code Section 5024.5 (for state-
owned historic resources) and Chapter 2 of Caltrans' Standard Environmental Reference (SER)
requires that all construction within 50 feet of the fmd shall cease. Caltrans District 4 Cultural
Resources Study Office should then be immediately contacted at (510) 622-5458 or -286-5618.
A Caltrans staff archaeologist will evaluate the finds within one business day after contact. More
information on the SER is available at the following website link:
http://www.dot.ca. gov /hq/ env /index/htm
Encroachment Permit
Work that encroaches onto the State ROW requires an encroachment permit that is issued by the
Department. To apply, a completed encroachment permit application, environmental
documentation, and five (5) sets of plans clearly indicating State ROW must be submitted to the
address below. Traffic-related mitigation measures should be incorporated into the construction
plans during the encroachment permit process. See the website link below for more information.
http://www.dot.ca.govlhq/traffops/ developserv /permits/
Sean Nozzari, District Office Chief
Office of Permits
California DOT, District 4
P.O. Box 23660
Oakland, CA 94623-0660
"Calfrans improves mobility across California"
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H-3 -
-
H-4
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H-5
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H-6
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H-7 -
.-
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H-8
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Ms. Susy Kalkin
May II, 2006
Page 3
Please feel free to call or email Patricia Maurice of my staff at (510) 622-1644 or
patricia maurice@dot.ca.gov with any questions regarding this letter.
Sincerely,
[~S~~
District Branch Chief
IGR/CEQA
c: Ms. Terry Roberts, State Clearinghouse
"Caltrans improves mobility across California"
CHAPTER 3: COMMENTS AND RESPONSES
Letter H: California Department of Transportation, May 11, 2006.
Response to Comment H-1: Comment noted.
Response to Comment H-2: Project trip generation rates and total generation are clearly
presented in Table 13-12 of the traffic section. Peak hour trip rates and resultant generation
reflect trip reductions due to mandated City of South San Francisco and C/CAG TDM
programs. There is no TDM reduction in the daily rates or trip generation. The trip generation
rates and resultant trip generation associated with manufacturing uses recently eliminated from
the project site are presented in Table 13-13 (with no TDM reduction for the previous
manufacturing uses as none were required). The net change in project site trip generation due to
replacing manufacturing with office uses is then presented in Table 13-14.
Response to Comment H-3: Comment noted. The Revised DEIR's assumption that TDM
will reduce project trips by a sizable 9.5 percent are based on Alternative D: Moderate TDM
Program with Physical Improvements discussed in the South San Francisco General Plan Amendment
and Transportation Demand Management Ordinance Draft Supplemental Environmental Impact Report (April
2001). A copy of the discussion of the alternatives considered, and the assumptions made for
Alternative D (ultimately adopted by the South San Francisco City Council), are included in
Appendix C of this Final EIR.
In accordance with the City of South San Francisco's Transportation Demand Management
Ordinance (Appendix D), the developer will be required to implement a TDM Program
designed to achieve a 32% mode shift. Ongoing monitoring and reporting requirements and
potential financial penalties for noncompliance are included to ensure compliance with City
requirements over the life of the project.
Response to Comment H-4: Comment noted. Results of the 1994 employee survey are
included in the 2001 Supplemental DEIR referenced in Response to Comment H-3, which is
available for review at the City of South San Francisco. It should be noted that Caltrans was
previously given the opportunity to review and comment on the TDM assumptions included in
the 2001 Supplemental DEIR, but did not do so at the time of the document's adoption.
Response to Comment H-5: Projections of 2 percent per year growth in traffic from Brisbane
development (from 2005 to 2008) and 1 percent growth in traffic on the U.S.l0l freeway not
associated with South San Francisco development (from 2005 to 2008) were projected by the
EIR consultant to conservatively project growth over this three-year horizon. Evaluation of
U .S.l 01 traffic counts from available sources indicated a decrease in volumes on 101 in the
South San Francisco area from 2003 to 2005. The City of Brisbane had no significant projects
scheduled for completion in the immediate future that would add a measurable amount of traffic
to the intersections in South San Francisco evaluated in this study. The growth rates were
utilized to project a reasonably conservative level of traffic growth over this three-year horizon.
Year 2020 traffic projections utilized in the analysis reflect a specific list of South San Francisco
and Brisbane projects.
249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
PAGE 3-37
-
CHAPTER 3: COMMENTS AND RESPONSES
-
Response to Comment H-6: Based on the description of both west- and eastbound left-turns
on Oyster Point Boulevard, it appears that reference is being made to the Southbound Off-
Ramp/Oyster Point/Gateway Boulevard intersection. The 249 East Grand project would not
be expected to add any traffic to either the east or westbound left turn movements on the
Oyster Point Boulevard intersection approaches in either 2008 or 2020. Therefore, there would
be no significant impact and no required mitigation due to the project.
-
-
In addition, both Oyster Point Boulevard approaches to this intersection are City of South San
Francisco controlled roadways. The year 2008 50th percentile AM peak hour queues in both left
turn pockets (the requirement used by the City of South San Francisco) would be within
acceptable limits.
-
-
Response to Comment H-7: Comment noted.
-
Response to Comment H-8: Comment noted.
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PAGE 3-38
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249 EAST GRAND AVENUE PROJECT
FINAL FOCUSED EIR
-
ApPENDICES
Appendix A - CO Screening Analysis
Appendix B - URBEMIS 2002 Modeling Output
Appendix C - Excerpts from the South San Francisco General Plan Amendment and
Transportation Demand Management Ordinance Draft Supplemental Environmental Impact
Report
Appendix D - City of South San Francisco Transportation Demand Management Ordinance
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Page: 1
05/05/2006 3:28 PM
URBEMIS 2002 For Windows
8.7.0
File Name:
Project Name:
Project Location:
On-Road Motor Vehicle Emissions
C:\program Files\URBEMIS 2002 Version 8.7\Projects2k2\249 E Grand SSF.urb
249 E. Grand Ave, S. San Fran.
San Francisco Bay Area
Based on EMFAC2002 version 2.2
SUMMARY REPORT
(pounds/Day - Summer)
AREA SOURCE EMISSION ESTIMATES
ROG NOx CO S02 PMI0
TOTALS (lbs/day,unmitigated) 7.87 3.57 3.77 0.00 0.01
OPERATIONAL (VEHICLE) EMISSION ESTIMATES
ROG NOx CO S02 PMIO
TOTALS (lbs/day,unmitigated) 55.49 60.45 628.01 0.41 62.69
SUM OF AREA AND OPERATIONAL EMISSION ESTIMATES
ROG NOx CO S02 PMIO
TOTALS (lbs/day,unmitigated) 63.36 64.02 631.78 0.41 62.69
Page: 2
05/05/2006 3:28 PM
-
URBEMIS 2002 For Windows
8.7.0
File Name:
Project Name:
Project Location:
On-Road Motor Vehicle Emissions
C:\Program Files\URBEMIS 2002 Version 8.7\Projects2k2\249 E Grand SSF.urb
249 E. Grand Ave, S. San Fran.
San Francisco Bay Area
Based on EMFAC2002 version 2.2
DETAIL REPORT
(Pounds/Day - Summer)
-
AREA SOURCE EMISSION ESTIMATES (Summer Pounds per Day, Unmitigated)
Source ROG NOx CO S02 PMIO
Natural Gas 0.26 3.56 2.99 0 0.01
Hearth - No summer emissions
Landscaping 0.12 0.00 0.78 0.00 0.00
Consumer Prdcts 0.00
Architectural Coatings 7.49
TOTALS (lbs/day,unmitigated) 7.87 3.57 3.77 0.00 0.01
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Page: 3
05/05/2006 3:28 PM
Office park
UNMITIGATED OPERATIONAL EMISSIONS
TOTAL EMISSIONS (lbs/day)
ROG
55.49
55.49
NOx
60.45
60.45
CO
628.01
628 .01
S02
0.41
0.41
Includes correction for passby trips.
Does not include double counting adjustment for internal trips.
OPERATIONAL (Vehicle) EMISSION ESTIMATES
Season: Summer
Analysis Year: 2008 Temperature (F): 85
EMFAC Version: EMFAC2002 (9/2002)
Summary of Land Uses:
Unit Type
Office park
Fleet Mix:
Vehicle Assumptions:
Vehicle Type
Light Auto
Light Truck
Light Truck
Med Truck
Lite-Heavy
Lite-Heavy
Med-Heavy
Heavy-Heavy
Line Haul >
Urban Bus
Motorcycle
School Bus
Motor Home
< 3,750 Ibs
3,751- 5,750
5,751- 8,500
8,501-10,000
10,001-14,000
14,001-33,000
33,001-60,000
60,000 Ibs
Travel Conditions
Urban Trip Length (miles)
Rural Trip Length (miles)
Trip Speeds (mph)
% of Trips - Residential
Acreage
Trip Rate
No.
Units
PM10
62.69
62.69
Total
Trips
534.50 5,943.64
11.12 trips/1000 sq. ft.
Sum of Total Trips
Total Vehicle Miles Traveled
Percent Type
55.00
15.00
16.20
7.20
1.10
0.40
1. 00
0.90
0.00
0.20
1. 70
0.10
1. 20
Non-Catalyst
1. 60
2.70
1.20
1. 40
0.00
0.00
0.00
0.00
0.00
0.00
76.50
0.00
8.30
Home-
Work
11. 8
15.0
30.0
27.3
Residential
Home-
Shop
4.6
10.0
30.0
21.2
Home-
Other
6.1
10.0
30.0
51. 5
% of Trips - Commercial (by land use)
Office park
Catalyst
98.00
95.30
97.50
95.80
81. 80
50.00
20.00
11.10
0.00
50.00
23.50
0.00
83.30
Commercial
Commute
11.8
15.0
30.0
Non-Work
5.0
10.0
30.0
48.0
5,943.64
41,161.09
Diesel
0.40
2.00
1. 30
2.80
18.20
50.00
80.00
88.90
100.00
50.00
0.00
100.00
8.40
Customer
5.0
10.0
30.0
24.0
28.0
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Page: 4
05/05/2006 3:28 PM
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Changes made to the default values for Land Use Trip Percentages
Changes made to the default values for Area
Changes made to the default values for Operations
The operational emission year changed from 2005 to 2008.
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Appendix C - Excerpts from the South San Francisco General Plan Amendment and
Transportation Demand Management Ordinance Draft Supplemental Environmental Impact
Report
Chapter 2: Executive Summery
2.3 ALTERNATIVES
CEQA requires EIRs to consider alternatives to the proposed project that could avoid or
minimize at least one of the impacts associated with the project. The alternatives must represent a
reasonable range of different planning options. Each alternative and its associated impacts,
relative to the proposed project, are briefly summarized in this section. A more detailed analysis is
in Chapter 6.
ALTERNATIVE A: CURRENT GENERAL PLAN (NO PROJECT)
In the absence of the proposed project, the existing 1999 General Plan and the East of 10 1 Area
Plan would continue to guide the East of 101 area. This alternative provides a baseline
comparison to the proposed project. This alternative would allow implementation of the physical
improvements considered in the General Plan and would implement already committed projects.
The City would still be guided by a TDM program required by C/CAG, however no additional
TDM measures would be required. In the absence of the additional physical improvements
provided in the General Plan Amendment and the new TDM program, the levels of service and
delays worsen. The No Project alternative would impact both transportation and air quality to a
greater extent than the proposed project. The City's goal as stated in the General Plan is to achieve
a LOS D or better for all intersections. With the No Project alternative, 14 of the 38 intersections
analyzed in the East of 101 area are at LOS E or F. The impact on air quality would be increased
emissions of ozone precursors because of the poor LOS and increased delay times.
ALTERNATIVE B: INITlALL Y PROPOSED PHYSICAL IMPROVEMENTS
The Initially Proposed Physical Improvements Alternative focuses on a set of improvements that
were initially considered adequate for the East of 101 area. This alternative represents the first
attempt at supplementing the physical improvements in the General Plan and the physical
improvements that are already a part of committed projects. The only TDM program that would
apply in this alternative is C/CAG's program. The LOS and delay times are not improved to
adequate levels, resulting in transportation and air quality impacts. Fourteen of the 38
intersections analyzed in the East of 101 areat an LOS Ear F. This alternative shows only minor
improvement over the No Project Alternative for delay times.
ALTERNATIVE C: MODERATE TOM
This alternative builds on previous alternatives and supplements those alternatives by
implementing a moderate TDM program, achieving a 35 percent alternative mode usage (25
percent SOY trip elimination). All physical improvements discussed in Alternative Bare
implemented, excluding one intersection improvement. Implementing a TDM program achieves
a much better LOS and improves delay times as compared to Alternatives A and B. The levels of
service and delay times were improved in many of the intersections that were analyzed. However,
2-7
'.
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Draft Supplemental Environmental Impact Report for South San Franc/sea
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12 of the 38 intersections analyzed are still at LOS of E or F, which is far from the City's goal of
achieving LOS of D or better for all intersections.
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ALTERNATIVE D: MODERATE TOM WITH ADDITIONAL IMPROVEMENTS
This alternative builds on Alternative C by implementing all of the improvements and the same
TDM program. This Alternative also supplements the physical improvements in Alternative C
with additional improvements. With alternative D, five of the study intersections are improved to
LOS D or better.
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ALTERNATIVE E: INTENSE TOM
Alternative E also builds on previous alternatives by implementing the same physical
improvements in Alternative C' however this Alternative focuses on implementing an aggressive
TDM program with a 45 percent alternative mode usage (35 percent SOy trip elimination). Most
of the intersections analyzed in this alternative are at a worse LOS than was achieved in the
Moderate TDM with Additional Improvements Alternative. With Alternative E, ten of the study
intersections analyzed are at LOS E or F.
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ENVIRONMENTALLY SUPERIOR ALTERNATIVE
The proposed project is the environmentally superior alternative. With the proposed project, an
intense TDM program and intersection improvements will improve all but four of the 38
intersections analyzed to LOS D or better. This will mean that both transportation and air quality
will improve significantly over the No Project Alternative. While biological resources have the
potential to be impacted by the physical improvements in all of the alternatives, these
improvements are unlikely to have a significant impact, if any, on the special status species and
ecologically sensitive habitats in the East of 101 area.
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2-8
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Draft Supplemental Environmental/mpacr Report (or South Son Francisco
I
I
6.5 ALTERNATIVE D: MODERATE TOM PROGRAM WITH
PHYSICAL IMPROVEMENTS
I
Alternative C would supplement C/CAG's TDM program using the same TDM program as
descn'bed in Alternative B. However, this alternative would also use physical improvements to
reduce congestion. These physical improvements are the same improvements that are included in
the proposed project. The only difference between this alternative and the preferred project is
that this Alternative implements a Moderate TDM program -with a 24.5 percent SOy trip
elimination, 35 percent alternative mode use and the proposed project implements a TDM
program with a 34 percent SOY trip elimination, 45percent alternative mode use for all new
developments. In addition to the committed projects listed under Alternative A, Table 6.5-1
describes the physical improvements that are included in this alternative. Figure 6.5-1 depicts the
intersection improvements and peak period traffic volumes. .Traffic operations levels of service for
this alternative are also included in Table 6.7-2.
I
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Table 6.5-1: Physical Improvements
IntelSection Intersection and Roadway Improvements
Number
I
2
Bayshore Boulevard and US 101 5B Hook Ramp. Re.stripe the off-ramp right tlJrn lane to be an
optional left:! right tlJ rn lane.
Bayshore /Airport Boulevard & SiS1:er Cities/Oy!it:er Point Boulevard. Widen EB SiSLer Cities
Boulevard to add [ additional left tlJm lane.
3 Dubuque Avenue & Oy!it:er Point Boulevard. Re-stripe and shift median of WB OYSLer Point
Bou levard to add I right tu in lane making it a ~otal of two 650' right-tu rn lanes lane 1:0 N B I 0 I
on-ramp. Re-stripe EB o)'51:er Point Bou levard ~o change one of the through lanes to a shared
through-right lane.
8 Eccles Avenue & Oyster Point Boulevard. Remove median and widen east side of Ecdes Avenue
to add an additional left tlJ rn lane making it a wtal of twO lefc-w rn lanes for the N B approach.
9 Gull Drive & Oyster Point Boulevard. Widen NB Gull Drive to provide twO lefc-tUrn lanes and
one through/right shared lane.
12 Airport Boulevard & Miller Avenu el US 101 S8 off-ramp. Widen 58 101 off-ramp and
recon!it:nJ ct: retaining wall to provide a 2nd left tu m lane. R e-stripe ~o change the existing 101
58 off-ramp optional mrough/lefc lane into a mrough only lane.
13 Airport Bou levard & Grand Avenu e. R €-stripe existing 5B Airport Bou levard. right tlJ m lane to
a shared through-right lane and SB shared through/left lane to a left wrn lane. Widen EB Grand
Ave to add 2 left wm lanes; restripe the EB throughlleft shared lane to a through lane and EB
right turn lane to a shared through/right lane. Provide a 3rd left-turn lane in the WB approach
and restrict truck traffic on WB Grand Avenue.
14 Dubuque Avenue & East Grand Avenue. Widen Grand Avenue to improve the wming radius
from WB Grand Avenu e to N B Du bu qu e Avenu e to accommodate tru cks.
15 Gateway Boulevard & East Grand Avenue. Re-!it:ripe existing WB Grand Avenue to add an
additional left turn lane making it a total of r;wo left-turn lanes.
16 Forbes B.oulevardlEast: Grand Avenue & Harbor Boulevard. Widen WB Grand Avenue t:o add I
additional through lane and I additional left: tum lane. Widen 5B Forbes Boulevard to add I
through lane and change the existing shared through-right lane to a right turn only lane. Widen
I
6-16
iiii".;..'"
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Chapter 6: Alternatives
-
Table 6.5-1: Physical Improvements
Intersection . Intersection and Roadway Improvements
Number
20
17
NB Harbor Way to add I through lane, , right Ulm lane and change the existing shared
through-right tu m lane to a through lane.
Grandview Drive & East: Grand Avenue. Signalize Intersection. Add r 58 Grandview Avenu e
right wm lane; reS1:rfpe EB East Grand Avenut! to provide I left rurn fane and I shared
left/through lane.
Alrpon: Boulevard & San Mateo Ave.nue Widen WB Alrpon: Boulevard to add one additional
left-wrn lane and restripe the existing through/left shared Jane to a left-rum lane to make it a
total of three left-OJ rn lanes. Modify N B Produ ce Ave to bring the 58 r 0 I to EB Airpon:
Boulevard traffic to Stop at the intersection to eliminate the merging and weaving conflicts on
EB Airport Boulevard.
South Alrpon: Boulevard/Mitchell Avenue & Gateway Boulevard. Widen EB Airpon: Boufevard
to add one additional right-tu rn lane; reS1:ripe the existing through/left shared lane to a through
lane. Widen Mitchell Avenue to add two additional through lanes and a right-tUrn lane. Widen
SB Gateway to add one right wrn lane and change the existing shared through~right lane to
another right-tUrn lane.
SOUth Airpon: Boulevard & Utah Avenue. Widen AirpOrt Boulevard to add one S8 left turn
fane; restripe one of the exiS1:lng NB Airpon: Boulevard through lanes to a shared through/right
lane.
Railroad Avenue. Constru ct a 4- lanes, 2 ways roadway Within the existing U PRR right of way
between Linden Ave and Gateway Boulevard
Harbor Way. Widen Harbor Way to a ~Iane roadway with parking prohibition between Grand
Avenue and Mitchell Avenue.
Mitchell Avenue. Widen Mitchell Avenue to a 4-1ane roadway with parking prohibition
between Gateway Bou levard and Harbor Way.
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18
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19
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With the additional improvements) four of the study intersections operate at unacceptable LOS
(E or F) during the AM and/or PM peak hours. Compared to the No Project (Current General
Plan) Alternative, the following intersections improve to acceptable operations (LOS D or better)
in the AM and/or PM peak hours:
· Airport Boulevard & Oyster Point Boulevard (from LOS F to LOS D in PM)
· Eccles Avenue & Oyster Point Boulevard (from LOS F to LOS B in PM)
· Gull Drive & Oyster Point Boulevard (from LOS F to LOS C in PM)
· Airport Boulevard/Miller Avenue & US 101 SB off-ramp (from LOS F to LOS D in A1\1)
· Airport Boulevard & Grand Avenue (from LOS F to LOS C in AM)
· Gateway Boulevard & East Grand Avenue (from LOS F to LOS D in PM)
· Forbes Boulevard & East Grand Avenue (from LOS F to LOS C in AM and from LOS F to
LOS D in PM)
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"
6-/7
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fO.." 0
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Draft Supplemental Envlronment.allmpact Report for Soutn Son Froncisco
. Grandview Avenue & East Grand Avenue (from LOS F to LOS C in AM and from LOS F
to LOS C in PM)
. Airport Boulevard & San Mateo Avenue (from LOS F to LOS D in PM~
. South Airport Boulevard & Gateway Boulevard (from LOS F to LOS D in PM)
. South Airport Boulevard & Utah Avenue (from LOS F to LOS D in AM)
6-18
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20.120.010
Chapter 20.120
TRANSPORTATION DEMAND
MANAGEMENT
Sections:
20. 120.010
20.120.020
20. 120.030
20. 120.040
20. 120.050
20.120.060
20.120.070
20.120.080
20.120.090
20.120.100
20.120.110
Purpose.
Applicability.
Program requirements and
standards.
Required measures.
Additional measures.
Submittal requirements.
Review and approval process.
Waivers and minor deviations.
Amendments.
Monitoring and enforcement.
Appeals.
20. 120.010 Purpose.
The specific purposes of this chapter are the
following:
(a) Implement a program designed to reduce the
ai110unt of traffic generated by new non-residential
development, and the expansion of existing non-
residential development, pursuant to the city's police
power and necessary in order to protect the public
health, safety and welfare.
(b) Ensure that expected increases in traffic
resulting from growth in employment opportunities
in the city of South San Francisco will be adequately
mitigated.
(c) Reduce drive-alone commute trips during
peak traffic periods by using a combination of
services, incentives, and facilities.
(d) Promote the more efficient utilization of
existing transportation facilities and ensure that new
developments are designed in ways to maximize the
potential for alternative transportation usage.
(e) Establish minimum TDM requirements for
all new non-residential development.
(South San Francisco 5-02)
(f) Allow reduced parking requirements for
projects implementing the requirements of this
chapter.
(g) Establish an ongoing monitoring and
enforcement program to ensure that the measures are
implemented. (Ord. 1300 S 1 (part), 2001)
20.120.020 Applicability.
(a) Area. The requirements of this chapter shall
apply to all lands within the jurisdiction of the city.
(b) Projects. The requirements of this chapter
apply to all nonresidential development expected to
generate one hundred or more average daily trips,
based on the Institute of Traffic Engineers (ITE) trip
generation rates or a project seeking a floor area ratio
(FAR) bonus. (Ord. 1300 S 1 (part), 2001)
20. 120.030 Program requirements and
standards.
Table 20.120.030-A establishes the specific
program requirements for a project generating one
hundred or more trips or a project seeking a floor
area ratio (FAR) bonus. The required alternative
mode use for all projects is twenty-eight percent and
applicants who propose projects with increased FAR
would be required to increase their alternative mode
use accordingly. The requirements are described in
the subsections below. (Ord. 1300 S 1 (part), 2001)
758-14
20.] 20.030
Table 20.120.030-A: Applicability of TOM Requirements
Trips Generated by Required Percent Annual Survey
Project or Project Measures Alternative
Requesting an FAR Mode Use
Bonus Required
Project with> than Yes 28 Yes
100 average daily trip
Project requesting an Yes See Table Yes
FAR bonus* 20.l20.020-C
* Refer to Table 20.120.30-C for FAR bonus requirements.
Triennial
Report
Financial
Penalty for
Non-
compliance
No
No
Yes
Yes
(a) Required and Additional Measures. All
projects generating one hundred or more trips shall
prepare and submit a preliminary TDM plan that
includes all required measures and additional
measures necessary to achieve a minimum twenty-
eight percent alternative mode use, as prescribed in
Table 20.120.030-B. Refer to Section 20.120.040:
Required Measures and 20.120.050: Additional
Measures, for a description of the measures.
Table 20.120.030-B: Summary of Program Requirements
Required Measures for all Projects Generating 100 or
More Trips
Additional Measures Chosen by Applicant to Meet the
Required Alternative Mode Use (at least one measure
required of all proj ects)
A. Alternative Commute Subsidies/Parking cash out
B. Bicycle Connections
C. Compressed Work Week
D. Flextime
E. Land Dedication for Transit FacilitieslBus Shelter
F. Onsite Amenities
G. Paid parking at Prevalent Market Rates
H. Telecommuting
I. Reduced Parking
J. Other measures as determined by the Chief
Planner consistent with (B) below
A. Bicycle Parking, Long-Term
B. Bicycle Parking, Short-Term
C. Carpool and Vanpool Ridematching Service
D. Designated Employer Contact
E. Direct Route to Transit
F. Free Parking for Carpool and Vanpools
G. Guaranteed Ride Home
H. Information BoardslKiosks
1. Passenger Loading Zones
J. Pedestrian Connections
K. Preferential Carpool and Vanpool Parking
1. Promotional Programs
M. Showers/Clothes Lockers
N. Shuttle Program
O. Transportation Management Association
Participation
758-15
(South San Francisco 5-02}
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20.120.030
(b) Projects Seeking an FAR Bonus. Projects
seeking an FAR bonus shall prepare and submit a
preliminary TDM plan that includes all required
measures, any combination of additional measures, and
any other measures that have a demonstrable effect of
reducing the number of trips generated as detennined
by the chief planner and as approved by the planning
commission. Table 20.120.030-C prescribes the
maximum allowable FAR under these intensity
provisions and Table 20.120.030-D prescribes the
required alternative mode use based on the FAR.
Table 20.120.030-C: Maximum Allowable FAR
General Plan Land Use Base FAR
Classification
Maximum FAR with
TDM Plan*
Maximum Permitted
FAR in the General
Plan*
Office 1.0 2.3 2.5
Business Commercial 0.5 0.9 1.0
Hotels 1.2 1.8 2.0
Business and Technology 0.5 0.9 1.0
Park
Coastal Commercial 0.5 0.9 1.0
Hotels 1.2 1.8 2.0
* The general plan establishes a maximum floor area ratio (FAR) (Table 2.2-1 in the South San Francisco
General Plan). Column two indicates the maximum floor area ratio permitted with the TDM bonus. Column
three indicates the maximum pennitted floor area ratio with the combined TDM bonus and design bonuses.
(c) Alternative Mode Use Required for an
FAR Bonus. The alternative mode use required for
bonus FAR under these intensity provisions is
prescribed in Table 20.120.030-D.
(South San Francisco 5-(2)
758-16
Table 20.120.030-D: Alternative Mode Use Requirements for an FAR Bonus
General Plan Land Use Requested FAR Alternative Mode Use
Classification Required (Percent)
Office 1.10-1.59 30.0
1.60-1.99 36.5
2.00-2.30 45.0
Business CommerciaVCoastal 0.51-0.69 30.0
Commercial or Business
Technology Park
0.70-0.80 32.0
0.81-0.90 35.0
Hotel (In either Busllless 1.21-1.49 30.0
Commercial or Coastal
Commercial)
1.50-1.69 32.0
1.70-1.80 35.0
Cd) TDM Plans Required. Pursuant to Section
20.120.060 and Section 20.120.070, all projects shall
submit a preliminary and finalTDM plan. Said plans
must demonstrate that, upon implementation, they
will achieve the required alternative mode use.
(e) Guidelines. TDM guidelines regarding the
range of alternative mode use achievable from each
additional measure are available from the planning
division.
([) Monitoring and Enforcement. Projects will
be monitored pursuant to Section 20.120.100 to en-
sure the alternative mode use is achieved. Applicant
shall be required, as a condition of approval, to reim-
burse the city for costs incurred in maintaining and
enforcing the TDM program for the approved pro-
ject. (Ord. 1300 S 1 (part),2001)
20.120.040 Required measures.
All non-residential development shall implement
the following measures:
ea) Bicycle Parking, Long-Term. The appli-
cant shall determine the appropriate number ofbicy-
c1e spaces based on the required alternative mode use
and subject to review and approval by the chiefplan-
ner. Bicycle parking shall be located within seventy-
five feet of a main entrance to the building and all
long-term spaces must be covered. Long-term bicycle
parking shall be achieved by providing one or more
of the following measures:
(1) Parking in a locked, controlled access room
or area enclosed by a fence with a locked gate;
(2) Lockers;
(3) Parking within view or within one hundred
feet of an attendant or security guard;
(4) Parking in an area that is monitored by a se-
curity camera;
(5) Providing fixed stationary objects that allow
the bicycle frame and both wheels to be locked with
a bicycle-locking device or the bicyclist supplying
only a lock and six-foot cable.
(b) Bicycle Parking, Short-Term. The appli-
cant shall determine the appropriate number ofbicy-
de spaces based on the required alternative mode use
and subject to review and approval by the chief plan-
ner. If more than ten short -term spaces are required at
least fIfty percent must be covered. Bicycle parking
shall be located within one hundred feet of a main
entrance to the building. Security shall be achieved
by using one or more of the same methods used for
securing long-term bicycle parking.
(c) Carpool and Vanpool Ridematching Ser-
vices. The designated employer contact shall be re-
sponsible for matching potential carpoolers and van-
poolers by administering a carpool/vaupool matching
i 58-17
(South San Francisco Supp. No.4, 7-03)
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application. The application shall match employees
who may be able to carpool or vanpool.
(d) Designated Employer Contact. Each appli-
cant shall designate or require tenants to designate an
employee as the official contact for the TDM pro-
gram. The city shall be provided with a current name
and phone number of the designated employer con-
tact. The designated employer contact shall adminis-
ter carpool and vanpool ridematclllng services, the
promotional programs, update information on the
information boardslkiosks, and be the official contact
for the administration of the annual survey and trien-
nial repmi.
(e) Direct Route to Transit. A well-lighted path
or sidewalk shall be provided utilizing the most di-
rect route to the nearest transit or shuttle stop from
the building. Refer to Figure 20.120.040.
(f) Free Parking for Carpools and Van pools.
The preferential parking spaces shall be provided free
of charge.
(g) Guaranteed Ride Home. Carpool, vanpool
and transit riders shall be provided with guaranteed
rides home in emergency situations. Rides shall be
provided either by a transportation service provider
(taxi or rental car) or an informal policy using com-
pany vehicles/and or designated employees.
(h) Information Boards/Kiosks. The desig-
nated employer contact shall display in a permanent
location the following information: transit routes and
schedules; carpooling and vanpooling information;
bicycle lanes, routes and paths and facility informa-
tion; and alternative commute subsidy information.
(i) Passenger Loading Zones. Passenger load-
ing zones for carpool and vanpool drop-off shall be
located near the main building entrance.
CD Pedestrian Connections. Safe, convenient
pedestrian connections shall be provided from the
project to surrounding external streets and, if appli-
cable, trails. Lighting, landscaping and building ori-
entation should be designed to enhance pedestrian
safety .
(k) Preferential Carpool and Vanpool Park-
ing. Ten percent of vehicle spaces shall be reserved
_ for carpools or vanpools, with a minimum of one
_ (South San Francisco Supp. No.4, 7-03)
space required. Such spaces shall be provided in
premium and convenient locations.
(1) Promotional Programs. The following
promotional programs shall be promoted and organ-
ized by the designated employer contact: new tenant
and employee orientation packets on transportation
alternatives; flyers, posters, brochures, and emails on
commute alternatives; transportation fairs; Spare the
Air (June - October); Rideshare Week (October);
trip planning assistance-routes and maps.
(m) Showers/Clothes Lockers. Shower and
clothes locker facilities shall be provided free of
charge.
(n) Shuttle Program. Establish a shuttle pro-
gram or participate in an existing program approved
by the chief planner and subject to any fees for the
existing program.
(0) Transportation Management Association
(TMA). The applicant shall participate or require
tenant to participate in a local TMA, the Peninsula
Congestion Relief Alliance (Alliance) or a similar
organization approved by the chief planner, that pro-
vides ongoing support for alternative commute pro-
grams. (Ord. 1300 S 1 (part),2001)
758-18
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20.120.050
_ 20.120.050 Additional measures.
The chief planner and the planning commission
shall determine the appropriateness of each addi-
_ tional measure chosen by the applicant. See also Sec-
tion 20.120.070: Review and Approval Process.
(a) Alternative Commute SubsideslParking
,- Cash Out. Employees shall be provided with a sub-
sidy, determined by the applicant and subject to re-
view by the chief planner if they use transit or com-
- mute by other alternative modes.
(b) Bicycle Connections. If a site is abutting a
bicycle path, lane or route according to Figure
- 20.120.040, a bicycle connection shall be provided
close to an entrance to the building on the site.
(c) Compressed Work Week. The applicant
shall allow employees or require their tenants to al-
low employees to adjust their work schedule in order
_ to complete the basic work requirement offive eight-
hour workdays by adjusting their schedule to reduce
vehicle trips to the worksite.
(d) Flextime. The applicant shall provide or re-
quire their tenants to provide employees with stag-
gered work hours involving a shift in the set work
_ hours of all employees at the workplace or flexible
work hours involving individually determined work
hours.
(e) Land Dedication for TransitlBus Shelter.
Where appropriate, land shall be dedicated for transit
or a bus shelter shall be provided based on the prox-
- imity to a transit route shown on Figure 20.120.050.
(f) Onsite Amenities. One or more ofthe fol-
lowing amenities shall be implemented: ATM, day
- care, cafeteria, limited food service establishment,
dry cleaners, exercise facilities, convenience retail,
_ post office, on-site transit pass sales.
(g) Paid Parking at Prevalent Market Rates.
Parking shall be provided at a cost equal to the preva-
_ lent market rate, as determined by the city based on a
survey of parking in North San Mateo County.
(h) Telecommuting. The applicant shall provide
_ or require tenants to provide opportunities and the
ability to work off-site.
(i) Reduced Parking. In accordance with Gen-
- eral Plan Policy 4.3-1-8, reduced parking, consistent
with projected trip reduction identified in the pre-
(South San Francisco Supp. No.4, 7-03)
liminary TDM plan, may be pennitted subject to ap-
proval by the planning commission.
U) Other Measures. Additional measures not
listed in this chapter, such as childcare facilities and
an in-lieu fee that would be negotiated in a develop-
ment agreement with the city, may be implemented
as determined by the chief planner and approved by
the planning commission. Once the planning com-
mission approves the preliminary TDM plan, the
chief planner may recommend additional measures
either as part of the fInal TDM plan or as part of the
triennial review process. (Ord. 1323 Exh. B (part),
2003; Ord. 1300 S 1 (part), 2001)
758-20
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20.120.060 Submittal requirements.
All projects generating one hundred or more trips
shall submit the following information in conjunction
with the development application:
(a) Preliminary TDM Plan.
(1) A completed checklist of the required meas-
ures pursuant to Section 20.120.040.
(2) A completed checklist of the additional
measures chosen by the applicant pursuant to Section
20.120.050.
(3) A description of how the applicable alterna-
tive mode use will be achieved and maintained over
the life of the project, including, but not limited to,
the trip reduction goals targeted for the various TDM
measures.
(4) TDM Site Plan. All applicants shall submit a
site plan that designates, if applicable, TDM design
elements including:
(A) E),.'iernal: preferential parking areas, paid
parking areas, bicycle connections, bicycle parking
long- and short-term, location of on site amenities,
passenger loading areas, land dedicated for transit
facilities and bus shelters, direct route to transit, and
pedestrian connections.
(B) Internal: showers/lockers, information
boards/kiosks, A TM, dry cleaners, day care, conven-
ience retail, post office, cafeteria, limited food ser-
vice establishment, exercise facilities, onsite transit
pass sales.
(b) Program Costs. All projects shall be re-
quired to reimburse the city for program costs associ-
ated with monitoring and enforcing the TDM pro-
grmll for the project. (Ord. 1300 S 1 (part),2001)
20.120.070 Review and approval process.
The review and approval process for this chapter is
set forth below.
(a) All Projects. Approval of a conditional use
permit is required for all non-residential develop-
ments subject to the provisions of this chapter.
(b) Required Findings. In addition to the re-
quirements of Chapter 20.81: Use Permit Procedure,
the planning commission shall make the following
fmdings:
(South San Francisco Supp. No.4, 7-03)
(1) The proposed TDM measures are feasible
and appropriate for the project, considering the pro-
posed use or mix of uses and the project's location,
size, and hours of operation; and
(2) Whether the proposed performance guaran-
tees will ensure that the target alternative mode use
established for the project by this chapter will be
achieved and maintained.
( c) Actions By Planning Commission. Prior to
approval of a use permit, the planning commission
may:
(1) Reject the preliminary TDM plan based on
the fmdings in subsection C and require applicant to
resubmit preliminary TDM plan;
(2) Approve a lower FAR bonus based on the
findings in subsection C; or
(3) Impose conditions that are necessary to
achieve and maintain the target alternative mode use.
(d) Final TDMPlan. The applicant shall modify
the preliminary TDM plan and submit the fmal 'fDM
plan including additional conditions imposed by the
planning commission as part of the building permit
process. Prior to receiving a building permit, the final
TDM plan shall be reviewed and approved by the
chief planner to ensure all conditions imposed by the
planning commission have been addressed. (Ord.
1300 S 1 (part), 2001)
20.120.080 Waivers and minor deviations.
An applicant may request a waiver or minor devia-
tion from the requirements of this chapter. The chief
planner shall review such requests and determine
whether a particular requirement is not applicable to
a particular non-residential development or whether
it may be reduced, or an alternative and equivalent
measure substituted. Prior to approval of a use permit
the planning commission shall impose conditions that
are necessary to achieve and maintain the target al-
ternative mode use. (Ord. 1300 S I (part), 2001)
20.120.090 Amendments.
A use permit modification shall be required when
a major change-a change is the addition often per-
cent of the building area or a change in use classes
758-22
that triggers a ten percent or greater increase in
trips-occurs. (Ord.13009 1 (part), 2001)
20.120.100 Monitoring and enforcement.
All projects are subject to an annual survey.
Applicants seeking an FAR bonus are also subject to
a triennial report and penalties for noncompliance.
(a) Annual Surveys for All Projects.
(1) Purpose. The purpose of the annual survey is
to report on the compliance ofa project with the final
TDM plan.
(2) Survey Preparation. The city or the city's
designated representative. shall prepare . and
administer the annual survey of participants in the
TDM program.
(3) Survey Specifications. The survey shall be
used to monitor all projects. The survey administrator
shall use statistical sampling techniques that will
create a ninety-five percent confidence in the
fmdings.
(4) Survey Report. A report of the survey
fmdings shall be presented annually to the planning
commission and the city council.
(b) Triennual Reports for AppIicantsSeeking
an FAR Bonus.
(1 ) Purpose. The purpose of the triennial report is
to encourage alternative mode use and to document
the effectiveness of the fmal TDM plan in achieving
the required alternative mode use.
(2) Triennial Report Preparation. The triennial
report will be prepared by an independentconsultant,
retained by city and paid for by applicant, who will
work in concert with the designated employer
contact.
(3) SubmittaL The triennial report shall be
submitted every three years on the anniversary date
of the granting of the certificate of occupancy for a
building or facility.
(4) Response Rate_ The information for the
triennial report shall be obtained from all employees
working in the buildings. All nonresponses will be
counted as a drive alone trip.
(5) Required Alternative Mode Use. The triennial
report shall state whether the nonresidential
development has or has not achieved its required
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20.120.090
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percent alternative mode use. If the development has
not achieved the required alternative mode use, the
applicant shall provide an explanation of how and
why. the goal has not been reached and a detailed
description of additional measures that will be
adopted in the coming year to attain the required
alternative mode use. Any and all additional
measures must include an implementation schedule
by month.
(6) Historical Comparison. The triennial report
shall include a comparison to historical responses on
the survey and jf a mode share has changed
significantly, a detailed description as to why the
mode share has changed.
(7) City Review. The chiefplanner shall review
all triennial reports. If atanytime the reports indicate
failure to achieve the stated policy goals, those
reports will be submitted to the city counciL
(8) Penalty forN oncompliance. If after the initial
triennial report, the subsequent triennial report
indicates that, in spite of the changes in the final
TDM plan, the required alternative mode use is still
not being achieved, or if an applicant fails to submit a
triemllal report at the times described above, the city
may assess applicant a penalty. The penalty shall be
established by city council resolution on the basis of
project size and actual percentage alternative mode
use as compared to the percent alternative mode use
established in the TDM plan.
(9) Application of the Penalty. In detennining
whether a financial penalty is appropriate, the city
may consider whether the applicant has made a good
faith effort to achieve the required alternative mode
use. Ifa penalty is imposed, such penalty sums shall
be used by the city toward the implementation of the
fmal TDM plan. (Ord. 13009 1 (part), 2001)
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20.120.110 Appeals.
In accordance with Chapter. 20.90: Appeal
Procedure, an applicant may appeal an administrative
decision to the planning commission, and if the
applicant is not. satisfied with the decision of the
planning commission, the applicant may appeal the
decision to the city council.
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758-23
.(South San Francisco Supp. No.9, ] 0-04)
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Reao 'I!>>. 20e.
COUNCIL
RESOLUTION
EXHIBIT A
PARTIAL REVISION OF THE DRAFT
FOCUSED ENVIRONMENTAL IMPACT REPORT
State Clearinghouse Number: 2005042121
CLERk: .JUL28'06 AM 8=44
CITY OF SOUTH SAN FRANCISCO
249 EAST,GRAND AVENUE PROJECT
PREPARED BY LAMPHIER - GREGORY
MARCH 2006
~'DtJa""CIIIf' 11f..
CASe NO:<O~~' oc~ "\ e\~os-:. !22Q I
~'\ltl~'()Oo.. i Yl-1V_~--oc .9"'\)0':;rOOOI
DATE CIRCULATED: C' C -\ f<', L....4W 11 '2-OC6
DATE RECOMMENDED: . ~,"'1 \"...t... \ S~ "L.X) 0 4J
DATE APPROVED: .-. ~\ t: \ '\ \ z., ;J.- ,..c~::'X.f
CONTENTS
Page
1. INTRODUCTION.......................................................................... ......................................... 1-1
1.1 PRDEIR Review and Final EIR Process ......................................................................................................................1-2
1.2 CEQA Requirements ...................... ................. ............... ........ .... .... .... .... ... .......... .......... ............. ................ .......... ...... ..... 1-2
1.3 Project Description .................................... ........ ........ .... ........ .... ........ ....... .............................. ............ ................ ............. 1-3
1.4 Issues Requiring DEIR Revision and Recirculation....................................................................................................1-7
1.5 Summary of Revisions to the DEIR.............................................................................................................................. 1-7
2. EXECUTIVE SUMMARy......................................................................................................... 2-1
2.1 Summary of Impacts and Mitigation Measures ............................................................................................................ 2-1
13. TRANSPORTATION AND CIRCULATION (REVISED) .......................................................... 13-1
13.1 Introduction .......... ............. ............................ ............... ........ .... ................ .......... ................ ........ ...... .... ...... .................. 13-1
13.2 Setting. .............. ............ .... .... ........... .... .... .... .... .... ............... .... .................... .............. .................. .... ............ .... ...... ......... 13-1
13.3 Impact Analysis ... .............. ................ ... .... .... .... .... .... .... ........ .... ......................... .... .......... ...... ...... ...... .... ...... .......... ..... 13-43
17. REFERENCES ................................................................................................................... 17-1
17.1 Report Preparers.... ...... ........ .... ........... .... .... .... ............ ........ ... .... ............ .... .......................... ............ .......... .... ....... ........ 17-1
17.2 Bibliography... ............ ........ .... ............... .... .... .... ........ ........ ............. .............. ............. .................. ...... .... .......... ...... ........ 17-1
18. APPEND ICES.................................................................................................................... 18-1
A: Caltrans Comment Letters ..... .... ....... .... .... .... .... .... ........ ........ .... .... ... ........ .............. .... .................. ...... .............. ...... ...... .... A-1
B: Traffic Tables. .... ...... .................. .... .... ... .... .... .... .... .... .... .... ...... ............... .... ...... ................... .................. .......... .... ... ... ...... ... B-1
FIGURES
1-1 Project Site Location ............ .... ................ ........ .... .... .... .... .... .... .... .... ... .... .... ...... .... .......... ...... .......... ............ ...... .......... ...... 1-4
1-2 Project Site Plan ... ...... .............. .... ...... ......... .... .... .... .... ........ .... .... ... .... ........ .... ...... .... .... ...... ...... ...... ...... ...... .... ...... ...... .... .... 1-5
1-3 Project Building Perspectives.. .... ........ .... .... ... ............ .... .... .... ....................... ...... .... ........... ...... ...... ...... .......... .................. 1-6
13-1 Existing Lane Geometrics and Intersection Control..................................................................................................13-2
13-2 Existing AM Peak Hour V olumes .................................................................................................................................13-7
13-3 Existing PM Peak Hour Volumes .................................................................................................................................13-8
13-4 Bus and Shuttle Routes. ........ .... .... .... .... .... .... .... .... .... .... .... .... .... .... .... .... .... .... ...... .............. ...... ...... ...... ...... ...... .... ...... ....13-15
13-5 Year 2008 Lane Geometrics and Intersection ControL..........................................................................................13-22
13-6 2008 Base Case (Without Project) AM Peak Hour V olumes...................................................................................13-28
13-7 2008 Base Case (Without Project) PM Peak Hour V olumes ...................................................................................13-29
13-8 Year 2020 Lane Geometrics and Intersection ControL..........................................................................................13-33
13-9 Year 2020 Base Case (Without Project) AM Peak Hour Volumes .........................................................................13-38
13-10 Year 2020 Base Case (Without Project) PM Peak Hour Volumes..........................................................................13-39
13-11 AM Peak Hour Project Increment .............................................................................................................................13-46
13-12 PM Peak Hour Project Increment..............................................................................................................................13-47
13-13 2008 Base Case + Project AM Peak Hour V olumes................................................................................................13-48
13-14 2008 Base Case + Project PM Peak Hour Volumes ................................................................................................13-49
13-15 Year 2020 (With Project) AM Peak Hour Volumes.................................................................................................13-50
13-16 Year 2020 (With Project) PM Peak Hour Volumes .................................................................................................13-51
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TABLES
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2-1 Summary of Impacts and Mitigation Measures .............................................................................................................2-2
13-1 Intersection Level of Service AM Peak Hour ............................................................................................................13-10
13-2 Intersection Level of service PM Peak Hour .............................................................................................................13-11
13-3 95th Percentile Vehicle Queues: Existing and Year 2008..........................................................................................13-14
13-4 Freeway Operation AM Peak Hour ............................................................................................................................13-19
13-5 Freeway Operation PM Peak Hour.............................................................................................................................13-20
13-6 Trip Generation of Approved Development within South San Francisco East of 101 Area .............................13-23
13-7 Home Depot/Lowe's Trip Generation ......................................................................................................................13-25
13- 8 Traffic Distribution........... .......... .......... .......... ................................................... .................. .............. ...................... .... .13-27
13-9 South San Francisco Proposed and Potential Development Traffic Generation East of 101,2000-2020........13-36
13-10 Brisbane Potential Development Traffic Generation ...............................................................................................13-37
13-11 95th Percentile Vehicle Queues: Year 2020.................................................................................................................13-41
13-12 Proposed Project Trip Generation w/ 9.5% Peak Hour Trip Generation Reduction due to TDM Program 13-45
13-13 Previous 249 East Grand Avenue Site Development Trip Generation without TDM........................................13-45
13-14 Net Difference in Trip Generation Office/R&D Versus Manufacturing..............................................................13-45
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1
INTRODUCTION
Chapter 13, Traffic and Circulation of the October 2005 Draft Environmental Impact Report
(DEIR) for the proposed 249 East Grand Avenue Project (proposed Project) is being revised
and recirculated per CEQA Guidelines Section 15088.5, which requires the lead agency to
recirculate an EIR if significant new information is added to the EIR after public notice is given
of the availability of the Draft EIR for public review, but before certification.
Evaluation was requested by the Department of Transportation (Caltrans) to determine 95th
percentile vehicle queuing on the approaches to three study intersections, including an off-ramp
from the U .S.l 01 freeway. Caltrans' main concern was that off-ramp traffic does not queue
back onto the freeway mainline during peak traffic periods. To provide Caltrans the most
accurate queuing evaluation, a different software package was used to evaluate the three subject
intersections than had been used to evaluate all other intersections in the study. Thus, updated
levels of service using the new software have also been incorporated into the revised circulation
section. This resulted in the identification of one new intersection impact during the AM peak
hour (Impact 13-4).
This partial revision to the DEIR revises and replaces Chapter 13 in the DEIR, which was
circulated between October 6, 2005 and November 21, 2005 (SCH #2005042121). Interested
parties reviewing the revised chapter should limit comments to the revised portions of the
DEIR.
~
Comments should be submitted in writing during the March 28, 2006 to May 12, 2006 45-day
public review period to:
Susy Kalkin, Principal Planner
City of South San Francisco
Planning Division
P.O. Box 711
South San Francisco, Ca. 94083
This introduction includes the following:
. A discussion of the Partial Revision of the Draft Environmental Impact Report (PRDEIR)
and Final EIR Process;
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR - PARTIAL REVISION
PAGE 1-1
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CHAPTER 1: INTRODUCTION
· a description of CEQA requirements for recirculation and revision of a portion of a DEIR;
· review of issues raised in comments received on the DEIR that warrant partial EIR revision
and recirculation; and
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· a summary of revisions made to the October 2005 249 East Grand Avenue Project DEIR
Chapter 13 T rqific and Circulation.
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1.1 PRDEIR REVIEW AND FINAL EIR PROCESS
This PRDEIR is being circulated for public comment on the new and/or revised analysis of
traffic and circulation impacts addressed in this document. Upon completion of the public
review period, a Final EIR (FEIR) will be prepared that includes responses to comments
received on this PRDEIR and on the DEIR, except for those comments on the DEIR that
address topics discussed in this PRD EIR.
.f....
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As allowed by CEQA Guidelines Section 15088, comments received on the DEIR related to the
topics addressed in this PRDEIR are part of the administrative record and have been considered
when preparing this PRDEIR. However, these previously received comments will not be
responded to in the Final EIR related to the topics in this PRDEIR; only comments received on
this PRDEIR that address the topics included in this PRDEIR will be included and responded
to in the Final EIR.
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The City of South San Francisco (City) will be responding in writing to comments submitted on
the October 2005 DEIR related to the analysis of all other subject areas covered in the DEIR
(e.g. issues other than traffic and circulation impacts) in the Final EIR for this project.
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1.2 CEQA REQUIREMENTS
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Relevant portions of CEQA Guidelines Section 15088.5 for this PRDEIR are as follows:
(a) A lead agenry is required to recirculate an EIR when significant new infOrmation is added to the EIR after
public notice is given if the availability if the drqft EIRjor public review under Section 15087 but before
certification. As used in this section) the term "infOrmation" can include changes in the prqject or environmental
setting as well as additional data or other itiformation. New infOrmation added to an EIR is not "significant"
unless the EIR is changed in a wqy that deprives the public if a meaningful opportunity to comment upon a
substantial adverse environmental ifftct if the prqject or a feasible wqy to mitigate or avoid such an ifftct (including
a feasible prqject alternative) that the prqject's proponents have declined to implement.
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"Significant new itiformation" requiring recirculation includes) fOr example) a disclosure showing that:
(1) A new significant environmental impact lJJould result jrom the project or from a new mitigation measure
proposed to be implemented.
PAGE 1-2
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR - PARTIAL REVISION
-
CHAPTER 1: INTRODUCTION
(2) A substantial increase in the severity of an environmental impact would result unless mitigation measures are
adopted that reduce the impact to a level of insignijicance.
(3) A feasible prqject alternative or mitigation measure considerabfy different from others previousfy anafyzed
would clearfy lessen the environmental impacts of the prqject, but the prqject's proponents decline to adopt it.
(b) Recirculation is not required where the new information added to the EIR merefy clarifies or amplijies or
makes insignijicant modijications in an adequate EIR
(c) If the revision is limited to a few chapters or portions of the EIR, the lead agenry need onfy recirculate the
chapters or portions that have been modijied
(1)(2) When the EIR is revised onfy in part and the lead agenry is recirculating onfy the revised chapters or
portions of the EIR, the lead agenry may request that reviewers limit their comments to the revised chapters or
portions. The lead agenry need onfy respond to (i) comments received during the initial circulation period that relate
to chapters or portions of the document that were not revised and recirculated, and (ii) comments received during
the recirculation period that relate to the chapters or portions of the earlier EIR that were revised and recirculated.
The lead agenry's request that reviewers limit the scope of their comments shall be included either within the text of
the revised EIR or ~ an attachment to the revised EIR
(g) When recirculating a revised EIR, either in whole or in part, the lead agenry shal~ in the revised EIR or ~
an attachment to the revised EIR, summan.ze the revisions made to the previousfy circulated draft EIR
1.3 PROJECT DESCRIPTION
The proposed Project would involve development of four Class-A office/laboratory buildings,
ranging from three to five stories in height, totaling about 534,500 square feet, including 5,500
square feet of commercial space, and a four level parking structure providing 1,529 parking
spaces. Building elevations would be a combination of punched and ribbon-window systems in
conjunction with panels of glass-fiber reinforced or precast concrete.
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The Project would include extensive landscaping and open space areas. The site plan features a
terraced landscape area between the buildings, visible from the main approach from East Grand
Avenue. The Project landscape includes several different zones: the site perimeter and parking
areas; the large public landscaped area between the buildings; and smaller sheltered landscaped
areas between the buildings (where the buildings serve as a barrier to the prevailing winds). The
site perimeter and parking landscape areas include plantings at the perimeters to screen parking
as well as to present a positive image of the Project as viewed from East Grand Avenue. The
surface parking areas would include tree plantings. From the street, a visitor would approach the
buildings from the main entry drive that provides a view of the large public landscape area
between the buildings. The Project site's location, Project Site Plan and Project Building
Perspectives are shown in Figures 1-1, 1-2 and 1-3.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR - PARTIAL REVISION
PAGE 1-3
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Project Site Location
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CHAPTER 1: INTRODUCTION
1.4 ISSUES REQUIRING DEIR REVISION, RECIRCULATION
The Proposed Project was analyzed in an October 2005 DEIR that was circulated to local and
state agencies and made available to the public for a 45-day public review period between
October 6, 2005 and November 21, 2005.
A comment letter dated December 23, 2005 was submitted by Caltrans, wherein the agency
expressed concern about the proposed Project's potential vehicle queuing impacts at various
intersections studied in the DEIR. The DEIR did not include a queuing analysis for the study
intersections. In the course of preparing responses to comments on the DEIR and discussions
with Caltrans, it became apparent that it would be necessary to conduct a queuing analysis for
several study intersections. Although Caltrans initially requested an analysis of eight
intersections, the agency and the City of South San Francisco later agreed that an analysis only of
intersections with Caltrans off-ramps (three in total) would be sufficient.
A Caltrans letter dated November 22, 2005 requested traffic operational analysis input data for
the Project. This information was subsequently provided to Caltrans by the City of South San
Francisco. That data request was fulfilled and is not the subject of this PRDEIR.
1.5 SUMMARY OF REVISIONS TO THE DEIR
The PRDEIR includes an evaluation of 95th percentile vehicle queuing at the following three
study intersections:
. Airport Boulevard/Miller Avenue/U.S. 1 01 Southbound Off-Ramp
. South Airport Boulevard/U .S.l 01 Northbound Hook Ramps /W ondercolor Lane
. Oyster Point Boulevard/ Gateway Boulevard/U .S.l 01 Southbound Flyover Off-Ramp
Inclusion of the queuing analysis into the revised traffic chapter necessitated the addition of
information pertaining to the queuing analysis methodology, queuing-associated impacts and
mitigation measures. Because a different software package was used to evaluate the three subject
intersections than had been used to evaluate all other intersections in the Draft EIR, updated
levels of service for all intersections using the new software have also been incorporated into the
revised circulation section.
. Additional Impact during AM peak hour at the Oyster Point Boulevard/Gateway
Boulevard/U.S. 101 Southbound Flyover Off-Ramp intersection
The revised circulation section includes an additional impact during the AM peak hour at the
Oyster Point Boulevard/Gateway Boulevard/U.S. 101 Southbound Flyover Off-Ramp
intersection (Impact 13-4). Level of service findings at this intersection were also adjusted based
upon a City decision that widening the eastbound Oyster Point intersection approach to add one
additional lane is no longer feasible.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR - PARTIAL REVISION
PAGE 1-7
2
EXECUTIVE SUMMARY
2.1 SUMMARY OF IMPACTS AND MITIGATION MEASURES
The impacts of the proposed Project, proposed mitigation, and significance conclusions for the
subjects analyzed in this PRDEIR are discussed in detail in the revised Chapter 13 in this
document. The following table summarizes the impacts, mitigation measures, and levels of
significance identified in revised Chapter 13.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR - PARTIAL REVISION
PAGE 2-1
CHAPTER 2: EXECUTIVE SUMMARY
TABLE 2-1
SUMMARY OF PROJECT IMPACTS AND MITIGATION MEASURES
Potential Environmental Impacts
Recommended Mitigation Measures
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Resulting
Level of
Significance
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Impact 13-1: Trip Generation Exceeds 100
Trips During Peak Hours. The project would
generate more than 100 net new trips during the
AM and PM peak hours (515 trips during the AM
peak hour and 485 trips during the PM peak hour,
if allowing for the reduction in traffic from the
former Georgia Pacific manufacturing use) or 756
trips during the AM peak hour and 729 trips during
the PM peak hour if assuming all site trip
generation is new (see Tables 13-12, 13-13 and
13-14). The San Mateo City/County Association
of Governments (C/CAG) Agency Guidelines for
the implementation of the 2003 Draft Congestion
Management Program ("C/CAG Guidelines")
specify that local jurisdictions must ensure that the
developer and/or tenants will mitigate all new peak
hour trips (including the first 100 trips) projected
to be generated by the development.
Impact 13-2: Year 2008 U.S. 101 Freeway
Impacts. Tables 13-4 and 13-5 show that the
addition of traffic generated by approved
development in South San Francisco (year 2008
Base Case without project conditions) would cause
two freeway segments to operate at LOS F (both
during the AM peak hour). The project would
increase volumes by more than one percent on
both of these segments (AM peak hour-
southbound: north of the Oyster Point interchange
and northbound: south of the East Grand Avenue
off-ramp). In addition, project traffic would result
in one segment of the freeway changing from
LOS E to LOS F operation (PM peak hour-
northbound: north of the Oyster Point
interchange).
PAGE 2-2
Mitigation Measure 13-1: Transportation Demand
Management Program. The project applicant shall
implement a Transportation Demand Management
(TDM) program consistent with the City of South San
Francisco Zoning Ordinance Chapter 20.120
Transportation Demand Management, and acceptable
to C/CAG. These programs, once implemented,
must be ongoing for the occupied life of the
development. The C/CAG guidelines specify the
number of trips that may be credited for each TDM
measure. Appendix Table B-5 outlines TOM
programs that can generate trip credits to offset the
515 total AM peak hour and 485 PM peak hour trips
generated by the project.
This impact would be reduced to a less than
significant level.
Mitigation Measure 13-2: Transportation Demand
Management Plan. The project sponsors shall
implement a Transportation Demand Management
(TDM) program to minimize potential increases in
freeway traffic. The TDM plan shall contain all
Required Measures and Additional Measures required
by the City of South San Francisco TDM Ordinance,
Schedule 20.120.030-B, in order to achieve a
minimum alternative mode use of 35 percent. The
project applicant shall submit a Preliminary TDM
Plan containing checklists of Required and Additional
Measures, along with a site plan indicating the
locations ofTDM elements such as preferential
parking areas and bicycle facilities. The project
applicant shall submit a Final TDM Plan
incorporating conditions imposed by the Planning
Commission.
The Project shall coordinate with the City in an
annual survey of compliance with the TOM plan, with
a minimum required response rate of75 percent of
employees at the project. The project shall also
submit a Tri-Annual report ofTDM effectiveness,
and be subject to penalties for non-compliance in
accordance wirh the City's TOM Ordinance. This
impact would remain significant and unavoidable.
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Less than
Significant
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Unavoidable
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249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR - PARTIAL REVISION
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CHAPTER 2: EXECUTIVE SUMMARY
Resulting
Potential Environmental Impacts Recommended Mitigation Measures Level of
Significance
Impact 13-3: Year 2008 Intersection Impacts. Mitigation Measure 13-3: Intersection Significant and
Year 2008 Base Case conditions have assumed Modifications. Modifications are recommended for Unavoidable
removal of the Georgia Pacific manufacturing the following intersections.
activity on the project site. These activities were East Grand Avenue/Allerton A venue Intersection
included in the "Existing Conditions" evaluation,
as existing counts reflected the conservatively Prohibit left turns from Allerton Avenue to East
higher volume levels found in 1999/2000. Grand Avenue until the intersection is signalized-
Therefore, year 2008 Base Case + Project or-Cut back the hillside on the northeast corner of
evaluation evaluates the full impact of the currently the intersection to improve sight lines to/from the
proposed project in relation to an empty site. east to at least 400 feet.
Stripe a left turn lane on the eastbound intersection
Tables 13-1 and 13-2 show that the proposed approach. This will require removal of parking on the
project would produce significant AM and/or PM south side of East Grand Avenue.
peak hour level of service impacts at the following
intersections. Provide a fair share contribution towards having the
East Grand Avenue/Allerton Avenue intersection signalized by the time of project
More than a two percent increase in traffic (2.1 % occupancy-or-provide signalization when
AM peak hour and 2.9% PM peak hour) at a construction is complete and receive paybacks from
location with a) unacceptable LOS F operation on other local developments as they are constructed.
the stop sign controlled Allerton Avenue approach, (All needed for Base Case operation.)
b) both AM and PM peak hour volumes exceeding
peak hour signal warrant criteria levels, c) volume
warrant criteria being exceeded for the need of a Resultant Operation
left turn lane on the eastbound East Grand Avenue
approach and d) less than acceptable sigh t lines AM Peak Hour: LOS B-13.2 seconds average vehicle
between traffic turning from Allerton Avenue and delay
westbound drivers on East Grand Avenue.
PM Peak Hour: LOS C-25.6 seconds average vehicle
East Grand A venue/ Littlefield Avenue delay
More than a two percent increase in traffic during
the AM peak hour (2.9% increase) at a location This impact would be reduced to a less than
with Base Case LOS F operation. significant level.
South Aitport Boulevard/ Utah Avenue East Grand Avenue/Littlefield Avenue
Change in AM peak hour operation from LOS D Intersection
to an unacceptable LOS E. Widen the northbound Littlefield Avenue approach to
Forbes Boulevard/Allerton Avenue provide two intersection approach lanes. Stripe as one
exclusive right turn lane and a combined
Change in AM peak hour all-way-stop operation left/through/right turn lane (needed for Base Case
from LOS C to an unacceptable LOS E. operation).
South Aitport Boulevard/ GateJlJay Boulevard/Mitchell Resultant Operation
Avenue
More than a two percent increase in traffic during AM Peak Hour: LOS D-38.4 seconds average vehicle
the PM peak hour (8.6% increase) at a location delay
with Base Case LOS F operation. This impact would be reduced to a less than
Oyster Point Boulevard/ GateJJJay Boulevard/ U.S. 101 significant level.
Southbound Flyover Off Ramp South Airport Boulevard/Utah Avenue
More than a two percent increase in traffic during
the AM peak hour (5.8% increase) at a location Intersection
with Base Case LOS E operation. Restripe one of the northbound South Airport
Boulevard through lanes as a shared through/right
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CHAPTER 2: EXECUTIVE SUMMARY
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Resulting
Potential Environmental Impacts Recommended Mitigation Measures Level of
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turn lane.
Resultant Operation
AM Peak Hour: LOS C-32.1 seconds average vehicle
delay
This impact would be reduced to a less than
significant level.
Forbes Boulevard/Allerton Avenue Intersection
Sign the intersection as an all-way-stop.
Resultant Operation
AM Peak Hour: LOS B-14.1 seconds average vehicle
delay
This impact would be reduced to a less than
significant level.
South Airport Boulevard/Gateway
Mitchell/Mitchell Avenue Intersection
Add a second through lane on the westbound
Mitchell Avenue approach (needed for acceptable
Base Case operation).
Add a second right turn lane on the southbound
Gateway Boulevard approach.
Resultant Operation
PM Peak Hour: LOS C-28.2 seconds average vehicle
delay
This impact would be reduced to a less than
significant level.
Oyster Point Boulevard/Gateway
Boulevard/U.S.lOl Southbound Flyover Off-
Ramp
There are no physical improvements considered
feasible by City of South San Francisco staff to
improve operation to Base Case conditions or better.
This impact would remain significant and
unavoidable.
Impact 13-4: Year 2020 Intersection Impacts. Mitigation Measure 13-4 Significant and
Tables 13-1 and 13-2 show that Project traffic Unavoidable.
would produce a significant impact at the following Oyster Point Boulevard/ Gateway Boulevard/U .s.1 01
intersection in 2020. Southbound Flyover Off-Ramp
Oyster Point Boulevard/Gateway There are no physical improvements considered
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CHAPTER 2: EXECUTIVE SUMMARY
Resulting
Potential Environmental Impacts Recommended Mitigation Measures Level of
Significance
Boulevard/U.S. 1 01 Southbound Flyover Off- feasible by City of South San Francisco staff to
Ramp improve operation to Base Case conditions or better.
More than a two percent increase in traffic during This impact would remain significant and
the AM peak hour (a 5.3% increase) at a location unavoidable.
with Base Case LOS F operation, and more than a
two percent increase in traffic during the PM peak
hour (a 3.6% increase) at a location with Base Case
LOS F operation.
Impact 13-5: Year 2008 and 2020 Project Mitigation Measure 13-5: Signal Phasing Less than
Intersection Queuing Impacts. Table 13-3 Adjustment. The following adjustment is Significant
shows that the proposed Project would not recommended:
increase acceptable year 2008 95th percentile Base S. Aitport Boulevard/U.S.tOI Northbound
Case queuing at any of the three analyzed off-
ramps to unacceptable levels during either the AM Ramps / Wondercolor Lane
or PM peak hours. In addition, the proposed Signal phasing adjustments recommended to mitigate
project would not add any traffic to the left turn Base Case AM peak hour off-ramp queuing would
movements on the Oyster Point Boulevard also provide acceptable Base Case + Project 95th
eastbound approach during the AM peak hour percentile off-ramp queuing and intersection level of
which would have 95th percentile queuing just servICe.
slightly exceeding available storage lengths. Resultant Operation:
This would be a less than significant impact in AM Peak Hour: LOS D - 48.5 seconds vehicle delay,
2008. 1,665 feet of 95th percentile off-ramp vehicle storage
demand (with 1,675 feet of available storage)
Table 13-10 shows that in the year 2020 the
proposed Project would not add any traffic to This would reduce the impact to a level of less than
those left turn movements on the Oyster Point significant.
Boulevard east and westbound approaches during
the AM and/or PM peak hours which would have
95th percentile queuing exceeding available storage
lengths. While the 50th percentile queue in the
westbound Oyster Point Boulevard left turn lane
would be within acceptable limits with or without
the project, the 50th percentile queue in the
eastbound left turn lane would still exceed available
storage during the AM peak hour. However, since
the proposed project would not add any traffic to
this movement, it would not be a significant impact
for this movement. The proposed Project would
also not increase acceptable year 2020 95th
percentile Base Case queuing at any of the three
analyzed off-ramps to unacceptable levels during
either the AM or PM peak traffic hours. However,
the project would increase AM peak hour volumes
more than two percent (2.2%) at the northbound
off-ramp intersection to South Airport
Boulevard/Wondercolor Lane, where 95th
percentile Base Case volumes would already be
exceeding available storage.
249 EAST GRAND AVENUE PROJECT
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CHAPTER 2: EXECUTIVE SUMMARY
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Resulting
Potential Environmental Impacts Recommended Mitigation Measures Level of
Significance
Impact 13-6: Project Driveways. The Project will Mitigation Measure 13-6: Lane Extension. Extend Less than
be served by two driveways on East Grand Avenue the left turn lane on the eastbound East Grand Significant
and by one driveway on the Cabot Road cul-de-sac. Avenue approach to the Project's signalized entrance
The Cabot Road driveway connection would by 200 feet. There are about 200 feet of landscaped
connect to the cul-de-sac directly opposite the median in which to make this improvement (to the
extension of Cabot Road to the east. Driveways east of the Roebling Road intersection).
from three other businesses also connect to the
cul-de-sac, and based upon volume levels at This would reduce the Project's impact to a level of
Allerton Avenue, have low traffic volumes. Sight less than significant.
lines should be acceptable to/from all driveways
connecting to the Cabot Road cul-de-sac (including
to/from the project driveway) allowing a "see and
be seen" flow of traffic through the cul-de-sac area.
The Project's easterly driveway connection to East
Grand Avenue would be limited to right turns in
and out only by the raised median along East
Grand Avenue. It will be located about 140 feet
west of the signalized Littlefield Avenue
intersection and about 600 feet east of the
signalized main project access intersection. East
Grand Avenue is level and straight in the project
area and sight lines are excellent at both driveway
locations.
The westerly driveway intersection along East
Grand Avenue is now signalized and also serves
the Britannia Point Grand parking lot on the south
side of East Grand Avenue. A 100-foot-long left
turn lane is provided in the median of East Grand
Avenue on the eastbound approach to this project
entrance. As shown in Tables 13-1 and 13-2,
operation of this signalized intersection would be
acceptable during the AM peak hours in 2008 or
2020 (at LOS C) and would be just acceptable
during the PM peak hours in 2008 or 2020 (at
LOS D). However, during the AM peak hour, the
95th percentile queue of inbound traffic using this
left turn lane could extend about 275 feet in both
2008 and 2020 (i.e. 11 vehicles at 25 feet per
vehicle). During the PM peak hour the 95th
percentile queue would be five cars in 2008 and six
cars in 2020. Inbound project vehicles frequently
extending out of the existing 1 OO-foot-Iong left
turn pocket and blocking the flow of eastbound
through traffic would be a significant operational
and safety concern.
Impact 13-7: Internal Circulation. A two-lane Mitigation Measure 13-7: The following actioos are Less than
loop road would circle the proposed campus of recommended: Significant
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249 EAST GRAND AVENUE PROjECT
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CHAPTER 2: EXECUTIVE SUMMARY
Resulting
Potential Environmental Impacts Recommended Mitigation Measures Level of
Significance
four buildings. It would connect to the two Eliminate parking stalls that will result in parking
driveways providing access to East Grand Avenue .
as well as to the garage in the north section of the or backing maneuvers onto the project loop road;
site. and
All internal surface lot driveways would . Channelize 30- to 45-degree parking aisle
accommodate two-way traffic flow as would connections with the loop road to 80- or 90-
parking aisles in the garage. All parking aisles degree connections.
would be 25 feet wide, which would meet City
code and good traffic engineering practice criteria.
Parking stalls would be 90-degree throughout the
site. The Cabot Road cul-de-sac would access a
different level of the parking garage than would the
loop road circling the project office buildings.
One area of concern with the internal circulation
system layout is the eight parking aisle connections
to the loop road that intersect at 45 to 60 degrees
rather than a preferred 90 degrees. In addition,
parking and backing maneuvers to/from some of
the parking stalls near many of these 45- to 60-
degree connections could impact traffic flow on
the loop road.
Impact 13-8: Site Parking. The 540,000 square Mitigation Measure 13-8: No mitigation is required. No Impact
feet of office/R&D development would provide a
total of 1,529 parking spaces (404 surface spaces
and 1,125 garage spaces). This is 91.5% of the
1,670 spaces that would be required by City code.
The City of South San Francisco promotes
reduction in parking from City zoning standards as
a way to support trip reduction goals required per
the City's TDM ordinance and supported by
various policies in the General Plan (G.P. Policies
4.3-1-8, 11 and 12).
Impact 13-9: On-Site Pedestrian and Bicycle Mitigation Measure 13-9: System Improvements. Less than
Circulation. Sidewalks will be maintained along Provide a sidewalk connecting Cabot Way with the Significant
the project's East Grand Avenue and Cabot Road internal campus sidewalk system, or to a garage
cul-de-sac frontages. Sidewalks will also be elevator which will provide access to the internal
provided along the interior of the project's internal campus sidewalk system.
lop road as well as through the office campus.
One sidewalk connection will be made from the
office campus to the sidewalk along East Grand
Avenue near the southeast corner of the site, while
no sidewalk connection is proposed from the site
to the Cabot Road sidewalk. Pedestrians accessing
the Cabot Road sidewalk would need to use the
garage driveway. The East Grand Avenue
pedestrian access would be provided by both stairs
and a ramp and would be a potential location for a
shuttle stop. The lack of a defined sidewalk
connection from the project site to Cabot Road
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR - PARTIAL REVISION
PAGE 2-7
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CHAPTER 2: EXECUTIVE SUMMARY
-
Resulting
Potential Environmental Impacts Recommended Mitigation Measures Level of
Significance
would produce safety concerns.
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PAGE 2-8
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR - PARTIAL REVISION
-
13
TRANSPORTATION AND CIRCULATION
13.1 INTRODUCTION
Crane Transportation Group (CTG) performed a traffic and circulation study for the proposed
Project which was subsequently incorporated into the October 200S DEIR. Caltrans submitted
two comment letters related to the DEIR, one of which expressed concern about the Project's
effect on various U.S. 101 off-ramp intersections in the vicinity of the Project site. Caltrans
requested that a queuing analysis be performed in order to clearly determine what effect the
Project would have on vehicle queuing times at these off-ramp intersections.
CTG performed the queuing analysis and revised their original traffic and circulation study to
include the results of the queuing analysis. CTG's revised traffic study was then incorporated
into this PRDEIR traffic chapter.
This chapter describes the transportation conditions in the study area in terms of existing roads
and traffic operations, transit service and pedestrian and bicycle conditions. Where appropriate,
excerpts from the following EIRs or initial studies/negative declarations have been included in
this writeup: 333 Oyster Point Boulevard Office R&D project Draft and Final EIRs (Morehouse
Associates and Dowling Associates, September 2004 and February 200S) and East Jamie Court
Office R&D Draft Initial Study and Mitigated Negative Declaration (Morehouse Associates and
Dowling Associates, September 2002).
13.2 SETTING
ROADWAYS
The 249 East Grand project site is served directly by East Grand Avenue and the Cabot Road
cul-de-sac, while regional access is provided by the U.S. 101 freeway. The two driveway
connections to East Grand Avenue and the single driveway connection to Cabot Road will be
connected via internal parking aisles. Access to the U.S. 101 freeway is provided by a variety of
major streets with several route options available to the three interchanges that could potentially
be used by project traffic. Each is briefly described below while a schematic presentation of
existing intersection approach lanes and control are presented in Figure 13-1.
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR - PARTIAL REVISION
PAGE 13-1
CJ ~ 111\ ~ 111\
::::\11/ ~~~ ~ \iJ ~~~
E G dE Grand
I ran
d. ~~t.-- :)
-.<1> I -.
-V~ -V
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ramp
o~ ~t
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US 101 . Wonder-
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249 East Grand EIR Traffic Stud
Not To Scale
~~
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=i ~~ t
. = Project
Site
~~~ ~ (J)
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~ -+-
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-
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-
-
C = Stop Sign
()) = Signal
'011IIIII = Free Right Turn
-
-
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-
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Forbes
.....
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15:
-
-
~ CRANE TRANSPORTATION GROUP
Figure 13-1
Existing Lane Geometries
and Intersection Control
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
Freeways
V.S.l0l is an eight-lane freeway that provides access to the project area. It extends from
downtown San Francisco and northern California to Los Angeles and southern California.
Within the study area, U.S.101 has northbound on-ramps at Grand Avenue, South Airport
Boulevard (between Mitchell Avenue and Utah Avenue) and at Oyster Point Boulevard;
northbound off-ramps are provided at East Grand Avenue/Executive Drive, South Airport
Boulevard (between Mitchell Avenue and Utah Avenue) and at Dubuque Avenue Gust south of
Oyster Point Boulevard). Southbound on-ramps are provided from Dubuque Avenue Gust
south of Oyster Point Boulevard) and at Produce Avenue; southbound off-ramps are provided
at Produce Avenue, Airport Boulevard/Miller Avenue and at Bayshore Boulevard Gust north of
Oyster Point Boulevard). There are auxiliary lanes on northbound U.S.101 both north and south
of Oyster Point Boulevard and on southbound U.S.1 01 south of Oyster Point Boulevard.
U.S.101 carries an average daily traffic (ADT) volume of 237,000 vehicles south of Produce
Avenue, 226,000 vehicles south of Oyster Point Boulevard and 212,000 vehicles north of Oyster
Point Boulevard.
Streets
East Grand A venue is a major arterial street and a central access route serving the industrial/
office areas east of the U.S.101 freeway. It has six travel lanes in the vicinity of the freeway and
narrows to four travel lanes east of the Forbes Boulevard/Harbor Way intersection. In the
project vicinity it has two travel lanes in each direction separated by a raised median, with no on-
street parking allowed along either the north or south sides of the street (i.e. there is no room for
on-street parking on either side of East Grand Avenue in the project vicinity). The posted speed
limit is 35 miles per hour (mph). The roadway traverses a sharp horizontal curve just east of the
Allerton Avenue intersection and ends about a half mile east of the project site.
Allerton A venue is a two-lane local street extending northeasterly from East Grand Avenue to
Forbes Boulevard. It has a gradual south-to-north uphill grade and a posted speed limit of 30
mph. On-street parking is prohibited along both sides of the street and its curb-to-curb width is
40 feet. Allerton Avenue is stop sign controlled on its approaches to East Grand Avenue and
Forbes Boulevard. A sidewalk is provided along the west side of the street.
Cabot Road is a wide, two-lane roadway extending westerly from Grandview Drive to west of
Allerton Avenue, where it ends in a cul-de-sac adjacent to the project site. There is no posted
speed limit and on-street parking is prohibited. Sidewalks are provided around the cul-de-sac
and along the north side of the street to Allerton Avenue. However, the sidewalk on the south
side of the street only extends about half-way to Allerton Avenue.
Airport Boulevard is a four- to six-lane, north-south arterial street that parallels the west side
of the U.S.1 01 freeway.
249 EAST GRAND AVENUE PROJECT
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PAGE 13-3
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CHAPTER 13: TRANSPORTATION AND CIRCULATION
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Gateway Boulevard is a four-lane street connecting East Grand Avenue with South Airport
Boulevard and Oyster Point Boulevard.
--
Harbor Way is a two-lane street serving existing and planned industrial/office uses south of
East Grand Avenue. Harbor Way provides access to South Airport Boulevard and several
U.S.101 freeway ramps via Mitchell Avenue and Utah Avenue.
-
Forbes Boulevard is a four-lane collector street connecting the San Bruno Point Genentech
area with East Grand Avenue.
-
Littlefield Avenue is a 40-foot-wide, two-lane north-south street connecting East Grand
Avenue with Utah Avenue.
-
Utah Avenue is a four-lane east-west street connecting Littlefield Avenue with South Airport
Boulevard.
-
Oyster Point Boulevard is one of the primary arterial access routes serving the "East of 101
area" of South San Francisco. It has six travel lanes near its interchange with the U.S.10l
freeway, four lanes east of Veterans Boulevard and two lanes near Gull Road.
-
-
Volumes
Weekday AM and PM peak hour analysis was requested by City staff at the following 17 major
intersections serving the project site.
-
· Airport Boulevard & Miller Avenue/U.S. 1 01 Southbound Off-Ramp
· Airport Boulevard & Grand Avenue
· East Grand Avenue/Dubuque Avenue
· East Grand Avenue/Gateway Boulevard
· East Grand Avenue/Harbor Way/Forbes Boulevard
· East Grand Avenue/249 East Grand Signalized Entrance
· East Grand Avenue/Littlefield Avenue
· East Grand Avenue/Allerton Avenue
· Airport Boulevard/San Mateo Avenue/Produce Avenue/South Airport Boulevard
· South Airport Boulevard/Gateway Boulevard/Mitchell Avenue
· South Airport Boulevard/U.S.lOl Northbound Hook Ramps
· South Airport Boulevard/Utah Avenue
· Allerton Avenue/Cabot Road
· Allerton Avenue/Forbes Boulevard
· Oyster Point Boulevard/Gateway Boulevard & U.S.10l Southbound Flyover Off-Ramp
· Oyster Point Boulevard/Eccles Avenue
· Oyster Point Boulevard/Gull Drive
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249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED ErR - PARTIAL REVISION
PAGE 13-4
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CHAPTER 13: TRANSPORTATION AND CIRCULATION
Existing counts were obtained for most locations from either the 333 Oyster Point Boulevard
Draft EIR (September 2004), the East Jamie Court Draft Initial Study & Mitigated Negative
Declaration (September 2002) or the Proposed Costco Gas Station Along South Airport
Boulevard Traffic Study Gune 2004). These counts were conducted from 1999 to 2003. In
addition, AM and PM peak period counts were conducted by Crane Transportation Group in
April 2005 at the following six locations:
. Oyster Point Boulevard/Gateway Boulevard/U.S.101 Southbound Flyover Off-
Ramp
. East Grand Avenue/Gateway Boulevard
. East Grand Avenue/249 East Grand Avenue/Britannia Point Grand Parking Lot
Driveway Entrance
. East Grand Avenue/Littlefield Avenue
. Allerton Avenue/Cabot Road
. Airport Boulevard/Gateway Boulevard/Mitchell Avenue
Past counts in the East of 101 area between 1999 and 2004 have indicated a measurable drop in
volumes starting in the year 2000 (due to the recession in the high tech/biotech industry), which
then continued after the September 11, 2001 terrorist incidents, which significantly reduced air
travel, and as a result related activities in the airport service industries in the East of 101 area.
Recent EIRs and other traffic analysis in the area have utilized the older counts as a basis for
near term evaluation as they are higher than counts from the past few years.
The 2005 counts by Crane Transportation Group showed a significant increase in AM peak hour
volumes along Oyster Point Boulevard compared to past studies, primarily due to the recent
opening of the U.S.101 southbound flyover off-ramp connection to the Gateway intersection
and the increased ease for southbound freeway traffic to enter the East of 101 area via this new
ramp. New PM peak hour volumes along Oyster Point Boulevard were a little lower than
previous counts as there is little traffic entering the East of 101 area during the evening
commute and the flyover off-ramp does nothing to facilitate the heavy outbound traffic flow
headed westbound towards the freeway during this period. The 2005 counts along the East
Grand Avenue corridor were 10 to more than 20 percent lower than past counts in the AM
(possibly due to the diversion of some inbound traffic to Oyster Point Boulevard and away from
East Grand Avenue (accessed via the Airport/Miller southbound freeway off-ramp). During the
PM peak hour, the 2005 counts long East Grand Avenue were about the same as older counts.
Likewise, at the Airport/ Gateway/Mitchell intersection, 2005 AM peak hour counts were about
15 percent lower than older volumes, while PM volumes were similar.
249 EAST GRAND AVENUE PROJECT
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PAGE 13-5
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CHAPTER 13: TRANSPORTATION AND CIRCULATION
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In order to provide a conservative evaluation, the 2005 AM counts were used at the Oyster
Point Boulevard/ Gateway / flyover off-ramp intersection along with required adjustments to
older AM counts at the two other intersections evaluated along Oyster Point Boulevard.
However, the older PM counts along Oyster Point Boulevard (with new PM volumes from the
flyover off-ramp) along with the older AM and PM peak hour counts along the East Grand
Avenue and Airport/South Airport corridors were still used to reflect existing conditions. Use
of the older counts in these remaining corridors required that traffic activity associated with the
former Georgia Pacific manufacturing operation on the 249 East Grand Avenue site be included
in the existing system counts, as was some activity associated with the now mostly empty
Britannia Pointe Grand parking area on the south side of East Grand Avenue opposite the 249
East Grand Avenue parcel. The older AM peak hour counts along East Grand Avenue and at
the Airport intersections with Grand Avenue and the U.S.IOI southbound off-ramp did,
however, receive a reduction in southbound off-ramp and then eastbound flow along East
Grand Avenue to reflect the impact of the recently opened southbound flyover off-ramp
connecting to Oyster Point Boulevard. Figures 13-2 and 13-3 present existing AM and PM
peak hour volumes at the 17 analysis intersections.
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INTERSECTION OPERATION
-
Analysis Methodology
Signalized Intersections. Intersections, rather than roadway segments between intersections,
are almost always the capacity controlling locations for any circulation system. Signalized
intersection operation is graded based upon two different scales. The first scale employs a
grading system called Level of Service (LOS) which ranges from Level A, indicating uncongested
flow and minimum delay to drivers, down to Level F, indicating significant congestion and delay
on most or all intersection approaches. The Level of Service scale is also associated with an
average vehicle delay tabulation (1994 Highwqy Capacity Manual [HCM] operations method) at
each intersection. The vehicle delay designation allows a more detailed examination of the
impacts of a particular project. Greater detail regarding the LOS/delay relationship is provided
in Appendix Table B-1.
~
-
-
-
Unsignalized Intersections. Unsignalized intersection operation is also typically graded using
the Level of Service A through F scale. LOS ratings for all-way stop intersections are determined
using a methodology outlined in the 1994 update of the Highwqy Capacity Manual (TRB Circular
209). Under this methodology, all-way stop intersections receive one LOS designation reflecting
operation of the entire intersection. Average vehicle delay values are also calculated.
Intersections with side streets only stop sign controlled are also evaluated using the LOS and
delay scales using a methodology outlined in the 1994 Highwqy Capacity Manual. However, unlike
signalized or all-way stop analysis where the LOS and delay designations pertain to the entire
intersection, in side street stop sign control analysis LOS and delay designations are computed
for stop sign controlled approaches or individual turn and through movements rather than for
-
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249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR - PARTIAL REVISION
PAGE 13-6
-
~ -L 15 30
<D - 120 13 40
~ .J + ~
!l:l f"' 35
Mitchell
105 j 3 j
285 - 8 -
465 -. 7 -.
CJ 80 -L 45 45 .,., -L 25 o & "ti -L 20 0 -Lo
~ -L 45 20 + 130 0
- 365 125 + 45 a- - 310 45 11 ~ a. - 280 0 0 _270
20 45 c: .J ~
f"' 85 .J ~ (1) .J + ~~ ~ f"' 20 .J+~
.J ~ 1i5 - 635 '" f"' 35 f"' 1 00
E Grand E Grand E Grand E Grand E Grand
55 j 630 j ::t~ t ,. 165 j ~ t ,. oj r-- ~ t ,.
!l:l
1195 _ a- 60 55 900 _ 50 0 5 850- ~ 60 0 310
1000 - 0 70
105 -. .... "'"
210 -. 120 -. 100 -. (1)
Q
249 East Grand EIR Traffic Study
365 :l:- -L 5
75 ::;.
.J + o - 205
4. f"' 600
Miller SB 101
Offramp
110 -. ~ t
50 110
400 :l:- -L 80
5 + t5 i- 115
Grand f"' 275
155 j
225 -
90 -.
~ t ,.
30285215
875 :l:- -L 140
130 + 280 ~'_ 320
.J ~ 4. f"' 235
j "ti~ t ,.
a
_ g.210 20036
()
-. (1)
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-5
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765 j ~ ~ t ,.
50 - ::;. 75 5
320 -. 3. 215
475
105 I 25
.J ... ~
_ 280 5 1 1 ~-L6
~ _ 150
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,. 1'T1~ ,. Point j Ci)~ t ,.
100 B.. 95 55 100 c:
(1) 670 _ ::::: 210 30
'" 10
365 -.
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. = Project
Site
Not To Scale
~~
NORTH
3 0 0
.J + ~
& -L 8
<::
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16 j
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o 45
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:l:-
is -L 20
i3-
::> - 280
E Grand
Orivewa
190 j
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- ~ CRANE TRANSPORTATION GROUP
Figure 13-2
Existing AM Peak Hour Volumes
55
.J
335
140, ~ t
110 240
505 ). -L 170
110 I 220~' +- 250
.J t l. ~.. 790
Grand
150 j
75 _
100 ,
~ t ,.
95465 100
985 ). -L 295
90 I 150 ~'+- 335
.J t l. ~.. 635
j "TJ~ t ,.
_ ~ 125225180
()
, <1l
~ -L 20
CD +- 335
~
tll.. 75
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60 j
95
355 ,
-L 25
+- 15
.. 25
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249 East Grand EIR Traffic Stud
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~ CRANE TRANSPORTATION GROUP
Figure 13-3
Existing PM Peak Hour Volumes
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
the entire intersection. Appendix Table B-2 provides greater detail about un signalized analysis
methodologies.
Standards
The City of South San Francisco considers Level of Service D (LOS D) to be the poorest
acceptable operation for signalized and all-way-stop intersections and LOS E to be the poorest
acceptable operation for un signalized city street intersection turn movements. The City has no
standards for turn movements from private driveways.
Existing Intersection Operating Conditions
Tables 13-1 and 13-2 show that all 17 analyzed intersections are operating at good to acceptable
(LOS D or better) levels of service during both the AM and PM peak traffic hours.
Although the Allerton Avenue/East Grand Avenue intersection is projected to be operating at
an acceptable level of service, it has two existing operational and safety problems. The lack of a
left turn lane on the eastbound intersection approach creates occasional extended queues behind
a stopped vehicle waiting for a gap in the westbound traffic flow to make a left turn to Allerton
Avenue. Drivers in the queue then begin pulling around the stopped vehicle and interrupt the
flow of eastbound traffic in the curb (outside) travel lane. This is an existing safety and
operational problem. Based upon Warrants for Provision of Left Turn Lanes in the
Transportation Research Board Report #279 (November 1985, see Appendix Table B-3), the
eastbound East Grand Avenue approach to Allerton Avenue now warrants provision of a left
turn lane with existing peak hour volumes. In addition, the sight line from Allerton Avenue
to/from the east along East Grand Avenue is limited to about 200 feet due to the curvature in
East Grand Avenue just east of the intersection and a hillside on the northeast corner of the
intersection. Although East Grand Avenue has a posted speed limit of 35 mph, some westbound
vehicles were observed to travel as high as 40 to 45 mph through the curve. At 45 miles per
hour, a minimum safe stopping sight distance is 360 feet. (At the posted speed limit the
minimum stopping sight distance is 250 feet.) 1
--
INTERSECTION SIGNALIZATION REQUIREMENTS
Traffic signals are used to provide an orderly flow of traffic through an intersection. Many times
they are needed to offer side street traffic an opportunity to access a major road where high
volumes and/or high vehicle speeds block crossing or turn movements. They do not, however,
increase the capacity of an intersection (i.e., increase the overall intersection's ability to
accommodate additional vehicles) and, in fact, often slightly reduce the number of total vehicles
1 A Policy on Geometric Design ofHighJlJay and Streets, 2004, Fifth Edition, American Association of State Highway and
Transportation Officials.
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR - PARTIAL REVISION
PAGE 13-9
..
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
TABLE 13-1
INTERSECTION LEVEL OF SERVICE: AM PEAK HOUR
-
YEAR 2008 YEAR 2020
Intersection Existing W/O Proiect + Project W/O Project + Proiect
Airport/Miller/95 101 S8 Off-Ramp (Signal) C-23.5(1) 0-36.7 0-38.1 0-51.6 0-53.2
Airport/Grand (Signal) C-28.8(1) 0-48.8 0-51.7 0-38.5 0-39.7
Oubuque/E. Grand (Signal) A-5.711) A-5.7 A-5.7 A-6.3 A-6.3
Gateway/E.Grand/E.Grand Overcrossing C-25.4(1) C-28.1 0-37.4 C-26.9 C-33.7
(Signal)
Harbor/E.Grand/Forbes (Signal) 8-13.7(1) C-29.1 0-50.2 0-36.5 0-41.7
Project Oriveway@ E.Grand (Signal) 8-10.7(1) A-6.7 8-17.2 A-4.5 8-14.2
Litllefield/E.Grand (Signal) 8-17.4(1) F-87.2 F-106.4 C-28.4 C-30.1
S.Airport/U.S.101 N&S Hooks Ramps (Signal) C-27.1(1) C-27.0 C-27.3 0-37.2 0-37.2
Utah/S.Airport (Signal) C-29.6(1) D-50.9 E-59.2 C-24.1 C-25.2
Oyster Point/Gateway/Flyover (Signal) C-23.3(1) E-62.4 E-78.4 F-111.4 F-148.0
Oyster Point/Eccles (Signal) A-8.1(1) 8-10.5 8-12.1 8-11.0 8-14.7
Oyster Point/Gull (Signal) 8-14.911) 8-15.2 8-15.2 8-15.8 8-15.8
Gateway/S.Airport/Mitchell (Signal) 8-16.4(1) C-20.0 C-20.2 C-34.5 D-35.6
Airport/San Mateo/Produce (Signal) C-20.9(1) C-26.6 C-27.1 C-27.1 C-27.4
Allerton/E.Grand (Allerton Stop Sign Control) C-15.6(2) F-57.9 F-94.5 B-14.6(1) 8-15.8(1)
Cabot/Allerton (Cabot Stop Sign Control) B-10.1/ 8-10.5/ 8-13.5/ 8-10.7/ 8-13.9/
A-9.9(3) B-10.1 8-11.9 B-10.5 8-13.0
Forbes/Allerton Allerton Stop Sign Control) C-16.814) C-18.6 E-49.7 C-23.6 F-90.9
-.
-
-
-
-
-
-
-
-
-
(1) Signalized level of service-vehicle delay in seconds.
(2) Un signalized level of service-vehicle delay in seconds/Allerton southbound stop sign controlled approach to
E. Grand Ave.
(3) Un signalized level of service-vehicle delay in seconds/Allerton northbound stop sign controlled approach to
Forbes Ave.
(4) Un signalized level of service-vehicle delay in seconds/Cabot eastbound stop sign controlled approach to
Allerton/Cabot westbound stop sign controlled approach to Allerton.
-
-
-
Year 2000 HighuJqJ Capacity Manual Analysis Methodology
Source: Crane Transportation Group
-
-
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR - PARTIAL REVISION
PAGE 13-10
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
TABLE 13-2
INTERSECTION LEVEL OF SERVICE: PM PEAK HOUR
YEAR 2008 YEAR 2020
Intersection Existina W/O Project + Project W/O Proiect + Project
Airport/Miller/95 101 S8 Off-Ramp (Signal) C-20.1 (1) C-21.9 C-21.9 C-23.2 C-23.2
Airport/Grand (Signal) 0-36.5(1) 0-38.9 0-39.6 C-34.2 C-34.6
Oubuque/E. Grand (Signal) A-4.2(1) A-6.2 A-6.4 A-6.9 A-7.2
Gateway/E. Grand/E./E. Grand Overcrossing 8-19.7(1) C-24.0 C-26.7 C-28.6 C-29.4
(Signal)
Harbor/E.Grand/Forbes (Signal) C-22.1(1) 0-37.0 0-53.4 0-40.1 0-45.5
Project Oriveway@ E.Grand (Signal) 8-16.0(1) A-8.5 0-49.4 A-7.8 0-47.8
Littlefield/E.Grand (Signal) 8-11.5(1) 8-12.8 8-13.6 C-23.4 C-24.0
S.Airport/U.S.101 N&S Hooks Ramps (Signal) C-24.0(1) C-24.2 C-24.3 C-31.4 C-31.6
Utah/S.Airport (Signal) 8-17.9(1) C-20.4 C-20.9 C-23.3 C-23.7
Oyster Point/Gateway/Flyover (Signal) 8-17.1(1) C-34.6 0-38.5 F-83.7 F-93.4
Oyster Point/Eccles (Signal) 8-17.7(1) C-23.7 C-26.0 C-20.6 C-22.9
Oyster Point/Gull (Signal) 8-16.7(1) 8-19.8 C-21.0 C-24.5 C-25.7
Gateway/S.Airport/Mitchell (Signal) C-25.0(1) F-81.1 F-133.0 C-28.0 C-31.4
Airport/San Mateo/Produce (Signal) C-24.6(1) 0-37.8 0-52.1 0-36.1 0-42.1
Allerton/E.Grand (Allerton Stop Sign Control) C-20.4(2) F-522 F-835 8-15.1 (1) 8-19.6(1)
Cabot/Allerton (Cabot Stop Sign Control) A-9.8/ A-9.9/ 8-14.0/ A-10.0/ 8-14.6/
8-10.1 (3) 8-10.2 8-10.8 8-10.3 8-11.0
Forbes/Allerton Allerton Stop Sign Control) 8-14.3(4) 8-14.4 C-19.8 C-16.6 C-24.2
(1) Signalized level of service-vehicle delay in seconds.
(2) Unsignalized level of service-vehicle delay in seconds/Allerton southbound stop sign controlled approach to
E. Grand Ave.
(3) Unsignalized level of service-vehicle delay in seconds/Allerton northbound stop sign controlled approach to
Forbes Ave.
(4) Unsignalized level of service-vehicle delay in seconds/Cabot eastbound stop sign controlled approach to
Allerton/Cabot westbound stop sign controlled approach to Allerton.
Year 2000 HigblJJay Capacity Manual Analysis Methodology
Source: Crane Transportation Group
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR - PARTIAL REVISION
PAGE 13-11
.
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
that can pass through an intersection in a given period of time. Signals can also cause an increase
in traffic accidents if installed at inappropriate locations.
-
There are eight possible tests for determining whether a traffic signal should be considered for
installation. These tests, called "warrants", consider criteria such as actual traffic volume,
pedestrian volume, presence of school children, and accident history. Usually, two or more
warrants must be met before a signal is installed. In this report, the test for Peak Hour Volumes
(Warrant #3) has been applied. When Warrant 3 is met there is a strong indication that a detailed
signal warrant analysis covering all possible warrants is appropriate. These rigorous analyses are
described in Chapter 4 of the year 2003 Manual on Uniform Traffic Control Devices2, while
Warrant 3 is presented in Appendix Table B-4 of this report.
-
-
-
It is possible that an un signalized intersection will not meet signal warrants, but will have one or
more movements that experience LOS F operations. Level of service F can be indicated for a
very low volume of vehicles at a stop sign. Although these stopped vehicles may experience long
delays of one minute or more, there would not be an overall benefit if the higher numbers of
vehicles on the major street are stopped in favor of the few vehicles on the minor street. The
signal warrant considers a balance between major street and minor street delays, and may
indicate that there is overall benefit if drivers for some turn movements from the minor street
continue to experience long (LOS E or F) delays.
-
-
-
Currently, the Allerton Avenue/East Grand Avenue, Allerton Avenue/Cabot Road and Allerton
Avenue/Forbes Boulevard intersections all have AM and PM peak hour volumes below signal
warrant criteria levels, although both AM and particularly PM peak hour volumes at Allerton
Avenue/East Grand Avenue are approaching warrant criteria levels.
-
-
VEHICLE QUEUING
-
Analysis Methodology
The Synchro software program has determined estimates of vehicle queuing on the critical
approaches to the three Caltrans off-ramp intersections evaluated in this study:
-
-
· Airport Boulevard/Miller A venue/U.S. 1 01 Southbound Off-Ramp
· South Airport Boulevard/U .S.l 01 Northbound Hook Ramps /W ondercolor Lane
· Oyster Point Boulevard/Gateway Boulevard/U.S.l0l Southbound Flyover Off-
Ramp
-
--
2 Federal Highway Administration.
-
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR - PARTIAL REVISION
PAGE 13-12
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
Projections are provided for each off-ramp as well as for turn lanes and other surface street
approaches that have nearby adjacent intersections.
Queuing Standards
The City of South San Francisco standard is that the 50th percentile vehicle queue must be
accommodated within available storage, while the Caltrans standard is that the 95th percentile
vehicle queue must be accommodated within available storage.
Existing Queuing Conditions
Results are presented in this report for the 95th percentile vehicle queue. For City surface street
intersection approaches where 95th percentile queues are exceeding available storage, 50th
percentile queues are listed in the text. Table 13-3 shows that the three analyzed intersections
all have 95th percentile queue lengths less than available storage distances during both the AM
and PM peak hours. Less than half the available storage is being used at the Miller Avenue and
Wondercolor Lane off-ramps, with less than 10 percent of available storage being used at the
southbound Byover off-ramp.
TRANSIT
Transit service 1n the study area includes local bus service, shuttle servIce and regional rail
servIce. Figure 13-4 shows bus/shuttle service east of the U.S.101 freeway in the project
VIC1nIty.
Bus Service
The San Mateo County Transit District (SamTrans) provides bus service to South San Francisco.
However, currently there is no SamTrans service east of the U.S.101 freeway. Bus service
running just west of the freeway is as follows.
Route 34: Tanforan Shopping Center-Geneva operates along Bayshore Boulevard and Airport
Boulevard between Brisbane and the San Bruno BART station in the study area. This route
operates during midday only on weekdays with headways of about two hours.
Route 130: Daly City/Colma BART-South San Francisco operates along Linden Avenue and
Grand Avenue in the study area. It connects central South San Francisco with the Colma BART
station and Daly City. It operates with 20-minute peak period headways and 30- to 60-minute
non-peak headways on weekdays, 30-minute headways on Saturdays and 60-minute headways on
Sundays.
Route 132: Airport/Linden-Arroyo/EI Camino operates along Hillside Avenue and Grand
Avenue connecting to the South San Francisco BART station. It operates on 30-minute peak
period headways and 60-minute non-peak headways on weekdays and 60-minute headways on
Saturdays.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR - PARTIAL REVISION
PAGE 13-13
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Bicyle Paths and Routes
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EB
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249 East Grand EIR Traffic Study
~ CRANE TRANSPORTATION GROUP
Figure 13- 4
Bus and Shuttle Routes
..
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
Route 292: San Francisco-SF Airport-Hillsdale Shopping Center operates along Airport
Boulevard. It operates with 20- to 30-minute peak headways and 25- to 60-minute non-peak
headways on weekdays and 30- to 60- minute headways on Saturdays and Sundays.
-
Caltrain
-
Caltrain provides train service between Gilroy, San Jose and San Francisco. There is a station
located on the corner of Dubuque Avenue and Grand Avenue in South San Francisco. Trains
operate every 15 to 20 minutes during commute periods and hourly during midday.
-
Caltrain/BART Shuttles
-
Van shuttles are provided between the South San Francisco Caltrain station and employment
centers east of U.S.l0l during commute hours. Separate shuttles provide service to/from the
Colma BART station. Shuttle stops are provided along East Grand Avenue in the project
vicinity.
-
-
The Gateway Area/Genentech Shuttle (BART and Caltrain) provides service on Gateway
Boulevard, Oyster Point Boulevard, Forbes Boulevard, Grandview Drive and East Grand
Avenue. There are 15 morning trips and 15 afternoon trips on the BART shuttle, and six
morning trips and five afternoon trips on the Caltrain shuttle.
-
-
The Utah-Grand Shuttle (BART and Caltrain) serves over 20 employers 1ll the
Utah/Grand/Littlefield area. It provides service on Harbor Way, East Grand Avenue, Cabot
Court, Grandview Avenue, Littlefield Avenue, Haskin Way and Utah Avenue. There are six trips
in the morning and six trips in the afternoon on the BART shuttle, with seven morning and
seven afternoon trips on the Caltrain shuttle.
-
-
Shuttle service is fixed-route, fixed-schedule and is provided on weekdays during the commute
periods. The shuttles are free to riders. The operating costs are borne by the Joint Powers Board
QPB), SamTrans, the Bay Area Air Quality Management District, and the City/County
Association of Governments (75 percent) and sponsoring employers (25 percent).
-
-
PEDESTRIAN AND BICYCLE FACILITIES
Sidewalks are in place along both sides of East Grand Avenue in the project vicinity. Allerton
Avenue has a sidewalk along the west side of the street but not along the east side of the street.
Cabot Road has sidewalks around its cul-de-sac adjacent to the project site. The sidewalk on the
north side of the street extends to Allerton Avenue, while the sidewalk on the south side of the
street extends only half-way to Allerton Avenue. There are no bicycle lanes striped or posted
along East Grand Avenue, Cabot Road or Allerton Avenue in the Project area.
-
-
-
-
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 13-16
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
FREEWAY OPERATION
Analysis Methodology
Freeway segments are evaluated based on the Year 2000 HighwC!)! Capacity Manual as specified by
the San Mateo County Congestion Management Program (CMP). Planning level lane capacities
have been determined based on a theoretical maximum of 2,350 vehicles per lane per hour along
sections with no auxiliary lanes. Based upon a 2005 count of the U.S.101 freeway by Crane
Transportation Group at the Oyster Point interchange, where peak hour factor and truck
percentages were obtained, the capacity of a four-lane one-way segment of U.S.1 01 during peak
commute hours in South San Francisco is considered to be 8,880 vehicles per hour (2,220
vehicles per lane per hour), with LOS E for volumes between 7,900 and 8,880 vehicles, LOS D
for volumes between 6,340 and 7,899 vehicles, and LOS C for volumes below 6,340 vehicles.
The hourly capacity of a segment with four lanes plus a 1,500-foot auxiliary lane is considered to
be 9,750 vehicles, while the capacity of a segment with four lanes plus a 2,000-foot auxiliary lane
is considered to be 10,170 vehicles.
San Mateo CMP Standards for Regional Roads and Local Streets
The LOS standards established for roads and intersections in the San Mateo County CMP street
network vary based on geographic differences. For roadway segments and intersections near the
county boarder, the LOS standard was set as E in order to be consistent with the
recommendations in the neighboring counties. If the existing level of service in 1990/91 was F,
the standard was set to LOS F. If the existing or future LOS was or will be E, the standard was
set to E. For the remaining roadways and intersections, the standard was set to be one letter
designation worse than the projected LOS in the year 2000.
If a proposed land use change would either cause a deficiency (to operate below the standard
LOS) on a CMP-designated roadway system facility, or would significantly affect (by using
LOS F in the 1991 CMP baseline LOS, mitigation measures are to be developed so that LOS
standards are maintained on the CMP-designated roadway system. If mitigation measures are not
feasible (due to financial, environmental or other factors), a Deficiency Plan must be prepared
for the deficient facility. The Deficiency Plan must indicate the land use and infrastructure action
items to be implemented by the local agency to eliminate the deficient conditions.
A Deficiency Plan may not be required if the deficiency would not occur if traffic originating
outside the County were excluded from the determination of conformance.
Existing Freeway Operation
Existing levels of service on the freeway segments in South San Francisco were based upon
Crane Transportation Group's 2005 AM and PM peak period counts of the U.S.101 freeway at
the Oyster Point interchange and from Caltrans' February and August 2004 counts of the
U .S.1 01 freeway in South San Francisco. Year 2005 interchange ramp counts were used to derive
volumes for freeway segments lacking current counts.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-17
...
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
Tables 13-4 and 13-5 show existing freeway level of service results based on the 2004/2005
traffic counts when compared to the standard capacity of a four-lane segment or segments with
auxiliary lanes. Results are summarized below.
AM PEAK HOUR
Southbound LOS E
LOSD
Northbound LOS E
LOSD
PM PEAK HOUR
Southbound LOS D
Northbound LOS D
LOSE
-
-
North of the Bayshore Boulevard Southbound off-ramp
From Oyster Point Boulevard to south of the Produce/
Airport off-ramp
South of the East Grand Avenue off-ramp
From the East Grand Avenue off-ramp to north of the
Oyster Point Boulevard interchange
-
-
All locations
From south of the East Grand Avenue off-ramp to the
Oyster Point Boulevard interchange
North of the Oyster Point Boulevard interchange
-
-
The San Mateo County Congestion Management Program 2003 Monitoring Report (Fehr and Peers,
July 29, 2003), identified AM peak period LOS D operations in 2003 for U.S.l0l between the
San Francisco County Line and 1-380 based on travel time surveys. The 2001 LOS for this
segment was measured at E and the 1999 LOS was F. This indicates that traffic congestion has
lessened somewhat over the past several years, most likely due to employment reductions in San
Francisco and the Peninsula.
-
-
-
FUTURE BASE CASE (WITHOUT PROJECT) CONDITIONS
The proposed project's traffic impacts have been evaluated in relation to year 2008 and year
2020 Base Case conditions. Year 2008 reflects the first year the 249 East Grand Avenue project
could be completely constructed and fully occupied, while 2020 represents the City's General
Plan horizon. This section details the process to determine Base Case traffic operating
conditions for both horizon years.
-
-
-
Year 2008 Base Case
The year 2008 baseline conditions include traffic generated by approved development in the
study area, as well as traffic generated by projects that are under construction. Based on recent
observed construction and occupancy schedules in South San Francisco, it may be assumed that
these approved development projects will be completed and occupied within the next three
years.
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
-
-
-
-
PAGE 13-18
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
Year 2008
Existing Base Case Base Case + Project
Vol. LOS Vol. LOS Project Percent Total LOS
Increment Increase Vol.
SOUTHBOUND
North of SB Off-Ramp to 8350 E 9392 F 191 2.04% 9583 F
Bayshore Blvd./Oyster
Point Blvd.
(San Mateo Origins Only) (188) (A) (192) (A)
Between Oyster Point SB 7970 D 8683 D 20 0.2% 8703 E
On-Ramp and Grand/Miller
SB Off-Ramp
(San Mateo Origins Only) (174) (A) (174) (A)
Between Grand/Miller SB 7160 D 7604 D 0 0% 7604 D
Off-Ramp and
Produce/Airport SB Off-
Ramp
(San Mateo Origins Only) (152) (A) (152) (A)
South of Produce/ 6460 D 6904 D 0 0% 6904 D
Airport Off-Ramp
(San Mateo Origins Only) (138) (A) (138) (A)
NORTHBOUND
South of East Grand Off- 9050 E 10,424 F 237 2.3% 10,661 F
Ramp
(San Mateo Origins Only) (7401 ) (D) (7569) (D)
South of Grand Ave On- 7650 D 8761 E 0 0% 8761 E
Ramp
(San Mateo Origins Only) (6220) (C) (6220) (C)
Between Grand Ave. On- 8195 D 9349 E 15 0.2% 9364 E
Ramp and Oyster Point
Off-Ramp
(San Mateo Origins Only) (6638) (C) (6648) (C)
North of Oyster Point On- 8065 D 8517 D 30 0.4% 8547 D
Ramp
(San Mateo Origins Only) (6047) (C) (6068) (C)
TABLE 13-4
FREEWAY OPERATION
AM PEAK HOUR
Year 2000 HighlJJay Capacity Manual Analysis Methodology
Compiled by: Crane Transportation Group
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-19
...
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
Year 2008
Existing Base Case Base Case + Project
Vol. LOS Vol. LOS Project Percent Total Vol. LOS
Increment Increase
SOUTHBOUND
North of SB Off-Ramp to 6965 D 7389 D 36 0.5% 7425 D
Bayshore Blvd.lOyster
Point Blvd.
(San Mateo Origins Only) (296) (A) (297) (A)
Between Oyster Point SB 7990 D 8947 E 4 0.1% 8951 E
On-Ramp and Grand/Miller
SB Off-Ramp
(San Mateo Origins Only) (358) (A) (358) (A)
Between Grand/Miller SB 7320 D 8212 E 0 0% 8212 E
Off-Ramp and
Produce/Airport SB Off-
Ramp
(San Mateo Origins Only) (328) (A) (328) (A)
South of Produce! 6870 D 7762 D 0 0% 7762 D
Airport Off-Ramp
(San Mateo Origins Only) (310) (A) (310) (A)
NORTHBOUND
South of East Grand Off- 8100 D 8936 D 44 0.5% 8980 D
Ramp
(San Mateo Origins Only) (7685) (D) (7723) (D)
South of Grand Ave On- 7345 D 7825 D 0 0% 7825 D
Ramp
(San Mateo Origins Only) (6730) (D) (6730) (D)
Between Grand Ave. On- 8280 D 9045 D 102 1.1% 9147 E
Ramp and Oyster Point Off-
Ramp
(San Mateo Origins Only) (7779) (D) (7866) (D)
North of Oyster Point On- 9060 E 10,071 E 204 2.03% 10,275 F
Ramp
(San Mateo Origins Only) (8661 ) (D) (8837) (D)
TABLE 13-5
FREEWAY OPERA nON
PM PEAK HOUR
-
-
-
-
-
-
-
-
-
-
-
-
-
-
Year 2000 High21Jay Capacity Manual Analysis Methodology
ComPiled I:J: Crane Transportation Group
-
-
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 13-20
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
Committed Road Improvements (to be in place by 2008)
The City of South San Francisco is currently completing constructlon on the final ramp
improvement project at the Oyster Point Boulevard interchange. The "hook ramps" project is
replacing the existing "scissors" off-ramp from southbound U.S.101 to Bayshore Boulevard with
a more conventional hook ramp terminating at a signalized intersection. A new on-ramp is
being constructed from Bayshore Boulevard to southbound U.S.101 from the same intersection.
The hook ramps will significantly improve access to and from southern Brisbane, and will divert
additional traffic from Bayshore Boulevard and Oyster Point Boulevard.
Additionally, intersection improvements are committed by the approved Bay West Cove
development project for the intersections of Bayshore Boulevard and Oyster Point Boulevard
(change the existing second westbound left turn lane to a through lane and re-stripe the
westbound through/right lane to a right turn lane), Veterans Road and Oyster Point Boulevard
(widen southbound Veterans Road to add a right turn lane and re-stripe the optional through/
left lane to an optional right/through/left lane), and Gateway Boulevard and East Grand
Avenue (re-stripe the existing northbound Gateway Boulevard shared through/right turn lane to
a right turn lane and re-stripe the existing eastbound Grand Avenue approach to provide a
separate right turn lane).
Based upon direction from the South San Francisco Public Works Department, these were the
only improvements to be assumed in place at study intersections by 2008. Figure 13-5 presents
year 2008 intersection geometries and control.
Approved Development Trip Generation
South San Francisco
Trip generation was estimated for approved developments in the project area (see Table
13-6). Information on approved developments was obtained from City of South San
Francisco staff. In addition, traffic from both Home Depot and Lowe's stores recently
proposed along Dubuque Avenue just south of the Oyster Point interchange was also
included in the analysis at direction of South San Francisco staff (see Table 13-7).
-
The traffic generation rates for approved development are based on the analysis
conducted for the Draft .supplemental Environmental Impact Report for the .south San Francisco
General Plan Amendment and Transportation Demand Management Ordinance (April 2001).
Traffic counts were conducted at existing office, R&D and hotel uses in the East of 101
area. The resulting peak hour traffic generation rates were somewhat lower than the
standard national averages reported in the Institute of Transportation Engineers Trip
Generation reference. In addition, all recently approved development in the East of 101
area is required to implement transportation demand management (TDM) measures to
reduce vehicle traffic. The analysis for the General Plan Amendment assumes that a
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 13-21
~+(I)
~~ ~r
Mill r SB 101
ramp
o~ ~t
~lk t~(I)
Grand r
-4 ~tt"t
,.
:to -L fR\
J~~~ i'~\lJ
r
J
-4 ~~ t t"t
-... 2-
,. 2
~l~ I~(I)
Mitchell
~~~t~
J
-V
,.
o
4
J~~~ L(I)
T
US 101 . Wonder-
NB Ramp. Color
J C;)
-4 ~~ttt
"4
:=(1)
r
om
=f i~ t
CI)
Not To Scale
~~
NORTH
. = Project
Site
"{l ~ .f (I)
Drivewa "'-;;tah
-4 ~~ttt
,. :;.
o
4
J~
J
-...
-...
-...
..{~ H~(I) EG:t $ (I)
E Grand '
~ ~~ ~ %+
-V -vi
~~~t
o
...,
-
-
+
~ A- fI\
~ .- \JIJ
'<:.r
-
-
-
C = Stop Sign
(I) = Signal
"11IIIII = Free Right Turn
-
-
~A-c
+ ~'T
-.-
-
-4
-V
Forbes
.....
~+
i3-
:::.
-
..
i+ll
+ g~
Cabot
+~ +
-
-
~
-.-
t A-Lj
:::. .-
E Grand
-
-
-4
-...
-
-
-
.....
~ CRANE TRANSPORTATION GROUP
Figure 13-5
Year 2008 Lane Geometries
and Intersection Control
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
TABLE 13-6 (PAGE 1 OF 2)
TRIP GENERATION OF APPROVED DEVELOPMENT
WITHIN SOUTH SAN FRANCISCO EAST OF 101 AREA
EXPECTED TO BE BUILT AND OCCUPIED BY 2008
(See References on the following page for the List of Studies
Providin Traffic Projections for Each Project)
RESULTANT PEAK HOUR TRIPS
Proiect Size AM Peak Hour PM Peak Hour
1.333 Oyster Point Blvd.
Office/R&D 315,444 SO.FT. 445 426
(replacing light industrial) (-94,990 SO. FT.) (-46) (- 52)
Net 399 374
2. East Jamie Court
Office/R&D 133,000 SO.FT. 188 180
3. Britannia East Grand
Office/R&D 783,530 SO. FT. 1,207 1,201
Retail 8,000 SO.FT.
Child Care 8.000 SO. FT.
Fitness Center 5,000 SO. FT.
(replacing light industrial) (-354,880 SO.FT), U1.Ql UW
Net 1,037 1,010
4. Genentech Building 5
33 R&D and 37 garage 125,000 SO.FT. 61 131
5. Genentech Building 31
Office/R&D 150,972 SO.FT. 234 225
6. Bay West Cove (part already
constructed)
Office 600,000 SO.FT. 1,623 1,636
Retail 10,000 SO.FT.
Restaurant 10,000 SO.FT.
Hotel 350 Rooms
7.180 Oyster Point
Office 105,000 SO.FT. 100 90
8. 200 Oyster Point
Office 155,000 SO.FT. 147 133
9. 345 East Grand
R&D 210,560 SO.FT. 124 115
(replacing warehouse uses) .L:l1l (- 45)
Net 93 Net 70
10.285 East Grand Ave.!
349 Allerton Ave. 122 111
Office/R&D
(replacing existing site uses) (- 38) (- 28)
Net 84 Net 83
Source: Crane Transportation Group.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-23
..
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
TABLE 13-6 (PAGE 2 OF 2)
-
REFERENCES
-
1.
333 Oyster Point Boulevard Office R&D Project
Draft EIR (Morehouse Associates) September 2004
Final EIR (Morehouse Associates) February 2005
-
2.
East Jamie Court Office R&D
Draft Initial Study and Mitigated Negative Declaration (Morehouse Associates) September 2002
-,
3.
Britannia East Grand Project (Fuller O'Brien Property)
Recirculation Draft EIR (Morehouse Associates) February 2002
-
4.
Genentech Site Access-Buildings 33 & 37
Evaluation of Building 33 and Mid Campus Parking Garage (Building 37) (Fehr & Peers)
December 2003
-
5.
Genentech Building 31-Administrative Draft
Initial Study and Mitigated Negative Declaration (Lamphier-Gregory /Fehr & Peers) February
2005
-
-
6. Bay West Cove Commercial Report
Supplemental EIR (Morehouse Associates) October 2002
-
7.,8. 180 and 200 Oyster Point Boulevard Office Projects
Draft Traffic Analysis Report (Hexagon Transportation Consultants) October 2001
-
9. Traffic Impact Report 345 East Grand Avenue
R&D Office Replacing Warehouse Use (Crane Transportation Group) November 2001
-
10. Traffic Impact Report 285 East Grand Avenue and 349 Allerton Avenue
R&D Office Replacing Existing Site Uses (Crane Transportation Group) July 2002
-
-
-
-
-
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 13-24
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
DAILY AM PEAK HOUR TRIPS PM PEAK HOUR TRIPS
2-Wav Trips Inbound Outbound Inbound Outbound
Use Size Rate Vol Rate Vol Rate Vol Rate Vol Rate Vol
Home 125,794 29.8 3750 .65 82 .55 69 1.15 145 1.30 164
Depot SO.FT. (40)
+ 25% Safety Factor 940 21 17 36 41
TOTAL 4690 103 86 181 205
TABLE 13-7
HOME DEPOT TRIP GENERATION
Trip Rate Source: Trip Generation, 7th Edition by the Institute of Transportation Engineers, 2003.
Compiled by: Crane Transportation Group.
DAILY AM PEAK HOUR TRIPS PM PEAK HOUR TRIPS
2-Wav Trips Inbound Outbound Inbound Outbound
Use Size Rate Vol Rate Vol Rate Vol Rate Vol Rate Vol
Lowe's 148,749 29.8 4434 .65 97 .55 82 1.15 171 1.30 193
SO.FT.
West 6,590 44.3 292 .72 5 .48 3 1.8 12 1.8 12
Marine SO.FT.
Bldg.-
North Area
Subtotal 4726 102 85 183 205
+ 25% Safety Factor 1182 26 21 46 51
Existing West Marine - NA* 2 0 14 12
Store (No Change)
TOTAL 5908** 130 106 243 268
LOWE'S PROJECT TRIP GENERATION
* NA = Not surveyed for daily trip generation.
** Does not include existing West Marine store.
Trip Rate Source: Lowe's: Trip Generatioll, 7th Edition by the Institute of Transportation Engineers, 2003; Specialty retail: Traffic
Generators, San Diego Association of Governments, 2002.
Compiled by: Crane Transportation Group.
AM PEAK HOUR TRIPS PM PEAK HOUR TRIPS
Use Inbound Outbound Inbound Outbound
Lowe's and West Marine Bldg. 130 106 243 268
Existing Site Uses (including West Marine Bldg.) - 42 - 37 -108 - 86
Net Change in Site Trip Generation +88 +69 +135 +182
LOWE'S SITE NET CHANGE IN TRIP GENERATION
LOWE'S & WEST MARINE BUILDING MINUS EXISTING SITE USES
Source: Crane Transportation Group.
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 13-25
..
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
moderate TDM program will reduce peak hour traffic generation by an additional 9.5 percent
compared to existing traffic generation rates.
-
Brisbane
Traffic generated by development expected to be completed in Brisbane by the year
2008 was projected using a two percent per year growth rate in traffic accessing South
San Francisco via Bayshore Boulevard.
-
-
Regional Traffic Growth on US 101
North and southbound AM and PM peak hour traffic on the U.S.lOl freeway not
associated with any on- or off-ramp in South San Francisco was projected to grow at a
straight line rate of one percent per year from 2005 to 2008.
-
Approved Development Trip Distribution
The estimated distribution of approved development traffic was based upon employee surveys
conducted for the East of 101 Area Plan Environmental Impact Report (Brady and Associates
with Barton Aschman Associates, January 1994). Inbound and outbound traffic generation from
each development was distributed according to the percentages shown in Table 13-8. Resultant
AM and PM peak hour year 2008 Base Case volumes are presented in Figures 13-6 and 13-7.
-
-
Year 2008 Base Case Intersection Operation
Table 13-1 shows that during the AM peak hour all analyzed intersections would be operating at
acceptable levels of service with year 2008 Base Case volumes, with three exceptions. The stop
sign controlled Allerton Avenue Approach to East Grand Avenue would be operating at LOS F
conditions. In addition, the signalized East Grand Avenue/Littlefield Road intersection would
be operating at LOS F conditions. Also, the Oyster Point Boulevard/Gateway
Boulevard/D.S.10l Southbound FIyover Off-Ramp intersection would be operating at LOS E.
Table 13-2 shows that during the PM peak hour all analyzed intersections would be operating
acceptably, with two exceptions. The stop sign controlled Allerton Avenue approach to East
Grand Avenue would be operating at LOS F conditions as would the signalized
Airport/ Gateway /Mitchell intersection.
-
-
-
-
-
The lack of a left turn lane on the eastbound East Grand Avenue approach to Allerton Avenue
would result in frequent extended queues behind a stopped vehicle waiting for a gap in
westbound traffic in order to make a left turn. Vehicles in the queue would then begin to pull
around the stopped vehicle. This would be a significant safety concern.
-
-
Year 2008 Base Case Intersection Signalization Needs
By 2008, both AM and PM peak hour Base Case volumes would be exceeding peak hour signal
warrant criteria levels at the Allerton Avenue/East Grand Avenue intersection.
.....
-
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 13-26
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
Di rection South San Francisco Development
Year 2005
US 101 North/San Francisco 29
US 101 South 48
South San Francisco (central area) 3
Daly City/Colma via Sister Cities Blvd. 8
Daly City/Colma via Guadalupe Parkway 0
Brisbane 7
Airport area via South Airport Blvd. 3
Local east of US 101 2
TOTAL 100%
Year 2020+
US 101 North/San Francisco 29
US 101 South 48
South San Francisco (central area) 2
Daly City/Colma via Sister Cities Blvd. 1
Daly City/Colma via Guadalupe Parkway 0
Daly City/Colma and South San Francisco (central area) 8
via Railroad Avenue Extension
Brisbane 7
Airport area via South Airport Blvd. 2
San Bruno/south via San Mateo Avenue 1
Local east of US 101 2
TOTAL 100%
TABLE 13-8
TRAFFIC DISTRIBUTION
Source: City of South San Francisco, Draft Supplemental Environmental Impact Report, South San Francisco General Plan
Amendment and Transportation Demand Management Ordinance, April 2001.
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 13-27
90 -L 45 50 J1 -L 25 0 ~\J-Lo 2 -Lo
25 .. 115 - 445 130 .. 45 0 <:: .... 9
a- - 390 0 o ~ ~. - 490 0 -465
39 53 .J l. .J l. <Il .J .. .J..l.
.J l. ,90 CIl , 120 l.~ Q. , 20 , 120
E Grand E Grand E Grand E Grand
81 J 660 J ::t~ t ,. o J ~ t ,. 35 J r-~t,.
i:U
1955 _ a- 60 75 1840 _ 50 0 5 1755 - ~ 45 5 560
1483- 0 70
.... ~
210.. 120 .. 90 .. 0:
249 East Grand EIR Traffic Study
542 :l:. -L 5
80 ::;.
.J .. o - 205
::. ,869
Mill r SB 101
Off ramp
110 .. ~ t
50 185
405 :l:. -L 111
J .. 1t1 i- 134
Grand , 281
195 J
299 _
90 ..
~ t ,.
30 290 224
875 :l:. -L 140
140 .. 280 ~'_ 335
.J l.::. , 320
J \J~ t ,.
a
_ g.210 200 36
()
.. <Il
~ -L 15
Cii_ 205
::!:
i:U,35
Mitchell
140 J
295 _
465 ..
-L 15
-5
,25
US 101 . Wonder-
NB Ramp. Color
790 J ~ ~ t ,.
50 - ::;. 75 5
520 .. ~ 240
480
105 I 25
.J t l.
..
-
- 320 1 ~-L6
5 1 (Ii'
, 25 .J .. l. ~ _ 155
Oster '<::,20
rn~ ,. Point J G)~ t ,.
1400 - g 130 60 100 -
c::
355 .. <D 675 _ ""240 30
CIl 10
485 ..
-
Not To Scale
. = Project ~~ -
Site NORTH
-
-
5 ..
0 -L8
0 :::..
3 0 (Ii - 140
.J .. l. ~ ,85
Forbes
16 J :l:.~ t ,.
610 _ 1ii'25 o 50
35 .. 8-
:::.
45 ~ -L 25
13 55 8- - 10
.J .. l. :::',7
Cabot
3 J ~ t ,.
8 - 20 60 20
7 ..
:l:.
1ii' -L 20
90 20 8-
.J l. :::. - 490
E Grand
200 J
2115 _
-
-
-
-
-
-
295
5 I 720
.J t l.
-L 90
-3
, 205
Utah
Drivewa
-
-
-
Figure 13-6
2008 Base Case (Without Project)
AM Peak Hour Volumes
~ CRANE TRANSPORTATION GROUP
-
416 ):. -L 5
60 :::;.
.J . o +- 300
4 .. 424
Miller SB 101
Offramp
146 . ~ t
111 402
510 ):. -L 313
150 I 326 ~'+- 334
.J t ~ 4.. 801
Grand
165 J
100 ~
100 .
~ t ~
95470 106
985 ):. -L 295
95 I 150 ~'+- 380
.J t ~ 4.. 1120
J "O~ t ~
~ ~ 125225180
C)
. C1l
~ -L 20
(D +- 715
;;:
ll:I.. 75
Mitchell
65 J
100 ~
355 .
-L 25
+- 15
.. 25
US 101 . Wonder-
NB Ramp. Color
475 J ~~ t ~
40 ~ :::;'265 20
220 . 2. 315
510
255 I 25
.J t ~
+- 1285 75 0 ~-L1
3 Q5'
.. 45 .J . ~ ~ +- 595
"<::.. 15
Oster
rn ~ ~ pOi~t J G)~ t ~
a. 465 25 c:
C1l 180 ~ ::::::465 25
'" 1
250 .
. = Project
Site
530
5 I 255
.J t ~
-L 255
+- 5
.. 865
Utah
t:J 285 -L 115 115 ..,., -L 40 0 ~ "0 -L 0 30 11 -Lo
15- -L 90 225. 50 +- 1615 50 . 15 0 o ~. ~. +- 1815 1
g- +- 1450 0 +- 1745
120 25 c: .J ~ ~ .J . .J.~
.J ~ ~ +- 2100 .. 450 '" .. 445 ~~ Q. .. 10 .. 350
E Grand E Grand E Grand E Grand E Grand
72J 190 J :r:~ t ~ 0 J ~ t ~ 5J c::~t~
ll:I
490 ~ a. 200 35 520 ~ 1 00 0 20 495~ ~ 55 1 115
460 ~ 0 55
.., "'"
75 . 10 . 60. C1l
Q
249 East Grand EIR Traffic Stud
Orivewa
16.
Not To Scale
~~
NORTH
t:J -L7
=>.
11 2 Cii +- 525
.J . ~ ~ .. 50
Forbes
3 J ):.~ t ~
215 ~ iS55 o 95
~
30 . :J
65 ~ -L 45
C1l
5 40 ~ +- 10
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10 ~ 10 40 25
30.
):.
is -L 15
190 20 ~
.J ~ :J +- 1905
E Grand
85 J
525~
- ~ CRANE TRANSPORTATION GROUP
Figure 13-7
2008 Base Case (Without Project)
PM Peak Hour Volumes
....
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
Year 2008 Base Case Vehicle Queuing
Table 13-3 shows that by year 2008, all three analyzed off-ramp intersections would have 95th
percentile off-ramp queues less than available storage during both the AM and PM peak traffic
hours. Maximum demand would be about 70 percent of available storage at the Miller Avenue
off-ramp, about 50 percent of available storage at the W ondercolor Lane off-ramp and about 25
percent of available storage at the Oyster Point Boulevard southbound flyover off-ramp.
Maximum demand at all three locations would occur during the AM peak hour.
-
-
-
All other 95th percentile queuing at the three analysis intersections would be within available
storage with the exception of the left turn lane on the eastbound Oyster Point Boulevard
approach to Gateway Boulevard, which would have a demand 10 feet longer than available
storage during the AM peak hour. The 50th percentile queue for this turn lane would be less
than the available 200-foot storage.
-
-
Year 2008 Base Case Freeway Operation
Tables 13-3 and 13-4 show that by 2008 with Base Case traffic the following freeway segments
would be experiencing LOS E or F operation.
-
-
AM PEAK HOUR
-
Southbound
Northbound
LOSF
LOSF
LOSE
North of the Oyster Point Boulevard interchange
South of the East Grand Avenue off-ramp
North of the East Grand Avenue off-ramp to the Oyster
Point Boulevard interchange
-
-
PM PEAK HOUR
Southbound LOS E
South of the Oyster Point Boulevard interchange to the
Produce/Airport off-ramp
North of Oyster Point Boulevard interchange
-
Northbound LOS E
-
Year 2008 Base Case (Without Project) Intersection Improvement Needs
East Grand Avenue/Allerton Avenue Intersection
-
· Prohibit left turns from Allerton Avenue to East Grand Avenue until the
intersection is signalized -or- cut back the hillside on the northeast corner of the
intersection to improve sight lines to/from the east to at least 400 feet.
-
· Stripe a left turn lane on the eastbound intersection approach. This will require
removal of parking on the south side of East Grand Avenue.
-
-
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED ErR
-
PAGE 13-30
CHAPTER 13: TRANSPORTATION AND CIRCULATION
. Signalize the intersection when warranted.
Resultant Operation:
AM Peak Hour: LOS B-12.1 seconds average vehicle delay
PM Peak Hour: LOS B-17.9 seconds average vehicle delay
East Grand Avenue/Littlefield Avenue Intersection
. Widen the northbound Littlefield Avenue approach to provide two intersection
approach lanes. Stripe as one exclusive right turn lane and a combined left/ through/
right turn lane.
Resultant Operation:
AM Peak Hour: LOS C-33.1 seconds average vehicle delay
South Airport Boulevard/Gateway Boulevard/Mitchell Avenue Intersection
. Add a second through lane to the westbound Mitchell Avenue approach.
Resultant Operation:
PM Peak Hour: LOS D-35.5 seconds average vehicle delay
Oyster Point Boulevard/Gateway Boulevard/U.S. 101 Southbound Flyover Off-Ramp
. There is no practical way to mitigate the unacceptable level of service.
Year 2020 Base Case
The year 2020 Base Case (without project) conditions include traffic generated by approved
development in the study area, traffic generated by project which are completed or under
construction and were not yet fully occupied, traffic generated by proposed projects, and traffic
generated by potential development of vacant or underutilized land in the study area.
This evaluation of year 2020 + conditions is based upon the Drcift Supplemental Environmental
Impact Report (.}EIR) for the .south San Francisco General Plan Amendment and Transportation Demand
Management Ordinance, April 2001 with updates to project descriptions and needed improvements
based upon a series of EIRs and traffic studies conducted over the past four years (see Table
13-5 reference list). The proposed project in the SEIR consists of a General Plan Amendment
and a Transportation Demand Management (TDM) Ordinance, and it includes a set of physical
street improvements as well as policies requiring TDM measures and traffic reduction at
employment sites. The program of street improvements and TDM measures is referred to
throughout this EIR chapter as the East ofl0l Transportation Improvements Plan (TIP).
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 13-31
...
CHAPTER 13: TRANSPORTATION AND CIRCULATION
General Plan Amendment Street Improvements
The East of 101 Transportation Improvements Plan includes a series of physical improvements that
would be implemented along with a TDM program approved by the City in order to mitigate
traffic impacts of the potential development of the East of 101 area. General Plan Policy 4.2-1-6
is amended to read as follows:
-
"4.2-1-6 Incorporate as part of the City's Capital Improvement Program (CIP)
needed intersection and roadway improvements to enhance mobility in
the East of 101 area."
The following improvements are included in the East of 101 TIP and are therefore assumed for
the Year 2020 + Baseline scenario (see Figure 13-8). In addition, supplemental mitigation needs
have been determined through more recent EIRs (listed in Table 13-5). South San Francisco
Planning staff have indicated that these supplemental measures have all been included as part of
Street Improvement program. Those measures are shown in italics in the following lists and have
been assumed in place for the year 2020 Base Case and Base Case + project evaluation.
-
-
· Airport Boulevard and Miller Avenue/U.S.101 Southbound Off-Ramp: Widen
the off-ramp and reconstruct retaining wall to provide a second left turn lane. Re-
stripe the existing off-ramp combined left/through/right turn lane as a through/
right turn lane.
-
-
· Airport Boulevard and Grand Avenue: Re-stripe the existing southbound Airport
Boulevard right turn lane as a shared through-right lane and re-stripe the southbound
shared through-left lane as a left turn lane. Widen eastbound Grand Avenue to add
two left turn lanes, re-stripe the eastbound shared through-left lane as a through lane
and the eastbound right turn lane as a shared through-right lane. Provide a third
westbound left turn lane.
-
-
-
· South Airport Boulevard and U.S.101 Northbound Hook Ramps/Wondercolor
Lane: Widen the northbound off-ramp approach at South Airport Boulevard to
provide a second right turn lane.
· Gateway Boulevard and East Grand Avenue: Add a second westbound left turn
lane on East Grand Avenue and a separate right turn lane on eastbound East Grand
Avenue. Re-stripe northbound Gateway Boulevard to provide one left, one through
and one right turn lane. Widen northbound Gatewqy Boulevard to provide a second right turn
lane.
-
-
· Harbor Way/Forbes Boulevard and East Grand Avenue: Widen westbound
Grand Avenue to provide one additional through lane and one additional left turn
lane. Widen eastbound Grand Avenue to provide one additional through lane.
Widen southbound Forbes Boulevard to provide one additional through lane and
change the existing shared through-right lane to a right turn only lane. Widen
-
-
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-32
-
~~ :;-(1)
. r
Miller S8 101
, Offramp
oJ ~t
If (I)
Grand r
j ~tt~t
--+-
T
),. L fi\
~~~~ if\JIJ
~~tt~t
g-
o
<ll
~A~ fE(I)
fMitchell
J
--+-
=t ~
)~
J
--+-
--+-
--+-
:::(1)
r
Not To Scale
~~
NORTH
. = Project
Site
~~~~ -i- (I)
Orivewa . -f;;tah
~ ~t~t
o
::.
~ -0 4(1)
<::a~
~~lac'
E Grand
~ ~~
T
+I~(I)
Oster r
Point
.=t ~ ~~ ~
,.
C = Stop Sign
(I) = Signal
~ = Free Right Turn
~J... C
+IT
......
-4
T
Forbes
...L
~+
a
:)
+'tll
Cabot
+~ +
.4
......
~ J... (I)
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E Grand
J
--+-
--+-
+ ~(I)
E Grand r
,
J
--+-
--+-
T
t+t
a5'
~
i:5:
~ CRANE TRANSPORTATION GROUP
Figure 13-8
Year 2020 Lane Geometries
and Intersection Control
...,
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
northbound Harbor Way to provide one additional through lane, one right turn lane
and change the existing shared through-right lane to a through lane.
-
· South Airport Boulevard and Utah Avenue: Widen southbound Airport
Boulevard to provide a second left turn lane and re-stripe one northbound through
lane to provide a shared through/right turn lane (in addition to the existing exclusive
right turn lane).
-
-
· Airport Boulevard and San Mateo Avenue: Widen westbound South Airport
Boulevard to provide one additional left turn lane, and re-stripe the existing shared
through-left lane as a left turn lane for a total of three left turn lanes, one through
lane and one right turn lane. Re-stripe southbound Airport Boulevard to provide one lift turn
lane} two through lanes and one shared through-right turn lane.
-
-
· South Airport Boulevard/Gateway Boulevard and Mitchell Avenue: Widen
eastbound South Airport Boulevard to provide one additional right turn lane and re-
stripe the existing shared through right lane as a through lane. (total four-lane
approach) Widen westbound Mitchell Avenue to provide two additional through
lanes and a right turn lane. Widen southbound Gateway Boulevard to provide one
additional right turn lane, and change the existing shared through-right lane to a right
turn lane. Re-stnpe the northbound approach on South Airport Boulevard to provide one shared
right-through lane and one right turn lane.
-
-
-
· Oyster Point Boulevard/Gateway Boulevard/Southbound Flyover Off-Ramp:
Widen eastbound Oyster Point approach to provide one left turn lane, three through
lanes and one right turn lane.
-
-
· Allerton Avenue and East Grand Avenue: Signalize the intersection. Widen
eastbound East Grand A venue to provide a left turn lane in addition to the two
through lanes.
-
· Littlefield Avenue and East Grand Avenue: Widen northbound Littlefield
Avenue to provide one shared left/through/right lane and one right turn lane.
Widen East Grand Avenue to provide a third eastbound through lane.
-
· Eccles Avenue and Oyster Point Boulevard: Remove the median and widen the
east side of Eccles Avenue to provide two left turn lanes and an exclusive right turn
lane on the northbound approach.
-
-
· Gull Drive and Oyster Point Boulevard: Widen northbound Gull Drive to
provide two left turn lanes and one shared through-right turn lane.
· Railroad Avenue: Construct a four-lane road within the Union Pacific Railroad
right-of-way between Linden Avenue and Gateway Boulevard.
-
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EJR
-
PAGE 13-34
CHAPTER 13: TRANSPORTATION AND CIRCULATION
. Harbor Way: Widen to four lanes between Grand Avenue and Mitchell Avenue.
. Mitchell Avenue: Widen to four lanes between Gateway Boulevard and Harbor
Way.
Potential Development
South San Francisco
The City of South San Francisco identified several projects east of U.S.101 that have
been proposed, but are not yet approved for construction. Additionally, there are parcels
that are known to have development potential for which no development applications
have been filed. These projects are included in the Traffic Impact Fee Study for the East
of 101 area as well as in this study for the Year 2020+ scenario.
The East of 101 TIP would require developers to implement TDM policies in order to
achieve the densities and development levels represented in the Year 2020+ scenario.
The analysis in the SEIR for the East of 101 TIP assumes that the TDM program
approved by the City will reduce peak hour traffic generation by 9.5 percent compared to
existing traffic generation rates.
Table 13-9 presents the list of future developments used in preparation of year 2020
traffic modeling projections as part of the 2001 traffic impact fee study. As previously
detailed, these projections have been updated based upon changed development
proposals evaluated in subsequent EIRs.
Brisbane
The current planning for the City of Brisbane assumes that the maXImum level of
Baylands development that could be accommodated without major transportation
infrastructure improvements would range from one million square feet of high trip-
generating uses to 4.2 million square feet of low trip-generating uses. This traffic
operations analysis is based on the most conservative scenario considered in the
Brisbane General Plan EIR, which would include 4.2 million square feet of development
with high generating uses. This scenario would have higher traffic generation than any of
the Baylands development scenarios currently assumed by the City of Brisbane. The
specific land uses assumed for the Baylands subarea were not documented, so the land
uses shown in Table 13-10 were assumed for this study.
Year 2020 Base Case Volumes
Year 2020 AM and PM peak hour Base Case (without project) volumes are presented in Figures
13-9 and 13-10.
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 13-35
CHAPTER 13: TRANSPORTATION AND CIRCULATION
TABLE 13.9
SOUTH SAN FRANCISCO PROPOSED AND POTENTIAL DEVELOPMENT
TRAFFIC GENERATION EAST OF 101 FREEWAY 2000.2020)
AM PEAK HOUR PM PEAK HOUR
Project Status Size Land Use Rate Trips Rate Trips
Gateway NE Potential 315,710 SF Office 0.95 300 0.86 271
Existing -140,760 SF Lt. Industrial 0.48 -67 0.54 -76
Trammel Crow Potential 273,580 SF Office 0.95 260 0.86 235
Potential 11,400 SF Commercial 0.93 10 3.39 39
Potential 65 Rooms Hotel 0.27 18 0.19 13
Existing -94,990 SF Lt. Industrial 0.48 -46 0.54 -52
Oyster Point Marina Potential 3,250 SF Commercial 0.93 3 3.39 11
Potential 78,090 SF Office 0.95 74 0.86 67
Potential 20 Rooms Hotel 0.27 5 0.19 4
pt. Grand Potential 2,110SF Commercial 0.93 2 3.39 7
Potential 15 Rooms Hotel 0.27 4 0.19 3
Pt. Grand Harbor Way Potential 400,000 SF Office 0.95 380 0.86 344
Potential 23,750 SF Commercial 0.93 23 3.39 81
Potential 135 Rooms Hotel 0.27 36 0.19 26
Existing -197,880 SF Lt. Industrial 0.48 -95 0.54 -107
Forbes Area Potential 750,690 SF Office 0.95 713 0.86 645
Potential 279,790 SF R&D 0.59 165 0.54 151
Potential 10,590 SF Commercial 0.93 10 3.39 36
Potential 60 Rooms Hotel 0.27 16 0.19 11
Existing -366,300 SF Lt. Industrial 0.48 -176 0.54 -198
Eccles Area Potential 2,178,840 SF Office 0.95 2069 0.86 1874
Potential 90,790 SF Commercial 0.93 85 3.39 308
Potential 520 Rooms Hotel 0.27 140 0.19 99
Existing -799,410 SF Lt. Industrial 0.48 -384 0.54 -432
MRF Area Potential 35,130 SF R&D 0.59 21 0.54 19
Existing -17,570 SF Lt. Industrial 0.48 -8 0.54 -9
Genentech Potential 686,630 SF R&D 0.59 405 0.54 371
Grandview Area Potential 737,900 SF Office 0.95 701 0.86 634
Potential 30,750 SF Commercial 0.93 29 3.39 104
Potential 175 Rooms Hotel 0.27 47 0.19 34
Existing -329,530 SF Lt. Industrial 0.48 -158 0.54 -178
Dubuque Area Potential 794,580 SF Office 0.95 755 0.86 683
Potential 36,100 SF Commercial 0.93 34 3.39 123
Potential 135 Rooms Hotel 0.27 36 0.19 26
Existing -21,830 SF Lt. Industrial 0.48 -10 0.54 -11
SUBTOTALS Proposed 0 0
Potential 6341 6215
Existing -944 -1063
TOTAL 5397 5152
Note: Trip generation rates for proposed and potential projects were reduced by 19% to reflect a 45% alternative mode usage as
presented in the East of 101 Area Plan (April 2001).
Sources: City of South San Francisco, Draft Supplemental Environmental Impact Report, South San Francisco General Plan
Amendment and Transportation Demand Management Ordinance, April 2001.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-36
...
-
-
-
-
-
-
-
-
-.
CHAPTER 13: TRANSPORTATION AND CIRCULATION
TABLE 13-10
BRISBANE
POTENTIAL DEVELOPMENT TRAFFIC GENERATION
(2000-2020)
AM PEAK HOUR PM PEAK HOUR
Plannina Subarea Size Land Use Rate Trios Rate Trips
1. Sierra Point 42,000 SF Retail 0.67 28 2.93 123
1,646,990 SF Office 1.56 2,569 1.49 2,454
1,100 Rooms Hotel 0.67 737 0.76 836
8,000 SF Restaurant 3.32 26 4.78 39
2. Southeast Bayshore N/A N/A N/A 0 N/A 0
3. Southwest Bayshore 35,000 SF Retail 0.67 23 2.93 102
3,500 SF Office 1.40 5 1.32 5
66,500 SF Trade Comm. 0.98 65 1.24 82
4. Brisbane Acres 210 Units SF Residential 0.74 156 1.01 213
5. Central Brisbane 139 Units SF Residential 0.74 102 1.01 140
16 Units Townhouse 0.44 7 0.55 9
6. Owl/Buckeye Canyons N/A N/A N/A 0 N/A 0
7. Quarry N/A N/A N/A 0 N/A 0
8. Crocker Park 2,500 SF Health Club 0.12 0 1.70 5
2,500 SF Retail Outlet 0.36 1 2.14 5
3,000 SF Restaurant 3.32 10 4.78 15
120,140 SF Trade Comm. 0.98 117 1.24 149
9. Northeast Ridge 87 Units SF Residential 0.74 65 1.01 88
268 Units Townhouse 0.44 118 0.55 147
214 Units Condo/Apts. 0.67 143 0.82 176
10. Northwest Bayshore 228,000 SF Trade Comm. 0.98 224 1.24 283
11. Northeast Bayshore N/A N/A N/A 0 N/A 0
12. Baylands(1) 2,000,000 SF Retail 0.77 1,540 3.34 6,680
500,000 SF Office 1.40 700 1.32 660
690,000 SF R&D/Educ. 1.07 738 0.94 649
75,000 SF Restaurant 3.32 250 4.78 359
2,000 Rooms Hotel 0.67 1,340 0.76 1,520
(app. 1 mil. SF)
SUBTOTAL 4,200,000 SF 4,568 9,868
13. Candlestick Cove N/A N/A N/A 0 N/A 0
TOTALS 8,964 14,739
N/ A = No net additional development planned.
(1) Baylands land uses shown are estimated land uses to match maximum high generating traffic increment reported in General
Plan EIR traffic analysis. The range of development currently considered feasible by the City of Brisbane would be one million
SF of high traffic generating uses to 4.2 million SF of low traffic generating uses.
Sources: City of Brisbane 1994 General Plan EIR; CCS Planning and Engineering, Inc.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-37
60
.J
555
103 t ~ t
35 270
415 ):. -L 106
~o + 1~9 i+- 151
Grand .. 276
530 J
395 -.
90 t
~ t ~
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115 I 235~' +- 238
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US 101 . Wonder-
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-
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6 1424
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49 93 t:: I..
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E Grand E Grand E Grand E Grand E Grand
101 J 1385 J ::r:~ t ~ oJ ~ t ~ 35 J r- ~ t ~
III
1706-. a- 70 299 1860 -. 50 0 5 1700 -. ~ 12 5 1099
2074 -. 0 940
...., ""
225 t 170 t 99 t (!)
Q
249 East Grand EIR Traffic Study
Drivewa
5 t
~ CRANE TRANSPORTATION GROUP
Figure 13-9
Year 2020 Base Case (Without Project)
AM Peak Hour Volumes
-
-
-
-
536 ~t..5
55 :::;.
.J ~ o 1- 295
4 , 930
Miller SB 101
Offramp
136 -. ~ t
105 401
505 ~ t.. 231
S;;O ~ ~ i1- 392
Grand ' 797
455 J
127 --.
100 -.
~ t ,.
95 480 100
1085 ~ t.. 410
l' ~ l:0 i1- 233
, 2083
t ,.
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~ t.. 90
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::;;
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74 J
159 --.
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t.. 27
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686 J ~ ~ t ,.
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547 -. g, 400
550
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3 (ii'
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Oster
111 ~ ,. Point J G)~ t ,.
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290 -. (J) 230 --. :::::: 741 33
(r) 3
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. = Project
Site
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t.. 310
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NORTH
CJ t..7
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i}
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91 J
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III
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672 --. 0 280
-. .... "'"
80 -. 15 -. 49 -. (J)
Q
249 East Grand EIR Traffic Stud
20 -.
- ~ CRANE TRANSPORTATION GROUP
Figure 13-10
Year 2020 Base Case (Without Project)
PM Peak Hour Volumes
-
CHAPTER 13 : TRANSPORTATION AND CIRCULATION
-
Year 2020 Base Case Intersection Level of Service
-
Tables 13-1 and 13-2 show that with Base Case volumes and all programmed improvements, 16
of the 17 analyzed intersections would experience acceptable operation during both the AM and
PM peak hours. The same intersection would be experiencing unacceptable operation during
both time periods.
-
AM & PM Peak Hour
-
Oyster Point Boulevard/Gateway Boulevard/U.S.lOl Southbound FIyover Off-Ramp:
LOSF
-
Year 2020 Base Case Intersection Signalization Needs
By 2020 no remaining unsignalized intersections evaluated in this study would have AM or PM
peak hour Base Case volumes exceeding peak hour signal warrant criteria levels.
-
-
Year 2020 Base Case Vehicle Queuing
Table 13-11 shows that by the year 2020, the 95th percentile off-ramp queue would exceed
available storage on the V.S.lOl northbound off-ramp approach to the South Airport
Boulevard/Wondercolor Lane intersection during the AM peak hour (with a demand about 360
feet greater than the available storage to be provided after planned improvements at this
location). This result assumes signal timing to optimal level of service at the intersection and not
to clear off-ramp traffic. Ninety-fifth percentile off-ramp queues at the Miller Avenue and
Oyster Point Boulevard intersections would be less than available storage during the AM and
PM peak hours for the 2020 horizon (using about 70 percent of storage on the Miller Avenue
southbound off-ramp and 30 percent of storage on the Oyster Point Boulevard southbound
flyover off-ramp).
-
-
-
-
All other 95th percentile queuing at the three analysis intersections would be within available
storage with the exceptions of the left turn lane on the City controlled eastbound Oyster Point
Boulevard approach to Gateway Boulevard (which would have a demand 1 SO feet longer than
available storage during the AM peak hour) and the left turn lane on the City controlled
westbound Oyster Point Boulevard approach to Gateway Boulevard (which would have a
demand 20 feet longer than available storage during the PM peak hour). The 50th percentile
queue for the eastbound left turn lane would also be longer than available storage (a 270-foot
AM peak hour queue in the 200-foot-Iong eastbound Oyster Point Boulevard left turn).
However, the 50th percentile queue in the westbound left turn lane during the PM peak hour
would be less than available storage (a 90-foot PM peak hour queue in the 125-foot-Iong
westbound Oyster Point Boulevard left turn lane).
-
-
-
-
-
-
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 13-40
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-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
Improvements to Offset Year 2020+ Base Case (Without Project) Unacceptable
Operation
-
South Airport Boulevard/U.S.101 Northbound Ramps/Wondercolor Lane
· Signal phasing adjustments would be able to reduce the 95th percentile northbound
queue to within acceptable limits during the AM peak hour while maintaining an
acceptable level of service.
-
-
Resultant AM Peak Hour Operation
-
AM Peak Hour: LOS D-47.3 seconds average vehicle delay, 1,620 feet of 95th
percentile off-ramp vehicle storage demand (with 1,675 feet of available storage)
-
Oyster Point Boulevard/Gateway Boulevard/U.S.101 Southbound Flyover Off-
Ramp
No feasible physical improvements beyond those included in the East of 101 TIP and in
subsequent EIRs in the East of 101 area have been identified for the one intersection
exceeding the City's level of service standard that also has 50th percentile vehicle
queuing exceeding available City required storage in the Oyster Point Boulevard
eastbound left turn pocket during the AM peak traffic hour. The following General Plan
policies and their related programs would mitigate the Probable Future impacts at the
intersection of Gateway Boulevard/Oyster Point Boulevard/U.S.101 Southbound
Flyover Off-Ramp:
-
-
-
Accept LOS E or F after finding that:
-
· There is no practical and feasible way to mitigate the lower level of service; and
-
· The uses resulting in the poorer than acceptable level of service are of clear, overall
public benefit.
The East of 101 TIP will require all new development to implement a TDM and traffic
monitoring program in order to achieve the maximum development densities.
-
-
-
-
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 13-42
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
13.3 IMPACT ANALYSIS
STANDARDS OF SIGNIFICANCE
The following thresholds for measuring a Project's aesthetic impacts are based upon CEQA
Guidelines thresholds:
Project impacts would be significant if they result in any of the following conditions:
1. The project would exceed 100 net new peak hour trips on the local roadway system.
2. Signalized intersection operation would change from LOS A, B, C or D to LOS E or F.
3. Movements or approaches at un signalized intersections would change from LOS A, B,
C, D or E to LOS F.
4. Project traffic would increase Base Case volumes at an unsignalized intersection to meet
peak hour signal warrant criteria levels.
S. The proposed project would increase traffic entering an intersection by two percent or
more with a signalized or all-way stop operation already at a Base Case LOS E or F, or
when the intersection is side street stop sign controlled and already operating at LOS F.
6. The proposed project would increase traffic entering an unsignalized intersection by two
percent or more with Base Case traffic levels already exceeding signal warrant criteria
levels.
7. Project traffic would degrade operation of the U.S.l0l freeway from LOS E to LOS F,
or would increase volumes by more than one percent on a freeway segment with Base
Case LOS F operation.
8. The proposed project would increase Base Case 50th percentile vehicle queuing between
intersections to unacceptable lengths, or, if Base Case 50th percentile queuing between
intersections was already greater than available storage, the project would increase
queuing volumes by two percent or more (City of South San Francisco criteria for City
controlled intersection approaches).
9. The proposed project would increase acceptable Base Case 95th percentile vehicle
queuing between intersections to unacceptable lengths, or, if Base Case 95th percentile
queuing between intersections was already greater than available storage, the project
would increase queuing volumes by two percent or more (Caltrans criteria).
10. The project worsens traffic, pedestrian or bicycle safety.
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 13-43
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
11. The project would not provide City code required parking.
-
PROJECT TRIP GENERATION
Table 13-12 shows that a total of 540,000 square feet of research and development or office
uses would be likely to generate 664 inbound and 92 outbound trips during the AM peak hour,
with 124 inbound and 605 outbound trips during the PM peak hour. This assumes a 9.5 percent
reduction in peak hour trips due to a moderate TDM program and assumed office rather than
R&D uses to provide a conservative analysis, as office trip generation has been found to be
higher than from R&D uses. Table 13-13 presents the projected trip generation from the
Georgia Pacific manufacturing plant that was associated with the 249 East Grand Avenue site up
to the middle of 2004. As shown in Table 13-14, after elimination of those trips associated with
existing uses on the project site, the net increase in traffic due to total site redevelopment would
be about 515 two-way trips during the AM peak hour and 485 two-way trips during the PM peak
hour.
-
.-
-
-
PROJECT TRIP DISTRIBUTION
Project traffic was distributed to the subregional roadway network based upon East of 101
development traffic patterns contained in the April 2001 Draft SEIR for the South San
Francisco General Plan Amendment and Transportation Demand Ordinance (see Table 13-7).
Overall, about 62 percent of project traffic should be destined to/from south and southwest of
the site, with 38 percent destined to/from the north and northwest. However, it is likely that
project drivers destined to/from the V.S.l0l freeway either north or south would choose to
access the freeway via several routes and interchanges. AM and PM peak hour project traffic is
shown distributed to the local roadway network in Figures 13-11 and 13-12. Figures 13-13 and
13-14 present resultant year 2008 AM and PM peak hour Base Case + project volumes, while
Figures 13-15 and 13-16 present resultant year 2020 AM and PM peak hour Base Case + project
volumes.
-
-
-
-
-
PROJECT IMPACTS
Impact 13-1
Trip Generation Exceeds 100 Trips During Peak Hours. The Project
would generate more than 100 net new trips during the AM and PM peak
hours (515 trips during the AM peak hour and 485 trips during the PM peak
hour, if allowing for the reduction in traffic from the former Georgia Pacific
manufacturing use) or 756 trips during the AM peak hour and 729 trips
during the PM peak hour if assuming all site trip generation is new (see
Tables 13-11, 13-12 and 13-13). The San Mateo City/County Association of
Governments (C/CAG) Agency Guidelines for the implementation of the
2003 Draft Congestion Management Program ("C/CAG Guidelines")
specific that local jurisdictions must ensure that the developer and/or tenants
-
-
-
-
-
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED E I R
PAGE 13-44
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249 East Grand EIR Traffic Study
~ CRANE TRANSPORTATION GROUP
Figure 13-11
AM Peak Hour
Project Increment
-
t::J
::l.
0 4 +- 89 Q5
4. ~
'<::
Miller S8 101
Offramp ~ G)~ ,.
~ t ~ 31
30 t::
1 1 iii .. ::::: 89 2
V>
):. -L2
4 :::;.
~ -g +- 12
Grand 4 . 4 Not To Scale
,. . = Project ~~
3 -+- NORTH
1 Site
-L 42 ~ -L6 t::J
11 +- 120 ::l. "'1:l -L 5
g +- 322 407 6 ~ o. +- 31
~ . 160 ~ V> . 109 ~ ~~ ~ +- 30 . 30
E Grand E Grand E Grand E Grand E Grand
,. it ,. 67 J ~ ,.
8 -+- 3 66 -+- a. 4 -+- t
4 4 -+- :::!: 6 5
0 6 CD
..., .. ""
CD
is:
249 East Grand EIR Traffic Stud
):.
:::;.
-g +- 12
4
. 222
2 -+-
160 +- 74
~
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1J t ,.
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0
4
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C%r
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4
8
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Utah
,.
4
o
4
- ~ CRANE TRANSPORTATION GROUP
Figure 13-12
PM Peak Hour
Project Increment
):,. -L 5 ~-L6
:::;. ~ 334 1
o ~ 205 5 1 ~.
4 " 889 " 25 .J .. L. ~ ~ 155
'" " 23
SB 101 Oster
fframp 1l1~ ~ Point j f?~ t ~
~ t 8 134 60 100
CD 675 ~ :::::254 30
50 185 C/) 10
655 .
544
80
~ ..
112 .
410 ):,. -L 111
75 I 1063 ~.~ 137
.J .. L. 4" 281
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195 j
308 ~
90 .
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30 290 230
875 ):,. -L 140
140 I 280 ~.~ 337
.J .. L. 4" 354
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146 j
302
465 .
480
105 I 25
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50
566 .
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Wonder-
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4
. = Project
Site
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-
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~~
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E Grand E Grand E Grand E Grand
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249 East Grand EIR Traffic Study
-
-
-
~ CRANE TRANSPORTATION GROUP
Figure 13-13
2008 Base Case + Project
AM Peak Hour Volumes
-
tJ 285 -L 157 115 " -L 46 0 ~\J-L5 11 -Lo
~ -L 90 225. 61 ~ 1735 50 . 16 0 407 <::' .., 30 1
a- ~ 1772 6 (I) 0. ~ 1845 ~ 1776
120 25 c: .J l. l. (I) .J . ;;: (I) .J.l.
.J l. ~ ~ 2220 .- 610 CJ) .- 554 l.~ Q .- 10 .- 380
E Grand E Grand E Grand E Grand E Grand
nJ 190 J ::r:~ t ~ 67 J ~ t ~ 5J r-~ t ~
tl:>
556 _ a- 200 39 524 - 1 00 0 20 499_ ~ 61 1 120
468 - 0 55
.... ::>>
75 t 10 t 66 t (I)
15:
249 East Grand EIR Traffic Stud
416
60
.J
146, ~ t
112 403
510 :t. -L 315
150 I 330 ~.~ 346
.J t l. ;:j. -L 805
Grand "
165 J
103 -
100 ,
~ t ~
95470 107
985 :t. -L 295
95 I 150 ~.~ 392
.J t l. ;:j..- 1342
135
187
205
J \J~ t ~
_ ~ 125225180
()
, (I)
~ -L 20
(D ~ 789
;;:
tl:>.- 75
Mitchell
66 J
101
355 ,
-L 25
~ 15
.- 25
US 101 . Wonder-
NB Ramp' Color
479 J ~~ t ~
40 - :::;'265 20
228 ,2. 315
510
255 I 25
.J t l.
tJ
~ 1374 75 0 :::!-L1
3 CJ5'
.- 45 .J .~ ~ ~ 595
'" .- 15
Oster
470 - rn ~ ~ pOi~t J G)~ t ~
Q 496 25 c:
155, (I) 180 _ ::::: 554 27
CJ) 1
280 t
. = Project
Site
Not To Scale
~~
NORTH
tJ -L7
:::!.
11 2 CJ5 ~ 555
.J . l. ~ .- 80
Forbes
3 J :t.~ t ~
215 - &80 o 190
~
39 , ::J
65 ~ -L 45
44 40 ~~ 10
.J . l. ::J.- 25
Cabot
130 J ~ t ~
10 _ 19 40 25
96,
:t.
& -L 15
250 26 ~
.J l. :;, ~ 1906
E Grand
94 J
525-
530
5 I 263
.J t l.
Orivewa
16 t
~ CRANE TRANSPORTATION GROUP
Figure 13-14
2008 Base Case + Project
PM Peak Hour Volumes
557
60
.J ~
Miller
105.. ~ t
35 270
415 ):. -L 106
~O ~ 1~1 i'+- 154
Grand t 276
530 j
404 -+
90 ..
~ t ~
25 305 224
785 ):. -L 255
115 ~ 235 ~'+- 240
.J ~ ~ t 675
85
235
135
j lJ~ t ~
Cl
-+ g.195 40 665
.. 2
~ -L 40
(j!' +- 550
~
nJ t 40
Mitchell
135 j
520 -+
420 ..
-L 16
+- 5
t 27
US 101 . Wonder-
NB Ramp. Color
1705 J ~ ~ t ~
55 -+ ::;'100 5
1350.. g, 345
605
120 I 30
.J t ~
+- 625 50 1 ~-L6
1 <a
t 30 .J ~ ~ ~ +- 225
Oster '<::: t 25
fl1~ ~ Point j G)~ t ~
1900 -+ 8 175 65 335
c:
610.. CD 710 -+ :::::: 420 40
(J) 10
720..
. = Project
Site
510
6 1470
~ ~ ~
-L 115
+- 5
t 215
Utah
Drivewa
5 ..
-L 50 255 "r1 -L 20 0 ~ lJ -L 20 920 -Lo
0
49 93 +- 580 215 ~ 50 a- +- 485 62 4 ~. ~. +- 630 +-615
.J ~ Q) .J ~ .J+~
~ ~ t 140 (J) t 270 ~~ Q. t 20 t 80
E Grand E Grand E Grand E Grand
101 j 1385 j ::t~ t ~ 362 j ~ t ~ 35 J r-~t~
nJ
2055 -+ a- 70 325 1880 -+ 50 0 5 1720 -+ ~ 45 51125
2113 -+ 0 940
.., ~
225 .. 170.. 100 .. a:
249 East Grand EIR Traffic Study
Not To Scale
~~
NORTH
0 -L 10
::..
4 1 <a +- 190
.J + ~ ~ t 265
Forbes
20 j ):.~ t ~
710 -+ a5'30 1 65
@-
75 .. ::J
50 ~ -L 25
225 55 @- +- 16
.J + ~ ::J t 10
Cabot
25 j ~ t ~
10 -+ 65 60 20
20..
):.
a5' -L 20
100 20 @-
.J ~ ::J +- 515
E Grand
250 j
2610 -+
~ CRANE TRANSPORTATION GROUP
Figure 13-15
Year 2020 (With Project)
AM Peak Hour Volumes
..
-
...
-
-
-
-
-
-,
-
--
-
-
-
-
-
-
-
-
536 :t:. -L 5
55 :::;.
.J .. o - 295
=1. -t 934
Miller S8 101
Offramp
136 t ~ t
1 06 402
505 :t:. -L 233
560 I 541 ~'- 404
.J t ~ =1. -t 801
Grand
455 J
130 -.
100 t
~ t ~
95480 101
-
t ~
40 195
1085 :t:. -L 410
105 I 180 ~'- 245
.J t ~ =1. -t 2305
~ -L 90
CD - 1810
~
III -t 80
Mitchell
75 J
160 -.
375 t
-L27
- 16
-t 27
US 101 . Wonder-
N8 Ramp. Color
690 J ~ ~ t ~
40 -. :::;'315 22
555 t g, 400
550
145 I 27
.J t ~
_ 1855 280 5 ~-L1
3 Q;
-t 45 .J .. ~ ~ _ 680
'<: -t 25
Oster
111~ ~ Point J (j)~ t ~
8. 590 30 65 <::
Cll 230 -. ::::: 830 35
(I) 3
375 t
. = Project
Site
660
5 I 465
.J t ~
-L 310
-5
-t 930
Utah
Orivewa
5 J C/)~ t ~
1 -. ~ 20 200
o 420
20 t =1.
Not To Scale
~~
NORTH
tJ -L7
:;:,.
11 2 Q3 - 625
.J .. ~ ~ -t 85
Forbes
3 J :t:.~ t ~
255 -. i5'85 o 195
~
45 t ::J
65
45 45
.J .. ~
130 J
10 -.
100 t
250 20
.J ~
100 J
1090 -.
:t:. -L 50
i5'
~- 10
::J -t 25
Cabot
~ t ~
20 45 25
:t:.
~ -L 20
o
::J _ 1950
E Grand
tJ 455
i5--L115 235.. 45
- 145 40 <:: .J ~
~ ~ ~ - 2390
E Grand
92 J
680 -. 110
-L 150 1065 'J1 -L 30 0 ~ "tJ -L 5 30 11 -Lo
- 1805 ~5 .. 15 0 407 6 Q3' O. - 1850 1 _ 1750
a. - 1425
-t 640 ~ Cll .J .. ~~ ~ -t 15 .J..~
(I) -t 870 -t 400
E Grand E Grand E Grand E Grand
370 J :t~ t ~ 67 J ~ t ~ 5J r- ~ t ~
III
640 -. a. 255 140 725 -. 1 00 0 25 690 -. ~ 65 1 500
0 280
'" 55 t ""
80 t 15 t Cll
Q
249 East Grand EIR Traffic Stud
- ~ CRANE TRANSPORTATION GROUP
Figure 13-16
Year 2020 (With Project)
PM Peak Hour Volumes
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
will mitigate all new peak hour trips (including the first 1 00 trips) projected to
be generated by the development. This would be a significant impact.
-
Impact 13-1
PROJECT IMPACTS
-
Mitigation
Measure 13-1
Impact 13-2
Trip Generation Exceeds 100 Trips During Peak Hours. The Project
would generate more than 100 net new trips during the AM and PM peak
hours (515 trips during the AM peak hour and 485 trips during the PM peak
hour, if allowing for the reduction in traffic from the former Georgia Pacific
manufacturing use) or 756 trips during the AM peak hour and 729 trips
during the PM peak hour if assuming all site trip generation is new (see
Tables 13-12, 13-13 and 13-14). The San Mateo City/County Association of
Governments (C/CAG) Agency Guidelines for the implementation of the
2003 Draft Congestion Management Program ("C/CAG Guidelines")
specify that local jurisdictions must ensure that the developer and/or tenants
will mitigate all new peak hour trips (including the first 1 00 trips) projected to
be generated by the development. This would be a significant impact.
-
-
-
.-
-
Transportation Demand Management Program. The project sponsors
shall implement a Transportation Demand Management (fDM) program
consistent with the City of South San Francisco Zoning Ordinance Chapter
20.120 Transportation Demand Management, and acceptable to C/CAG.
These programs, once implemented, must be ongoing for the occupied life
of the development. The C/CAG guidelines specify the number of trips that
may be credited for each TDM measure. Appendix Table B-5 outlines
TDM programs that can generate trip credits to offset the 515 total AM peak
hour and 485 PM peak hour trips generated by the project. This would
reduce the Project's impact to a less than significant level.
-
-
-
-
Year 2008 U.S. 101 Freeway Impacts. Tables 13-4 and 13-5 show that the
addition of traffic generated by approved development in South San
Francisco (year 2008 Base Case without project conditions) would cause two
freeway segments to operate at LOS F (both during the AM peak hour). The
project would increase volumes by more than one percent on both of these
segments (AM peak hour-southbound: north of the Oyster Point interchange
and northbound: south of the East Grand Avenue off-ramp). In addition,
project traffic would result in one segment of the freeway changing from
LOS E to LOS F operation (PM peak hour-northbound: north of the Oyster
Point interchange). These would be significant impacts.
-
-
-
-
-
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 13-52
-
Mitigation
Measure 13-2
CHAPTER 13: TRANSPORTATION AND CIRCULATION
Transportation Demand Management Program. The project sponsors
shall implement a Transportation Demand Management (TDM) program to
minimize potential increase in freeway traffic. The TDM plan shall contain
all Required Measures and Additional Measures required by the City of South
San Francisco TDM Ordinance, Schedule 20.120.030-B, in order to achieve a
minimum alternative mode use of 35 percent. The project applicant shall
submit a Preliminary TDM Plan containing checklists of Required and
Additional Measures, along with a site plan indicating the locations of TDM
elements such as preferential parking areas and bicycle facilities. The project
applicant shall submit a Final TDM Plan incorporating conditions imposed
by the Planning Commission.
The Project shall coordinate with the City in an annual survey of compliance
with the TDM plan, with a minimum required response rate of 75 percent of
employees at the project. The project shall also submit a Tri-Annual report
of TDM effectiveness, and be subject to penalties for non-compliance in
accordance with the City's TDM Ordinance. This impact would remain
significant and unavoidable.
Implementation if the TDM measures would reduce, but not ful!J mitigate impacts to a less than significant level,
so that the impacts would remain significant and unavoidable. In determining whether to approve the proposed
pro/eel, decision-makers must balance its benifits against its unavoidable environmentaln"sks. To approve a
pro/ect despite its environmental risks, the lead agenry must make a statement if ovem'ding considerations, giving
reasons in wn"ting to support its action based on the FEIR and/ or other information in the record (CEQA
Section 15093(a)). However, under certain circumstances it is not necessary to make a statement if overriding
considerations, as described in the paragraph below.
......
The City mqy take action on the 249 East Grand pro/ect based upon a statement if ovem'ding considerations
that was made lry the City Council in the process if approving the 1999 South San Francisco General Plan. At
that time, the lead agenry determined that the City could not implement feasible mitigation measures for
cumulative impacts on the U.S. 101 freewqy. Therifore, the agenry adopted a statement if overriding considerations
for freewqy impacts, based on the identified benifits if pro/ected development under the General Plan. Since the
freewqy impacts identified in this chapter were also identified in the General Plan FEIR, there is no need for the
agenry to make a duplicate statement if overriding considerations for the 249 East Grand pro/ect in order to take
action on the pro/ect. The 1999 statement if ovem'ding considerations should be cited in the appropn'ate findings
and the Notice if Determination for the proposed prqject.
No Deficiency Plan would be required by the San Mateo County Congestion
Management Agency based on exclusion of interregional traffic.
Freeway operations were evaluated for Existing, 2008 Baseline without project and 2008
Baseline with project conditions (Tables 13-3 and 13-4). Each freeway segment has been
evaluated based on the capacity of a four-lane freeway segment or a four-lane segment with an
auxiliary lane, as defined by the 2000 Highway Capacity Manual. An impact is identified if the
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-53
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
project would add traffic amounting to one percent or more of the capacity of a deficient CMP
freeway segment (operating at LOS F), or if the addition of project traffic results in acceptable
Base Case operations being degraded to unacceptable operation.
-
The addition of traffic generated by approved development in South San Francisco and Brisbane
as well as regional growth (year 2008 Baseline without project) would cause two freeway
segments to operate at LOS F.
-
,-
· Northbound US.l0l south of the East Grand Avenue off-ramp during the AM peak
hour.
-
· Southbound U.S.l0l north of Oyster Point Boulevard during the AM peak hour.
Under the year 2008 Baseline with project scenario, traffic added by the proposed 249 East
Grand project would increase volumes by more than one percent on these two segments.
Project traffic would also change LOS E to LOS F operation on the following freeway segment.
-
-
· Northbound US.101 north of Oyster Point interchange during the PM peak hour.
Project traffic would also increase Base Case volumes by 2.03 percent on this
segment.
-
The San Mateo County Congestion Management Program indicates that a jurisdiction may be
required to develop a Deficiency Plan for segments of the CMP roadway system that exceed
LOS standards. For these purposes, it may be determined if the deficiency would still occur if
traffic originating outside San Mateo County is excluded from the determination of
conformance. US.l0l southbound traffic originating in San Francisco, Alameda and Marin
counties may be excluded. In the northbound direction, traffic originating in Santa Clara County
may be excluded.
-
-
-
In the 333 Oyster Point EIR traffic analysis,3 the C/CAG regional travel model for year 2000
was applied to determine the amounts of traffic on U.S.l0l that originate in San Mateo County.
A "select link analysis" was used to identify the origins and destinations of peak hour traffic on
northbound and southbound US.lOl in South San Francisco. The percentages are as follows:
-
-
· AM peak hour, northbound U.S.l 01: 71 % of trips originate in San Mateo County
· AM peak hour, southbound U.S.l0l: 2% of trips originate in San Mateo County
-
· PM peak hour, northbound US.l 01: 86% of trips originate in San Mateo County
-
· PM peak hour, southbound US.l0l: 4% of trips originate in San Mateo County
-
3 Dowling Associates
-
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 13-54
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
Tables 13-3 and 13-4 indicate the freeway level of service that would result when considering
only trips that originate in San Mateo County. In the northbound direction, the level of service
would not exceed D on any segment during the AM or PM peak hours. In the southbound
direction, level of service would be A, as nearly all traffic originates outside of San Mateo
County, so San Mateo County vehicles do not contribute significantly to deficient conditions.
Therefore, preparation of a Deficiency Plan would not be required.
Impact 13-3
Year 2008 Intersection Level of Service. Year 2008 Base Case conditions
have assumed removal of the Georgia Pacific manufacturing activity on the
project site. These activities were included in the "Existing Conditions"
evaluation, as existing counts reflected the conservatively higher volume
levels found in 1999/2000. Therefore, year 2008 Base Case + Project
evaluation evaluates the full impact of the currently proposed project in
relation to an empty site.
Tables 13-1 and 13-2 show that the proposed project would produce
significant AM and/or PM peak hour level of service impacts at the
following intersections.
East Grand A venue/Allerton A venue
More than a two percent increase in traffic (2.1 % AM peak hour and 2.9%
PM peak hour) at a location with a) unacceptable LOS F operation on the
stop sign controlled Allerton Avenue approach, b) both AM and PM peak
hour volumes exceeding peak hour signal warrant criteria levels, c) volume
warrant criteria being exceeded for the need of a left turn lane on the
eastbound East Grand Avenue approach and d) less than acceptable sight
lines between traffic turning from Allerton Avenue and westbound drivers
on East Grand Avenue.
East Grand A venue/Littlefield A venue
More than a two percent increase in traffic during the AM peak hour (2.9%
increase) at a location with Base Case LOS F operation.
South Airport Boulevard/Utah A venue
Change in AM peak hour operation from LOS D to an unacceptable LOS E.
Forbes Boulevard/Allerton A venue
Change in AM peak hour all-way-stop operation from LOS C to an
unacceptable LOS E.
South Airport Boulevard/Gateway Boulevard/Mitchell A venue
More than a two percent increase in traffic during the PM peak hour (8.6%
increase) at a location with Base Case LOS F operation.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-55
Mitigation
Measure 13-3
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
Oyster Point Boulevard/Gateway Boulevard/V.S.lOl Southbound
Flyover Off-Ramp
More than a two percent increase in traffic during the AM peak hour (5.8%
increase) at a location with Base Case LOS E operation.
-
-
These would be significant impacts.
-
Intersection Modifications. Modifications are recommended for the
following intersections:
-
East Grand A venue/Allerton A venue Intersection
-
· Prohibit left turns from Allerton Avenue to East Grand Avenue until the
intersection is signalized-or-Cut back the hillside on the northeast
corner of the intersection to improve sight lines to/from the east to at
least 400 feet.
-
· Stripe a left turn lane on the eastbound intersection approach. This will
require removal of parking on the south side of East Grand Avenue.
-
-
· Provide a fair share contribution towards having the intersection
signalized by the time of project occupancy-or-provide signalization
when construction is complete and receive paybacks from other local
developments as they are constructed.
-
(All needed for Base Case operation.)
Resultant Operation
AM Peak Hour: LOS B-13.2 seconds average vehicle delay
PM Peak Hour: LOS C-25.6 seconds average vehicle delay
-
-
This impact would be reduced to a less-than-significant level.
-
East Grand A venue/Littlefield A venue Intersection
-
· Widen the northbound Littlefield Avenue approach to provide two
intersection approach lanes. Stripe as one exclusive right turn lane and a
combined left/through/right turn lane (needed for Base Case operation).
Resultant Operation
AM Peak Hour: LOS D-38.4 seconds average vehicle delay
This impact would be reduced to a less-than-significant level.
-
-
-
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 13-56
CHAPTER 13: TRANSPORTATION AND CIRCULATION
South Airport Boulevard/Utah Avenue Intersection
. Restripe one of the northbound South Airport Boulevard through lanes
as a shared through/right turn lane.
Resultant Operation
AM Peak Hour: LOS C-32.1 seconds average vehicle delay
This impact would be reduced to a less-than-significant level.
Forbes Boulevard/Allerton Avenue Intersection
. Sign the intersection as an all-way-stop.
Resultant Operation
AM Peak Hour: LOS B-14.1 seconds average vehicle delay
This impact would be reduced to a less-than-significant level.
South Airport Boulevard/Gateway Mitchell/Mitchell A venue
Intersection
. Add a second through lane on the westbound Mitchell Avenue approach
(needed for acceptable Base Case operation).
. Add a second right turn lane on the southbound Gateway Boulevard
approach.
Resultant Operation
PM Peak Hour: LOS C-28.2 seconds average vehicle delay
This impact would be reduced to a less-than-significant level.
Oyster Point Boulevard/Gateway Boulevard/U.S.l0l Southbound
Flyover Off-Ramp
. There are no physical improvements at this intersection considered
feasible by City of South San Francisco staff to improve operation to
Base Case conditions or better.
This impact would remain significant and unavoidable.
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 13-57
Impact 13-4
Mitigation
Measure 13-4
Impact 13-5
--
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
Year 2020 Project Intersection Level of Service Impacts. Tables 13-1 and
13-2 show that Project traffic would produce a significant impact at the
following intersection in 2020.
-
Oyster Point Boulevard/Gateway Boulevard/U.S.l0l Southbound Flyover
Off-Ramp
-
More than a two percent increase in traffic during the AM peak hour (a 5.3%
increase) at a location with Base Case LOS F operation, and more than a two
percent increase in traffic during the PM peak hour (a 3.6% increase) at a
location with Base Case LOS F operation.
-
-
This would be a significant impact.
-
Oyster Point Boulevard/Gateway Boulevard/D.S.l0l Southbound Flyover
Off-Ramp
-
· There are no physical improvements at this intersection considered
feasible by City of South San Francisco staff to improve operation to
Base Case conditions or better.
-
This impact would remain significant and unavoidable.
-
-
Year 2008 and 2020 Project Intersection Queuing Impacts. Table 13-3
shows that the proposed Project would not increase acceptable year 2008
95th percentile Base Case queuing at any of the three analyzed off-ramps to
unacceptable levels during either the AM or PM peak hours. In addition, the
proposed project would not add any traffic to the left turn movements on
the Oyster Point Boulevard eastbound approach during the AM peak hour
which would have 95th percentile queuing just slightly exceeding available
storage lengths. This would be a less-than-significant impact in 2008.
-
-
-
Table 13-10 shows that in the year 2020 the proposed Project would not add
any traffic to those left turn movements on the Oyster Point Boulevard east
and westbound approaches during the AM and/or PM peak hours which
would have 95th percentile queuing exceeding available storage lengths.
While the 50th percentile queue in the westbound Oyster Point Boulevard
left turn lane would be within acceptable limits with or without the project,
the 50th percentile queue in the eastbound left turn lane would still exceed
available storage during the AM peak hour. However, since the proposed
project would not add any traffic to this movement, it would not be a
significant impact for this movement. The proposed Project would also not
-
-
-
-
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-58
-
Mitigation
Measure 13-5
Impact 13-6
CHAPTER 13: TRANSPORTATION AND CIRCULATION
increase acceptable year 2020 95th percentile Base Case queuing at any of the
three analyzed off-ramps to unacceptable levels during either the AM or PM
peak traffic hours. However, the project would increase AM peak hour
volumes more than two percent (2.2%) at the northbound off-ramp
intersection to South Airport Boulevard/Wondercolor Lane, where 95th
percentile Base Case volumes would already be exceeding available storage.
This would be a significant impact.
Signal Phasing Adjustment. The following adjustment is recommended:
S. Airport Boulevard/U.S.101 Northbound Ramps/Wondercolor Lane
Signal phasing adjustments recommended to mitigate Base Case AM peak
hour off-ramp queuing would also provide acceptable Base Case + Project
95th percentile off-ramp queuing and intersection level of service.
Resultant Operation:
AM Peak Hour: LOS D - 48.5 seconds vehicle delay, 1,665 feet of 95th
percentile off-ramp vehicle storage demand (with 1,675 feet of available
storage)
This would reduce the impact to a level of less than significant.
Project Driveways. The Project will be served by two driveways on East
Grand Avenue and by one driveway on the Cabot Road cul-de-sac. The
Cabot Road driveway connection would connect to the cul-de-sac directly
opposite the extension of Cabot Road to the east. Driveways from three
other businesses also connect to the cul-de-sac, and based upon volume
levels at Allerton Avenue, have low traffic volumes. Sight lines should be
acceptable to/from all driveways connecting to the Cabot Road cul-de-sac
(including to/from the project driveway) allowing a "see and be seen" flow
of traffic through the cul-de-sac area.
The Project's easterly driveway connection to East Grand Avenue would be
limited to right turns in and out only by the raised median along East Grand
Avenue. It will be located about 140 feet west of the signalized Littlefield
Avenue intersection and about 600 feet east of the signalized main project
access intersection. East Grand Avenue is level and straight in the project
area and sight lines are excellent at both driveway locations.
The westerly driveway intersection along East Grand Avenue is now
signalized and also serves the Britannia Point Grand parking lot on the south
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-59
Mitigation
Measure 13-6
Impact 13-7
...
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
side of East Grand Avenue. A 1 OO-foot-Iong left turn lane is provided in the
median of East Grand Avenue on the eastbound approach to this project
entrance. As shown in Tables 13-1 and 13-2, operation of this signalized
intersection would be acceptable during the AM peak hours in 2008 or 2020
(at LOS C) and would be just acceptable during the PM peak hours in 2008
or 2020 (at LOS D). However, during the AM peak hour, the 95th percentile
queue of inbound traffic using this left turn lane could extend about 275 feet
in both 2008 and 2020 (i.e. 11 vehicles at 25 feet per vehicle). During the
PM peak hour the 95th percentile queue would be five cars in 2008 and six
cars in 2020. Inbound project vehicles frequently extending out of the
existing lOO-foot-long left turn pocket and blocking the flow of eastbound
through traffic would be a significant operational and safety concern.
-
-
-
-
This would be a significant impact.
-
-
Lane Extension. Extend the left turn lane on the eastbound East Grand
Avenue approach to the Project's signalized entrance by 200 feet. There are
about 200 feet of landscaped median in which to make this improvement (to
the east of the Roebling Road intersection). This would reduce the Project's
impact to a level of less than significant.
-
-
Internal Circulation. A two-lane loop road would circle the proposed
campus of four buildings. It would connect to the two driveways providing
access to East Grand Avenue as well as to the garage in the north section of
the site.
-
-
All internal surface lot driveways would accommodate two-way traffic flow
as would parking aisles in the garage. All parking aisles would be 25 feet
wide, which would meet City code and good traffic engineering practice
criteria. Parking stalls would be 90-degree throughout the site. The Cabot
Road cul-de-sac would access a different level of the parking garage than
would the loop road circling the project office buildings.
-
-
-
One area of concern with the internal circulation system layout is the eight
parking aisle connections to the loop road that intersect at 45 to 60 degrees
rather than a preferred 90 degrees. In addition, parking and backing
maneuvers to/from some of the parking stalls near many of these 45- to 60-
degree connections could impact traffic flow on the loop road.
-
-
These would be significant impacts.
-
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 13-60
Mitigation
Measure 13-7
Impact 13-8
Mitigation
Measure 13-8
Impact 13-9
CHAPTER 13: TRANSPORTATION AND CIRCULATION
The following actions are recommended:
. Eliminate parking stalls that will result in parking or backing maneuvers
onto the project loop road; and
. Channelize 30- to 45-degree parking aisle connections with the loop road
to 80- or 90-degree connections.
This would reduce impacts to a less than significant level.
Site Parking. The 540,000 square feet of office/R&D development would
provide a total of 1,529 parking spaces (404 surface spaces and 1,125 garage
spaces). This is 91.5% of the 1,670 spaces that would be required by City
code. The City of South San Francisco promotes reduction in parking from
City zoning standards as a way to support trip reduction goals required per
the City's TDM ordinance and supported by various policies in the General
Plan (G.P. Policies 4.3-1-8, 11 and 12).
No mitigation is required.
On-Site Pedestrian and Bicycle Circulation. Sidewalks will be maintained
along the project's East Grand Avenue and Cabot Road cul-de-sac frontages.
Sidewalks will also be provided along the interior of the project's internal lop
road as well as through the office campus. One sidewalk connection will be
made from the office campus to the sidewalk along East Grand Avenue near
the southeast corner of the site, while no sidewalk connection is proposed
from the site to the Cabot Road sidewalk. Pedestrians accessing the Cabot
Road sidewalk would need to use the garage driveway. The East Grand
Avenue pedestrian access would be provided by both stairs and a ramp and
would be a potential location for a shuttle stop. The lack of a defined
sidewalk connection from the project site to Cabot Road would produce
safety concerns and would be a significant impact.
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 13-61
..
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
Mitigation
Measure 13-9
System Improvements. Provide a sidewalk connecting Cabot Way with the
internal campus sidewalk system, or to a garage elevator which will provide
access to the internal campus sidewalk system.
This measure would reduce the Project's impact to a less than significant
level.
-
-
-
-
-
-
-
-
-
-
-
-
..
-
-
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 13-62
-
17
REFERENCES
17.1 REpORT PREPARERS
Lamphier - Gregory
1944 Embarcadero
Oakland, Ca. 94606
510-535-6690
Lamphier -Gregory
Joan Lamphier, President
Rudy Calderon, Associate Planner
Crane Transportation Group
Mark Crane, Principal
17.2 BIBLIOGRAPHY
Crane Transportation Group, Traffic Impact Report: 249 East Grand Avenue, 2005.
Crane Transportation Group, Revised Traffic Impact Report: 249 East Grand Avenue, March 2006.
Dowler-Groman Architects, 249 East Grand Avenue Development Plan, June 3, 2005.
Dyett & Bhatia, City if South San Francisco General Plan, adopted October 1999.
Morehouse Associates, 333 Oyster Point Boulevard Office R&D Pro/ect Draft EIR, September 2004.
Morehouse Associates, 333 Oyster Point Boulevard Office R&D Pro/ect Final EIR, February 2005.
-
Morehouse Associates, East Jamie Court Office R&D Initial Sturfy/ Mitigated Negative Declaration,
September 2002.
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 17-1
18
ApPENDICES
ApPENDIXA CALTRANS COMMENT LETTERS
ApPENDIX B TRAFFIC TABLES
ApPENDIX A
STATE OF CALIFORNIA-BUSINESS. TRANSPORTATION AND HOUSING AGENCY
ARNOLD SCHWARZENEGGER. Governor
lEPARTMENT OF TRANSPORTATION
111 GRAND AVENUE
...p. O. BOX 23660
)AKLAND, CA 94623-0660
_'HONE (510) 286-5505
FAX (510) 286-5559
--TY (800) 735-2929
~...
.... ......
. ~
i a :
. " ~ "
Flex your power!
Be energy efficient!
November 22,2005
RECEIVED
NOV 2 82005
PLANNING
SMI01408
SM-I01-22.14
SCH2005042121
Ms. Susy Kalkin
City of South San Francisco
P.O. Box 711
South San Francisco, CA 94083
Dear Ms. Kalkin:
249 East Grand Avenue Office/R&D Project - Draft Environmental Impact Report
(DEIR)
Thank you for continuing to include the California Department of Transportation
(Department) in the environmental review process for the above-referenced project.
Our primary concern with the project is the potentially significant impact it may have to
traffic volume and congestion. Although Section 13, Transportation and Circulation
addressed most of our concerns, the Department needs to review the traffic operational
analysis input data to be more thorough in our review.
Should you require further information or have any questions regarding this letter, please
call Alice Jackson of my staff at (510) 286-5988.
Sincerely,
NIJ " W ~1
vr ~=-' '1.____' I
-'II DII~1i !1> (I, I< "
! /"-:"-<'~I!""' /~i? ,_ x-~
v
TIMOTHVC. SABLE
District Branch Chief
IGR/CEQA
c: Scott Morgan (State Clearinghouse)
"Caltrans improves mobility across California>>
STATE OF CALIFORNIA-BUSINESS. TRANSPORTATION AND HOUSING AGENCY
ARNOLDSCfDHARZENEGGER.Governor
DEPARTMENT OF TRANSPORTATION
111 GRAND AVENUE
-Po O. BOX 23660
OAKLAND, CA 94623-0660
PHONE (510) 286-5505
FAX (510) 286-5559
-rTY (800) 735-2929
Flex your power!
Be energy efficient!
December 23, 2005
RECEIVED
JAN 0 4. 2tJ:)VI
PLANNING
SM101408
SM-101-22.14
SCH200504212
Ms. Susy Kalkin
City of South San Francisco
P.O. Box 711
South San Francisco, CA 94083
Dear Ms. Kalkin:
249 East Grand Avenue Office/R&D Project - Traffic Operational Analysis
Thank you for continuing to include the California Department of Transportation
(Department) in the environmental review process for the above-referenced project.
We have reviewed the Traffic Operational Analysis in conjunction with the Draft
Environmental Impact Report, dated October 2005. We have found that several pages of
the calculation sheets are missing from the package. Please provide us with a complete
package for our review and comment. A 95% queue analysis for intersections #1 and 4
through 10 should be included.
The trips generated by this project will produce significant impacts to segments of US
101. Therefore, mitigation measures to reduce those impacts should be provided. All
mitigation measures proposed should be fully discussed, including financing, scheduling,
implementation responsibilities and lead agency monitoring.
Should you require further information or have any questions regarding this letter, please
call Alice Jackson of my staff at (510) 286-5988.
Sincerely,
T~~~~
District Branch Chief
IGR/CEQA
UCaltrans improves mobility across California"
ApPENDIX B
APPENDIX TABLE B-1
LEVEL OF SERVICE
CONTROL DELAY RELATIONSHIP FOR
ALL.WA Y STOP CONTROLLED INTERSECTIONS
Level of Service
Averaqe Control Delav Per Vehicle (in seconds)
A
B
o ~ 10
> 10 -15
c
> 15 - 25
D
> 25 - 35
E
F
> 35 .. 50
> 50
Control delay includes initial deceleration delay, queue move up time to first in line at the intersection,
stopped delay as first car in queue, and final acceleration delay.
Source: I-Jighlvq)' Capad!)'1\1al1ltaI2000, Transportation Research Board.
-
APPENDIX TABLE B-2 -
LEVEL OF SERVICE
AVERAGE CONTROL DELAY RELATIONSHIP FOR -
TWO-WAY STOP CONTROL
(SIDE STREET STOP SIGN CONTROL) INTERSECTIONS
-
Level of Service Averaqe Control Delav Per Vehicle (in seconds) -
A 0-10
B > 10 -15
> 15 - 25 -
C
D > 25 - 35
-
E > 35 - 50
F > 50 -
-
Control delay includes initial deceleration delay, queue move up time to fust in line at the intersection,
stopped delay as first car in queue, and final acceleration delay.
-
-
Source: High}}J{!J' Capad!J'lllallllCl/2000, Transportation Research Board.
-
-
-
-
APPENDIX TABLE B.3
W ARRANTS FOR PROVISION OF LEFI' TURN LANES
Intersection Channelization Guide
Highway Research Program, Report #279. TRB, November 1985.
'...
"""
..
> \GO
i
;;>
0 'DO
:>
~
'"
~ :leU
0
0
:>
:m
'00
....
VOLu"e
I I
1. LANE ROAO
'TXl I
\,.[FT.T\.IIf,.. TRUoT':'(f'f
W"'''''AHTlD 110 w......
.." I I
I I
I
> 1-EFT TUft"! Irt v A.
"'" I
~
~
:;
e ....
:>
~
~ Jll1
5
0
>
:ru>
loa
.... ""
Y A AOV,t.PiI:ING VOLUME
'DO
...
;; Ial
...
:I
:l
:;:) "'"
:>
;:
..
:;:)
~ lCO
:;;
.;
,..,
'CO
Y A ADVANCING VOLUME I yr.. I
NOTE WHEN v,,<~oo VPH Id.,hoa 10..." A LEFT-TUIlN LANE IS NOT NORMALLY
WARRANTED UNLESS THE AQVANCING VOLUME IV.1 IN THE SAME DIRECTION AS THE
LEfT-TURNING TRAFFIC ExC!OEOS'oo VPH IV..> lOll VPHI.
lCOO
UJ
;l;
:J
~
::> 1000
c
?:
....
0
..
..
0 SOO
"
::>
~ lSOO
I I
4. LANE
UNDIVIDED ROAD
I
10 15 10 2S
VL LEFT TunNING VOLUME IVPH I
600
:r:
a.
> 500
I
J:
I- (.)
LU <( 400
LU 0
a: a:
I- a.
CJ) a.
a: <( 300
o LU
Z ::iE
~3
0 200
>
:r:
CJ
i: 100
0
400 500 600 700 800
-
-
APPENDIX TABLE B-4
PEAK HOUR VOLUME WARRANT #3
(Urban Area)
-
-
-
-
-
*
*
-
900 1000 1100 1200 1300 1400 1500 1600 1700 1800
MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH
-
-
* NOTE
150 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET
APPROACH WITH TWO OR MORE LANES AND 100 VPH APPLIES AS THE LOWER
THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE
-
-
Source: Year 2003 Manual or Uniform Traffic Control DevIces, Federal Highway Adminlstrallon
-
r
~ Caltrans Urban Area Peak Hour Volume Warrant #3
\..~RANE TRANSPORTATION GROUP
-
-
APPENDIX TABLE B.5
Accolmting of C/CAG Off-Peak Trip Credits
Bicycle Parking -long-Term (Class I)
Bicycle Parking- - Short-Term (Class II)
0.33 15
o 0
5 5
o 0
o 0
1 4
5 20
5 5
5 5
? 300
7 21
o 0
10 80
5 5
1 108
1 108
5 5
,,"->:",').: :f;~j'6ajj:;'(-
Total Bicycle Storage 45
Carpool and Vanpool Ridematching Service 1
Designated Employer Contact 1
Direct Route to Transit 1
Free Parking for Carpool and Vanpools 100%
GUal"anteed Ride Home (assumes 4 tenants) 4
Information BOal"ds / Kiosks 4
Passenger Loading Zones 1
Pedestrial1. Connections 1
Preferential Carpool Parking 150
Preferential Vanpool Parking 3
Promotional Programs 1
Showers / Clothes Locl<ers 8
Additional Credit for combination with bicycle locl<ers 1
Shuttle Program (assumes 8% ridership - 108 employees) 108
Additional Credit for Guaranteed Ride Home program 108
Transportation Management Association Participation 1
i7l;f~r(;~1j\;iiii;(:i~!tSmQ',J;~':;;'1'{::;+;;!);~:f-::n'/$l1btQHti"B'f~.tl dAG'F:e~~~;-fa13:sXCf~'dit~l:i~'::'i:,~;-"'-'
Additional TDM Measm:es
Bicycle Connections 1 5 5
Future Transit Facilities/Bus Shelter 1 0 0
On-site amenities (Exercise facility, restaurant) 3 1 3
Additional Credit for combination of any 10 elements 1 5 5
Annual Employee Commute Survey 1 1.5 1.5
Campus Transportation Coordinator 1 20 20
Tral1Sportation Fail" 1 5 5
;';;;::;t:::::~::_';,;?('L;;,;_;;;:,::)."';):':,::!'F>;:':;';r',1:'t~;:"'Sp,b.totat()f;A. adi.adriitliMe'a~'ttr~~\:; ..,<>:',.'j ...., .,..;.,,\:j;34~5 .~;::-,
;'H?2:-:>":)~};~!:t_L;.'::p;:.::h;:):;,'r ()ta1:GIPAG{:p,e'aJ<'jTHps':':Gr~dite\l".'\;:' .~_.' ," I' .' ..,; .;::..';,7l5.>J/
I
~ S.-200c.
COUNCIL
RESOLUTION
EXHIBIT A
DRAFT
FOCUSED ENVIRONMENTAL IMPACT REPORT
State Clearinghouse Number: 2005042121
CLERK JUL28'06 AM 8=44
CITY OF SOUTH SAN FRANCISCO
249 EAST GRAND AVENUE PROJECT
PREPARED BY LAMPHIER - GREGORY
OCTOBER 2005
~~~
~E 1':2;\"0<;-"'00\ \. ~:;~ \ ~ o~;'. OOD I
~ D ~ - OOO~ ?\\ OS'- 0 0CI2.. ?;S>O S"" COO ,
DATE C;F.CUl.ATED: 0 c~ b'<A ~. L...()Z,) ,s-.
DATE RECOMMENDED: ~""'" \.;-: "'Z.- c::;.:o Cp
DATE APPROVED: ~ U \'1 \ .l....\ '1- 00 Cp
DRAFT
FOCUSED ENVIRONMENTAL IMPACT REPORT
State Clearinghouse Number: 2005042121
CITY OF SOUTH SAN FRANCISCO
249 EAST GRAND AVENUE PROJECT
PREPARED BY LAMPHIER - GREGORY
OCTOBER 2005
CONTENTS
Page
1. INTRODUCTION .......... .......... ................. ... .... ....... .... ...... .... ............... ..... .......... .... ............ ... 1-1
1.1 Purpose of the Environmental Impact Report ...............................................................................................................1-1
1.2 EIR Review Process ............................................................................................................................................................. 1-1
1.3 Content and Organization of the EIR..............................................................................................................................1-2
2. EXECUTIVE SUMMARY.. .................. ................................. ......... ............ ........... .......... ......... 2-1
2.1 Proposed Project............ ....... .............. ........... .......................... ........ ............ ..... .... ................... ................ ............................ 2-1
2.2 Impacts and Mitigation Measures......................................................................................................................................2-1
3. PROJECT DESCRIPTION.... .... ..... ....................... .............. ........................ .... ......... .... ...... ...... 3-1
3.1 Project Location and Site Conditions ............................................................................................................................... 3-1
3.2 Project Description .................. ...... ............... ... ............ .......... .............. ...... ...... ........ .............. .......... ...... .... ....... ......... .......... 3-1
3.3 Required Approvals........ ....... ....... .... ....... ... ............. ............ .......... ...... ...................... ............................ ................ ....... ........ 3-3
4 . AESTHETICS........................................................................................................................ 4-1
4.1 Introduction... ............... .... ..................... ........ .................... .... ......... ......... ......... ..... ...... .............................. .......... ....... ...... ..... 4-1
4.2 Setting.... ............. ....... ..... ..... ............. ..................... .... ........ ..... .... .......... ........... ...................... ......................... ...... ............ ...... 4-1
4.3 Impact Analysis.. ............. ........ .......... ......... ............................................ ................. ................. .................. ........ ........ ........... 4-8
5. AIR QUALITY....... ........... ...... ............... ............. ....................... ............. ............ ................... 5-1
5.1 Introduction...................................................................................................................... ..................... .5-1
5.2 Regulatory Setting... .... ....... ........... ............ ............... .............. .... ..... ... ........ ...... ........... .............................. ................. ...... ..... 5-1
5.3 Air Quality Data... ............ ........ ......... ... ......... ........... ..................... ............ ........ ...... ................ ........... .......... ...... ....... ...... ...... 5-2
5.4 Impact Analysis ...... ............ ......... ....................................... ...................................................... ........ .................. ............ ....... 5-3
6. BIOLOGICAL RESOURCES ..... ............... .......... ........ ..... ...... ................................ ...... ............. 6-1
6.1 Setting. ...... ....... ......... ....................... ...................... ................. ... .................... ............................... ...... ........ .......... ............ ....... 6-1
6.2 Impact Analysis.... ..... .... ........ .......... ........... ............ .......... .......... ... ............... ... ...... ................................... ........ ....... ...... ... ..... 6-1
7. GEOLOGY AND SOILS .......................................................................................................... 7-1
7.1 Introduction........ ...................... ....................................... ............. ................... .... ............... .... .... ............. ................... ....... .... 7-1
7.2 Setting........................ ..... ........ ......... ............................................ ............................... .............. ........ ..... ........................... ...... 7-1
7.3 Impact Analysis... ............... ................. ...... .............. ........ ............ ........ ........... ............ ..................... ......... ...................... ....... 7-6
8. HAzARDOUS MATERIALS ........ ....... ....................... ...... ....... ......... .......... ...... ...... ...... ............ 8-1
8.1 Introduction.. ..... ............ ......... .................... .................... ......... .... .............. ............................ ..... .................. ................. ........ 8-1
8.2 Setting........ ................... ..... .................... ....................................... ................ ................ ................... ............... ................. ....... 8-1
8.3 Regulatory Setting... ......... ... ........... .................. ........ ... ....... ............ ......... .......... .... ......... .......................... ......... ........ ............ 8-6
8.4 Impact Analysis..... .... ............ .......... ..................... ... ........ .......... ......... ................... .... .......... ....... ......... ........ ........... ... ....... ..... 8-7
9 . HYDROLOGy.............. ..... ................ ......... ..... ........ ..... ..................... ..... ....... .............. .......... 9-1
9.1 Introduction.......... .... ...... ...... ........... ........ ................. ........ ...... ......... ... ..... ............ ..... ........ .... ................... .......... ... ...... ........... 9-1
9.2 Setting ...... ...................... .... ................. ............ ............. ........................ ....................... ............. ..... ...... ........... ....... ....... ...... ..... 9-1
9.3 Regulatory Setting.. ............ ... ....... ..... ................ ............... ....... ....... ........ ............... ........ ... ............... ............... .... ...... ....... ...... 9-3
-
-
9.4 Impact Analysis. ............... ........ ........ .... ..... ............ ........... ............ ........ ..................... ...... ....................... ................ ...... ......... 9-6
10. LAND USE... .......... ...... ..... ............... ...... .................... ........... ............ ..... ............. ........... ....10-1
10.1 Introduction ................. ............................................. .......................... ........................ ........................ .............. ..... ........... 10-1
10.2 Impact Analysis..... .......................... ......................... ........ ....... .............. ........... ............ ..................... ..... ........... ................ 10-2
-
-
11. NOISE...... ........... .... ....... ................... ........... ............ .... ..................... ................. ......... ......11-1
11.1 Introduction ..................................................................... ................................................................................................. 11-1
11.2 Setting ................................................................................................................................................................................. 11-4
11.3 Impact Analysis................................................................................................................................................................. 11-5
-
12. PUBLIC SERVICES........ ........... ......... .............. ......... ..... ................ .... ............... .............. ....12-1
12.1 Setting................. ................................................................... ....... ....................... ..................... ........................... ............... 12-1
12.2 Impact Analysis. .................................... ................................... ............ .......... ......... ................. ..................................... .... 12-2
-
13. TRANSPORTATION AND CIRCULATION ............ ...... ................... .............................. ....... ...13-1
13 .1 Introduction ................. ...... ................... ............ .......................... ............................... .................. ................ ............ ......... 13-1
13.2 Setting.......... ..................................................... .... .......................... ............................ .............................................. .......... 13-1
13.3 Impact Analysis.............................. ..................... ......................... .......................... ................................... .............. ........ 13-38
-
14. UTILITIES......... ................. ................. ....... ................................ ......... ............ .... ...... ...... ..14-1
14.1 Setting.. .................... ............... .... .............................. ........................... ........................... .................................................... 14-1
14.2 Impact Analysis ........................................................... ... ....................... ...... ..................... ................................................. 14-7
-
15. ALTERNATIVES .... .... ....... ..... .... ..... ... ................... ......... ......... ........... ......... ... ............ .........15-1
15.1 Introduction ......................................................................... ....... ................... ....................... ... ............ ..................... ........ 15-1
15.2 Alternatives Analysis ........................... ..................................... ...................... ........................ ............................... ........... 15-1
15.3 Alternatives Evaluation. ...... .................... ...... .............. ............ ........................... ................... .......................................... 15-2
-
16. IMPACT OVERVIEW... ...... ............ .................... ...... ............ ..... ...... ...... .................... ..... ... ...16-1
16.1 Significant & Unavoidable Impacts that Cannot be Mitigated to a Level of Less than Significant .................. 16-1
16.2 Impacts Determined not to be Significant................................................................................................................... 16-2
16.3 Significant Irreversible Environmental Changes ........................................................................................................16-2
16.4 Growth Inducing Impacts .............................................................................................................................................. 16-3
16.5 Cumulative Impacts .................... ...... ............................. .......... ............ ......... ........................ ........................................... 16-3
-
-
17. REFERENCES.... .............. ............ ........ ............ .......... .... ........ .......... ........... .... ......... ..........17-1
17.1 Report Preparers............................................................................................................................................................... 17-1
17.2 Bibliography.. ...... ....................................................... ..... .................... ....... .................. ....................................... .... .......... 17-1
-
18. APPENDICES...... ......................... ................. ....... ......... ........... ....................... .... ............ ...18-1
A: Notice of Preparation, Comments on Notice of Preparation, Initial Study............................................................... A-l
B: Traffic Tables ............ .... .................. ......... ....... .... ... ........................... ......................... ....................................................... ...... B-1
-
-
FIGURES
-
3-1 Project Site and Vicinity........................... ..... ................................. ..................... ....................... .................................. ......... 3-2
3-2 Project Site Plan .. ............ ...... ...... .... ............... ...... .... ......................... ..... ....... ........... ..................... ......................... ........ ........ 3-4
3-3 Project Building Perspectives......... ........ ............ .... ........................ ........................... ........................................................... 3-5
4-1 Site Views .............. .... ............................................................. .................. ....................... ...................... ......... ......................... 4-3
4-2 Site Views .......... ...................... .... ............ ................................. ................... ......................... ......................... ....... ................... 4-4
4-3 Site Views.... ..... ............ ..... ......... ................. .......................... ....... ....................... ..... ................. .............................................. 4- 5
4-4 Site Views ......................... ....... .... ...... ........... ... ........ ..................... ..... ....................... ..................... .......................... ................4-6
-
-
-
4- 5 Site Views .... ............... ............ ......................... ............................. ................ ........... ................................................ ........ ........ 4-7
13-1 Existing Lane Geometrics and Intersection Control.....................................................................................................13-2
13-2 Existing AM Peak Hour Volumes ....................................................................................................................................13-7
13-3 Existing PM Peak Hour Volumes .....................................................................................................................................13-8
13-4 Bus and Shuttle Routes .....................................................................................................................................................13-13
13-5 Year 2008 Lane Geometrics and Intersection Control...............................................................................................13-20
13-6 2008 Base Case (Without Project) AM Peak Hour Volumes.....................................................................................13-26
13-7 2008 Base Case (Without Project) PM Peak Hour Volumes .....................................................................................13-27
13-8 Year 2020 Lane Geometrics and Intersection Control...............................................................................................13-31
13-9 Year 2020 Base Case (Without Project) AM Peak Hour Volumes ...........................................................................13-36
13-10 Year 2020 Base Case (Without Project) PM Peak. Hour Volumes ............................................................................13-37
13-11 AM Peak Hour Project Increment.................................................................................................................................13-42
13-12 PM Peak Hour Project Increment .................................................................................................................................13-43
13-13 2008 Base Case + Project AM Peak Hour Volumes ..................................................................................................13-44
13-14 2008 Base Case + Project PM Peak. Hour Volumes...................................................................................................13-45
13-15 Year 2020 (With Project) AM Peak Hour Volumes ...................................................................................................13-46
13-16 Year 2020 (With Project) PM Peak Hour Volumes....................................................................................................13-47
14-1 Project Area Sanitary Sewer System ................................................................................................................................14-4
TABLES
2-1 Executive Summary Table...... ....... ... ........... ......... .... .... .................... ...... .................. ............ ......................... .......... ............. 2-2
5-1 Air Quality Data Summary for San Francisco and Redwood City, 2001-2003...........................................................5-2
5-2 Localized Carbon Monoxide Concentrations ...................................................................................................................5-7
9-1 Potential Pollutants from Industrial Activities ................................................................................................................. 9-8
9-2 Impervious vs. Pervious Surface Areas............................................................................................................................ 9-13
11-1 Definition of Acoustical Terms .........................................................................................................................................11-2
11-2 Typical Sound Levels Measured in the Environment and Industry............................................................................ 11-3
13-1 Intersection Level of Service AM Peak Hour ...............................................................................................................13-10
13-2 Intersection Level of service PM Peak Hour................................................................................................................13-11
13-3 Freeway Operation AM Peak Hour................................................................................................................................13-17
13-4 Freeway Operation PM Peak Hour ................................................................................................................................13-18
13-5 Trip Generation of Approved Development within South San Francisco East of 101 Area..............................13-21
13-6 Home Depot/Lowe's Trip Generation .........................................................................................................................13-23
13- 7 Traffic Distribution.. ........ .................... ...... .... ......................... ................... .... ....... ........ ....... ... ......... ................... .......... .....13- 25
13-8 South San Francisco Proposed and Potential Development Traffic Generation East of 101,2000-2020........13-34
13-9 Brisbane Potential Development Traffic Generation..................................................................................................13-35
13-10 Proposed Project Trip Generation w/ 9.5% Peak. Hour Trip Generation Reduction due to TDM Program 13-40
13-11 Previous 249 East Grand Avenue Site Development Trip Generation without TDM.........................................13-40
13-12 Net Difference in Trip Generation Office/R&D Versus Manufacturing ...............................................................13-40
1
INTRODUCTION
1.1 PURPOSE OF THE ENVIRONMENTAL IMPACT REpORT
The California Environmental Quality Act (CEQA) of 1970, as amended, requires EIRs to be
prepared for all projects which may have a significant impact on the environment. An EIR is an
informational document, the purposes of which, according to CEQA Guidelines, are "... to
identify the significant effects of a project on the environment, to identify alternatives to a
project, and to indicate the manner in which such significant effects can be mitigated or
avoided." The information contained in this Focused EIR is intended to be objective and
impartial, and to enable the reader to arrive at an independent judgement regarding the
significance of the impacts resulting from the proposed 249 East Grand Avenue Project.
1.2 EIR REVIEW PROCESS
This EIR is intended to enable City decision makers, public agencies and interested citizens to
evaluate the broad environmental issues associated with the overall character and concept of the
proposed Project. In accordance with California law, the EIR on the Project must be certified
before any action on the Project can be taken by the South San Francisco City Council. During
the review period for this Draft EIR, interested individuals, organizations and agencies may offer
their comments on its evaluation of project impacts and alternatives. The comments received
during this public review period will be compiled and presented together with responses to these
comments. The Draft EIR and the Final EIR (including !he response to comments) together will
constitute the EIR for the Project. The South San Francisco City Council will review the EIR
documents, and will determine whether or not the EIR provides a full and adequate appraisal of
the Project and its alternatives.
In reviewing the Draft EIR, readers should focus on the sufficiency of the document in
identifying and analyzing the possible impacts associated with property acquisition, as well as the
potential future impacts associated with the 249 East Grand Avenue Project. Readers are also
encouraged to review and comment on ways in which significant impacts associated with this
Project might be avoided or mitigated. Comments are most helpful when they suggest additional
specific alternatives or mitigation measures that would provide better ways to avoid or mitigate
significant environmental impacts. Reviewers should explain the basis for their comments and,
whenever possible, should submit data or references in support of their comments.
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 1-1
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CHAPTER 1: INTRODUCTION
<1 <:2.':1..,
The 45 day review period for the Draft EIR is from October 4, 2005 to November i1,
2005. Comments should be submitted in writing during this review period to:
Susy Kalkin, Principal Planner
City of South San Francisco
Planning Division
P.O. Box 711
South San Francisco, Ca. 94083
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Please contact Susy Kalkin at 650-877-8535 if you have any questions. After reviewing the Draft
EIR and the Final ErR, and following action to certify the ErR as adequate and complete, the
South San Francisco City Council will be in a position to approve the Project as currendy
proposed, revised, or rejected. This determination will be based upon information presented on
the entirety of the Project, its impacts and probable consequences, and the possible alternatives
and mitigation measures available.
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1.3 CONTENT AND ORGANIZATION OF THE EIR
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Following this brief description of the 249 East Grand Avenue Project Focused ErR, the
document's ensuing chapters include the following:
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. Chapter 2: Executive Summary
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. Chapter 3: Project Description
. Chapter 4: Aesthetics
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. Chapter 5: Air Quality
. Chapter 6: Biological Resources
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. Chapter 7: Geology and Soils
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. Chapter 8: Hazardous Materials
. Chapter 9: Hydrology
. Chapter 10: Land Use
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. Chapter 11: Noise
. Chapter 12: Public Services
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. Chapter 13: Transportation and Circulation
. Chapter 14: Utilities
. Chapter 15: Alternatives
. Chapter 16: Impact Overview
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PAGE 1-2
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
-
CHAPTER 1: INTRODUCTION
.. Chapter 17: References
. Chapter 18: Appendices
In Chapters 4 through 14 existing conditions are discussed in the Setting, followed by an
evaluation of potentially significant impacts that may be associated with the Project.
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 1-3
2
EXECUTIVE SUMMARY
2.1 PROPOSED PROJECT
The objective of the Project is the development of four Class-A office/laboratory buildings,
three to five stories in height, totaling about 534,500 square feet, 5,500 square feet of
commercial space, and a four level parking structure providing 1,529 parking spaces.
2.2 IMPACTS AND MITIGATION MEASURES
The analyses in Chapters 4 through 14 of this document provide a description of the existing
setting, potential impacts of Project implementation, and recommended mitigation measures to
reduce or avoid potentially significant impacts that could occur as a result of Project
implementation. The following table lists a summary statement of each impact and
corresponding mitigation measures, as well as the level of significance after mitigation.
Significant impacts require the implementation of mitigation measures, or alternatives, or a
finding by the Lead Agency that the measures are infeasible for specific reasons. For some of
the significant impacts, mitigation measures may not be effective in reducing the impacts to a
less than significant level. These impacts are designated significant and unavoidable.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 2-1
CHAPTER 2: EXECUTIVE SUMMARY
TABLE 2-1
SUMMARY OF PROJECT IMPACTS AND MITIGATION MEASURES
Potential Environmental Impacts
Recommended Mitigation Measures
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-
-
Resulting
Level of
Significance
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Impact 4-1: Light and Glare. Project
implementation would involve construction of four
three to four story office buildings. The many
windows and outdoor lights associated with these
buildings would potentially be substantial sources
of day and nighttime glare, which would be
considered a significant impact.
Mitigation Measure 4-1: Glare Minimization
Design Standards. Lighting designs should employ
fixtures that would cast light in a downward direction,
and building materials should not be sources of
substantial glare.
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Less than
Significant
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Impact 5-1: Construction Dust. Construction
activity involves a high potential for the emission
of air pollutants. Construction activities would
generate exhaust emissions from vehicles and
equipment and fugitive particulate matter emissions
that would affect local air quality. This would be a
potentiallY significant impact.
Construction activities would tempocacily affect
local air quality, causing a temporary increase in
particulate dust and other pollutants. Dust
emission dueing periods of construction would
increase particulate concentrations at neighboring
properties. This impact is potentially significant,
but normally mitigatible.
BAAQMD CEQA Guidelines provide thresholds of
significance for air quality impacts. The BAAQMD
significance thresholds for construction dust
impacts are based on the appropriateness of
construction dust controls. The BAAQMD
guidelines provide feasible control measures for
construction emission of PMIO. If the appropriate
construction controls are to be implemented, then
air pollutant emissions for construction activities
would be considered less than significant.
Mitigation Measure 5-1: Dust Suppression
Procedures. The following basic, enhanced and
optional measures are recommended for inclusion in
construction contracts to control fugitive dust
emissions during construction.
Basic Measures
.
Water all active construction areas at least twice
daily.
Less than
significant
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Pave, apply water three times daily, or apply
(non-toxic) soil stabilizers on all unpaved access
roads, parking areas and staging areas at
construction site.
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PAGE 2-2 249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
.
Water or cover stockpiles of debris, soil, sand or
other materials that can be blown by the wind.
.
Cover all trucks hauling soil, sand, and other
loose materials or require all trucks to maintain at
least two feet of freeboard.
.
Sweep daily (preferably with water sweepers) all
paved access road, parking areas and staging areas
at construction sites.
. Sweep streets daily (preferably with water
sweepers) if visible soil material is caccied onto
adjacent public streets.
. Limit construction equipment idling time.
. Properly tune construction equipment engines,
and install particulate traps on diesel equipment.
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Potential Environmental Impacts
Impact 5-2: Cumulative Air Quality Impacts.
The proposed Project would exceed emissions
standards for NO" by producing 1121bs./ day, as
well as producing 742 lbs./ day of CO. This would
be a significant impact.
CHAPTER 2: EXECUTIVE SUMMARY
Recommended Mitigation Measures
Enhanced Measures
. Hydroseed or apply (non-toxic) soil stabilizers to
inactive construction areas (previously graded
areas inactive for ten days or more).
. Enclose, cover, water twice daily or apply (non-
toxic) soil binders to exposed stockpiles (dirt,
sand, etc.).
. Limit traffic speeds on unpaved roads to 15 mph.
. Install sandbags or other eros10n control
measures to prevent silt runoff to public
roadways.
. Replant vegetation in disturbed areas as quickly
as possible.
Optional Measures
. Install wheel washers for all ex1tmg trucks, or
wash off the tires or tracks of all trucks and
equipment leaving the site.
. Suspend excavation and grading activity when
winds (instantaneous gusts) exceed 25 mph.
Mitigation Measure 5-2: Transportation Demand
Management Program. Implementation of a TDM
Program, as described in Mitigation Measure 13-1 of
the Transportation and Circulation chapter, would
reduce the number of vehicle trips to and from the
Project site, but not to the extent that NO, and CO
emissions would be reduced to acceptable levels.
Resulting
Level of
Significance
Significant and
Unavoidable
Impact 6-1: Removal of Protected Trees.
Construction at the Project site would require
cutting down 104 trees. Fourteen of the trees on
the site are considered protected trees under
Section 13.30.020(t)(1) of the City of South San
Francisco Municipal Code relating to tree
preservation (free Ordinance). According to the
Ordinance, a protected tree is defined as the
following:
1. Any tree with a circumference of 48 inches or
more when measured 54 inches above natural
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
Mitigation Measure 6-1: Tree Replacement. The
Project applicant shall be required to obtain a tree
cutting permit and adhere to the City of South San
Francisco Tree Ordinance before removing any trees
from the Project site. According to the Tree
Ordinance, no protected tree shall be removed,
pruned, or otherwise materially altered without a
permit except as provided in Section 13.30.030. A tree
cutting permit requires replacement of a tree with
three 24-inch box or two 36-inch box minimum size
landscape trees for each tree removed, as described in
Section 13.30.080 of the Tree Ordinance.
Less than
Significant
PAGE 2-3
CHAPTER 2: EXECUTIVE SUMMARY
Potential Environmental Impacts
grade; or
2. A tree or stand of trees so designated by the
Director based upon fmdings that it is unique and
of importance to the public due to its unusual
appearance, location, historical significance or
other factor; or
3. A stand of trees in which the Director has
determined each tree is dependent upon the others
for survival.
The 14 protected trees on the site are considered
protected because their trunk circumferences
measure more than 48 inches above natural grade.
Cutting down these trees would be a potentialfy
significant impact of the Project.
Recommended Mitigation Measures
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-
Resulting
Level of
Significance
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Impact 7-1: Seismic Ground Shaking. There is a
high probability that the proposed development
would be subjected to strong to violent ground
shaking from an earthquake dueing its design life.
Exposure of people and buildings to strong seismic
ground shaking is considered a potentiallY significant
impact.
PAGE 2-4
Mitigation Measure 7-1a: Compliance with
Uniform Building Code and California Bnilding
Code. Project development shall meet requirements
of the California Building Code Vol. 1 and 2, 2001
Edition, including the California Building Standards,
2001 Edition, published by the International
Conference of Building Offtcials, and as modified by
the amendments, additions and deletions as adopted
by the City of South San Francisco, California.
Incorporation of seismic construction standards
would reduce the potential for catastrophic effects of
ground shaking, such as complete structural failure,
but will not completely eliminate the hazard of
seismically induced ground shaking.
Mitigation Measure 7-1b: Compliance with
recommendations of a design level geotechnical
report. Proper foundation engineeeing and
construction in accordance with the recommendations
of a Registered Geotechnical Engineer and a
Registered Structural Engineer shall be included in the
Project. The feasibility level geotechnical investigation
was completed without a development plan.
Following development of a building plan, a design
level geotechnical investigation shall be completed
with recommendations specific to the proposed
structures.
At a minimum, the structural engineeeing design shall
incorporate seismic parameters as outlined in the
feasibility level geotechnical report adopted from the
California Building Code. Site specific seismic
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Less than
Signiftcant
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249 EAST GRAND AVENUE PROJECT
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CHAPTER 2: EXECUTIVE SUMMARY
Resulting
Potential Environmental Impacts Recommended Mitigation Measures Level of
Significance
response criteria shall be developed as part of the
design level Geotechnical Investigation.
Mitigation Measure 7-1c: Obtain a building
permit and complete final design review. The
Project applicant shall obtain a building permit
through the City of South San Francisco Building
Division. Final Desigu Review of planned buildings
and structures shall be completed by a licensed
structural engineer for adherence to the seismic design
criteria for planned commercial and industrial sites in
the East of 101 Area of the City of South San
Francisco. According to the East of 101 Area Plan
Geotechnical Safety Element, buildings shall not be
subject to catastrophic collapse under foreseeable
seismic events, and will allow egress of occupants in
the event of damage following a strong earthquake.
Impact 7-2: Soil Erosion. The Project would Mitigation Measure 7-2a: Erosion Control Plan. Less than
involve mass grading in a sensitive area near the The Project applicant shall complete an Erosion Significant
San Francisco Bay. During construction, grading Control Plan to be submitted to the City in
would disturb soil and displace any topsoil that conjunction with the Grading Permit Application.
could potentially impact vicinity drainages, and The Plan shall include winterization, dust, erosion and
would eventually impact Colma Creek and the Bay. pollution control measures conforming to the ABAG
This would be a potentiallY significant impact during Manual of Standards for Erosion and Sediment
and following site construction activities. Control Measures, with sediment basin design
calculations. The Erosion Control Plan shall describe
the "best management practices" (BMPs) to be used
during and after construction to control pollution
resulting from both storm and construction water
runoff. The Plan shall include locations of vehicle
and equipment staging, portable restrooms,
mobilization areas, and planned access routes.
Recommended soil stabilization techniques include
placement of straw wattles, silt fences, berms, and
gravel construction entrance areas or other control to
prevent tracking sediment onto city streets and into
storm drains.
Public works staff or representatives shall visit the site
dueing grading and construction to ensure compliance
with the grading ordinance and plans, and note any
violations, which shall be corrected immediately.
Mitigation Measure 7-2b: Storm Water Pollution
Prevention Plan (SWPPP). In accordance with the
Clean Water Act and the State Water Resources
Control Board (SWRCB), the Applicant shall f1le a
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
249 EAST GRAND AVENUE PROJECT
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PAGE 2-5
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CHAPTER 2: EXECUTIVE SUMMARY
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Resulting
Potential Environmental Impacts Recommended Mitigation Measures Level of
Significance
Discharges of Storm Water Associated with
Construction Activity (Construction General Permit,
99-0B-DWQ).
Impact 7-3: Unstable Soils. The site contains Mitigation Measure 7-3: Construction in Less than
shallow groundwater and variable depth of fill soils, Accordance with Design Level Geotechnical Significant
which could become unstable if improperly Investigation. A design level geotechnical
compacted, stockpiled, or excavated during investigation shall be completed that includes
grading. Settlement and dynamic densiflcation subsurface investigation in areas now occupied by
could become issues with improper foundation structures. The design level geotechnical report shall
design. Moreover, utility trenches and other include recommendations for site preparation and
excavations are likely to encounter groundwater grading, foundation design, retaining wall design
and may require dewatering. This is a potentialfy parameters, concrete slabs-on-grade, pavement
significant impact. section design, surface and subsurface drainage
measures and site specific seismic response criteria.
Grading recommendations shall include specifications
for engineered fill, including moisture conditioning
and relative percent compaction, and suitability of
materials as engineered ocstructural ftll.
Recommendations shall also establish maximum cut
and fill slopes. Cuts to be made adjacent to the
property line shall be evaluated for potential adverse
impact to neighboeing properties. In accordance with
the East of 101 Area Plan, new slopes greater than 5
feet in height, either cut in native soils or rock, or
created by placing fill material, shall be designed by a
geotechnical engineer and have an appropriate factor
of safety under seismic loading.
Drainage recommendations shall include provisions
to prevent the ponding of water, prevent seepage
under structures, including pavements, and generally
direct flow away from structural foundations.
Drainage recommendations shall incorporate
proposed landscaping elements. Permanent
subsurface drains are expected to be necessary for
retaining walls to prevent buildup of hydrostatic
pressure behind the walls.
Recommendations for foundations shall include soil
bearing capacity or skin friction values, lateral
pressures, and types of ground improvement
techniques, if necessary. Geotechnical
recommendations shall also provide the depth of
footings or pile foundations necessary for the planned
structures. During construction, a Registered
Geotechnical Engineer or his representative shall
observe all foundation work. A letter indicating that
all foundation construction meets with the intent of
the geotechnical recommendations shall be provided
to the Building Offtcial prior to concrete pouring.
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249 EAST GRAND AVENUE PROJECT
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CHAPTER 2: EXECUTIVE SUMMARY
Resulting
Potential Environmental Impacts Recommended Mitigation Measures Level of
Significance
Recommendations for concrete slab construction
shall identify measures to mitigate expansive soils to
minimize shrink/ swell potential, such as moisture
conditioning or replacement with select non-
expansive fill, as well as concrete thickness and
reinforcement. The feasibility report recommended
that in addition to 4 inches of Caltrans Class II AB
underlying slabs, a 10 millimeter minimum thickness
vapor retarding membrane meeting ASTM E1745
should be placed between the concrete slab and base
rock to minimize moisture condensation under floor
coverings placed on slabs. The design level report
shall either corroborate this recommendation or
identify an alternative to be implemented.
Recommendations for pavement areas shall include
compaction and moisture conditioning requirements,
as well as pavement section thickness and
construction design based upon a Resistance-value (R-
value) determined for subgrade soils in the areas to be
paved.
The design report shall include specific drainage
criteria behind retaining walls, and identify retaining
wall foundation design and design parameters.
In general, the design report shall either corroborate
or provide alternative recommendations to the
feasibility report based upon actual soil and rock
conditions in the areas where structures are proposed.
Impact 7-4: Expansive Soils. According to the Mitigation Measure 7-4: Design and Construction Less than
feasibility level geotechnical report, potentially in Accordance with Design Level Geotechnical Significant
expansive clay soils were encountered. Expansive Investigation. The design level geotechnical report
clay soils may shrink and swell, resulting in shall recommend mitigation measures for expansive
damaged foundations, concrete slabs, pavements clay soils. Potential measures for control of expansive
and other improvements. This is a potentiallY clay soils include the following:
significant impact.
a) Placing and compacting potentially expansive soils
at high moisture contents (at least 5 percent above
optimum moisture content in accordance with ASTM
D1557) and compaction within selected ranges of 88
to 92 percent.
b) Using thickened concrete slabs with increased steel
reinforcement.
c) Replacing clayey soils underlying foundations and
concrete slabs with select structural fill that is non-
expansive or has a low expansion index.
d) Treating site soils with lime to reduce the
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 2-7
CHAPTER 2: EXECUTIVE SUMMARY
Potential Environmental Impacts
Recommended Mitigation Measures
expansion potential and increase the strength.
e) Grade around structures to assure positive drainage
away from structures.
-
-
Resulting
Level of
Significance
-
-
Impact 8-1: Routine transportation, use or
disposal of hazardous materials. The proposed
development is for construction of four Class-A
office and laboratory buildings and a parking
garage. Class A refers to a research laboratory, not
merely an instructional laboratory. Depending
upon the nature of research planned at the
proposed facilities, foe which detailed information
has not yet been provided, there are likely to be
both hazardous and potentially hazardous materials
stored and used on the site that will eventually
require disposal. This could include both
biohazards as well as chemical hazards. There is
also likely to be transportation of hazardous
materials to and from the site, probably traveling
along Highway 101 and East Grand Avenue. The
risk of accidental upset and environmental
contamination from routine transport, storage, use
and disposal of hazardous and potentially
hazardous materials to the public and environment
is a potentiallY significant impact.
PAGE 2-8
Mitigation Measure 8-1a: Hazardous Materials
Business Plan Program. Businesses occupying the
development must complete a Hazardous Materials
Business Plan for the safe storage and use of
chemicals. The Business Plan must include the type
and quantity of hazardous materials, a site map
showing storage locations of hazardous matecials and
where they may be used and transported from, risks
of using these materials, material safety data sheets for
each material, a spill prevention plan, an emergency
response plan, employee training consistent with
OSHA guidelines, and emergency contact
information. Businesses qualify for the program if
they store a hazardous material equal to or greater
than the minimum reportable quantities. These
quantities are 55 gallons for liquids, 500 pounds for
solids and 200 cubic feet (at standard temperature and
pressure) for compressed gases.
Exemptions include businesses selling only pre-
packaged consumer goods; medical professionals who
store oxygen, nitrogen, and/or nitrous oxide in
quantities not more than 1,000 cubic feet for each
material, and who store or use no other hazardous
materials; or facilities that store no more than 55
gallons of a specific type of lubricating oil, and for
which the total quantity of lubricating oil not exceed
275 gallons for all types oflubricating oil. These
exemptions are not expected to apply to Class A
laboratory facilities.
Businesses occupying and/ or operating at the
proposed development must submit a business plan
prior to the start of operations, and must review and
update the entire Business Plan at least once every
two years, or within 30 days of any significant change.
Some of these changes are new emergency contact
information, major increases or decreases in
hazardous materials storage and/or changes in
location of hazardous materials. Plans shall be
submitted to the San Mateo County Environmental
Health Business Plan Program, which may be
contacted at (650) 363-4305 for more information.
The San Mateo County Environmental Health
Department (SMCEHD) shall inspect the business at
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Less than
Significant
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249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
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CHAPTER 2: EXECUTIVE SUMMARY
Resulting
Potential Environmental Impacts Recommended Mitigation Measures Level of
Significance
least once a year to make sure that the Business Plan
is complete and accurate.
Mitigation Measure 8-1b: Hazardous Waste
Generator Program. Prior to operations, businesses
should check with the SMCEHD if they need to
register in the hazardous waste generator program.
The State of California Department of Toxic
Substances Control authorized the SMCEHD to
inspect and regulate non-permitted hazardous waste
generators in San Mateo County based on the
Hazardous Waste Control Law found in the California
Health and Safety Code Division 20, Chapter 6.5 and
regulations found in the California Code of
Regulations, Title 22, Division 4.5. Regulations
require businesses generating any amount of
hazardous waste as defined by regulation to properly
store, manage and dispose of such waste. Division
staff also conducts surveillance and enforcement
activities in conjunction with the County District
Attorney's Offtce for businesses or individuals that
significantly violate the above referenced law and
regulations.
Mitigation Measure 8-1c: Compliance with
Applicable Laws and Regulations. All
transportation of hazardous materials and hazardous
waste to and from the site will be in accordance with
Title 49 of the Code of Federal Regulations, US
Department of Transportation (DOT), State of
California, and local laws, ordinances and procedures
including the posting of placards, signs and other
identifying information.
Impact 8-2: Accidental Hazardous Materials Mitigation Measure 8-2: California Accidental Less than
Release. Mitigations for accidental release of Release Prevention Program (CalARP). Future Significant
hazardous materials dueing construction are businesses at the development shall need to check the
presented in the hydrology section of this state and federal lists of regulated substances available
environmental impact report. Following from the San Mateo County Environmental Health
construction, operations at the proposed facilities Department (SMCEHD). Chemicals on the list are
are expected to represent a continuing threat to the chemicals that pose a major threat to public health
environment through accidental release of and safety or the environment because they are highly
hazardous materials since the site is proposed to toxic, flammable or explosive. Businesses are
include Class A laboratory facilities, where responsible for determining which list to use in
hazardous materials may be stored, used, and consultation with SMCEHD.
disposed of. This represents a potentiallY significant
impact. Should businesses qualify for the program they must
complete a CalARP registration form and submit it to
Environmental Health. Following registration, they
shall submit a risk management plan (RMP). Risk
management plans are designed to handle accidental
releases and ensure that businesses have the proper
information to provide to emergency response teams
249 EAST GRAND AVENUE PROJECT
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PAGE 2-9
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CHAPTER 2: EXECUTIVE SUMMARY
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Resulting
Potential Environmental Impacts Recommended Mitigation Measures Level of
Significance
if an accidental release occurs. All businesses that
store or handle more than a threshold quantity (fQ)
of a regulated substance must develop a RMP and
follow it.
Risk Management Plans describe impacts to public
health and the environment if a regulated substance is
released near schools, residential areas, hospitals and
childcare facilities. RMPs must include procedures for:
keeping employees and customers safe; handling
regulated substances; training staff; maintaining
equipment; checking that substances are stored safely;
and responding to an accidental release.
Impact 8-3: Emissions Near Schools. The Early Mitigation Measure 8-3: Meet standards of the Less than
Years Children's Center is located at 371 Allerton Bay Area Air Quality Management District Significant
Avenue, approximately 400 feet east and (BAAQMD) and Occupational Safety and Health
downwind of the northeast corner of the property. Administration (OSHA). Each independent R&D
Since the proposed development includes research facility operating on the property shall adhere to
laboratory facilities it is likely that hazardous BAAQMD standards and periodically demonstrate
chemicals will be stored and used on the property. compliance with all other local, state and federal
In certain circumstances these chemicals could requirements for emissions. Each facility shall also
spill, mix, ignite, or volatilize and cause a hazardous meet OSHA and California OSHA standards for
emission near the childcare center, which would be R&D facilities. This includes design review by the City
a potentiallY significant impact. of South San Francisco to examine if the proposed
development plans meet the same standards as for
other similar facilities. Engineeeing controls, such as
exhaust hoods, ftItration systems, spill kits, ftce
extinguishers, and other controls, shall be
incorporated into laboratory facilities to meet OSHA
and California OSHA requirements. These standards
are pcimacily designed to maintain worker safety, but
also function to reduce the risk of accidental upset
and limit potential hazardous emissions.
Impact 8-4: Handling of hazardous wastes Mitigation Measure 8-4: Regulation of hazardous Less than
within one-quarter mile of a school. The Early materials in accordance with the San Mateo Signiftcant
Years Children's Center is located at 371 Allerton County Environmental Health Department
Avenue, approximately 400 feet east of the Programs. Registration and regulation in the
northeast comer of the property. Since the Hazardous Materials Business Plan Program,
proposed development includes research lab Hazardous Waste Generator Plan Program, and
facilities, it is likely that hazardous chemicals will be California Accidental Release Program in accordance
handled in close proximity to the child care facility. with earlier mitigations identified in this chapter, for
Close proximity of hazardous chemicals to risk of accidental upset and for routine transport,
occupants of the child care facility represents a disposal, and use of hazardous wastes, would
significant hazard and potentiallY significant impact. significantly reduce the risk to occupants of the
nearby childcare facility. In addition, the applicant
shall establish an early warning and evacuation plan
for the child care center in the case of a hazardous
materials release.
Impact 8-5: Potential Interference with Mitigation Measure 8-5: Fire Department Review. Less than
Emergency Response Plan. The proposed The applicant shall submit construction plans for Fire
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249 EAST GRAND AVENUE PROJECT
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Potential Environmental Impacts
development would physically interfere with
implementation of an adopted emergency response
or evacuation plan if on-site circulation does not
allow for adequate emergency vehicle access.
Interference with the local Emergency Response
Plan would be a significant impact.
Impact 8-6: Airport Land Use Plan. The
proposed Project would be located within the
jurisdiction of the Airport Land Use Plan for the
San Francisco International Airport. The Project
could have a significant impact in terms of the Plan's
policies.
CHAPTER 2: EXECUTIVE SUMMARY
Recommended Mitigation Measures
Department review, and shall establish temporary
alternative emergency routes necessary for the
duration of the construction project. During design
review, the Fire Department would verify that roads
and driveways meet ordinance and uniform building
code requirements for emergency access.
Mitigation Measure 8-6: FAA Regulations
Compliance. Public Utilities Code, Section 21659,
"Hazards Near Airports Prohibited" prohibits
structural hazards near airports. To ensure
compliance with this requirement and Federal
Aviation guidelines the developer shall submit a
Notice of Proposed Construction or Alteration (Form
7460-1) to the Federal Aviation Administration.
Resulting
Level of
Significance
Significant
Less than
Significant
Impact 9-1: Site Conditions May Be Unsuitable
for Infiltration. Appropriate evaluation of site
conditions is critical to the effectiveness of
inftltration trenches. The geotechnical borings
indicate groundwater conditions in the proposed
parking areas can be as high as 3 and 4.5 feet bgs
during winter months. Shallow depth to
groundwater could cause underlying soils to
become saturated, particularly during winter
months, and could impair the ability of the
inftltration trenches to inftltrate water and ftIter out
pollutants. Infiltration structures require a
minimum soil infiltration rate of 0.5 inches/hour.
Percolation testing to verify the inftltration capacity
of site soils has not been conducted. Inftltration
trenches have a high failure rate if soil and
subsurface conditions are not suitable.
Furthermore, inftltration trenches are not
considered suitable for sites that use or store
chemicals or hazardous materials unless hazardous
and toxic materials are prevented from enteeing the
inftltration trenches. This represents a potentiallY
significant impact.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
Mitigation Measure 9-1: Evaluate Project Site for
Feasibility of Infiltration as Water Quality BMP.
The use of infiltration trenches at the Project site may
be limited by several factors, including soil
characteristics, distance to groundwater, and proposed
land uses. The feasibility of inftltration BMPs at the
Project shall be evaluated as follows:
1) Groundwater levels at the invert of the inftltration
trenches shall be reevaluated. The Project applicant
shall ascertain that the distance from the proposed
trench inverts to groundwater be at least 10 feet.
2) Soil parameters, such as the amount of silt and clay
shall be examined. Soils should not have more than 30
percent clay or more than 40 percent clay and silt
combined.
3) Inftltration rates shall be evaluated to ensure
adequate permeability of site soils. Infiltration rates
shall be no less than 0.5 inches/hour and not more
than 2.4 inches/hour.
4) Proposed land uses shall be examined: inftltration
BMPs are not suitable for sites that use or store
chemicals or hazardous materials unless hazardous
and toxic materials are isolated such that they are not
able to enter the trench. The potential for spills can be
minimized by spill prevention control measures.
If site constraints preclude the use of inftltration
trenches at the Project site, other BMPs that do not
allow interaction with groundwater should berconsidered. Possible alternatives for storm water
Less than
Significant
PAGE 2-11
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Significance
treatment include Vortex Separator Units or
Stormceptors at drop inlets. Vortex Separators are
round gravity separators that induce removal of
suspended sediment with the centrifugal force caused
by water moving circularly through the system.
Stormceptors are comprised of a round precast
concrete tank and fiberglass partition that remove oil
and sediment from storm water runoff by gravity
separation. Any storm water quality BMPs to be
implemented at the site must be approved by the
City's Public Works Depactcnent.
Impact 9-2: Potential Contamination of Local Mitigation Measure 9-2: Preparation and Less than
Groundwater. The Project site is located within a Implementation of Project Storm Water Pollution Significant
groundwater basin as defmed by the DWR. The Prevention Plan (SWPPP). Pursuant to NPDES
potential for groundwater contamination from requirements, the applicant shall develop a SWPPP to
inftltration BMPs must be carefully considered, protect water quality during and after construction.
especially in areas where the distance between The Project SWPPP shall include, but is not limited,
groundwater and the trench invert is shallow or to the following mitigation measures for the
where groundwater is or could potentially be used construction period:
for human consumption or agricultural purposes.
The infutration of industrial and parking lot 1) Grading and earthwork shall be prohibited during
pollutants into shallow groundwater could the wet season (October 15 through April 15) and
potentially impair the quality of local groundwater such work shall be stopped before pending storm
sources. This represents a potentiallY significant impact. events.
2) Erosion control/soil stabilization techniques such
as straw mulching, erosion control blankets, erosion
control matting, and hydro-seeding, shall be utilized in
accordance with the regulations outlined in the
Association of Bay Area Governments "Erosion &
Sediment Control Measures" manual. Silt fences shall
be installed down slope of all graded slopes. Hay bales
shall be installed in the flow path of graded areas
receiving concentrated flows and around storm drain
inlets.
3) BMPs shall be used for preventing the discharge or
other construction-related NPDES pollutants beside
sediment (i.e. paint, concrete, etc) to downstream
waters.
4) After construction is completed, all drainage
facilities shall be inspected for accumulated sediment
and these drainage structures shall be cleared of debris
and sediment.
Long-term mitigation measures to be included in the
Project SWPPP shall include, but are not limited to,
the following:
5) Description of potential sources of erosion and
sediment at the Project site. Industrial activities and
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Significance
significant materials and chemicals that could be used
at the proposed Project site should be described. This
will include a thorough assessment of existing and
potential pollutant sources.
6) Identification of BMPs to be implemented at the
Project site based on identified industrial activities and
potential pollutant sources. Emphasis shall be placed
on source control BMPs, with treatment controls used
as needed.
7) Development of a monitoring and implementation
plan. Maintenance requirements and frequency shall
be carefully described including vector control,
clearing of clogged or obstructed inlet or oudet
structures, vegetation/landscape maintenance,
replacement of media ftlters, regular sweeping of
parking lots and other paced areas, etc. Wastes
removed from BMPs may be hazardous, therefore,
maintenance costs should be budgeted to include
disposal at a proper site.
8) The monitoring and maintenance program shall be
conducted at the frequency agreed upon by the
R WQCB and/or City of South San Francisco.
Monitoring and maintenance shall be recorded and
submitted annually to the SWRCB. The SWPPP shall
be adjusted, as necessary, to address any inadequacies
of the BMPs.
9) The applicant shall prepare informational literature
and guidance on industrial and commercial BMPs to
minimize pollutant contributions from the proposed
development. This information shall be distributed to
all employees at the Project site. At a minimum, the
information shall cover: a) proper disposal of
commercial cleaning chemicals; b) proper use of
landscaping chemicals; c) clean-up and appropriate
disposal of hazardous materials and chemicals; and
d) prohibition of any washing and dumping of
materials and chemicals into storm drains.
Impact 9-3: No Treatment of Runoff for Mitigation Measure 9-3: Implement Water Less than
Parking Garages. No water quality BMPs have Quality BMPs for Stonnwater Runoff From Significant
been proposed for Parking Garage A nor Parking Parking Garage. The Project applicant shall
Garage B. Parking areas represent a source of implement storm water quality BMPs for treatment of
suspended solids, petroleum hydrocarbons, and runoff from Parking Garages A and B. Possible BMPs
heavy metals. NPS pollutants from these areas include drop inlet ftltration devices such as the Vortex
represent a potentiallY significant impact. Separator Units or Stormceptors described in
Mitigation Measure 9-1. Any storm water quality
BMPs implemented at the site must first be approved
by the City's Public Works Department.
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PAGE 2-13
CHAPTER 2: EXECUTIVE SUMMARY
Potential Environmental Impacts
Impact 9-4: Site Drains to Colma Creek Flood
Control Channel. The proposed Project drains to
the Colma Creek flood control channel. The
Project site is not located within the Colma Creek
Flood Control Zone. For this reason, the San
Mateo County Department of Public Works has
requested that storm water runoff from the Project
site not be directed into the Colma Creek channel.
Thus, storm water runoff from the Project site that
would flow to Colma Creek represents a potentiallY
significant impact.
Recommended Mitigation Measures
Mitigation Measure 9-4: The Project applicant
shall implement one of the following two
mitigation scenarios for Impact 9-4.
1) Reroute All Flows to Southeastern Comer of
Site and Out of the Colma Creek Watershed. The
Project applicant shall investigate the feasibility of
routing all site runoff to the existing drop inlet located
at East Grand Avenue just below the southeast comer
of the site. This would entail designing the Project
drainage infrastructure to drain to the southeast. This
configuration would likely increase peak flows to the
southeastern drainage system and would require
evaluation of the existing drainage infrastructure from
Litdefield Avenue to the point of discharge at San
Francisco Bay. Inadequate capacity in the
southeastern drainage system may require offsite
drainage improvements.
2) Enter into Agreement with Colma Creek Flood
Control District. If it is found that routing all storm
water to the southeast comer is infeasible, a second
mitigation strategy shall be implemented. The Project
applicant shall enter into an agreement with the San
Mateo County Department of Public Works to be
included in the Colma Creek Flood Control Zone and
comply with the conditions and fees that are
associated with participation in that zone.
Prior to the issuance of building permits, the applicant
shall demonstrate that Project design has mitigated
the potential impact to a level ofless than significant.
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Resulting
Level of
Significance
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Less than
Significant
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Impact 10-1: Construction Related Noise.
Project construction would result in temporary
short-term noise increases due to the operation of
heavy equipment. This would be a potentiaf!y
significant impact associated with Project
development. Construction noise sources range
from about 82 to 90 dBA at 25 feet for most types
of construction equipment, and slighdy higher
levels of about 94 to 97 dBA at 25 feet for certain
types of earthmoving and impact equipment.
Mitigation Measure 10-1: Noise Abatement. It is
possible that a child care center located 400 feet from
the Project site at 371 Allerton would be affected by
Project generated construction noise. If noise controls
are installed on construction equipment, noise levels
could be reduced to 80 to 85 dBA at 25 feet,
depending on the type of equipment. Assuming
construction noise levels comply with the 90-dBA
noise limit specified in the City Noise Ordinance,
construction related noise impacts could be reduced
to a level of less than significant.
-
Less than
Significant
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Impact 13-1: Trip Generation Exceeds 100
T rips During Peak Hours. The project would
PAGE 2-14
Mitigation Measure 13-1: Transportation Demand
Management Program. The project applicant shall
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Less than
Significant
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generate more than 100 net new trips during the implement a Transportation Demand Management
AM and PM peak hours (515 trips during the AM (TDM) program consistent with the City of South San
peak hour and 485 trips during the PM peak hour, Francisco Zoning Ordinance Chapter 20.120
if allowing for the reduction in traffic from the Transportation Demand Management, and acceptable
former Georgia Pacific manufacturing use) or 756 to C/CAG. These programs, once implemented,
trips during the AM peak hour and 729 trips during must be ongoing for the occupied life of the
the PM peak hour if assuming all site trip development. The C/CAG guidelines specify the
generation is new (see Tables 13-10, 13-11 and number of trips that may be credited for each TOM
13-12). The San Mateo City/County Association measure. Appendix Table B-5 ouwnes TOM
of Governments (C/CAG) Agency Guidelines for programs that can generate trip credits to offset the
the implementation of the 2003 Draft Congestion 515 total AM peak hour and 485 PM peak hour trips
Management Program ("C/CAG Guidelines") generated by the project.
specify that local jurisdictions must ensure that the
developer and/or tenants will mitigate all new peak
hour trips (including the first 100 trips) projected
to be generated by the development. This would
be a significant impact.
Impact 13-2: Freeway Level of Service. The Mitigation Measure 13-2: Transportation Demand Significant and
addition of traffic generated by approved Management Plan. The project sponsors shall Unavoidable
development in South San Francisco (year 2008 implement a Transportation Demand Management
Base Case without project conditions) would cause (TDM) program to minimize potential increases in
two freeway segments to operate at LOS F (both freeway traffic. The TDM plan shall contain all
during the AM peak hour). The project would Required Measures and Additional Measures required
increase volumes by more than one percent on by the City of South San Francisco TDM Ordinance,
both of these segments (AM peak hour - Schedule 20.120.030-B, in order to achieve a
southbound: north of the Oyster Point interchange minimum alternative mode use of 32 percent. The
and northbound: south of the East Grand Avenue project applicant shall submit a Preliminary TDM
off-ramp). In addition, project traffic would result Plan containing checklists of Required and Additional
in one segment of the freeway changing from Measures, along with a site plan indicating the
LOS E to LOS F operation (PM peak hour - locations ofTDM elements such as preferential
northbound: north of the Oyster Point parking areas and bicycle facilities. The project
interchange). These would be significant impacts. applicant shall submit a Final TDM Plan
incorporating conditions imposed by the Planning
Commission.
The project shall coordinate with the City in an annual
survey of compliance with the TOM plan. The project
shall also submit a Tri-Annual report of TOM
effectiveness, and be subject to penalties for non-
compliance in accordance with the City's TOM
Ordinance. This impact would remain significant and
unavoidable.
Impact 13-3: Year 2008 Intersection Impacts. Mitigation Measure 13-3: Intersection Significant and
Year 2008 Base Case conditions have assumed Modifications. Modifications are recommended for Unavoidable
removal of the Georgia Pacific manufacturing the following intersections.
activity on the project site. These activities were East Grand Avenue/ A!!erton Avenue Intersection
included in the "Existing Conditions" evaluation, Prohibit left turns from Allerton A venue to East
as existing counts reflected the conservatively Grand A venue until the intersection is signalized-
higher volume levels found in 1999/2000.
Therefore, year 2008 Base Case + Project or--Cut back the hillside on the northeast comer of
evaluation evaluates the full impact of the currendy the intersection to improve sight lines to/from the
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PAGE 2-15
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Significance
proposed project in relation to an empty site. The east to at least 400 feet.
proposed project would produce significant AM Stripe a left turn lane on the eastbound intersection
and/ or PM peak hour impacts at the following
intersections. approach. This will require removal of parking on the
south side of East Grand A venue.
East Grand Avenue / A!!erton Avenue
More than a two percent increase in traffic (2.1 % Provide a fair share contribution towards having the
AM peak hour and 2.9% PM peak hour) at a intersection signalized by the time of project
location with a) unacceptable LOS F operation on occupancy--or-provide signalization when
the stop sign controlled Allerton Avenue approach, construction is complete and receive paybacks from
b) both AM and PM peak hour volumes exceeding other local developments as they are constructed. (All
peak hour signal warrant criteria levels, c) volume needed for Base Case operation.)
warrant criteria being exceeded for the need of a Resultant Operation
left turn lane on the eastbound East Grand Avenue
approach and d) less than acceptable sight lines AM Peak Hour: LOS B-13.2 seconds average vehicle
between traffic turning from Allerton A venue and delay
westbound drivers on East Grand Avenue. PM Peak Hour: LOS C-25.6 seconds average vehicle
delay
East Grand Avenue/ UttleJield Avenue East Grand Avenue/ UttleJie!d Avenue Intersection
More than a two percent increase in traffic during
the AM peak hour (2.9% increase) at a location Widen the northbound Litdefield A venue approach to
with Base Case LOS F operation. provide two intersection approach lanes. Stripe as
one exclusive right turn lane and a combined
South Airport Boulevard/ Utah Avenue left/through/right turn lane (needed for Base Case
Change in AM peak hour operation from LOS D operation).
to an unacceptable LOS E. Resultant Operation
Forbes Boulevard/ A!!erton Avenue AM Peak Hour: LOS D-38.4 seconds average vehicle
Change in AM peak hour all-way-stop operation delay
from LOS C to an unacceptable LOS E. South Airport Boulevard/ Utah Avenue Intersection
South Airport Boulevard/ Gatew'!} Boulevard/Mitchel! Restripe one of the northbound South Airport
Avenue Boulevard through lanes as a shared through/right
More than a two percent increase in traffic during turn lane.
the PM peak hour (8.6% increase) at a location Resultant Operation
with Base Case LOS F operation. AM Peak Hour: LOS C-32.1 seconds average vehicle
Oyster Point Boulevard/ Gatew'!} Boulevard/ U.S.t 0 t delay
Southbound Ffyover Off-Romp Forbes Boulevard/ A!!erton Avenue Intersection
Change in PM peak hour operation from LOS D
to an unacceptable LOS E. Sign the intersection as an all-way-stop.
These would be significant impacts of the Project. Resultant Operation
AM Peak Hour: LOS B-14.1 seconds average vehicle
delay
South Airport Boulevard/ Gatew'!} Mitchel!/ Mitchel! Avenue
I nterrection
Add a second through lane on the westbound
Mitchell Avenue approach (needed for acceptable
Base Case operation).
Add a second right turn lane on the southbound
Gateway Boulevard approach.
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249 EAST GRAND AVENUE PROJECT
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CHAPTER 2: EXECUTIVE SUMMARY
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Potential Environmental Impacts Recommended Mitigation Measures Level of
Significance
Resultant Operation
PM Peak Hour: LOS C-28.2 seconds average vehicle
delay
Oyster Point Boulevard/ GatewCf) Boulevard/ U.S. 1 0 1
Southbound Pfyover Off-Ramp
No feasible physical improvements beyond those
included in the East of 101 TIP have been identified
at this study intersection when it would exceed LOS
standards. The impact at this intersection would
remain significant and unavoidable.
Impact 13-4: Year 2020 Intersection Impacts. No feasible physical improvements beyond those Significant and
Project traffic would produce a significant impact included in the East of 101 TIP have been identified Unavoidable
at the following intersection: at this study intersection when it would exceed LOS
Oyster Point Boulevard/ GatewCf) Boulevard/ U.S. 1 01 standards. This impact would remain significant and
Southbound Pfyover Off-Ramp unavoidable.
Change in PM peak hour operation from an
unacceptable LOS E to an unacceptable LOS F
and more than a two percent increase in traffic (a
4.4% increase) during this time period. This would
be a significant impact.
Impact 13-5: Long Queues in Driveway Lanes. Mitigation Measure 13-5: Turn Lane Extension. Less than
The project will be served by two driveways on Extend the left turn lane on the eastbound East Significant
East Grand A venue and by one driveway on the Grand Avenue approach to the project's signalized
Cabot Road cul-de-sac. The Cabot Road driveway entrance by 200 feet. There are about 200 feet of
connection would connect to the cul-de-sac landscaped median in which to make this
direcdy opposite the extension of Cabot Road to improvement (to the east of the Roebling Road
the east. Driveways from three other businesses intersection). This would reduce the impact to a level
also connect to the cul-de-sac, and based upon of less than significant.
volume levels at Allerton Avenue, have low traffic
volumes. Sight lines should be acceptable to/from
all driveways connecting to the Cabot Road cul-de-
sac (including to/from the project driveway)
allowing a "see and be seen" flow of traffic
through the cul-de-sac area.
The project's easterly driveway connection to East
Grand Avenue would be limited to right turns in
and out only by the raised median along East
Grand Avenue. It will be located about 140 feet
west of the signalized Litdefield Avenue
intersection and about 600 feet east of the
signalized main project access intersection. East
Grand Avenue is level and straight in the project
area and sight lines are excellent at both driveway
locations.
The westerly driveway intersection along East
Grand A venue is now signalized and also serves
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 2-17
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CHAPTER 2: EXECUTIVE SUMMARY
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Resulting
Potential Environmental Impacts Recommended Mitigation Measures Level of
Significance
the Britannia Point Grand parking lot on the south
side of East Grand Avenue. A 100-foot-long left
turn lane is provided in the median of East Grand
A venue on the eastbound approach to this project
entrance. As shown in Tables 13-1 and 13-2,
operation of this signalized intersection would be
acceptable during the AM peak hours in 2008 or
2020 (at LOS C) and would be just acceptable
during the PM peak hours in 2008 or 2020 (at
LOS D). However, during the AM peak hour, the
95th percentile queue of inbound traffic using this
left turn lane could extend about 275 feet in both
2008 and 2020 (i.e. 11 vehicles at 25 feet per
vehicle). During the PM peak hour the 95th
percentile queue would be five cars in 2008 and six
cars in 2020. Inbound project vehicles frequendy
extending out of the existing 100-foot-Iong left
turn pocket and blocking the flow of eastbound
through traffic would be a significant operational
and safety concern. This would be a significant
impact.
Impact 13-6: Internal Traffic Flow. A two-lane Mitigation Measure 13-6: Eliminate Stalls and Less than
loop road would circle the proposed campus of Channelize Aisle Connections. Parking stalls that Significant
four buildings. It would connect to the two will result in parking or backing maneuvers onto the
driveways providing access to East Grand Avenue project loop road shall be eliminated.. In addition, 30
as well as to the garage in the north section of the to 45 degree parking aisle connections with the loop
site. road shall be channelized to 80 or 90 degree
connections.
All internal surface lot driveways would
accommodate two-way traffic flow as would
parking aisles in the garage. All parking aisles
would be 25 feet wide, which would meet City
code and good traffic engineering practice criteria.
Parking stalls would be 90-degree throughout the
site. The Cabot Road cul-de-sac would access a
different level of the parking garage than would the
loop road circling the project office buildings.
One area of concern with the internal circulation
system layout is the eight parking aisle connections
to the loop road that intersect at 45 to 60 degrees
rather than a preferred 90 degrees. In addition,
parking and backing maneuvers to/from some of
the parking stalls near many of these 45- to 60-
degree connections could impact traffic flow on
the loop road. This would be a significant impact.
Impact 13-7: Lack of Sidewalk Connections. Mitigation Measure 13-7: Provision of Sidewalk Less than
Sidewalks will be maintained along the project's Connections. A sidewalk connecting Cabot Way Significant
East Grand Avenue and Cabot Road cul-de-sac with the internal campus sidewalk system, or to a
frontages. Sidewalks will also be provided along garage elevator which will provide access to the
the interior of the project's internal lop road as well
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249 EAST GRAND AVENUE PROjECT
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Potential Environmental Impacts
CHAPTER 2: EXECUTIVE SUMMARY
Recommended Mitigation Measures
as through the office campus. One sidewalk internal campus sidewalk system shall be provided.
connection will be made from the office campus to
the sidewalk along East Grand Avenue near the
southeast corner of the site, while no sidewalk
connection is proposed from the site to the Cabot
Road sidewalk. Pedestrians accessing the Cabot
Road sidewalk would need to use the garage
driveway. The East Grand Avenue pedestrian
access would be provided by both stairs and a
ramp and would be a potential location for a
shutde stop. The lack of a defined sidewalk
connection from the Project site to Cabot Road
would produce safety concerns. This would be a
significant impact of the project.
Resulting
Level of
Significance
Impact 14-1: Increased Wastewater Flows.
According to City of South San Francisco design
wastewater flow estimates, the project would
contribute 216,000 gpd of sewage and industrial
wastewater to the City's sanitary sewer system,
which amounts to an increase of 42 percent or
more as compared with the former use of the site.
The project does not include conservation or
recycling technologies that would lessen its
wastewater flows to the municipal system. This is a
potentialfy significant impact.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
Mitigation Measure 14-1a: Sanitary Sewer Fees.
The City of South San Francisco is currendy
upgrading its sanitary sewer facilities to handle
increased flows from new development. In order to
recover the costs of these upgrades, the City charges
new development a flat-rate sewer connection fee and
a monthly impact fee. The amount of the impact fee
is based on both the quantity (flow) and the quality
(pounds BOD and pounds solids) of wastewater
generated. In addition, the City raised its sewer rates
by twenty-five percent in fiscal year 2004-05 and plans
to continue to raise rates by up to nine percent in each
of the fiscal years 2005-06 through 2008-09 in order
to finance continuing sewer improvements. The
occupants of the proposed project development shall
pay the sanitary sewer fees imposed by the City of
South San Francisco in order to mitigate the cost of
the sewer system upgrades necessary to manage the
wastewater flows generated by the project.
Mitigation Measure 14-1b: Wastewater Recycling.
The proposed Project development is intended for
biotech uses. However, a particular occupant or
occupants for the Project site have not yet been
identified. Depending on the laboratory practices of
the future occupants, it may be possible to recycle
process and/ or clean-up water at the Project site. The
occupants of the proposed Project development shall
evaluate the potential for on-site wastewater recycling
and shall implement wastewater recycling methods.
Less than
Significant
PAGE 2-19
3
PROJECT DESCRIPTION
3.1 PROJECT LOCATION AND SITE CONDITIONS
The Project site is part of the City of South San Francisco's East of 101 Planning Area. The area
consists of roughly 1,700 acres of land, and is bounded by San Francisco Bay on the east side,
Highway 101 and railway lines on the west, the City of Brisbane on the north, and San Francisco
International Airport on the south. The area is mostly developed and has a mix of land uses,
including industry, warehousing, retail, offices, hotels, marinas, and bioscience research and
development facilities.
The Project site is located in a central part of the East of 101 area, at 249 East Grand Avenue
near Roebling Road. The Project site's location is shown in Figure 3-1. The site was, until
recently, developed with a large industrial building occupied by the Georgia Pacific Company,
which was used to manufacture paper and cardboard products. The concrete-walled building is
surrounded on the north, west and south by asphalt-paved areas used for parking and truck
staging areas, and on the east by a railroad spur that was used exclusively by Georgia Pacific to
receive raw materials. Existing vegetation on the site consists of a large lawn area along the East
Grand Avenue frontage, as well as 104 trees of varying heights and maturity, primarily along
East Grand Avenue.
3.2 PROJECT DESCRIPTION
The proposed Project would involve development of four Class-A office/laboratory buildings,
ranging from three to five stories in height, totaling about 534,500 square feet, including 5,500
square feet of commercial space, and a four level parking structure providing 1,529 parking
spaces. Building elevations would be a combination of punched and ribbon-window systems in
conjunction with panels of glass-fiber reinforced or precast concrete.
The Project would include extensive landscaping and open space areas. The site plan features a
terraced landscape area between the buildings, visible from the main approach from East Grand
A venue. The Project landscape includes several different zones: the site perimeter and parking
areas; the large public landscaped area between the buildings; and smaller sheltered landscaped
areas between the buildings (where the buildings serve as a barrier to the prevailing winds). The
site perimeter and parking landscape areas include plantings at the perimeters to screen parking
249 EAST GRAND AVENUE PROjECT
DRAFT FOCUSED EIR
PAGE 3-1
Figure 3-1
Project Site Location
li]
-
Not To Scale
~~
NORTH
-
OJ
>
<C
3<
OJ
~
OJ
]2
--'
-
-
\ . \WAlNUT
. RKEI;l'V' '~'~-' CREEK
80 .~/ .;.
AKlAND ~
"" \
\ SAN
\AAMON
-~~\..--e
SAN LORENto"
\ HAYWARD }
\F~MON/
~!
'C ~,
p~o 1\
ALT~ ""~ \ =
, lsANT~..,.j ~
""~ /1"-.\1
\ ~tSAN "
"". ; JOSE \
-
-
-
SOURCE: Larnphier-Gregory I
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CHAPTER 3: PROJECT DESCRIPTION
as well as to present a positive image of the Project as viewed from East Grand Avenue. The
surface parking areas would include tree plantings. From the street, a visitor would approach the
buildings from the main entry drive that provides a view of the large public landscape area
between the buildings. The Project Site Plan is shown in Figure 3-2, while perspective views of
the proposed Project are shown in Figure 3-3.
3.3 PROJECT OBJECTIVES
The proposed Project would fulfill the following objectives:
1. Convert a vacant former industrial site into a high technology research and development
facility,
2. Build a project that creates quality jobs for South San Francisco,
3. Generate net property tax and other fees from the development project and enhance
property values,
4. Build a project which is viable in the East of 101 Area based upon market conditions
and projected service requirements for the Area,
5. Develop a project that has the high quality of design that is called for in the Design
Policies and Guidelines of the East of 101 Area Plan,
,A._
6.
Provide quality research and development facilities consistent with the General Plan
designation of the site for Business and Technology Park facilities,
7. Continuing to develop the East of 101 Area into a nationally recognized research and
development center that will attract other life science businesses, and
8. Retain the flexibility to build the project in phases that respond best to the market
conditions.
3.4 REQUIRED APPROVALS
The EIR will be used to provide decision makers and the general public with relevant
environmental information to use in considering approval of the Project. The following
approvals would be required:
. Use Permit
. Tentative Parcel Map Permit
. Planned Unit Development Permit
. Design Review Approval
. Development Agreement
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249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 3-3
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~I u
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AESTHETICS
4.1 INTRODUCTION
New development can substantially change the visual qualities and characteristics of an urban
area and may have long term lasting effects on the evolution of the urban area, thereby
stimulating growth and increasing its attractiveness for new or expanding businesses, residential
development or other desired or planned land uses. On the other hand, new development can
change the character of an area by disrupting the visual and aesthetic features that establish the
identity and value of an urban area for its existing residents, merchants or other users. Loss of
such identity and value may discourage new investment, continued residency or business activity
or other activities that attract visitors to the area. A single new development can add to a
district's appeal or complement adopted goals for development and change or entirely
overwhehn a district's scale and visual landmarks. Over time, a new development may become a
valued component of the district and its identity, or generate dissatisfaction by residents, visitors,
employers and employees.
The visual value of any given feature is highly subject to personal sensibilities and variations in
subjective reaction to the features of an urban area. A negative visual impression on one person
may be viewed as positive or beneficial by another. Objective or commonly agreed upon
standards are difficult to establish, but an extensive body of literature is devoted to the subject of
urban design and visual aesthetics.
4.2 SETTING
South San Francisco's urban character is one of contrasts within a visually well defined setting.
San Bruno Mountain to the north, the ridge along Skyline Boulevard to the west, and the San
Francisco Bay to the east provide the City with distinctive edges.1 The City is contained in
ahnost a bowl like fashion by hills on three sides. The City's terrain ranges from the flatlands
along the water to hills west and north. Hills are visible from all parts of the City, and Sign Hill
and San Bruno Mountain (which is outside City limits) in the distance are visual landmarks.
Much of the City's topography is rolling, resulting in distant views from many neighborhoods.
Geographically, the City is relatively small, extending approximately two miles in a north-south
Dyett & Bhatia, South San Francisco General Plan: Existing Conditions and Planning Issues, 1997, pA-2, 4-10,4-15.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 4-1
CHAPTER 4: AESTHETICS
direction and about five miles from east to west. South San Francisco's industrial roots are
reflected in its urban character, especially in its eastern parts. Almost 20 percent of South San
Francisco's land is occupied by industrial and warehousing uses.
The Project site is located in the East of 101 Planning Area of South San Francisco. The East of
101 area was part of the first industrial development in South San Francisco about 100 years ago.
Since then, the area has undergone many transformations. Pioneering industrial uses, such as
steel manufacturing and meat packaging gave way to industrial park, warehousing and
distribution uses that came to dominate the area in the 1950s and 1960s. The recent emergence
of modern office buildings marks the third major wave of land use change in the area. The newly
emerging office areas are unique in their uses of consistent and conscious street tree planting,
while the rest of the City, including downtown, is almost bereft of street trees. Older
manufacturing uses, industrial park structures and tilt-up warehousing buildings can all be found
in the area. Blocks are generally very large in size and the area has a very stark industrial look.
The Project site is located at 249 East Grand Avenue, where East Grand Avenue intersects with
Roebling Road. The site is currendy vacant, but was formerly occupied by a large industrial
building owned by the Georgia Pacific Company, which was used to manufacture paper and
cardboard products.
SITE DESCRIPTION
The following descriptions and photographs of the Project site facilitate an understanding of the
site's visual characteristics. The photographs were taken in April and May of 2005, prior to
demolition of Georgia Pacific's building.
The site's frontage, looking west along East Grand Avenue is shown in Figure 4-1a. From this
vantage point it is possible to see virtually all of the landscaping on site, including a large lawn
area and a line of shrubs and olive trees. Figure 4-1b is a picture taken from near the location of
Figure 4-1, looking south to an office development across East Grand Avenue. The former
building's massing and front parking lot are shown in Figure 4-2a. Figure 4-2b is a picture
taken from near the former building's southwest corner, looking north with neighboring
properties and San Bruno Mountain in the background. Moving northward on the Project site,
Figure 4-3a is a picture of the former building's west side and a large paved area to the west.
Though not visible in the picture, an abandoned railroad right-of-way is located between the
cyclone fence and large building in the picture's background. Figure 4-3b shows part of the
western paved area and the property located west of the site, with Sign Hill in the background.
Figure 4-4a is a view of land uses to the west of the site as well as San Bruno Mountain. Figure
4-4b shows a southern view of the Project site, looking toward East Grand Avenue, while
Figure 4-5a is a view of the northern (rear) portion of the site. Figure 4-5b shows the site's
eastern boundary, including a railroad spur formerly used by Georgia Pacific to receive raw
materials.
PAGE 4-2
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
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B: Office Complex Across From Project Site
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CHAPTER 4: AESTHETICS
4.3 IMPACT ANALYSIS
STANDARDS OF SIGNIFICANCE
The following thresholds for measuring a Project's aesthetic impacts are based upon CEQA
Guidelines thresholds:
1. Would the Project have a substantial adverse effect on a scenic vista?
2. Would the Project substantially damage scenic resources, including, but not limited to,
trees, rock outcroppings, and historic buildings within a state scenic highway?
3. Would the Project substantially degrade the existing visual character or quality of the site
and its surroundings?
4. Would the Project create a new source of substantial light or glare, which would
adversely affect day or nighttime views in the area?
PROJECT IMPACTS AND MITIGATION MEASURES
SCENIC VISTA
San Bruno Mountain is a prominent visual landmark in South San Francisco, and can be seen
from many locations throughout the city, including from the Project site, San Bruno Mountain
can also be seen from across East Grand Avenue, from the sidewalk, and from the business park
located across the street. Construction of the proposed Project, with its three to five story
buildings, may block out all or a portion of the existing view to the north. However, the area on
East Grand A venue from which the mountain is visible is not designated a scenic overlook; it is
not a place where people gather in order to gain a view of San Bruno Mountain, Therefore,
blockage of existing views by the proposed Project would be considered less than significant.
SCENIC HIGHWAYS
The Project site is not located on a scenic highway, and therefore would have no impact related
to scenic resource damage on a scenic highway.
VISUAL CHARACTER
As described in the Setting section above, the visual character of the East of 101 area consists of
a mixture of older and newer office and industrial buildings, with differing amounts of
associated landscaping. The Project site was until recendy occupied by an older, unattractive
industrial building, while the proposed Project would involve construction of a new higWy
designed office building complex with extensive landscaping and open space areas for public
PAGE 4-8
249 EAST GRAND AVENUE PROJECT
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CHAPTER 4: AESTHETICS
use. The proposed Project would have a beneficial impact on the visual character of the East
ofl0l area.
LIGHT AND GLARE
Impact 4-1
Light and Glare. Project implementation would involve construction of
four three to five story office buildings. The many windows and outdoor
lights associated with these buildings would potentially be substantial sources
of day and nighttime glare, which would be considered a significant impact.
Mitigation
Measure 4-1
Glare Minimization Design Standards. Lighting designs should employ
fixtures that would cast light in a downward direction, and building materials
should not be sources of substantial glare. Provided these standards are
followed, the amount of light and glare emanating from the Project site
would be considered less than significant.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 4-9
5
AIR QUALITY
5.1 INTRODUCTION
While air quality is largely a regional issue, the protection of air quality is vital to the overall
health of the environment and the attractiveness of any locality.! South San Francisco enjoys
generally good air quality due largely to the presence of the San Bruno Gap, a break in the Santa
Cruz Mountains that allows onshore winds to flow easily into San Francisco Bay and quickly
disperse air pollutants.
Within South San Francisco, certain areas of the city are more likely to result in pollutant
exposure for residents and workers. These areas include the Highway 101, Interstate 280, and EI
Camino Real corridors, which experience relatively high pollutant concentrations due to heavy
traffic volumes, particularly during peak periods. In addition, wind blowing out of the south and
southeast exposes the city to emissions from the San Francisco International Airport.
5.2 REGULATORY SETTING
South San Francisco is located within the nine county San Francisco Bay Area Air Basin. Air
quality in the basin is monitored by the Bay Area Air Quality Management District (BAAQMD),
which operates a regional network of air pollution monitoring stations to determine if the
national and State standards for criteria air pollutants and emission limits of toxic air
contaminants are being achieved.
Under the federal Clean Air Act, the U.S. Environmental Protection Agency (EP A) can classify
an air basin or portion thereof, as either in "attainment" or "nonattainment". This classification
is based on whether or not the basin meets national ambient air quality standards. Likewise, a
basin is classified under the California Clean Air Act with respect to the achievement of State
ambient air quality standards, The Bay Area is considered "attainment" for all of the national
standards, with the exception of ozone. It is considered "nonattainment" for State standards for
ozone and suspended particulate matter (PMIO).
Dyett and Bhatia, South San Francisco General Plan, 1999, p. 233.
249 EAST GRAND AVENUE PROJECT
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CHAPTER 5: AIR QUALITY
-
Air quality standards have also been established for other common pollutants. These ambient
air quality standards are levels of contaminants which represent safe levels that avoid specific
adverse health effects associated with each pollutant.
-
In 1991, the Bay Area 1991 Clean Air Plan was developed to address the State requirements of
the California Clean Air Act. The Plan has been updated three times, in 1994, 1997 and 2000,
with the continued goal of improving air quality through tighter industry controls, cleaner fuels
and combustion in cars and trucks, and increased commute alternatives.
-
5.3 AIR QUALITY DATA
-
The BAAQMD monitors air quality at several locations within the San Francisco Air Basin,
although none are located in South San Francisco. The monitoring sites closest to the Project
site are located in San Francisco and Redwood City. Table 5-1 summarizes exceedances of the
state and federal standards at these two sites. The table shows that most of the ambient air
quality standards are met in the Project area with the exception of the state standard for PMlO
and ozone.
-
-
TABLE 5.1
AIR QUALITY DATA SUMMARY FOR SAN FRANCISCO AND REDWOOD CITY, 2001-2003
-
Pollutant Standard Monitoring Site Davs Standard Exceeded
2001 2002 2003
Ozone Federal1-Hour San Francisco 0 0 0
Redwood City 0 0 0
Ozone State 1-Hour San Francisco 0 0 0
Redwood City 1 0 1
Ozone Federal 8-Hour1 San Francisco 0 0 0
Redwood City 0 0 0
PMlO Federal 24-Hour San Francisco 0 0 0
Redwood City 0 0 0
PM10 State 24-Hour San Francisco 7 2 1
Redwood City 4 1 0
Carbon Monoxide State/Federal San Francisco 0 0 0
8-Hour Redwood City 0 0 0
Nitrogen Dioxide State 1-Hour San Francisco 0 0 0
Redwood City 0 0 0
-
-
-
...
-
-
Source: Bay Area Air Quality Management District, 2004.
-
-
-
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249 EAST GRAND AVENUE PROJECT
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-
CHAPTER 5: AIR QUALITY
5.4 IMPACT ANALYSIS
STANDARDS OF SIGNIFICANCE
The following thresholds for measuring a project's environmental impacts are based on CEQA
Guidelines thresholds:
1. Would the Project conflict with or obstruct implementation of the applicable air quality
plan? The criteria is further deftned as follows:
- If the Project shows an estimated population greater than assumed in the Clean Air
Plan (as defined in ABAG Projections), then it would be inconsistent with air quality
planning, and would be deemed to have a signiftcant air quality impact.
- If the Project shows a growth rate in vehicle miles traveled (VM1) higher than the
population growth rate, it would be considered to be hindering progress toward
achieving a substantial reduction in the rate of increase in passenger vehicle trips and
miles traveled. Therefore, it would be considered inconsistent with regional air quality
planning, and deemed to have a signiftcant air quality impact.
- The consistency of the Project with Clean Air Plan Transportation Control Measures
(TCMs) must also be considered in evaluating air quality effects associated with
implementation of the Project. If the Project does not demonstrate reasonable efforts
to implement the TCMs identified in the Clean Air Plan, then it would be considered
to be inconsistent with the CAP and deemed to have a significant air quality impact.
2. Would the Project violate any air quality standard or contribute substantially to an
existing or projected air quality violation?
3. Would the Project 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 qualitative
thresholds for ozone precursors)?
4. Would the Project expose sensitive receptors to substantial pollutant concentrations?
5. Would the Project create objectionable odors affecting a substantial number of people?
PROJECT IMPACTS AND MITIGATION MEASURES
.....
CONFLICT WITH AIR QUALITY PLAN
The amount of development associated with the proposed Project is consistent with the
intensity of development for the Project site foreseen in the South San Francisco General Plan,
which was published in 1999. The site is located in an area designated as Business and
249 EAST GRAND AVENUE PROJECT
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PAGE 5-3
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CHAPTER 5: AIR QUALITY
-
Technology Park in the General Plan, and the Project site's proposed use is also consistent with
the city's Zoning Ordinance. The city's General Plan designations, and future land use types and
intensities, would have been taken into account during preparation of the BAAQMD's most
recent Clean Air Plan, released in 2000. The Project would therefore be consistent with, and
have no impact on, the Clean Air Plan,
....
-
AIR QUALITY STANDARDS
-
Impact 5-1
Construction Dust. Construction activity involves a high potential for the
emission of air pollutants. Construction activities would generate exhaust
emissions from vehicles/equipment and fugitive particulate matter emissions
that would affect local air quality. This would be a potentially significant
impact.
-
-
Construction activities would temporarily affect local air quality, causing a
temporary increase in particulate dust and other pollutants. Dust emission
during periods of construction would increase particulate concentrations at
neighboring properties. This impact is potentially significant, but normally
mitigable.
-
-
BAAQMD CEQA Guidelinel provide thresholds of significance for air
quality impacts. The BAAQMD significance thresholds for construction dust
impacts are based on the appropriateness of construction dust controls. The
BAAQMD guidelines provide feasible control measures for construction
emission of PMlO" If the appropriate construction controls are to be
implemented, then air pollutant emissions for construction activities would
be considered less than significant.
-
-
-
Mitigation
Measure 5-1
Dust Suppression Procedures. The following basic, enhanced and optional
measures are recommended for inclusion in construction contracts to control
fugitive dust emissions during construction.
Basic Measures
-
-
. Water all active construction areas at least twice daily.
-
. Pave, apply water three times daily, or apply (non-toxic) soil stabilizers on
all unpaved access roads, parking areas and staging areas at construction
site.
-
-
2 Bay Area Air Quality Management District, BAAQMD CEQA Guidelines, 1996 (Revised 1999).
-
PAGE 5-4
249 EAST GRAND AVENUE PROJECT
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CHAPTER 5: AIR QUALITY
. Water or cover stockpiles of debris, soil, sand or other materials that can
be blown by the wind.
. Cover all trucks hauling soil, sand, and other loose materials or require all
trucks to maintain at least two feet of freeboard.
. Sweep daily (preferably with water sweepers) all paved access road,
parking areas and staging areas at construction sites.
. Sweep streets daily (preferably with water sweepers) if visible soil material
is carried onto adjacent public streets.
. Limit construction equipment idling time.
. Properly tune construction equipment engines, and install particulate
traps on diesel equipment.
Enhanced Measures
. Hydroseed or apply (non-toxic) soil stabilizers to inactive construction
areas (previously graded areas inactive for ten days or more).
. Enclose, cover, water twice daily or apply (non-toxic) soil binders to
exposed stockpiles (dirt, sand, etc.).
· Limit traffic speeds on unpaved roads to 15 mph.
· Install sandbags or other erosion control measures to prevent silt runoff
to public roadways.
· Replant vegetation in disturbed areas as quickly as possible.
Optional Measures
· Install wheel washers for all exiting trucks, or wash off the tires or tracks
of all trucks and equipment leaving the site.
· Suspend excavation and grading activity when winds (instantaneous
gusts) exceed 25 mph.
With the implementation of appropriate mitigation measures, impacts related to construction
emissions would be reduced to a less than significant level.
Operation. Development projects in the Bay Area are most likely to violate an air quality
standard or contribute substantially to an existing or projected air quality violation through
249 EAST GRAND AVENUE PROJECT
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PAGE 5-5
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CHAPTER 5: AIR QUALITY
-
vehicle trip generation. New vehicle trips add to carbon monoxide concentrations near streets
that provide access to the site.
-
The Bay Area Air Quality Management District's BAAQMD CEQA Guidelines recommends
estimation of carbon monoxide concentrations for projects where Project traffic would impact
intersections or roadway links operating at Level of Service D, E, or F or would cause Level of
Service to decline to D, E, or F; or where Project traffic would increase traffic volumes on
nearby roadways by 10% or more (if the increase is at least 100 vehicles per hour).
-
-
Emissions and ambient concentrations of carbon monoxide have decreased gready in recent
years. These improvements are due largely to the introduction of cleaner burning motor vehicles
and motor vehicle fuels, No exceedances of the State or National CO standard have been
recorded at any of the Bay Area's monitoring stations since 1991. The Bay Area has attained the
State and National CO standard.
-
-
However, despite this progress, localized CO concentrations still warrant concern in the Bay
Area and should be addressed. The region must safeguard against localized high concentrations
of CO that may not be recorded at monitoring sites. Because elevated CO concentrations are
generally fairly localized, heavy traffic volumes and congestion can lead to high levels of CO, or
"hotspots", while concentrations at the closest air quality monitoring station may be below State
and National standards,
-
-
-
A screening method of the Caline4 Model was used in order to determine what effect the
Project would have on localized carbon monoxide (CO) emissions. The screening method used
for the Project area assumed worst-case, peak-hour traffic volumes along the Allerton/East
Grand Avenue intersection and the Oyster Point Boulevard/Gateway Boulevard intersection.
According to the traffic analysis completed by Crane Transportation Group (CTG) for this
Project, and as shown in Table 13-2 of this EIR, the Allerton/East Grand Avenue intersection
would be the intersection most affected by the project in terms of decreased Levels of Service.
According to Figure 13-7, the Oyster Point Boulevard/Gateway Boulevard intersection would
be the busiest intersection in terms of traffic volume as measured by CTG.
-
-
-
The model was run for each intersection for the PM Peak Hour for existing CO concentrations,
as well as CO levels in 2008 with and without the Project. The following table details the results
of the Caline4 Model runs,
-
-
-
-
-
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249 EAST GRAND AVENUE PROJECT
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-
CHAPTER 5: AIR QUALITY
TABLE 5.2
LOCALIZED CARBON MONOXIDE CONCENTRATIONS
(parts per million)
Allerton/East Grand Oyster Point/Gateway
Model Scenario CO Concentration CO Concentration
1-Hour I a.Hour 1-Hour I a-Hour
Existing
3,08
2.45
3.61
2.98
2008 no Project
3.17
2.58
3.72
3.13
2008 with Project
3.19
2.60
3.78
3.19
In any scenario, CO emissions would not reach the thresholds established by the BAAQMD of
20 parts per million over a 1-hour period, or 9 parts per million over an 8-hour period. As
shown in the above table, CO emissions in the area would increase by 2008 with the proposed
Project. However, because 2008 CO emission levels in the area would remain below BAAQMD
standards, this impact would be less than significant.
CUMULATIVELY CONSIDERABLE IMPACTS
The Project would generate new emissions through new regional vehicle trips. The BAAQMD
has developed criteria to determine if a development Project could result in potentially
significant regional emissions. The District has recommended that 2,000 daily vehicle trips be
used as a threshold for quantifying Project regional impacts.
Based on CTG's estimate of 5,946 daily two way trips to and from the Project site,
URBEMIS7G Model calculations were performed in order to determine whether the Project
would exceed air emissions thresholds for Reactive Organic Gases (ROG), Nitrous Oxide (NOJ
and Carbon Monoxide (CO). Emissions thresholds are 80 pounds per day for ROG and NOx
and 550 pounds per day for CO. The Project's emissions for ROG are estimated at 54 lbs./ day,
below the significance threshold.
Impact 5-2
Cumulative Air Quality Impacts. The proposed Project would exceed
emissions standards for NOx, by producing 112 lbs./ day, as well as
producing 7 42Ibs./ day of CO. This would be a significant impact.
Mitigation
Measure 5-2
Transportation Demand Management Program. Implementation of a
Transportation Demand Management Program, as described in Mitigation
Measure 13-1 of the Transportation and Circulation chapter, would reduce
the number of vehicle trips to and from the Project site, but not to the extent
that NOx and CO emissions would be reduced to acceptable levels. This
would remain a significant and unavoidable impact of the Project.
249 EAST GRAND AVENUE PROJECT
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PAGE 5-7
-
CHAPTER 5: AIR QUALITY
-
SENSITIVE RECEPTORS
The BAAQMD defines sensitive receptors as facilities where sensitive receptor population
groups (children, the elderly, the acutely ill and the chronically ill) are likely to be located. These
land uses include residences, schools, playgrounds, child care centers, retirement homes,
convalescent homes, hospitals and medical clinics. The closest sensitive receptor is the Early
Years Children's Center located at 371 Allerton Avenue, which is located roughly 400 feet east
of the proposed Project site.
-
-
-
The proposed Project could expose the Early Years Children's Center to on-site etn1SS10nS
during construction and operation of the Project. Any Project occupant who would potentially
release toxic air contaminant emissions would be subject to rules, regulations and procedures of
the Bay Area Air Quality Management District. As part of its program to control toxic air
contaminant emissions, the District has established procedures for estimating the risk associated
with exposure. The methods used are conservative, meaning that the real risks from the source
may be lower than the calculations, but it is unlikely they will be higher.
-
-
-
In the first step of a two-step process, the District estimates how much of a contaminant would
be found in the air at a specific location. The estimate depends upon the type of source, its rate
of production and its location. The second step involves determining if the estimated amount of
contaminant is hazardous to those exposed to it. This determination includes an evaluation of
both carcinogenicity (tendency to cause cancer) and non-cancer health effects. Chemical toxicity
is based on animal study results and in some instances, on the results of human exposure. Issues
of toxic air contaminants are discussed in Chapter 8 of this document.
-
-
-
ODORS
During construction the various diesel-powered vehicles and equipment in use on the site would
create odors, These odors would be temporary and not likely to be noticeable much beyond the
Project site's boundaries. The potential for diesel odor impacts is therefore less than
significant.
-
-
Because at this time it is not known exactly what type of business activity (beyond what has been
identified as high technology research and development) would take place at the Project site if
the proposed Project is implemented, it is not possible to determine what level of impact, if any,
the Project would have. However, the Project would be expected to conform to any applicable
air quality regulations,. in order to ensure that it produces a less than significant amount of
offensive odors.
-
-
-
-
-
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249 EAST GRAND AVENUE PROJECT
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-
6
BIOLOGICAL RESOURCES
6.1 SETTING
The primary natural resources in the East of 101 area are wedands and their associated plant and
animal species, and slopes with native vegetation. Other natural resources, such as forests, soils
and minerals, are generally absent in the East of 101 area due to previous industrial use of the
land and the fill soils found in the area. Natural vegetation is limited to isolated, scattered
parcels, and much of the vegetated areas are landscaped.
The vast majority of the Project site has until recent demolition actiVities been developed,
covered mosdy by an industrial building and asphalt. Portions of the site fronting along East
Grand Avenue are covered with vegetation, and include a large lawn area, shrubbery and trees.
There is also a thin strip of vegetation located along the western and northern property lines.
There are 104 trees located on the Project site.
6.2 IMPACT ANALYSIS
STANDARDS OF SIGNIFICANCE
The following thresholds for measuring a project's environmental impacts are based on CEQA
Guidelines thresholds:
1. Would the Project have a substantial adverse effect, either direcdy 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 Game or U.S. Fish and Wildlife Service?
2. Would the Project have a substantial adverse effect on any riparian habitat or other
sensitive natural community identified in local or regional plans, policies, regulations or
by the California Department of Fish and Game or US Fish and Wildlife Service?
3.
Would the Project have a substantial adverse effect on federally protected wedands 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?
-
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CHAPTER 6: BIOLOGICAL RESOURCES
-
4.
Would the Project 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?
-
5.
Would the Project conflict with any local policies or ordinances protecting biological
resources, such as a tree preservation policy or ordinance?
-
6.
Would the Project conflict with the provisions of an adopted Habitat Conservation Plan,
Natural Community Conservation Plan, or other approved local, regional, or state
habitat conservation plan?
-
-
PROJECT IMPACTS AND MITIGATION MEASURES
-
SPECIES AND HABITATS
Because the Project site is located in a largely industrial area, on a site that has already been
developed, the Project would have no impact on any endangered, threatened or rare species or
their habitats, or to any federally protected wedands or wildlife corridors.
-
-
POLICIES, PLANS AND ORDINANCES
The Project site is vegetated by various types of landscaping, including trees, shrubs, and lawn
areas. Of the 104 trees located on the site, 14 are considered protected trees, based on the City
of South San Francisco Tree Ordinance.
-
-
Impact 6-1
Removal of Protected Trees. Construction at the Project site would require
cutting down 104 trees. Fourteen of the trees on the site are considered
protected trees under Section 13.30.020(f)(1) of the City of South San
Francisco Municipal Code relating to tree preservation (Tree Ordinance).
According to the Ordinance, a protected tree is defined as the following:
-
-
1. Any tree with a circumference of 48 inches or more when measured 54
inches above natural grade; or
-
2. A tree or stand of trees so designated by the Director based upon
fmdings that it is unique and of importance to the public due to its
unusual appearance, location, historical significance or other factor; or
-
3. A stand of trees in which the Director has determined each tree 1S
dependent upon the others for survival.
-
The 14 protected trees on the site are considered protected because their
trunk circumferences measure more than 48 inches above natural grade.
Cutting down these trees would be a potentially significant impact of the
Project.
-
-
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CHAPTER 6: BIOLOGICAL RESOURCES
Mitigation
Measure 6-1
Tree Replacement. The Project applicant shall be required to obtain a tree
cutting permit and adhere to the City of South San Francisco Tree Ordinance
before removing any trees from the Project site. According to the Tree
Ordinance, no protected tree shall be removed, pruned~ or otherwise
materially altered without a permit except as provided in Section 13.30.030. A
tree cutting permit requires replacement of a tree with three 24-inch box or
two 36-inch box minimum size landscape trees for each tree removed, as
described in Section 13.30.080 of the Tree Ordinance, Adherence to the
provisions of the City of South San Francisco Tree Ordinance would reduce
the impact of cutting down protected trees on the Project site to a level of
less than significant.
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7
GEOLOGY AND SOILS
7.1 INTRODUCTION
The information presented below was drawn from several sources of data including: (1)
Geotechnical report for the Project site completed by KC Engineering Company (April 2, 2004);
(2) Review of USGS Open File Reports (OFR) of the area, including a map of the bedrock
geology (USGS OFR 98-354, 1998), Quaternary Geologic Map, including liquefaction
susceptibility (USGS OFR 97-715,1997), and Landslide Map (USGS OFR 97-745 C); (3) Review
of Official California Geologic Survey (CGS) (formerly the California Division of Mines and
Geology (CDMG)) Maps, including the South San Francisco Alquist'-Priolo (A-P) Earthquake
Fault Zone Map (1982), and Fault Activity Map of California (1994); (4) Review of government
websites, including the Association of Bay Area Government's (ABAG) website (www.abag.gov)
for a summary of hazards ranging from liquefaction to seismic landsliding; and (5) Review of the
East of 101 Area Plan of the City of South San Francisco, as well as all other applicable
ordinances and regulations.
7.2 SETTING
Regional Seismicity
The site lies in the tectonically active Coast Ranges Geomorphic Province of northern
California, on the east side of the San Francisco Peninsula. Development of the northwest
trending ridges and valleys in the vicinity, including the Santa Cruz Mountains and San Francisco
Bay, are controlled by active tectonism along the boundary between the North American and
Pacific Tectonic Plates, the San Andreas Fault System. Area faults have predominandy right-
lateral strike-slip (horizontal) movement, with lesser dip-slip (vertical) components of
displacement. Horizontal and vertical movement is distributed on the various fault strands
within a fault zone. Throughout geologic time the fault strands experiencing active deformation
change in response to regional shifts in stress and strain from plate motions. Within 15 miles of
the project site there are three major active faults that display large right-lateral strike-slip offsets,
the San Andreas fault, the San Gregorio fault, and the Hayward fault.
The geotechnical report cited the nearest active or potentially active fault zones to the site as the
San Andreas fault, located 3.4 miles southwest of the site, the San Gregorio Fault (Seal Cove
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CHAPTER 7: GEOLOGY AND SOilS
-
fault), located approximately 8.6 miles to the southwest, and the Hayward Fault, located
approximately 15.0 miles to the northeast, The nearest potentially active fault (showing evidence
of Quaternary movement, or movement within the past 1.6 million years) is the San Bruno fault,
located approximately 1.4 miles southwest of the site. The nearest geologic fault is the Hillside
fault, located approximately 1,000 feet northeast of the site. This fault is not considered active
or potentially active.
-
-
Seismicity of the Project region has resulted in several major earthquakes during the historic
period, including the 1868 Hayward Earthquake, the 1906 San Francisco Earthquake, and most
recently, the 1989 Loma Prieta Earthquake.1 Small, non-damaging earthquakes occur frequently
in the project vicinity. Larger potentially damaging earthquakes are expected to occur
periodically, and are considered likely during the design life of the Project site.
-
-
-
Regional Geology
The site is located at the edge of the San Francisco Bay, a submerged valley in the Central Coast
Ranges of California. This area is characterized by northwest trending mountain ranges and
valleys oriented sub-parallel to faults of the San Andreas Fault System. In the San Francisco Bay
Area, Tertiary strata commonly rest in angular unconformity on rocks of the Franciscan
complex, which is composed of weakly to strongly metamorphosed greywacke (sandstone),
argillite, limestone, basalt, serpentinite, and chert. The rocks of the Franciscan complex are
ancient Jurassic oceanic crust and deep marine (pelagic) deposits accreted onto the edge of the
North American Continent and metamorphosed as a result of accretion and partial subduction.
These deposits have been overlain by Late Jurassic to Late Cretaceous sedimentary deposits,
Deposits of these rocks may be found outcropping along San Bruno Mountain in the Project
vicinity. Little metamorphosed, high-pressure, low-temperature metamorphic minerals are
common in the Franciscan complex, but there are also high grade metamorphic blocks in
sheared but relatively un-metamorphosed argillite matrix which reflect the complicated history
of the Franciscan.
-
-
-
-
-
-
These rocks have been offset by movement along the San Andreas Fault System, which traverses
the Santa Cruz Mountains prior to heading offshore in Southern Daly City, on the other side of
the Peninsula. The San Francisco Peninsula is dissected by several northwest trending and
structurally controlled valleys, including the valley of Cohna Creek, which contains the Project
site. During the Quaternary Period of rising and falling sea level in response to patterns of global
glaciation these valleys have been incised and then backfilled with sediment to form the suite of
alluvial deposits that can be found today, including the Pleistocene Cohna Formation. Along the
bay margin, deposits of Holocene "Bay Mud" deposited during the past 11,000 years, during
which time the Bay has filled with seawater, can be found, as well as marsh deposits, and other
fine grained sediment accumulated by currents along the shore,
-
-
-
-
California Division of Mines and Geology, 2002.
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CHAPTER 7: GEOLOGY AND SOilS
Site Geology and Soils
According to a recent map of bedrock geology (1998), most of the site is underlain by the
Pleistocene Colma Formation, with a small area of historic artificial fill over tidelands in the
south comer. The Colma Formation is described as friable, well sorted, fine to medium grained
sand containing a few beds of sandy silt, clay, and gravel throughout most of the area, but also as
sandy clay and silty sand in the Project vicinity. Fill is described as clay, silt, sand, rock
fragments, organic matter, and man made debris, placed over tidal flats. The site is likely
underlain at depth by Franciscan Rocks similar to those exposed in nearby San Bruno Mountain.
Sandstone bedrock typical of the Franciscan Complex was penetrated in two boreholes at the
site.
A site geologic map was not completed for the geotechnical investigation, but several boreholes
drilled through the property indicate subsurface conditions. Since boreholes were not drilled
inside the warehouse, the subsurface information is only detailed around the edge of the
proposed development. These boreholes typically encountered 2 to 4 inches of asphalt, and
variable gravel depths as thick as 12 inches. Along East Grand Avenue, between 4 and 5 feet of
silt, sand, and clay fill was reportedly encountered, while significant fill was not reported in the
other boreholes. However, with the exception of Borehole 6 on the north comer, all the logs
report typically clayey sand soils to a depth of between 24.5 to 31.5 feet BGS, Borehole 1
penetrated sandstone bedrock at 27.5 feet BGS, while Borehole 6 penetrated apparendy similar
sandstone bedrock at about 6 feet deep. While other boreholes did not reportedly penetrate
bedrock, it seems likely that the depth to bedrock should not significandy exceed about 30 feet
and soils should become thinner in the northerly direction and toward the hills. Although
medium-dense to dense sand was most commonly found, clay lenses between about 5 and 10
feet thick were encountered in Boreholes 2 and 6. Boreholes 1 and 2 initially encountered
groundwater at 10 feet BGS, while in Boreholes 3, 4, and 5, shallower groundwater was found at
depths of 1, 4.5, and 3 feet, respectively. No groundwater was encountered in Borehole 6.
Results indicate a shallow, probably perched groundwater table between about 1 and 4.5 feet
BGS underlies most of the eastern portion of the property, with a deeper water table about 10
feet BGS found toward the west edge of the property, and litde or no groundwater next to the
hill behind the property.
Landsliding and Slope Stability
Slope steepness is generally the dominant factor governing slope stability, depending upon soil
and bedrock conditions. Steep slopes greater than 50 percent are especially prone to landslides in
areas of weak soil and/or bedrock. The geotechnical feasibility report did not examine the risk
of landsliding or slope stability at the site, since the development will redevelop a nearly level
parcel of land, the risk from slope instability may be assumed to be minor. According to ABAG
the site is not at risk from slope instability.
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CHAPTER 7: GEOLOGY AND SOilS
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Primary Seismic Hazards - Surface Fault Rupture
A number of active and potentially active faults are present in the region. According to criteria
of the State of California Geological Survey, active faults have experienced surface rupture
within the last 11,000 years (Holocene Period). The Alquist-Priolo Earthquake Fault Zoning Act
of 1972 initiated a program of mapping active and potentially active faults (faults with
displacement within Quaternary time - the last 1.6 million years). According to the program,
active faults must be zoned and development projects within the Earthquake Fault Zones
investigated to establish the location and age of any faulting across the development site. Active
and potentially active faults along the San Francisco Peninsula have undergone extensive
investigation in the past. ABAG has summarized results from many of these studies to quantify
the potential impact to certain areas, while the California Geological Survey has established
Earthquake Fault Zone (EFZ) boundaries. According to these maps, the proposed development
is not located within an EFZ.
-
-
-
-
-
The nearest EFZ is for the San Andreas Fault, located slighdy more than 3 miles southwest of
the site. Since no faults are mapped across the Project site on any published maps, the
geotechnical consultant inferred ground rupture at the site as a result of an earthquake unlikely
and the risk of ground rupture within the Project boundaries is considered very low.
-
-
Secondary Seismic Hazards
-
Ground Shaking
The San Francisco Bay Area is a seismically active region. The Project site and region will likely
be subjected to strong to violent seismically induced ground shaking within the design life of the
development. The site is located in an area of active regional seismicity near active seismic
sources.
-
-
According to a recent study completed by the Working Group on California Earthquake
Probabilities (WGCEP), which assesses the probability of earthquakes in the San Francisco Bay
Area, there is a 62 percent probability that an earthquake of Richter Magnitude 6.7 or greater will
strike between 2003 and 2032.2
-
-
The intensity of ground shaking will vary with the distance and magnitude of the earthquake
causing the ground shaking. The maximum intensity ground shaking expected to occur at the
site would be a modified Mercalli intensity level of IX (violent) in response to an earthquake of
equivalent magnitude to the 1906 earthquake (7.9) on the San Andreas fault. An earthquake of
magnitude 6.8 on the Hayward fault would be expected to produce strong ground shaking
equivalent to Mercalli intensity level VII.3
-
-
-
2 WGCEP,2002.
Association of Bay Area Governments, www.abag.ca.gov, 2005.
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CHAPTER 7: GEOLOGY AND SOilS
Peak ground accelerations for the site with a 10 percent probability of being exceeded in a 50-
year period are approximately 60 percent of the acceleration due to gravity (g).4 Actual ground
motions resulting from ground acceleration may be amplified or dampened depending on the
underlying geologic materials. Deep soft soils tend to amplify waves whereas shallow soils
overlying hard bedrock tends to dampen shaking intensity. With relatively shallow soils at the
project site, no amplification of seismic waves is anticipated.
Seismically Induced Liquefaction
Liquefaction is the temporary transformation of saturated, cohesionless soil into a viscous liquid
as a result of ground shaking, Liquefaction potential was examined for the site in the
geotechnical report. According to that report, the risk of liquefaction was determined to be very
low. According to ABAG, soils at the site have a very low susceptibility to liquefaction.s These
maps show a sharp demarcation at the line separating Bay fill and native ground, from very high
risk to very low risk. The geotechnical report assessed liquefaction potential at the site and
concluded a very low risk due to the presence of dense silty and clayey sands, with a liquid limit
greater than 35 percent and silt plus clay content between 28 and 42 percent and at least 15
percent clay.
Seismically Induced Densification
Dynamic densification or ground subsidence can occur when dry cohesionless soils collapse as a
result of seismic shaking. This may be particularly true of unconsolidated sandy fill, or ground
overlying hollow areas due to caves, mines, or areas with excessive groundwater removal. Since
these conditions do not occur at the site, dynamic densification is not considered a hazard.
Seismically Induced Lurch Cracking
Lurching is the sudden swaying, rolling, or spreading of the ground during a strong earthquake.
Lurch cracking is the development of fissures or cracks on slopes overlain by weak soils,
According to the geotechnical report, soil materials present at the site were typically stiff to very
stiff clayey soils, and are not susceptible to lurch cracking. Lurch cracking is not considered a
hazard.
Seismically Induced Landslides
Seismically induced slope failure is another secondary seismic hazard. During earthquake
induced ground shaking, unstable slopes can fail, causing landslides and debris flows. Due to
the nearly level topography of the site, seismically induced landslides are not considered a
hazard.
4
California Geologic Survey, http://www.consrv.ca.gov/CGS/rghm/pshamap/pshamain.html.
ABAG website, www.abag.ca.gov
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7.3 IMPACT ANALYSIS
STANDARDS OF SIGNIFICANCE
-
The following thresholds for measuring a Project's aesthetic impacts are based upon CEQA
Guidelines thresholds:
-
1.
Would the Project 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?
-
2. Would the Project result in substantial soil erosion or the loss of topsoil?
-
3.
Would the Project 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?
-
4.
Would the Project 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?
-
5.
Would the Project 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?
-
-
PROJECT IMPACTS AND MITIGATION MEASURES
SEISMIC IMPACTS
-
According to CEQA guidelines, exposure of people or structures to major geological hazards is
a significant adverse impact. The primary geologic hazards affecting the Project identified in the
Initial Study are strong seismic ground shaking, slope instability, and expansive clayey soils. The
basic criterion applied to the analysis of impacts is whether construction of the Project will
create, or be founded on, unstable geologic conditions that would last beyond the short-term
-
-
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CHAPTER 7: GEOLOGY AND SOilS
construction period. The analysis of geological hazards is primarily based on the degree to which
the site geology could produce hazards to people, structures, and the environment from
earthquakes, fault rupture, landslides, soil creep, expansion and setdement or other geologic
events.
Surface Fault Rupture
According to the latest available maps, the site is not contained within an Alquist-Priolo
Earthquake Fault Zone boundary. Published geologic maps show no faults across the site, and
there is no other indication of an active fault, and therefore no impact to the Project.
Exposure to Strong Seismic Ground Shaking
Impact 7-1
Mitigation
Measure 7-1a
Mitigation
Measure 7-1b
Seismic Ground Shaking. There is a high probability that the proposed
development would be subjected to strong to violent ground shaking from
an earthquake during its design life. Exposure of people and buildings to
strong seismic ground shaking is considered a potentially significant
impact.
Compliance with Uniform Building Code and California Building
Code. Project development shall meet requirements of the California
Building Code Vol. 1 and 2, 2001 Edition, including the California Building
Standards, 2001 Edition, published by the International Conference of
Building Officials, and as modified by the amendments, additions and
deletions as adopted by the City of South San Francisco, California.
Incorporation of seismic construction standards would reduce the potential
for catastrophic effects of ground shaking, such as complete structural
failure, but will not completely eliminate the hazard of seismically induced
ground shaking.
Compliance with recommendations of a design level geotechnical
report. Proper foundation engineering and construction in accordance with
the recommendations of a Registered Geotechnical Engineer and a
Registered Structural Engineer shall be included in the Project. The feasibility
level geotechnical investigation was completed without a development plan.
This investigation revealed that the Project is geotechnically feasible.
Following development of a building plan, a design level geotechnical
investigation shall be completed with recommendations specific to the
proposed structures.
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At a minimum, the structural engineering design shall incorporate selsrruc
parameters as outlined in the feasibility level geotechnical report adopted
from the California Building Code. Site specific seismic response criteria shall
be developed as part of the design level Geotechnical Investigation. There
would be no additional impact upon completion of the design level study and
adherence to recommended seismic parameters, given that the Project was
deemed feasible by the initial geotechnical study.
-
-
-
Seismic Zone 4
~oment~agnUtude ~6.9+
Soil Profile Type Sc
Seismic Source Type A
Seismic Zone Factor OAO
Seismic Coefficients Ca = OAONa; Cv = 0.56Nv
Near Source Factors Na = 1.5; Nv = 1.6
-
-
-
-
-
Mitigation
Measure 7-1c
Obtain a building permit and complete final design review. The Project
applicant shall obtain a building permit through the City of South San
Francisco Building Division. Final Design Review of planned buildings and
structures shall be completed by a licensed structural engineer for adherence
to the seismic design criteria for planned commercial and industrial sites in
the East of 101 Area of the City of South San Francisco. According to the
East of 101 Area Plan Geotechnical Safety Element, buildings shall not be
subject to catastrophic collapse under foreseeable seismic events, and will
allow egress of occupants in the event of damage following a strong
earthquake.
-
-
-
-
-
Conformity with these mitigation measures would reduce the Project's impact related to seismic
ground shaking to a level of less than significant.
-
Seismic Ground Failure, including Liquefaction, Densification, Differential
Settlement
...
According to Association of Bay Area Governments hazard maps, the site is not within a
liquefaction hazard zone. The Geotechnical Investigation by KC Engineering Company
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CHAPTER 7: GEOLOGY AND SOILS
concluded that site soils are not susceptible to liquefaction. This would be considered a less than
significant impact.
Exposure to Seismically Induced Landslides
No landslides are mapped across the property and the site is nearly level. There would be no
impact.
SOIL EROSION
Impact 7-2
Mitigation
Measure 7-2a
Mitigation
Measure 7-2b
Soil Erosion. The Project would involve mass grading in a sensitive area
near the San Francisco Bay. During construction, grading would disturb soil
and displace any topsoil that could potentially impact vicinity drainages, and
would eventually impact Calma Creek and the Bay. This would be a
potentially significant impact during and following site construction
activities.
Erosion Control Plan. The Project applicant shall complete an Erosion
Control Plan to be submitted to the City in conjunction with the Grading
Permit Application. The Plan shall include winterization, dust, erosion and
pollution control measures conforming to the ABAG Manual of Standards
for Erosion and Sediment Control Measures, with sediment basin design
calculations. The Erosion Control Plan shall describe the "best management
practices" (BMPs) to be used during and after construction to control
pollution resulting from both storm and construction water runoff. The Plan
shall include locations of vehicle and equipment staging, portable restrooms,
mobilization areas, and planned access routes.
Recommended soil stabilization techniques include placement of straw
wattles, silt fences, berms, and gravel construction entrance areas or other
control to prevent tracking sediment onto city streets and into storm drains.
Public works staff or representatives shall visit the site during grading and
construction to ensure compliance with the grading ordinance and plans, and
note any violations, which shall be corrected immediately.
Storm Water Pollution Prevention Plan (SWPPP). In accordance with the
Clean Water Act and the State Water Resources Control Board (SWRCB),
the Applicant shall file a SWPPP prior to the start of construction, The
SWPPP shall include specific best management practices to reduce soil
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CHAPTER 7: GEOLOGY AND SOilS
-
-
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).
-
Implementation of these mitigation measures would reduce the Project's impact to a level of less
than significant.
Impact 7-3
UNSTABLE GEOLOGIC SOILS
-
Mitigation
Measure 7-3
PAGE 7-10
Unstable Soils. The site contains shallow groundwater and variable depth of
fill soils, which could become unstable if improperly compacted, stockpiled,
or excavated during grading. Setdement and dynamic densification could
become issues with improper foundation design. Moreover, utility trenches
and other excavations are likely to encounter groundwater and may require
dewatering. This is a potentially significant impact.
-
-
-
-
Construction in Accordance with Design Level Geotechnical
Investigation. A design level geotechnical investigation shall be completed
that includes subsurface investigation in areas now occupied by structures.
The design level geotechnical report shall include recommendations for site
preparation and grading, foundation design, retaining wall design parameters,
concrete slabs-on-grade, pavement section design, surface and subsurface
drainage measures and site specific seismic response criteria.
-
-
Grading recommendations shall include specifications for engineered fill,
including moisture conditioning and relative percent compaction, and
suitability of materials as engineered or structural fill. Recommendations shall
also establish maximum cut and fill slopes, Cuts to be made adjacent to the
property line shall be evaluated for potential adverse impact to neighboring
properties. In accordance with the East of 101 Area Plan, new slopes greater
than 5 feet in height, either cut in native soils or rock, or created by placing
fill material, shall be designed by a geotechnical engineer and have an
appropriate factor of safety under seismic loading.
-
-
-
-
Drainage recommendations shall include provisions to prevent the ponding
of water, prevent seepage under structures, including pavements, and
generally direct flow away from structural foundations. Drainage
recommendations shall incorporate proposed landscaping elements.
Permanent subsurface drains are expected to be necessary for retaining walls
to prevent buildup of hydrostatic pressure behind the walls.
-
-
-
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CHAPTER 7: GEOLOGY AND SOilS
Recommendations for foundations shall include soil bearing capacity or skin
friction values, lateral pressures, and types of ground improvement
techniques, if necessary. Geotechnical recommendations shall also provide
the depth of footings or pile foundations necessary for the planned
structures. During construction, a Registered Geotechnical Engineer or his
representative shall observe all foundation work. A letter indicating that all
foundation construction meets with the intent of the geotechnical
recommendations shall be provided to the Building Official prior to concrete
pourIng.
Recommendations for concrete slab construction shall identify measures to
mitigate expansive soils to minimize shrink/swell potential, such as moisture
conditioning or replacement with select non-expansive fill, as well as
concrete thickness and reinforcement. The feasibility report recommended
that in addition to 4 inches of Caltrans Class II AB underlying slabs, a 10
millimeter minimum thickness vapor retarding membrane meeting AS1M
E1745 should be placed between the concrete slab and base rock to
minimize moisture condensation under floor coverings placed on slabs, The
design level report shall either corroborate this recommendation or identify
an alternative to be implemented.
Recommendations for pavement areas shall include compaction and
moisture conditioning requirements, as well as pavement section thickness
and construction design based upon a Resistance-value (R-value) determined
for subgrade soils in the areas to be paved.
The design report shall include specific drainage criteria behind retaining
walls, and identify retaining wall foundation design and design parameters.
In general, the design report shall either corroborate or provide alternative
recommendations to the feasibility report based upon actual soil and rock
conditions in the areas where structures are proposed.
Implementation of these tnlt1gation measures will reduce the Project's impact relating to
unstable or potentially unstable soils to less than significant.
EXPANSIVE SOILS
Impact 7-4
Expansive Soils. According to the feasibility level geotechnical report,
potentially expansive clay soils were encountered. Expansive clay soils may
shrink and swell, resulting in damaged foundations, concrete slabs,
pavements and other improvements. This is a potentially significant
impact.
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CHAPTER 7: GEOLOGY AND SOilS
-
Mitigation
Measure 7-4
Design and Construction in Accordance with Design Level
Geotechnical Investigation. The design level geotechnical report shall
recommend mitigation measures for expansive clay soils. Potential measures
for control of expansive clay soils include the following:
-
-
a) Placing and compacting potentially expansive soils at high moisture
contents (at least 5 percent above optimum moisture content in accordance
with ASTM D1557) and compaction within selected ranges of 88 to 92
percent.
-
b) Using thickened concrete slabs with increased steel reinforcement.
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c) Replacing clayey soils underlying foundations and concrete slabs with
select structural fill that is non-expansive or has a low expansion index.
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d) Treating site soils with lime to reduce the expansion potential and increase
the strength.
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e) Grade around structures to assure positive drainage away from structures.
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Implementation of the above mitigation measures will reduce the impact of potentially expansive
soils to less than significant.
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SEPTIC SYSTEMS
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No impact would occur, because a sewer system is present in the area and septic systems are
not required at the site.
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8
HAZARDOUS MATERIALS
8.1 INTRODUCTION
A hazardous material is a substance or combination of substances which, because of its quantity,
concentration, or physica~ chemical or infectious characteristics, may either 1) cause, or
significantly contribute to, an increase in mortality or an increase in serious, irreversible, or
incapacitating reversible illness; or 2) pose a substantial present or potential hazard to human
health and safety, or the environment when improperly treated, stored, transported or disposed
of or otherwise managed. Hazardous waste (a subset of hazardous material) refers to hazardous
material that is to be abandoned, discarded or recycled.
The following section describes the history of hazardous materials at the site, and the threat to
future occupants and the surrounding environment resulting from the proposed development,
including expected use, transport, and disposal of hazardous materials associated with Class A
laboratory facilities. The information presented below was drawn from several sources of data
including: (1) Phase 1 Environmental Site Assessment for the property completed by Environ
International Corporation (April 2, 2004); (2) Phase 2 Environmental Site Assessment for the
property completed by Environ International Corporation (April 2, 2004); (3) Reports on
Asbestos Surveys completed on the existing Georgia Pacific Facility (February 27, 2004 and
April 5, 2005); (4) Appendix to Phase 1, Environmental Data Resources Incorporated Radius
Map with Geocheck database search Ganuary 6, 2004); (5) Review of Historical Topographic
Maps Online (http://sunsite.berkeley.edu/histopo/); (6) Review of the East of 101 Area Plan of
the City of South San Francisco, as well as all other applicable ordinances and regulations; (1)
249 East Grand Avenue Development Plan Sheets prepared for Alexandria Real Estate Equities,
by Dowler Groman Architects; (8) 249 East Grand Avenue Preliminary Project Description
(April 25, 2005); (9) Review of the San Mateo County Environmental Health Department
website, which may be found at (http://www.co.sanmateo.ca.us/smc/ department/home.html);
(10) private telephone conversations with San Mateo County and City of South San Francisco
officials; and (11) a site visit by Questa Engineering Staff on May 17, 2005.
8.2 SETTING
A history of the site was documented from the Phase 1 Environmental Site Assessment (ESA)
prepared by Environ International Corporation (2004), as well as independent review of old
maps. More recent information was obtained from private conversations with county and city
249 EAST GRAND AVENUE PROJECT
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PAGE 8-1
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CHAPTER 8: HAZARDOUS MATERIALS
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officials, planning documentation, and a site visit on May 15, 2005. One of the earliest maps of
the area is the 1896 topographic quadrangle map of the site. This map shows East Grand
Avenue in a similar configuration to the present configuration, but with only six buildings shown
along the length of the road between the main north-south railroad line and Point San Bruno.
Most of the area south of East Grand Avenue is shown as a marsh. In the location of the
current property only a single small building is shown located near the northeast corner of the
existing Georgia Pacific warehouse. According to the Phase 1 ESA the site was later used as a
stockyard for the meat packing industry from 1910 to 1956. During this time the property was
traversed by railroad tracks, a spur of which still remains along the east edge of the property.
From 1956 until 1966 the property was apparently vacant. In 1966 Georgia Pacific developed
the property, and has occupied the facility until recently, when manufacturing stopped. During
the past several months the facility has been used by the local police department for training
drills in cooperation with the Georgia Pacific facility manager. During operations Georgia Pacific
stored and used a number of potentially hazardous chemicals at the site. In the spring of 2004,
Georgia Pacific sold the property to Alexandria Real Estate Equities who have proposed the
development, which is the subject of this report. As a result of the real estate transaction and
site demolition, Phase 1 and Phase 2 environmental site assessments (ESAs) have already been
completed at the site, which provide most of the background information presented here.
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PHASE 1 INVESTIGATION
Environ International Corporation of Irvine, California completed a Phase 1 ESA report on the
property and surrounding area dated April 2, 2004, The report included a literature review,
records review, site reconnaissance, and interviews with knowledgeable parties. The Phase 1
ESA indicated potential contamination of the site is primarily due to recent operations by
Georgia Pacific Corporation, for which the principal site use was manufacturing of corrugated
and solid fiber boxes. The report also disclosed the presence of five former underground storage
tanks and two underground concrete sumps on the property, which may have also caused
contamination of the site.
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-
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The report identified three major chemical categories of concern: 1) inks and dyes; 2) oils,
including hydraulic oils and possible PCB's; and 3) wax and wax products. During a site visit for
the Phase 1 ESA, ink staining was noted on the floor of the facility, while oil stains were noted
around sump grates and next to sumps, some of which were still filled with accumulated liquid,
including apparent oil and water mixtures, According to the Phase 1 ESA, wax residue and pulp
were also found scattered about the property, including some residual fluids leaking from piping.
The report further discussed the status of the underground storage tanks recorded at the site.
The property is listed in both Underground Storage Tank (UST) and Leaking Underground
Storage Tank (LUST) databases. According to the Phase 1 ESA, Georgia Pacific provided no
reports regarding the leaking tank; however, in 1986 two 10,OOO-gallon diesel and gasoline tanks,
as well as one SOO-gallon solvent tank (reportedly with 98 percent paraffin and 2 percent
benzene and naphthalene) were removed. Between 1993 and 1995 an 8,000-gallon tank was also
removed. A remaining 10,000-gallon tank was abandoned in place in accordance with a San
Mateo County Environmental Health Division permit. A schematic site plan included with the
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CHAPTER 8: HAZARDOUS MATERIALS
Phase 1 ESA shows this tank located about 15 feet from the north wall of the warehouse, and
approximately 60 feet from the northeast corner, No information was found on the method of
tank abandonment. However, sampling was completed during excavation, and monitoring wells
were installed to monitor contamination from all the underground tanks. Records indicate the
wells were destroyed in 1998 by pressure grouting with cement after drilling out the casing,
annular seal and futer pack materials of the wells. The San Mateo County Environmental Health
Division granted site closure for underground tanks in a letter dated November 10, 1998.
The Phase 1 ESA also included an investigation of neighboring and nearby sites, including
searches of the underground storage and leaking underground storage tank databases, and
related databases. The search revealed that two nearby facilities in South San Francisco were also
on LUST lists: 1) the Shell Oil Company at 899 Airport Boulevard, and 2) Gallo Sales Company
located at 440 Forbes Boulevard. According to the Phase 1 ESA review of records, the Shell site
is located 0.75 miles from the subject property and gasoline constituents were detected in very
low concentrations and were not detected off-site. Environ reported that according to a
groundwater report for the Gallo Sales Company site dated November 14, 2003, the petroleum
hydrocarbons TPH-g, BTEX, and MTBE were detected in a monitoring well near the property
(off site). Environ proposed groundwater sampling in the Phase 2 ESA to ascertain whether
contamination had crossed onto the Georgia Pacific property,
PHASE 2 ENVIRONMENTAL SITE ASSESSMENT
Environ followed up the Phase 1 ESA with a Phase 2 ESA, documented in a report dated April
2, 2004, The purpose of the Phase 2 ESA was to follow up on questions raised by results of the
literature review, records and database search, and interviews conducted in the Phase 1 ESA.
The Phase 2 ESA was also conducted to determine if a complete program of remediation was
required to remove or treat hazardous chemicals remaining on the property. The most pertinent
question was the extent of any contamination on the property considered hazardous to the
environment, public, new owners and occupants. While the case for the Underground Storage
Tanks reported at the site was closed by the San Mateo County Environmental Health
Department in a letter dated November 10, 1998 due diligence in accordance with the California
Environmental Quality Act and other environmental laws applicable to the property and
property transactions required further subsurface excavation and boreholes to examine the
nature and extent of any possible groundwater and soil contamination.
Evidence of contamination from the Phase 1 ESA included observation of: 1) melted wax and
oil draining into a catch basin; 2) a leaky pipe to an aboveground storage tank; and 3) ink and
heavy oil staining on the floor in and around the oil storage area, sumps, and pits. Subsurface
contamination from the underground storage tanks at the site was apparendy mitigated
satisfactorily since San Mateo County Environmental Health issued a closure letter.
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PAGE 8-3
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CHAPTER 8: HAZARDOUS MATERIALS
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In accordance with CAL OSHA requirements for work where hazardous chemicals are
suspected and following identification of underground utilities, a subsurface investigation was
completed. Following concrete coring or cutting to expose the subsurface soil, 29 borings were
drilled and soil and groundwater samples were collected. Groundwater samples were collected
from 24 of the boreholes, while soil samples were collected from another 15 boreholes. These
samples were sealed and sent to Severn Trent analytical laboratories in South San Francisco for
analytical testing under chain of custody documentation.
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All soil samples were analyzed for volatile organic compound (VOCs), including methyl tertiary
butyl ether (MTBE), benzene, toluene, ethylbenzene, xylenes, trimethylbenzenes, naphthalene,
methylene-chloride, acetone, and butanone according to U.S. Environmental Protection Agency
(EP A) Method 8260B. Total petroleum hydrocarbons (fPH) occurring in the gas, diesel, and
motor oil ranges were also analyzed for select samples according to EPA Method 8015B. In
addition, three of the soils samples were analyzed for metals according to ICP-MS (inductively
coupled plasma mass spectroscopy) and pesticides according to EPA Methods 6020 and 8081A.
Groundwater samples were tested for VOCs and TPH as gasoline and diesel were tested for
select samples, Summaries of the contaminant concentrations detected were reported in
summary tables and compared to the San Francisco Bay Regional Water Quality Control Board
(SFBRWQCB) Exposure Screening Levels (ESLs) for shallow soil (< 3m) at commercial and
industrial sites.
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The Regional Water Quality Control Board (RWQCB) has established environmental screening
guidelines for residential developments (RWQCB, 2003), According to the publication, the
environmental screening levels (ESL's) are to be used as Tier 1 guidelines:
-
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"Use of the ESLs and this document in general is intended to be entirely optional on the part
of the regulated facility and subject to the approval of the case manager in the overseeing
regulatory agency. The presence of a chemical at concentrations in excess of an ESL does
not necessarily indicate that adverse impacts to human health or the environment are
occurring; this simply indicates that a potential for adverse risk may exist and that additional
evaluation is warranted. ESLs presented for chemicals that are known to be highly
biodegradable in the environment may in particular be overly conservative for use as final
cleanup levels (e.g., many petroleum-related compounds). Use of the ESLs as cleanup levels
should be evaluated in view of the overall site investigation results and the cosUbenefit of
performing a more site-specific risk assessment."
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None of the concentrations was found to exceed these screening levels. Contaminant
concentrations in groundwater were compared to the RWQCB ESLs for groundwater that is a
current or potential source of drinking water for commercial and industrial sites. None of the
concentrations were found to exceed these ESLs. Results were also compared to the California
Department of Health Services Maximum Contaminant Levels (MCLs) and concentrations were
below these levels.
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249 EAST GRAND AVENUE PROJECT
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CHAPTER 8: HAZARDOUS MATERIALS
Based on these fIndings, Environ concluded that uniform low levels of VOCs and petroleum
hydrocarbon residues found in soil across the site do not suggest a single source of
contamination, or a "hotspot". A similar conclusion was made regarding groundwater, since low
concentrations of VOCs were scattered and sporadic. No potential up-gradient source was
identifIed, such as the former LUST at the Gallo Sales Company site, Based on their fIndings,
the Phase 2 ESA concluded that residual soil and groundwater beneath the property does not
pose a signifIcant risk to future onsite workers or occupants. No recommendations for
additional subsurface investigation, excavation, or treatment were made by Environ. However,
the Environmental Health Department has recommended that despite granting closure to the
site, residual contamination associated with the remaining 10,000 gallon underground storage
tank abandoned in place may remain and should be investigated should the Building Department
notify the Health Department of any change in use of the site. Such a change in use is obviously
represented by the proposed development, Results of the Phase 2 ESA should be provided to
the regulatory agencies for review,
ASBESTOS SURVEYS
The Georgia PacifIc facility was used to store and process paper and cardboard, which are both
highly flammable. Due to the fire hazard, asbestos fIbers were used as insulation in walls and
ceilings to mitigate for potentially disastrous fires. Asbestos fIbers were commonly used to
fIreproof facilities (throughout the 1960s, when the facility was originally constructed) and were
even used into the 1970s. Later research has indicated that asbestos fIbers are carcinogenic
(cancer causing). Research indicates that the microscopic needlelike fIbers can cause extreme
lung irritation, and lead to diseases such as mesothelioma. Prior to demolition and
redevelopment, surveys were completed to assess the extent of asbestos at the facility and hazard
posed to workers as well as future occupants. The results of these surveys were documented in
reports also completed by Environ, dated February 27, 2004 and AprilS, 2005.
Results of the asbestos survey reported February 27, 2004 indicated asbestos in six types of floor
tile and mastic covering, one type of linoleum, mastic associated with cove base for securing a
border between the wall and flooring, joint compound on drywall, boiler insulation, duct wrap,
tank wrap and insulation, and some roofing material. However, the April 5, 2005, report
indicated no asbestos containing material (ACM) encountered in roofing material.
Recommendations of the earlier report were for asbestos containing material to be removed by a
licensed asbestos abatement contractor prior to renovation or demolition. Until that time the
recommendation was that ACM be managed under an Operations and Maintenance Program.
CURRENT CONTAMINATION LEVELS AND HEALTH RISKS
Contamination levels may be assessed from the Phase 2 ESA. The 1998 closure letters for
former underground storage tanks indicate that the San Mateo County Environmental Health
Department had considered the site remedial activities complete. The Health Department
suggested that residual contamination might be associated with the remaining abandoned
underground 10,000-gallon storage tank. During site redevelopment, the potential for residual
249 EAST GRAND AVENUE PROJECT
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PAGE 8-5
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CHAPTER 8: HAZARDOUS MATERIALS
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contamination should be addressed. No further investigation was recommended in the Phase 2
ESA, but consideration in regard to specific details of the proposed development was not
considered. The level of contamination is expected to remain unchanged in the subsurface
provided that sediment and debris control measures are maintained around catch basins and
other entry pathways into the subsurface. Hazardous materials were removed from the site
during demolition. Following removal of the concrete slab prior to new grading, local staining
of soil and contamination not previously detected may also be found. Based on results of the
Phase 2 ESA, the extent of any contamination is likely to be very low. Risk of exposure to
future occupants will also be very low since most of the site will be paved and the subsurface
will remain undeveloped. The greatest risk of exposure from any residual contamination would
be to workers during site grading and construction. These hazards are in addition to the normal
hazards associated with any large construction projects.
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8.3 REGULATORY SETTING
Regulation of toxic and hazardous substances is locally administered through the San Mateo
County Environmental Health Department. The department administers several programs to
regulate and monitor the use of hazardous materials, including the hazardous materials business
plan program, hazardous waste generator program, California accidental release program,
underground storage tank program, groundwater protection program, and the stormwater
pollution prevention program. These programs, which are mandated by State and Federal Laws,
are aimed at protecting public health and the environment. At the federal level, the chief
regulator is the U.S. Environmental Protection Agency (EP A), Region IX for Northern
California. At the State level, the Department of Toxic Substances and Control (DTSC) is chiefly
responsible for regulation, handling, use, and disposal of toxic materials. The State Water
Resources Control Board (SWRCB) regulates discharge of potentially hazardous materials to
waterways and aquifers, as well as stormwater protection through the general permit, which must
be obtained for any grading projects exceeding one acre, including the proposed project. The
local branch of the Water Board is the San Francisco Bay Regional Water Quality Control Board
(SFBRWQCB).
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The Hazardous Materials B~siness plan is used to keep track of the use of hazardous materials
by businesses in accordance with both state and federal laws. The Hazardous Waste Generator
Program was started in 1984 when the State of California DTSC authorized the Health
Department to inspect and regulate non-permitted hazardous waste generators in San Mateo
County based on the Hazardous Waste Control Law found in the California Health and Safety
Code Division 20, Chapter 6.5 and regulations found in the California Code of Regulations, Title
22, Division 4.5.
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The groundwater protection program is funded wholly or in part, by the United States
Environmental Protection Agency (USEPA), under Cooperative Agreement L-009450-1-0 to the
State Water Resources Control Board (SWRCB) and by Contract 8-014-550 to th~ County of
San Mateo, In conjunction with these laws the underground storage tank program was created to
regulate the chief source of underground contamination, leaking underground storage tanks
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PAGE 8-6
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
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CHAPTER 8: HAZARDOUS MATERIALS
(LUST). Regulatory agencies maintain a database of sites with these sources of contamination, as
well as potential sources of contamination, such as underground fuel tanks. Databases with
information on hazardous materials sites include the Federal Superfund list started through the
Comprehensive Environmental Response, Conservation, and Liability Act (CERCLA) of 1980
and the USEP A, the Comprehensive Environmental Response, Compensation, and Liability
Information System (CERCLIS), HAZNET, the leaking underground storage tank information
system (LUST), the Cortese list, and many others. These databases were searched for the Phase
1 ESA. Air pollution is regulated through the Bay Area Air Quality Management District
(BAAQMD).
These programs and regulations are primarily intended to nutlgate for environmental
contamination including hazards to wildlife, provide protection for natural resources, and limit
public exposure to harmful chemicals. Specific programs intended to protect workers from
exposure to hazardous materials and from accidental upset are covered under the Occupational
Health and Safety Administration at both the Federal Level (OSHA) and the state level (CAL-
OSHA).
Transportation of hazardous materials on the highways is regulated primarily through the
Federal Department of Transportation (DOT) and the California Department of Transportation
(CAL TRANS). This includes a system of placards, labels, and shipping papers required to
identify the hazards of shipping each class of hazardous materials. Existing federal and state laws
address risks associated with the transport of hazardous materials. These laws include regulations
outlined in the Hazardous Materials Transportation Act administered by the DOT. Caltrans is
mandated to implement the regulations established by the DOT, which is published as the
Federal Code of Regulations, Tide 49, commonly referred to as 49 CFR. The California Highway
Patrol (CHP) enforces these regulations. Regulations of hazardous materials and wastes include
the manufacture of packaging and transport containers; packing and repacking; labeling; marking
or placarding; handling; spill reporting; routing of transports; training of transport personnel;
and registration of highly hazardous material transport.
8.4 IMPACT ANALYSIS
STANDARDS OF SIGNIFICANCE
The following thresholds for measunng a Project's environmental impacts are based upon
CEQA Guidelines thresholds:
1) Would the Project create a significant hazard to the public or the environment through
the routine transport, use, or disposal of hazardous materials?
2) Would the Project 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?
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PAGE 8-7
CHAPTER 8: HAZARDOUS MATERIALS
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Would the Project produce hazardous enusslons or handle hazardous or acutely
hazardous materials, substances, or waste within one-quarter mile of an existing or
proposed school?
3)
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Would the Project 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?
4)
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Would the Project be 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?
5)
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6) 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?
7)
Would the Project impair implementation of or physically interfere with an adopted
emergency response plan or emergency evacuation plan?
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Would the Project 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?
8)
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PROJECT IMPACTS AND MITIGATION MEASURES
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HAzARDOUS MATERIALS USE, TRANSPORT
Impact 8-1
Mitigation
Measure 8-la
PAGE 8-8
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Routine transportation, use or disposal of hazardous materials. The
proposed development is for construction of four Class-A office and
laboratory buildings, and a parking garage, Class A refers to a research
laboratory, not merely an instructional laboratory. Depending upon the
nature of research planned at the proposed facilities, for which detailed
information has not yet been provided, there are likely to be both hazardous
and potentially hazardous materials stored and used on the site that will
eventually require disposal. This could include both biohazards as well as
chemical hazards. There is also likely to be transportation of hazardous
materials to and from the site, probably traveling along Highway 101 and
East Grand Avenue. The risk of accidental upset and environmental
contamination from routine transport, storage, use and disposal of hazardous
and potentially hazardous materials to the public and environment is a
potentially significant impact.
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Hazardous Materials Business Plan Program. Businesses occupying the
development must complete a Hazardous Materials Business Plan for the
safe storage and use of chemicals. The Business Plan must include the type
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249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
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Mitigation
Measure 8-1b
CHAPTER 8: HAZARDOUS MATERIALS
and quantity of hazardous materials, a site map showing storage locations of
hazardous materials and where they may be used and transported from, risks
of using these materials, material safety data sheets for each material, a spill
prevention plan, an emergency response plan, employee training consistent
with OSHA guidelines, and emergency contact information. Businesses
qualify for the program if they store a hazardous material equal to or greater
than the minimum reportable quantities. These quantities are 55 gallons for
liquids, 500 pounds for solids and 200 cubic feet (at standard temperature
and pressure) for compressed gases.
Exemptions include businesses selling only pre-packaged consumer goods;
medical professionals who store oxygen, nitrogen, and/or nitrous oxide in
quantities not more than 1,000 cubic feet for each material, and who store or
use no other hazardous materials; or facilities that store no more than 55
gallons of a specific type of lubricating oil, and for which the total quantity of
lubricating oil not exceed 275 gallons for all types of lubricating oil. These
exemptions are not expected to apply to Class A laboratory facilities.
Businesses occupying and/or operating at the proposed development must
submit a business plan prior to the start of operations, and must review and
update the entire Business Plan at least once every two years, or within 30
days of any significant change. Some of these changes are new emergency
contact information, major increases or decreases in hazardous materials
storage and/or changes in location of hazardous materials. Plans shall be
submitted to the San Mateo County Environmental Health Business Plan
Program, which may be contacted at (650) 363-4305 for more information.
The San Mateo County Environmental Health Department (SMCEHD) shall
inspect the business at least once a year to make sure that the Business Plan
is complete and accurate.
Hazardous Waste Generator Program. Prior to operations, businesses
should check with the SMCEHD if they need to register in the hazardous
waste generator program. The State of California Department of Toxic
Substances Control authorized the SMCEHD to inspect and regulate non-
permitted hazardous waste generators in San Mateo County based on the
Hazardous Waste Control Law found in the California Health and Safety
Code Division 20, Chapter 6.5 and regulations found in the California Code
of Regulations, Tide 22, Division 4.5. Regulations require businesses
generating any amount of hazardous waste as defined by regulation to
properly store, manage and dispose of such waste. Division staff also
conducts surveillance and enforcement activities in conjunction with the
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CHAPTER 8: HAZARDOUS MATERIALS
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Mitigation
Measure 8-1c
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County District Attorney's Office for businesses or individuals that
significandy violate the above referenced law and regulations.
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Compliance with Applicable Laws and Regulations. All transportation
of hazardous materials and hazardous waste to and from the site will be in
accordance with Title 49 of the Code of Federal Regulations, US
Department of Transportation (DOT), State of California, and local laws,
ordinances and procedures including the posting of placards, signs and
other identifying information.
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Implementation of the above tnlugation measures would reduce the impact of routine
transportation, use or disposal of hazardous materials to a level of less than significant.
Impact 8-2
Mitigation
Measure 8-2
PAGE 8-10
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Accidental Hazardous Materials Release. Mitigations for accidental
release of hazardous materials during construction are presented in the
hydrology section of this environmental impact report. Following
construction, operations at the proposed facilities are expected to represent a
continuing threat to the environment through accidental release of hazardous
materials since the site is proposed to include Class A laboratory facilities,
where hazardous materials may be stored, used, and disposed of. This
represents a potentially significant impact.
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California Accidental Release Prevention Program (CalARP). Future
businesses at the development shall need to check the state and federal lists
of regulated substances available from the San Mateo County Environmental
Health Department (SMCEHD). Chemicals on the list are chemicals that
pose a major threat to public health and safety or the environment because
they are highly toxic, flammable or explosive, Businesses are responsible for
determining which list to use in consultation with SMCEHD.
Should businesses qualify for the program they must complete a CalARP
registration form and submit it to Environmental Health. Following
registration, they shall submit a risk management plan (RMP). Risk
management plans are designed to handle accidental releases and ensure that
businesses have the proper information to provide to emergency response
teams if an accidental release occurs. All businesses that store or handle more
than a threshold quantity (TQ) of a regulated substance must develop a RMP
and follow it.
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Risk Management Plans describe impacts to public health and the
environment if a regulated substance is released near schools, residential
249 EAST GRAND AVENUE PROJECT
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CHAPTER 8: HAZARDOUS MATERIALS
areas, hospitals and childcare facilities. RMPs must include procedures for:
keeping employees and customers safe; handling regulated substances;
training staff; maintaining equipment; checking that substances are stored
safely; and responding to an accidental release.
Implementation of this mitigation measure would reduce the Project's impact to a level of less
than significant.
HAzARDOUS MATERIALS SITES
According to the Phase 1 and Phase 2 Environmental Site Assessments completed for the
property, the site was on a list of hazardous materials sites compiled pursuant to Government
Code Section 65962.5. The San Mateo County Environmental Health Department (SMCEHD)
closed the case on leaking underground storage tanks reported at the site, and monitoring wells
were decommissioned in 1998 because no contamination of soil and groundwater that could
pose a threat to the health of future residents and the environment was found, The presence of
the site on a list of hazardous material sites represents a less than significant impact because
the condition that resulted in the inclusion of the site on the list no longer exists.
HAzARDOUS MATERIALS NEAR SCHOOLS
Impact 8-3
Mitigation
Measure 8-3
Emissions Near Schools. The Early Years Children's Center is located at
371 Allerton Avenue, approximately 400 feet east and downwind of the
northeast corner of the property. Since the proposed development includes
research laboratory facilities, it is likely that hazardous chemicals will be
stored and used on the property. In certain circumstances these chemicals
could spill, mix, ignite, or volatilize and cause a hazardous emission near the
childcare center, which would be a potentially significant impact.
Meet standards of the Bay Area Air Quality Management District
(BAAQMD) and Occupational Safety and Health Administration
(OSHA). Each independent R&D facility operating on the property shall
adhere to BAAQMD standards and periodically demonstrate compliance
with all other local, state and federal requirements for emissions. Each facility
shall also meet OSHA and California OSHA standards for R&D facilities.
This includes design review by the City of South San Francisco to examine if
the proposed development plans meet the same standards as for other similar
facilities, Engineering controls, such as exhaust hoods, filtration systems, spill
kits, fIre extinguishers, and other controls, shall be incorporated into
laboratory facilities to meet OSHA and California OSHA requirements.
These standards are primarily designed to maintain worker safety, but also
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PAGE 8-11
CHAPTER 8: HAZARDOUS MATERIALS
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function to reduce the risk of accidental upset and limit potential hazardous
etnlSSlons.
Implementation of this tnlt1gation measure would reduce the impact to the school from
potential hazardous emissions to a level of less than significant.
Impact 8-4
Mitigation
Measure 8-4
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Handling of hazardous wastes within one-quarter mile of a school.
The Early Years Children's Center is located at 371 Allerton Avenue,
approximately 400 feet east of the northeast comer of the property, Since the
proposed development includes research lab facilities it is likely that
hazardous chemicals will be handled in close proximity to the childcare
facility. Close proximity of hazardous chemicals to occupants of the childcare
facility represents a significant hazard and potentially significant impact.
-
-
-
-
Regulation of hazardous materials in accordance with the San Mateo
County Environmental Health Department Programs. Registration and
regulation in the Hazardous Materials Business Plan Program, Hazardous
Waste Generator Plan Program, and California Accidental Release Program
in accordance with earlier mitigations identified in this chapter, for risk of
accidental upset and for routine transport, disposal, and use of hazardous
wastes, would significandy reduce the risk to occupants of the nearby
childcare facility, In addition, the applicant shall establish an early warning
and evacuation plan for the child care center in the case of a hazardous
materials release.
-
-
...
-
Implementation of this mitigation measure would reduce the impact to the school from nearby
handling of hazardous materials to a level of less than significant.
EMERGENCY RESPONSE PLAN
-
Impact 8-5
Mitigation
Measure 8-5
PAGE 8-12
Potential Interference with Emergency Response Plan. The proposed
development would physically interfere with implementation of an adopted
emergency response or evacuation plan if on-site circulation does not allow
for adequate emergency vehicle access. Interference with the local
Emergency Response Plan would be a significant impact.
-
-
-
Fire Department Review. The applicant shall submit construction plans for
Fire Department review, and shall establish temporary alternative emergency
routes necessary for the duration of the construction project, During design
-
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CHAPTER 8: HAZARDOUS MATERIALS
review, the Fire Department would verify that roads and driveways meet
ordinance and uniform building code requirements for emergency access.
Implementation of this mitigation measure would reduce the impact of development to any
emergency response or evacuation plan to a level of less than significant.
AIRPORT LAND USE PLAN
Impact 8-6
Airport Land Use Plan. The proposed Project would be located within the
jurisdiction of the Airport Land Use Plan for the San Francisco International
Airport. The Project could have a significant impact in terms of the Plan's
policies.
Mitigation
Measure 8-6
FAA Regulations Compliance. Public Utilities Code, Section 21659,
"Hazards Near Airports Prohibited" prohibits structural hazards near
airports. To ensure compliance with this requirement and Federal Aviation
guidelines the developer shall submit a Notice of Proposed Construction or
Alteration (Form 7460-1) to the Federal Aviation Administration.
Implementation of these mitigation measures will reduce the impact of development to any
emergency response or evacuation plan to a level of less than significant.
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PAGE 8-13
9
HYDROLOGY
9.1 INTRODUCTION
This section presents an evaluation of potential Project impacts to hydrology and water quality,
The discussion is based on: (1) review of the Preliminary Project Description (dated April 25,
2005) and Planning Application figures (dated June 3, 2005); (2) a site visit conducted on May
18, 2005 by Questa Engineering; (3) review of the Geotechnical Feasibility Investigation
prepared by KC Engineering; and (4) correspondence with City of South San Francisco and San
Mateo County Public Works Departments.
9.2 SETTING
CLIMATE AND TOPOGRAPHY
The Project site is located in a relatively flat industrial area east of Highway 101 in the City of
South San Francisco. The San Francisco Bay is located approximately 2,000 feet southeast of the
site. The regional climate is typical of the San Francisco Bay Area and is characterized by dry,
mild summers and moist, cool winters. About 80 percent of the total annual precipitation occurs
during the months of November through March with an average annual precipitation of 20
inches. Average monthly temperatures range from a high of 74 degrees Fahrenheit in the
summer to a low of 42 degrees Fahrenheit in the winter.!
The Project site and surrounding area are largely developed with light industrial, research and
development, warehousing, retail, office, and hotel land uses. Nearly 90 percent of the Project
site is currendy covered in impervious surfaces. A 330,000 square foot warehouse building
previously occupied the 15,75-acre site. Paved parking and loading areas are located on the west,
north and south areas of the site, with a railroad loading/unloading dock running along the
eastern boundary of the property. The site generally slopes gendy (less than one percent slopes)
to the south toward East Grand Avenue and elevations range from approximately 22 feet above
Mean Sea Level (M:SL) along the northern boundary of the site to approximately 15 feet above
MSL at the southeast and southwest corners.
Western Regional Climate Center, 2005
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PAGE 9-1
-
CHAPTER 9: HYDROLOGY
REGIONAL HYDROLOGY
The majority of the site drains to the Colma Creek watershed. The Colma Creek watershed
includes portions of San Bruno Mountain as well as urbanized areas of Daly City, Colma, and
South San Francisco. Most of this urbanized creek is channelized and/or conveyed underground
to allow for urban development. The percent of impervious surface area in Colma Creek was
previously estimated at 63 percent, the highest in the County.2 Colma Creek is a flood control
channel maintained by the San Mateo County Department of Public Works that discharges into
the San Francisco Bay just north of the San Francisco International Airport. Improvements and
maintenance of the creek are funded by the Colma Creek Flood Control Zone, which contains
the parcels that must contribute financially to the Zone's revenue and maintenance of flood
control infrastructure. The Project site is not located within the designated boundaries of the
Zone,
-
-
-
SITE HYDROLOGY
-
Approximately 87 percent of the 15.75-acre Project site is currently covered by impervious
surfaces. Stormwater runoff from the Project site begins as overland sheet flow. Several storm
drains currently exist on the Project site in the parking areas to the west, north and south of the
site and adjacent to the railroad loading area on the eastern edge of the site. These existing storm
drains convey storm water runoff to two existing drop inlets located below the southeast and
southwest corners of the site at East Grand Avenue. The southeastern drop inlet drains
approximately 1/3 of the site and conveys flows into a 36-inch reinforced concrete pipe (RCP)
that runs south down Littlefield Avenue, east to Kimball Way before discharging into the San
Francisco Bay. The southwestern drop inlet drains the remainder of the site and connects to a
24-inch RCP along East Grand Avenue. Flows are conveyed west up East Grand Avenue and
south down Gateway Boulevard to the point of discharge at the Colma Creek flood control
channel.
-
-
GROUNDWATER
The California Department of Water Resources (DWR) defines state groundwater basins based
on geologic and hydrogeologic conditions. According to the DWR, the site is located within the
Westside Groundwater Basin. The Westside Groundwater Basin consists of bedrock and
unconsolidated materials. Unconsolidated materials overlying the basin represent the primary
water-bearing strata and are comprised of dune sands, the Colma Formation, and the Merced
Formation. While groundwater quality in the basin is generally in compliance with drinking water
quality standards, some wells in the basin have experienced nitrate-nitrogen concentration in
excess of the primary maximum contaminant levels.3
-
-
-
2
City of Daly City Stormwater Pollution Prevention Program, 1998
Department of Water Resources, 2004.
-
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CHAPTER 9: HYDROLOGY
The preparation of the Geotechnical Feasibility Investigation for the proposed Project involved
six subsurface investigations to depths of between 8 and 31.5 feet below ground surface (bgs).
The borings were dug March 3, 2004, when seasonal groundwater levels are generally high,
Groundwater at the Project site was encountered at depths ranging between 1 to 10 feet bgs.4
FLOODING
The Project site is located outside of the 100-year flood hazard zone of Colma Creek as
delineated by the current Federal Emergency Management Agency (FEMA) Flood Insurance
Rate Maps (FIRMs). According to the FIRM, several areas downstream of the Project site are
located within the 100-year floodplain. These include the properties at Gateway Boulevard
between East Grand Avenue and Mitchell Avenue and the properties south and west of Colma
Creek and north of the navigable slough (1981). However, flood control improvements to
Colma Creek since the effective date of the FEMA FIRM have reduced flooding along the creek
channel. 5
9.3 REGULATORY SETTING
The proposed Project must be constructed in accordance with several regulatory programs, laws,
and regulations that aim to protect surface water resources. In some cases, Federal laws are
administered and enforced by state and local government. In other cases, state and local
regulations in California are stricter than those imposed by Federal law. This section summarizes
relevant regulatory programs, laws, and regulations with respect to hydrology and water quality
and how they relate to the proposed Project.
FEDERAL LAws AND REGULATIONS
CLEAN WATER ACT
The Clean Water Act (CWA) was enacted by Congress in 1972 and amended several times since
inception. It is the primary federal law regulating water quality in the United States, and forms
the basis for several state and local laws throughout the country. Its objective is to reduce or
eliminate water pollution in the nation's rivers, streams, lakes, and coastal waters. The CW A
prescribed the basic federal laws for regulating discharges of pollutants as well as set minimum
water quality standards for all waters of the United States. Several mechanisms are employed to
control domestic, industrial, and agricultural pollution under the CW A. At the Federal level, the
CW A is administered by the U.S. Environmental Protection Agency (EP A). At the state and
regional level, the CWA is administered and enforced by the State Water Resources Control
Board (SWRCB) and the Regional Water Quality Control Boards (RWQCBs). The State of
4
KC Engineering Company, 2004.
Munar, 2005.
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PAGE 9-3
-
CHAPTER 9: HYDROLOGY
-
California has developed a number of water quality laws, rules, and regulations, in part to assist
in the implementation of the CW A and related Federally mandated water quality requirements.
In many cases, the Federal requirements set minimum standards and policies and the laws, rules,
and regulations adopted by the State and Regional Boards exceed them.
-
-
STATE LAws AND REGULATIONS
-
PORTER-COLOGNE WATER QUAUTY CONTROL ACT
The Porter-Cologne Water Quality Control Act establishes the SWRCB and the RWQCB as the
principal state agencies having primary responsibility for coordinating and controlling water
quality in California. The Porter-Cologne Act establishes the responsibility of the RWQCBs for
adopting, implementing, and enforcing water quality control plans (Basin Plans), which set forth
the state's water quality standards (i.e. beneficial uses of surface waters and groundwater) and the
objectives or criteria necessary to protect those beneficial uses. The NPDES permits must be
consistent with the Basin Plans.
-~
-
-
NPDES PERMIT REQUIREMENTS
-
The CW A has nationally regulated the discharge of pollutants to the waters of the U.S. from any
point source since 1972. In 1987, amendments to the CWA added section 402(P), which
established a framework for regulating nonpoint source (NPS) storm water discharges under the
National Pollutant Elimination System (NPDES). The Phase I NPDES storm water program
regulates storm water discharges from industrial facilities, large and medium-sized municipal
separate storm sewer systems (those serving more than 100,000 persons), and construction sites
that disturb five or more acres of land. Under the program, the Project applicant will be required
to comply with two NPDES permit requirements.
-
-
-
The NPDES General Construction Permit Requirements apply to clearing, grading, and
disturbances to the ground such as excavation. The Project applicant is required to submit a
Notice of Intent (NOl) with the State Water Resource Control Board's (SWRCB) Division of
Water Quality. The NOI includes general information on the types of construction activities that
will occur on the site. The applicant will also be required to submit a site-specific plan called the
Stormwater Pollution Prevention Plan (SWPPP) for construction activities. The SWPPP will
include a description of Best Management Practices (BMPs) to minimize the discharge of
pollutants from the site during construction. It is the responsibility of the property owner to
obtain coverage under the permit prior to site construction.
-
-
-
-
The NPDES General Industrial Permit Requirements apply to the discharge of storm water
associated with industrial sites. The permit requires the implementation of management
measures that will achieve the performance standard of best available technology (BAT)
economically achievable and best conventional pollutant control technology (BCT). Under the
statute, operators of new facilities must implement industrial BMPs in the Project SWPPP and
-
-
PAGE 9-4
249 EAST GRAND AVENUE PROJECT
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-
CHAPTER 9: HYDROLOGY
perform monitoring of storm water discharges and unauthorized non-storm water discharges.
An annual report must be submitted to the RWQCB each July 1. Operators of new facilities
must ftle an NOI at least 14 days prior to the beginning of operations.
LOCAL PROGRAMS AND REGULATIONS
SAN MATEO COUNTYWIDE STORMWATER POLLUTION PREVENTION PROGRAM
To comply with the CWA, San Mateo County and the 20 cities and town in the County formed
the San Mateo Countywide Stormwater Pollution Prevention Program (STOPPP). STOPPP
holds a joint municipal NPDES permit from the San Francisco Bay RWQCB. The permit
includes a comprehensive plan to reduce the discharge of pollutants to creeks, San Francisco
Bay, and the ocean to the maximum extent possible.
SAN FRANCISCO BAY WATER QUALITY CONTROL PLAN (BASIN PLAN)
The San Francisco Bay RWQCB is responsible for the development, adoption, and
implementation of the Water Quality Control Plan for the San Francisco Bay region. The Basin
Plan is the master policy document that contains descriptions of the legal, technical, and
programmatic bases of water quality regulation in the San Francisco Bay Region. The Basin Plan
identifies beneficial uses of surface waters and groundwater within its region and specifies water
quality objectives to maintain the continued beneficial uses of these waters. The proposed
Project is required to adhere to all water quality objectives identified in the Basin Plan.
Beneficial Uses of Surface Waters and Groundwaters
The Basin Plan defines beneficial uses for surface waters and groundwater in its corresponding
jurisdiction. The beneficial uses of surface waters in Colma Creek include wildlife habitat,
municipal and domestic supply, agricultural supply, and industrial supply. The beneficial uses of
groundwater in the Westside Groundwater Basin (also referred to as the Merced Valley North
Groundwater Basin) include municipal and domestic supply, industrial process supply, industrial
supply, and agricultural supply.
EAST OF 101 AREA PLAN
The East of 101 Area Plan provides detailed planning policies that are consistent with policies of
the adopted South San Francisco General Plan. With respect to hydrology and water quality, the
plan aims to reduce flooding by evaluating specific development proposals to determine
drainage and flood protection requirements, and to prevent the degradation of water quality by
minimizing erosion and sedimentation, and requiring that Projects comply with NPDES permit
. 6
reqmrements.
City of South San Francisco, East of101 Area Plan, 1994.
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PAGE 9-5
-
CHAPTER 9: HYDROLOGY
-
COLMA CREEK FLOOD CONTROL DISTRICT
The Cohna Creek Flood Control District (District) is administrated by the San Mateo County
Department of Public Works. The District was created for the purpose of constructing flood
control facilities along the Colma Creek channel and reducing flooding problems in the City of
South San Francisco. The Colma Creek Flood Control Zone (Zone) extends over the entire
watershed and contains the parcels that must contribute fmancially to the District's revenue and
maintenance of the flood control facilities. Several channel improvements have been constructed
since the District was created in 1964.
-
-
-
The proposed Project is located outside of the Zone boundary. Since the Project is located
outside of the Zone boundary, it does not contribute to funds for flood control improvements
nor maintenance. For this reason, the San Mateo County Department of Public Works has
requested that storm water runoff from the site not be directed to drain into the District's flood
control channeL7
-
-
-
9.4 IMPACT ANALYSIS
STANDARDS OF SIGNIFICANCE
-
The following thresholds for measuring a Project's aesthetic impacts are based upon CEQA
Guidelines thresholds:
-
1. Would the Project violate any water quality standards or waste discharge requirements?
-
2.
Would the Project 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)?
-
-
3.
Would the Project 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?
-
4.
Would the Project substantially alter the existing drainage pattern of the site or area,
including through the alteration of the course of a stream or river, or substantially
increase the rate or amount of surface runoff in a manner, which would result in
flooding on- or off-site?
-
-
-
San Mateo County Department of Public Works, 2005.
-
PAGE 9-6
249 EAST GRAND AVENUE PROJECT
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-
CHAPTER 9: HYDROLOGY
5. Would the Project create or contribute runoff water which would exceed the capacity of
existing or planned stormwater drainage systems or provide substantial additional
sources of polluted runoff?
6. Would the Project otherwise substantially degrade water quality?
7. Would the Project 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?
8. Would the Project place within a 100-year flood hazard area structures, which would
impede or redirect flood flows?
9, Would the Project 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?
1 0, Would the Project cause inundation by seiche, tsunami, or mudflow?
PROJECT IMPACTS AND MITIGATION MEASURES
INCREASE IN NON-POINT SOURCE POLLUTION (NPS) IN RECEIVING WATERS
Non-point source pollutants (NPS) are washed by rainwater from roofs, landscape areas, and
streets and parking areas into the drainage network. Typical industrial NPS pollutants for various
industrial activities are listed in Table 9-1. Development of the proposed Project would
contribute to the levels of NPS pollutants and litter entering downstream waters, including
Colma Creek and San Francisco Bay. An increase in NPS pollutants could have adverse effects
on wildlife, vegetation, and human health. NPS pollutants could also infiltrate into groundwater
and degrade the quality of potential groundwater drinking sources.
Under the NPDES storm water permit, the proposed Project is required to provide permanent
treatment for site runoff. To meet this requirement, the proposed Project includes the use of
infiltration trenches at the 6-foot wide vegetated islands in the parking areas. Notches in the
curb surrounding the parking islands would allow water to enter the infiltration trenches. The
infiltration trenches would be equipped with an overflow pipe above the bottom of the trench to
convey excess flows to the formal subterranean storm drain system.8 Infiltration trenches are
long, narrow, rock-filled trenches for storm water runoff. Ideally, the runoff is stored between
gravel and sand layers before infiltrating through the bottom of the trench and into the
underlying soil matrix. Details regarding the infiltration trenches were not included in the Storm
Drain Plan dated June 3, 2005 for the proposed Project.
Nakashima, 2005.
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PAGE 9-7
-
CHAPTER 9: HYDROLOGY
-
TABLE 9.1
-
POTENTIAL POLLUTANTS FROM INDUSTRIAL ACTIVITIES
VJ
<1J
U
VJ t:i
<Il
... ...
~ VJ '"
U '" .g
'>< '\:1 U) <1J
VJ <1J VJ
... VJ 0 ... bI) <Il <Il '"
t:i ... b <Il <1J <1J
<1J t:i $l :2 ~ .... '\:1 "'d
<1J <Il "'d 0 <1J '0
INDUSTRIAL ACTIVITY ~ '\:1 ... ...
<1J ~ <1J ~ u ':0
~ :2 ::a c(j <Il VJ
<1J Z '" S ~ <1J
<Il :-;::l p...
U) u ... <1J
''8 <Il Ci 0
<Il 0
(:fl U; Q
0 <1J
bI)
>.
~
0
Vehicle & Equipment Fueling X X X
Vehicle & Equipment Washing X X X X X X
Vehicle & Equipment X X X
Maintenance & Repair
Outdoor Loading & Unloading X X X X X X X
of Materials
Outdoor Container Storage of X X X X X X
liquids
Outdoor Process Equipment X X X X
Operations & Maintenance
Outdoor Storage of Ray
Materials, Products, & X X X X X X X
Bproducts
Waste Handling & Disposal X X X X X X
Contaminated or Erodible X X X X X X X X
Surface Areas
Building & Grounds X X X X X X X
Maintenance
Building Repair, Remodeling, X X X X
& Construction
Parking/Storage Area X X X X
Maintenance
-
-
-
-
-
-
-
-
-
-
-
-
-
-
Source: California Stormwater Quality Association, 2003. California Stormwater 8MP Handbook, Industrial & Commercial.
-
PAGE 9-8
249 EAST GRAND AVENUE PROJECT
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-
Impact 9-1
Mitigation
Measure 9-1
CHAPTER 9: HYDROLOGY
Site Conditions May Be Unsuitable for Infiltration. Appropriate
evaluation of site conditions is critical to the effectiveness of infiltration
trenches. The geotechnical borings indicate groundwater conditions in the
proposed parking areas can be as high as 3 and 4.5 feet bgs during winter
months. Shallow depth to groundwater could cause underlying soils to
become saturated, particularly during winter months, and could impair the
ability of the infiltration trenches to infiltrate water and filter out pollutants.
Infiltration structures require a minimum soil infiltration rate of 0.5
inches/hour. Percolation testing to verify the infiltration capacity of site soils
has not been conducted. Infiltration trenches have a high failure rate if soil
and subsurface conditions are not suitable. Furthermore, infiltration trenches
are not considered suitable for sites that use or store chemicals or hazardous
materials unless hazardous and toxic materials are prevented from entering
the infiltration trenches, This represents a potentially significant impact.
Evaluate Project Site for Feasibility of Infiltration as Water Quality
BMP. The use of infiltration trenches at the Project site may be limited by
several factors, including soil characteristics, distance to groundwater, and
proposed land uses. The feasibility of infiltration BMPs at the Project shall be
evaluated as follows:
1) Groundwater levels at the invert of the infiltration trenches shall be
reevaluated. The Project applicant shall ascertain that the distance from
the proposed trench inverts to groundwater be at least 10 feet (CASQA,
2003),
2) Soil parameters, such as the amount of silt and clay shall be examined.
Soils should not have more than 30 percent clay or more than 40 percent
clay and silt combined (CASQA, 2003).
3) Infiltration rates shall be evaluated to ensure adequate permeability of site
soils. Infiltration rates shall be no less than 0.5 inches/hour and not more
than 2.4 inches/hour (CASQA, 2003).
4) Proposed land uses shall be examined: infiltration BMPs are not suitable
for sites that use or store chemicals or hazardous materials unless
hazardous and toxic materials are isolated such that they are not able to
enter the trench. The potential for spills can be minimized by spill
prevention control measures.
If site constraints preclude the use of infiltration trenches at the Project site,
other BMPs that do not allow interaction with groundwater shall be used.
249 EAST GRAND AVENUE PROJECT
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PAGE 9-9
CHAPTER 9: HYDROLOGY
-
-
Possible alternatives for storm water treatment include Vortex Separator
Units or Stormceptors at drop inlets. Vortex Separators are round gravity
separators that induce removal of suspended sediment with the centrifugal
force caused by water moving circularly through the system. Stormceptors
are comprised of a round precast concrete tank and fiberglass partition that
remove oil and sediment from storm water runoff by gravity separation. Any
storm water quality BMPs to be implemented at the site must be approved by
the City's Public Works Department.
-
-
-
The use of effective BMPs at the Project site would reduce impacts to a level of less than
significant.
Impact 9-2
Mitigation
Measure 9-2
PAGE 9-10
-
-
Potential Contamination of Local Groundwater. The Project site IS
located within a groundwater basin as defined by the DWR, The potential for
groundwater contamination from infiltration BMPs must be carefully
considered, especially in areas where the distance between groundwater and
the trench invert is shallow or where groundwater is or could potentially be
used for human consumption or agricultural purposes. The infiltration of
industrial and parking lot pollutants into shallow groundwater could
potentially impair the quality of local groundwater sources. This represents a
potentially significant impact.
-
-
-
Preparation and Implementation of Project SWPPP. Pursuant to
NPDES requirements, the applicant shall develop a SWPPP to protect water
quality during and after construction. The Project SWPPP shall include, but
is not limited, to the following mitigation measures for the construction
period:
1) Grading and earthwork shall be prohibited during the wet season
(October 15 through April 15) and such work shall be stopped before
pending storm events.
-
-
-
2) Erosion control/ soil stabilization techniques such as straw mulching,
erosion control blankets, erosion control matting, and hydro-seeding,
shall be utilized in accordance with the regulations outlined in the
Association of Bay Area Governments "Erosion & Sediment Control
Measures" manuaL Silt fences shall be installed down slope of all graded
slopes. Hay bales shall be installed in the flow path of graded areas
receiving concentrated flows and around storm drain inlets.
-
-
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CHAPTER 9: HYDROLOGY
3) BMPs shall be used for preventing the discharge or other construction-
related NPDES pollutants beside sediment (i.e. paint, concrete, etc) to
downstream waters.
4) After construction is completed, all drainage facilities shall be inspected
for accumulated sediment and these drainage structures shall be cleared
of debris and sediment.
Long-term mitigation measures to be included in the Project SWPPP shall
include, but are not limited to, the following:
5) Description of potential sources of erosion and sediment at the Project
site. Industrial activities and significant materials and chemicals that could
be used at the proposed Project site should be described. This will
include a thorough assessment of existing and potential pollutant sources.
6) Identification of BMPs to be implemented at the Project site based on
identified industrial activities and potential pollutant sources. Emphasis
shall be placed on source control BMPs, with treatment controls used as
needed.
7) Development of a monitoring and implementation plan. Maintenance
requirements and frequency shall be carefully described including vector
control, clearing of clogged or obstructed inlet or oudet structures,
vegetation/landscape maintenance, replacement of media filters, regular
sweeping of parking lots and other paced areas, etc, Wastes removed
from BMPs may be hazardous, therefore, maintenance costs should be
budgeted to include disposal at a proper site.
8) The monitoring and maintenance program shall be conducted at the
frequency agreed upon by the RWQCB and/or City of South San
Francisco. Monitoring and maintenance shall be recorded and submitted
annually to the SWRCB. The SWPPP shall be adjusted, as necessary, to
address any inadequacies of the BMPs.
9) The applicant shall prepare informational literature and guidance on
industrial and commercial BMPs to minimize pollutant contributions
from the proposed development. This information shall be distributed to
all employees at the Project site. At a minimum, the information shall
cover: a) proper disposal of commercial cleaning chemicals; b) proper use
of landscaping chemicals; c) clean-up and appropriate disposal of
hazardous materials and chemicals; and d) prohibition of any washing
and dumping of materials and chemicals into storm drains.
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PAGE 9-11
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CHAPTER 9: HYDROLOGY
-
Implementation of these mitigation measures would reduce impacts to a level of less than
significant.
-
Impact 9-3
No Treatment of Runoff for Parking Garages. No water quality BMPs
have been proposed for Parking Garage A nor Parking Garage B. Parking
areas represent a source of suspended solids, petroleum hydrocarbons, and
heavy metals. NPS pollutants from these areas represent a potentially
significant impact.
-
-
-
Mitigation
Measure 9-3
Implement Water Quality BMPs for Stormwater Runoff From Parking
Garage. The Project applicant shall implement storm water quality BMPs for
treatment of runoff from Parking Garages A and B. Possible BMPs include
drop inlet filtration devices such as the Vortex Separator Units or
Stormceptors described in Mitigation Measure 9-1. Any storm water quality
BMPs implemented at the site must first be approved by the City's Public
Works Department.
-
-
-
Implementation of this mitigation measure would reduce impacts to a level of less than
significant,
-
DECREASE IN GROUNDWATER RECHARGE
Approximately 87 percent of the Project site is currently covered in impervious surfaces,
Redevelopment of the site would result in an approximately 6 percent decrease in impervious
surface areas, Thus, the proposed Project would not likely have a negative affect on groundwater
recharge. Pre- and post-development impervious verses pervious surfaces are presented in
Table 9-2. No impact would occur and no mitigation is required.
-
-
INCREASED EROSION OR SILTATION TO RECEIVING WATERS
Construction of the proposed Project would involve demolition of eXlstlng structural
foundations and pavement areas that currently help to stabilize site soils. Site grading is expected
to occur over 95 percent of the Project site and involve 13,600 cubic yards of cut volume and
16,000 cubic yards of fill volume (Richardson, 2005). Construction operations associated with
the Project would present a threat of soil erosion from soil disturbance by subjecting
unprotected bare soil areas to the erosional forces of runoff.
-
-
The Project applicant will be required to comply with all Phase I NPDES General Construction
Activities permit requirements established by the CW A and the Grading Permit requirements of
the City of South San Francisco. Erosion control measures to be implemented during
-
PAGE 9-12
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CHAPTER 9: HYDROLOGY
construction would be included in the Project SWPPP. The Project SWPPP will accompany the
NOI filing and will outline erosion control and storm water quality management measures to be
implemented during and following construction. The SWPPP will also provide the schedule for
monitoring performance, Refer to Mitigation Measure 8.1 b for more information regarding the
Project SWPPP. Implementation of Phase I NPDES General Construction Activities permit
requirements would reduce construction-related impacts associated with erosion and/or siltation
to less than significant.
Following Project development, soil and sediment in runoff would be treated by storm water
quality BMPs. Refer to Mitigation Measures 9-1 through 9-3 for more information regarding
storm water quality BMPs at the Project site. With the implementation of these mitigation
measures, post-development impacts associated with erosion and siltation are considered less
than significant.
TABLE 9-2
IMPERVIOUS vs. PERVIOUS SURFACE AREAS
AREA (acres) PERCENT OF TOTAL PROJECT SITE
Existing Conditions
Impervious Surface Area 13.64 87%
Pervious Area 2.11 13%
Proposed Conditions
Impervious Surface Area 12.79 81%
Pervious Area 2.97 19%
Source: Dowler-Gruman Architects (DGA). June, 17 2005. Email correspondence between Niall Malcolmson of DGA
and Kelly White of Questa Engineering.
CHANGES IN PEAK RUNOFF
The Project site currendy has a high ratio of impervious surfaces. Redevelopment of existing
industrial development in the Project area is not expected to increase runoff from the site. As
shown in Table 9-2, development of the proposed Project would result in an approximate 6
percent decrease in impervious surfaces at the Project site. A decrease in impervious surface area
would result in a corresponding decrease in peak discharge from the Project site. As currendy
designed, the proposed Project would not increase peak flows to downstream infrastructure. No
impact associated with increases in peak runoff is anticipated. No mitigation is necessary.
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CHAPTER 9: HYDROLOGY
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FUNDING FOR COLMA CREEK CHANNEL FLOODING/DRAINAGE IMPROVEMENTS
The Project storm drain plan indicates approximately 2/3 of the Project site will be conveyed to
the drop inlet located at the southwestern corner of the Project site (DGA, 2005). These flows
are discharged to the Colma Creek Flood Control Channel approximately % mile southwest of
the Project site near the corner of Mitchell Avenue and Gateway Boulevard. Flood control
improvements and maintenance to the Colma Creek channel are funded partially by property
taxes from property located within the Colma Creek Flood Control Zone.
-
-
-
Impact 9-4
Site Drains to Colma Creek Flood Control Channel. The proposed
Project drains to the Colma Creek flood control channel. The Project site is
not located within the Zone. For this reason, the San Mateo County
Department of Public Works has requested that storm water runoff from the
Project site not be directed into the Colma Creek channel. Thus, storm water
runoff from the Project site that would flow to Colma Creek represents a
potentially significant impact.
-
-
-
Mitigation
Measure 9-4
The Project applicant shall implement one of the following two
mitigation scenarios for Impact 9-4.
-
-
1) Reroute All Flows to Southeastern Corner of Site and Out of the Colma
Creek Watershed. The Project applicant shall investigate the feasibility of
routing all site runoff to the existing drop inlet located at East Grand
Avenue just below the southeast corner of the site. This would entail
designing the Project drainage infrastructure to drain to the southeast.
This configuration would likely increase peak flows to the southeastern
drainage system and would require evaluation of the existing drainage
infrastructure from Litdefield Avenue to the point of discharge at San
Francisco Bay. Inadequate capacity in the southeastern drainage system
may require offsite drainage improvements.
-
-
-
-
2) Enter into Agreement with Colma Creek Flood Control District. If it is
found that routing all storm water to the southeast corner is infeasible, a
second mitigation strategy shall be implemented. The Project applicant
shall enter into an agreement with the San Mateo County Department of
Public Works to be included in the Colma Creek Flood Control Zone
and comply with the conditions and fees that are associated with
participation in that zone.
-
-
Prior to the issuance of building permits, the applicant shall demonstrate that the Project design
has mitigated the potential impact to a level of less than significant. Implementation of one of
these mitigation measures would reduce the Project's impact to a level of less than significant.
-
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10
LAND USE
10.1 INTRODUCTION
South San Francisco has a distinctive land use pattern that reflects the decision to initially locate
industrial areas east of supporting homes and businesses in order to take advantage of
topography and winds on Point San Bruno.! Another development trend that shaped the
arrangement of uses was the extensive residential development that occurred during the 1940s
and 1950s, creating large areas ahnost entirely developed with single-family housing, As a result,
South San Francisco is largely comprised of single-use areas, with industry in the eastern and
southeastern portions of the City, single family homes to the north and west, commercial uses
along a few transportation corridors, and multiple family housing clustered in those same
corridors and on hillsides.
During the 1950s, the City of South San Francisco converted previously unused marsWands into
areas usable for industrial development, drastically reshaping the shoreline and attracting light
industry to the City for the first time. Plans were announced in 1963 for a 600-acre industrial
park adjacent to the newly developed Oyster Point Marina. This industrial park was South San
Francisco's ftrst industrial development to incorporate comprehensive planning, integrated
design and performance provisions, and featured a 0.5 Floor Area Ratio. It supplied ample
parking and consistent landscaping and building design.
In some ways a microcosm of American industry, South San Francisco has been making a slow
industrial transformation for the past 30 years. Steel production and other heavy industries have
largely been replaced by warehousing, research, development and biotechnology. Because the
City's industrial base has continued to evolve as the context for industry has changed, industry
will continue to play an important role in South San Francisco's future.
The City's continued status as a goods transportation hub, stemming mainly from proximity to
San Francisco International Airport, is reflected in the presence of large tracts of land, formerly
used for heavy industry, east ofnS. 101. As high technology businesses have moved into many
of these older industrial areas, conflicts, such as between automobile and truck trafftc, and land
use and visual character have become increasingly pronounced. The needs of business centers
include smaller blocks, more through street connections, ancillary facilities such as restaurants,
Dyett and Bhatia, South San Francisco General Plan, 1999.
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CHAPTER 10: LAND USE
-
easier connections to transit, sidewalks and bikeways and higher landscape standards. These
needs are much different than those of warehousing and industrial areas. The City attempts to
balance regional growth objectives with conservation of residential and industrial
neighborhoods.
-
-
The East of 101 Area Plan, adopted in 1994, was prepared to maXllll1Ze the potential of
undeveloped or underused properties in the City's traditional industrial east of U.S. 101 area.
Upgrading of existing uses and provisions for quality design are important components of the
Plan. In addition to policies relating to land use dispersion, intensities, and transportation, the
Plan includes a Design Element to help achieve high standard development.
-
-
10.2 IMPACT ANALYSIS
-
STANDARDS OF SIGNIFICANCE
The following thresholds for measuring a project's environmental impacts are based on CEQA
Guidelines thresholds:
-
L
Would the Project physically divide an established community?
-
2.
Would the Project conflict with any applicable land use plan, policy or regulation of an
agency with jurisdiction over the Project?
-
3,
Would the Project conflict with any applicable habitat conservation plan or natural
community conservation plan?
-
PROJECT IMPACTS AND MITIGATION MEASURES
-
DIVIDING ESTABLISHED COMMUNITY
-
The proposed Project would have no impact related to the division of an established
community,
-
CONFLICT WITH PLANS AND POLICIES
The Project site is currently zoned Planned Industrial (P-I) and is part of the "East of 101"
Planning Sub-Area as defIned by the City of South San Francisco General Plan. The site's
General Plan designation is Business and Technology Park. This designation accommodates
campus-like environments for corporate headquarters, research and development facilities, and
offices. All development is subject to high design and landscape standards.2
-
-
The proposed Project is consistent with the following General Plan policies:
2
Ibid., p.43.
-
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CHAPTER 10: LAND USE
Policy 3.5-G-3 Promote campus style biotechnology, high technology and research and
development uses.
Policy 3.5-1-3 Do not permit any residential uses in the East of 101 area.
The proposed Project is consistent with the following East of 101 Area Plan policies:
Policy DE-13 New construction projects shall be required to supply and install street trees
and landscaping to meet the City's specifications for their frontages.
Streetscape planting, irrigation and hardscape should be designed
for minimum maintenance by City staff.
Selection and spacing of street trees shall be approved by the City
Landscape Architect and the Director of Parks, Recreation and
Community Services.
Medians should be cobbled and grouted or landscaped with low
maintenance plants with automatic irrigation.
Policy DE-15 Site design should de-emphasize the visual prominence of parking areas by
separating parking areas into relatively small components and locating
parking behind buildings whenever possible. The standard practice of placing
the majority of the parking between the building and the main street frontage
should be avoided when possible.
Policy DE-22 Developments in the Planned Industrial category should include on-site open
space as a unifying element and as areas for employee use. Open space
should be continuous and should connect separate buildings or sites,
especially in campus-like developments. Open spaces should particularly be
located adjacent to lunch rooms and conference rooms.
Policy DE-25 The design of front yard landscaped buffers should be integrated with that of
adjacent sites.
Policy DE-27 Parking lots should be shaded with trees and should also include shrubs in
most cases. Trees should be planted along parking lot edges and in planters
among stalls. Design policies for the number of trees and amount of
shrubbery in parking lots are contained in Section 0 of the Design Element
for the individual land use categories.
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CHAPTER 10: LAND USE
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Policy DE-28 Plant species chosen for the area should include low maintenance plants and
plants adaptive to the extremes of climate in the area. In addition, plant
species and planting design should complement the development's design.
-
Policy DE-34 All activities and stored materials in loading, service, storage and trash
disposal areas should be screened from views from public streets, trails,
adjacent properties, and overhead views from adjacent properties, by
planting, berms and/or decorative walls. The screening should be integrated
into the design of structures or the site landscaping, so it does not appear as
an appendage added to the outside of the structure. This policy applies to all
types of outdoor storage areas containing materials, supplies, or equipment,
including autos, trucks and trailers.
-
-
-
Policy DE-37 The installation or replacement of exposed chain link fences, barbed wire,
razor wire or similar material shall not be allowed in those parts of the East of
101 Area that are visible from public rights-of-way, including roads and trails.
-
-
Policy DE-38 The form and location of structures, the use of building colors and materials
and the selection of landscape materials and street furniture shall consider
the overall context of the Project and promote the development of a sense of
identity for the East of 101 area.
-
-
Policy DE-52 Rooftop mechanical equipment should be screened from view by integral
architectural elements such as pitched roofs, ornamental parapets, mansards
or low towers.
-
Policy DE-56 The following additional design policies apply in Planned Industrial areas:
-
Street Trees: Street trees should be planted within at least 30 feet of
each other and should be selected to match or complement the
existing pines on Allerton Avenue and portions of East Grand
Avenue.
-
-
Landscape Buffer: Landscape buffers along major arterial streets
should be at least 20 feet wide and along other streets at least 10
feet wide. On side and rear property lines, they should be six feet
wide. All landscaping shall provide a clear connection between the
street and buildings for pedestrians.
-
Blank Walls: Blank building walls should be no more than 30 feet
long. Longer lengths of wall should conform with Policy DE-39.
Pedestrian scale is of particular importance for 'campus-like
developments and settings.
-
-
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CHAPTER 10: LAND USE
BuildinQ Orientation: Buildings should be oriented with a clear
relationship to the street to create a sense of continuity along it.
Inviting pedestrian linkages from individual buildings shall be
provided.
DesiQn Guidelines: New development plans for larger campus-like
projects should include specific design guidelines, developed as an
integral part of master planning efforts.
Parkinq Lot Shrubs: Medians and bulbs inside the perimeters of a
parking lot shall be planted. A minimum of five percent of the total
parking lot area required to be landscaped shall be planted with
shrubs.
The proposed Project would be consistent with and would not conflict with the above
applicable City of South San Francisco General Plan and East of 101 Area Plan land use policies,
thereby constituting no adverse impact.
CONFLICT WITH CONSERVATION PLAN
Construction at the Project site would require cutting down one-hundred-four (104) trees.
Fourteen (14) of the trees on the site are considered protected trees under Section
13.30.020(f)(1) of the City of South San Francisco Municipal Code relating to tree preservation
(Tree Ordinance). More information on this topic is included in the Biological Resources section
of this report.
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11
NOISE
11.1 INTRODUCTION
Noise may be defined as unwanted sound. Noise is usually objectionable because it is disturbing
or annoying. The objectionable nature of sound could be caused by its Pitch or its loudness.
Pitch is the height or depth of a tone or sound, depending on the relative rapidity (frequency) of
the vibrations by which it is produced. Higher pitched signals sound louder to humans than
sounds with a lower pitch. Loudness is intensity of sound waves combined with the reception
characteristics of the ear. Intensity may be compared with the height of an ocean wave in that it
is a measure of the amplitude of the sound wave.
In addition to the concepts of pitch and loudness, there are several noise measurement scales
which are used to describe noise in a particular location. A decibel (dB) is a unit of measurement
which indicates the relative amplitude of a sound. The zero on the decibel scale is based on the
lowest sound level that the healthy, unimpaired human ear can detect. Sound levels in decibels
are calculated on a logarithmic basis. An increase of 10 decibels represents a ten-fold increase in
acoustic energy, while 20 decibels is 100 times more intense, 30 decibels is 1,000 times more
intense, etc. There is a relationship between the subjective noisiness or loudness of a sound and
its intensity, Each 10 decibel increase in sound level is perceived as approximately a doubling of
loudness over a fairly wide range of intensities. Technical terms are defined in Table 11-1.
There are several methods of characterizing sound. The most common in California is the A-
weighted sound level or dBA. This scale gives greater weight to the frequencies of sound to which
the human ear is most sensitive. Representative outdoor and indoor noise levels in units of dBA
are shown in Table 11-2. Because sound levels can vary markedly over a short period of time, a
method for describing either the average character of the sound or the statistical behavior of the
variations must be utilized. Most commonly, environmental sounds are described in terms of an
average level that has the same acoustical energy as the summation of all the time-varying events.
This energy-equivalent sound/noise descriptor is called Leq' The most common averaging period
is hourly, but Leq can describe any series of noise events of arbitrary duration.
The scientific instrument used to measure noise is the sound level meter. Sound level meters can
accurately measure environmental noise levels to within about plus or minus 1 dBA. Various
computer models are used to predict environmental noise levels from sources, such as roadways
and airports. The accuracy of the predicted models depends upon the distance the receptor is
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PAGE 11-1
CHAPTER 11: NOISE
TABLE 11-1
DEFINITION OF ACOUSTICAL TERMS
TERM DEFINITIONS
Decibel, dB A unit describing the amplitude of sound, equal to 20 times the logarithm to the
base 10 of the ratio of the pressure of the sound measured to the reference
pressure, which is 20 micropascals (20 micronewtons per square meter).
Frequency, HZ The number of complete pressure fluctuations per second above and below
atmospheric pressure.
,
A-Weighted Sound Level, dB The sound pressure level in decibels as measured on a sound level meter
using the A-weighting filter network. The A-weighung filter de-emphasizes the
very low and very high frequency components of the sound in a manner
similar to the frequency response of the human ear and correlates well with
subjecuve reactions to noise. All sound levels in this report are A-weighted,
unless reported otherwise.
L01, Ll0, Lso, Lso The A-weighted noise levels that are exceeded 1%, 10%, 50%, and 90% of
the time during the measurement period.
Equivalent Noise Level, Leq The average A-weighted noise level during the measurement period.
Community Noise Equivalent Level, CNEL The average A-weighted noise level during a 24-hour day, obtained after
addition of 5 decibels in the evening from 7:00 PM to 10:00 PM and after
addition of 10 decibels to sound levels measured in the night between 10:00
PM and 7:00 am.
Day/Night Noise Level, Ldn The average A-weighted noise level during a 24-hour day, obtained after
addition of 10 decibels to levels measured in the night between 10:00 PM and
7:00 am.
Lmax, Lmin The maximum and minimum A-weighted noise level during the measurement
period.
Ambient Noise Level The composite of noise from all sources near and far. The normal or existing
level of environmental noise at a given locauon.
Intrusive That noise which intrudes over and above the existing ambient noise at a
given location. The relative intrusiveness of a sound depends upon its
amplitude, duration, frequency, and time of occurrence and tonal or
informational content as well as the prevailing ambient noise level.
Source: ILLINGWORTH & ROOKIN, INC,/ Acoustical Engineers
PAGE 11-2
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CHAPTER 11 : NOISE
TABLE 11.2
TYPICAL SOUND LEVELS MEASURED IN THE ENVIRONMENT AND INDUSTRY
At a Given Distance A-Weighted Sound
From Noise Source Level in Decibels Noise Environments Subjective ImDression
140
Civil Defense Siren (100') 130
Jet Takeoff (200') 120 Pain Threshold
110 Rock Music Concert
Diesel Pile Driver (100') 100 Very Loud
90 Boiler Room
Freight Cars (50') Printing Press Plant
Pneumatic Drill (50') 80
Freeway (100') In Kitchen With Garbage Disposal
Vacuum Cleaner (10') 70 Running Moderately Loud
60 Data Processing Center
Light Traffic (100') 50 Department Store
Large Transformer (200')
40 Private Business Office Quiet
Soft Whisper (5') 30 Quiet Bedroom
20 Recording Studio
10 Threshold of Hearing
0
Source: ILLINGWORTH & RODKIN, INC.lAcoustical Engineers
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PAGE 11-3
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CHAPTER 11 : NOISE
-
from the noise source. Close to the noise source, the models are accurate to within about plus
or minus 1 to 2 dBA.
-
11.2 SETTING
-
In South San Francisco, the Noise Element of the City's General Plan (1999) contains land use
criteria for noise impacted areas. These criteria define the desirable maximum noise exposure of
various land uses, in addition to certain conditionally acceptable levels contingent upon the
implementation of noise reduction measures. These criteria indicate that noise levels of less than
75 dBA (CNEL/ are acceptable noise levels for industrial and open space uses.
-
-
The South San Francisco Noise Ordinance (Chapter 8.32, Noise Regulations, Section 8.32.030)
specifies the maximum permissible sound levels for residentia~ commercial and industrial land
uses. The Project site is zoned "P-I, Planned Industrial," and the noise level standard for this
zone is 70 dBA (Lso).2 Shorter periods of noise levels higher than these limits are allowed, but
only for specified periods of time, Specifically, the standard + 5 dB for more than 15 minutes,
the standard + 10 dB for more than 5 minutes, and the standard + 15 dB for more than one
minute in any hour are used. The standard + 20 dB cannot be exceeded for any period of time.
However, where the existing ambient noise level already exceeds the above noise limits, the
ambient noise level becomes the standard.
-
-
-
-
The South San Francisco Noise Ordinance (Chapter 8.32, 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.
-
-
-
-
The decibel (dB) is a logarithmic unit used to quantify sound intensity. Since the human ear is not equally
sensitive to all sound frequencies within the entire spectrum, human response is factored into sound descriptions in a
process called "A-weighting" written as "dBA".
-
-
CNEL: Community Noise Equivalent Level. Because community receptors are more sensitive to unwanted noise
intrusion during the evening and at night, state law requires that for planning purposes, an artificial dB increment be
added to quiet time noise levels in a 24-hour noise descriptor called the Community Noise Equivalent Level
(CNEL).
-
The noise limit that cannot be exceeded for more than 30 minutes in any hour (50 percent of any given hour).
-
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CHAPTER 11: NOISE
11.3 IMPACT ANALYSIS
STANDARDS OF SIGNIFICANCE
The following thresholds for measunng a Project's environmental impacts are based upon
CEQA Guidelines thresholds:
1. Would the Project expose persons to, or generate noise levels in excess of standards
established in the local general plan or noise ordinance, or applicable standards of other
agencies?
2. Would the Project expose persons to, or generate excessive groundborne vibration or
groundborne noise levels?
3. Would the Project lead to a substantial permanent increase in ambient noise levels in the
Project vicinity above levels existing without the Project?
4. Would the Project lead to a substantial temporary or periodic increase in ambient noise
levels in the Project vicinity above levels existing without the Project?
5. 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
expose people residing or working in the Project area to excessive noise levels?
6. For a Project within the vicinity of a private airstrip, would the Project expose people
residing or working in the Project area to excessive noise levels?
IMPACTS AND MITIGATION MEASURES
PERMANENT NOISE INCREASES
Traffic. Implementation of the proposed Project would increase traffic noise levels along local
streets due to Project generated traffic. In general, a doubling of traffic volumes would result in a
3-dBA noise increase in a traffic dominated noise environment, and a 3-dBA noise increase is
barely perceptible to most people. As shown in Tables 13-10, 13-11 and 13-12 of the
Transportation and Circulation chapter of this EIR, Project related daily traffic trips would
increase from 1,262 daily trips under the site's previous land use, to an estimated 5,946 daily trips
under the proposed Project, a difference of 4,684 trips. This would lead to a noticeable increase
in traffic noise levels at the Project site and its vicinity.
However, due to the prevalence of industrial land uses in the area, noise thresholds vis-a-vis the
Project and neighboring land uses are higher there than they would be if more sensitive land
uses were present near the Project site. Also, though the Project would produce more vehicle
trips than were produced by the site's previous land use, it would be expected that these trips
would generally be quieter, due to a lesser amount of in-going and out-going diesel truck trips. In
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CHAPTER 11: NOISE
-
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addition, the railroad spur located at the eastern edge of the Project site and previously used by
the Georgia Pacific Company to receive raw materials would be abandoned. Therefore, a
significant source of noise at the Project site under previous conditions would no longer exist
after implementation of the proposed Project. Due to these factors, the impact of traffic noise
produced by the Project would be considered less than significant.
Mechanical Equipment. Implementation of the proposed Project could increase ambient noise
levels in the Project vicinity due to the operation of more powerful rooftop mechanical equipment
than currendy function at the Project site. The impact of the HV AC system would be considered
less than significant provided that the noise level produced by it conforms to the City of South
San Francisco Noise Ordinance.
-
-
Vibration. It is not be expected that future land uses at the Project site would generate excessive
groundborne vibration or groundborne noise. Therefore, it is expected that the Project would
have no impact related to excessive groundborne vibration or excessive groundborne noise.
NOISE, GROUNDBORNE VIBRATION
-
Temporary Noise Increase. During site preparation and construction at the Project site,
operation of heavy equipment could result in a substantial temporary increase in ambient noise
levels in the vicinity of the Project site,
Impact 10-1
Mitigation
Measure 10-1
AIRPORTS
-
Construction Related Noise. Project construction would result in
temporary short-term noise increases due to the operation of heavy
equipment. This would be a potentially significant impact associated with
Project development. Construction noise sources range from about 82 to 90
dBA at 25 feet for most types of construction equipment, and slighdy higher
levels of about 94 to 97 dBA at 25 feet for certain types of earthmoving and
impact equipment.
Noise Abatement. It is possible that a child care center located 400 feet
from the Project site at 371 Allerton would be affected by Project generated
construction noise. If noise controls are installed on construction equipment,
noise levels could be reduced to 80 to 85 dBA at 25 feet, depending on the
type of equipment. Assuming construction noise levels comply with the 90-
dBA noise limit specified in the City Noise Ordinance, construction related
noise impacts could be reduced to a level of less than significant.
-
-
-
-
The City of South San Francisco Noise Element (1999) contains existing and future (2006) airport
noise contours associated with San Francisco International Airport, located south of the site. These
contours indicate the Project site is located outside the 65-dBA (CNEL) existing and future airport
PAGE 11-6
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CHAPTER 11: NOISE
noise contours. Projected contours for road and railroad noise are also included in the Noise
Element. These contours indicate that the Project site is located in an area where noise levels
generated by major road and railroad noise sources will continue to be less than 60 dBA (CNEL).
Based on the City's land use criteria, the proposed Project's research and development type land use
would be compatible with future noise level projections in the Project vicinity of less than 60 to 65
dBA (CNEL), thereby representing no impact.
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12
PUBLIC SERVICES
12.1 SETTING
FIRE PROTECTION
The South San Francisco Fire Department provides a full emergency medical services program
with certified paramedics on the fire engines as well as staffmg two full time Advanced Support
ambulances. The department staffs three engine companies, two quints (combination fire engine
and fire truck) and two ambulances. Minimum on duty staffing is 20 persons.1
Many areas of open space within the city pose a substantial risk of fire hazard to surrounding
areas.2 Beyond the topographic, climatic, and land use conditions that create fire hazard, two
factors contribute to fire risk in individual locations:
1. Vegetation. Accumulations of vegetation serve as fuel for wildland fires; large
concentrations of fuel, particularly where fires can spread from ground level to the tops
of trees, can create conditions where wildland fires spread rapidly. Vegetation on both
public and privately owned land in South San Francisco is generally poorly maintained
and overgrown.
2. Infrastructure. Public infrastructure, particularly site access and water supply, affect the
City's ability to respond to fire. Poor access and inadequate local water supply can
increase the loss of life and property in a fire.
Eight fire hazard management units are identified in areas of the city that need vegetation
management or other measures to reduce wildland fire risk and increase the potential for
successful fire suppression? Each management unit is designated as high, medium or low
priority in recognition of the relative need for risk management. The project site is not located
in any of these fire hazard management units, and access to the site is good via East Grand
Avenue.
City of South San Francisco web site.
City of South San Francisco, Ciry of South San Francisco General Plan, 1999, p. 264.
Ibid
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CHAPTER 12: PUBLIC SERVICES
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POLICE PROTECTION
The South San Francisco Police Department's jurisdictional area includes the entire city. The
Department currendy has a total of 76 sworn officers. The current ratio of officers is 1.2 per
1,000 residents. The Department is generally able to respond to high priority calls within two to
three minutes. These times are within the Department's response time goals. The Department
typically works a four-beat system, but the watch supervisor has the discretion to deploy his
personnel as he sees fit to accomplish daily goals and objectives. Each beat is typically staffed by
a one officer unit with between six and nine other officers consisting of traffic, K-9, training,
float, and supervisory units available for backup and overlap.
-
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SCHOOLS
The South San Francisco Unified School District operates all public schools serving South San
Francisco, the Serramonte area of Daly City, and a small area of San Bruno, and is the largest
school district in San Mateo County. The District operates ten elementary schools, three middle
schools and two high schools. The District does not expect that school facility capacities will be
met or exceeded during the General Plan horizon. Although projected residential development,
and state directed class size reduction efforts have added new students, an aging population and
a trend toward smaller families in the city will reduce the student population. Some schools
have been closed, since they are no longer needed, and additional schools may need to be closed
in coming years for the same reason.
-
-
-
-
PARKS
-
For a discussion on City of South San Francisco park facilities, please see the Recreation chapter
of this document.
-
12.2 IMPACT ANALYSIS
-
STANDARDS OF SIGNIFICANCE
The following thresholds for measunng a Project's environmental impacts are based upon
CEQA Guidelines thresholds:
-
· 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:
-
-
- Fire Protection
-
- Police Protection
-
PAGE 12-2
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
-
CHAPTER 12: PUBLIC SERVICES
- Schools
- Parks
- Other Public Facilities
IMPACTS AND MITIGATION MEASURES
FIRE PROTECTION
The Project site is not located in any of the city's fire hazard management unit areas, and access
to the site via East Grand Avenue is good. The Project's design would be required to comply
with the city Fire Marshall's code requirements regarding on site access for emergency vehicles.
Therefore, the Project would have no impact on the city's fire protection services.
POLICE PROTECTION
Though the Project would bring more people to the city, it is expected that the proposed
office/research and development land use would lead to a less than significant increase in
service calls to the Police Department. It is not expected that the Project would lead to an
increase in Police Department service call response times.
SCHOOLS
The proposed Project would not involve the construction of residences which would increase
student enrollments in the South San Francisco Unified School District. It is possible that the
Project might lead some future employees of the company/companies occupying the Project's
buildings to move their families to the city to live. However, such an influx of new residents
would be so small that it would have a less than significant impact on the South San Francisco
Unified School District.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 12-3
13
TRANSPORTATION AND CIRCULATION
13.1 INTRODUCTION
Crane Transportation Group (CTG) performed a traffic and circulation analysis for the
proposed Project. This EIR chapter incorporates that analysis.
This chapter describes the transportation conditions in the study area in terms of existing roads
and traffic operations, transit service and pedestrian and bicycle conditions. Where appropriate,
excerpts from the following EIRs or initial studies/negative declarations have been included in
this writeup: 333 Oyster Point Boulevard Office R&D project Draft and Final EIRs (Morehouse
Associates and Dowling Associates, September 2004 and February 2005) and East Jamie Court
Office R&D Draft Initial Study and Mitigated Negative Declaration (Morehouse Associates and
Dowling Associates, September 2002).
13.2 SETTING
ROADWAYS
The 249 East Grand project site is served direcrly by East Grand Avenue and the Cabot Road
cul-de-sac, while regional access is provided by the US.10l freeway. The two driveway
connections to East Grand Avenue and the single driveway connection to Cabot Road will be
connected via internal parking aisles, as was shown in Figure 3-2 of the Project Description
chapter, Access to the US. 101 freeway is provided by a variety of major streets with several
route options available to the three interchanges that could potentially be used by project traffic.
Each is briefly described below while a schematic presentation of existing intersection approach
lanes and control are presented in Figure 13-1.
Freeways
U.S.I0l is an eight-lane freeway that provides access to the project area. It extends from
downtown San Francisco and northern California to Los Angeles and southern California.
Within the study area, US.10l has northbound on-ramps at Grand Avenue, South Airport
Boulevard (between Mitchell Avenue and Utah Avenue) and at Oyster Point Boulevard;
northbound off-ramps are provided at East Grand Avenue/Executive Drive, South Airport
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-1
~H ~1 (I)
Milfer SB 101
ramp
~ ~t
):. L t1I\
)~~~ lr-\IJ
rand r
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):. L t1I\
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-+
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249 East Grand EIR Traffic Study
Not To Scale
~~
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:=(1)
r
. = Project
Site
~~~ -i (I)
Drivewa r: tah
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o
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~ \) ~IW\
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-
-
~ 4.(1)
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~~
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-
-
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-
C = Stop Sign
(I) = Signal
~ = Free Right Turn
-
~~C
+~~
.......
-
~
T
Forbes
.JL
~+
g
-
-
+Itll
Cabot
+~ +
-
-
~
.......
~ 4. U
~~
::s~
E Grand
-
-
~
-+
+ ~(I)
E Grand r
,
-
-
J
-+
T
c:+
a
Cll
~
Q:
-
~ CRANE TRANSPORTATION GROUP
Figure 13-1
Existing Lane Geometries
and Intersection Control
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
Boulevard (between Mitchell Avenue and Utah Avenue) and at Dubuque Avenue Gust south of
Oyster Point Boulevard). Southbound on-ramps are provided from Dubuque Avenue Gust south
of Oyster Point Boulevard) and at Produce Avenue; southbound off-ramps are provided at
Produce Avenue, Airport Boulevard/Miller Avenue and at Bayshore Boulevard Gust north of
Oyster Point Boulevard). There are auxiliary lanes on northbound US.l0l both north and south
of Oyster Point Boulevard and on southbound U.S.l0l south of Oyster Point Boulevard.
US.l0l carries an average daily traffic (ADT) volume of 237,000 vehicles south of Produce
Avenue, 226,000 vehicles south of Oyster Point Boulevard and 212,000 vehicles north of Oyster
Point Boulevard.
Streets
East Grand A venue is a major arterial street and a central access route serving the industrial/
office areas east of the US.l0l freeway. It has six travel lanes in the vicinity of the freeway and
narrows to four travel lanes east of the Forbes Boulevard/Harbor Way intersection. In the
project vicinity it has two travel lanes in each direction separated by a raised median, with no on-
street parking allowed along either the north or south sides of the street (i.e. there is no room for
on-street parking on either side of East Grand Avenue in the project vicinity). The posted speed
limit is 35 miles per hour (mph). The roadway traverses a sharp horizontal curve just east of the
Allerton Avenue intersection and ends about a half mile east of the project site.
Allerton A venue is a two-lane local street extencling northeasterly from East Grand Avenue to
Forbes Boulevard. It has a gradual south-to-north uphill grade and a posted speed limit of 30
mph. On-street parking is prohibited along both sides of the street and its curb-to-curb width is
40 feet. Allerton A venue is stop sign controlled on its approaches to East Grand Avenue and
Forbes Boulevard. A sidewalk is provided along the west side of the street.
Cabot Road is a wide, two-lane roadway extencling westerly from Grandview Drive to west of
Allerton Avenue, where it ends in a cul-de-sac adjacent to the project site. There is no posted
speed limit and on-street parking is prohibited. Sidewalks are provided around the cul-de-sac
and along the north side of the street to Allerton Avenue, However, the sidewalk on the south
side of the street only extends about half-way to Allerton Avenue.
Airport Boulevard is a four- to six-lane, north-south arterial street that parallels the west side
of the US.l 01 freeway,
Gateway Boulevard is a four-lane street connecting East Grand Avenue with South Airport
Boulevard and Oyster Point Boulevard.
Harbor Way is a two-lane street serving existing and planned industrial/office uses south of
East Grand Avenue. Harbor Way provides access to South Airport Boulevard and several
US.l0l freeway ramps via Mitchell Avenue and Utah Avenue.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-3
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
Forbes Boulevard is a four-lane collector street connecting the San Bruno Point Genentech
area with East Grand Avenue.
-
Littlefield Avenue is a 40-foot-wide, two-lane north-south street connecting East Grand
Avenue with Utah Avenue.
-
Utah Avenue is a four-lane east-west street connecting Litdefield Avenue with South Airport
Boulevard,
-
Oyster Point Boulevard is one of the primary arterial access routes serving the "East of 101
area" of South San Francisco. It has six travel lanes near its interchange with the US.10l
freeway, four lanes east of Veterans Boulevard and two lanes near Gull Road.
--
-
VOLUMES
Weekday AM and PM peak hour analysis was requested by City staff at the following 17 major
intersections serving the project site.
-
. Airport Boulevard & Miller Avenue/US.10l Southbound Off-Ramp
. Airport Boulevard & Grand Avenue
. East Grand Avenue/Dubuque Avenue
. East Grand Avenue/Gateway Boulevard
. East Grand Avenue/Harbor Way/Forbes Boulevard
. East Grand Avenue/249 East Grand Signalized Entrance
. East Grand Avenue/Litdefield Avenue
. East Grand Avenue/ Allerton Avenue
. Airport Boulevard/San Mateo Avenue/Produce Avenue/South Airport Boulevard
. South Airport Boulevard/ Gateway Boulevard/Mitchell Avenue
. South Airport Boulevard/US.10l Northbound Hook Ramps
. South Airport Boulevard/Utah Avenue
. Allerton Avenue/Cabot Road
. Allerton Avenue/Forbes Boulevard
. Oyster Point Boulevard/Gateway Boulevard & US.101 Southbound FIyover Off-Ramp
. Oyster Point Boulevard/Eccles Avenue
. Oyster Point Boulevard/ Gull Drive
-
-
-
-
-
-
Existing counts were obtained for most locations from either the 333 Oyster Point Boulevard
Draft EIR (September 2004), the East Jamie Court Draft Initial Study & Mitigated Negative
Declaration (September 2002) or the Proposed Costco Gas Station Along South Airport
Boulevard Traffic Study Oune 2004). These counts were conducted from 1999 to 2003, In
addition, AM and PM peak period counts were conducted by Crane Transportation Group in
April 2005 at the following six locations.
-
-
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
-
PAGE 13-4
CHAPTER 13: TRANSPORTATION AND CIRCULATION
. Oyster Point Boulevard/Gateway Boulevard/U.S.l0l Southbound Flyover Off-Ramp
. East Grand Avenue/Gateway Boulevard
. East Grand Avenue/249 East Grand Avenue/Britannia Point Grand Parking Lot
Driveway Entrance
. East Grand Avenue/Litdefield Avenue
. Allerton Avenue/Cabot Road
. Airport Boulevard/ Gateway Boulevard/Mitchell Avenue
Past counts in the East of 101 area between 1999 and 2004 have indicated a measurable drop in
volumes starting in the year 2000 (due to the recession in the high tech/biotech industry), which
then continued after the September 11, 2001 terrorist incident, which significandy reduced air
travel, and as a result related activities in the airport service industries in the East of 101 area.
Recent EIRs and other traffic analysis in the area have utilized the older counts as a basis for
near term evaluation as they are higher than counts from the past few years.
The 2005 counts by Crane Transportation Group showed a significant increase in AM peak hour
volumes along Oyster Point Boulevard compared to past studies, primarily due to the recent
opening of the U.S.l0l southbound flyover off-ramp connection to the Gateway intersection
and the increased ease for southbound freeway traffic to enter the East of 101 area via this new
ramp. New PM peak hour volumes along Oyster Point Boulevard were a litde lower than
previous counts as there is little traffic entering the East of 101 area during the evening
commute and the flyover off-ramp does nothing to facilitate the heavy outbound traffic flow
headed westbound towards the freeway during this period. The 2005 counts along the East
Grand Avenue corridor were 10 to more than 20 percent lower than past counts in the AM
(possibly due to the diversion of some inbound traffic to Oyster Point Boulevard and away from
East Grand Avenue (accessed via the Airport/Miller southbound freeway off-ramp). During the
PM peak hour, the 2005 counts long East Grand Avenue were about the same as older counts.
Likewise, at the Airport/Gateway/Mitchell intersection, 2005 AM peak hour counts were about
15 percent lower than older volumes, while PM volumes were similar,
In order to provide a conservative evaluation, the 2005 AM counts were used at the Oyster
Point Boulevard/Gateway / flyover off-ramp intersection along with required adjustments to
older AM counts at the two other intersections evaluated along Oyster Point Boulevard.
However, the older PM counts along Oyster Point Boulevard (with new PM volumes from the
flyover off-ramp) along with the older AM and PM peak hour counts along the East Grand
Avenue and Airport/South Airport corridors were still used to reflect existing conditions. Use
of the older counts in these remaining corridors required that traffic activity associated with the
former Georgia Pacific manufacturing operation on the 249 East Grand Avenue site be included
in the existing system counts, as was some activity associated with the now mosdy empty
Britannia Pointe Grand parking area on the south side of East Grand Avenue opposite the 249
East Grand Avenue parcel. The older AM peak hour counts along East Grand Avenue and at
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-5
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
the Airport intersections with Grand Avenue and the U.S.l0l southbound off-ramp did,
however, receive a reduction in southbound off-ramp and then eastbound flow along East
Grand Avenue to reflect the impact of the recendy opened southbound flyover off-ramp
connecting to Oyster Point Boulevard. Figures 13-2 and 13-3 present existing AM and PM
peak hour volumes at the 17 analysis intersections.
-
-
INTERSECTION OPERATION
Analysis Methodology
-
Signalized Intersections, Intersections, rather than roadway segments between intersections,
are almost always the capacity controlling locations for any circulation system. Signalized
intersection operation is graded based upon two different scales. The first scale employs a
grading system called Level of Service (LOS) which ranges from Level A, indicating uncongested
flow and minimum delay to drivers, down to Level F, indicating significant congestion and delay
on most or all intersection approaches. The Level of Service scale is also associated with an
average vehicle delay tabulation (1994 Highwqy Capacity Manual [HCM] operations method) at
each intersection. The vehicle delay designation allows a more detailed examination of the
impacts of a particular project. Greater detail regarding the LOS/delay relationship is provided
in Appendix Table B-t.
-
-
-
Unsignalized Intersections. Unsignalized intersection operation is also typically graded using
the Level of Service A through F scale. LOS ratings for all-way stop intersections are determined
using a methodology outlined in the 1994 update of the Highwqy Capacity Manual (TRB Circular
209). Under this methodology, all-way stop intersections receive one LOS designation reflecting
operation of the entire intersection. Average vehicle delay values are also calculated.
Intersections with side streets only stop sign controlled are also evaluated using the LOS and
delay scales using a methodology outlined in the 1994 Highwqy Capacity ManuaL However, unlike
signalized or all-way stop analysis where the LOS and delay designations pertain to the entire
intersection, in side street stop sign control analysis LOS and delay designations are computed
for stop sign controlled approaches or individual turn and through movements rather than for
the entire intersection. Appendix Table B-2 provides greater detail about unsignalized analysis
methodologies.
-
-
-
-
Standards
-
The City of South San Francisco considers Level of Service D (LOS D) to be the poorest
acceptable operation for signalized and all-way-stop intersections and LOS E to be the poorest
acceptable operation for unsignalized city street intersection turn movements. The City has no
standards for turn movements from private driveways.
-
-
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
-
PAGE 13-6
365
75
.J t
Miller
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50 110
400 ):. -L 80
~ t t5 i- 115
Grand .. 275
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225 --.
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o
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. = Project
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80 -L 45 45 '"11 -L 25 o ~ lJ -L 20 -Lo
20 t 130 0 000
20 45 .J t.. - 365 125 t 45 a- - 310 45 11 (15' a. - 280 _270
.J t.. Q)
.J t.. .. 85 '" .. 35 .J t t..~ ~ .. 20 ~tt.. .. 100
E Grand E Grand E Grand E Grand
55 j 630 J ::r:~ t r 165 J ~ t r oj r-~tr
ll>
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1000 --. 0 70
105 .. ..... ~
210 t 120.. 1 00 .. C:i:
249 East Grand EIR Traffic Study
Orivewa
5..
~ CRANE TRANSPORTATION GROUP
Figure 13-2
Existing AM Peak Hour Volumes
335
55
.J +
140. ~ t
110 240
505 ):. -L 170
110 I 220~' - 250
.J t l.- ~. 790
Grand
150 j
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o
. 11l
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~
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60 j
95 -+
355 .
490
255 I 25
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NB Ramp
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40
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-L 25
-15
.25
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-
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-
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-
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-
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-
-
-
-
-
-
-
-
80 Jl -L 30 o ~ lJ -L 20 000 -Lo
505 + 15 Q 125 30 <ii' a. - 800 _755
a. - 920
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E Grand E Grand E Grand
40 j 185 j :r:~ t r+ 69 j ~ t r+ oj r-~tr+
335 -+ a. 200 25 300 -+ 100 0 20 280 -+ ~ 75 0 55
355 -+ Q 50 90. ~
75. 10 . is::
249 East Grand EIR Traffic Study
-
-
-
~ CRANE TRANSPORTATION GROUP
Figure 13.3
Existing PM Peak Hour Volumes
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
Existing Intersection Operating Conditions
Tables 13-1 and 13-2 show that all 17 analyzed intersections are operating at good to acceptable
(LOS D or better) levels of service during both the AM and PM peak traffic hours.
Although the Allerton Avenue/East Grand Avenue intersection is projected to be operating at
an acceptable level of service, it has two existing operational and safety problems. The lack of a
left turn lane on the eastbound intersection approach creates occasional extended queues behind
a stopped vehicle waiting for a gap in the westbound traffic flow to make a left turn to Allerton
Avenue. Drivers in the queue then begin pulling around the stopped vehicle and interrupt the
flow of eastbound traffic in the curb (outside) travel lane. This is an existing safety and
operational problem. Based upon Warrants for Provision of Left Turn Lanes in the
Transportation Research Board Report #279 (November 1985-see Appendix Table B-3), the
eastbound East Grand Avenue approach to Allerton Avenue now warrants provision of a left
turn lane with existing peak hour volumes. In addition, the sight line from Allerton Avenue
to / from the east along East Grand Avenue is limited to about 200 feet due to the curvature in
East Grand Avenue just east of the intersection and a hillside on the northeast corner of the
intersection. Although East Grand Avenue has a posted speed limit of 35 mph, some westbound
vehicles were observed to travel as high as 40 to 45 mph through the curve. At 45 miles per
hour, a minimum safe stopping sight distance is 360 feet. (At the posted speed limit the
minimum stopping sight distance is 250 feet.) 1
INTERSECTION SIGNALIZATION REQUIREMENTS
Traffic signals are used to provide an orderly flow of traffic through an intersection. Many times
they are needed to offer side street traffic an opportunity to access a major road where high
volumes and/or high vehicle speeds block crossing or turn movements. They do not, however,
increase the capacity of an intersection (i.e., increase the overall intersection's ability to
accommodate additional vehicles) and, in fact, often slighdy reduce the number of total vehicles
that can pass through an intersection in a given period of time, Signals can also cause an increase
in traffic accidents if installed at inappropriate locations.
There are eight possible tests for determining whether a traffic signal should be considered for
installation. These tests, called "warrants", consider criteria such as actual traffic volume,
pedestrian volume, presence of school children, and accident history. Usually, two or more
warrants must be met before a signal is installed, In this report, the test for Peak Hour Volumes
(Warrant #3) has been applied. When Warrant 3 is met there is a strong indication that a detailed
1 A Policy on Geometric Design of Highwqys and Streets, 2004, Fifth Edition, American Association of State Highway and
Transportation Officials.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-9
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
TABLE 13-1
INTERSECTION LEVEL OF SERVICE
AM PEAK HOUR
-
YEAR 2008 YEAR 2020
Intersection Existing W/O Project + Proiect W/O Proiect + Project
Airport/Miller/95 101 S8 Off-Ramp (Signal) 8-15.2(1} C-24.7 C-25.0 C-28.0 C-28.3
Airport/Grand (Signal) C-28.8(1) 0-48.8 0-51.7 0-38.5 0-39.7
Oubuque/E. Grand (Signal) A-5.7(1} A-5.7 A-5.7 A-6.3 A-6.3
Gateway/E. Grand/E. Grand Overcrossing C-25.4(1) C-33.3 0-52.3 C-26.9 C-33.7
(Signal)
Harbor/E.Grand/Forbes (Signal) 8-13.7(1) C-29.1 0-54.3 0-36.5 0-41.7
Project Oriveway@ E.Grand (Signal) 8-10.7(1) A-6.7 C-33.1 A-6.3 C-20.6
Litllefield/E. Grand (Signal) 8-17.4(1} F-87.2 F-106.4 0-45.1 0-53.0
S.Airport/U.S.101 N&S Hooks Ramps 8-16.2(1) 8-20.0 8-20.0 E-70.2 E-77.6
(Signal)
Utah/S.Airport (Signal) C-29.6(1) 0-50.9 E-59.2 C-24.1 C-25.2
Oyster Point/Gateway/Flyover (Signal) 8-15.0(1) C-25.2 C-29.2 C-25.8 C-29.8
Oyster Point/Eccles (Signal) A-8.6(1) C-24.9 0-44.3 8-11.0 8-14.7
Oyster Point/Gull (Signal) 8-12.5(1) 8-15.1 C-24.9 8-15.8 8-15.8
Gateway/S.AirportlMitchell (Signal) 8-16.4(1} C-20.0 C-20.1 C-34.5 0-35.6
Airport/San Mateo/Produce (Signal) C-20,9(1} C-26.6 C-27,1 C-27.1 C-27.4
Allerton/E.Grand C-15.6(2} F-57.9 F-94.5 8-14.6 (1) 8-15.8 (1)
(Allerton Stop Sign Control)
Cabot/Allerton (Cabot Stop Sign Control) 8-10.1/ 8-10.5/ 8-13.5/ 8-10.7/ 8-13.9/
A-9.9(3) 8-10.1 8-11.9 8-10.5 8-13.0
Forbes/Allerton (Allerton Stop Sign Control) C-16.8(4) C-18.6 E-49.7 C-23.6 F-90,9
-
-
-
-
-
-
-
-
(1) Signalized level of service-vehicle delay in seconds.
(2) Unsignalized level of service-vehicle delay in seconds/ Allerton southbound stop sign controlled approach to
E. Grand Ave.
(3) Unsignalized level of service-vehicle delay in seconds/ Allerton northbound stop sign controlled approach to
Forbes Ave.
(4) Unsignalized level of service-vehicle delay in seconds/Cabot eastbound stop sign controlled approach to
Allerton/Cabot westbound stop sign controlled approach to Allerton.
-
-
Year 2000 Highway Capacity Manual Analysis Methodology.
-
Source: Crane Transportation Group.
-
-
-
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
-
PAGE 13-10
CHAPTER 13: TRANSPORTATION AND CIRCULATION
TABLE 13.2
INTERSECTION LEVEL OF SERVICE
PM PEAK HOUR
YEAR 2008 YEAR 2020
Intersection Existing W/O Proiect + Proiect W/O Proiect + Project
AirporUMiller/95 101 S8 Off-Ramp (Signal) 8-17.7 (1) C-21.0 C-21.1 C-27.9 C-28.0
AirporUGrand (Signal) 0-36.5(1) 0-38.9 0-39.6 C-34.2 C-34.6
Oubuque/E. Grand (Signal) A-4.2(1) A-6.2 A-6.4 A-6.9 A-7.2
Gateway/E. Grand/E. Grand Overcrossing 8-19.7(1) C-24.8 C-28.4 C-28.6 C-29.4
(Signal)
Harbor/E.Grand/Forbes (Signal) C-22.1(1) C-29.9 0-53.4 0-40.1 0-45.5
Project Oriveway@ E.Grand (Signal) 8-16.0(1) A-8.5 0-46.5 A-7.6 0-54.3
Uttlefield/E.Grand (Signal) 8-11.5(1) 8-12.8 8-13.6 C-23.7 C-24.5
S.AirporUU.S.101 N&S Hooks Ramps (Signal) 8-1804(1) C-22.7 C-22.7 C-24.8 C-24.8
Utah/S.Airport (Signal) 8-17.9(1) C-2004 C-20.9 C-23.3 C-23.7
Oyster PoinUGateway/Flyover (Signal) C-26.8(1) 0-54.2 E-60.8 E-73.4 F-8204
Oyster PoinUEccles (Signal) 8-17.8(1) 0-43.0 0-54.9 C-20.6 C-22.9
Oyster PoinUGull (Signal) 8-17.2(1} C-28.7 0-35.6 C-24.5 C-25.7
Gateway/S.AirporUMitchell (Signal) C-25.0(1) F-81.1 F-133.8 C-28.0 C-3104
AirporUSan Mateo/Produce (Signal) C-24.6(1} 0-37.8 0-52.1 0-36.8 0-43.0
Allerton/E.Grand (Allerton Stop Sign Control) C-20.4(2) F-522 F-835 8-15.1 (1) 8-19.6 (1)
CaboUAllerton (Cabot Stop Sign Control) A-9.8/ A-9.9/ 8-14.0/ A-10.0/ 8-14.6/
8-10.1(3) 8-10.2 8-10.8 8-10.3 8-11.0
Forbes/Allerton Allerton Stop Sign Control) 8-14.3(4) 8-1404 C-19.3 C-16.6 C-24.2
(I) Signalized level of service-vehicle delay in seconds.
(2) Un signalized level of service-vehicle delay in seconds/Allerton southbound stop sign controlled approach to
E. Grand Ave.
(3) Un signalized level of service-vehicle delay in seconds/Allerton northbound stop sign controlled approach to
Forbes Ave.
(4) Unsignalized level of service-vehicle delay in seconds/Cabot eastbound stop sign controlled approach to
Allerton/ Cabot westbound stop sign controlled approach to Allerton.
Year 2000 Highway Capacity Manual Analysis Methodology.
Source: Crane Transportation Group.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-11
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
signal warrant analysis covering all possible warrants is appropriate. These rigorous analyses are
described in Chapter 4 of the year 2003 Manual on Uniform Traffic Control Devices,2 while
Warrant 3 is presented in Appendix Table B-4 of this report.
-
It is possible that an unsignalized intersection will not meet signal warrants, but will have one or
more movements that experience LOS F operations. Level of service F can be indicated for a
very low volume of vehicles at a stop sign. Although these stopped vehicles may experience long
delays of one minute or more, there would not be an overall benefit if the higher numbers of
vehicles on the major street are stopped in favor of the few vehicles on the minor street. The
signal warrant considers a balance between major street and minor street delays, and may
indicate that there is overall benefit if drivers for some turn movements from the minor street
continue to experience long (LOS E or F) delays.
-
-
-
-
Currendy, the Allerton Avenue/East Grand Avenue, Allerton Avenue/Cabot Road and Allerton
Avenue/Forbes Boulevard intersections all have AM and PM peak hour volumes below signal
warrant criteria levels, although both AM and particularly PM peak hour volumes at Allerton
Avenue/East Grand Avenue are approaching warrant criteria levels.
-
-
TRANSIT
Transit service in the study area includes local bus service, shutde setvlce and regional rail
service. Figure 13-4 shows bus/shutde service east of the U.S. tOt freeway in the project
vicinity .
-
-
Bus Service
The San Mateo County Transit District (SamTrans) provides bus service to South San Francisco.
However, currendy there is no SamTrans service east of the U.S.10t freeway. Bus service
running just west of the freeway is as follows.
-
Route 34: Tanforan Shopping Center-Geneva operates along Bayshore Boulevard and Airport
Boulevard between Brisbane and the San Bruno BART station in the study area. This route
operates during midday only on weekdays with headways of about two hours.
-
Route 130: Daly City/Colma BART-South San Francisco operates along Linden Avenue and
Grand Avenue in the study area. It connects central South San Francisco with the Colma BART
station and Daly City. It operates with 20-minute peak period headways and 30- to 60-minute
non-peak headways on weekdays, 30-minute headways on Saturdays and 60-minute headways on
Sundays.
-
-
-
2 Federal Highway Administration.
-
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
-
PAGE 13-12
""
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..~.::...-=-~.
r.'lTERN.4.TIONA.L
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ArRP0HT
~
,........... Caltrain Shuttle
BART Shuttle
.......... Bicyle Paths and Routes
V Existing CalTrain Station
EB
, " ,," Caltrain
249 East Grand EIR Traffic Study
~ CRANE TRANSPORTATION GROUP
Figure 13- 4
Bus and Shuttle Routes
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
Route 132: Airport/Linden-Arroyo/EI Camino operates along Hillside Avenue and Grand
Avenue connecting to the South San Francisco BART station. It operates on 30-minute peak
period headways and 60-minute non-peak headways on weekdays and 60-minute headways on
Saturdays.
-
-
Route 292: San Francisco-SF Airport-Hillsdale Shopping Center operates along Airport
Boulevard. It operates with 20- to 30-minute peak headways and 25- to 60-minute non-peak
headways on weekdays and 30- to 60- minute headways on Saturdays and Sundays.
-
Caltrain
-
Caltrain provides train service between Gilroy, San Jose and San Francisco. There is a station
located on the corner of Dubuque Avenue and Grand Avenue in South San Franc~sco. Trains
operate every 15 to 20 minutes during commute periods and hourly during midday.
-
Caltrain/BART Shuttles
-
Van shuttles are provided between the South San Francisco Caltrain station and employment
centers east of U.S.lOl during commute hours. Separate shuttles provide service to/from the
Colma BART station. Shuttle stops are provided along East Grand Avenue in the project
vicinity.
-
-
The Gateway Area/Genentech Shuttle (BART and Caltrain) provides service on Gateway
Boulevard, Oyster Point Boulevard, Forbes Boulevard, Grandview Drive and East Grand
Avenue. There are 15 morning trips and 15 afternoon trips on the BART shuttle, and six
morning trips and five afternoon trips on the Caltrain shuttle.
-
-
The Utah-Grand Shuttle (BART and Caltrain) serves over 20 employers in the
Utah/Grand/Littlefield area. It provides service on Harbor Way, East Grand Avenue, Cabot
Court, Grandview Avenue, Littlefield Avenue, Haskin Way and Utah Avenue. There are six trips
in the morning and six trips in the afternoon on the BART shuttle, with seven morning and
seven afternoon trips on the Caltrain shuttle.
-
-
Shuttle service is fixed-route, fixed-schedule and is provided on weekdays during the commute
periods. The shuttles are free to riders. The operating costs are borne by the Joint Powers Board
OPB), SamTrans, the Bay Area Air Quality Management District, and the City/County
Association of Governments (75 percent) and sponsoring employers (25 percent).
-
-
PEDESTRIAN AND BICYCLE FACILITIES
Sidewalks are in place along both sides of East Grand Avenue in the project vicinity. Allerton
Avenue has a sidewalk along the west side of the street but not along the east side of the street.
Cabot Road has sidewalks around its cul-de-sac adjacent to the project site, The sidewalk on the
north side of the street extends to Allerton Avenue, while the sidewalk on the south side of the
-
-
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
-
PAGE 13-14
CHAPTER 13: TRANSPORTATION AND CIRCULATION
street extends only half-way to Allerton Avenue. There are no bicycle lanes striped or posted
along East Grand Avenue, Cabot Road or Allerton Avenue in the Project area,
FREEWAY OPERATION
Analysis Methodology
Freeway segments are evaluated based on the Year 2000 Highwqy Capaciry Manual as specified by
the San Mateo County Congestion Management Program (CMP). Planning level lane capacities
have been determined based on a theoretical maximum of 2,350 vehicles per lane per hour along
sections with no auxiliary lanes, Based upon a 2005 count of the U.S.101 freeway by Crane
Transportation Group at the Oyster Point interchange, where peak hour factor and truck
percentages were obtained, the capacity of a four-lane one-way segment of U.S.1 01 during peak
commute hours in South San Francisco is considered to be 8,880 vehicles per hour (2,220
vehicles per lane per hour), with LOS E for volumes between 7,900 and 8,880 vehicles, LOS D
for volumes between 6,340 and 7,899 vehicles, and LOS C for volumes below 6,340 vehicles,
The hourly capacity of a segment with four lanes plus a 1,500-foot auxiliary lane is considered to
be 9,750 vehicles, while the capacity of a segment with four lanes plus a 2,000-foot auxiliary lane
is considered to be 10,170 vehicles.
San Mateo eMP Standards for Regional Roads and Local Streets
The LOS standards established for roads and intersections in the San Mateo County CMP street
network vary based on geographic differences. For roadway segments and intersections near the
county boarder, the LOS standard was set as E in order to be consistent with the
recommendations in the neighboring counties. If the existing level of service in 1990/91 was F,
the standard was set to LOS F. If the existing or future LOS was or will be E, the standard was
set to E. For the remaining roadways and intersections, the standard was set to be one letter
designation worse than the projected LOS in the year 2000.
If a proposed land use change would either cause a deficiency (to operate below the standard
LOS) on a CMP-designated roadway system facility, or would significandy affect (by using
LOS F in the 1991 CMP baseline LOS, mitigation measures are to be developed so that LOS
standards are maintained on the CMP-designated roadway system. If mitigation measures are not
feasible (due to fmancial, environmental or other factors), a Deficiency Plan must be prepared
for the deficient facility. The Deficiency Plan must indicate the land use and infrastructure action
items to be implemented by the local agency to eliminate the deficient conditions.
A Deficiency Plan may not be required if the deficiency would not occur if traffic originating
outside the County were excluded from the determination of conformance.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-15
Existing Freeway Operation
Existing levels of service on the freeway segments in South San Francisco were based upon
Crane Transportation Group's 2005 AM and PM peak period counts of the U.S.l0l freeway at
the Oyster Point interchange and from Caltrans' February and August 2004 counts of the
U.S.l0l freeway in South San Francisco. Year 2005 interchange ramp counts were used to
derive volumes for freeway segments lacking current counts.
Tables 13-3 and 13-4 show existing freeway level of service results based on the 2004/2005
traffic counts when compared to the standard capacity of a four-lane segment or segments with
auxiliary lanes. Results are summarized below.
AM PEAK HOUR
Southbound LOS E
LOSD
Northbound LOS E
LOSD
PM PEAK HOUR
Southbound LOS D
Northbound LOS D
LOSE
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
-
-
-
-
North of the Bayshore Boulevard Southbound off-ramp
From Oyster Point Boulevard to south of the Produce/
Airport off-ramp
South of the East Grand Avenue off-ramp
From the East Grand Avenue off-ramp to north of the
Oyster Point Boulevard interchange
-
-
-
All locations
From south of the East Grand Avenue off-ramp to the
Oyster Point Boulevard interchange
North of the Oyster Point Boulevard interchange
-
-
The San Mateo County Congestion Management Program 2003 Monitoring Report (Fehr and Peers,
July 29, 2003), identified AM peak period LOS D operations in 2003 for U.S.101 between the
San Francisco County Line and 1-380 based on travel time surveys. The 2001 LOS for this
segment was measured at E and the 1999 LOS was F. This indicates that traffic congestion has
lessened somewhat over the past several years, most likely due to employment reductions in San
Francisco and the Peninsula.
-
-
-
FUTURE BASE CASE (WITHOUT PROJECT) CONDITIONS
The proposed project's traffic impacts have been evaluated in relation to year 2008 and year
2020 Base Case conditions. Year 2008 reflects the first year the 249 East Grand Avenue project
could be completely constructed and fully occupied, while 2020 represents the City's General
Plan horizon. This section details the process to determine Base Case traffic operating
conditions for both horizon years.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
-
-
-
-
PAGE 13-16
CHAPTER 13: TRANSPORTATION AND CIRCULATION
TABLE 13.3
FREEWAY OPERATION
AM PEAK HOUR
YEAR 2008
Existinq Base Case Base Case + Proiect
Vol LOS Vol LOS Project Increment Percent Total Vol LOS
Increase
SOUTHBOUND
North of SB Off-Ramp to 8350 E 9392 F 191 2.04% 9583 F
Bayshore Blvd.lOyster
Point Blvd.
(San Mateo Origins Only) (188) (A) ( 192) (A)
Between Oyster Point SB 7970 0 8683 0 20 0.2% 8703 E
On-Ramp and Grand/Miller
SB Off-Ramp
(San Mateo Origins Only) (174) (A) (174) (A)
Between Grand/Miller SB 7160 0 7604 0 0 0% 7604 0
Off-Ramp and
Produce/Airport SB Off-
Ramp
(San Mateo Origins Only) (152) (A) ( 152) (A)
South of Produce/ 6460 0 6904 0 0 0% 6904 0
Airport Off-Ramp
(San Mateo Origins Only) (138) (A) (138) (A)
NORTHBOUND
South of East Grand Off- 9050 E 10,424 F 237 2.3% 10,661 F
Ramp (D) (D)
(San Mateo Origins Only) (7401) (7569)
South of Grand Ave On- 7650 0 8761 E 0 0% 8761 E
Ramp (C)
(San Mateo Origins Only) (6220) (C) (6220)
Between Grand Ave. On- 8195 0 9349 E 15 0.2% 9364 E
Ramp and Oyster Point Off-
Ramp
(San Mateo Origins Only) (6638) (C) (6648) (C)
North of Oyster Point On- 8065 0 8517 0 30 0.4% 8547 0
Ramp
(San Mateo Origins Only) (6047) (C) (6068) (C)
Year 2000 Highway Capacity Manual Analysis Methodology.
Compiled by: Crane Transportation Group.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-17
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
YEAR 2008
Existing Base Case Base Case + Proiect
Vol LOS Vol LOS Project Increment Percent Total Vol LOS
Increase
SOUTHBOUND
North of SB Off-Ramp to 6965 D 7389 D 36 0.5% 7425 D
Bayshore Blvd./Oyster
Point Blvd.
(San Mateo Origins Only) (296) (A) (297) (A)
Between Oyster Point SB 7990 D 8947 E 4 0.1% 8951 E
On-Ramp and Grand/Miller
SB Off-Ramp
(San Mateo Origins Only) (358) (A) (358) (A)
Between Grand/Miller SB 7320 D 8212 E 0 0% 8212 E
Off-Ramp and
Produce/Airport SB Off-
Ramp
(San Mateo Origins Only) (328) (A) (328) (A)
South of Produce/ 6870 D 7762 D 0 0% 7762 D
Airport Off-Ramp
(San Mateo Origins Only) (310) (A) (310) (A)
NORTHBOUND
South of East Grand Off- 8100 D 8936 D 44 0.5% 8980 D
Ramp (7685) (0) (7723) (0)
(San Mateo Origins Only)
South of Grand Ave On- 7345 0 7825 0 0 0% 7825 0
Ramp
(San Mateo Origins Only) (6730) (0) (6730) (0)
Between Grand Ave. On- 8280 0 9045 0 102 1.1% 9147 E
Ramp and Oyster Point Off-
Ramp
(San Mateo Origins Only) (7779) (0) (7866) (0)
North of Oyster Point On- 9060 E 10,071 E 204 2.03% 10,275 F
Ramp
(San Mateo Origins Only) (8661 ) (0) (8837) (0)
TABLE 13-4
FREEWAY OPERATION
PM PEAK HOUR
-
-
-
-
-
-
-
-
-
-
Year 2000 Highway Capacity Manual Analysis Methodology.
Compiled by: Crane Transportation Group.
-
-
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
-
PAGE 13-18
CHAPTER 13: TRANSPORTATION AND CIRCULATION
Year 2008 Base Case
The year 2008 baseline conditions include traffic generated by approved development in the
study area, as well as traffic generated by projects that are under construction. Based on recent
observed construction and occupancy schedules in South San Francisco, it may be assumed that
these approved development projects will be completed and occupied within the next three
years.
Committed Road Improvements (to be in place by 2008)
The City of South San Francisco is currently completing construction on the final ramp
improvement project at the Oyster Point Boulevard interchange. The "hook ramps" project is
replacing the existing "scissors" off-ramp from southbound U.S.10l to Bayshore Boulevard with
a more conventional hook ramp terminating at a signalized intersection. A new on-ramp is being
constructed from Bayshore Boulevard to southbound U.S,l 01 from the same intersection, The
hook ramps will significantly improve access to and from southern Brisbane, and will divert
additional traffic from Bayshore Boulevard and Oyster Point Boulevard.
Additionally, intersection improvements are committed by the approved Bay West Cove
development project for the intersections of Bayshore Boulevard and Oyster Point Boulevard
(change the existing second westbound left turn lane to a through lane and re-stripe the
westbound through/right lane to a right turn lane), Veterans Road and Oyster Point Boulevard
(widen southbound Veterans Road to add a right turn lane and re-stripe the optional
through/left lane to an optional right/through/left lane), and Gateway Boulevard and East
Grand Avenue (re-stripe the existing northbound Gateway Boulevard shared through/right turn
lane to a right turn lane and re-stripe the existing eastbound Grand A venue approach to provide
a separate right turn lane).
Based upon direction from the South San Francisco Public Works Department, these were the
only improvements to be assumed in place at study intersections by 2008. Figure 13-5 presents
year 2008 intersection geometries and control.
Approved Development Trip Generation
South San Francisco
Trip generation was estimated for approved developments in the project area (see Table
13-5). Information on approved developments was obtained from City of South San
Francisco staff. In addition, traffic from both Home Depot and Lowe's stores recently
proposed along Dubuque Avenue just south of the Oyster Point interchange was also
included in the analysis at direction of South San Francisco staff (see Table 13-6).
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-19
~l ~1(1)
Miller SB 10 1
ramp
oJ ~t
:t.LfI\
)~~~ ir~
Grand ,
-4 ~ tt"t
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US 101 . Wonder-
NB Ramp' Color
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-4 :~ttt
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---.
---.
---.
249 East Grand EIR Traffic Study
-
-
i ~(I) -
+
~~
Oster "',
Point -
J ~~~
---.
-. -
C = Stop Sign -
. = Project ()) = Signal
Site
~ = Free Right Turn -
~~C -
+ ~
~~
...... Forbes
-4 ..L -
:t. +
T ar
g
-
~ :+[]
+ ~
=>~ -
abot
+~ +
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~~~ i:eI) ~ u -
-f"utah ~ ~~
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...... E Grand
-4 ~~ttt
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0 ---.
:t
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~~)~~ ' + rei)
f; Grand E Grand
,
-
J ~~ J ~+
---. ---.
T <ii
T ~
15: -
Not To Scale
~~
NORTH
-
~ CRANE TRANSPORTATION GROUP
Figure 13-5
Year 2008 Lane Geometries
and Intersection Control
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
roVl In ra IC rOJectlons or ac rOJect
RESULTANT PEAK HOUR TRIPS
Proiect Size AM Peak Hour PM Peak Hour
1, 333 Oyster Point Blvd.
Office/R&D 315,444 SO.FT. 445 426
(replacing light industrial) (-94,990 SO. FT.) C - 46) C - 52)
Net 399 374
2, East Jamie Court
Office/R&D 133,000 SO.FT. 188 180
3. Britannia East Grand
Office/R&D 783,530 SO.FT. 1,207 1,201
Retail 8,000 SO.FT.
Child Care 8,000 SO.FT.
Fitness Center 5,000 SO,FT,
(replacing light industrial) (-354,880 SO.FT), L:JlQl L:J.lli
Net 1,037 1,010
4. Genentech Building 5
33 R&D and 37 garage 125,000 SO.FT. 61 131
5. Genentech Building 31
Office/R&D 150,972 SO.FT. 234 225
6, Bay West Cove (part already
constructed)
Office 600,000 SO. FT. 1,623 1,636
Retail 10,000 SO.FT.
Restaurant 10,000 SO.FT.
Hotel 350 Rooms
7. 180 Oyster Point
Office 105,000 SO.FT. 100 90
8. 200 Oyster Point
Office 155,000 SO. FT. 147 133
9, 345 East Grand
R&D 210,560 SO.FT. 124 115
(replacing warehouse uses) L:11l C- 45)
Net 93 Net 70
10.285 East Grand Ave.!
349 Allerton Ave. 122 111
Office/R&D
(replacing existing site uses) C- 38) C- 28)
Net 84 Net 83
TABLE 13.5 (PAGE 1 OF 2)
TRIP GENERATION OF APPROVED DEVELOPMENT
WITHIN SOUTH SAN FRANCISCO EAST OF 101 AREA
EXPECTED TO BE BUILT AND OCCUPIED BY 2008
(See References on the following page for the List of Studies
p 'd' r, fft p . , fI E h P . )
Source: Crane Transportation Group.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-21
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
TABLE 13-5 (PAGE 2 OF 2)
-
REFERENCES
-
1.
333 Oyster Point Boulevard Office R&D Project
Draft EIR (Morehouse Associates) September 2004
Final EIR (Morehouse Associates) February 2005
-
2.
EastJamie Court Office R&D
Draft Initial Study and Mitigated Negative Declaration (Morehouse Associates) September 2002
-
3.
Britannia East Grand Project (Fuller O'Brien Property)
Recirculation Draft EIR (Morehouse Associates) February 2002
-
4.
Genentech Site Access-Buildings 33 & 37
Evaluation of Building 33 and Mid Campus Parking Garage (Building 37) (Fehr & Peers)
December 2003
-
-
5. Genentech Building 31-Administrative Draft
Initial Study and Mitigated Negative Declaration (Lamphier-Gregory/Fehr & Peers) February
2005
-
6. Bay West Cove Commercial Report
Supplemental EIR (Morehouse Associates) October 2002
-
7., 8. 180 and 200 Oyster Point Boulevard Office Projects
Draft Traffic Analysis Report (Hexagon Transportation Consultants) October 2001
-
9. Traffic Impact Report 345 East Grand Avenue
R&D Office Replacing Warehouse Use (Crane Transportation Group) November 2001
10.
Traffic Impact Report 285 East Grand Avenue and 349 Allerton Avenue
R&D Office Replacing Existing Site Uses (Crane Transportation Group) July 2002
-
-
-
-
-
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
-
PAGE 13-22
CHAPTER 13: TRANSPORTATION AND CIRCULATION
TABLE 13.6
HOME DEPOT TRIP GENERATION
DAILY AM PEAK HOUR TRIPS PM PEAK HOUR TRIPS
2-Wa~ Trips Inbound Outbound Inbound Outbound
Use Size Rate Vol Rate Vol Rate Vol Rate Vol Rate Vol
Home 125,794 29.8 3750 .65 82 .55 69 1.15 145 1.30 164
Depot SQ. FT. (40)
+ 25% Safety Factor 940 21 17 36 41
TOTAL 4690 103 86 181 205
Trip Rate Source: Trip Generation, 7th Edition by the Institute of Transportation Engineers, 2003.
Compiled by: Crane Transportation Group.
LOWE'S PROJECT TRIP GENERATION
DAILY AM PEAK HOUR TRIPS PM PEAK HOUR TRIPS
2-Wa Trios Inbound Outbound Inbound Outbound
Use Size Rate Vol Rate Vol Rate Vol Rate Vol Rate Vol
Lowe's 148,749 29.8 4434 .65 97 .55 82 1.15 171 1.30 193
SQ.FT.
West 6,590 44.3 292 .72 5 .48 3 1.8 12 1.8 12
Marine SQ. FT.
Bldg.-
North Area
Subtotal 4726 102 85 183 205
+ 25% Safety Factor 1182 26 21 46 51
Existing West Marine - NA* 2 0 14 12
Store (No Change)
TOTAL 5908** 130 106 243 268
* NA = Not surveyed for daily trip generation.
** Does not include existing West Marine store.
Trip Rate Source: Lowe's: Trip Generation, 7th Edition by the Institute of Transportation Engineers, 2003; Specialty retail: Traffic
Generators, San Diego Association of Governments, 2002.
Compiled by: Crane Transportation Group.
LOWE'S SITE NET CHANGE IN TRIP GENERATION
LOWE'S & WEST MARINE BUILDING MINUS EXISTING SITE USES
AM PEAK HOUR TRIPS PM PEAK HOUR TRIPS
Use Inbound Outbound Inbound Outbound
Lowe's and West Marine Bldg. 130 106 243 268
Existing Site Uses (including West Marine Bldg.) -42 - 37 -108 - 86
Net Change in Site Trip Generation +88 +69 +135 +182
Source: Crane Transportation Group.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-23
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
The traffic generation rates for approved development are based on the analysis
conducted for the Drq/t Supplemental Environmental Impact Report for the South San Francisco
General Plan Amendment and Transportation Demand Management Ordinance (April 2001).
Traffic counts were conducted at existing office, R&D and hotel uses in the East of 101
area. The resulting peak hour traffic generation rates were somewhat lower than the
standard national averages reported in the Institute of Transportation Engineers Trip
Generation reference. In addition, all recently approved development in the East of 101
area is required to implement transportation demand management (TD1v1) measures to
reduce vehicle traffic. The analysis for the General Plan Amendment assumes that a
moderate TDM program will reduce peak hour traffic generation by an additional 9.5
percent compared to existing traffic generation rates.
-
-
-
-
Brisbane
-
Traffic generated by development expected to be completed in Brisbane by the year
2008 was projected using a two percent per year growth rate in traffic accessing South
San Francisco via Bayshore Boulevard.
-
-
Regional Traffic Growth on US 101
North and southbound AM and PM peak hour traffic on the U.S.l0l freeway not
associated with any on- or off-ramp in South San Francisco was projected to grow at a
straight line rate of one percent per year from 2005 to 2008.
-
Approved Development Trip Distribution
The estimated distribution of approved development traffic was based upon employee surveys
conducted for the East of 101 Area Plan Environmental Impact Report (Brady and Associates
with Barton Aschman Associates, January 1994). Inbound and outbound traffic generation from
each development was distributed according to the percentages shown in Table 13-7. Resultant
AM and PM peak hour year 2008 Base Case volumes are presented in Figures 13-6 and 13-7.
-
-
-
Year 2008 Base Case Intersection Operation
Table 13-1 shows that during the AM peak hour all analyzed intersections would be operating at
acceptable levels of service with year 2008 Base Case volumes, with two exceptions. The stop
sign controlled Allerton Avenue Approach to East Grand Avenue would be operating at LOS F
conditions. In addition, the signalized East Grand Avenue/Littlefield Road intersection would
be operating at LOS F conditions. Table 13-2 shows that during the PM peak hour all analyzed
intersections would be operating acceptably, with two exceptions. The stop sign controlled
Allerton Avenue approach to East Grand Avenue would be operating at LOS F conditions as
would the signalized Airport/ Gateway/Mitchell intersection.
-
-
-
-
-
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
-
PAGE 13-24
CHAPTER 13: TRANSPORTATION AND CIRCULATION
Direction South San Francisco Develooment
Year 2005
US 101 North/San Francisco 29
US 101 South 48
South San Francisco (central area) 3
Daly City/Colma via Sister Cities Blvd. 8
Daly City/Colma via Guadalupe Parkway 0
Brisbane 7
Airport area via South Airport Blvd. 3
Local east of US 101 2
TOTAL 100%
Year 2020+
US 101 North/San Francisco 29
US 101 South 48
South San Francisco (central area) 2
Daly City/Colma via Sister Cities Blvd. 1
Daly City/Colma via Guadalupe Parkway 0
Daly City/Colma and South San Francisco (central area) 8
via Railroad Avenue Extension
Brisbane 7
Airport area via South Airport Blvd. 2
San Bruno/south via San Mateo Avenue 1
Local east of US 101 2
TOTAL 100%
TABLE 13-7
TRAFFIC DISTRIBUTION
Source: City of South San Francisco, Draft Supplemental Environmental Impact Report, South San Francisco General Plan
Amendment and Transportation Demand Management Ordinance, April 2001.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-25
90 -L 45 50 " -L 25 0 ~IJ-Lo 920 -Lo
25 t 115 0
-445 130 t 45 ~ - 390 0 o iii a. _ 490 -465
39 53 ~ t. t 90 ~ t. ~ t t.:l;lll ~tt.
~ t. '" t 120 ~ !4 t 20 t 120
E Grand E Grand E Grand E Grand
81 J 660 J ::t~ t ,. o J ~ t ,. 35 J r-~t,.
III
1955 __ i3-60 75 1840 __ 50 0 5 1755-- ~455560
1483 -- 0 70
105 .. ..... ~
210.. 120 .. 90 .. Q:
249 East Grand EIR Traffic Study
542
80
~ t
Miller
110 ..
~ t
50 185
405 ). -L 111
75 I 1041 ~. - 134
~ t t. ~.L 281
Grand 'f
195 J
299 --
90 ..
~ t ,.
30 290 224
875 ). -L 140
140 I 280~' - 335
~ t t. ~ t 320
J IJ~ t ,.
a
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(")
.. <l>
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lii_ 205
:l;
III t 35
Mitchell
140 j
295 --
o
465 .. ~
-L 15
-5
t 25
US 101 . Wonder-
NB Ramp' Color
790 j ~ ~ t ,.
50 -- ",. 75 5
520 .. g, 240
480
105 I 25
~ t t.
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t 25
1400 --
355..
rn ~ ,.
8 130 60
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5 I 720
~ t t.
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Utah
Drivewa
o
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-
-
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III
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-
-
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:::: 240 30
10
-
Not To Scale
~~
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-
0 -L8
0 ::>.
3 0 iii - 140
~ t t. ~ t 85
Forbes
16 j ).~ t ,.
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is-
35 .. ::>
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~ t. ::> - 490
E Grand
200 j
2115__
-
-
-
-
-
-
-
-
-
-
~ CRANE TRANSPORTATION GROUP
Figure 13.6
2008 Base Case (Without Project)
AM Peak Hour Volumes
416
60
.J +
Miller
146 t ~ t
111 402
510 :h -L 313
150 I 326~' - 334
.J ... L.. ~.. 801
Grand
165 J
100 -+
100 t
~ t ,.
95470 106
985 :h -L 295
95 I 150~' - 380
.J ... L.. ~.. 1120
135
185
205
65 J
100 -+
o
355 t ~
510
255 I 25
.J ... L..
US 101
NB Ramp
475 J
40
220
120 25
.J L..
72 J
460 -+
J IJ~ t ,.
-+ ~ 125225180
C)
t <Il
1i? -L 20
q; - 715
::E
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Mitchell
-L 25
- 15
.. 25
Wonder-
Color
~~ t ,.
:'265315 20
~
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Qi
::E_ 595
Qj
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G)~ t ,.
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=== 465 25
1
Not To Scale
~~
NORTH
0 -L7
::,
11 2 Qi' - 525
.J + L.. ~ .. 50
Forbes
3 J :h~ t ,.
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30 t g
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5 40 8- - 10
.J + L.. :;, .. 25
Cabot
10 J ~ t ,.
10 -+ 10 40 25
30t
530 -L 255
5 + 2~5 :h
.J -5 a;= -L 15
.. 865 190 20 8-
Drivewa Utah .J L.. :;, - 1905
C/)~ t ,. E Grand
5 J
~ 16 190 85 J
o 335 525 -+
16 t ~
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.J ... L..
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50 + 15 0 o Qi' Cl. _ 1815 1
a. - 1450 0 - 1745
L.. <Il .J + L..::E<Il .J+L..
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E Grand E Grand E Grand
190 J :r:~ t ,. 0 J ~ t ,. 5J r-~t,.
t\)
490 -+ a. 200 35 520 -+ 100 0 20 495 -+ ~ 55 1 115
0 55
.... ~
75 t 10 t 60 t Q:
249 East Grand EIR Traffic Study
~ CRANE TRANSPORTATION GROUP
Figure 13-7
2008 Base Case (Without Project)
PM Peak Hour Volumes
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
The lack of a left turn lane on the eastbound East Grand Avenue approach to Allerton Avenue
would result in frequent extended queues behind a stopped vehicle waiting for a gap in
westbound traffic in order to make a left turn. Vehicles in the queue would then begin to pull
around the stopped vehicle. This would be a significant safety concern.
-
Year 2008 Base Case Intersection Signalization Needs
By 2008, both AM and PM peak hour Base Case volumes would be exceeding peak hour signal
warrant criteria levels at the Allerton Avenue/East Grand Avenue intersection.
-
Year 2008 Base Case Freeway Operation
Tables 13-3 and 13-4 show that by 2008 with Base Case traffic the following freeway segments
would be experiencing LOS E or F operation.
-
AM PEAK HOUR
Southbound
Northbound
LOSF
LOSF
LOSE
North of the Oyster Point Boulevard interchange
South of the East Grand Avenue off-ramp
North of the East Grand Avenue off-ramp to the Oyster
Point Boulevard interchange
-
PM PEAK HOUR
Southbound LOS E
South of the Oyster Point Boulevard interchange to the
Produce/ Airport off-ramp
North of Oyster Point Boulevard interchange
-
Northbound LOS E
Year 2008 Base Case (Without Project) Intersection Improvement Needs
East Grand Avenue/Allerton Avenue Intersection
. Prohibit left turns from Allerton Avenue to East Grand Avenue until the intersection is
signalized -or- cut back the hillside on the northeast comer of the intersection to
improve sight lines to/from the east to at least 400 feet.
. Stripe a left turn lane on the eastbound intersection approach. This will require removal
of parking on the south side of East Grand Avenue.
-
· Signalize the intersection when warranted.
-
-
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
-
PAGE 13-28
CHAPTER 13: TRANSPORTATION AND CIRCULATION
Resultant Operation:
AM Peak Hour: LOS B-12.1 seconds average vehicle delay
PM Peak Hour: LOS B-17.9 seconds average vehicle delay
East Grand Avenue/Littlefield Avenue Intersection
. Widen the northbound Litdefield Avenue approach to provide two intersection
approach lanes. Stripe as one exclusive right turn lane and a combined
left/ through/ right turn lane.
Resultant Operation:
AM Peak Hour: LOS C-33.1 seconds average vehicle delay
South Airport Boulevard/Gateway Boulevard/Mitchell Avenue Intersection
. Add a second through lane to the westbound Mitchell A venue approach.
Resultant Operation:
PM Peak Hour: LOS D-35.5 seconds average vehicle delay
Year 2020 Base Case
The year 2020 Base Case (without project) conditions include traffic generated by approved
development in the study area, traffic generated by project which are completed or under
construction and were not yet fully occupied, traffic generated by proposed projects, and traffic
generated by potential development of vacant or underutilized land in the study area.
This evaluation of year 2020 + conditions is based upon the Drq/t Supplemental Environmental
Impact Report (SEIR) for the South San Francisco General Plan Amendment and Transportation Demand
Management Ordinance, April 2001 with updates to project descriptions and needed improvements
based upon a series of EIRs and traffic studies conducted over the past four years (see Table
13-5 reference list). The proposed project in the SEIR consists of a General Plan Amendment
and a Transportation Demand Management (TDM) Ordinance, and it includes a set of physical
street improvements as well as policies requiring TDM measures and traffic reduction at
employment sites. The program of street improvements and TDM measures is referred to
throughout this EIR chapter as the East ofl0l Transportation Improvements Plan (TIP).
General Plan Amendment Street Improvements
The East of 101 Transportation Improvements Plan includes a series of physical improvements that
would be implemented along with a TDM program approved by the City in order to mitigate
traffic impacts of the potential development of the East of 101 area. General Plan Policy 4.2-1-6
is amended to read as follows:
"4.2-1-6 Incorporate as part of the City's Capital Improvement Program (CIP)
needed intersection and roadway improvements to enhance mobility in
the East of 101 area."
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-29
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
The following improvements are included in the East of 101 TIP and are therefore assumed for
the year 2020+ baseline scenario (see Figure 13-8). In addition, supplemental mitigation needs
have been determined through more recent ErRs (listed in Table 13-5). South San Francisco
Planning staff have indicated that these supplemental measures have all been included as part of
Street Improvement program. Those measures are shown in italics in the following lists and have
been assumed in place for the year 2020 Base Case and Base Case + project evaluation.
-
. Airport Boulevard and Miller Avenue/U.S.tOt Southbound Off-Ramp: Widen the
off-ramp and reconstruct retaining wall to provide a second left turn lane. Re-stripe the
existing off-ramp combined left/ through/right turn lane as a through/right turn lane.
. Airport Boulevard and Grand Avenue: Re-stripe the existing southbound Airport
Boulevard right turn lane as a shared through-right lane and re-stripe the southbound
shared through-left lane as a left turn lane. Widen eastbound Grand Avenue to add two
left turn lanes, re-stripe the eastbound shared through-left lane as a through lane and the
eastbound right turn lane as a shared through-right lane. Provide a third westbound left
turn lane.
-
-
-
. South Airport Boulevard and U.S.tOt Northbound Hook Ramps/Wondercolor
Lane: Widen the northbound off-ramp approach at South Airport Boulevard to provide a second right
turn lane.
-
. Gateway Boulevard and East Grand Avenue: Add a second westbound left turn lane
on East Grand Avenue and a separate right turn lane on eastbound East Grand Avenue.
Re-stripe northbound Gateway Boulevard to provide one left, one through and one right
turn lane. Widen northbound Gatewcry Boulevard to provide a second right turn lane.
. Harbor Way/Forbes Boulevard and East Grand Avenue: Widen westbound Grand
Avenue to provide one additional through lane and one additional left turn lane. Widen
eastbound Grand Avenue to provide one additional through lane. Widen southbound
Forbes Boulevard to provide one additional through lane and change the existing shared
through-right lane to a right turn only lane. Widen northbound Harbor Way to provide
one additional through lane, one right turn lane and change the existing shared through-
right lane to a through lane.
-
. South Airport Boulevard and Utah Avenue: Widen southbound Airport Boulevard
to provide a second left turn lane and re-stripe one northbound through lane to provide
a shared through/right turn lane (in addition to the existing exclusive right turn lane).
-
-
-
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
-
PAGE 13-30
~H i;-CI)
Miller ';;8101
,
ramp
~ ~t
~+- (1\
!f \IJ
r
~ tt"t
~ .k (1\
JJ~~ !~\IJ
fMitchefl
J
--+-
=t ~
J~
J
--+-
--+-
--+-
249 East Grand EIR Traffic Study
:::(1)
:::(1)
,
Not To Scale
~~
NORTH
. = Project
Site
Drivewa
~(I)
. 'utah
o
4
E Grand
~~ t t t
....
~l. j ~~CI)
f; Grand
4 ~~
-V
+j~(I)
Oster ,
Point
d. ~ ~~ ~
..
C = Stop Sign
(I) = Signal
~ = Free Right Turn
~~c
+iT
.....
-4
-V
Forbes
...a..
~+
i}
=>
~ ...L []
+g~
Cabot
+~ +
~
.....
~(I)
~~ .
=> +-
E Grand
J
--+-
--+-
J
--+-
--+-
-V
~+t
::t.
<b
~
is:
~ CRANE TRANSPORTATION GROUP
Figure 13-8
Year 2020 Lane Geometries
and Intersection Control
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
. Airport Boulevard and San Mateo Avenue: Widen westbound South Airport
Boulevard to provide one additional left turn lane, and re-stripe the existing shared
through-left lane as a left turn lane for a total of three left turn lanes, one through lane
and one right turn lane. Re-stripe southbound Airport Boulevard to provide one left turn lane, two
through lanes and one shared through-right turn lane.
-
-
. South Airport Boulevard/Gateway Boulevard and Mitchell Avenue: Widen
eastbound South Airport Boulevard to provide one additional right turn lane and re-
stripe the existing shared through right lane as a through lane. (total four-lane approach)
Widen westbound Mitchell A venue to provide two additional through lanes and a right
turn lane. Widen southbound Gateway Boulevard to provide one additional right turn
lane, and change the existing shared through-right lane to a right turn lane. Re-stripe the
northbound approach on South Airport Boulevard to provide one shared right-through lane and one right
turn lane.
-
-
. Oyster Point Boulevard/Gateway Boulevard/Southbound Flyover Off-Ramp:
Widen eastbound Oyster Point approach to provide one left turn lane, three through
lanes and one right turn lane.
-
. Allerton Avenue and East Grand Avenue: Signalize the intersection. Widen eastbound East
Grand Avenue to provide a left turn lane in addition to the two through lanes.
-
-
. Littlefield Avenue and East Grand Avenue: Widen northbound Littlefield Avenue to
provide one shared left/ through/ right lane and one right turn lane. Widen East Grand Avenue to
provide a third eastbound through lane.
-
· Eccles Avenue and Oyster Point Boulevard: Remove the median and widen the east side of
Eccles Avenue to provide two left turn lanes and an exclusive right turn lane on the northbound
approach.
-
-
. Gull Drive and Oyster Point Boulevard: Widen northbound Gull Drive to provide two left
turn lanes and one shared through-right turn lane.
-'
. Railroad Avenue: Construct a four-lane road within the Union Pacific Railroad right-
of-way between Linden Avenue and Gateway Boulevard.
-
· Harbor Way: Widen to four lanes between Grand Avenue and Mitchell Avenue.
-
· Mitchell Avenue: Widen to four lanes between Gateway Boulevard and Harbor Way.
-
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-32
CHAPTER 13: TRANSPORTATION AND CIRCULATION
Potential Development
South San Francisco
The City of South San Francisco identified several projects east of D.S.l0l that have
been proposed, but are not yet approved for construction. Additionally, there are parcels
that are known to have development potential for which no development applications
have been fued. These projects are included in the Traffic Impact Fee Study for the East
of 101 area as well as in this study for the Year 2020+ scenario.
The East of 101 TIP would require developers to implement TDM policies in order to
achieve the densities and development levels represented in the Year 2020+ scenario.
The analysis in the SEIR for the East of 101 TIP assumes that the TDM program
approved by the City will reduce peak hour traffic generation by 9.5 percent compared to
existing traffic generation rates.
Table 13-8 presents the list of future developments used in preparation of year 2020
traffic modeling projections as part of the 2001 traffic impact fee study. As previously
detailed, these projections have been updated based upon changed development
proposals evaluated in subsequent EIRs.
Brisbane
The current planning for the City of Brisbane assumes that the maximum level of
Baylands development that could be accommodated without major transportation
infrastructure improvements would range from one million square feet of high trip-
generating uses to 4.2 million square feet of low trip-generating uses. This traffic
operations analysis is based on the most conservative scenario considered in the
Brisbane General Plan EIR, which would include 4.2 million square feet of development
with high generating uses. This scenario would have higher traffic generation than any of
the Baylands development scenarios currently assumed by the City of Brisbane. The
specific land uses assumed for the Baylands subarea were not documented, so the land
uses shown in Table 13-9 were assumed for this study.
Year 2020 Base Case Volumes
Year 2020 AM and PM peak hour Base Case (without project) volumes are presented in Figures
13-9 and 13-10.
Year 2020 Base Case Intersection Operation
Tables 13-1 and 13-2 show that with Base Case volumes and all programmed improvements, all
17 analyzed intersections would experience acceptable operation during the AM peak hour,
while only one of the 17. analyzed intersections would experience unacceptable operation during
the PM peak hour.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-33
CHAPTER 13: TRANSPORTATION AND CIRCULATION
TABLE 13.8
SOUTH SAN FRANCISCO PROPOSED AND POTENTIAL DEVELOPMENT
TRAFFIC GENERATION EAST OF 101 FREEWAY 2000-2020)
AM PEAK HOUR PM PEAK HOUR
Project Status Size Land Use Rate Trips Rate Trips
Gateway NE Potential 315,710 SF Office 0.95 300 0.86 271
Existing -140,760 SF Lt. Industrial 0.48 -67 0.54 -76
Trammel Crow Potential 273,580 SF Office 0.95 260 0.86 235
Potential 11,400 SF Commercial 0.93 10 3.39 39
Potential 65 Rooms Hotel 0.27 18 0.19 13
Existing -94,990 SF Lt. Industrial 0.48 -46 0.54 -52
Oyster Point Marina Potential 3,250 SF Commercial 0.93 3 3.39 11
Potential 78,090 SF Office 0.95 74 0.86 67
Potential 20 Rooms Hotel 0.27 5 0.19 4
pt. Grand Potential 2,110 SF Commercial 0.93 2 3.39 7
Potential 15 Rooms Hotel 0.27 4 0.19 3
pt. Grand Harbor Way Potential 400,000 SF Office 0.95 380 0.86 344
Potential 23,750 SF Commercial 0.93 23 3.39 81
Potential 135 Rooms Hotel 0.27 36 0.19 26
Existing -197,880 SF Lt. Industrial 0.48 -95 0.54 -107
Forbes Area Potential 750,690 SF Office 0.95 713 0.86 645
Potential 279,790 SF R&D 0.59 165 0.54 151
Potential 10,590 SF Commercial 0.93 10 3.39 36
Potential 60 Rooms Hotel 0.27 16 0.19 11
Existing -366,300 SF Lt. Industrial 0.48 -176 0.54 -198
Eccles Area Potential 2,178,840 SF Office 0.95 2069 0.86 1874
Potential 90,790 SF Commercial 0.93 85 3.39 308
Potential 520 Rooms Hotel 0.27 140 0.19 99
Existing -799,410 SF Lt. Industrial 0.48 -384 0.54 -432
MRF Area Potential 35,130 SF R&D 0.59 21 0.54 19
Existing -17,570 SF Lt. Industrial 0.48 -8 0.54 -9
Genentech Potential 686,630 SF R&D 0.59 405 0.54 371
Grandview Area Potential 737,900 SF Office 0.95 701 0.86 634
Potential 30,750 SF Commercial 0.93 29 3.39 104
Potential 175 Rooms Hotel 0.27 47 0.19 34
Existing -329,530 SF Lt. Industrial 0.48 -158 0.54 -178
Dubuque Area Potential 794,580 SF Office 0.95 755 0.86 683
Potential 36,100 SF Commercial 0.93 34 3.39 123
Potential 135 Rooms Hotel 0.27 36 0.19 26
Existing -21,830 SF Lt. Industrial 0.48 -10 0.54 -11
SUBTOTALS Proposed 0 0
Potential 6341 6215
Existing -944 -1063
TOTAL 5397 5152
Note: Trip generation rates for proposed and potential projects were reduced by 19% to reflect a 45% alternative mode usage as
presented in the East of 101 Area Plan (April 2001).
Sources: City of South San Francisco, Draft Supplemental Environmental Impact Report, South San Francisco General Plan
Amendment and Transportation Demand Management Ordinance, April 2001.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-34
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
TABLE 13-9
BRISBANE
POTENTIAL DEVELOPMENT TRAFFIC GENERATION
(2000-2020)
AM PEAK HOUR PM PEAK HOUR
PlanninQ Subarea Size Land Use Rate Trips Rate Trips
1. Sierra Point 42,000 SF Retail 0.67 28 2.93 123
1,646,990 SF Office 1.56 2,569 1.49 2,454
1,100 Rooms Hotel 0.67 737 0.76 836
8,000 SF Restaurant 3.32 26 4.78 39
2. Southeast Bayshore N/A N/A N/A 0 N/A 0
3. Southwest Bayshore 35,000 SF Retail 0.67 23 2.93 102
3,500 SF Office 1.40 5 1.32 5
66,500 SF Trade Comm. 0.98 65 1.24 82
4. Brisbane Acres 210 Units SF Residential 0.74 156 1.01 213
5. Central Brisbane 139 Units SF Residential 0.74 102 1.01 140
16 Units Townhouse 0.44 7 0.55 9
6. Owl/Buckeye Canyons N/A N/A N/A 0 N/A 0
7. Quarry N/A N/A N/A 0 N/A 0
8. Crocker Park 2,500 SF Health Club 0.12 0 1.70 5
2,500 SF Retail Outlet 0.36 1 2.14 5
3,000 SF Restaurant 3.32 10 4.78 15
120,140 SF Trade Comm. 0.98 117 1.24 149
9. Northeast Ridge 87 Units SF Residential 0.74 65 1.01 88
268 Units Townhouse 0.44 118 0.55 147
214 Units Condo/Apts. 0.67 143 0.82 176
10. Northwest Bayshore 228,000 SF Trade Comm. 0.98 224 1.24 283
11. Northeast Bayshore N/A N/A N/A 0 N/A 0
12. Baylands(1) 2,000,000 SF Retail 0.77 1,540 3.34 6,680
500,000 SF Office 1.40 700 1.32 660
690,000 SF R&D/Educ. 1.07 738 0.94 649
75,000 SF Restaurant 3.32 250 4.78 359
2,000 Rooms Hotel 0.67 1,340 0.76 1,520
(app. 1 mil. SF)
SUBTOTAL 4,200,000 SF 4,568 9,868
13. Candlestick Cove N/A N/A N/A 0 N/A 0
TOTALS 8,964 14,739
N/ A = No net additional development planned.
(1) Baylands land uses shown are estimated land uses to match maximum high generating traffic increment reported in General
Plan EIR traffic analysis. The range of development currently considered feasible by the City of Brisbane would be one million
SF of high traffic generating uses. to 4.2 million SF of low traffic generating uses.
Sources: City of Brisbane 1994 General Plan EIR; CCS Planning and Engineering, Inc.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-35
555
60
~ t
Miller
103. ~ t
35 270
415 ):. -L 106
~O t 1~9 i- 151
Grand -t 276
530 j
395 ---
90 .
~ t ~
25305218
785 ):. -L 255
115 I 235~' - 238
~ .. l. ~ -t 641
j "tJ~ t ~
a
___ g. 195 40 665
n
. <b
g> -L 40
Qi - 550
~
III -t 40
Mitchell
129 j
513 ---
420 .
-L 16
-5
-t 27
US 101 . Wonder-
NB Ramp' Color
1685..J ~~ t ~
55 --- -'100 5
1304") ~ 345
605
120 I 30
~ .. l.
49 93
~ l.
101 j
2074 ---
249 East Grand EIR Traffic Study
- 611 50 1 ~-L6
1 q;
-t 30 ~ t l. ~ _ 225
III
Oster "" -t 22
01~ ~ Point j g>~ t ~
1730 --- n 171 65 335
570. [ 710 ___ :::::406 40
550. 10
-
-
--
-
-
. = Project
Site
Not To Scale
~~
NORTH
-
-
0 -L 10
::;,.
4 1 q; - 190
~ t l. ~ -t 88
Forbes
20 j ):.~ t ~
710 ___ ijf27 1 50
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15 55 S- - 16
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10 ___ 19 60 20
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-
-
-
-
510
6 1424
~ t ~
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135
35 I 70
~ .. l.
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. ~
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215 t 43 0
a- - 425 0
~ l. <b ~t
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E Grand
1385 j :t~ t ~ oj
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1706 _ a- 70 299 1860 _
0 940
..,
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105.
91 19 -
~ ~
204 j -
2610 ---
-
2 -Lo
-608
-t 76
E Grand -
r-~t~
~ 12 51099
99 . ~
Q:
~ CRANE TRANSPORTATION GROUP
Figure 13-9
Year 2020 Base Case (Without Project)
AM Peak Hour Volumes
-
-
536
55
.J +
Miller
ramp
136 t ~ t
105 401
505 ):. -L 231
560 I 537~' - 392
.J ... ~ ~.L 797
Grand "
455 J
127 -
100 t
~ t ~
95480 100
1085 ):. -L 410
105 I 180~' _ 233
.J ... ~ ~ l 2083
165
233
245
J \)~ t ~
_ ~ 90 40 195
()
t C1l
!!jl-L 90
<ii - 1736
~
llj.. 80
Mitchell
74 J
159 -
375 t
550
145 I 27
.J ... ~
US 101
NB Ramp
686 J
40
547
-L 27
-16
.. 27
Wonder-
C%r
~~ t ~
~'315 40022
~
660
5 I 457
.J ... ~
Drivewa
Q
20 t ~
_ 1766 280 5 &-L1
3 Qi
l 45 .J + ~ ~ _ 680
llj
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a 559 30 65 t::
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-L 310
-5
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I:J -L7
=>.
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.J + ~ ~ .. 55
Forbes
3 J ):.~ t ~
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.J ~ => - 1949
E Grand
91 J
1090 -
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235 + 34 - 1685 ~5 t 14 Q o 0
a- - 1103 - 1719
145 40 .J ~ .. 480 ~ C1l .J +
.J ~ '" .. 761 l 370
E Grand E Grand E Grand
92 J 370 J ::r:~ t ~ 0 J ~ t ~ 5J r-~t~
llj
574 _ a- 255 136 721 _ 100 0 25 686_ ~ 59 1 495
672 - Q 280
-. ar
80 t 15 t 49 t a:
249 East Grand EIR Traffic Study
~ CRANE TRANSPORTATION GROUP
Figure 13-10
Year 2020 Base Case (Without Project)
PM Peak Hour Volumes
-
CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
PM Peak Hour
-
Oyster Point Boulevard/Gateway Boulevard/U.S.101 Southbound Flyover Off-
Ramp-LOS E
-
Year 2020 Base Case Intersection Signalization Needs
By 2020 no remaining unsignalized intersections evaluated in this study would have AM or PM
peak hour Base Case volumes exceeding peak hour signal warrant criteria levels.
-
-
Improvements to Offset Year 2020+ Base Case (Without Project) Unacceptable
Operation
-
No feasible physical improvements beyond those included in the East of 101 TIP and in
subsequent EIRs in the East of 101 area have been identified for the one intersection exceeding
the City's level of service standard. The following General Plan policies and their related
programs would mitigate the Probable Future impacts at the intersection of Gateway
Boulevard/ Oyster Point Boulevard/U.S.10l Southbound Flyover Off-Ramp:
-
-
Accept LOS E or F after finding that:
. There is no practical and feasible way to mitigate the lower level of service; and
. The uses resulting in the poorer than acceptable level of service are of clear, overall
public benefit.
-
-
The East of 101 TIP will require all new development to implement a TDM and traffic
monitoring program in order to achieve the maximum development densities.
-
13.3 IMPACT ANALYSIS
-
STANDARDS OF SIGNIFICANCE
The following thresholds for measuring a Project's aesthetic impacts are based upon CEQA
Guidelines thresholds:
Project impacts would be significant if they result in any of the following conditions:
1.
Would the project exceed 100 net new peak hour trips on the local roadway system?
-
2. Would signalized intersection operation change from LOS A, B, C or D to LOS E or F?
-
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-38
CHAPTER 13: TRANSPORTATION AND CIRCULATION
3. Would movements or approaches at unsignalized intersections change from LOS A, B,
C, D or E to LOS F?
4. Would Project traffic increase Base Case volumes at an unsignalized intersection to meet
peak hour signal warrant criteria levels?
5. Would the proposed Project increase traffic entering an intersection by two percent or
more with a signalized or all-way stop operation already at a Base Case LOS E or F, or
when the intersection is side street stop sign controlled and already operating at LOS F?
6. Would the proposed project increase traffic entering an unsignalized intersection by two
percent or more with Base Case traffic levels already exceeding signal warrant criteria
levels?
7. Would Project traffic degrade operation of the U.S.101 freeway from LOS E to LOS F,
or would it increase volumes by more than one percent on a freeway segment with Base
Case LOS F operation.
8. Would the project worsen traffic, pedestrian or bicycle safety?
9. Would the project not provide City code required parking?
PROJECT TRIP GENERATION
Table 13-10 shows that a total of 540,000 square feet of research and development or office
uses would be likely to generate 664 inbound and 92 outbound trips during the AM peak hour,
with 124 inbound and 605 outbound trips during the PM peak hour. This assumes a 9.5 percent
reduction in peak hour trips due to a moderate TDM program and assumed office rather than
R&D uses to provide a conservative analysis, as office trip generation has been found to be
higher than from R&D uses. Table 13-11 presents the projected trip generation from the
Georgia Pacific manufacturing plant that was associated with the 249 East Grand Avenue site up
to the middle of 2004. As shown in Table 13-12, after elimination of those trips associated with
existing uses on the project site, the net increase in traffic due to total site redevelopment would
be about 515 two-way trips during the AM peak hour and 485 two-way trips during the PM peak
hour.
Impact 13-1
Trip Generation Exceeds 100 Trips During Peak Hours. The project
would generate more than 100 net new trips during the AM and PM peak
hours (515 trips during the AM peak hour and 485 trips during the PM peak
hour, if allowing for the reduction in traffic from the former Georgia Pacific
manufacturing use) or 756 trips during the AM peak hour and 729 trips
during the PM peak hour if assuming all site trip generation is new (see
Tables 13-10, 13-11 and 13-12). The San Mateo City/County Association of
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-39
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Measure 13-1
Governments (C/CAG) Agency Guidelines for the implementation of the
2003 Draft Congestion Management Program ("C/CAG Guidelines")
specify that local jurisdictions must ensure that the developer and/or tenants
will mitigate all new peak hour trips (including the fIrst 1 00 trips) projected to
be generated by the development. This would be a significant impact.
Transportation Demand Management Program. The project sponsors
shall implement a Transportation Demand Management (TDM) program
consistent with the City of South San Francisco Zoning Ordinance Chapter
20.120 Transportation Demand Management, and acceptable to C/CAG.
These programs, once implemented, must be ongoing for the occupied life
of the development. The C/CAG guidelines specify the number of trips that
may be credited for each TDM measure. Appendix Table B-5 outlines
TDM programs that can generate trip credits to offset the 515 total AM peak
hour and 485 PM peak hour trips generated by the project. This would
reduce the Project's impact to a less than significant level.
PROJECT TRIP DISTRIBUTION
Project traffic was distributed to the subregional roadway network based upon East of 101
development traffic patterns contained in the April 2001 Draft SEIR for the South San
Francisco General Plan Amendment and Transportation Demand Ordinance (see Table 13-7).
Overall, about 62 percent of project traffIc should be destined to/from south and southwest of
the site, with 38 percent destined to/from the north and northwest. However, it is likely that
project drivers destined to/from the US.l0l freeway either north or south would choose to
access the freeway via several routes and interchanges. AM and PM peak hour project traffic is
shown distributed to the local roadway network in Figures 13-11 and 13-12. Figures 13-13 and
13-14 present resultant year 2008 AM and PM peak hour Base Case + project volumes, while
Figures 13-15 and 13-16 present resultant year 2020 AM and PM peak hour Base Case + project
volumes.
FREEWAY IMPACTS
Impact 13-2
Freeway Level of Service. Tables 13-3 and 13-4 show that the addition of
traffIc generated by approved development in South San Francisco (year
2008 Base Case without project conditions) would cause two freeway
segments to operate at LOS F (both during the AM peak hour). The project
would increase volumes by more than one percent on both of these
segments (AM peak hour - southbound: north of the Oyster Point
interchange and northbound: south of the East Grand Avenue off-ramp). In
addition, project traffic would result in one segment of the freeway changing
from LOS E to LOS F operation (PM peak hour - northbound: north of the
Oyster Point interchange). These would be significant impacts.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-41
-
-
~ tJ -
2 ::;. =>.
t ~
_ 14 ~
'<: -("3
Miller
1T1~ -
170- G)~
2.. (") 4 170 .. t::
40.. i} ::::: 14
'"
-
~
22 -8"
~ 0 _3
~
Grand Not To Scale -
~
9- ~ NORTH
6
-
~ tJ
~'-2 =>.
~ -
~ ~ -("177
-(" 34 Forbes
""tJ ~~ ~ -
a 33 ..
13- g. ijf 3 15
(") ~
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-
G) ~
tll ijf
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.J ~ .J ::I
Mitchell Cabot -
6J t ~ 18 J
7 13 ~
0 10 .. 46
~ -
46 ~
~ -(" 11 ijf -
9 1 ~
US 101 Wonder- Drivewa Utah .J ~ ::1-7
NB Ramp Color E Grand
20 J ~ 46J -
19
46.. 0
~
-L6 "J1-L1 -
60 - 18 7 0 62 _7
a- - 60
- 18 ~ -(" 36 ~ C1l .J -("4
'" -(" 6
E Grand E Grand E Grand E Grand
-
39 - ~ 349 _ ~ ~ 362 J r-~ ~
13 a- 26 20- ~ 33 26
0
..., 1 .. ~
-
is:
249 East Grand EIR Traffic Study
~ Figure 13-11 -
CRANE TRANSPORTATION GROUP AM Peak Hour
Project Increment
-
~ I;J
::;- =>-
- 89 ~
~
'<::
Miller
~ (;)~ ~
~ ~ 31
C) 30 c::
1 ij) . ::: 89 2
'"
~ L 2
4 ::;.
l. -g - 12
Grand ~ .. 4 Not To Scale
~ . = Project ~~
3 -+ NORTH
1 Site
~
::;.
-g - 12
~
.. 222
2 lJ
-+ a
g-
C)
C1l
fit
160 Cii
~ ~ -74
Mitchell
1J t ~
1 -+ 2 2
0
~
Wonder-
C%r
E Grand
8 -+
249 East Grand EIR Traffic Study
8
l.
Drivewa
.. 71
Utah
~
4
o
~
L 42 ti1 L6 ~lJ
11 - 120 1 6 ~- a L 5 - 31
it - 322 407
l. .. 160 l. '" .. 109 ~ l.~ ~ - 30 .. 30
E Grand E Grand E Grand E Grand
~ ~ ~ 67 J ~ ~
3 4 -+ r-
66 -+ a. 4 ""
0 4 -+ 6 a;- 6 5
... . ~
Q:
~ CRANE TRANSPORTATION GROUP
Figure 13-12
PM Peak Hour
Project Increment
-
544 ~~6 -
80 _ 334
.J ~ <li
25 ~ _ 155
III
Miller " .. 23
-
1570 - ~~ t ~
112 . ~ t 395. ::::: 254 30
50 185 10
-
410 h~111
75 ~ 1063 ~. _ 137
.J l. ~.. 281 NotT 0 Scale -
Grand ~~
195 J ~ t ~ NORTH
308 - 30 290 230 -
90 .
875 h ~ 140 t:J ~8
0 ::>.
140 ~ 280~' _ 337 3 0 <li - 140 -
.J l. ~.. 354 .J ~ l. ~ .. 262
Forbes
65 J "tJ~ t ~ 16 J h~ t ~ -
a
273 - g.210 200 36 610 _ ~28 o 65
130 C') ~
. <t> 68 . ::>
-
~ ~ 15 45
lii_ 205 223 55
~ .J ~ l.
III .. 35
Mitchell -
146 J 21 J ~ t ~
302 - 8 - 66 60 20
Q
465 . ~ 17. -
480 ~ 15 295 ~90
1 05 ~ 25 -5 5 ~ 7~6 -3
.J l. .J -
.. 25 .. 216 99 21
US 1 1 : Wonder- Drivewa Utah .J l.
NB Ramp Color
810 J ~~ t ~ 246 J -
50 - :. 75 240 5
566 . ~ 5 . 2115 -
-
90 50 ")1 ~ 26 0 ~"tJ ~ 20 2 ~O
25 ~ 175 130 ~ 52 Q <:,-.
39 53 .J l. i - 450 62 4 ~ ~. - 495 9 0 -472
.J l. .J l. '" .. 126 .J~ l.~ Q. .. 20 .J~l. .. 124
E Grand E rand E Grand -
81 J 660 J ::t~ t ~ 362 J 35 J r-~t~
\lj
2304 _ a-60 101 1860 _ 1775 - ~ 78 5 586
1522 - Q 70
""'
210. 120. 91 . ~
is:
249 East Grand EIR Traffic Study
~ CRANE TRANSPORTATION GROUP
Figure 13-13
2008 Base Case + Project
AM Peak Hour Volumes
-
-
416
60
.J ~
Miller
146"") ~ t
112 403
510 ~ +- 315
150 I 330~' - 346
.J t l. ~.. 805
Grand
165 j
103 -
100 "")
~ t r
95470 107
985 ~ +- 295
95 I 150 ~'_ 392
.J t l. ~.. 1342
135
187
205
j 'tl~ t r
_ ~ 125225180
()
"") <b
~ +- 20
Qi - 789
~
Qj .. 75
Mitchell
66 j
101 -
o
355 "") ~
+- 25
- 15
.. 25
US 101 . Wonder-
NB Ramp' Color
479 j ~ ~ t r
40 - -'26531520
228 g,
510
255 I 25
.J t l.
~+-1
~
~ _ 595
Qj
'<:.. 15
r
27
Not To Scale
~~
NORTH
0 +-7
'"
11 2 ~. - 555
.J ~ l. ~ .. 80
Forbes
3 j ~~ t r
215 - ar80 o 190
39 "") ~
::>
65 ~ +- 45
ar
44 40 ~- 10
.J ~ l. ::>.. 25
Cabot
130 j ~ t r
10 _ 19 40 25
96"")
~
ar+-15
250 26 ~
.J l. ::> - 1906
E Grand
94 j
525-
530
5 I 263
.J t l.
+- 255
-5
.. 936
Utah
o
16 t ~
120 25
.J l.
72j
468 -
249 East Grand EIR Traffic Study
115 " +- 46 0 ~ 'tl +- 5 30 11 +-0
:30 ~ 16 0 407 6 ~. a. _ 1845 1
8- - 1772 - 1776
l. <b .J ~ l.~<b .J~l.
'" .. 554 ~ Q. .. 10 .. 380
E Grand E Grand E Grand
190 j ::r:~ t r 67 j ~ t r 5j r-~ t r
Qj
556 _ 8-200 39 524 _ 100 0 20 499_ ~ 61 120
0 55
.... ~
75 t 10 t 66 "") Q:
285
225 I 61
.Jtl.
~ CRANE TRANSPORTATION GROUP
Figure 13-14
2008 Base Case + Project
PM Peak Hour Volumes
135 L 50 255 ""J1 L 20 0 ~ lJ L 20 2 Lo
35 + 130 +- 580 215 + 50 0 4 ~. a. +- 630 9 0
49 93 ~ l. a. +- 485 62 +-615
~ l. <ll ~+ l.~ ~ t 20 ~+l.
~ l. t 140 '" t 270 t 80
E Grand E Grand E Grand E Grand
101 J 1385 J :t:'" t ~ 362 J ... t ~ 35 J r-...t~
II>
2055 _ a. 70 325 1880 _ 50 0 5 1720 - ~ 45 51125
2113- 0 940
""'
225. 170. 100. ~
is:
557
60
~ +
Miller
105 .
... t
35 270
415 ):,L106
160 I 1621 ~. +- 154
~ .. l. 4 t 276
Grand
530 J
404 -
90 .
... t ~
25 305 224
785 ):, ~ 255
115 I 235~' +- 240
~ .. l. 4 t 675
J lJ'" t ~
a
_ g.195 40 665
<)
. <ll
~ ~ 40
Qi +- 550
:;;
ll> t 40
Mitchell
135 J
520
o
420 . 4
605
120 I 30
~ .. l.
US 101
NB Ramp
1705 J
55 _
1350 .
~ 16
+- 5
t 27
Wonder-
C%r
~... t ~
:'1003455
4
249 East Grand EIR Traffic Study
+- 625
t 30
1J1'" ~
g 175 65
iii
'"
510
6 I 1470
~ .. l.
~ 115
+-5
t 215
Utah
Drivewa
o
5 . 4
-
-
~~6
~.
~ +- 225
'<: t 25
-
-
CI)~ t ~
<::
:::: 420 40
10
-
Not To Scale
~~
NORTH
-
-
CJ ~ 10
::>.
4 1 ~ +- 190
~ t l. ~ t 265
Forbes
20 J ):, ... t ~
710 _ ijf30 1 65
75 . 1}
:::.
50 ~~ 25
<ll
225 55 1} +- 16
~ t l. ::> t 10
Cabot
25 J ... t ~
10 _ 65 60 20
20.
):,
ijf ~ 20
100 20 1}
~ l. ::> +- 515
E rand
250 J
2610 -
-
-
-
-
-
-
-
-
-
-
-
~ CRANE TRANSPORTATION GROUP
Figure 13-15
Year 2020 (With Project)
AM Peak Hour Volumes
-
536
55
.J +
Miller
136.. ~ t
106 402
505 ),. 'L 233
560 I 541 ~. - 404
.J t l. ~.. 801
Grand
455 J
130 --
100 ..
~ t ~
95480 101
1085 ),. 'L 410
105 I 180~' _ 245
.J t l. ~.. 2305
165
235
245
J IJ~ t ~
__ ~ 90 40 195
()
.. <D
185
600 I 80
.J t l.
~ 'L 90
Iii - 1810
::E
llj.. 80
Mitchell
75 J
160 --
o
375 .. ~
550
145 I 27
.J t l.
US 101
NB Ramp
690 J
40
555
'L 27
- 16
.. 27
Wonder-
C%r
~~ t ~
~'315 40022
~
145 40
.J l.
92 J
680 --
249 East Grand EIR Traffic Study
_ 1855 280 5 3 ~'L1
(ii'
.. 45 .J + l. ::;:_ 680
II)
0 ter '<::.. 25
rn ~ ~ Point J (j)~ t ~
a. 590 30 65 t::
<D 230 __ ""830 35
CIl 3
375 ..
660
5 I 465
.J t l.
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-5
.. 930
Utah
Drivewa
20..
Not To Scale
~~
NORTH
CJ 'L7
==>.
11 2 (ii - 625
.J + l. ~ .. 85
Forbes
3 J ),.~ t ~
255 -- a;: 85 o 195
45 .. g
65 ~ 'L 50
<D
45 45 i}- 10
.J + l. ::3.. 25
Cabot
130 J ~ t ~
10 __ 20 45 25
100..
),.
a;: 'L 20
250 20 i}
.J l. ::3 _ 1950
E Grand
100 J
1090 --
1065 ""l1 'L 30 o ~""IJ'L5 30 11 'Lo
915 + 15 0 407 6 (ii' <3, -1850 1 - 1750
a. - 1425
.J l. <D + ::E <D .J+l.
CIl .. 870 .J l.~ 54 .. 15 .. 400
E Grand E Grand E Grand
370 J ::r:~ t ~ 67 J ~ t ~ 5J r-~t~
II)
640 __ a. 255 140 725 __ 100 0 25 690 __ ~ 65 1 500
Q 280 55.. ~
80 .. 15 .. Q:
455
235 I 45
.J t l.
110 ..
~ CRANE TRANSPORTATION GROUP
Figure 13-16
Year 2020 (With Project)
PM Peak Hour Volumes
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CHAPTER 13: TRANSPORTATION AND CIRCULATION
Mitigation
Measure 13-2
-
Transportation Demand Management Plan. The project sponsors shall
implement a Transportation Demand Management (fDM) program to
minimize potential increases in freeway traffic. The TDM plan shall contain
all Required Measures and Additional Measures required by the City of South
San Francisco TDM Ordinance, Schedule 20.120.030-B, in order to achieve a
minimum alternative mode use of 32 percent. The project applicant shall
submit a Preliminary TDM Plan containing checklists of Required and
Additional Measures, along with a site plan indicating the locations of TDM
elements such as preferential parking areas and bicycle facilities. The project
applicant shall submit a Final TDM Plan incorporating conditions imposed
by the Planning Commission.
The project shall coordinate with the City in an annual survey of compliance
with the TDM plan. The project shall also submit a Tri-Annual report of
TDM effectiveness, and be subject to penalties for non-compliance in
accordance with the City's TDM Ordinance. This impact would remain
significant and unavoidable.
-
-
-
-
-
-
Implementation of the TDM measures would reduce, but not fully mitigate
impacts to a less than significant level, so that the impacts would remain
significant and unavoidable. In determining whether to approve the
proposed project, decision-makers must balance its benefits against its
unavoidable environmental risks. To approve a project despite its
environmental risks, the lead agency must make a statement of overriding
considerations, giving reasons in writing to support its action based on the
FEIR and/or other information in the record [CEQA Section 15093(a)].
However, under certain circumstances it is not necessary to make a statement
of overriding considerations, as described in the paragraph below.
-
-
-
-
The City may take action on the 249 East Grand project based upon a
statement of overriding considerations that was made by the City Council in
the process of approving the 1999 South San Francisco General Plan. At
that time, the lead agency determined that the City could not implement
feasible mitigation measures for cumulative impacts on the U.S.101 freeway.
Therefore, the agency adopted a statement of overriding considerations for
freeway impacts, based on the identified benefits of projected development
under the General Plan. Since the freeway impacts identified in this chapter
were also identified in the General Plan FEIR, there is no need for the
agency to make a duplicate statement of overriding considerations for the
249 East Grand project in order to take action on the project. The 1999
statement of overriding considerations should be cited in the appropriate
findings and the Notice of Determination for the proposed project.
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249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
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PAGE 13-48
CHAPTER 13: TRANSPORTATION AND CIRCULATION
No Deficiency Plan would be required by the San Mateo County
Congestion Management Agency based on exclusion of interregional
traffic.
Freeway operations were evaluated for Existing, 2008 Baseline without
project and 2008 Baseline with project conditions (Tables 13-3 and 13-4).
Each freeway segment has been evaluated based on the capacity of a four-
lane freeway segment or a four-lane segment with an auxiliary lane, as
defIned by the 2000 Highway Capacity Manual. An impact is identified if the
project would add traffic amounting to one percent or more of the capacity
of a deficient CMP freeway segment (operating at LOS F), or if the addition
of project traffic results in acceptable Base Case operations being degraded
to unacceptable operation.
The addition of traffic generated by approved development in South San
Francisco and Brisbane as well as regional growth (year 2008 Baseline
without project) would cause two freeway segments to operate at LOS F.
. Northbound U.S.10l south of the East Grand Avenue off-ramp during
the AM peak hour.
. Southbound U .S.l 01 north of Oyster Point Boulevard during the AM
peak hour.
Under the year 2008 Baseline with project scenario, traffic added by the
proposed 249 East Grand project would increase volumes by more than one
percent on these two segments. Project traffic would also change LOS E to
LOS F operation on the following freeway segment.
. Northbound U.S.10l north of Oyster Point interchange during the PM
peak hour. Project traffic would also increase Base Case volumes by 2.03
percent on this segment.
The San Mateo County Congestion Management Program indicates that a
jurisdiction may be required to develop a Deficiency Plan for segments of the
CMF roadway system that exceed LOS standards. For these purposes, it may
be determined if the deficiency would still occur if traffic originating outside
San Mateo County is excluded from the determination of conformance.
U.S.l0l southbound traffic originating in San Francisco, Alameda and Marin
counties may be excluded. In the northbound direction, traffic originating in
Santa Clara County may be excluded.
249 EAST GRAND AVENUE PROJECT
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PAGE 13-49
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CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
In the 333 Oyster Point EIR traffic analysis,3 the C/CAG regional travel
model for year 2000 was applied to determine the amounts of traffic on
u.s. 1 01 that originate in San Mateo County. A "select link analysis" was used
to identify the origins and destinations of peak hour traffic on northbound
and southbound U.S.101 in South San Francisco. The percentages are as
follows:
-
-
-
· AM peak hour, northbound U.S.101: 71 % of trips originate in San Mateo
County
· AM peak hour, southbound U .S.l 01: 2% of trips originate in San Mateo
County
· PM peak hour, northbound U .S.l 01: 86% of trips originate in San Mateo
County
· PM peak hour, southbound U .S.l 01: 4% of trips originate in San Mateo
County
-
-
-
Tables 13-3 and 13-4 indicate the freeway level of service that would result
when considering only trips that originate in San Mateo County. In the
northbound direction, the level of service would not exceed D on any
segment during the AM or PM peak hours. In the southbound direction,
level of service would be A, as nearly all traffic originates outside of San
Mateo County, so San Mateo County vehicles do not contribute significantly
to deficient conditions. Therefore, preparation of a Deficiency Plan would
not be required.
-
-
-
INTERSECTION IMPACTS
-
Impact 13-3
Year 2008 Intersection Impacts. Year 2008 Base Case conditions have
assumed removal of the Georgia Pacific manufacturing activity on the
project site. These activities were included in the "Existing Conditions"
evaluation, as existing counts reflected the conservatively higher volume
levels found in 1999/2000. Therefore, year 2008 Base Case + Project
evaluation evaluates the full impact of the currently proposed project in
relation to an empty site. Tables 13-1 and 13-2 show that the proposed
project would produce significant AM and/or PM peak hour impacts at the
following intersections.
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-
-
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-
3 Dowling Associates.
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DRAFT FOCUSED E I R
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PAGE 1 3-50
CHAPTER 13: TRANSPORTATION AND CIRCULATION
. East Grand Avenue/Allerton Avenue
More than a two percent increase in traffic (2.1 % AM peak hour and
2.9% PM peak hour) at a location with a) unacceptable LOS F operation
on the stop sign controlled Allerton Avenue approach, b) both AM and
PM peak hour volumes exceeding peak hour signal warrant criteria levels,
c) volume warrant criteria being exceeded for the need of a left turn lane
on the eastbound East Grand Avenue approach and d) less than
acceptable sight lines between traffic turning from Allerton Avenue and
westbound drivers on East Grand Avenue.
. East Grand Avenue/Littlefield Avenue
More than a two percent increase in traffic during the AM peak hour
(2.9% increase) at a location with Base Case LOS F operation.
. South Airport Boulevard/Utah Avenue
Change in AM peak hour operation from LOS D to an unacceptable
LOSE.
. Forbes Boulevard/ Allerton Avenue
Change in AM peak hour all-way-stop operation from LOS C to an
unacceptable LOS E.
. South Airport Boulevard/Gateway Boulevard/Mitchell Avenue
More than a two percent increase in traffic during the PM peak hour
(8.6% increase) at a location with Base Case LOS F operation.
. Oyster Point Boulevard/Gateway Boulevard/U.S.tot Southbound
Flyover Off-Ramp
Change in PM peak hour operation from LOS D to an unacceptable
LOSE.
These would be significant impacts of the Project.
Mitigation
Measure 13-3
Intersection Modifications. Modifications are recommended for the
following intersections.
East Grand Avenue/Allerton Avenue Intersection
· Prohibit left turns from Allerton A venue to East Grand A venue until the
intersection is signalized-or-Cut back the hillside on the northeast
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-51
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CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
corner of the intersection to improve sight lines to/from the east to at
least 400 feet.
-
. Stripe a left turn lane on the eastbound intersection approach. This will
require removal of parking on the south side of East Grand Avenue.
-
. Provide a fair share contribution towards having the intersection
signalized by the time of project occupancy-or-provide signalization
when construction is complete and receive paybacks from other local
developments as they are constructed.
-
-
(All needed for Base Case operation.)
-
Resultant Operation
AM Peak Hour: LOS B-13.2 seconds average vehicle delay
PM Peak Hour: LOS C-25.6 seconds average vehicle delay
-
East Grand Avenue/Littlefield Avenue Intersection
-
. Widen the northbound Litdefield Avenue approach to provide two
intersection approach lanes. Stripe as one exclusive right turn lane and a
combined left/through/right turn lane (needed for Base Case operation).
-
Resultant Operation
AM Peak Hour: LOS D-38.4 seconds average vehicle delay
-
-
South Airport Boulevard/Utah Avenue Intersection
. Restripe one of the northbound South Airport Boulevard through lanes
as a shared through/right turn lane.
-
Resultant Operation
AM Peak Hour: LOS C-32.1 seconds average vehicle delay
-
Forbes Boulevard/Allerton Avenue Intersection
. Sign the intersection as an all-way-stop.
-
Resultant Operation
AM Peak Hour: LOS B-14.1 seconds average vehicle delay
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249 EAST GRAND AVENUE PROJECT
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PAGE 13-52
CHAPTER 13: TRANSPORTATION AND CIRCULATION
South Airport Boulevard/Gateway Mitchell/Mitchell Avenue
Intersection
. Add a second through lane on the westbound Mitchell Avenue approach
(needed for acceptable Base Case operation).
. Add a second right turn lane on the southbound Gateway Boulevard
approach.
Resultant Operation
PM Peak Hour: LOS C-28.2 seconds average vehicle delay
Oyster Point Boulevard/Gateway Boulevard/V.S.tOt Southbound
Flyover Off-Ramp
No feasible physical improvements beyond those included in the East of 101
TIP have been identified at this study intersection when it would exceed LOS
standards.
The impact at this intersection would remain significant and unavoidable.
Impact 13-4
Year 2020 Intersection Impacts. Tables 13-1 and 13-2 show that project
traffic would produce a significant impact at the following intersection:
. Oyster Point Boulevard/Gateway Boulevard/V.S.tOt Southbound
Flyover Off-Ramp
Change in PM peak hour operation from an unacceptable LOS E to an
unacceptable LOS F and more than a two percent increase in traffic (a 4.4%
increase) during this time period. This would be a significant impact.
No feasible physical improvements beyond those included in the East of 101 TIP have been
identified at this study intersection when it would exceed LOS standards. This impact would
remain significant and unavoidable.
PROJECT DRIVEWAYS
Impact 13-5
Long Queues in Driveway Lanes. The project will be served by two
driveways on East Grand Avenue and by one driveway on the Cabot Road
cul-de-sac. The Cabot Road driveway connection would connect to the cul-
de-sac directly opposite the extension of Cabot Road to the east. Driveways
from three other businesses also connect to the cul-de-sac, and based upon
volume levels at Allerton Avenue, have low traffic volumes. Sight lines
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-53
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CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
should be acceptable to/from all driveways connecting to the Cabot Road
cul-de-sac (including to/from the project driveway) allowing a "see and be
seen" flow of traffic through the cul-de-sac area.
-
The project's easterly driveway connection to East Grand Avenue would be
limited to right turns in and out only by the raised median along East Grand
Avenue. It will be located about 140 feet west of the signalized Litdefield
Avenue intersection and about 600 feet east of the signalized main project
access intersection. East Grand Avenue is level and straight in the project
area and sight lines are excellent at both driveway locations.
-
-
-
The westerly driveway intersection along East Grand Avenue is now
signalized and also serves the Britannia Point Grand parking lot on the south
side of East Grand Avenue. A 100-foot-long left turn lane is provided in the
median of East Grand Avenue on the eastbound approach to this project
entrance. As shown in Tables 13-1 and 13-2, operation of this signalized
intersection would be acceptable during the AM peak hours in 2008 or 2020
(at LOS C) and would be just acceptable during the PM peak hours in 2008
or 2020 (at LOS D). However, during the AM peak hour, the 95th percentile
queue of inbound traffic using this left turn lane could extend about 275 feet
in both 2008 and 2020 (i.e. 11 vehicles at 25 feet per vehicle). During the
PM peak hour the 95th percentile queue would be five cars in 2008 and six
cars in 2020. Inbound project vehicles &equendy extending out of the
existing 100-foot-Iong left turn pocket and blocking the flow of eastbound
through traffic would be a significant operational and safety concern. This
would be a significant impact.
....,
-
-
-
-
-
Mitigation
Measure 13-5
Turn Lane Extension. Extend the left turn lane on the eastbound East
Grand Avenue approach to the project's signalized entrance by 200 feet.
There are about 200 feet of landscaped median in which to make this
improvement (to the east of the Roebling Road intersection). This would
reduce the impact to a level of less than significant.
-
-
INTERNAL CIRCULATION
-
Impact 13-6
Internal Traffic Flow. A two-lane loop road would circle the proposed
campus of four buildings. It would connect to the two driveways providing
access to East Grand Avenue as well as to the garage in the north section of
the site.
-
-
All internal surface lot driveways would accommodate two-way traffic flow
as would parking aisles in the garage. All parking aisles would be 25 feet
wide, which would meet City code and good traffic engineering practice
-
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
-
PAGE 13-54
CHAPTER 13 : TRANSPORTATION AND CIRCULATION
Mitigation
Measure 13-6
criteria. Parking stalls would be 90-degree throughout the site. The Cabot
Road cul-de-sac would access a different level of the parking garage than
would the loop road circling the project office buildings.
One area of concern with the internal circulation system layout is the eight
parking aisle connections to the loop road that intersect at 45 to 60 degrees
rather than a preferred 90 degrees. In addition, parking and backing
maneuvers to/from some of the parking stalls near many of these 45- to 60-
degree connections could impact traffic flow on the loop road. This would
be a significant impact.
Eliminate Stalls and Channelize Aisle Connections. Parking stalls that
will result in parking or backing maneuvers onto the project loop road shall
be eliminated. In addition, 30 to 45 degree parking aisle connections with
the loop road shall be channelized to 80 or 90 degree connections. This
would reduce this impact to a less than significant level.
ON-SITE PARKING
The 540,000 square feet of office/R&D development would have a total of 1,529 parking spaces
provided (404 surface spaces and 1,125 garage spaces). This is 91.5% of the 1,670 spaces that
would be required by City code. The City of South San Francisco promotes reduction in parking
from City zoning standards as a way to support trip reduction goals required per the City's TDM
ordinance and supported by various policies in the General Plan (G.P. Policies 4.3-1-8, 11 and
12). No mitigation measures are required.
PEDESTRIAN AND BICYCLE CIRCULATION
Impact 13-7
Mitigation
Measure 13-7
Lack of Sidewalk Connections. Sidewalks will be maintained along the
project's East Grand Avenue and Cabot Road cul-de-sac frontages.
Sidewalks will also be provided along the interior of the project's internal
loop road as well as through the office campus. One sidewalk connection will
be made from the office campus to the sidewalk along East Grand Avenue
near the southeast corner of the site, while no sidewalk connection is
proposed from the site to the Cabot Road sidewalk. Pedestrians accessing the
Cabot Road sidewalk would need to use the garage driveway. The East
Grand Avenue pedestrian access would be provided by both stairs and a
ramp and would be a potential location for a shuttle stop. The lack of a
defmed sidewalk. connection from the Project site to Cabot Road would
produce safety concerns. This would be a significant impact of the project.
Provision of Sidewalk Connections. A sidewalk connecting Cabot Way
with the internal campus sidewalk system, or to a garage elevator which will
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 13-55
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CHAPTER 13: TRANSPORTATION AND CIRCULATION
-
provide access to the internal campus sidewalk system shall be provided.
This would reduce the project's impact to a less than significant level.
-
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-
-
-
-
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249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
-
PAGE 13-56
14
UTI LITI ES
14.1 SETTING
WATER SUPPLY
South San Francisco has two water suppliers. The California Water Service Company Peninsula
District (CWSC) serves that portion of the city east of Interstate 280, which represents the
majority of the city's area. The CWSC also serves San Carlos and San Mateo, with no restrictions
on water allocation among these communities. The company's current contract with the San
Francisco Water Department (SFWD) entides the city to 42.3 million gallons per day (mgd) per
year. An additional 1.4 mgd can be pumped from groundwater. The Westborough County Water
District serves the area west of 1-280, an area not targeted for growth in the city's General Plan.
Water use has increased steadily, and at a rate faster than increases in the number of users. Water
use has rebounded significandy from the levels of the late 1980s and early 1990s, when an
extended period of drought and resulting conservation measures brought water use levels down
considerably.
While residential users comprise approximately 90% of the water accounts in South San
Francisco, less than half of the total consumption may be attributed to these users. On the other
hand, industrial users comprise only 0.46% of the water accounts but use 11 % of the total water.
Part of the reason for the high industrial water usage in the city is the predominance of
biotechnology firms in the city. Pharmaceutical manufacturing requires extremely pure water,
and large quantities of water are used to achieve necessary water purity levels.
The CWSC bases its future water use projections on estimates of both the number of future
water users and the amount of water each type of user will consume. The five year average
growth in the number of accounts is the basis for the utility's projections of the number of water
users through 2020. Water use projections for 2020 range from 5.9 million gallons per day (mgd)
to 9.1 mgd. Assuming the SFWD contract allocation is not modified during the remaining
contract period, the CWSC has adequate supply to meet even the highest projected demand.1
Dyett and Bhatia, City of South San Francisco General Plan, 1999, p. 194.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 14-1
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CHAPTER 14: UTILITIES
-
Water lines in the East of 101 Area would generally be adequate to serve new development
allowed under the East of 101 Area Plan.2 The water distribution system in the area was
designed and constructed to meet industrial water demands. It consists of a network of 12-inch
lines in relatively good condition, adequate to serve the 2,500 gallons per minute fire flow
requirement and use demands for the land uses planned for the area.
-
-
WASTEWATER
-
South San Francisco Municipal Wastewater System
The existing wastewater system serving the project site and surrounding community is operated
and maintained by the City of South San Francisco Public Works Department. The complete
sewer network consists of approximately 90 miles of 6-inch through 36-inch diameter pipes,
which convey flows from the cities of South San Francisco, San Bruno, and porti0ns of Daly
City and Colma to the South San Francisco-San Bruno Water Quality Control Plant (WQCP)
located at the end of Belle Air Road in South San Francisco.3
-
-
-
Much of the existing South San Francisco sewer collection system is over sixty years old, and
portions of the system are in need of repair. In the area east of Highway 101, subsidence of
sewer lines has resulted in reduced capacity. Pump Station #4, which serves the South San
Francisco area north of Colma Creek and east of South Airport Boulevard, needs to be upgraded
to improve reliability and handle increased flows from proposed new development. Since 1997,
the City of South San Francisco has been under a Cease and Desist Order (CDO) from the San
Francisco Bay Regional Water Quality Control Board (RWQCB) to upgrade its facilities in order
to protect the environmental quality of the Bay. The required work at the WQCP has been
completed; the remaining work within the sewer collection network must be accomplished by
November 2005 to meet the time schedule specified in the CDO.
-
-
-
-
Currendy, the WQCP has the capacity to provide secondary treatment for 13 million gallons per
day (MGD). Average dry weather flows to the plant are 10 MGD; peak wet weather flows
approach 30 MGD.4 Wastewater treatment at the WQCP consists of screening, grit removal,
primary settling, aeration, clarification, and chlorination. Excess chlorine is removed prior to
discharge of the treated water into the adjacent San Francisco Bay.
-
-
In an ongoing Recycled Water Feasibility Study conducted by the City of South San Francisco
and other agencies, the WQCP is being considered as a potential source of recycled water to
serve portions of South San Francisco, San Bruno, and Colma. The aim of the study is to
evaluate the feasibility of developing a recycled water treatment and distribution system to
reduce the demand on the potable water supply in the San Francisco Peninsula area. The study
-
-
2 Brady and Associates, East of101Area Plan, 1994, p. 98.
3 City of South San Francisco, 2005
4 Prudhel, 2005
-
PAGE 14-2
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
CHAPTER 14: UTILITIES
has identified several potential providers of recycled water in addition to the South San
Francisco-San Bruno WQCP, including the Burlingame/Millbrae wastewater treatment plants,
the North Bayside System Unit Outfall, and the Shaw Road Pump Station (in conjunction with a
membrane wastewater treatment facility); however, the San Francisco-San Bruno WQCP is
being recognized as the most viable option at this point in the study. The 249 East Grand
Avenue project site would be within the area serviceable by a recycled water facility at the
WQCP. The Recycled Water Feasibility Study is currendy half-complete; the City of South San
Francisco is seeking a grant to continue the study. It has not been determined whether a
recycled water system at the WQCP is economically feasibleY
Project Site Sewer System
Figure 14-1 shows the portion of the South San Francisco municipal sewer system that serves
the Project site and adjacent areas. The sewer along East Grand Avenue is an lS-inch pipe that
runs westward to Harbor Way, where it connects to a 30-inch pipe running south on Harbor
Way. The 30-inch pipe was installed in 2000 to replace an old, subsided 21-inch pipe.7 It receives
flows from all of the area north of the Southern Pacific Railroad right-of-way and all of the area
east of Litdefield Avenue; it is intended to serve most of the expected future development in the
City's East of 101 Area. Flows through this pipe are conveyed to Pump Station #4 on Harbor
Way (near the intersection with Mitchell Avenue), from which they are pumped to the WQCP.
Pump Station #4 is scheduled for upgrade in the fiscal year 2005-06; four new pumps, new
motor controls, and a new force main will be installed, giving the station a new firm capacity of
13 MGD.8
The City's design wastewater flow criterion for commercial/industrial buildings is 0.4 gallons per
day (gpd) per square foot of building space.9 The Georgia Pacific box manufacturing facility that
previously occupied the project site had a total floor area of 379,320 square feet, which translates
to a flow of approximately 151,730 gpd. However, the facility did not discharge the wastewater
generated from its manufacturing processes into the municipal sewer system; instead, it treated
and recycled its process water through a closed-loop Beckart Water Treatment System. to No
information is available to know how much reduction in flow was achieved by the recycled water
system. Therefore, it is assumed that the previous wastewater discharges from the Georgia
Pacific facility into the City's sanitary sewers were equal to the 151,730 gpd determined from
standard flow criteria.
5 Barrett, et al., 2005
6 Luck, 2005
7 Munar, 2005
8 Castagnola, 2005
9 Prudhel, 2005
10 ENVIRON, 2004
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 14-3
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CHAPTER 14: UTILITIES
Regulatory Setting
Wastewater treatment and disposal in the City of South San Francisco is governed by laws,
regulatory programs and policies established by the Federal government, the State of California,
the San Francisco Bay RWQCB, and the City of South San Francisco. Most of the pertinent
requirements affecting wastewater facilities for the proposed project are contained in the
following:
Federal Laws and Regulations
Clean Water Act (CW A)
The Clean Water Act (CWA) was enacted by Congress in 1972 and amended sev:eral times since
its inception. It is the primary federal law regulating water quality in the United States, and forms
the basis for several state and local laws throughout the country. Its objective is to reduce or
eliminate water pollution in the nation's rivers, streams, lakes, and coastal waters. The CW A
prescribed the basic federal laws for regulating discharges of pollutants as well as set minimum
water quality standards for all waters of the United States. At the Federal level, the CW A is
administered by the U.S. Environmental Protection Agency (EP A). At the state and regional
level, the CWA is administered and enforced by the State Water Resources Control Board
(SWRCB) and the Regional Water Quality Control Boards (RWQCBs). The State of California
has developed a number of water quality laws, rules, and regulations to assist in the
implementation of the CW A and related Federally mandated water quality requirements. In
many cases, the Federal requirements set minimum standards, and the laws, rules, and
regulations adopted by the State and Regional Boards are more restrictive, i.e. more protective of
the environment.
State Laws and Regulations
Porter-Cologne Water Quality Control Act
The Porter-Cologne Water Quality Control Act establishes the SWRCB and the RWQCB as the
principal state agencies having primary responsibility for coordinating and controlling water
quality in California. The Porter-Cologne Act establishes the responsibility of the RWQCBs for
adopting, implementing, and enforcing water quality control plans (Basin Plans), which set forth
the state's water quality standards (i.e. beneficial uses of surface waters and groundwater) and the
objectives or criteria necessary to protect those beneficial uses.
San Francisco Bay Water Quality Control Plan (Basin Plan)
The San Francisco Bay RWQCB is responsible for the development, adoption, and
implementation of the Water Quality Control Plan (Basin Plan) for the San Francisco Bay
region. The Basin Plan is the master policy document that contains descriptions of the legal,
technical, and programmatic bases of water quality regulation in the San Francisco Bay Region.
249 EAST GRAND AVENUE PROJECT
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PAGE 14-5
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CHAPTER 14: UTILITIES
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The Basin Plan identifies beneficial uses of surface waters and groundwater within its region and
specifies effluent limitations, discharge prohibitions, and water quality objectives to maintain the
existing potential beneficial uses of the waters. The proposed project is required to adhere to all
applicable requirements of the Basin Plan.
-
-
National Pollution Discharge Elimination System Permit Requirements
The San Francisco-San Bruno WQCP operates under an NPDES permit issued by the State of
California. One of the requirements of the permit is that the WQCP implement a Pretreatment
Program to regulate the collection of toxic and hazardous wastes in municipal sewers. Under
the Pretreatment Program, dischargers of industrial wastewater are required to abide by specific
wastewater discharge limits and prohibitions. Industrial dischargers are also required to submit
self-monitoring reports on the total volume and pollutant concentrations of their wastewater,
and to allow for inspections by the City of South San Francisco.
-
-
-
Local Programs and Regulations
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East of 101 Area Plan
The East of 101 Area Plan was adopted by the City of South San Francisco in 1994 in order to
guide and regulate development in the City's East of 101 Area, which includes the Project site.
The Plan provides detailed planning policies for land use, circulation, public facilities, design,
conservation, financing and other related elements. With respect to wastewater collection and
treatment, the Plan outlines policies for the repair and reconstruction of East of 101 Area sewer
collection lines, pump stations, and the WQCP. The Plan also addresses the issue of increasing
wastewater treatment demand, and recommends that new projects that will generate large
wastewater quantities be required to lower their wastewater treatment needs through water
recycling, on-site treatment, graywater irrigation, or other similar technologies wherever feasible.
....
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STORM DRAINAGE FACILITIES
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The existing drainage system in the East of 101 Area is generally designed and constructed for
industrial development, which has a high ratio of impervious surfaces. Thus, any redevelopment
of existing development will generally not increase runoff.
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SOLID WASTE
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Solid waste is collected from South San Francisco homes and businesses and then processed at
the Scavenger Company's materials recovery facility and transfer station. Materials that cannot
be recycled or composted are transferred to the Ox Mountain Sanitary Landfill, near Half Moon
Bay. Browning-Ferris Industries, owner of the landfill, has a permit for forward expansion of
the Corinda Los Trancos Canyon at Ox Mountain. When the permit expires in 2016, either
Corinda Los Trancos will be expanded further or Apanolio Canyon will be opened for fill.
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CHAPTER 14: UTILITIES
The Scavenger Company's facility is permitted to receive a daily maximum of 1,250 tons per day
of wastes and recyclable materials. This facility gives the Company increased capability to
recover valuable materials from wastes, reducing the amount of waste being sent to the landfill.
South San Francisco recycles both household and industrial solid waste and sewage sludge.
With an expected buildout population of 67,000 residents in South San Francisco, the city will
generate approximately 38,000 tons of solid waste each year, based on the assumed generation
rates used by San Mateo County.
14.2 IMPACT ANALYSIS
STANDARDS OF SIGNIFICANCE
The following thresholds for measuring a Project's environmental impacts are based upon
CEQA Guidelines:
. Would the Project exceed wastewater treatment requirements of the applicable Regional
Water Quality Control Board?
. Would the Project require substantial expansion or alteration of the City's water or
wastewater treatment and collection facilities?
. Would the Project require or result in the construction of new storm water drainage facilities
or expansion of existing facilities?
. Would the Project have sufficient water supplies available to serve the Project from existing
entidements and resources, or are new or expanded entidements needed?
. Would the Project 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?
. Would the Project be served by a landfill with sufficient permitted capacity to accommodate
the Project's solid waste disposal needs?
. Would the Project comply with federaL state, and local statutes and regulations related to
solid waste?
PROJECT IMPACTS AND MITIGATION MEASURES
WASTEWATER
The proposed project would contribute both domestic sewage and industrial wastewater to the
City of South San Francisco's municipal sewer system. Each of the four new office/laboratory
buildings proposed for the project site would have two separate waste disposal systems (a
domestic sewer system and an industrial waste system) that would combine into one sewer
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CHAPTER 14: UTILITIES
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outside of each building. The domestic sewer system would be used for discharges from
restrooms, break rooms and other similar areas, while the industrial waste system would collect
wastewater from laboratory sinks, fume hoods, floor drains, autoclaves, glass washers and other
similar equipment. An outdoor sampling port would be located in the industrial waste system
before the connection to the combined sewer to enable monitoring by the City of South San
Francisco. The combined sewer would then connect to the City's existing 1S-inch sewer pipeline
on East Grand A venue. Potential wastewater impacts would be primarily related to the increased
flows that would be contributed by the project to the City's existing sewer facilities.
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Increase in Wastewater Flows
The four buildings proposed for the project site are intended to accommodate life science
tenants and would consist of approximately 60% laboratory space and 40% office space.l1
Together the buildings would have a combined gross area of 540,000 square feet. According to
the City's design wastewater flow criterion of 0.4 gallons per day (gpd) per square foot of
building space, the projected wastewater flows for the proposed project would be 216,000 gpd.
This represents an increase of at least 42 percent over the wastewater flows generated by the
former Georgia Pacific facility, which are estimated to have been no more than approximately
152,000 gpd (per City criteria). The proposed project does not include specific plans for
graywater recycling, on-site treatment, or any other method that would reduce its wastewater
flows to the municipal system.
Impact 14-1
Mitigation
Measure 14-1a
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Increased Wastewater Flows. According to City of South San Francisco
design wastewater flow estimates, the project would contribute 216,000 gpd
of sewage and industrial wastewater to the City's sanitary sewer system,
which amounts to an increase of 42 percent or more as compared with the
former use of the site. The project does not include conservation or recycling
technologies that would lessen its wastewater flows to the municipal system.
This is a potentially significant impact.
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Sanitary, Sewer Fees. The City of South San Francisco is currently
upgrading its sanitary sewer facilities to handle increased flows from new
development. In order to recover the costs of these upgrades, the City
charges new development a flat-rate sewer connection fee and a monthly
impact fee. The amount of the impact fee is based on both the quantity
(flow) and the quality (pounds BOD and pounds solids) of wastewater
generated. In addition, the City raised its sewer rates by twenty-five percent
in fiscal year 2004-05 and plans to continue to raise rates by up to nine
percent in each of the fiscal years 2005-06 through 2008-09 in order to
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11~cohnson,2005
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CHAPTER 14: UTILITIES
finance continuing sewer improvements. The occupants of the proposed
project development shall pay the sanitary sewer fees imposed by the City of
South San Francisco in order to mitigate the cost of the sewer system
upgrades necessary to manage the wastewater flows generated by the project.
Mitigation
Measure 14-1b
Wastewater Recycling. The proposed Project development is intended for
biotech uses. However, a particular occupant or occupants for the Project
site have not yet been identified. Depending on the laboratory practices of
the future occupants, it may be possible to recycle process and/or clean-up
water at the Project site. The occupants of the proposed Project
development shall evaluate the potential for on-site wastewater recycling and
shall implement wastewater recycling methods.
The implementation of these mitigation measures would reduce the impact of the Project's
wastewater flows to a level of less than significant. The funding of South San Francisco's
ongoing pipeline improvements and the scheduled upgrade of Pump Station #4 would ensure
that the City's wastewater system has sufficient capacity to handle the increased flows generated
by the Project. Wastewater recycling at the Project site would also help by reducing the Project's
flows to the municipal system.
Effects on Groundwater, Water Quality, and Public Health
Wastewater flows from the proposed project would include both domestic sewage and industrial
wastes. The industrial wastewater at the project site would be collected separately from the
domestic sewage, and a sampling port would be installed in the industrial sewer line in
accordance with the San Francisco-San Bruno WQCP Pretreatment Program. After the
monitoring point, both wastewaters would be combined and routed through the City's sanitary
sewers to the WQCP. The WQCP treats wastewater to secondary levels and discharges effluent
to the San Francisco Bay in accordance with RWQCB Waste Discharge Requirements. The
proposed Project would not have a negative effect on groundwater recharge, water quality, or
public health. No impact would occur, and no mitigation is required.
UTILITY INFRASTRUCTURE CAPACITY
The proposed Project would not lead to an increase in demand for potable water that could not
be fulfilled by the California Water Service Company, as stated in the South San Francisco
General Plan.
The wastewater treatment plant that serves the city and the trunk sewer system that would serve
the Project site have recendy been, or are in the process of being expanded and upgraded. This
work will ensure adequate wastewater collection and treatment service over the city's buildout
horizon.
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PAGE 14-9
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CHAPTER 14: UTILITIES
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Because the eXlsttng drainage system in the East of 101 Area is generally designed and
constructed for industrial development, it is capable of accommodating large amounts of storm
water from the large amount of impervious surfaces in the area. Thus, any redevelopment of
existing development, including on the Project site, will generally not increase runoff.
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The proposed Project would have a less than significant impact on utility service and
infrastructure in the City of South San Francisco and East of 101 Area.
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LANDFILL CAPACITY
The City of South San Francisco's solid waste is transported to the Ox Mountain Landfill
Facility, which has a permit to receive waste until 2016.12 Upon expiration of the permit, either
Corinda Los Trancos will be expanded further or Apanolio Canyon will be opened for fill.
Given the large amount of space still available at Ox Mountain, and the option of opening
Apanolio Canyon after Ox Mountain is no longer available, the proposed Project would have a
less than significant impact on solid waste service capacity.
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12
Dyett and Bhatia, City of South San Francisco General Plan, 1999.
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15
AL lERNA liVES
15.1 INTRODUCTION
The California Environmental Quality Act Guidelines (CEQA Guidelines, 1970, as amended,
Section 15126.6) requires an EIR to include a discussion of a reasonable range of alternatives to
the preferred option. The CEQA Guidelines also require that the EIR explain why specific
project alternatives that were considered at one time in developing the project proposal were
rejected in favor of the preferred option. The selection of alternatives is to be guided by the
provision of reasonable choices and the promotion of informed decision making and informed
public participation. An EIR need not evaluate alternatives that would have effects that cannot
be determined, or for which implementation would be remote and speculative.
The Guidelines also require that the EIR specifically address a "no project" alternative within
this discussion and that an "environmentally superior" alternative be identified (Section 15126.6
[e]). Where the "no project" alternative is also identified as the "environmentally superior"
alternative, another alternative which would represent the "environmentally superior" in the
absence of the "no project" alternative should then be identified.
The preferred option is the proposed Project, as fully described in Chapter 3 of this EIR
(project Description). The environmental consequences associated with this preferred option
are fully addressed in Chapters 4 through 14 of this EIR. In addition to the proposed Project,
this EIR includes a discussion of the following alternatives:
. No Project Alternative, which would leave the Project site in its current state,
. 0.50 Floor Area Ratio Alternative, and
. 0.39 Floor Area Ratio/Tree Preservation Alternative
15.2 ALTERNATIVES ANALYSIS
No PROJECT ALTERNATIVE
Under the No Project Alternative, the Project site would remain as it is today, a vacant industrial
site formerly occupied by the Georgia Pacific Company and used to produce various cardboard
and paper products.
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PAGE 1 5-1
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CHAPTER 15: ALTERNATIVES
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This alternative would not fulfill the site's Business and Technology Park General Plan
designation. It would prevent the establishment of the large amount of landscaping and public
open space being proposed for the site by the Project applicant, as well as removal of the
existing railroad spur on site formerly used by Georgia Pacific to receive raw materials.
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The No Project Alternative would not result in environmental impacts described in this EIR
document, particularly those identified as significant and unavoidable.
-
0.50 FLOOR AREA RATIO ALTERNATIVE
Under this alternative, the Project's Floor Area Ratio (FAR) would be reduced from the
currently proposed 0.78 FAR for the 540,000 square foot Project, to a square footage of
343,000, corresponding to a FAR of 0.50.
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This reduced development intensity would produce fewer vehicle trips and less air pollutant
emissions. Fewer vehicle trips would result in better freeway Levels of Service and better Levels
of Service on street intersections near the Project site
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This alternative would still provide extensive landscaping and public open space on the site, and
would also require a smaller amount of vehicle parking facilities.
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0.39 FLOOR AREA RATIO /TREE PRESERVATION ALTERNATIVE
-
Under this alternative, the Project's FAR would be reduced from the currently proposed 0.78
FAR to a square footage of 270,000, corresponding to a FAR of 0.39, while ensuring that the 14
protected trees on the Project site are incorporated into the Project's landscaping plan.
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The reduced development intensity resulting from this alternative would produce fewer vehicle
trips and air pollutants than the proposed Project, and would have the added benefit of
preserving existing trees considered protected under the City of South San Francisco Tree
Ordinance. This alternative would provide extensive landscaping and would require less parking
spaces than the proposed Project or the 0.50 FAR Alternative.
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15.3 ALTERNATIVES EVALUATION
Consideration of the alternatives to the proposed 249 East Grand Avenue Project reveals that
the environmentally superior alternative would be the No Project Alternative, since it would
result in no environmental impacts.
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However, in the absence of the No Project Alternative, the 0.39 Floor Area Ratio Alternative
would be designated as environmentally superior because it would fulfill the City of South San
Francisco's as well as the Project applicant's Project Objectives, as identified in Section 3.3 of
this document. In addition, implementation of this reduced intensity alternative would lead to
milder environmental impacts.
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16
IMPACT OVERVIEW
16.1 SIGNIFICANT AND UNAVOIDABLE IMPACTS THAT
CANNOT BE MITIGATED TO A LEVEL OF LESS THAN
SIGNIFICANT
The following Project related impacts have been identified as significant and unavoidable:
Impact 5-2
Impact 13-2
Impact 13-3
Impact 13-4
Cumulative Air Quality Impacts. The proposed Project would exceed
emissions standards for NOx, by producing 112 lbs./ day, as well as
producing 742 lbs./ day of CO. This would be a significant impact.
Freeway Level of Service. Tables 3 and 4 show that the addition of traffic
generated by approved development in South San Francisco (year 2008 Base
Case without project conditions) would cause two freeway segments to
operate at LOS F (both during the AM peak hour). The project would
increase volumes by more than one percent on both of these segments (AM
peak hour - southbound: north of the Oyster Point interchange and
northbound: south of the East Grand Avenue off-ramp). In addition, project
traffic would result in one segment of the freeway changing from LOS E to
LOS F operation (PM peak hour - northbound: north of the Oyster Point
interchange). These would be significant impacts.
Year 2008 Intersection Impact. The Oyster Point Boulevard/Gateway
Boulevard/U.S. 101 Southbound Flyover Off-Ramp would experience a
change in PM Peak Hour operation from LOS D to an unacceptable LOS E.
This would be a significant impact.
Year 2020 Intersection Impact. The Oyster Point Boulevard/ Gateway
Boulevard/U.S. 101 Southbound Flyover Off-Ramp would experience a
change in PM peak hour operation from an unacceptable LOS E to an
unacceptable LOS F and more than a two percent increase in traffic (a 4.4%
increase) during this time period. This would be a significant impact.
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PAGE 16-1
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CHAPTER 16: IMPACT OVERVIEW
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16.2 IMPACTS DETERMINED NOT TO BE SIGNIFICANT
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The following impact topic areas related to the 249 East Grand Avenue Project would be
considered to have no impact or to be less than significant after mitigation:
. Aesthetics
. Biological Resources
. Geology and Soils
. Hazardous Materials
. Hydrology
. Land Use
. Noise
. Public Services
. Utilities
..
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16.3 SIGNIFICANT IRREVERSIBLE ENVIRONMENTAL
CHANGES
-
An EIR must identify any significant irreversible environmental changes that could be caused by
the proposed Project. These may include current or future uses of non-renewable resources, and
secondary or growth-inducing impacts that commit future generations to similar uses.
Irretrievable commitments of resources should be evaluated to assure that such current
consumption is justified. The CEQA Guidelines describe three distinct categories of significant
irreversible changes: 1) changes in land use which would commit future generations to specific
uses; 2) irreversible changes from environmental actions; and 3) consumption of non-renewable
resources.
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Changes in Land Use Which Would Commit Future Generations
The Project would commit future generations to new development at the Project site. The
property would be converted from a warehouse and heavy industrial use to a high technology
light industrial land use.
Irreversible Changes from Environmental Actions
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Impact 5-2
Cumulative Air Quality Impacts. The proposed Project would exceed
emissions standards for NOx, by producing 112 lbs./day, as well as
producing 742lbs./day of CO. This would be a significant impact.
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-
Impact 13-2
Impact 13-3
Impact 13-4
CHAPTER 16: IMPACT OVERVIEW
Freeway Level of Service. Tables 13-3 and 13-4 show that the addition of
traffic generated by approved development in South San Francisco (year
2008 Base Case without project conditions) would cause two freeway
segments to operate at LOS F (both during the AM peak hour). The project
would increase volumes by more than one percent on . both of these
segments (AM peak hour - southbound: north of the Oyster Point
interchange and northbound: south of the East Grand Avenue off-ramp). In
addition, project traffic would result in one segment of the freeway changing
from LOS E to LOS F operation (PM peak hour - northbound: north of the
Oyster Point interchange). These would be significant impacts.
Year 2008 Intersection Impact. The Oyster Point Boulevard/ Gateway
Boulevard/U.S. 101 Southbound Flyover Off-Ramp would experience a
change in PM Peak Hour operation from LOS D to an unacceptable LOS E.
This would be a significant impact.
Year 2020 Intersection Impact. The Oyster Point Boulevard/Gateway
Boulevard/U.S. 101 Southbound Flyover Off-Ramp would experience a
change in PM peak hour operation from an unacceptable LOS E to an
unacceptable LOS F and more than a two percent increase in traffic (a 4.4%
increase) during this time period. This would be a significant impact.
Consumption of Nonrenewable Resources
Consumption of nonrenewable resources includes increased energy consumption, conversion of
agricultural lands, and lost access to mining reserves. No agricultural lands would be converted
and no access to mining reserves would be lost with implementation of the Project. The Project
would result in the consumption of some nonrenewable resources during construction and
operation, such as electricity and construction materials.
16.4 GROWTH-INDUCING IMPACTS
The proposed project would not be expected to result in a direct increase in the local population,
since it would not result in the construction of any new housing units. The proposed Project
would not require any major increases in the capacity of local infrastructure which might later be
used to support new housing development, and would not result in the extension of
infrastructure into areas which might ultimately support new housing.
16.5 CUMULATIVE IMPACTS
As defined in Section 15355 of the CEQA Guidelines, a cumulative impact consists of an impact
which is created as a result of the combination of the project evaluated in the EIR together with
other projects causing related impacts. "Cumulative impacts" refer to two or more individual
249 EAST GRAND AVENUE PROJECT
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PAGE 16-3
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CHAPTER 16: IMPACT OVERVIEW
effects which, when considered together, are considerable or which compound or increase other
environmental impacts. The cumulative impact from several projects is the change in the
environment which results from the incremental impact of the Project when added to other
closely related past, present, and reasonable foreseeable probable future projects. Cumulative
impacts can result from individually minor but collectively significant projects taking place over a
period of time.
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The development of the Project site as proposed would contribute to a permanent increase in
regional emissions of air pollutants and reduced freeway Levels of Service, representing
significant and unavoidable adverse impacts.
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-
17
REFERENCES
17.1 REpORT PREPARERS
Lamphier - Gregory
1944 Embarcadero
Oakland, Ca. 94606
510-535-6690
Lamphier-Gregory
Joan Lamphier, President
Rudy Calderon, Associate Planner
Questa Engineering
Will Hopkins, Senior Engineering Geologist
Crane Transportation Group
Mark Crane, Principal
17.2 BIBLIOGRAPHY
Barrett, Colin (Carollo Engineers), et al, Feasibility ofRerycled Water Treatment on the San
Francisco Peninsula: Conference paper from the 2005 Conference of the California Section of the WateReuse
Association, 2005.
Bay Area Air Quality Management District, Annual B'!Y Area Air Quality Summaries, 2001-
2003.
Bay Area Stormwater Management Agencies Association (BASMAA). Start at the Source,
Design Guidance Manual for S tormwater Quality Protection, 1999.
Bonilla, M.G., Preliminary Geologic Map 0/ the San Francisco South 7.5' Quadrangle and Part 0/ the
Hunters Point 7.5' Quadrangle, San Francisco B'!Y Area, California: A digital database, USGS Open-file
Report 98-354, 1998.
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PAGE 17-1
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CHAPTER 17: REFERENCES
-
Brady and Associates, East oj101 Area Plan, adopted July 1994.
-
California Division of Mines and Geology, Earthquake Fault Zone Map oj the South San Francisco
Quadrangle, 1982.
-
California Div. of Mines & Geology, Fault Activity Map oj California and Acfjacent Areas, 1994.
California Division of Mines and Geology with U.S. Geological Survey, Probabilistic Seismic
Hazard Assessment for the State oj California, 2002.
-
California Geological Survey, Fault Evaluation Reports Prepared Under the Alquist-Priolo Earthquake
Fault ZoningAct, CGS CD 2002-01, 2002.
-
California Stormwater Quality Association (CASQA), New Development and Redevelopment
Handbook, 2003.
-
California Stormwater Quality Association (CASQA), California Stormwater BMP Handbook,
Industnal and Commercial, January 2003.
-
Carollo Engineers, City oj San Francisco East ojHighwC!JI 101 Sewer System Master Plan, September
2002.
-
City of South San Francisco, South San Francisco Municipal Code: Tree PreseT7Jation, adopted June
28, 2000.
-
City of South San Francisco, East oj 101 Area Plan, June 1994.
-
County of San Mateo Public Works, Letter correspondence from Ann Stillman, Principal Civil
Engineer to Sury Kalkin ojCity oj South San Francisco Planning Division. ((Notice ojPreparation oj a Drq/t
Environmental Impact Report- 249 East GrandAvenue/R&D Project, South San Francisco," 24 May
2005.
-
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County of San Mateo Public Works, Letter correspondence from Santfy Hesnard, Aviation
Environmental Planner to Sury Kalkin ojCity oj South San Francisco Planning Division. ((Notice oj
Preparation for the 249 East GrandAvenue Office Drift Environmental Impact Report, South San
Francisco," May 11, 2005.
-
Crane Transportation Group, Trqfjic Impact Report: 285 East GrandAvenue and 349 Allerton
Avenue, November, 2001.
-
Crane Transportation Group, Trqfjic Impact Report: 345 East GrandAvenue, November, 2001.
-
PAGE 17-2
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CHAPTER 17: REFERENCES
Department of Water Resources (DWR), California's Groundwater- Bulletin 118. Updated 2004,
1975.
Dowler-Groman Architects, 249 East Grand Avenue Development Plan, June 3, 2005.
Dyett & Bhatia, Ciry of South San Francisco General Plan, adopted October 1999.
Dyett & Bhatia, South San Francisco General Plan: Existing Conditions and Planning Issues, pA-2, 4-
10,4-15, 1997.
Environ, Asbestos Roof Sampling Results: 249 East GrandAvenue, South San Francisco, California, April
5, 2005.
Environ, Asbestos S urory: 249 East Grand Avenue, South San Francisco, California, February 27, 2004.
Environ, Phase 1 Environmental Site Assessment: Georgia Pacific Faciliry, 249 East Grand Avenue South
San Francisco, California, April 2, 2004.
Environ, Phase 2 Environmental Site Assessment: Georgia Pacific Faciliry, 249 East Grand Avenue South
San Francisco, California, April 2, 2004.
Environmental Data Resources Incorporated, Radius Map with Geocheck database, January 6,
2004
Environ International Corporation, Results of Phase II Site Investigation, 249 East GrandAvenue,
South San Francisco, California, April 2, 2004
Environ International Corporation, Results of Phase I Site Investigation, 249 East Grand Avenue,
South San Francisco, California, April 2, 2004
Environ International Corporation, Asbestos Roof Sampling Results, 249 East GrandAvenue, South
San Francisco, California, April 5, 2005
Environ International Corporation, Asbestos SU17Jry, 249 East GrandAvenue, South San Francisco,
California, February 27, 2004
Fehr & Peers/Lamphier-Gregory, Genentech Building 31 Draft Initial Stutfy/Mitigated Negative
Declaration, February 2005.
Fehr & Peers, Genentech Site Access- Buildings 33 & 37, Evaluation of Building 33 and Mid Campus
Parking Garage (Building 37), December 2003.
Hexagon Transportation Consultants, 180 and 200 Oyster Point Boulevard Office Projects Drq/t
Trciffic AnalYsis Report, October 2001.
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PAGE 17-3
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CHAPTER 17: REFERENCES
-
KC Engineering Company, Geotechnical Feasibiliry Investigation on Proposed Office/Laboratory
Buildings A.P.N. s 015-050440,450,249 East GrandAvenue, South San Francisco, California, April 2,
2004.
-
KC Engineering Company, Goetechnical Feasibiliry Investigation on Proposed Office/Laboratory
Buildings, APN's 015-050440 and 450, April 2005.
-
KC Engineering Company, Geotechnical Feasibiliry Investigation on Proposed Office/Laboratory
Buildings, APNs 015-050440 and 450, April 2005.
-
Knudsen, K.L., Noleer, J.S., Sowers, J.M., Lettis, W.R., Quaternary Geology and Liquefaction
Susceptibiliry, San Francisco, California 1:100,000 Quadrangle: A Digital Database,
USGS Open-File Report 97-715, 1997.
-
Morehouse Associates, 333 Oyster Point Boukvard Office R&D Prqject Drq/t EIR, September 2004.
-
Morehouse Associates, 333 Oyster Point Boulevard Office R&D Project Final EIR, February 2005.
-
Morehouse Associates, Bqy West Cove Commercial Report Supplemental ErR, October 2002.
-
Morehouse Associates, Britannia East Grand Prqject (Fuller 0 'Brien PropertY) Recirculation Draft
EIR, February 2002.
-
Morehouse Associates, East Jamie Court Office R&D Initial Stucfy/ Mitigated Negative Declaration,
September 2002.
-
Richardson, James, South San Francisco Planning Application form filkd out f?y propertY owner, 3 June
2005.
San Francisco Bay Regional Water Quality Control Board, Screeningfor Environmental Concerns
at Sites with Contaminated Soil and Groundwater, 2003
-
Wentworth, C.M., Graham, S.E., Pike, R.J., Beukelman, G.S., Ramsey, D.W., Barron,
A.D., San Francisco Bqy Region Landslide Folio Part C - Summary Distribution qf Slides and Eartiflows in
the San Francisco Bqy Region, California, USGS Open File Report 97-745 C, 1997.
-
Western Regional Climate Center, 2005. Period qf MonthlY Climate Summary for San Francisco
WSO AP' California (047769). Pen'od qfRecord: 7/1/1948 to 12/31/2004. Online. 14 June. 2005.
Available: http://www.wrcc.dri.edu/cgi-bin/cliMAIN.pI?casfla+ sfo
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CHAPTER 17: REFERENCES
PERSONAL COMMUNICATIONS
Castain, Don, Per telephone conversation between Joseph Farrow, Staff Geologist at Questa
Engineering and Don Castain, City of South San Francisco Building Inspector, 27 June 2005.
Castagnola, David, Per telephone conversation between Anna Rensi, Assistant Environmental
Engineer at Questa Engineering and David Castagnola, Superintendent, South San Francisco-
San Bruno Water Quality Control Plant, September 15,2005.
Dacanay Raul, Assistant Engineer, City of South San Francisco, personal communication, May
4, 2005.
Kain, Robert, Vice President, Construction, Alexandria Real Estate Equities.
Kalkin, Susy, Principal Planner, City of South San Francisco.
Luck, Kirk, Per telephone conversation between Anna Rensi, Assistant Environmental
Engineer at Questa Engineering and Kirk Luck, CSG Consultants, September 20, 2005.
Malcolmson, Niall, Per telephone conversation between Anna Rensi, Assistant Environmental
Engineer at Questa Engineering and Niall Malcolmson, Project Architect, Dowler-Gruman
Architects, September 9, 2005.
Munar, Kelvin. Per telephone conversation between KellY White, Environmental Scientist at Questa
Engineering and Kelvin Munar, City if South San Francisco Public Works Department, 21 June 2005.
Munar, Kelvin, Per telephone conversation between Anna Rensi, Assistant Environmental
Engineer at Questa Engineering and Kelvin Munar, City of South San Francisco Public Works
Department, September 13, 2005.
Nakashima, Stevan, Per telephone conversation between Kelly White, Environmental Scientist
at Questa Engineering and Stevan Nakashima, Consulting Civil Engineer, 15 June 2005.
Prudhel, Cassandra, Per telephone conversation between Anna Rensi, Assistant
Environmental Engineer at Questa Engineering, and Cassandra Prudhel, Environmental
Compliance Coordinator, South San Francisco-San Bruno Water Quality Control Plant,
September 12,2005.
Pryor, Pamela, Director of Asset Services, Alexandria Real Estate Equities.
249 EAST GRAND AVENUE PROJECT
DRAFT FOCUSED EIR
PAGE 17-5
18
ApPENDICES
APPENDIXA NOTICE OF PREPARATION
RESPONSES TO NOTICE OF PREPARATION
INITIAL STUDY
APPENDIX B TRAFFIC TABLES
ApPENDIX A
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April 21, 2005
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DEPARTMENT OF ECONOMIC
AND COMMUNITY DEVELOPMENT
PLANNING DIVISION
(650) 877-8535
FAX (650) 829-6639
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. 7001-1140-0001-0465-0523
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State Clearinghouse
Office of Planning and Research
1400 Tenth Street/P.O. Box 3044
Sacramento, CA 95812-3044
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Subject: Notice of Preparation of a Draft Environmental Impact Report
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Lead Agency:
Consulting Firm:
Agency Name: City of South San Francisco Firm Name: Lamphier-Gregory
Planning Division
Street Address: 315 Maple Avenue Street Address: 1944 Embarcadero
South San Francisco, CA Oakland, CA 94606
94080 .
Mailing Address: P.O. Box 711
South San Francisco, CA
94083
Contact: Susy Kalkin, Principal Contact: Joan Lamphier
Planner
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Response to NOP: The City of South San Francisco will be the Lead Agency and will prepare an
Environmental Impact Report for the project identified below. An hritial Study is not attached. We
need to know the views of your agency as to the scope and content of the environmental information
which is germane to your agency's statutory responsibilities in connection with the proposed project.
Your agency will need to use the EIR prepared by our agency when considering your permit or other
approval for the project.
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Due to the time limits mandated by State law, your written response must be sent at the earliest
possible date but not later than 30 days after receipt of this notice. Please send your response to
SuSy Kalkin at the address shown above. We will need the name of a contact person in your agency.
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Scoping Meeting: CEQA requires a Lead Agency to call at least one scoping meeting for a proposed
project that may affect highways or other facilities under the jurisdiction of the Department of
Transportation, and for a project of statewide, regional, or areawide significance. The Lead Agency
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315 MAPLE AVENUE . P.O. BOX 711 . SOUTH SAN FRANCISCO, CA 94083
for the meeting from the Department of Transportation (Section 21083.9 of the Public Resources
Code). The Lead Agency shall provide notice of the scoping meeting to all of the following: any
county or city that borders on a county or city within which the project is located; any responsible
agency; any public agency that has jurisdiction by law with respect to the project; and any organization
or individual who has filed a written request for the notice.
The project description, location, and proposed development are summarized below.
Project Title: 249 East Grand Avenue Office/ R&D Project
Proj ect Location: The 15.75 acre site is" located east of Highway 101, on East Grand Avenue, in the
City of South San Francisco, in the County of San Mateo.
Project Description: Use Permit to construct a phased development consisting of four office/R&D
buildings totaling approximately 500,000 sq.-ft., including approximately 5,500 sq. ft. of ancillary
retail/commercial space, surface parking and a 4-1evel parking structure. The site is located within an
area designated by the General Plan for up to approximately 686,000 square feet of Business and
Technology Park use. An existing 360,000 sq. ft. industrial building that occupies the site will be
demolished along with all other site improvements and replaced by the proposed office/R&D
buildings and garage.
Impacts: The site is located within an area that has been used for various industrial uses since about
1910. The current warehouse was built in about 1966. Environmental investigations have been
conducted on the property; the EIR will document the significance of any findings of these studies.
Traffic generated by the project may cause significant regional transportation impacts and air quality
impacts.
Date: April 21, 2005
Signature:
Title: Principal anner
Telephone: (650) 877-8535
References: California Code of Regulations, Title 14, (CEQA Guidelines) Sections 15082(a), 15103,
15375 Revised October 1989.
AB 1108, February 2001, Environmental quality: scoping meetings: military areas. Section 21083.9 of
the Public Resources Code.
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TOWN OF CaLMA
PLANNING DEPARTMENT
1190 EI Camino Real- Colma, California 94014
Phone: (650) 985-2590 - FAX: (650) 985-2578
April 27, 2005
Susy Kalkin, Principal Planner
City of South San Francisco
Planning Division
P.O. Box 711
South San Francisco, CA 94083-0711
RECEIVED
APR 2 8 ?
,rJ05
PLANNING
RE: Notice of Preparation of a DEIR - 249 East Grand Avenue Office/R&D Project
Dear Ms. Kalkin,
Thank you for allowing the Town. of Colma Planning Department to comment on the Notice of
Preparation of a Draft EIR for the 249 East Grand Avenue Office/R&D Project.
The Town of Colma would strongly suggest that the Environmental Impact Report address potential
impacts brought about by projected increases in traffic, specifically in the vicinity of Lawndale
Boulevard. The establishment of McLellan Drive and Lawndale Boulevard, leading from EI Camino
Real east to Hillside Boulevard, provides an alternative access route to Sister Cities Boulevard from
Highway 280. This alternative access could see an increase in use with the development of the
proposed project.
Please keep the Town of Colma informed during the environmental review process. Feel free to call
me at (650) 985-2590 if you have any questions of wish to discuss the project.
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STATE OF CALIFORNIA-BUSINESS. TRANSPORTATION AND HOUSING AGENCY
r-,\
DEPARTMENT OF TRANSpd"_j1\ TION
DNISION OF AERONAUTICS - M.S.#40
1120 N STREET
P. O. BOX 942873
SACRAMENTO, CA 94273-0001
PHONE (916) 654-4959
FAX (916) 653-9531
TTY (916) 651-6827
ARNOLD SCHW ARZENEGGER. Governor
RECEIVED
MAY 1 6 2005
PLANNING
~
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Flex your power!
Be energy efficient!
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Ms. Susy Kalkin
City of South San Francisco
P.O. Box 711
South San Francisco, CA 94083
May 11,2005
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Dear Ms. Ka1kin:
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Re: City of South San Francisco's Notice of Preparation for the 249 East Grand Avenue Office Draft
Environmental Impact Report (EIR); SCH# 2005042121
The California Department of Transportation (Caltrans). Division of Aeronautics (Division). reviewed the above-
referenced document with respect to airport-related noise and safety impacts and regional aviation land use
planning issues pursuant to the California Environmental Quality Act (CEQA). The Division has technical
expertise in the areas of airport operations safety and airport land use compatibility. We are a funding agency for
airport projects and we have permit authority for public use airports and heliports. We offer the following
comments for your consideration.
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The proposal is for the construction of four office/research and developm~nt buildings and a four-level parking
structure. The project site is located approximately 9,000 feet northwest of San Francisco International Airport.
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Structures should not be at a height that will result in penetration of the approach imaginary surfaces. Public
Utilities Code, Section 21659,"Hazards Near Airports Prohibited" prohibits structural hazards near airports. To
~nsure compliance with Federal Aviation Regulation. Part 77, "Objects Affecting Navigable Airspace,"
submission of a Notice of Proposed Construction or Alteration (Form 7460-1) to the Federal Aviation
Administration (FAA) may be required. For further technical information, please refer to the FAA's web site at
http://www.faa.gov/ats/atalATA400/oeaaa.html.
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Section 11010 of the Business and Professions Code and Sections 1102.6, 1103.4. and 1353 of the Civil Code
(http://www.lecinfo.ca.€!ov/calaw.html) address buyer notification requirements for lands around airports. Any
person who intends to offer land for sale or lease within an airport influence area is required to disclose that fact
to the person buying the property.
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These comments reflect the areas of concern to the Caltrans Division of Aeronautics with respect to airport-
related noise and safety impacts and regional airport land use planning issues. We advise you to contact our
district office concerning surface transportation issues.
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Thank you for the opportunity to review and comment on this proposaL If you have any questions, please call me
at (916) 654-5314.
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Sincerely,
<6a~~
SANDY HESNARD
Aviation Environmental Planner.
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c: State Clearinghouse, San Mateo County ALUC, San Francisco Int Airport
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"Caltrans improves 1Iwbility across California"
CCAG
CITY/CoUNTY AsSOCIATION OF GoVERNMENTS
OF SAN MATEO COUNTY
Atherton' Belmont. Brisbane' Burlingame' Colma . Daly City. East Palo Alto' Foster City . Half Moon Bay . HiZZsborough ~ Menlo P(U:~ . MiZlbrae
Pacifica' Ponola Valley' Redwood City. San Bruno' San Carlos' San Mateo' San Mateo CIJtI1l1:y . South San FrancISco' Wooaszde
May 23, 2005
Susy Kalkin, Principal Planner
City of South San,Francisco
Planning Division
315 Maple Avenue
South San Francisco, CA
RECEIVED
MAY 2 5 2005
PLANNING
Dear Susy:
RE:
C/CAG Airport Land Use Committee (ALUC) Staff Comments on a Notice of
Preparation (NaP) of a Draft Environmental Impact Report (DEIR) for the 249
E Grand Avenue Office/R& D P .
Thank you for
that follow
airport/lan
inment on the
d Use Committ '
s related to the
Th ct r a Us nstruct a p velopment, consi four
office/R&D buildings that will total approximately 500,000 square feet, including approximately
5,500 square ~eet to ancillary retail/commercial space, surface parking, and a four-level parking
garage. An existing 360,000 square-foot industrial building, that currently occupies the site and
all related site improve~ents, will be demolished to construct the proposed development. The
existing general plan and zoning regulations allow the proposed use with a Use Permit. No land
use policy change(s) are needed to accommodate the proposed project.
CCAG/Airport Land Use Committee (ALUC) Review
The existi.ng land use and zoning regulations allow the proposed use with a Use Permit. Since no
land use policy change(s) is required, the proposed project does not require formal review/action
by the ALUC and CCAG.
Airport/Land Use Compatibility Issues.
The proposed office/R&D/retail project is a compatible use with aircraft operations at nearby
San Francisco International Airport. However, the ALUC and CCAG routinely look at three
.specific issues to address airport/land use compatibility regarding specific project characteristics.
Each of these issues, related to the proposed project, is addressed, as follows: '
~ ~-
LI ~r
~i $ ~~
=Ell? ...". TT
() l~t }..filli till S (~
.fif~
'~b'~
555 COUNTY CENTER. 5TH FLooR, REDWOOD CITY, CA 94063 '650/599-1406' 650/594-9980
(FRM00341.DOC)
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CCAG Airport Land Use Committee (ALUC) Staff Comment Letter, Notice of Preparation
(NOP) of a Draft Environmental Impact Report (DEIR) for the 249 East Grand Avenue
OfficelR& D Project
May 23, 2005
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Page 2
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Height of Structures/Airspace Protection. The 15.75 acres site is located east ofD.S.
Highway 101, within the Federal Aviation Regulations FAR Part 77 Conical Surface
airspace protection area for San Francisco International Airport. CCAG, acting as the
Airport Land Use Commission for San Mateo County, has adopted the FAR Part 77
regulations, as applicable to San Francisco International Airport, to protect the airspace
for the unobstructed passage of aircraft in flight in the vicinity of the Airport.
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Since the project site is located within the FAR Part 77 Conical Surface, the project
sponsor must file FAA Form 7460-1, "Notice of Proposed Construction or Alteration"
with the FAA Western-Pacific Regional Office in Southern California. The FAA staff
will then review the proposed project to determine if it has any impact on the airspace
and/or local navigation aids and will identify other FAA concerns with the project, if any.
Since the FAA staff at the Western-Pacific Regional Office receives many of these
submittals, I strongly suggest that the project sponsor submit the required FAA
!'paperwork as soon as possible. The necessary FAA forms can be obtained from the FAA
Airports District Office (ADO) in Burlingame, California, by calling 650/876-2805.
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~,~ Aircraft Noise/Overflight. The project site is located east ofD.S. Highway 101, under
t,~ the Shoreline Departure Route, for aircraft departing on Runways 28 at San Francisco
International Airport. When this departure procedure is used, under certain weather
, conditions, northbound and eastbound departing aircraft are required to turn right as soon
as feasible, to avoid the populated areas in South San Francisco and Brisbane and remain
east of the freeway. This procedure was designed as an aircraft noise mitigation
procedure and when used, it is a very successful mitigation tooL The Shoreline
Departure right turn will frequently take aircraft over the project site, under full take-off
power. Therefore, there will be frequent occurrences of high single-event noise levels
and aircraft overflight in the vicinity of the project site.
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To mitigate the above-referenced noise impact, the proposed inhabited structures should
be designed and built to achieve an interior noise level of not more than 45 dB, based on
aircraft noise events. That noise level should en easily achievable with standard building
construction fro officelR&D buildings. However, I strongly suggest that the City of
South San Francisco carefully review the building plans for the proposed project to
assure itself that the 45 dB interior noise level will be achieved, via the proposed
construction design and selected building materials.
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CCAG Airport Land Use Committee (ALUC) Staff Comment Letter, Notice of Preparation
(NOP) of a Draft Environmental Impact Report (DEIR) for the 249 East Grand Avenue
Office/R& D Project
May 23, 2005
Page 3
Safety Criteria. The most critical and restrictive airport/land use safety criteria are
focused on the ends of the runways and along the extended runway centerlines. The
project site is located north of the departure ends of Runways 28 Right at San Francisco
International Airport. Any specific safety criteria that would be applicable to the
runways at San Francisco International Airport would not be incompatible with the
proposed use at the project location.
Comments from the Caltrans Division of Aeronautics
The comments contaitled herein are consistent with and supportive of the comments in a letter to
you, dated May 11,2005, prepared and signed by Sandy Hesnard, Aviation Environmental
Planner, at the Caltrans Division of Aeronautics.
If you have any questions regarding these comments, please call me at 650/363-4417.
cc: CCAG Airport Land Use Committee (ALUC) Members
Richard Napier, CCAG Executive Director
Nixon Lam, SFO Planning
Sandy Hesnard, Caltrans Division of Aeronautics
a1ucstaffcomletssf24geastgrandnop.doc
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STATE OF CALIFORNIA-BUSINESS. TRANSPORTATION AND HOUSING AGENCY
ARNOLD SCHWARZENEGGER. Governor
DEPARTMENT OF TRANSPORTATION
111 GRAND AVENUE
P. O. BOX 23660
OAKLAND, CA 94623-0660
PHONE (510) 286-5505
FAX (510) 286-5559
TTY (800) 735-2929
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RECEIVED
MAY 2 5 2005
PlANNING
Flex your power!
Be energy efficient!
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May 23, 2005
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SMlO1408
SM-IOI-22.14
SCH2005042121
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Ms. Susy Kalkin
City of South San Francisco
P.O. Box 711
South San Francisco, CA 94083
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, . ~ ,
Dear Ms. Kalkin:
'.'''' i.
~ " .~.. ..r'~"_"'.'~.~V' ,--' .......t L-'
249 East Grand Avenue OfficeIR&DProJecf - Notlceof Preparation
; .":- .'".k .~ -'~
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Thank you for including the'California Department of Transportation (Department) in the
environmental review process for the above-referenced project. We have reviewed the
Notice of Preparation for the 249 East Grand Avenue Office/R&D Project draft
Environmental Impact Report and have the following comments to offer:
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Our primary concern with the project is the potentially significant impact it may have to
traffic volume and congestion. We recommend a traffic impact analysis be prepared. The
traffic impact analysis should include, but not be limited to the following:
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1. Information on the project's traffic impacts in terms of trip generation, distribution,
and assignment. The assumptions and methodologies used in compiling this
information should be addressed.
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2. Average Daily Traffic (ADT) and AM and PM peak hour volumes OIl.a1l significantly
affected streets and highways, including crossroads and controlling intersections. . . '
3. Schelllatic illustration of the traffic conditions for: 1) existing, 2) existing plus project,
.3).. cumllla,tiye, and 4) cumulative plus project for the intersections and roadway
., segments in the project area.
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"Caltrans improves mobility across Californian
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Ms. Susy Kalkin
May 23, 2005
Page 2
4. Calculation of cumulative traffic volumes should consider all traffic-generating
developments, both existing and future, that would affect the State highway facilities
being evaluated.
5. Mitigation measures should consider highway and non-highway improvements and
services. Special attention should be given to the development of alternate solutions to
circulation problems that do not rely on increased highway construction.
6. All mitigation measures proposed should be fully discussed, including financing,
scheduling, implementation responsibilities, and lead agency monitoring.
We encourage the City of South San Francisco to coordinate preparation of the study with
our office, and we would appreciate the opportunity to review the scope of work. Please see
the Department's "Guide for the Preparation of Traffic Impact Studies" at the following
website for more information:
http://v.lww.dot.ca.govlhq/traffops/developserv /operationalsystems/reports/tis guide. pdf
We look forward to reviewing the traffic impact analysis and draft Environmental Impact
Report for this project. Please send two copies to:
Alice Jackson
Office of Transit and Community Planning
Department of Transportation, District 4
P.O. Box 23660
Oakland, CA 94623-0660
Should you require further information or have any questions regarding this letter, please
call Alice Jackson of my staff at (510) 286-5988.
~cerelY' ~
T~SABLE
District Branch Chief
IGRfCEQA
c: Scott Morgan (State Clearinghouse)
<<Caltrans improves mobility across Californian
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STATE OF CALIFORNIA
r-'....
( )
,mold Schwarzenegger, Governor
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PUBLIC UTILITIES COMMISSION
May 24, 2005 '
File No.183-41
SCH# 2005042121
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505 V/>.J>l NESS AVENUE
SAN FRANCISCO, CA 94102-3298
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Susy Kalkin
City of South San Francisco
PO Box 711
South San Francisco, CA 94083
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RE: 249 East Grand Avenue Office/R&D Project,
Dear Ms. Kalkin:
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.As the state agency responsible for rail safety within California, we recommend that any
development projects planned adjacent to or near the rail corridor in the County be
planned with the safety of the rail corridor in mind. New developments may increase
traffic volumes not only on streets and at intersections, but also at at-grade highway-rail
crossings. This includes considering pedestrian circulatipn patterns/destinations with .
respect to the Union Pacific Railroad right-of-way.
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If the spur track that leads to the site is no longer needed, it should be removed, with the
rail removed from East Grand Avenue as part of the project.
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The above-mentioned safety improvement should be considered when approval is sought
for the new development. Working with Commission staff early in the conceptual design
phase will help improve the safety to motorists and pedestrians in the County.
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If you have any questions in this matter, please call me at (4l5) 703-2795.
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Kevin Boles
Utilities Engineer
Rail Crossings Engineering Section
Consumer Protection and Safety Division
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cc: Patrick Kerr, Union Pacific Railroad
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Department of Public Works
BOARD OF SUPERVISORS
MARK CHURCH
RICHARD S. GORDON
JERRY HILL
ROSE JACOBS GIBSON
ADRIENNE TISSIER
NEIL R. CULLEN
DIRECTOR
COUNTY OF SAN MATEO
555 COUNTY CENTER, 5TH FlOOR. REDWOOD CITY, CALIFORNIA 94063-1665 . PHONE (650) 363-4100 . FAX (650) 361-8220
May 24, 2005
Ms. Susy Kalkin
City of South San Francisco
Planning Division
315 Maple Avenue
City Hall Annex
South San Francisco, CA 94083
RECEIVED
MAY 3 1 2005
PLANNING
Dear Ms. Kalkin:
Subject:
Notice of Preparation of a Draft Environmental Impact Report-
249 East Grand Avenue Office/R&D Project, South San Francisco
We are in receipt of your letter dated April 21, 2005, regarding the subject project. The San
Mateo County Department of Public Works, in its capacity as the Administrator of the Colma
Creek Flood Control District (District), has reviewed the Notice of Preparation of a Draft
Environmental hllpact RepOli. Our records show that the proposed project site is located
outside of the Colma Creek Flood Control Zone (Zone). Since the project site is located outside
ofthe Zone boundaries and does not contribute financially to the Zone's revenue and
maintenance of the District's facilities, storm water runoff from this site must not be directed to
drain into the District's flood control chmmel. We request that you provide us with a copy of the
EIR when completed for our review and comment.
If you have any questions, please contact Mark Chow at (650) 599-1489, or myself at
(650) 599-1417. '
Very truly yours,
Ann M. Stillman, P .E.
Principal Civil Engineer
Utilities-Flood Control-Watershed Protection
AMS:MC:JY:mmy
F:\USERS\ADMIN\CITIES\SSF\2005\249 E Grand Ave R&D - Notice of Prep. Review,doc
G:\USERS\UTILlTY\Colma Creek FCD\WORDIReview External Project\2005\249 E Grand Ave R&D - Notice of Prep. Review.doc
File No: F-149 (9H)
cc: Mark Chow, P.E., Senior Civil Engineer, Utilities-Flood Control-Watershed Protection
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CCAG
RECEIVED
JUN 0 f 2005
PLANNING
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CITY/COUNTY ASSOCIATION OF GoVERNMENTS
OF SAN MATEO COUNTY
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Atherton. Belmont. Brisbane. Burlingame. Calma. Daly City. East Palo Alto. Foster City. Hal/Moon Bay. Hillsborough . Menlo Park. Millbrae
Pacifica. Portola Valley. Redwood City. San Bruno. San Carlos. San Mateo. San Mateo COW"Ity. South San Francisco. Woodside
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May 25, 2005
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Susy Kalkin, Principal Planner
City of South San Francisco
Planning Division
P.O. Box 711
South San Francisco, CA 94083
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Dear Ms. Ka1kin:
SUBJECT: 249 East Grand Avenue Office!R.&D Project
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Thank you for the opportunity to comment on the Notice of Preparation of a Draft Environmental
Impact Report (EIR) for the 249 East Grand Avenue Office!R.&D Project. Under the Congestion
Management Program, the review of the project must include the identification of the traffic
impacts on the State Highway System. If that review reveals that the project will generate 100 or
more peak hour trips, the C/CAG land use policy and implementation guidelines must be
followed. This includes the mitigation of all of the trips through Transportation Demand
Management measures.
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I look forward to seeing a copy of the Draft EIR for this project. Thank: you for your continued
efforts on the reduction of congestion in our County.
Please let me know if you have any questions.
Regards,
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~ #c{~
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Tom Madalena
Planner II
City/County Association of Governments of San Mateo County
650-363-1867 direct
tmadalena@co.sanmateo.ca.us
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TAM:kcd - TAMP0596 WKN.DOC
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555 CoUNrYCENrER, 5rnFLOoR, REDwoooCrrY, CA 94063 . 650/599-1406 . FAX: 650/361-8227
(FRM00345.DOC)
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249 EAST GRAND AVENUE PROJECT
INITIAL STUDY
PREPARED FOR:
CITY OF SOUTH SAN FRANCISCO
PREPARED BY LAMPHIER - GREGORY
1944 EMBARCADERO
OAKLAND, CA 94606
MARCH 2005
TABLE OF CONTENTS
Page
INITIAL STUDY.. .......... ....... ... ..... ...... ...... ...... ... ................ ... ........ ..... ........... ...... ... ... ...... ...... ... ......... ........... ....... 2
GENERAL PROJECT INFORMATION .................................................................................................................................................2
Project Entitlements ..................... .................. ........ ............................ ......... ......................................... ........ ..................... .... .......2
Lead Agency ...................................................................................................................................................................................2
Project Location... ................................................. .......... ....... ....................... ....... ........................ .............................. ................. ... 2
Project Applicant ............................................................... .... ................................. .... ............................................................ .......2
ENVIRONMENTAL FACTORS POTENTIALLY AFFECTED ..............................................................................................................2
LEAD AGENCY DETERMINATION....................................................................................................................................................3
INITIAL STUDY CHECKLIST ................... ... ......... ..... .... .... ... ..... ........... ... ........... ... ........ ....... ................... ........ 4
AESTHETICS ...............................................................................................................................................................................................4
AGRICULTURE RESOURCES..................................................................................................................................................................... 6
AIR QUALIlY ............................................................................................................................................................................................. 7
BIOLOGICAL RESOURCES ........................................................................................................................................................................ 9
CULTURAL RESOURCES..........................................................................................................................................................................1 0
GEOLOGY AND SOILS ............................................................................................................................................................................11
HAZARDS AND HAZARDOUS MATERIALS ..........................................................................................................................................13
HYDROLOGY AND WATER QUALIlY..................................................................................................................................................15
LAND USE AND PLANNING ..................................................................................................................................................................17
MINERAL RESOURCES............................................................................................................................................................................18
NOISE........................................................................................................................................................................................................19
POPULATION AND HOUSING ...............................................................................................................................................................21
PUBLIC SERVICES ....................................................................................................................................................................................22
RECREATION ...........................................................................................................................................................................................23
TRANSPORTATION ITRAFFIC ................................................................................................................................................................24
UTILITIES AND SERVICE SYSTEMS .......................................................................................................................................................26
MANDATORY FINDINGS OF SIGNIFICANCE ......................................................................................................................................28
INITIAL STUDY
II
249 EAST GRAND AVENUE PROJECT
PAGE 1
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INITIAL STUDY
GENERAL PROJECT INFORMATION
PROJECT ENTITLEMENTS
The proposed Project would require a Use Permit to construct a phased development consisting of
four office/Research & Development buildings totaling about 500,000 square feet, and a 4-level,
1,227 space car parking structure.
LEAD AGENCY
City of South San Francisco
Department of Economic and Community Development
315 Maple Avenue
P.O. Box 711
South San Francisco, Ca. 94083
PROJECT LOCATION
A site bounded by East Grand Avenue on the south, industrial buildings fronting Roebling Road on
the west, and railroad rights-of-way on the north and east.
PROJECT ApPLICANT
The Project applicant is Alexandria Real Estate Equities, Inc.
ENVIRONMENTAL FACTORS POTENTIALLY AFFECTED
Environmental factors which may be affected by the Project, as defined by the California
Environmental Quality Act are listed alphabetically below. Factors marked with a filled in block C.)
were determined to be potentially affected by the Project, involving at least one impact that has been
identified as a "Potentially Significant Impact", as indicated in the Environmental Evaluation Form
Checklist and related discussion that follows. Unmarked factors (D) were determined to not be
significandy affected by the Project, based on discussion provided in the Checklist.
INITIAL STUDY
.
249 EAST GRAND AVENUE PROJECT
PAGE 2
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I Aesthetics
o Agriculture Resources
lAir Quality
o Biological Resources
o Cultural Resources
'Geology and Soils
. Hazards and Hazardous Materials
. Hydrology and Water Quality
lLand Use and Planning
o Mineral Resources
I Noise
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o Population and Housing
'Public Services
o Recreation
I Transportation and Circulation
I Utilities and Service Systems
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LEAD AGENCY DETERMINATION
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On the basis of this initial evaluation:
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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 revisions in the Project have been made
by or agreed to by the Project proponent. A :MITIGATED NEGATIVE DECLARATION will
be prepared.
V/ 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 "potentially significant impact" or "potentially
significant unless mitigated'" 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.
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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 ErR.
pursuant to applicable standards, and (b) have been avoided or mitigated pursuant to that earlier
EIR, including revisions or mitigation measures that are imposed upon the proposed Pr.oject, an
EIR Addendum is required
-
-
L~b
Susy ~, Principal Planner
~/ d~, 2005
I
Date
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INITIAL STUDY CHECKLIST
The Checklist portion of the Initial Study begins below, with explanations of each CEQA issue
topic. A "no impact" response indicates that no action that would have an adverse effect on the
environment would occur due to the Project. 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." 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."
Environmental Factors and Focused Questions for Potentially Less Than Less Than
Determination of Environmental Impact Significant Significant with Significant No New
Impact Mitigation Impact Impact
I. AESTHETICS - Would the Project:
a) Have a substantial adverse effect on a scenic [ ,f] [ ] [ ] [ ]
vista?
b) Substantially damage scenic resources, [ ] [ ] [ ,f]
including, but not limited to, trees, rock
outcroppings, and historic buildings within a
state scenic highway?
c) Substantially degrade the existing visual [ [ [ ,f]
character or quality of the site and its
surroundings?
d) Create a new source of substantial light or [ ,f] [
glare, which would adversely affect day or
nighttime views in the area?
a) Scenic Vistas. The Project site is not located within a scenic vista. However, the Project's
proposed buildings may block views of San Bruno Mountain as seen from areas east of the site. The
EIR will evaluate the extent of this impact.
b) Scenic Highways. The Project site is not located near a designated scenic highway.
INITIAL STUDY
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249 EAST GRAND AVENUE PROJECT
PAGE 4
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c) Visual Character. The proposed development would involve the demolition of an older vacant
industrial building, and would replace it with new building structures as well as new landscaping.
The development would enhance the visual character of the site.
-
d) Light and Glare. The proposed Project, with its new buildings, would result in additional light
emanating from structures, parking lots and other sources. New lighting would be required to
conform to standards that limit the amount of light that can spill over to other properties, through
the use of downcast lighting fixtures.
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249 EAST GRAND AVENUE PROJECT
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Environmental Factors and Focused Questions for Potentially Less Than Less Than
Detennination of Environmental Impact Significant Significant with Significant No New
Impact Mitigation Impact Impact
II. AGRICULTURE 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. Would the Project:
a) Convert Prime Farmland, Unique Farmland, or ] [ J"]
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, [ ] [ ] [ ] [ J"]
or a Williamson Act contract?
c) Involve other changes in the existing [ ] [ ] [ ] [ J"]
environment which, due to their location or
nature, could result in conversion of Farmland,
to non-agricultural use?
a) Prime Farmland. No designated agricultural land is located on the Project site.
b) Williamson Act Contracts. No land on the Project site is under a Williamson Act contract.
c) Farmland Conversion. No land on the Project site is used for agricultural purposes.
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249 EAST GRAND AVENUE PROJECT
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Environmental Factors and Focused Questions for Potentially Less Than Less Than -
Determination of Environmental Impact Significant Significant with Significant No New
Impact Mitigation Impact Impact
III. 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: -
a) Conflict with or obstruct implementation of the [ ] [ ] [ J'] [ ]
applicable air quality plan?
b) Violate any air quality standard or contribute [ J'] [ ] ] [ ]
substantially to an existing or projected air
quality violation?
c) Result in a cumulatively considerable net [ [ ] [ J'] ]
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 [ J'] [ ] [ ] [ ] -
pollutant concentrations?
e) Create objectionable odors affecting a [ ] [ ] [ ] [ J']
substantial number of people?
a) Air Quality Plan Conflict. The local air quality agency is the Bay Area Air Quality Management
District (BAAQMD). The District enforces rules and regulations regarding air pollution sources and
is the primary agency preparing the regional air quality plans mandated under state and federal law.
The San Francisco BtD' Area Ozone Attainment Plan is the current ozone air quality plan required under
the Federal Clean Air Act. The state mandated regional air quality plan is the BtD' Area 2000 Clean
Air Plan. A project would be judged to conflict with or obstruct implementation of the regional air
quality plan if it would be inconsistent with the growth assumptions, in terms of population,
employment or regional growth in Vehicle Miles Traveled. The EIR will evaluate whether the
project would conflict with applicable air quality plans.
b) Air Quality Standards. Construction activity air quality impacts could be significant, due to
airborne particulate matter and construction vehicle emissions. The EIR will evaluate the extent of
this impact, and will recommend mitigation measures that will reduce impacts to a less than
significant level. In terms of mobile source emissions, and in the context of existing emissions in the
area, the project's incremental increase would be evaluated in the EIR.
c) Criteria Pollutants. The primary source of long term emissions associated with the proposed
Project would be from motor vehicles. Although office uses would not emit significant amounts of
air pollutants directly, the project would indirectly attract motor vehicles that would generate
emissions. Mobile etnlSS10nS associated with the project would incrementally increase regional
INITIAL STUDY
249 EAST GRAND AVENUE PROJECT
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II
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vehicular e1ll1SSlOns. The EIR will determine whether project related vehicular e1ll1SS10nS would
exceed significance thresholds for regional emissions.
d) Sensitive Receptors. For CEQA purposes, the BAAQMD defines a sensitive receptor as a
location where human populations, especially children, seniors, and sick persons are located and
where there is reasonable expectation of continuous human exposure. Project construction would
result in temporary increases in diesel particulate emissions due to operation of heavy equipment.
The Early Years Children's Center (a child care center) is located 400 feet east of the Project site.
The EIR will evaluate the Project's potential impacts on this sensitive receptor.
e) Objectionable Odors. The EIR will evaluate whether the project would be a source of
objectionable odors.
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249 EAST GRAND AVENUE PROJECT
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Environmental Factors and Focused Questions for Potentially less Than less Than -
Determination of Environmental Impact Significant Significant with Significant No New
Impact Mitigation Impact Impact
IV. BIOLOGICAL RESOURCES - Would the Project:
a) Have a substantial adverse effect, either directly [ [ [ J']
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 Game or U.S. Fish and
Wildlife Service?
b) Have a substantial adverse effect on any ] [ J']
riparian habitat or other sensitive natural
community identified in local or regional plans,
policies, regulations or by the California
Department of Fish and Game or US Fish and
Wildlife Service?
c) Have a substantial adverse effect on federally [ [ J']
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 [ J'] -
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 [ J'] [ [ [ ]
protecting biological resources, such as a tree
preservation policy or ordinance? -
n Conflict with the provisions of an adopted [ J']
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 does not contain special status
species habitat. The site has been developed and is in an urbanized state. -
c) - d) Wetlands and Wildlife Corridors. The proposed project site does not contain wetland
areas. It is an area that is currently developed with urban land uses. -
e) - f) Tree Preservation Ordinance. The project site is predominantly covered with asphalt and
a large industrial building. The existing vegetation consists of a line of approximately 20 trees of
varying heights, low shrubs and a lawn located along the site's East Grand Avenue frontage. Several
of the trees on site may be considered Protected Trees under the City of South San Francisco Tree
Ordinance. The ErR will evaluate the extent of the Project's impact on these trees.
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249 EAST GRAND AVENUE PROJECT
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Environmental Factors and Focused Questions for Potentially Less Than Less Than
Determination of Environmental Impact Significant Significant with Significant No New
Impact Mitigation Impact Impact
V. CULTURAL RESOURCES - Would the Project:
a) Cause a substantial adverse change in the [ [ ,f]
significance of a historical resource as defined
in S15064.5?
b) Cause a substantial adverse change in the [ ,f]
significance of an archaeological resource
pursuant to S15064.5?
c) Directly or indirectly destroy a unique [ [ ,f]
paleontological resource or site or unique
geologic feature?
d) Disturb any human remains, including those ] [ ,f]
interred outside of formal cemeteries?
a) Historical Resources. The project site is developed with a large 1960s era industrial building,
which is not eligible for designation on a Register of historic buildings.
b) Archaeological Resources. According to the City of South San Francisco General Plan, South
San Francisco's coastal location, and its rich history as a center of industry, makes the existence of
prehistoric and historic archaeological resources likely. It is possible that buried prehistoric resources
may be found in the City, although currendy there is insufficient data to predict that they may be
found at the project site, especially because the site has been previously disturbed. If archaeological
resources are discovered on site, these resources shall be handled according to Section 7050.5 of the
California Health and Safety Code and Section 5097.98 of the Public Resources Code. This would
be a condition of any project approval.
c) Geologic/Paleontological Features. There are no unique geologic or paleontological features
associated with the project site.
d) Human Remains. There are no known human remalllS that would be disturbed by the
proposed project. As mentioned before, most of the project site has already been disturbed by urban
development. No formal cemeteries have been located on the project site.
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249 EAST GRAND AVENUE PROJECT
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Environmental Factors and Focused Questions for Potentially Less Than Less Than
-
Determination of Environmental Impact Significant Significant with Significant No New
Impact Mitigation Impact Impact
VI. GEOLOGY AND SOILS - Would the Project:
-
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 [ J'] ] ]
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? [ J'] [ ] ] [ ]
iii) Seismic-related ground failure, including [ J'] [ ] ] [ ]
liquefaction? -
iv) Landslides? [ ] [ ] [ J'] [ ]
b) Result in substantial soil erosion or the loss of [ J'] [ ] [ ] [ ] -
topsoil?
c) Be located on a geologic unit or soil that is [ J'] [ ] [ ] [ ]
unstable, or that would become unstable as a
result of roadway improvements, and potentially -
result in on- or off-site landslide, lateral
spreading, subsidence, liquefaction or
collapse? -
d) Be located on expansive soil, as defined in [ J'] [ ] ] [
Table 18-1-B of the Uniform Building Code
(1994), creating substantial risks to life or -
property?
e) Have soils incapable of adequately supporting [ ] [ J']
the use of septic tanks or alternative waste -
water disposal systems where sewers are not
available for the disposal of waste water?
-
a) Seismic Impacts. The Project site is located in a seismically active area and may be subject to
strong ground shaking during the lifetime of the Project, similar to all development in the region.
Seismic shaking could induce settlement of loose, unconsolidated sediments, and differential seismic
settlement could occur on the site. The EIR will identify potential seismic impacts that would affect
the Project, and will recommend mitigation measures that can be implemented to reduce impacts to
a level of less than significant.
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b) Erosion. The Project site is predominantly urbanized, with only a portion of the area's soils
exposed, including small areas used for landscaping. However, impacts could occur due to
construction activity that disturbs the soil and is not properly protected from wind and rain erosion. -
INITIAL STUDY
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249 EAST GRAND AVENUE PROJECT
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Best Management Practices could be used to mitigate the potential impacts of soil erosion on the
site. The EIR will evaluate these impacts and provide detailed mitigation measures that would reduce
these impacts to a level of less than significant.
c) Unstable Soils. The Project would result in development that would require grading,
excavation, or other modifications to the soil or geology which could increase the potential for soil
instability on the site. The EIR will provide additional description of the geologic and soils condition
of the site and recommend mitigation measures for any potential impacts.
d) Expansive Soils. A large portion of the city, primarily east of u.s. 101, is underlain by deposits
of Bay mud up to 80 feet deep in some places. Associated development hazards include shrink-
swell, settlement, and corrosivity. Seismic hazards include earthquake wave amplification and
liquefaction. Development in the City's lowland zone where the project site is located often requires
engineering solutions to address soil constraints and the increased risk of geologic and seismic
hazard in this area. The EIR will evaluate in more detail the potential impacts associated with
expansive soils at the project site, and will recommend measures to mitigate these impacts.
e) Septic Tanks. The proposed Project would not involve the use of septic tanks. Proposed
Project buildings would be connected to sanitary sewer infrastructure.
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249 EAST GRAND AVENUE PROJECT
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Environmental Factors and Focused Questions for Potentially Less Than Less Than
-
Determination of Environmental Impact Significant Significant with Significant No New
Impact Mitigation Impact Impact
VII. HAZARDS AND HAZARDOUS MATERIALS -
Would the Project: -
a) Create a significant hazard to the public or the [ J'] [
environment through the routine transport, use,
or disposal of hazardous materials? -
b) Create a significant hazard to the public or the [ J'] [
environment through reasonably foreseeable
upset and accident conditions involving the -
release of hazardous materials into the
environment?
c) Emit hazardous emissions or handle hazardous [ [ J']
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 ( J'] ( ] [ -
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 [ ] [ ] [ J']
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? -
~ For a Project within the vicinity of a private [ J']
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 ] [ ( J']
with an adopted emergency response plan or
emergency evacuation plan?
h) Expose people or structures to a significant risk [ ( J']
of loss, injury or death involving wildland fires, -
including where wildlands are adjacent to
urbanized areas or where residences are
intermixed with wildlands?
-
a) Transport, Use or Disposal of Hazardous Materials. Land uses at the site under the
proposed Project would involve office/research and development related activities, which may be
expected to involve the routine transport, use or disposal of hazardous materials. The EIR will
evaluate the extent of this potential impact and recommend mitigation measures.
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249 EAST GRAND AVENUE PROJECT
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b) Hazardous Materials Release. Land uses proposed for the Project site may involve activities
that would potentially lead to hazardous materials upset or accident conditions. In terms of past
uses on the site, a records search investigation will be performed for the site to determine whether
hazardous materials releases have occurred there and what that would portend for redevelopment of
the site.
c) Hazardous Materials Near Schools. The proposed Project site is located near a pre-school.
The EIR will identify any potential hazardous materials impacts on this school.
d) Hazardous Materials List. EIR preparation will include a records search to identify whether
hazardous materials are located on the Project site. If there is evidence of hazardous materials
presence, the EIR will evaluate its potential impacts and will recommend measures to mitigate these
impacts.
e) - g) Airport Land Use Plan, Emergency Response Plan. The Project site is located about
1.5 miles north of the San Francisco International Airport. The Project site is already developed,
and the proposed Project would replace buildings that are already on the site. Because the proposed
buildings would not be more than four stories tall, there would be no impact associated with the
Project.
h) Wildland Fires. The Project site is already developed with urban land uses. Therefore, no
wildland fire danger impacts would be associated with the proposed Project.
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249 EAST GRAND AVENUE PROJECT
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Environmental Factors and Focused Questions for Potentially Less Than Less Than
-
Determination of Environmental Impact Significant Significant with Significant No New
Impact Mitigation Impact Impact
VIII. HYDROLOGY AND WATER QUALITY - Would the
Project: -
a) Violate any water quality standards or waste [ J] [ ] [ ] [ ]
discharge requirements?
b) Substantially deplete groundwater supplies or [ ] [ J] [ ] -
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 [ J]
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 alter the existing drainage pattern ] [ J] [ ]
of the site or area, including through the
alteration of the course of a stream or river, or
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 [ [ J] -
exceed the capacity of existing or planned
storm water drainage systems or provide
substantial additional sources of polluted
runoff?
0 Otherwise substantially degrade water quality? [ [ ] [ J] [ ]
g) Place housing within a 1 DO-year flood hazard [ [ ] [ ] [ J] -
area as mapped on a federal Flood Hazard
Boundary or Flood Insurance Rate Map or other
flood hazard delineation map? -
h) Place within a 1 OO-year flood hazard area [ [ [ [ J]
structures, which would impede or redirect flood
flows?
-
i) Expose people or structures to a significant risk [ [ ] [ J]
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? [ J]
-
a) Water Quality Standards. It is possible that the Project would have an impact on water quality
during its construction phase. Demolition of the existing building, grading, and Project construction -
INITIAL STUDY II 249 EAST GRAND AVENUE PROJECT
PAGE 15 -
activities would disrupt the Project site and disrupt soils and demolition debris to storm water
runoff. The EIR will evaluate the extent to which water quality would be affected, and would
recommend measures to reduce the Project's impact.
b) Groundwater Supply. The Project would not have a significant impact on groundwater
recharge rates at the Project site, since a majority of the site's surface area is impervious, and is
paved over with concrete, asphalt, or covered with building structures.
c) - f) Alteration of Drainage Patterns. Some localized changes in drainage patterns could occur
as a result of the Project, as a result of grading and excavation activities undertaken during
construction. However, these drainage pattern changes would be considered minor in the context
of drainage patterns in the area.
g) - j) Flood Hazards, Seiche, Tsunami. The Project site is not located within a 100 year flood
zone and would not be susceptible to tsunami damage.
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249 EAST GRAND AVENUE PROJECT
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Environmental Factors and Focused Questions for Potentially less Than Less Than
-
Determination of Environmental Impact Significant Significant with Significant No New
Impact Mitigation Impact Impact
IX. LAND USE AND PLANNING - Would the Project:
-
a) Physically divide an established community? [ [ ] [ J']
b) Conflict with any applicable land use plan, [ [ ] [ J']
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 [ J']
plan or natural community conservation plan? -
-
a) Divide Established Community. The Project would involve construction of an office/research
and development facility located on an already urbanized site. The Project would not divide an
established community.
-
b), c) Conflict with Policies or Plans. The Project would require a Use Permit for a 500,000
square foot office development. The ErR will evaluate the Project's impacts on existing plans and
policies.
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Environmental Factors and Focused Questions for
Determination of Environmental Impact
Potentially
Significant
Impact
Less Than
Significant with
Mitigation
Less Than
Significant
Impact
No New
Impact
X. MINERAL RESOURCES - Would the Project:
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?
[
[ J"]
[ J"]
a), b) Mineral Resources. No mineral resources of value to the region and the residents of the
state have been identified at the Project site. The Project site has not been delineated as a locally
important mineral recovery site on the City of South San Francisco General Plan, on any specific
plan, or on any other land use plan.
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Environmental Factors and Focused Questions for Potentially Less Than Less Than -
Determination of Environmental Impact Significant Significant with Significant No New
Impact Mitigation Impact Impact
XI. NOISE - Would the Project:
-
a) Exposure of persons to or generation of noise [ J"] [ [ ]
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 [ [ J"]
excessive groundborne vibration or
groundborne noise levels? -
c) A substantial permanent increase in ambient [ [ J"]
noise levels in the Project vicinity above levels
existing without the Project? -
d) A substantial temporary or periodic increase in [ [ J"] [
ambient noise levels in the Project vicinity
above levels existing without the Project? -
e) For a Project located within an airport land use [ J"] [ [
plan or, where such a plan has not been
adopted, within two miles of a public airport or -
public use airport, would the Project expose
people residing or working in the Project area to
excessive noise levels?
-
f) For a Project within the vicinity of a private [ [ [ J"]
airstrip, would the Project expose people
residing or working in the Project area to
excessive noise levels? -
-
a), b) Excessive Noise or Vibration. During construction, noise levels at the Project site would
exceed current levels, due to the operation of construction equipment. The EIR will recommend
noise attenuation measures to be implemented during construction, in order to reduce construction _
noise impacts. It is not expected that the Project would produce excessive vibration, since pile
driving is not proposed for the Project site.
-
c), d) Ambient Noise Levels. Current ambient noise perceived at the Project site comes mainly
from nearby automobile traffic. Ambient noise levels would increase during the Project's operation
period, due to the increase in automobile traffic traveling to and away from the site. However, this
increase is not expected to be substantial, and overall operational noise levels on the site would be
less than those emitted during past site operations, which included substantial truck and railroad car
traffic noise.
-
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e), f) Airport Land Use Plan. The Project site is located about 1.5 miles north of the San
Francisco International Airport. Flights leaving from and arriving at the airport can occasionally be
heard at the Project site. However, this noise can be mitigated to a less than significant level
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through adherence with State Noise Insulation Standards in Tide 24 of the California Code of
Regulations.
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Environmental Factors and Focused Questions for Potentially Less Than Less Than
-
Determination of Environmental Impact Significant Significant with Significant No New
Impact Mitigation Impact Impact
XII. POPULATION AND HOUSING - Would the Project:
-
a) Induce substantial population growth in an area, [ [ ,f] [
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 ] [ [ [ ,f]
housing, necessitating the construction of -
replacement housing elsewhere?
c) Displace substantial numbers of people, [ [ ,f]
necessitating the construction of replacement
housing elsewhere?
-
a) Substantial Population Growth. The project would not lead to substantial population growth.
Though it would be expected that some future users of the project site would decide to live within
the City of South San Francisco, their numbers would be considered less than significant.
-
b), c) Displace People and Housing. The project would not displace any residents or housing
units.
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249 EAST GRAND AVENUE PROJECT
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Environmental Factors and Focused Questions for Potentially Less Than Less Than
Determination of Environmental Impact Significant Significant with Significant No New
Impact Mitigation Impact Impact
XIII. PUBLIC SERVICES -
a) 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 public services:
i) Fire protection? [ ] [ ] [ J] [ ]
ii) Police protection? [ ] [ ] [ J] [ ]
iii) Schools? [ ] [ ] [ J] [ ]
iv) Parks? [ ] [ ] [ J] [ ]
v) Other public facilities? [ ] [ ] [ J] [ ]
a)i) Fire Protection. The South San Francisco Fire Department provides residents and businesses
fIre suppression, emergency medical service, code enforcement, fIre investigation and public
education, with a staff of 85 and a minimum on duty daily staff of 20 persons. The EIR will
evaluate what impact the project would have on the Department's ability to serve the City.
a)ii) Police Protection. Police protection is provided by the City of South San Francisco Police
Department, by a total of 122 employees, including 80 sworn offIcers. The Department is generally
able to respond to high priority calls within two to three minutes. These times are within the
department's response time goals. The EIR will evaluate what impact the project would have on
police protection services in the City.
a)iii) Schools. The City of South San Francisco is served by the South San Francisco UnifIed
School District. It is possible that some users of the project site would relocate to the City, thereby
generating a small student population increase. However, because the project would not involve
construction of new residences, it is not expected that the school district would experience a
significant growth in student population.
a)iv) Parks. The proposed project would not place a significant demand on the City's public parks.
Though some users of the project site would use the City's parks, this use would be considered less
than significant.
INITIAL STUDY
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249 EAST GRAND AVENUE PROJECT
PAGE 22
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Environmental Factors and Focused Questions for Potentially less Than less Than -
Determination of Environmental Impact Significant Significant with Significant No New
Impact Mitigation Impact Impact
XIV. RECREATION -
-
a) Would the Project increase the use of existing [ [ [ ,f] [
neighborhood and regional parks or other
recreational facilities such that substantial
-
physical deterioration of the facility would occur
or be accelerated?
b) Does the Project include recreational facilities [ [ ,f]
or require the construction or expansion of -
recreational facilities, which might have an
adverse physical effect on the environment?
-
a), b) Recreational Facilities. The proposed project would not place a significant demand on the
City's public parks. Though some users of the project site would use the City's parks, this use would
be considered less than significant. In addition, Project implementation would include establishment
of a public open space area, resulting in a beneficial recreational services impact.
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INITIAL STUDY
II
249 EAST GRAND AVENUE PROJECT
PAGE 23
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Environmental Factors and Focused Questions for Potentially Less Than less Than
Determination of Environmental Impact Significant Significant with Significant No New
Impact Mitigation Impact Impact
XV. TRANSPORTATIONITRAFFIC - Would the Project:
a) Cause an increase in traffic, which is substantial [ J'] [ ]
in relation to the existing traffic load and capacity
of the street system (Le., result in a substantial
increase in either the number of vehicle trips, the
volume to capacity ratio on roads, or congestion
at intersections)?
b) Exceed, either individually or cumulatively, a [ J'] [ [
level of service standard established by the
county congestion management agency for
designated roads or highways?
c) Result in a change in air traffic patterns, ] ] [ J']
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 ] [ J']
feature (e.g., sharp curves or dangerous
intersections) or incompatible uses (e.g., farm
equipment)?
e) Result in inadequate emergency access? [ ] [ ] [ ] [ J']
~ Result in inadequate parking capacity? [ ] [ ] [ ] [ J']
g) Conflict with adopted policies, plans, or [ ] [ ] [ ] [ J']
programs supporting alternative transportation
(e.g., bus turnouts, bicycle racks)?
a) Traffic Increase. Implementation of the proposed project would result in a traffic increase
corresponding to 500,000 square feet of new office space. The level of traffic associated with the
Project could be considered significant. The EIR will further evaluate this impact.
b) Congestion Management Agency LOS Standards. Project related traffic could lead to a
decrease in Level of Service standards for the area. The EIR will further evaluate potential Levels of
Service impacts in the project area.
c) Air Traffic Patterns. The project would not have an impact on air traffic patterns in the area.
d) Design Hazards. The EIR will evaluate whether the project would lead to any hazards resulting
from project design features.
e) Inadequate Emergency Access. The proposed project would have to be designed in a manner
that allows free and clear circulation for emergency vehicles that would respond to an emergency on
INITIAL STUDY
.
249 EAST GRAND AVENUE PROJECT
PAGE 24
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site. Proposed circulation patterns for the site will be evaluated in the EIR, in the context of the
need for emergency access.
f) Parking Capacity. The EIR will evaluate whether the proposed project includes parking
capacity commensurate with its demand for parking.
-
g) Policy, Plan Conflicts. The traffic analysis for the EIR will determine whether the proposed
Project would conflict with adopted policies, plans or programs supporting alternative
transportation.
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INITIAL STUDY
II
249 EAST GRAND AVENUE PROJECT
PAGE 25
-
Environmental Factors and Focused Questions for Potentially Less Than Less Than
Determination of Environmental Impact Significant Significant with Significant No New
Impact Mitigation Impact Impact
XVI. UTILITIES AND SERVICE SYSTEMS - Would the
Project:
a) Exceed wastewater treatment requirements of [ [ J]
the applicable Regional Water Quality Control
Board?
b) Require or result in the construction of new [ J]
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 [ [ J]
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 [ J] ] [ ]
the Project from existing entitlements and
resources, or are new or expanded entitlements
needed?
e) Result in a determination by the wastewater [ [ J]
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?
~ Be served by a landfill with sufficient permitted [ J] [ ]
capacity to accommodate the Project's solid
waste disposal needs?
g) Comply with federal, state, and local statutes [ [ J]
and regulations related to solid waste?
a), b) Wastewater. The Wastewater Treatment Plant is joindy owned and operated by the cities of
South San Francisco and San Bruno, and recendy underwent expansion designed specifically to
provide the treatment capacity needed for growth. The sewage of both cities is treated, as is
wastewater from Cohna and the Serramonte portion of Daly City. The project would not exceed the
wastewater treatment requirements of the Regional Water Quality Control Board, since uses on the
site would be office related and the wastewater produced by the project would not be of a quality
that the plant could not treat.
c) Storm Drainage. Periodic flooding occurs in South San Francisco, but is confined to certain
areas along Colma Creek. Colma Creek handles much of the urban runoff generated in the city;
since South San Francisco is highly urbanized, runoff levels are high and there is increased potential
for flood conditions during periods of heavy rainfall. The principal flooding problem in the city is an
inadequate culvert and channel system where Cohna Creek runs under the Southern Pacific Railroad
INITIAL STUDY
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249 EAST GRAND AVENUE PROJECT
PAGE 26
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(SPRR) line. Peak flood flows in Colma Creek back up and pond east of the tracks, and water moves
away from the creek along city streets. However, the project site is not located in the vicinity of the
creek and would not be susceptible to flooding during a 100-year storm.
-
d) Water Supply. South San Francisco has two water suppliers. The California Water Service
Company Peninsula District (CWSC) serves that portion of the city east of Interstate 280, which
represents the majority of South San Francisco's area. The Company's current contract with the San
Francisco Water Department (SFWD) entides the City to 42.3 MGD per year. An additional 1.4
MGD can be pumped from groundwater. Water use in the City has increased steadily, and at a rate
faster than increases in the number of users. The EIR will evaluate the project's impact on South
San Francisco's water supply.
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e) Wastewater Capacity. Though not expected to occur, the EIR will evaluate whether the
project would cause the wastewater treatment plant to exceed its capacity.
f), g) Solid Waste. Solid waste is collected from South San Francisco homes and businesses and
then processed at the Scavenger Company's materials recovery facility and transfer station. Materials
that cannot be recycled or composted are transferred to the Ox Mountain Sanitary Landfill, near
Half Moon Bay. Browning-Ferris Industries, owner of the Ox Mountain Landfill, has a permit for
forward expansion to the Corinda Los Trancos Canyon at Ox Mountain. When the permit expires in
2016, either Corinda Los Trancos Canyon will be expanded further or Apanolio Canyon will be
opened for fill. The project would place a less than significant impact on landfill capacity.
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INITIAL STUDY
II
249 EAST GRAND AVENUE PROJECT
PAGE 27
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Environmental Factors and Focused Questions for Potentially Less Than Less Than
Determination of Environmental Impact Significant Significant with Significant No New
Impact Mitigation Impact Impact
XVII. MANDATORY FINDINGS OF SIGNIFICANCE-
a) Does the Project have the potential to degrade [ J] ]
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 [ J]
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, [ J] ]
which will cause substantial adverse effects on
human beings, either directly or indirectly?
a) Environmental Quality. Project implementation could lead to development that adversely
affects the environment in terms of impacts to various CEQA issue topics, as discussed in this
Initial Study. Mitigation measures, including existing permit requirements, policies, and development
practices will be described in the EIR. Nonetheless, the Project cannot guarantee that impacts will
be completely avoided or mitigated.
b) Cumulative Impacts. It is possible that the Project could have cumulative impacts related to
air quality and traffic. These potential impacts will be described in the EIR, and mitigated to the
extent feasible.
c) Adverse Effects on Human Beings. Human beings could be affected by a variety of impacts
described above. The expectation is that most, but perhaps not all impacts will be mitigated through
the implementation of mitigation measures and adherence to applicable policies and plans. Policy
makers and decision makers will have to balance the potential benefits of the Project against
potential impacts as they consider whether to approve, modify, or reject the Project, following EIR
preparation and full public disclosure of impacts.
INITIAL STUDY
.
249 EAST GRAND AVENUE PROJECT
PAGE 28
ApPENDIX B
-
-
APPENDIX TABLE B-1
-
LEVEL OF SERVICE
CONTROL DELAY RELATIONSHIP FOR
ALL-WAY STOP CONTROLLED INTERSECTIONS -
-
Level of Service Averaqe Control Delav Per Vehicle (in seconds)
-
A 0-10
B > 10 -15 -
C > 15 - 25
-
D > 25 - 35
E > 35 - 50 -
F > 50
-
-
Control delay includes initial deceleration delay, queue move up time to first in line at the intersection,
stopped delay as first car in queue, and final acceleration delay. _
-
-
Source: Highwqy Capaciry Manual 2000, Transportation Research Board.
-
-
-
-
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APPENDIX TABLE B-2
LEVEL OF SERVICE
AVERAGE CONTROL DELAY RELATIONSHIP FOR
TWO-WAY STOP CONTROL
(SIDE STREET STOP SIGN CONTROL) INTERSECTIONS
Level of Service
Averaqe Control Delav Per Vehicle (in seconds)
A
B
C
D
0-10
> 10 -15
> 15 - 25
> 25 - 35
E
> 35 - 50
F
> 50
Control delay includes initial deceleration delay, queue move up time to fIrst in line at the intersection,
stopped delay as fIrst car in queue, and fInal acceleration delay.
Source: Highwqy Capacity Manual 2000, Transportation Research Board.
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APPENDIX TABLE B-3
WARRANTS FOR PROVISION OF LEFf TURN LANES
Intersection Channelization Guide
Highway Research Program, Report #279_ TRB, November 1985.
'.. ....
... -
~ >
> "" "'"
'i' i
:> :>
0 :) 'CO
> - >
~ z
~ ~
~ ;:;
0 >-
>
lOll
...
I
2. LANE ROAD
.... I
1..0T.nJ...frf T,.U.,.';'EHT I
WAIlUlANTlO 110 IIlh4
... I I
I I i
I
:; \.(FT TUANS tIC v A- I
loa>
~ I
:>
...
c ...
>
~
.:;
0
!!-
<5
0
>
lOll
...
V... ADVANCING VOLUME I V.... I
-
-
-
-
-
-
-
-
VA
VOLUME . VPH I
-
NOTE WHEN VO < 400 VPH (dnhOG '.nel. A LEFT-TURN LANE IS NOT NORMALLY
WARRANTEO UNLESS THE AOVANCING VOI.UME 111.1 IN THE SAMe OIRECTION AS THE
LEfT-TURNING TRAFFIC exceeos 400 IIPH (V.>400 VPHI
2COO -
I I
4-LANE
UNDIVIDED ROAD
I
i
I
-
~ 1500
-
'"
:l;
;)
~
:> 1000
-
Q
;
....
o
...
...
o 500
o
>
-
'OIl
10 1 S 20 25
ilL l.eFT TURHING VOLUM" IVPH 1
-
-
-
APPENDIX TABLE B.4
PEAK HOUR VOLUME WARRANT #3
(Urban Area)
J:
C.
>
.
500
2 OR MORE LANES (MAJOR) OR 2 OR MORE LANES (MINOR)
600
J:
I- 0
w <I:
w 0 400
a: a:
I- c.
(/) c.
a: <I:
o w 300
Z :E
:E 3
o 200
>
J:
~
J: 1 00
*
*
o
1 LANE (MAJOR) & 1 LANE (MINOR)
400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800
MAJOR STREET - TOTAL OF BOTH APPROACHES - VPH
* NOTE
150 VPH APPLIES AS THE LOWER THRESHOLD VOLUME FOR A MINOR STREET
APPROACH WITH TWO OR MORE LANES AND 100 VPH APPLIES AS THE LOWER
THRESHOLD VOLUME FOR A MINOR STREET APPROACHING WITH ONE LANE
Source: Year 2003 Manual or Uniform Traffic Control Devices, Federal Highway Administration
~ Caltrans Urban Area Peak Hour Volume Warrant #3
~RANE TRANSPORTATION GROUP
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APPENDIX TABLE B-5
-
Accounting of C/CAG Off-Peak Trip Credits
-
" .',< --:57.., D,,'. '"Wi ;. . '.' 'Credit '--: ~
'" " " ,,' /,' '~1 <
..'.... " CC,J; ( ( , ~'R~ii6"" ';.2Y
IUIVl
Bicvcle Parking - long-Term ( Gass I)
Bicycle Parking - Short-Term (Class II)
T ota! Bicycle Storage 45 0.33 15
Carpool and Vanpool Ridematching Service 1 0 0
Designated Employer Contact 1 5 5
Direct Route to Transit 1 0 0
Free Parking for Carpool and Vanpools 100% 0 0
Guaranteed Ride Home (assumes 4 tenants) 4 1 4
fuformation Boards / Kiosks 4 5 20
Passenger Loading Zones 1 5 5
Pedestrian Connections 1 5 5
Preferential Carpool Parking 150 2 300
Preferential Vanpool Parking 3 7 21
Promotional Programs 1 0 0
Showers / Clothes Lockers 8 10 80
Additional Credit for combination with bicycle lockers 1 5 5
Shuttle Program (assumes 8% ridership - 108 employees) 108 1 108
Additional Credit for Guaranteed Ride Home program 108 1 108
Transportation Management Association Participation 1 5 5
';t~i:;~!{Hi!i~:l,;:,U!l~!i:;;,:j.';:';;:J;\"i't:j~;;\';\Ji'$u13t6Jat"6rt.1CAGrp~W.~i;trl.]j;s'~Ci~'ill.t~a -.
'{." ,.i.'c,. ,.;,:681"
Additional TDM Measures
Bicycle Connections 1 5 5
Future T ransi t Facilities/Bus Shelter 1 0 0
On-site amenities (Exercise facility, restaurant) 3 1 3
Additional Credit for combination of any 10 elements 1 5 5
Annual Employee Commute Survey 1 1.5 1.5
Campus Transportation Coordinator 1 20 20
Transportation Fair 1 5 5
"" ...... ,. ,",,;,",,".,. ,-..':: ~.:.'.',;:.: .;:. ;',~;,;V;:,;::e}:W\'SUhtotal.'olA(Id.iij6iia.1:Me~$-lH:~'s '.. :.'0'; "
", .. ::;;34~5.'
:-?""'.':;; i(/~:i-?,;/(,> ,:' :;:'::.~::~::':\',~:":':'
.::"'; :~'-'::<:j';';",,\\-/~i '''~,':.;o'!::,w?''\crQtiilGlf3AG';r.~~K-!TnWs'"Gr~ai(ea .,....',; :L<.> ';715:4'
,-,...",::,.. ::,<;< ~~: ',:,
-"""'-,-,..: ," ....
-
-
-
-
-
-
-
-
-
-
-
-
-
Exhibit B to Resolution
STATEMENT OF OVERRIDING CONSIDERATIONS
CEQA requires the decision-making agency to balance the applicable econolnic, legal, social,
technological or other benefits of a proposed Project against its unavoidable environmental
risks in determining whether to approve the Project. If the benefits of the project outweigh
the unavoidable adverse effects, those effects Inay be considered "acceptable" (State CEQA
Guidelines Section 15093[aJ). To approve the project, decision Inakers Inust Inake a
"stateInent of overriding considerations," setting forth reasons why the particular benefits of
a project outweigh the unavoidable adverse effect. A decision-making agency's
determination Inust be supported by substantial evidence in the adIninistrative record (State
CEQA Guidelines Section 15093 [b J).
The City of South San Francisco has prepared and certified an FEIR for the proposed 249
East Grand Avenue Project that satisfies the requireInents of CEQA. The following adverse
iInpacts of the Project in the South San Francisco area are considered significant and
unavoidable, based on the DEIR, PRDEIR, FEIR, and the findings discussed previously in
Sections 2 and 3 of Exhibit A:
1. Impact 13-2: Freeway Level of Service. The addition of traffic generated by
approved developlnent in the year 2008 Baseline Without Project would cause
two freeway seg}llents to operate at LOS F, (both during the AM peak hour). The
project would increase volumes by more than one percent on both of these
seg}llents. In addition, Project traffic would result in one seg}nent of the freeway
changing from LOS E to LOS F operation.
Mitigation Measure 13-2: The Final Enviromnental Impact Report, which includes
the Draft Environmental l1npact Report and the Partial Revision to the Draft
Enviromnental Impact Report requires the Project to itnplement an aggressive
Transportation Demand ManageInent (TDM) program designed to achieve a 32%
alternative Inode shift in the project and thereby to miniInize potential increases in
freeway traffic. The TDM Plan shall contain all Required Measures and Additional
Measures contained in the City of South San Francisco's TDM Ordinance, South San
Francisco Municipal Code section 20.120. The Project applicant is subject to
penalties for non-compliance. Implementation and achievement of thirty two percent
alternative mode use would lessen the impact but not fully mitigate it to a less than
significant level. Therefore, the impact remains significant and unavoidable.
2. Impact 13-3: Year 2008 Intersection Impacts. Traffic generated by the Project
would cause a greater than two percent increase in traffic during the AM peak
hour (5.8%) at the intersection of Oyster Point Boulevard/ Gateway Boulevard
/U.S.SB Flyover Off-Ramp, a location with unacceptable base case Level of
Service (LOS E).
1
Mitigation Measure 13.3: No feasible physical iInprovelnents beyond those
included in the East of 101 TIP have been identified at this study intersection
when it would exceed LOS standards. The iInpact at this intersection would
remain significant and unavoidable.
3. Impact 13.4: Year 2020 Intersection Impacts. Project traffic would produce a
significant impact at the intersection of Oyster Point Boulevard/Gateway
Boulevard/US 101 Southbound Flyover Off-Ramp. Project traffic would
contribute a greater than two percent increase in traffic (4.4%) to this intersection
which is proj ected to degrade froln an unacceptable LOS E to an unacceptable
LOSF.
Mitigation Measure 13.4: No physical improvelnents considered feasible have
been identified to improve operation at this intersection to Base Case conditions
or better. However, Applicant will be required to pay City traffic fees (oyster
Point Overpass Fees and East of 101 Traffic l1npact Fee) for area wide traffic
iInprovements and will be required to itnplement an aggressive TDM Plan.
Nevertheless, the impact at this intersection would reInain significant and
unavoidable.
Because of the Project's overriding benefits, the City is approving the Project despite the
above significant and unavoidable environmental impacts. In deciding to approve the
Project, the City has considered both unavoidable and unmitigated significant enviromnental
impacts and, although the City believes that unavoidable itnpacts identified in the Final EIR
will be substantially lessened by the mitigation measures incorporated into the Project, the
City recognizes that approval of the Project will result in certain unavoidable and potentially
irreversible effects.
The City finds that, to the extent the adverse or potentially adverse impacts set forth above
have not been Initigated to a less than significant level, specific economic, social, legal,
enviromnental, technological, or other benefits of the Project outweigh its significant effects
on the enviromnent. The City finds that any and each of the following considerations, in and
of itself, is sufficient to approve the Project despite anyone or more of the unavoidable
impacts identified, and that each of the overriding considerations is adopted with respect to
each of the iInpacts individually, and that each consideration is severable from any other
consideration should one consideration be shown to be legally insufficient for any reason.
The following benefits of the 249 East Grand Avenue Project outweigh the foregoing,
unavoidable environmental impacts and support approval of the Project:
1. Implementation of General Plan Goals and Policies. The Project implements the
City's vision to redevelop fonner industrial property into higher and more
economically sustainable uses. The existing site was fonnerly occupied by a large
industrial building used to manufacture paper and cardboard products. Construction
2
of the Project will replace an outdated under-used industrial property with a total of
approximately 540,000 gross square feet of mixed office/research and development
and biotechnology industries, in four buildings. Redeveloplnent of the site will 1)
facilitate construction of a viable biotechnology research Calnpus with fully
landscaped pedestrian trails and open space 2) make the site Inore aesthetically
pleasing and 3) result in a higher and better use of existing land within the East of 101
Area; and,
2. Consistency with the General Plan: The South San Francisco General Plan,
adopted in 1999 and as alnended thereafter, encourages biotechnology uses in the
East of 101 Plan Area. The proposed Project is a campus style research and
developlnent/office project that itnplements the City's goals of revitalizing
underutilized properties and growing a highly educated work force; and,
3. Employment Benefits: The Project would be a source of office/R&D/biotechnical
industries in South San Francisco, generating jobs within 540,000 gross square feet of
office/R&D space; and,
4. Campus Development: The Project site plans include generous open space areas,
pedestrian plazas and paths inter-linking the buildings containing research and
development, offices and parking structures; and,
5. Economic Benefits: The Project would increase property and other tax revenues froln
the Project site to the City; and,
6. Transportation Demand Management. Although the Project will create
unavoidable traffic itnpacts, the FEIR includes innovative mitigation Ineasures to
reduce vehicular trips and air pollution. The measures take the fonn of a
"Transportation Demand Management" prograln which includes a broad range of
incentives for elnployees to ride-share, vanpool, ride BART, Caltrain, shuttles, and
other transit, ride bicycles, or work from hOlne. The Prograln would be aggressively
Inanaged on an ongoing and Inonitoring basis by "transportation coordinators" to
facilitate wide participation; and,
7. Best Use of Existing Property. The Project would provide a beneficial mix of
office, R&D and biotechnical industries, redeveloplnent of a former manufacturing
site and develop a project that is more aesthetically suitable for the surrounding uses
and that will generate increased property and use taxes for the City which outweigh
the unavoidable environlnental impacts.
The City Council therefore adopts this Statement of Overriding Considerations for the 249
East Grand Avenue Project. Additionally, because the City has previously made a Statement
of Overriding Considerations to approve the South San Francisco General Plan Update
(Dyett & Bhatia, June, 1999) which caused SOlne of the same unavoidable impacts as the
proposed Project, that previous Statement of Overriding Considerations would support
approval of this Project. In particular, the General Plan EIR (Dyett & Bhatia, September,
3
1999) identified Ineasures to Initigate for traffic congestion along US 101 but found that such
impacts could not be reduced to less than significant levels. The 249 East Grand Avenue
Project would ilnpact some of the Saine freeway seg}nents that were identified in the General
Plan EIR and whose traffic and air quality effects could only be partially Initigated.
Therefore, the statement of overriding considerations that was made for approval of the
General Plan Update would also apply to action on the 249 East Grand Avenue Project by the
City and the findings related thereto re-adopted to supplelnent the record for this Statement
of Overriding Considerations for the 249 East Grand Avenue Project.
4
Exhibit C
Development Agreement
(not included with Resolution 53-2006, refer to
LaserFiche or staff report)
EXHIBIT D
PROPOSED CONDITIONS OF APPROVAL
249 East Grand Office/R&D Project P05-0019
(As recomlnended by Planning Comlnission on June 15, 2006)
A. Planning Division requirements shall be as follow:
1. The project shall be constructed substantially as indicated on the attached 249 East Grand
development plans dated May 4, 2006, prepared by Dowler-Grulnan Architects, except as
otherwise Inodified by the following conditions:
2. The applicant shall comply with all applicable Initigation Ineasures identified in the 249 East
Grand Avenue Project EIR. - Prior to issuance of a building permit the applicant shall
prepare a checklist outlining Initigation measures and status of ilnplelnentation.
3. Child care In accordance with South San Francisco Municipal Code Chapter 20.115, prior
to issuance of a building pennit the applicant shall pay a childcare fee estimated to be
$115,789.00 based on the following calculation [540,000 sfx $0.50/sf. = $270,000.00, less
credit for existing sfwarehouse 328,258 sfx $0.47/sf= -$154,281 = $115,719.00].
4. Site development plans shall designate short tenn parking areas within the surface parking
lots to accOlnlnodate visitors.
5. Prior to issuance of a building permit, the applicant shall provide appropriate evidence to
ensure that buildings are designed so that the calculated hourly average noise levels during
the daytilne does not exceed and Leq of 45dBA, and instantaneous Inaximum noise levels do
not exceed 60 dBA.
6. The applicant shall cooperate with the City in the development/implementation of a regional
shuttle service if such is considered by the City.
7. TDM
a. In accordance with South San Francisco Municipal Code Section 20.120.070, prior to
issuance of a building pennit the applicant shall sublnit a Final TDM Plan for review
and approval by the Chief Planner. The Final TDM Plan shall substantially reflect the
"249 East Grand Avenue Preliminary TDM Plan", prepared by The Hoyt Company,
dated September 2005. The Plan shall be designed to achieve a minimum 320/0
alternative mode use over the life of the project.
b. The Final TDM Plan shall outline the required process for on-going monitoring
including annual surveys and triennual reports as outlined in the Development
Agreement, and as specified below:
1 ) Transportation Demand Management: Owner shall prepare an annual
Transportation Demand Management (TDM) report, and submit same to City, to
document the effectiveness of the TDM plan in achieving the goal of 32%
alternative mode usage by employees within the Project. The TDM report will be
prepared by an independent consultant, retained by City with the approval of
Proposed Conditions Of Approval
249 East Grand P05-0019
June 15, 2006
Page 2 of 15
Owner (which approval shall not be unreasonably withheld or delayed) and paid for
by Owner, which consultant will work in concert with Owner's TDM coordinator.
The TDM report will include a detennination of historical elnployee cormnute
methods, which information shall be obtained by survey of all employees working
in the buildings on the Property. All nonresponses to the elnployee comlnute
survey will be counted as a drive alone trip.
2) TDM Reports: The initial TDM report for each building on the Property will be
sublnitted two (2) years after the granting of a certificate of occupancy with respect
to the building, and this requirement will apply to all buildings on the Property
except the parking structure. The second and all later reports with respect to each
building shall be included in an annual comprehensive TDM report sublnitted to
City covering all of the buildings on the Property which are sublnitting their second
or later TDM reports.
3) Report Requirements: The goal of the TDM pro grain is to encourage alternative
Inode usage, as defined in Chapter 20.120 of the South San Francisco Municipal
Code. The initial TDM report shall either: (1) state that the applicable property has
achieved 32% alternative mode usage, providing supporting statistics and analysis
to establish attainment of the goal; or (2) state that the applicable property has not
achieved the 32% alternative Inode usage, providing an explanation of how and
why the goal has not been reached, and a description of additional measures that
will be adopted in the coming year to attain the TDM goal of 32% alternative Inode
usage.
4) Penalty for Non-Compliance: If after the initial TDM report, subsequent annual
reports indicate that, in spite of the changes in the TDM plan, the 32% alternative
mode usage is still not being achieved, or if Owner fails to submit such a TDM
report at the times described above, City Inay assess Owner a penalty in the amount
of Fifteen Thousand Dollars ($15,000.00) per year for each percentage point below
the Ininitnum 350/0 alternative mode usage goal.
1. In determining whether a financial penalty is appropriate, City may
consider whether Owner has Inade a good faith effort to meet the TDM
goals.
11. If City determines that Owner has made a good faith effort to meet the
TDM goals but a penalty is still imposed, and such penalty is imposed
within the first three (3) years of the TDM plan (commencing with the
first year in which a penalty could be imposed), such penalty sums, in the
City's sole discretion, Inay be used by Owner toward the implementation
of the TDM plan instead of being paid to City. If the penalty is used to
Proposed Conditions Of Approval
249 East Grand P05-00 19
June 15, 2006
Page 3 of 15
implelnent the TDM Plan, an hnplelnentation Plan shall be reviewed and
approved by the City prior to expending any penalty funds.
111. Notwithstanding the foregoing, the amount of any penalty shall bear the
Salne relationship to the maximuln penalty as the completed construction
to which the penalty applies bears to the maxitnUlTI amount of square feet
of Research and Developlnent use pennitted to be constructed on the
Property. For eXalnple, if there is 200,000 square feet of cOlnpleted
construction on the Property included within the TDM report with respect
to which the penalty is itnposed, the penalty would be determined by
multiplying Fifteen Thousand Dollars ($15,000.00) titnes a fraction, the
nUlnerator of which is 200,000 square feet and the denOlninator of which
is the maxilnuln aInount of square feet of construction pennitted on the
Property, subtracting the square footage of the parking facilities; this
amount would then be multiplied by the number of percentage points
below the 32% alternative Inode usage goal.
c. The applicant shall be required to reimburse the City for program costs associated with
Inonitoring and enforcing the TDM program.
8. All signs shall comply with the "Master Sign Prograln for Alexandria Technology Center,
249 East Grand Avenue" sublnitted by Alexandria Real Estate Equities, Inc.
9. All roof-mounted equipment shall be contained in screened enclosures, subject to the review
and approval of the City's Chief Planner.
10. The applicant shall revise the tree planting pro grain along the street frontage to incorporate a
double row of trees. Plans shall be sublnitted for review and approval by the Chief Planner
prior to issuance of a building permit.
11. The applicant shall cOlnply with all standard conditions as outlined in the "Standard
Conditions and Limitations for Commercial Industrial and Multi-Family Residential
Projects", dated Revised February 1999. Accordingly, minor changes or deviations froln the
approved plans may be approved by the Chief Planner; significant changes shall require
approval of the Planning Commission.
(Planning Division contact: Susy Kalkin (650) 877-8535)
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249 East Grand P05-00 19
June 15, 2006
Page 4 of 15
B. Engineering Division requirements shall be as follow:
USE PERMIT CONDITIONS
1. STANDARD CONDITIONS
The developer shall comply with the applicable conditions of approval for commercial
projects, as detailed in the Engineering Division's "Standard Conditions for COlnmercial and
Industrial Developments", contained in our "Standard Developlnent Conditions" booklet,
dated January 1998. This booklet is available at no cost to the applicant froln the
Engineering Division.
2. SPECIAL CONDITIONS
a. The developer shall design and construct at no cost to the City the approved
recolnmended Initigation Ineasures adopted by the City Council for 249 East Grand
Avenue prepared by Lamphier-Gregory date July 2005, which includes extension of a
left turn lane on the eastbound East Grand Avenue approach to the project's signalized
entrance by 200 feet and sidewalk connection from Cabot Way to the internal campus
sidewalk systeln, or to a garage elevator which will provide access to the internal
campus sidewalk system.
b. The applicant shall dedicate at no cost to the City a 10' wide utility and sidewalk
easement along the entire frontage of the property, adjacent to and north of, the existing
East Grand Avenue right-of-way line and install per City standard a Ineandering
sidewalk and landscaping within the dedicated easelnent. Due to the heavy volulne of
existing traffic, providing a separation between the roadway and sidewalk will increase
pedestrian safety.
c. The applicant shall underground the existing utilities along the entire East Grand Avenue
frontage of the property and install new City standard streetlights to replace the existing
City wood pole mounted lights. All work shall be done at no cost to the City.
d. The developer shall relnove the existing railroad crossing lights, signs, tracks and
appurtenances on East Grand Avenue. The developer shall replace the railroad crossing
with a new pavement structural section in accordance with plans approved by the City.
All work shall be done at not cost to the City.
Proposed Conditions Of Approval
249 East Grand P05-0019
June 15, 2006
Page 5 of 15
e. The developer shall incorporate bio/grassy swales within the project and shall be
approved by the Engineering Division.
f. Prior to the issuance of a Building Permit for the project, the applicant shall pay the
various fees as detailed below.
3. OYSTER POINT OVERPASS CONTRIBUTION FEE
Prior to receiving a Building Pennit for the proposed new office/R&D development, the
applicant shall pay the Oyster Point Overpass fee, as detennined by the City Engineer, in
accordance with City Council Resolutions 102-96 and 152-96. The fee will be calculated
upon reviewing the information shown on the applicant's construction plans and the latest
Engineering News Record San Francisco Construction Cost Index at the titne of paYlnent.
The estimated fee for the entire subject 535,252 GSF office and R&D development is
calculated below. (The nUlnber in the calculation, "8403.59", is the October 2005
Engineering News Record San Francisco construction cost index, which is revised each
Inonth to reflect local inflation changes in the construction industry.)
Trip Calculation
535,252 gsf Office/R&D use @ 12.3 trips per 1000 gsf = 6,584 new vehicle trips
Less credit for existing trips:
328,258 gsfwarehouse X 4.5 trips per 1000 gsf =
1,477 vehicle trips
Total new trips =
5,107 vehicle trips
Contribution Calculation
5,107 trips X $154 X (8403.59/6552.16) = $ 1,008,712
4. EAST OF 101 TRAFFIC IMPACT FEES
Prior to the issuance of a Building Pennit for any building within the proposed project, the
applicant shall pay the East of 101 Traffic Impact fee, In accordance with the resolution
adopted by the City Council at their meeting of Septelnber 26, 2001, or as the fee may be
amended in the future.
Fee Calculation (as of October 2005)
535,252 gsfOffice/R&D @ $2.11 per each square foot =$ 1,129,382
Proposed Conditions Of Approval
249 East Grand P05-00 19
June 15, 2006
Page 6 of 15
Credit for existing trips:
328,258 sf warehouse x 0.54 trip/1000 SF x $1,671 = -$ 296201
Traffic hnpact Fee
$ 833,181
5. SEWER SYSTEM CAPACITY STUDY AND IMPROVEMENT FEE
The City of South San Francisco has identified the need to investigate the condition and
capacity of the sewer system within the East of 101 area, downstream of the proposed
office/R&D developlnent. The existing sewer collection systeln was originally designed
Inany years ago to accomlnodate warehouse and industrial use and is now proposed to
accolnlnodate uses, such as offices and biotech facilities, with a Inuch greater sewage flow.
These additional flows, plus groundwater infiltration into the existing sewers, due to
ground settlement and the age of the systeln, have resulted in pUlnping and collection
capacity constraints. A study and flow Inodel is proposed to analyze the problem and
recolnmend solutions and ilnprovements.
The applicant shall pay the East of 101 Sewer Facility Developlnent l1npact Fee, as adopted
by the City Council at their Ineeting of October 23,2002. The adopted fee is $3.19 per
gallon of discharge per day. The applicant shall meet with the Director of Public Works to
determine the projected discharge from the project. The Director of Public Works will
detennine the amount of capacity required in accordance with the criteria established in the
Resolution adopted by the City Council on October 22, 2002. The Carollo Study, which
fonns the basis for the systeln upgrades, calculated Office/R&D uses to require a capacity
of 400 gallons per day per 1000 square feet of developlnent. Based upon this calculation,
the potential fee would be, if paid this year:
0.4 g/sf(400 gpdllOOO sq. ft.) x $3.19 per gallon x 535,252 sq. ft. = $682,982.
Credit for existing building office portion given if Inore than 25% of facility, no credit
given for warehouse.
The sewer contribution shall be due and payable prior to receiving a building permit for
each phase of the development.
Total estimated fees:
Oyster Point Over Pass Fee
East of 101 Traffic Impact Fee
East of 101 Sewer Improvement Fee
Total
$ 1,008,712
$ 833,181
$ 682,982
$ 2,524,875
Proposed Conditions Of Approval
249 East Grand P05-00 19
June 15, 2006
Page 7 of 15
TENTATIVE PARCEL MAP CONDITIONS
1. STANDARD CONDITIONS
The developer shall cOlnply with all of the applicable conditions of approval detailed in the
Engineering Division's "Standard Conditions for Tentative Parcel Maps", contained in our
"Standard Conditions for Subdivisions and Private Developlnents" booklet, dated January
1998. This booklet is available at no cost to the applicant frOln the Engineering Division.
2. SPECIAL CONDITIONS
a. Appropriate reciprocal easements between the subdivision parcels, together with property
D.C.C. & R.'s, as needed to provide for access and the permanent repair and
maintenance of utilities, shall be provided in a form and content acceptable to the City
Engineer and the City Attorney and recorded in the County Records concurrently with
the Parcel Map.
b. All new itnprovements to be constructed within the public street right-of-way, or City
owned easements, shall be approved by the Engineering Division and installed to City
standards. An Encroachment Permit shall be obtained from the Engineering Division
for all public itnprovelnent work, prior to receiving a Building Pennit for the renovation
project. The cost of all work and repairs shall be borne by the applicant.
C. The subdivider shall pay the Engineering Division's actual costs to retain a civil engineer
or land surveyor to plan check and sign the parcel map as the City's Technical
Reviewer.
[Engineering Division contact: Dennis Chuck, Senior Civil Engineer (650) 829-6652]
c. Police Department requirements shall be as follow:
1. Municipal Code COlnpliance
The applicant shall comply with the provisions of Chapter 15.48 of the Municipal Code,
"Minimuln Building Security Standards" Ordinance revised May 1995. The Police
Department reserves the right to make additional security and safety conditions, if
necessary, upon receipt of detailed/revised building plans.
Proposed Conditions Of Approval
249 East Grand P05-00 19
June 15, 2006
Page 8 of 15
2. Building Security
a. Doors
1) The jamb on all alulninum frame-swinging doors shall be so constructed or
protected to withstand 1600 lbs. of pressure in both a vertical distance of three (3)
inches and a horizontal distance of one (1) inch each side of the strike.
2) Glass doors shall be secured with a deadbolt lock1 with Ininimuln throw of one (1)
inch. The outside ring should be free moving and case hardened.
3) Elnployee/pedestrian doors shall be of solid core wood or hollow sheet metal with a
minitnuln thickness of 1-3/4 inches and shall be secured by a deadbolt lock1 with
Ininitnum throw of one (1) inch. Locking hardware shall be installed so that both
deadbolt and deadlocking latch can be retracted by a single action of the inside
knob, handle, or turn piece.
4) Outside hinges on all exterior doors shall be provided with non-removable pins
when pin-type hinges are used or shall be provided with hinge studs, to prevent
relnoval of the door.
5) Doors with glass panels and doors with glass panels adjacent to the doorfraIne shall
be secured with burglary-resistant glazing2 or the equivalent, if double-cylinder
deadbolt locks are not installed.
6) Doors with panic bars will have vertical rod panic hardware with top and bottom
latch bolts. No secondary locks should be installed on panic-equipped doors, and
no exterior surface-mounted hardware should be used. A 2" wide and 6" long steel
astragal shall be installed on the door exterior to protect the latch. No surface-
mounted exterior hardware need be used on panic-equipped doors.
1 The locks shall be so constructed that both the deadbolt and deadlocking latch can be retracted by a single action
of the inside door knob/lever/tumpiece.
A double-cylinder deadbolt lock or a single-cylinder deadbolt lock without a tumpiece may be used in "Group B"
occupancies as defmed by the Uniform Building Code. When used, there must be a readily visible durable sign on
or adjacent to the door stating "This door to remain unlocked during business hours", employing letters not less than
one inch high on a contrasting background. The locking device must be of type that will be readily distinguishable
as locked, and its use may be revoked by the Building Official for due cause.
25/16" security laminate, V4" polycarbonate, or approved security film treatment, minimum.
Proposed Conditions Of Approval
249 East Grand P05-00 19
June 15, 2006
Page 9 of 15
7) On pairs of doors, the active leaf shall be secured with the type of lock required for
single doors in this section. The inactive leaf shall be equipped with automatic
flush extension bolts protected by hardened Inaterial with a Ininimuln throw of
three-fourths inch at head and foot and shall have no doorknob or surface-mounted
hardware. Multiple point locks, cylinder activated frOln the active leaf and
satisfying the requirements, Inay be used instead of flush bolts.
8) Any single or pair of doors requiring locking at the bottOln or top rail shall have
locks with a Ininitnuln of one throw bolt at both the top and bottoln rails.
b. Windows
1) Louvered windows shall not be used as they pose a significant security probleln.
2) Accessible rear and side windows not viewable from the street shall consist of rated
burglary resistant glazing or its equivalent. Such windows that are capable of being
opened shall be secured on the inside with a locking device capable of withstanding
a force of two hundred- (200) lbs. applied in any direction.
3) Secondary locking devices are recommended on all accessible windows that open.
c. Roof Openings
1) All glass skylights on the roof of any building shall be provided with:
a) Rated burglary-resistant glass or glass-like acrylic Inaterial,2
or:
b) Iron bars of at least 1/2" round or one by one-fourth inch flat steel material
spaced no Inore than five inches apart under the skylight and securely fastened,
or:
c) A steel grill of at least 1/8" Inaterial or two inch mesh under skylight and
securely fastened.
2) All hatchway openings on the roof of any building shall be secured as follows:
a) If the hatchway is of wooden Inaterial, it shall be covered on the outside with
at least 16 gauge sheet steel or its equivalent attached with screws.
b) The hatchway shall be secured from the inside with a slide bar or slide bolts.
The use of crossbar or padlock must be approved by the Fire Marshal.
Proposed Conditions Of Approval
249 East Grand P05-0019
June 15, 2006
Page 10 of 15
c) Outside hinges on all hatchway openings shall be provided with non-
removable pins when using pin-type hinges.
3) All air duct or air vent openings exceeding 8" x 12" on the roof or exterior walls of
any building shall be secured by covering the Salne with either of the following:
a) Iron bars of at least 1/2" round or one by one-fourth inch flat steel material,
spaced no more than five inches apart and securely fastened.
or:
b) A steel grill of at least 1/8" material or two inch mesh and securely fastened
and
c) If the barrier is on the outside, it shall be secured with galvanized rounded head
flush bolts of at least 3/8" diaIneter on the outside.
d. Lighting
1) All exterior doors shall be provided with their own light source and shall be
adequately illulninated at all hours to Inake clearly visible the presence of any
person on or about the premises and provide adequate illumination for persons
exiting the building.
2) The prelnises, while closed for business after dark, must be sufficiently lighted by
use of interior night-lights.
3) Exterior door, perimeter, parking area, and canopy lights shall be controlled by
photocell and shall be left on during hours of darkness or diminished lighting.
a) Parking Lot lighting: Exterior parking lot lights shall be high-pressure sodiuln
or other High Intensity Discharge mast lighting for illumination and color
rendition, at least 10 feet in height, and provide a Ininimuln of three foot
candles of light to the area, to Initigate trip and fall potential, and allow the
identification of a person from a distance of 25 feet.
e. Numbering of Buildings
1) The address nUlnber of every commercial building shall be illuminated during the
hours of darkness so that it shall be easily visible from the street. The numerals in
these nUlnbers shall be no less than four to six inches in height and of a color
contrasting with the background. Larger numbers are strongly encouraged.
Proposed Conditions Of Approval
249 East Grand P05-00 19
June 15, 2006
Page 11 of 15
2) In addition, any business which affords vehicular access to the rear through any
driveway, alleyway, or parking lot shall also display the same nUlnbers on the rear
of the building.
3) The roofs of the buildings shall also have building addresses affixed to theln to aid
with helicopter navigation. The nUlnerals shall be no less than four feet in height
and of a color contrasting with the roof surface.
4) Monument signage for ready identification of building locations within the campus
is required at the entrances to the CaInpus.
f. Alarms
1) The business shall be equipped with at least a central station silent intrusion alarm
system.
NOTE: To avoid delays in occupancy, alarm installation steps should be taken
well in advance of the final inspection.
g. Traffic, Parking, and Site Plan:
1) Handicapped parking spaces shall be clearly marked and properly sign posted.
2) Striping of parking spaces and use of wheel stops is required. Traffic circulation
signage is recolnmended.
h. Parking Structure Requirements
1) Exterior Construction: The building should incorporate an open design to
Inaximize natural surveillance. Screens or bar fencing should be utilized on the
ground floor of the structure to inhibit unauthorized access.
2) Lighting: Parking areas shall have a Ininimuln of five foot candles, and driveways
and staircases shall have a Ininitnum of 10 foot candles.
3) Elevator: If an elevator is to be used, it shall have clear windows and doors to
maximize natural surveillance.
4) Wall Color: The interior walls of the parking structure shall be a light gray or
white color, to maximize light reflection.
5) Emergency Phones: A phone system shall be installed to allow citizens to contact
Proposed Conditions Of Approval
249 East Grand P05-00 19
June 15, 2006
Page 12 of 15
on-site elnergency personnel.
6) Staircases: Staircases should utilize an open design that precludes the possibility of
undesirables secreting thelnselves beneath the stairs.
1. Unifonned Security Persolmel
This site shall require at least two unanned, uniformed and licensed security officers.
The Police Department's COlnmunity Relations Unit must approve the security
cOlnpany.
If a large event is scheduled, such as an open house or grand opening, the applicant will
contact the Police Departlnent to detennine additional security needs.
NOTE: For additional details, contact the COlnmunity Relations Sergeant at (650) 877-
8922.
J. Misc. Security Measures
1) Commercial establismnents having one hundred dollars or Inore in cash on the
premises after closing hours shall lock such Inoney in an approved type money safe
with a Ininimum rating ofTL-15.
(Police Departlnent contact person: Sgt. E. Alan Nonnandy, 877-8927)
D. Fire Prevention Division requirements shall be as follow:
1. Install fire sprinkler systeln per NFP A 13/SSFFD requirelnents under separate fire plan
check and pennit for overhead and underground.
2. Fire sprinkler systeln shall be central station monitored per California Fire Code section
1003.3.
3. Fire sprinkler shutoff valves and a water-flow device shall be provided for each floor.
4. Provide class In combination standpipe-sprinkler system confonning to NFP A 13/SSFD
requirements.
5. Elevator shunt-trips shall not be provided.
Proposed Conditions Of Approval
249 East Grand P05-00 19
June 15, 2006
Page 13 of 15
6. Provide 20 foot wide clear elnergency vehicle access road. Indicate as fire lane with no
parking allowed. All roads shalllneet Ininilnuln turning radius for fire apparatus.
7. Access road shall have all weather driving capabilities and support the ilnposed load of
68,000 pounds.
8. Road gradient shall not exceed maxilnum allowed by engineering departlnent.
9. Provide fire flow in accordance with California Fire Code Appendix III-A.
10. Provide fire hydrants; location and nUlnber to be detennined.
11. All buildings shall provide premise identification in accordance with SSF Inunicipal code
section 15.24.100.
12. Provide Knox key box for each building with access keys to entry doors,
electrical/mechanical rooms, elevators, and others to be determined.
13. Provide looped water system for develoPlnent.
14. Provide pathway access for fire personnel to rear of proposed parking structure.
15. Provide access to a multi-use facility or rOOln that is to be located on the ground floor of one
of the buildings in the development.
The following minilnum requirements shall apply:
· Storage closet (double door) approx. 3'x 5'
· Phone jack, shelves and 2 electrical outlets
16. Developer to provide for emergency radio cOlnmunications study to determine internal
emergency radio cOlnmunication need based on individual building types in development. If
study finds internal radio cormnunications are deficient, developer will provide for
mitigation. Internal communications wiring, signal booster, antennae and any other related
equipment to provide for internal cOlnlnunications deficiency costs would be incurred by
developer.
17. Other requirements may be imposed based on project evolution.
(Contact: Bryan Niswonger, Fire Marshal: 650 829-6645)
Proposed Conditions Of Approval
249 East Grand P05-00 19
June 15, 2006
Page 14 of 15
E. Water Quality Control Department requirements shall be as follow:
The following items Inust be included in the plans or are requirelnents of the Stonnwater and/or
Pretreatment progrmns:
1. A plan showing the location of all stonn drains and sanitary sewer lines Inust be submitted.
2. The onsite catch basins are to be stenciled with the approved San Mateo Countywide
Stormwater Logo.
3. Stonnwater pollution prevention devices are to be installed. A combination of landscape
based controls (e.g., vegetated swales, bioretention areas, planter/tree boxes, and ponds)
and manufactured controls (vault based separators, vault based media filters, and other
removal devices) are preferred. Existing catch basins are to be retrofitted with catch basin
inserts or equivalent. These devices Inust be shown on the plans prior to the issuance of a
pennit. If possible, include the following:
a. V egetated/ grass swale along peruneter
b. Catch basin runoff directed to infiltration area
c. Notched curb to direct runoff from parking area into swale
d. Covered Inaintenance yard/service areas
4. The applicant must sublnit a signed Inaintenance schedule for the stonnwater pollution
prevention devices installed.
5. Applicant Inust complete the NPDES Pennit l1npervious Surface Data Collection Worksheet
prior to issuance of a permit.
6. Roof condensate must be routed to sanitary sewer. This must be shown on plans prior to
issuance of a permit.
7. Trash handling area must be covered, enclosed, and must drain to sanitary sewer. This must be
shown on plans prior to issuance of a permit.
8. Loading dock areas should be designed with an overhang and any drain must be connected to
the sanitary sewer system. This must be shown on plans prior to issuance of a permit.
9. Install separate water meters for the building and landscaping.
10. Install a separate process line for smnple Inonitoring before mixing with domestic waste in the
sanitary sewer system. This must be shown on plans prior to issuance of a permit.
Proposed Conditions Of Approval
249 East Grand P05-0019
June 15, 2006
Page 15 of 15
11. Fire sprinkler systeln test/drainage valve must be plulnbed into the sanitary sewer systeln. This
must be shown on plans prior to issuance of a pennit.
12. A construction Stonn Water Pollution Prevention Plan must be sublnitted and approved
prior to issuance of a permit.
13. Plans Inust include location of concrete wash out area and location of the entrance/outlet of
tire wash.
14. A grading and drainage plan Inust be submitted.
15. An erosion and sediment control plan Inust be sublnitted.
16. Applicant Inust pay sewer connection fee at a later time based on anticipated flow, BOD and
TSS.
(Contact: Cassie Prudhel, Enviromnental Compliance Coordinator (650) 829-3840)