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Home My WebLink AboutAppendix J: Transportation Impact AssessmentAppendix J: Transportation Impact Assessment Infinite 101 Transportation Impact Analysis Prepared for: US Terminal Court Owner, LLC City of South San Francisco September 2023 SF23-1281 Table of Contents 1. Introduction ............................................................................................................................... 1 1.1 Project Description ............................................................................................................................................................... 1 1.2 Significance Criteria ............................................................................................................................................................. 4 2. Environmental Setting .............................................................................................................. 5 2.1 Roadway Facilities ................................................................................................................................................................. 5 2.2 Transit Facilities and Service ............................................................................................................................................. 5 2.3 Pedestrian Facilities .............................................................................................................................................................. 6 2.4 Bicycle Facilities ..................................................................................................................................................................... 7 2.5 Emergency Vehicle Access ................................................................................................................................................ 7 2.6 Transportation Plans and Policies .................................................................................................................................. 7 2.6.1 General Plan ................................................................................................................................................................ 7 2.6.2 Active South City Plan ...........................................................................................................................................10 2.6.3 Transportation Demand Management Ordinance ....................................................................................10 2.6.4 Lindenville Specific Plan .......................................................................................................................................10 3. Transportation Analysis .......................................................................................................... 13 3.1 Project Travel Demand .....................................................................................................................................................13 3.2 Vehicle Miles Traveled ......................................................................................................................................................13 3.3 Design Hazards ....................................................................................................................................................................15 3.3.1 US-101 Southbound Off-ramp/Produce Avenue Intersection .............................................................15 3.3.2 US-101 Southbound On-ramp/Terminal Court/Produce Avenue Intersection ..............................16 3.3.3 Site Circulation .........................................................................................................................................................16 3.4 Consistency with Plans & Policies ................................................................................................................................19 3.5 Emergency Access ..............................................................................................................................................................19 4. Local Transportation Analysis ................................................................................................ 20 4.1 Parking and Vehicle Circulation ....................................................................................................................................20 4.2 Bicycle and Pedestrian Access .......................................................................................................................................20 4.3 Transit ......................................................................................................................................................................................21 4.4 Passenger Loading .............................................................................................................................................................21 4.5 Off-Site Traffic Operations ..............................................................................................................................................21 4.5.1 Assumptions and Methodology ........................................................................................................................21 4.5.2 Analysis Scenarios ...................................................................................................................................................23 4.5.3 Analysis Results ........................................................................................................................................................24 4.5.4 Operations Improvement Measures ................................................................................................................25 4.6 Summary of Improvement Measures .........................................................................................................................25 List of Figures Figure 1-1: Project Location ............................................................................................................................................................. 2 Figure 1-2: Project Site Plan ............................................................................................................................................................. 3 Figure 2-1 Existing Transit Facilities ........................................................................................................................................... 11 Figure 2-2 Existing and Planned Bicycle and Pedestrian Facilities................................................................................. 12 Figure 3-1 Proposed Intersection Improvements: Produce Avenue/US-101 South Off-Ramp.......................... 17 Figure 3-2 Proposed Intersection Improvements: Produce Avenue/Terminal Court ............................................. 18 List of Tables Table 2.1 South San Francisco General Plan Mobility Goals, Policies, and Actions ................................................... 8 Table 3.1 Trip Generation ............................................................................................................................................................... 13 Table 3.2 Home-Based Work Vehicle Miles Traveled Per Employee ............................................................................ 14 Table 5.1 Signalized Intersection LOS Criteria ....................................................................................................................... 22 Table 5.2 LOS Results ....................................................................................................................................................................... 24 Appendices Appendix A: Preliminary Transporation Demand Management Plan Infinite 101 Transportation Impact Analysis September 2023 1 1. Introduction 1.1 Project Description This transportation impact analysis (TIA) evaluates potential transportation impacts associated with the Infinite 101 development located west of Highway 101 in South San Francisco, California (herein referred to as the “Project”). The Project is located on a 378,549 square foot site zoned as Business and Technology Park – High. Phasing includes demolishing the existing vehicle maintenance garage, pay booth, and surface parking spaces to be replaced with two Lab/Office buildings that are six stories and a seven-story parking garage. The two office buildings total 696,343 square feet, including 669,014 square feet of office and R&D building area and 27,329 square feet of on-site amenities. At completion, the Project will result in 1.84 FAR. The Project includes 1,131 proposed stalls in a parking structure and 169 stalls in surface parking, totaling 1,300 parking spaces. The Project site is bounded by Highway 101 and Produce Avenue to the east, Terminal Court to the north, a navigable slough to the south, and the Golden Gate Produce Terminal to the west. The Project site is approximately one mile south of the South San Francisco Caltrain Station, one mile north the San Bruno Caltrain station, and one mile northeast of the San Bruno BART station. Primary bicycle and pedestrian site access are provided via the planned Class I Shared-Use Path between Infinite 101 and 131, and the proposed Class III facilities along the south and west sides of the Project. The Project is subject to the City’s TDM Ordinance (Chapter 20.400 of the City’s Municipal Code) which requires the Project to implement a TDM program that achieves a 50 percent drive alone mode share target and complies with a trip cap. The TDM program elements include site enhancement strategies, on- site amenities, and programmatic and service strategies that encourage the use of alternative modes of travel. As described in the TDM Plan in Appendix A, the Project’s TDM program would include all required measures including participation in Commute.org programs, a carpool/vanpool program, bicycle storage, showers, and lockers, a TDM coordinator, bicycle- and pedestrian-oriented site access, and encouraging telecommuting. Additionally, the Project would include fully subsidized transit passes, new shuttle services to Caltrain and BART, active transportation and transit capital improvements, on-site amenities, and a bicycle repair station. The measures will be monitored to ensure that they comply with the 50 percent non-drive-alone mode share required by the ordinance; failure to reach this goal would result in the implementation of additional measures and/or administration of penalties. Figure 1-1 shows the Project location, nearby intersections, and the surrounding roadway system. Figure 1-2 presents the Project site plan. All figures in the report can be found at the end of their respective sections. CrestmoorCanyon 3101 W e stO rangeAven ueC hestnutAv Sout h Air por t B o ul e v ar dWestb or o u g h B lEl Ca mi no R e al S a n B ru n o A v e n u e W estyW robraHSouth Linden AvenueEl Cami n o R e alOrangeAvenue Grand Avenue Hunti ngt onAv NorthMcdonnel l RoadC o u n tryClubDriv eDubuqueAvU t a h A v e n u eGatewayBlSneath LaneLinden AvSan Bruno Avenue EastSouthSpruceAvenueProduceAvEa stGra ndAv eunevA oetaM naSC h e r r y AvDo ra do Wy Crestwood Dri veSpruce AvenueAvalon DriveMitchellAvenue ·82 %&280 %&38017 24 31 20 26 25 27 18 19 11 16 28 13 10 87 2 3 1 4 30 6 Project LocationFigure 1 Project Site City Boundary ! ! San Bruno South San Francisco DOWNTOWN DOWNTOWN LINDENVILLE BAYHILL TanforanShopping Center OrangeMemorial Park South Maple AvenueHun�ng t on Ave nue Sea Sco� St Miller Av Baden Av Bis c uit Av Ai rpor t Bl San Mateo Av3101 ·82 %&38017 24 25 27 18 19 8 2 3 1 4 San Bruno South San Francisco DOWNTOWN DOWNTOWN LINDENVILLE BAYHILL TanforanShopping Center OrangeMemorial Park South Maple AvenueHun�ngton Avenue Sea Sco� St Miller Av Baden Av Bi s c u it Av Ai rpor t Bl San Mateo AvenueShaw RoadSan Mateo AvenueTanforan Av e n u e Mitchell Avenue Sou th A i rpo r t B l v d BART Route and Station Caltrain Route P r oduce AvenueSouth Linden Avenue Figure 1-1 Project Site PlanFigure X-XN123456789101112131415LEGENDFigure 1-2 Infinite 101 Transportation Impact Analysis September 2023 4 1.2 Significance Criteria The impacts of the Project related to transportation will be considered significant under CEQA if any of the following thresholds of significance are exceeded, per Appendix G of the California Environmental Quality Act (CEQA) Guidelines: • Consistency with Plans & Policies: A significant impact would a occur if the development of the Project would conflict with a program plan, ordinance, or policy addressing the circulation system, including transit, roadway, bicycle, and pedestrian facilities; • Vehicle Miles Traveled (VMT): A significant impact would a occur if the development of the Project would generate per-employee VMT greater than the City's adopted threshold of 15 percent below the regional average, according to CEQA Guidelines Section 15064.3, subdivision (b) and City of South San Francisco Resolution 77-2020 related to VMT; • Design Hazards: A significant impact would a occur if the development of the Project would substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment); or • Emergency Access and Evacuation: A significant impact would a occur if the development of the Project would result in inadequate emergency access The thresholds of significance used in this document are based on Appendix G criteria and the City of South San Francisco's adopted local policies. The criteria of significance apply to all Project scenarios as measured against the corresponding No Project scenarios. Infinite 101 Transportation Impact Analysis September 2023 5 2. Environmental Setting This section describes the existing transportation and circulation setting near the Project site: the existing roadway network, transit network and service, pedestrian conditions, bicycle conditions, and emergency vehicle access. 2.1 Roadway Facilities The Project site is located on the west side of U.S. Route 101 (US-101), south of Terminal Court, in the city’s Lindenville District. Regional access to the Project site is provided via US-101, accessed via Produce Ave. Key local roadways in the vicinity of the Project site are described below:  US-101 is an eight-lane freeway and principal north-south roadway connection between San Francisco, San José, and intermediate San Francisco Peninsula cities. In South San Francisco, US- 101 is located directly adjacent to the Project site and serves the Project area with the Produce Ave/S Airport Boulevard Road exit. Access to the Project for vehicles traveling north on US-101 is provided by the S Airport Boulevard exit and underpass to the west side of the freeway. Access to the site for vehicles traveling south on US-101 is provided by the Produce Avenue exit.  Produce Avenue is a three-lane arterial east of the Project, with two southbound lanes accessing the southbound US-101 on-ramp.  Terminal Court is a two-lane cul-de-sac which intersects with Produce Avenue.  Shaw Road is a two-lane local road south of the Project site and the navigable slough.  San Mateo Avenue is a two-lane arterial west of the site which can provide access to Shaw Road from the north and the south. 2.2 Transit Facilities and Service The Project site is not directly served by regional rail, ferry, or bus transit services. Existing transit facilities are shown in Figure 2-1 and described below. Caltrain provides passenger rail service on the Peninsula between San Francisco and San José and limited- service trains to Morgan Hill and Gilroy during weekday commute periods. The South San Francisco Caltrain Station is approximately one mile north of the Project and is accessed from the Grand Avenue/Airport Boulevard intersection. Caltrain provides weekday service from 5:00 a.m. to 12:30 a.m., with two trains per hour during peak periods and hourly service during off-peak periods. In Fall 2024, Caltrain plans to complete its electrification project to support faster and more frequent rail service on the Peninsula. Bay Area Rapid Transit (BART) provides regional rail service between the East Bay, San Francisco, and San Mateo County, connecting between San Francisco International Airport and Millbrae Intermodal Station to the south, San Francisco to the north, and Oakland, Richmond, Antioch, Dublin/Pleasanton, and Fremont in Infinite 101 Transportation Impact Analysis September 2023 6 the East Bay. The San Bruno Station is the closest station to the Project site, about one mile southwest adjacent to the Tanforan Mall. The station is served by the Richmond-Millbrae Line and the Antioch- SFO/Millbrae Line. BART provides service from 5:00 a.m. to 12:00 a.m. on weekdays and 6:00 a.m. to 12:00 a.m. on weekends. Trains operate on 15-minute headways during peak hours and 20-minute headways during off-peak hours. San Francisco Bay Area Water Emergency Transportation Authority (WETA) provides weekday commuter ferry service between the Oakland/Alameda ferry terminals and the South San Francisco Ferry Terminal at Oyster Point. The Ferry Terminal is located three miles northeast of the Project site. WETA provides three daily roundtrips during peak periods. San Mateo County Transit District (SamTrans) provides bus service in San Mateo County. SamTrans Route 292 runs from San Francisco to Hillsdale and stops along Airport Boulevard about 0.7 miles north of the Project. Buses provide service every 30 minutes from 4:30 a.m. to 9:30 p.m. on weekdays and 6:50 a.m. to 6:50 p.m. on weekends. The Peninsula Traffic Congestion Relief Alliance (Commute.org) provides weekday commute period first/last mile shuttles connecting employers in the East of 101 Area with BART, Caltrain, and the WETA Ferry Terminal. However, no shuttle service is present west of 101 near the Project site. 2.3 Pedestrian Facilities Pedestrian facilities include sidewalks, crosswalks, trails, and pedestrian signals. Pedestrian facilities near the Project site serve walking trips connecting to shuttle stops, the Caltrain Station, multi-use trails, and nearby offices and businesses. Existing and proposed pedestrian facilities in the vicinity of the Project site are shown in Figure 2-2. The Project site is located in an industrial-focused area with challenging pedestrian conditions. Sidewalks near the Project site are generally narrow, lack buffer zones from adjacent roadways, and are frequently interrupted by driveways. The following pedestrian facilities exist near the Project site.  San Mateo Avenue has sidewalks on both sides of the street that are approximately five feet wide.  Shaw Road has sidewalks on both sides of the street that are approximately five feet wide.  Produce Avenue has a sidewalk on the west side of the roadway that is approximately five feet wide. Produce Avenue serves as a connection from South Airport Boulevard to the Project site. There are no sidewalks on the east side of Produce Avenue due to the US-101 freeway.  Terminal Court has sidewalks that are approximately five feet wide. Terminal Court connects to Produce Avenue to the Project site. There are no marked pedestrian crossings connecting the north side of Terminal Court to the Project site. Infinite 101 Transportation Impact Analysis September 2023 7 2.4 Bicycle Facilities Bicycle facilities consist of separated bikeways, bicycle lanes, routes, trails, and paths, bicycle parking, bicycle lockers, and showers for cyclists. Existing and proposed bicycle facilities in the vicinity of the Project site are shown in Figure 2-2. The California Department of Transportation (Caltrans) recognizes four classifications of bicycle facilities, as described below.  Class I – Shared-Use Pathway: Provides a completely separated right-of-way for the exclusive use of cyclists and pedestrians with cross-flow minimized (e.g., off-street bicycle paths).  Class II – Bicycle Lanes: Provides a striped lane for one-way travel on a street or highway. It may include a "buffer" zone consisting of a striped roadway between the bicycle lane and the nearest vehicle travel lane.  Class III – Bicycle Route: Provides for shared use with motor vehicle traffic; however, they are often signed or include a striped bicycle lane.  Class IV – Separated Bikeway: Provides a right-of-way designated exclusively for bicycle travel adjacent to a roadway protected from vehicular traffic. Types of separation include, but are not limited to, grade separation, flexible posts, inflexible physical barriers, or on-street parking. There are no existing bicycle facilities near the Project site. The Centennial Way Trail is located approximately 0.75 miles west of the Project site and may be accessed via Tanforan Avenue, South Linden Avenue, and Shaw Road. The Bay Trail is located approximately 0.25 miles east of the Project site but requires a circuitous one-mile diversion to the north via South Airport Boulevard to access the trail. Most streets near the Project site pose barriers to bicycle use due to high volumes of auto and truck traffic. 2.5 Emergency Vehicle Access Emergency vehicles typically use major streets through the study area when heading to and from an emergency and/or emergency facility. Arterial roadways allow emergency vehicles to travel at higher speeds and provide enough clearance space to permit other traffic to maneuver out of the emergency vehicle's path and yield the right-of-way. The nearest existing fire station to the Project is Fire Station 62 at 249 Harbor Way, approximately 0.9 miles east of the Project site, via Mitchell Avenue and Produce Avenue, with access to the Project via the driveway on Terminal Court. Alternatively, emergency vehicles can travel along San Mateo Avenue to access the Project Site via the driveway on Shaw Road. Harbor Way has one travel lane in each direction and a two-way center left turn lane. Mitchell Avenue and Produce Avenue have two travel lanes with a center median. Travel time is approximately five minutes from Fire Station 62 to the Project site, and the Project site allows for larger vehicle turning movements. 2.6 Transportation Plans and Policies 2.6.1 General Plan The South San Francisco 2040 General Plan establishes a vision for the City’s future growth. Its Circulation Element includes 5 goals, 13 policies, and 26 actions covering topics such as complete streets, vehicle Infinite 101 Transportation Impact Analysis September 2023 8 miles traveled, connectivity, safety, active transportation, TDM, parking, and innovations. Each goal is presented in Table 2.1, accompanied by policies and actions that are particularly relevant the Project: Table 2.1 South San Francisco General Plan Mobility Goals, Policies, and Actions # Goal Project-Related Policies & Actions 1 South San Francisco prioritizes safety in all aspects of transportation planning and engineering. Policy MOB-1.2: Strive to reduce vehicle speeds throughout the city to reduce the frequency and severity of collisions. Action MOB-1.2.1. Incorporate traffic calming treatments into all street projects to support lower design speeds. 2 South San Francisco provides a multimodal network with convenient choices for everyone. Policy MOB-2.1: Incorporate complete streets improvements into all roadway and development projects. Action MOB-2.1.1: Complete multimodal design and impact analysis. Ensure that roadway and development projects are designed and evaluated to meet the needs of all street users, and that development projects contribute to multimodal improvements in proportion to their potential impacts on vehicle miles traveled. Action MOB-2.1.3: Implement Active South City Pedestrian and Bicycle Plan. All capital improvements and development projects incorporate bicycle and pedestrian improvements identified in the Active South City Plan, such as trails, bikeways, bicycle detection at traffic signals, high-visibility crosswalks, and pedestrian-oriented site plans. Action MOB-2.1.4: Implement transit speed, reliability, and access improvements. All capital improvements and development projects near regional transit stations or bus/shuttle routes incorporate improvements to advance speed, reliability, and access, such as in-lane farside bus stops, bus-only lanes, queue jumps, and pedestrian/bicycle gap closures. Policy MOB-2.2: Advance more equitable transportation within South San Francisco. Action MOB-2.2.2: Develop free bus and shuttle service for residents. Develop a dedicated funding source or leverage private sector contributions to fund the South City shuttle and free bus service for South San Francisco residents. Policy MOB-2.3: Interaction between truck routes and bicycle/pedestrian priority streets. When streets are designed as a truck route and a priority street for bicyclists and pedestrians (either in the General Plan or Active South City Plan), complete a more detailed review and study to prioritize intersections and street Infinite 101 Transportation Impact Analysis September 2023 9 design for active mobility and limit truck movements to the designated truck routes. 3 South San Francisco proactively manages traffic and parking demand. Policy MOB-3.1: Promote mode shift among employers. Manage the number of vehicle trips, with a focus on promoting mode shift among employers. Action MOB-3.1.2: Implement an East of 101 Trip Cap. Implement an East of 101 area trip cap with triennial monitoring and corrective actions if exceeded. Implement project-specific trip caps for large campus developments. Policy MOB-3.2: Optimize traffic operations on City streets. Optimize traffic operations on City streets while avoiding widening roadways or otherwise pursuing traffic operations changes at expense of multimodal safety, transit reliability, or bicycle and pedestrian comfort. Action MOB-3.2.1: Update traffic operations metrics. Use appropriate metrics (e.g. travel time, vehicle queues, vehicle delay/level of service, and/or person delay) to evaluate and advance projects that manage traffic flow in coordination with the implementation of complete streets. Action MOB-3.2.2: Incorporate new street connections. Incorporate new street connections to better distribute vehicle trips across South San Francisco’s street network, especially in the East of 101 Area. Policy MOB-3.3: Right-size parking supply and maximize the efficiency of curb space. Action MOB-3.3.1: Incorporate parking maximums. Incorporate maximum parking requirements for new residential and office/R&D projects that align with TDM Ordinance trip reduction goals. 4 South San Francisco’s land use and transportation actions reduce vehicle miles traveled (VMT) and greenhouse gas emissions Policy MOB-4.1: Increase substantially the proportion of travel using modes other than driving alone. Action MOB-4.1.1: Use site plan review to improve connectivity. Use the development review process to identify opportunities to enhance bicycle, pedestrian, and transit connectivity. 5 South San Francisco residents have easy access to play, fitness, and active transportation networks. Policy MOB-5.1: Expand the low-stress bike and pedestrian network. Capitalize on opportunities to expand the low-stress bike and pedestrian network throughout the city. The General Plan proposes new streets and major transportation investments. The Utah Avenue Interchange project would create an overpass across US 101, from South Airport Boulevard to San Mateo Avenue (via the northern edge of the Project site) connecting Lindenville to the East of 101 area. The US 101 southbound off-ramp and the US 101 northbound on/off ramp would be reconfigured as part of that Infinite 101 Transportation Impact Analysis September 2023 10 project. Produce Avenue would remain as the access for the US 101 south on-ramp and the Project Driveway. Several other projects identified in the General Plan will impact the transit access, traffic operations, and multimodal performance of the Project. 2.6.2 Active South City Plan The Active South City Plan identifies priority projects and policies to improve bicycle and pedestrian access through the city. The plan proposes an additional 50 miles of bike facilities for the network. In the proximity of the Project, the Active South City Plan proposed the following bicycle facilities:  San Mateo Avenue – Class II Bicycle Lanes  Airport Boulevard – Class IV Separated Bikeway  Shaw Road – Class I Shared-Use Path  US-101 Bicycle & Pedestrian Bridge – Class I Shared-Use Path  Utah Avenue Overpass – Class II Bicycle Lanes The Active South City Plan also identifies Airport Boulevard and San Mateo Avenue as candidates for pedestrian improvements to enhance walkability and reduce conflicts with other modes. 2.6.3 Transportation Demand Management Ordinance South San Francisco Zoning Code includes a Transportation Demand Management (TDM) Ordinance (Chapter 20.400). The ordinance aims to reduce VMT of new developments, manage congestion, and promote efficient use of the existing transportation network through TDM measure adoption, and ongoing monitoring and reporting. Each development tier is required to meet a different point value for TDM measure adoption, trip cap, and monitoring requirements. Tier 4 projects must have at least 50 points, annual monitoring to achieve a maximum of 50 percent of employees commuting via driving alone, and annual monitoring of a site-specific trip cap. 2.6.4 Lindenville Specific Plan The Lindenville Specific Plan expands upon the General Plan’s vision for a mixed-use neighborhood, employment hub, and cultural center around the Project site. The Specific Plan identifies conceptual street layouts and circulation improvements for the Lindenville District that are generally consistent with the General Plan and Active South City Plan. Near the Project site, the Specific Plan identifies the need for a bicycle and pedestrian trail crossing of US-101 adjacent to the Navigable Slough accompanied by a north- south bikeway through the Project site connecting Produce Avenue/Airport Boulevard and Shaw Road. These bikeways would provide parallel alternatives to San Mateo Avenue and Utah Avenue, which would serve a high volume of auto and truck traffic. The Specific Plan also identifies the need to modernize local street infrastructure to accommodate changing land uses and incorporate first/last mile shuttle services to provide connections with BART and Caltrain. !Existing Transit ServiceFigure X-X SamTrans Peak Period Frequency Other Transit Service Every 15 minutes or less Every 20 - 30 minutes Greater than 30 minutes BART Caltrain Free South City Shuttle Bayhill Shuttle Project Site !!!!!!! ! ! ! ! ! ! ! ! ! ! !!! ! ! ! ! ! ! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! ! ! !!!!!3101Linden AvenueS out h Air p or t Boul ev a r d Ca mi no Rea l Harbor WySouth Linden AvenueEl Ca mi n oR e a l OrangeAvenue GrandAvenue Hunti n g t onAv AirportBltryClubDriveDubuqueAvU ta h A v e n u eGatewayBl Sn eath Lan e SanBrunoAve E ProduceAvEastGra ndAv C SpruceAvenueMitchellAvenue ·82 %&380 North Mcdonnell RoadSan Mateo Av!!South San Francisco DOWNTOWN LINDENVILLE TanforanShopping Center OrangeMemorial Park San Bruno 140 BH 140 292 141 398 398 ECR SSF South San Francisco San Bruno South San Francisco San Bruno BART CALTRAIN N Figure 2-1 CrestmoorCanyon 3101 W e stO rangeAven ueC hestnutAv Sout h Air por t B o ul e v ar dWes tb or o u g h B lEl Ca mi no R e al S a n B ru n o A v e n u e W e styW robraHSouth Linden AvenueEl Cami n o R e alOrangeAvenue Grand Avenue Hunti ngt onAv NorthMcdonnel l RoadC o u n tryClubDriv eDubuqueAvU t a h A v e n u eGatewayBlSneath LaneLinden AvSan Bruno Avenue EastSouthSpruceAvenueProduceAvEa stGra ndAv eunevA oetaM naSC h e r r y AvDo ra do Wy Crestwood Dri veSpruce AvenueAvalon DriveMitchellAvenue ·82 %&280 %&38017 24 31 20 26 25 27 18 19 11 16 28 13 10 87 2 3 1 4 30 6 Bicycle FacilitiesFigure 5 Project Site Class II Bicycle Lane Class I Shared Path Class I Shared Path Class II Bicycle Lane Class III Bicycle Route Class III Bicycle Route Class IV Separated Bikeway City Boundary Existing Bikeways Planned Bikeways San Bruno South San Francisco DOWNTOWN DOWNTOWN LINDENVILLE BAYHILL TanforanShopping Center OrangeMemorial Park South Maple AvenueHun ng t on Ave nue S e a S co St Miller Av Baden Av Bis c uit Av Ai rpor t Bl San Mateo Av3101rangeAvenue S out h Ai r por t Bou l eva r dyW robraHSouth Linden AvenueOrangeAvenueGrand Avenue DubuqueAvU ta h A v e n u eGatewayBl Sneath LaneLinden AvSouthSpruceAvenueProduceAvEastGra ndAv Spruce AvenueMitchellAvenue ·82 %&380 87 1 South San Francisco DOWNTOWN L INDENVILLE TanforanShopping Center OrangeMemorial Park Ai rpor t Bl San Mateo AvN Bay T r a i l Ce n t e n n i a l W a y T r a i lHunt i ngt on AvenueHunt i ngt on AvFigure 2-2 Infinite 101 Transportation Impact Analysis September 2023 13 3. Transportation Analysis This section includes an analysis and findings of Project effects on transportation services and facilities, including motor vehicle travel and operations, transit service, pedestrian facilities, and bicycle facilities. The amount and distance of motor vehicle travel were analyzed using vehicle miles traveled (VMT). Bicycle, pedestrian, and transit impacts were qualitatively assessed. 3.1 Project Travel Demand Project trip generation was calculated using the most recent edition of the ITE Trip Generation Manual for R&D land use and reductions associated with the Project’s TDM plan, consistent with the City’s TIA Guidelines as summarized in Table 3.1. Table 3.1 Trip Generation Land Use Size (KSF) Daily AM Peak Hour PM Peak Hour Total In Out Total In Out Total R&D1 669 6556 495 107 602 94 475 569 Amenities2 27 236 17 16 33 13 11 24 TDM Reduction (34%)3 -2,229 -168 -36 -205 -32 -161 -193 Net New Trips 4,563 344 87 431 75 324 399 Notes: 1. Trip generation rates are based on ITE 11th Edition (Land Use #760 – Research and Development Center) 2. Amenity space includes external trips associated with the gym and restaurant. Trip calculation includes 80% pass-by reduction to account for on-site employees representing the majority of users. Conference space is excluded from peak hour trip generation because the majority of events are expected to occur outside of peak periods. 3. 34 percent trip reduction based on TDM Plan, consistent with City’s TDM policy for Tier 4 project. Source: Fehr & Peers, 2023 The trip generation above includes some external vehicle trips associated with the dining and fitness amenity space, however the majority of users will be employees and will already be on site. Trip generation also includes a 34 percent reduction associated with the Project’s TDM Plan, consistent with the City’s TDM ordinance for a Tier 4 project. According to this trip generation analysis, the Project would generate 4,563 weekday daily trips, 431 net new a.m. peak hour trips, and 399 net new p.m. peak hour trips. 3.2 Vehicle Miles Traveled The Project’s VMT was analyzed using the City of South San Francisco’s VMT thresholds established in Resolution 77-2020 on June 10, 2020 and consistent with CEQA Guidelines Section 15064.3, subdivision (b). The adopted VMT threshold for employment-generating land uses determines that a project would have a Infinite 101 Transportation Impact Analysis September 2023 14 significant transportation impact if its VMT is greater than 15 percent below the baseline for home-based work (HBW) VMT per employee. Based on the City’s analysis using the C/CAG Model, this threshold would be set at 12.7 (15 percent below the existing regional average of 14.9) HBW VMT per employee for office and R&D projects as shown in Table 3.2. This threshold of 12.7 HBW VMT per employee also applies to cumulative conditions. Table 3.2 Home-Based Work Vehicle Miles Traveled Per Employee Location Estimated HBW VMT per Employee Bay Area Region (Existing) 14.9 VMT Reduction Factor 15% HBW VMT Per Employee Threshold 12.7 Project TAZ 16.7 Note: HBW= home-based work; VMT = vehicle miles traveled. Source: Fehr & Peers, 2023; C/CAG-VTA Bi-County Transportation Demand Model, 2022. As shown in Table 3.2 Home-Based Work Vehicle Miles Traveled Per Employee, the Project is expected to generate 16.7 HBW VMT per employee under existing conditions, which is greater than the significance threshold of 12.7 HBW VMT. This finding is consistent with the City of South San Francisco’s 2040 General Plan EIR (Impact TRANS-1), which concluded that the implementation of the General Plan would result in VMT in excess of the City’s VMT threshold of 15% below the current regional average. General Plan EIR Mitigation Measure TRANS-1 requires the City to implement its Transportation Demand Management (TDM) Ordinance and to impose a trip cap for high intensity employment uses. The TDM ordinance was adopted in Chapter 20.400 of the City’s Zoning Code, and is accompanied by updates to parking requirements in Chapter 20.330. Even with these policies and mitigation measures, the General Plan EIR concluded that the City may not reduce VMT below the threshold of significance, citing uncertainty in the cumulative effectiveness of these measures, as well as unknowns related to transit service levels, transportation technology and travel behavior. Because of the programmatic nature of the General Plan, the EIR concluded that no additional mitigation measures were available, and this impact was found to be significant and unavoidable. Consistent with Mitigation Measure TRANS-1 of the General Plan EIR and SSFMC requirements, the Project includes a TDM Plan. The Project is considered a Tier 4 project for the purposes of the TDM Ordinance. As a Tier 4 project, 50 points worth of TDM strategies are required to be implemented by time of occupancy. Each of the TDM measures provides options to future employers and employees to allow use of non-auto modes, strategies to encourage carpooling, biking, walking, and transit use; and site design features to promote the same. This TDM strategy also includes all trip reduction measures that are mandatory for the Project, as included in section 20.400.004 of the South San Francisco Zoning Code. The measures described below would be monitored to demonstrate compliance with the 50 percent non- drive-alone mode share required by the ordinance. The complete TDM Plan is included as Appendix A. Infinite 101 Transportation Impact Analysis September 2023 15 The Project’s TDM Plan complies with the City’s TDM Ordinance and implements General Plan EIR Mitigation Measure TRANS-1. The Project, being consistent with the findings of the General Plan, contributes to the significant and unavoidable impact to VMT identified in the General Plan EIR, but would not increase the severity of the significant impact. 3.3 Design Hazards 3.3.1 US-101 Southbound Off-ramp/Produce Avenue Intersection The Project would increase vehicle trips along southbound Produce Avenue and the southbound US-101 Produce Avenue off-ramp, which is presently a side-street stop-controlled off-ramp. The Project would contribute 218 vehicle trips in the AM peak hour and 36 vehicle trips in the PM peak hour to the westbound left turn movement from US-101 to Produce Avenue, which would result in an eight-fold increase in volumes during the AM peak hour and a doubling during the PM peak hour (compared to 26 AM peak hour trips and 27 PM peak hour trips under existing conditions). The addition of vehicle trips in a side-street stop-controlled condition is expected to increase 95th percentile vehicle queues to spill back onto the US-101 off-ramp, which could present a hazardous condition (southbound vehicles on Produce Avenue do not have a stop sign, so vehicles turning left onto Produce Avenue would have to wait for gaps to turn left, and these queues are likely to block right-turning vehicles as well). Additionally, the intersection meets AM and PM peak hour traffic signal warrants. Queueing conflicts at this intersection would pose a potentially significant impact. The South San Francisco General Plan EIR (Impact TRANS-4) determined that implementation of the General Plan is likely to increase vehicle trips on City freeway ramps, which could exacerbate vehicle queues on ramps already in excess of their storage capacity. The Project, being consistent with the General Plan, would contribute to this significant impact, but would not increase the severity of the significant impact. Improvement Measure TRANS-1: The Project should implement a new traffic signal and intersection design at the intersection of US-101/Produce Avenue Off-ramp Implementation of a traffic signal and lane reconfiguration at the US-101/Produce Avenue off-ramp would reduce vehicle queues while alleviating potential conflicts at the intersection. Figure 3-1 provides a conceptual layout illustrating how this intersection may be redesigned as a Continuous Green T intersection, which allows one major direction of travel to move freely while signalizing other movements. The westbound left turn and northbound through movements should be signalized while maintaining an unsignalized movement for southbound through traffic along Produce Avenue separated by a raised concrete median. This partial signalization would enable a short signal cycle that alternates between the westbound and northbound movements, prioritizing the westbound movement during the AM peak period and northbound movement during the PM peak period to match demand. Produce Avenue has a proposed Class IV Separated Bikeway designated in the Active South City Plan. While the design is presumed to be constrained by the existing bridge across Colma Creek, the plan Infinite 101 Transportation Impact Analysis September 2023 16 includes widening the western sidewalk across the bridge in order to accommodate a future multi-use trail along the western edge of Produce Avenue. No new crosswalk is necessary to include at this intersection since there is no sidewalk on the eastern side of Produce Avenue. The Project would be responsible for implementing the traffic signal in collaboration with the City of South San Francisco and Caltrans. The design considers conformity with proposed updates to the intersection of South Airport Boulevard/San Mateo Avenue/Produce Avenue, which includes changes to slip lane configurations and lane designations. The design also conforms to proposed frontage improvements along the west side of Produce Avenue north of the intersection, including new sidewalks, landscaping, and driveways. With the implementation of this improvement measure, 95th percentile vehicle queues would not spill over onto the freeway mainline. The Project would be responsible for implementing the traffic signal in collaboration with the City of South San Francisco and Caltrans. 3.3.2 US-101 Southbound On-ramp/Terminal Court/Produce Avenue Intersection The Project would increase vehicle trips entering and exiting Terminal Court at Produce Avenue, which is presently a side-street stop-controlled intersection. The Project would contribute 254 vehicle trips in the AM peak hour and 309 vehicle trips in the PM peak hour to the Terminal Court movements, a net increase of 157 percent and 498 percent over existing volumes, respectively. The addition of Project trips exiting Terminal Court during the PM peak hour may create a hazardous condition due to the lack of signal control and high-speed vehicle travel southbound on Produce Avenue onto US-101. Pedestrians crossing Terminal Court may also encounter conflicts with vehicles. The intersection meets the PM peak hour signal warrant with the Project. Improvement Measure TRANS-2: The Project should implement a new traffic signal and high- visibility crosswalk at the US-101 On-Ramp/Terminal Court/Produce Avenue intersection. The addition of a traffic signal at the US-101 Southbound On-ramp/Terminal Court/Produce Avenue intersection would address potentially hazardous conditions associated with the existing side-street stop configuration. Figure 3-2 provides a conceptual layout illustrating how this intersection may be redesigned, including the new traffic signal, a high-visibility crosswalk, and an extension of the high- occupancy vehicle bypass lane at the US-101 southbound ramp. The Project would be responsible for implementing the traffic signal in collaboration with the City of South San Francisco and Caltrans. 3.3.3 Site Circulation The Project’s site plan is not expected to pose any onsite design hazards or incompatible land uses. The new driveways along both Terminal Court and Shaw Road would not change the geometry of the adjacent roadways. Sight distance at the proposed driveway locations is expected to be adequate for drivers exiting the Project site and for pedestrians crossing the driveways. The Project’s internal streets, bicycle facilities, and pedestrian facilities would be designed consistent with applicable design standards. Figure 3-1 Figure 3-2 Infinite 101 Transportation Impact Analysis September 2023 19 3.4 Consistency with Plans & Policies The Project would provide multimodal circulation improvements within the site and along the frontage of the navigable slough which is consistent with the goals identified in the General Plan, Active South City Plan, and the Transportation Demand Management Ordinance. The Project is designed to separate bicycles and pedestrians from vehicle traffic, which will circulate along the periphery of the site. The central courtyard is designed for people walking and biking or accessing the site via the shuttle service to/from regional transit stations. Speed humps and raised crosswalks are included on the internal roadways to prevent high vehicle travel speeds where there may be conflicts with other road users. These design features align with General Plan Goals MOB-1, MOB-2, MOB-4, and MOB-5. The Project complies with the measures and monitoring requirements identified in the TDM Ordinance, and the full TDM Plan is included in Appendix A. The Project will implement a TDM Plan that includes an enhanced shuttle commitment to serve first-last mile connections to the site, active transportation gap closures, and fully subsidized transit passed for employees. The TDM Plan is expected to achieve 50 points under the TDM ordinance and implement a 50 percent trip cap. The plan, in addition to updated traffic operations analysis and parking maximums align with General Plan goals MOB-3 and MOB-4. Additionally, the Project does not affect the potential implementation of the Utah Avenue Overpass or its connections to the relevant roadways and ramps, as identified in the General Plan. Improvement Measure TRANS-3: The Project will prepare an engineering analysis of the potential trail crossing alignments and incorporate the preferred alternative alignment into the Project. The Active South City Plan, General Plan, and Lindenville Specific Plan identify a Class I shared-use path crossing of US-101 to connect the Bay Trail with Shaw Road, with an eventual extension to the Centennial Way Trail via a grade separated crossing of Caltrain. The Project proposes a five foot wide easement for a pedestrian path along the Navigable Slough and the Shaw Road driveway. An engineering analysis of the planned US-101 crossing has not yet occurred, and a preferred alternative alignment has not been determined. The Project should prepare an engineering analysis of potential trail crossing alignments, incorporate the preferred alternative alignment into its site plan, and provide a fair share contribution toward construction of the crossing. 3.5 Emergency Access Vehicle trips generated by the Project would represent a small percentage of overall daily and peak hour traffic on roadways and freeways in the study area. The Project would generate about eight to nine vehicle trips per minute on average during peak hours, which is not expected to introduce or exacerbate conflicts for emergency vehicles traveling near the Project. The Project would not include features that would alter emergency vehicle access routes or roadway facilities; fire and police vehicles would continue to have access to all facilities around the entire City. Emergency vehicles would have full access to the Project site from all driveways connecting to adjacent streets; each driveway would be equipped to handle all types of emergency vehicles. Therefore, the Project would result in adequate emergency access. Infinite 101 Transportation Impact Analysis September 2023 20 4. Local Transportation Analysis This section evaluates the Project’s effects on the local transportation network consistent with the City of South San Francisco’s Transportation Impact Analysis Guidelines. This analysis is provided for informational purposes and is not associated with CEQA thresholds of significance. 4.1 Parking and Vehicle Circulation The Project provides adequate parking and vehicle circulation. The Project’s proposed parking supply meets the parking maximums for R&D and office building space set forth in Table 20.330.004 of the SSFMC; the rates set forth in the City code are 1.5 parking spaces per 1,000 square feet of R&D space, or 2.0 parking spaces per 1,000 square feet of office space. The Project proposes a parking supply of 1.84 parking spaces per 1,000 square feet inclusive of amenity space; however, as documented in the Project’s Parking Management Plan, amenity parking spaces would be designated for visitor use only and would remain consistent with the Project’s mode share and trip cap targets. The Project includes designated passenger loading zones, along with multiple service access locations that do not utilize the Project's primary driveways. Each of these facilities is fully accommodated on-site for the Project. By dispersing loading activity across the site, the Project is unlikely to experience queuing that would infringe on roadways or bicycle or pedestrian facilities. 4.2 Bicycle and Pedestrian Access Improvement Measure TRANS-4: The City may consider applying transportation impact fees toward intersection improvements at the San Mateo Avenue/Shaw Road/Tanforan Avenue intersection to address the cumulative effects of pedestrian and bicycle conflicts. Bicycle and pedestrian travel to the Project site is constrained by gaps in the surrounding active transportation network. As noted in Section 2.3 and 2.4, there are no bicycle facilities near the Project site, while sidewalks are generally narrow and uncomfortable. Improvement Measures TRANS-1, TRANS-2, and TRANS-3 would address active transportation gaps at the Project’s northern driveway and through the Project site. Improvement Measure TRANS-4 would address pedestrian and bicycle conditions near the Project’s southern entrance at Shaw Road. Shaw Road functions primarily as an industrial street with challenging pedestrian and bicycle crossings at San Mateo Avenue. While the intersection of San Mateo Avenue/Shaw Road/Tanforan Avenue would not meet peak hour signal warrants based on vehicle trips, intersection traffic controls may eventually be warranted to address cumulative bicycle and pedestrian circulation needs to Project site and accessing the future US-101 trail crossing. As a cumulative effect not solely related to Project-related travel, the City may consider applying transportation impact fees toward pedestrian and bicycle improvements at this intersection (such as high-visibility crosswalks, a Class IV separated bikeway along Shaw Road, and an Infinite 101 Transportation Impact Analysis September 2023 21 eventual traffic signal). Such modifications should be coordinated alongside Improvement Measure TRANS-5, the South Linden Grade Separation project, and overall implementation efforts related to the Utah Avenue Extension and Lindenville Specific Plan (see Figure 4-1 in Section 4.5.4). The Project provides adequate bicycle parking. The Project proposes to provide short-term and long-term bicycle parking spaces consistent with City code requirements. A total of 122 bicycle parking spaces would be provided throughout the site. Specifically, 61 long-term bicycle parking spaces would be provided on the ground floor of each building, with shower and locker facilities for use by building tenants, and 61 short-term bicycle parking spaces would be provided in the outdoor landscaped areas. 4.3 Transit The Project does not result in a deficiency in transit service or access. The Project would rely heavily on BART and Caltrain ridership to meet its mode share and trip cap targets. As described in the Project’s TDM Plan (Appendix A), the Project would provide a new first/last shuttle service as the primary means of connecting to regional transit providers. A shuttle stop would be provided near the center of the Project site. For these reasons, the Project would support increased transit ridership and would not adversely affect transit operations or access. 4.4 Passenger Loading The Project provides adequate passenger loading. The Project provides six onsite passenger drop-off spaces located on the north side of the office building, which connects to the building entrances via pedestrian pathways through the courtyard on the west side of the site. The loading zone can be accessed through the surface parking on the north side of the site. Passenger loading activities are not expected to obstruct pedestrian, bicycle, transit, or auto facilities. 4.5 Off-Site Traffic Operations This section provides additional analysis of Improvement Measures TRANS-1 and TRANS-2 identified in Section 3.3. It also identifies a third improvement measure, TRANS-3, to address operational deficiencies near the Project’s southern entrance at Shaw Road. 4.5.1 Assumptions and Methodology Seven intersections in the vicinity of the Project were evaluated for traffic operations based on four analysis scenarios: Existing, Existing Plus Project, Cumulative, and Cumulative Plus Project. Section 3.2 describes these different conditions. 1. Airport Boulevard-Produce Avenue/South Airport Boulevard-San Mateo Avenue 2. Produce Avenue/US 101 South Off-Ramp Infinite 101 Transportation Impact Analysis September 2023 22 3. Produce Avenue/Terminal Court (side street stop controlled) 4. South Airport Boulevard/Mitchell Avenue 5. South Airport Boulevard/US 101 North Ramps 6. San Mateo Avenue/South Linden Avenue 7. San Mateo Avenue/Tanforan Avenue/Shaw Road (side street stop controlled) The Project’s effects on off-site traffic circulation were assessed using the VISUM and SimTraffic traffic analysis software. SimTraffic is a microsimulation software that analyzes traffic by simulating the interactions between individual vehicles along a corridor. In addition to vehicular LOS, SimTraffic can estimate vehicle queuing, travel times, and demand served. SimTraffic software was used to evaluate the congested traffic conditions and geometry changes along Produce Avenue (intersections 1, 2, and 3) with greater sensitivity. The remaining intersections were analyzed using VISUM, a travel demand modelling software, to provide a conceptual assessment of intersection operations. The method from Chapter 19 of the HCM 6th Edition bases signalized intersection operations on the average control delay experienced by motorists traveling through it. Control delay incorporates delay associated with deceleration, acceleration, stopping, and moving up in the queue. This method uses various intersection characteristics (such as traffic volumes, lane geometry, and signal phasing) to estimate the average control delay. Tables 4-1 and 4-2 summarize the relationship between average delay per vehicle and LOS for signalized intersections and unsignalized intersections, respectively, according to the HCM 6th Edition. Compared with traditional analysis methods which evaluate the level of service (LOS) of each intersection in isolation, microsimulation shows the effects one intersection can have on another. This method is best for analyzing congested conditions where intersections are closely spaced and where there is substantial non-automotive travel demand. Table 4.1 Signalized Intersection LOS Criteria LOS Description Average Delay Per Vehicle (Seconds) A Operations with very low delay occurring with favorable progression and/or short cycle length. ≤ 10 B Operations with low delay occurring with good progression and/or short cycle lengths. > 10 and ≤ 20 C Operations with average delays resulting from fair progression and/or longer cycle lengths. Individual cycle failures begin to appear. > 20 and ≤ 35 D Operations with longer delays due to a combination of unfavorable progression, long cycle lengths, or high volume-to-capacity (V/C) ratios. Many vehicles stop and individual cycle failures are noticeable. > 35 and ≤ 55 E Operations with high delay values indicating poor progression, long cycle lengths, and high V/C ratios. Individual cycle failures are frequent occurrences. > 55 and ≤ 80 F Operation with very high delay values to most drivers occurring due to over saturation poor progression, or very long cycle lengths. > 80 Source: Transportation Research Board, 2016. Highway Capacity Manual 6th Edition Infinite 101 Transportation Impact Analysis September 2023 23 Table 4.2 Unsignalized Intersection LOS Criteria Level of Service Description Average Control Delay Per Vehicle (Seconds) A Little or no traffic delays. ≤ 10 B Short traffic delays. > 10 and ≤ 15 C Average traffic delays. > 15 and ≤ 25 D Long traffic delays. > 25 and ≤ 35 E Very long traffic delays. > 35 and ≤ 50 F Extreme traffic delays with intersection capacity exceeded. > 50 Source: Transportation Research Board, 2016. Highway Capacity Manual 6th Edition 4.5.2 Analysis Scenarios The effect of the Project on the surrounding transportation system were evaluated for the four scenarios listed below: • Scenario 1: Existing Conditions • Scenario 2: Existing Plus Project Conditions • Scenario 3: Cumulative Conditions • Scenario 4: Cumulative Plus Project Conditions A description of the methods used to estimate the amount of traffic and VMT generated by the Project is provided below. Project-specific impacts are described under Section 4. Existing conditions represent the baseline condition upon which Project effects are measured. The baseline condition represents conditions before the COVID-19 pandemic. Due to the atypical travel patterns and transit service levels during the COVID-19 pandemic, new data was not collected for this analysis. Existing Plus Project conditions represent the baseline condition with the addition of the Project. Traffic volumes for Existing Plus Project conditions include existing traffic volumes plus traffic generated by the Project. Existing Plus Project conditions were compared to Existing conditions to determine potential immediate project effects. In addition to changes in volumes, the Existing Plus Project conditions include a change to the intersection control and geometry at Produce Avenue and US-101 South Off-Ramps. Changes include a signal for northbound and westbound vehicles, and a free-flow lane for southbound vehicles. Design concepts and signal phasing concepts are provided in Figure 3-1. Cumulative conditions include transportation demand resulting from reasonably foreseeable land use changes and conditions associated with funded transportation projects in the year 2040 based on the South San Francisco General Plan Update. Cumulative condition also includes the proposed Utah Avenue Infinite 101 Transportation Impact Analysis September 2023 24 overpass in the 2040 General Plan, which alters the access points to the Project and removes the intersection of Produce Avenue and the US-101 South off-ramp. Cumulative Plus Project conditions represent the cumulative condition with the addition of the Project volumes to determine the extent to which the Project would contribute to long-term cumulative traffic congestion. 4.5.3 Analysis Results The Project would contribute to already congested intersection operations under existing and cumulative conditions, particularly east of US-101. As shown in Table 4.3 LOS Results, two intersections near the Project site operate at LOS E or F under existing conditions (South Airport Boulevard/Mitchell Avenue and South Airport Boulevard/US-101 Northbound Ramps), while all intersections operate at LOS F under cumulative conditions. Table 4.3 LOS Results Intersection Peak Hour Existing Existing Plus Project Cumulative Cumulative Plus Project Delay1 LOS Delay1 LOS Delay1 LOS Delay1 LOS 1. Airport Boulevard/San Mateo Avenue/Produce Avenue AM 38 D 38 D >80 F >80 F PM 53 D 54 D >80 F >80 F 2. Produce Avenue/US-101 SB Off-Ramp AM >50 F >50 F N/A2 PM <10 A <10 A 3. Produce Avenue/US-101 On-Ramp/Terminal Court AM 13 B 23 C >80 F >80 F PM 11 B 34 D >80 F >80 F 4. South Airport Boulevard/Mitchell Avenue/Gateway Boulevard AM 59 E 59 E >80 F >80 F PM >80 F >80 F >80 F >80 F 5. South Airport Boulevard/ US-101 Northbound Ramps AM >80 F >80 F >80 F >80 F PM 50 D 51 D >80 F >80 F 6. San Mateo Avenue/South Linden Avenue AM 21 C 24 C >80 F >80 F PM 25 D 26 D >80 F >80 F 7. San Mateo Avenue/Tanforan Avenue/Shaw Road AM 22 C 24 C >80 F >80 F PM 20 C 21 C >80 F >80 F Notes: 1. For signalized intersection, average intersection delay is shown. For unsignalized intersections, worst approach delay is shown. 2. The US-101 off-ramp would be reconfigured to connect to the Utah Avenue overpass under cumulative conditions based on the South San Francisco General Plan. Infinite 101 Transportation Impact Analysis September 2023 25 4.5.4 Operations Improvement Measures The following study intersections were reviewed to identify additional improvement measures beyond current City Plans and improvement measures previously identified in Section 3.3: • Improvements to the Airport Boulevard/San Mateo Avenue/Produce Avenue intersection will be implemented via the 124 Airport Boulevard and 100 Produce Avenue developments. These improvements include removal of channelized right turn lanes and addition of high-visibility crosswalks. No further changes are recommended. • Improvements for the Produce Avenue/US-101 SB Off-Ramp and Produce Avenue/US-101 On- Ramp/Terminal Court intersections are discussed in Section 3.3 (Improvement Measure TRANS-1: traffic signal and intersection design and Improvement Measure TRANS-2: traffic signal, high- visibility crosswalk, and pedestrian bulb out). • The intersections of South Airport Boulevard/Mitchell Avenue/Gateway Boulevard and South Airport Boulevard/US-101 Northbound Ramps are heavily constrained. No further changes are recommended until a Complete Streets corridor study occurs. Limited options remain for capacity improvements or widening near the Project site due to limited available right-of way. Such changes would also generally conflict with General Plan Policy MOB-3.2, which calls for optimizing operations while avoiding widening roadways, or otherwise pursuing traffic operations changes at expense of multimodal safety, transit reliability, or bicycle and pedestrian comfort. The following improvement measure is recommended for the San Mateo Avenue/South Linden Avenue intersection: Improvement Measure TRANS-5: The City may consider applying transportation impact fees toward intersection improvements at the San Mateo Avenue/South Linden Avenue intersection to address the cumulative effects of changing operational needs. The City may consider applying transportation impact fees toward intersection improvements at the San Mateo Avenue/South Linden Avenue intersection to enhance traffic operations and multimodal site access. As illustrated in Table 5.2, the intersection is expected to operate at LOS F under 2040 Conditions, and the Project would contribute additional trips through this intersection. A redesign of the intersection may include widening South Linden Avenue, signalization of the San Mateo Avenue/Shaw Road/Tanforan Avenue intersection, removal of channelized right turn lanes, lane reconfigurations to match changing traffic volumes, and incorporating bike lanes and high visibility crosswalks. Changes to this intersection should be coordinated with the South Linden Grade Separation project and overall implementation of the Lindenville Specific Plan and would require further study as these cumulative changes materialize. 4.6 Summary of Improvement Measures The following improvement measures have been identified in this report: Infinite 101 Transportation Impact Analysis September 2023 26 Improvement Measure TRANS-1: The Project shall implement a new traffic signal and lane modifications at the intersection of US-101/Produce Avenue Off-ramp (Section 3.3). Improvement Measure TRANS-2: The Project shall implement a new traffic signal and high-visibility crosswalk at the US-101 On-Ramp/Terminal Court/Produce Avenue intersection (Section 3.3). Improvement Measure Trans-3: The Project shall prepare an engineering analysis of the potential trail crossing alignments and incorporate the preferred alternative alignment into the proposed Project. (Section 3.4) Improvement Measure TRANS-4: The City may consider applying transportation impact fees toward intersection improvements at the San Mateo Avenue/Shaw Road/Tanforan Avenue intersection to address the cumulative effects of pedestrian and bicycle conflicts (4.2). Improvement Measure TRANS-5: Improvement Measure TRANS-5: The City may consider applying transportation impact fees toward intersection improvements at the San Mateo Avenue/South Linden Avenue intersection to address the cumulative effects of changing operational needs (Section 4.5).