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Home My WebLink AboutP04-0127 180 Oyster Point. TDM Plan 07-01-2005 Final Report 180 Oyster Point Transportation Demand Management Plan Prepared for: Stuhlmuller Property Company Prepared by: Fehr & Peers July 2005 ~~- 0\'-. \. TABLE OF CONTENTS Chaoter Paae 1 - INTRODUCTION... ................ ............. ...... ....... ....... ...... ....... ........ ................ ...... ................ 1 2 - EXISTING TRANSPORTATION SYSTEM .......................................................................3 Transit (Bus and Commuter Rail) Service................................................................... 3 Existing Pedestrian and Bicycle Facilities................................................................... 3 3 - CITY OF SOUTH SAN FRANCISCO TRANSPORTATION DEMAND MANAGEMENT PLAN GUiDELINES.............................................................. 6 4 - CITY/COUNTY ASSOCIA TEION OF GOVERNMENT (C/CAG) TRANSPORTATION DEMAND MANAGEMENT PLAN GUIDELINES .........................12 5 - TRANSPORTATION DEMAND MANAGEMENT PLAN ................................................18 On-Site Measures..................................................................................................... 18 Shuttle Measures...................................................................................................... 19 Subsidized Programs................................................................................................ 19 6- SU MMARY AN D CONCLUSIONS ............ ..... ............................ ......... ....... ...... ....... ........ 22 Appendix SJ05-780 LIST OF FIGURES Fiaure Paae 1. Site Plan..................................................................................................................... 2 2. Site Location............................................................................................................... 4 3. Transit Facilities.......................................................................................................... 5 LIST OF TABLES Table Paae 1. City of South San Francisco - East of Highway 101 Standard Base TOM Requirements............................................................................ 6 2. City of South San Francisco - East of 101 Additional TOM Options/Aggressive Mitigation Measures .......................................... 9 3. C/CAG TOM Measures..... ........................................................................................ 13 4. 180 Oyster Point Boulevard Transportation Demand Management Program ........... 20 SJ05-780 180 Oystel POlllt TOM July 2005 -- 1. INTRODUCTION Stuhmuller Property Company is proposing to develop a 70,000-square foot (s.f.) R&O building at 180 Oyster Point Boulevard in South San Francisco, California. The proposed site plan is shown on Figure 1. The proposed development is estimated to generate 109 AM peak-hour trips and 104 PM peak-hour trips (the trip generation table is presented in the Appendix). A Transportation Demand Management (TOM) Plan was prepared to identify measures to reduce the number of single-occupant automobile trips generated by the proposed project and thus reduce its traffic impacts. A Transportation Oemand Management (TOM) Plan is a set of strategies, measures and incentives to encourage the employees to walk, bicycle, use public transportation, carpool or use other alternatives to driving alone. TOM measures produce more mobility using existing transportation systems, boost economic efficiency of the current transportation infrastructure, improve air quality, save energy, and reduce traffic congestion. Convenience and cost are the primary factors that affect a person's choice of transportation mode. Measures that work well for some people or types of businesses do not work as well for others. Therefore, an effective TOM plan or program provides multiple options and incentives and is flexible enough to allow customization to meet the varied needs of individuals and individual employers. This program presents an array of proven strategies and measures used in the Bay Area under a flexible implementation plan that can meet the needs of existing and future tenants. The TOM plan was developed based on guidelines provided by the City of South San Francisco and the City/County Association of Governments (C/CAG), the local Congestion Management Agency for San Mateo County. City of South San Francisco guidelines for TOM programs require that all projects that generate greater than 100 daily trips obtain a goal of 28 percent alternative mode use. The City/County Association of Governments (C/CAG), the local Congestion Management Agency for San Mateo County, requires developments that generate 100 or more peak-hour trips to implement TOM measures that have the capacity to mitigate all new peak-hour trips. The transportation facilities serving the site are described in Chapter 2. Chapter 3 presents the draft City of South San Francisco TOM guidelines and C/CAG TOM guidelines are contained in Chapter 4. The transportation demand management measures selected for the 180 Oyster Point Boulevard TOM Plan are presented in Chapter 5. A brief summary is presented in Chapter 6. If 1 flIlR& PIIIt\ ~g E--<"1 ~~ ~~ ...... ;:s Cl l:Cl .... l:: ~ :... ~ & <:::> 00 ...... nu_ S!SU- un I ii' II II to ~ II un II ~ !!n~1I1I11 I~ I~~ ~~ ~8 lJ Z 5 ....J ~i H: ~! o ~li .- ~ ' Z .. -~ 0'" c..~ 01:::." UJ .- U') >- o ce- z <C ..J Q. W I- U) ti ~ .. tl ~ <:l Ilij 'ij 'r"" c 111 J ~ ~ ~ 1 9 ~ ~ C) ~ u::: ~ ~ 0 ~ ~ ... J. ~ ..s:: ~ 180 Oy'tel HUll! TOH .July ;2r ,I)') --- 2. EXISTING TRANSPORTATION SYSTEM The proposed 70,000-square foot R&D building is located at 180 Oyster Point Boulevard in South San Francisco, California. The site location is shown on Figure 2. The existing transportation facilities, that support alternative (non-automobile) mode use, include those that provide transit, bicycle, and pedestrian access to the site. These facilities are described in detail below. TRANSIT {BUS AND COMMUTER RAIL} SERVICE San Mateo County Transit District (SamTrans) operates bus service in San Mateo County. Commuter rail service (CaITrain) is provided from San Francisco to Gilroy by the Peninsula Corridor Joint Powers Board. Bay Area Rapid Transit (BART) shuttle service is provided adjacent to the project site. The existing transit facilities in the vicinity of the site are shown on Figure 3 and described in detail below: CalTrain provides frequent train service between San Jose and San Francisco seven days a week. During commute hours, CalTrain provides extended service to Morgan Hill and Gilroy. The South San Francisco CalTrain station at Dubuque Avenue and Grand Avenue is the closest station to the project site. The following CalTrain shuttle buses provide service to office buildings nearby: Oyster Point Area Shuttle and Gateway Area Shuttle. The Oyster Point Area shuttle serves nearby developments on Eccles Avenue. The Gateway Area shuttle serves nearby developments along Gateway Boulevard and operates along Oyster Point Boulevard past the project site. Bay Area Rapid Transit (BART) provides rail service between the East Bay (Richmond, Pittsburg, Pleasanton, and Fremont) and Millbrae. The closest station to the project site is the South San Francisco BART station located between EI Camino Real and Mission Road approximately one half mile northwest of Kaiser medical center. Two BART shuttles, Oyster Point Area and Gateway Area, run similar routes as the CalTrain shuttles and are available to BART passengers free of charge. SamTrans Route 292 provides bus service between the Hillsdale Shopping Center and the Transbay Terminal in downtown San Francisco. This bus route operates along Airport Boulevard and stops at Airport Boulevard/Baden Avenue near the project site. The hours of operation are 5:00 am to 2:00 am on weekdays and weekends. Commute and midday headways are 30 minutes apart on weekdays and weekends. Headways are 60 minutes during the evenings. EXISTING PEDESTRIAN AND BICYCLE FACILITIES Pedestrian facilities comprise sidewalks, crosswalks, and pedestrian signals. Near the site, sidewalks are located on both sides of Oyster Point Boulevard. Crosswalks and pedestrian signals are provided at nearby signalized study intersections. Bicycle facilities comprise bike paths (Class I), bike lanes (Class II), and bike routes (Class III). Bike paths are paved trails that are separated from roadways. Bike lanes are lanes on roadways designated for use by bicycles by striping, pavement legends, and signs. Bike routes are roadways that are designated for bicycle use by signs only and mayor may not include additional pavement width for cyclists. Near the project site, bike lanes are provided on Airport Boulevard, Oyster Point Boulevard, and Sister Cities Boulevard. If 3 flIIR& PIIIt\ 180 Oyster Point Boulevard TDM July 2005 Oyster Cove Marina Forbes Blvd Key: CJ Project Site CD N Not to Scale Figure 2 SITE LOCATION iF SJ05-780 Fehr & Peers Associates, Inc. 180 Oyster Point Boulevard TDM July 2005 FX, KX, MX, NX,PX,RX Oyster Cove Marina -0- > Ui 11l C ~ ~ > II II II II II Forbes Blvd. II _. II FX, KX, MX, NX,PX,RX Key: CJ Project Site fftHfH CalTrain .. .. .. Gateway CalTrain/BART Shuttle Oyster Point CalTrain/BART Shuttle CD N @ Samtrans Bus Route Not to Scale Figure 3 TRANSIT FACILITIES fP SJO!H80 Fehr & Peers Associates, Inc. 180 Oystcl P()fflt TO^ 1 July 2005 --- 3. CITY OF SOUTH SAN FRANCISCO TRANSPORTATION DEMAND MANAGEMENT PLAN GUIDELINES The City of South San Francisco has guidelines that require new development projects to achieve a minimum goal of 28 percent alternative mode use. Development projects requesting FAR bonuses must achieve higher alternative mode usage percentages ranging from 30 to 45. Table 1 presents the City of South San Francisco standard base transportation demand management (TDM) measures and their estimated percent mitigation, or alternative mode use. Additional TDM measures are presented in Table 2. TABLE 1 CITY OF SOUTH SAN FRANCISCO - EAST OF HIGHWAY 101 STANDARD BASE TDM REQUIREMENTS MeasurelProgram PlanninglDesign Measures Building layout Building setbacks Building wiring Passenger loading zones Transit Design Elements Street Design Parking Design Measures Preferential parking 10% min. (carpool and van pool) Parking configuration Pedestrian Measures Minimize walking distance Pedestrian/trail connections Internal pedestrian access Bicycle Design Measures Showers/Clothes lockers Bicycle parking (short + long term) Information Board / Kiosks Transportation Coordinator Implementation CCRs Designated employer contact in leases (each tenant) Developer Developer as Tenant or Implemented Employer Implements Percent Mitigation 1.0% to 3.0% X X X X 0.5% to 0.5% X 5.0% to 10.0% X X X 0.5% to 1.0% X X X 2.0% to 2.5% X X X X X 1.0% X X X X X X If 6 FIll R & P II It \ l~A"HIl"~"'lIO~ ~1I"\1I\!"'1" 18U Oystel p()'17! TO~,1 July 200'1 -- TABLE 1 (CONT.) CITY OF SOUTH SAN FRANCISCO - EAST OF HIGHWAY 101 STANDARD BASE TDM REQUIREMENTS Developer Developer as Tenant or Measure/Program Implemented Employer Implements Percent Mitigation Carpool Programs 2.0% Ridematching services X Van pool Programs 2.0% Ridematching services X Transit Programs 0.5% Free trial rides X Transit riders guide X X Parking Programs Preferential parking (registration, mgmt.) X X Pedestrian Programs 0.5% Walking Club I Mentor Group X Bicycle Programs 1.0% Bicycle riders guide X X Ridematching services X Promotional Programs 4.0% to 6.0% New Tenant and employee orientation X packets Flyers, posters, brochures, emails X X Transportation fairs X X Spare the Air (June - October) X X Rideshare Week (October) X X Newsletter articles X Trip planning assistance- routes and maps X Kick-Off Event (at 50% occupancy) X X Guaranteed ride home X X If 7 flllll & PIIIt\ 180 Oystf'1 PU/llt TO^1 July 20()5 -- TABLE 1 (CONT.) CITY OF SOUTH SAN FRANCISCO - EAST OF HIGHWAY 101 STANDARD BASE TDM REQUIREMENTS Measure/Program Monitoring and Evaluation Annual Report Fines for noncompliance Developer Implemented Developer as Tenant or Employer Implements Percent Mitigation x X X X Standard Base Range 20.0% to 30.0% Note: Standard TOM Goal for all projects is 28%. Source: City of South San Francisco Hoyt Company If 8 ft IIR & PIIIt\ 180 Oystcl POint TW.1 July 2005 --- TABLE 2 CITY OF SAN FRANCISCO - EAST OF HIGHWAY 101 ADDITIONAL TOM OPTIONS/AGGRESSIVE MITIGATION MEASURES Developer as Tenant Developer or Employer Measure/Program Implemented Implements Percent Mitigation Transit Design Elements 1.0% to 5.0% land dedication for transit facilities X Transit passenger shelter/ bus stop X Bus/rail station subsidy (for construction) X Parking Design Measures 5.0% Shared parking w/existing development X Reduced parking on site X Off-street parking restrictions X Electric vehicle parking (charging stations) X Bicycle Design Measures 2.0% Bicycle trail connections X Onsite Amenities 1.5% to 5.0% Cafeteria with hot food services X X Valet services (dry cleaning) ATM X X Exercise facilities X X Convenience retail (sundries) X X Childcare X X Post office/stamps X X Onsite transit pass sales X X Carpool Programs 2.0% to 5.0% Mentor group X X Alternative commute subsidies X X Transportation Management Association X X 1.0% to 3.0% Participation Van pool Programs 2.0% to 5.0% Mentor group X X Alternative commute subsidies X X If 9 flIIR& PIIRS n'''HOIII'''ln~ ((I"VIlIA"'',. 180 Oys!el POll)! TOM July 2005 -- TABLE 2 (CONT.) CITY OF SOUTH SAN FRANCISCO - EAST OF HIGHWAY 101 ADDITIONAL TDM OPTIONS/AGGRESSIVE MITIGATION MEASURES Developer as Tenant Developer or Employer Measure/Program Implemented Implements Percent Mitigation Transit Programs 1.0% to 10.0% Transit subsidies X X On-site pass outlet X X Transit field trips X Subscription bus services X X Shuttle programs (frequency and route X X coverage) Increased frequency for off peak hours X X Increased frequency for peak hours X X Additional route coverage during peak X X hours Additional route coverage during midday X X period Parking Programs 5.0% to 10.0% Reduced parking fees for X X carpoolJEV/vanpools Paid off-site parking at park & ride lots I X X transit stations Paid parking X X Off-site parking - park and ride shuttles X X Parking cash out X Pedestrian Programs 2.0% to 5.0% Alternative commute subsidies X X Bicycle Programs 0.5% to 5.0% Complimentary bikes (recreational use) X X Campus bikes X X Bicycle riders guides X X Bicycle Club I Mentor Group X X Alternative commute subsidies X X If 10 FIIIIl & PIIIt\ 1BU Oystel POlllt TOA1 July 200'1 ~ TABLE 2 (CONT.) CITY OF SOUTH SAN FRANCISCO - EAST OF HIGHWAY 101 ADDITIONAL TOM OPTIONS/AGGRESSIVE MITIGATION MEASURES Promotional Programs Van pool Week (February ) Bike to Work Day (May) Earth Day (April) Telecommunicating 1'1.0% Alternative Work Schedule x X X Site amenities only Site amenities only X X X X 1.0% to 2.0% X Aggressive Range 25.0% to 63.0% Note: No one project is expected to achieve 63% TOM. This would require substantial subsidies for all alternative modes of transportation. It is more likely that a developer will provide financial incentives for a single mode such as transit or bicycling. Source: City of South San Francisco Hoyt Company If 11 f1I1R & PHI(\ UAIlUO/lU,IIOIlll (iJ"'\'!tl.l,Il'\ 180 OY'(PI POI/It TOle! July 2{j(}5 -- 4. CITY/COUNTY ASSOCIATION OF GOVERNMENT (C/CAG) TRANSPORTATION DEMAND MANAGEMENT PLAN GUIDELINES C/CAG is the Congestion Management Agency for San Mateo County that develops the Congestion Management Program (CMP). As part of the land use element of the CMP, all projects that generate 100 or more net new trips during the AM or PM peak hour are required to mitigate the impacts of all new generated trips. One option to mitigate these trips is to implement TDM programs that have the capacity to' fully reduce the demand for new peak hour trips. Other options include reducing the scope of project, building adequate roadway and/or transit improvements, and payment of traffic mitigation fees which are used to mitigate impacts of the project's traffic on the CMP roadway network. C/CAG has identified acceptable TDM measures with equivalent numbers of peak-hour trips that will be reduced with implementation of each measure. Measures can be mixed and matched so that the total number of mitigated trips is equal to or greater than the new peak-hour trips generated by the project (109 AM peak-hour trips for the office development). These programs, once implemented, must be on-going for the occupied life of the development. Programs may be substituted, with prior approval of C/CAG, as long as the number of reduced trips is not reduced. The C/CAG list of approved TDM measures, the number of mitigated peak-hour trips associated with each, and the rationale used to determine the number of mitigated trips are presented in Table 3. If 12 FiliI< & PIIIt\ 1 M A lI\r 0 ~'J, 110'11 .; 0 "\IJ 11A'" \ 180 OystC'r POI/It TOM .July 200'1 ~ TABLE 3 C/CAG TDM MEASURES Transportation Demand Management Measure Secure bicycle storage. Showers and changing rooms. Operation of a dedicated shuttle service during the peak period to a rail station or an urban residential area. Alternatively the development could buy into a shuttle consortium. Charging employees for parking. Subsidizing transit tickets for employees. Subsidizing pedestrians/bicyclists who commute to work. Creation of preferential parking for carpoolers. Number of Trips Credited One peak-hour trip will be credited for every 3 new bike lockers/racks installed and maintained. Lockers/racks must be installed within 100 feet of the building. Ten peak-hour trips will be credited for each new combination shower and changing room installed. An additional 5 peak hour trips will be credited when installed in combination with at least 5 bike lockers. One peak-hour trip will be credited for each peak-hour round trip seat on the shuttle. Increases to two trips if a Guaranteed Ride Home Program is also in place. Five additional trips will be credited if the shuttle stops at a child care facility enroute to/from the worksite Two peak-hour trip will be credited for each parking spot charged out at $20 per month for one year. Money shall be used for TOM measures such as shuttles or subsidized transit tickets. One peak-hour trip will be credited for each transit pass that is subsidized at least $20 per month for one year. One additional trip will be credited if the subsidy is increased to $75 for parents using transit to take a child to childcare enroute. One peak hour trip will be credited for each employee that is subsidized at least $20 per month for one year. Two peak-hour trips will be credited for each parking spot reserved. Rationale Experience has shown that bicycle commuters will on average use this mode one- third of the time, especially during warmer summer months. 10 to 1 ratio based on cost to build and the likelihood that bicycle utilization will increase. Yields a one-to-one ratio (one seat in a shuttle equals one auto trip reduced); utilization increases when a guaranteed ride home program is also made available. Yields a two-to-one ratio. Yields a one-to-one ratio (one transit pass equals one auto trip reduced). Yields a two-to-one ratio (One pedestrian/bicycle equals one auto trip reduced). Yields a two-to-one ratio (one reserved parking spot equals a minimum of two auto trips reduced). If flIIR& PIIIt\ 13 180 OYS!CI PO/llt TOM .July 200'1 -- TABLE 3 (CONT.) C/CAG TOM MEASURES Transportation Demand Management Measure Creation of preferential parking for vanpoolers. Implementation of a vanpool program. Operation of a commute assistance center, offering on site, one stop shopping for transit and commute alternatives information, preferably staffed with a live person to assist building tenants with trip planning. Survey employees to examine use and best practices. Implementation of a parking cash out program. Implementation of ramp metering. Number of Trips Credited Seven peak-hour trips will be credited for each parking spot reserved. Seven peak-hour trips will be credited for each vanpool arranged by a specific program operated at the site of the development. Increases to ten trips if a Guaranteed Ride Home Program is also in place. One peak-hour trip will be credited for each feature added to the information center; and an additional one peak-hour trip will be credited for each hour the center is staffed with a live person, up to 20 trips per each 200 tenants. Possible features may include: Transit information brochure rack Computer kiosk connected to the Internet Telephone (with commute and transit information numbers) Desk and chairs (for personalized trip planning) On-site transit ticket sales Implementation of flexible work hour schedules that allow transit riders to be 15- 30 minutes late or early (due to problems with transit or vanpool). Three peak hour trips will be credited for a survey developed to be administered twice yearly. One peak-hour trip will be credited for each parking spot where the employee is offered a cash payment in return for not using parking at the employment site. Three hundred peak-hour trips will be credited if the local jurisdiction in cooperation with Caltrans, installs and turns on ramp metering lights during the peak hours at the highway entrance ramp closest to the development. Rationale Yields a seven-to-one ratio (one reserved parking spot equals a minimum of seven auto trips reduced). The average van capacity is seven. This is based on staffs best estimate. Short of there being major disincentives to driving, having an on-site TDM program offering commute assistance is fundamental to an effective TDM program. This is based on staffs best estimate with the goal of finding best practices to achieve the mode shift goal. Yields a one-to-one ratio (one cashed out parking spot equals one auto trip reduces). This is a very difficult and costly measure to implement and the reward must be significant. If 14 ft IIIl & PI lit \ l~Ur:\J'OMa,'ro'- ((I""UI14I11'\ 180 Oystel POIllt TOM July 2()1)5 -- TABLE 3 (CONT.) C/CAG TOM MEASURES Transportation Demand Management Measure Installation of high bandwidth connections in employees' homes to the Internet to facilitate home-telecommuting. Installation of video conferencing centers that are available for use by the tenants of facility. Implementation of a compressed work week program. Flextime: Implementation of an alternative hours workweek program. Provision of assistance to employees so they can live close to work. Implementation of a program that gives preference to hiring local residents at the new development site. Provision of on-site amenitiesl accommodations that encourage people to stay on site during the work day, making it easier for workers to leave their automobiles at home. Provide use of motor vehicles to employees who use alternate commute methods so they can have access to vehicles during breaks for personal use. Number of Trips Credited One peak-hour trip will be credited for every three connections installed. This measure is not available as credit for a residential development. Five peak-hour trips will be credited for a center installed at the facility. One peak-ho.ur trip will be credited for every 5 employees that are offered the opportunity to work four compressed days per week. One peak hour trip will be credited for each employee that is offered the opportunity to work staggered work hours. Those hours can be a set shift set by the employer or can be individually determined by the employee. If an employer develops and offers a program to help employees find acceptable residences within five miles of the employment site, a credit of one trip will be given for each slot in the program. One peak-hour trip will be credited for each employment opportunity reserved for employees recruited and hired from within five miles of the employment site. One peak-hour trip will be credited for each feature added to the job site. Possible features may include: banking grocery shopping clothes cleaning exercise facilities child care center Five peak hour trips will be credited for each vehicle provided. Rationale Yields a one-to-three ratio. This is based on staffs best estimate. The work week will be compressed into 4 days; therefore the individual will not be commuting on the 5th day. This is based on staffs best estimate. This assumes that a five mile trip will generally not involve travel on the freeways. This assumes that a five mile trip will generally not involve travel on the freeways. This is based on staffs best estimate. This is based on staffs best estimate. If 15 flllR & PIIIt\ 1~~'HOlllAlIO'" ({)IBU\I.....f.. 180 Oystcl PUIIl! TOf,1 July 2005 --- TABLE 3 (CONT.) C/CAG TOM MEASURES Transportation Demand Management Measure Provide use of bicycles to employees who use alternate commute methods so they can have access to bicycles during breaks for personal use. Provision of child care services as a part of the development. Developer/Property owner may join an employer group to expand available child care within 5 miles of the job site or may provide this service independently. Join the Alliance's guaranteed ride home program. Combine any ten of these elements and receive an additional credit for five peak hour trips. Work with the Alliance to develop/implement a Transportation Action Plan. The developer can provide a cash legacy after the development is complete and designate an entity to implement any (or more than one) of the previous measures before day one of occupancy. Number of Trips Credited One peak hour trip will be credited for every four bicycles provided. One trip will be credited for every two child care slots at the job site. This amount increases to one trip for each slot if the child care service accepts multiple age groups (infants = 0-2 yrs, preschool = 3&4 yrs, school-age = 5 to 13 yrs). One trip will be credited for each new child care center slot created either directly by an employer group, by the developer/property owner, or by an outside provider if an agreement has been developed with the developer/property owner that makes the child care accessible to the workers at the development Two peak hour trips will be credited for every 2 slots purchased in the program. Five peak-hour trips will credited. Ten peak-hour trips will be credited. Peak-hour trip reduction credits will accrue as if the items were being directly implemented by the developer. Rationale This is based on staffs best estimate. This is based on staffs best estimate. This is based on staffs best estimate. Experience has shown that when a guaranteed Ride Home Program is added to an over-all TDM program, the average rider ship increases by about 50%. Experience has shown that offering multiple and complementary TDM components can magnify the impact of the overall program. This is based on staffs best estimate. Credits accrue depending on what the funds are used for. If 16 flllR & PIIIt\ '.'''HUla-rlOI'll ((I"VI\IA\I\ 1[J0 Oystel POIII! TOld July 2005 --- TABLE 3 (CONT.) C/CAG TDM MEASURES Transportation Demand Management Measure Encourage infill development. Number of Trips Credited Two percent of all peak-hour trips will be credited for each infill development. Encourage shared parking Five peak-hour trips will be credited for an agreement with an existing development to share existing parking. Participate in/create/sponsor a Transportation Management Association. Five peak-hour trips will be credited. Coordinate Transportation Demand Management programs with existing developments/employers. For employers with multiple job sites, institute a proximate commuting program that allows employees at one location to transfer/trade with employees in another location that is closer to their home. Pay for parking at park and ride lots or transit stations. Five peak-hour trips will be credited. One peak-hour trip will be credited for each opportunity created. One peak-hour trip will be credited for each spot purchased. Yields a one-to-one ratio. Source: Rationale Generally acceptable TDM practices (based on research of TDM practices around the nation and reported on the Internet). Generally acceptable TDM practices (based on research of TDM practices around the nation and reported on the Internet). Generally acceptable TDM practices (based on research of TDM practices around the nation and reported on the Internet). This is based on staffs best estimate. Yields a one-to one ratio. City/County Association of Governments of San Mateo County's (C/CAG) Revised Guidelines for the Implementation of the Land Use Component of the 1999 Congestion Management Program. September 21, 2004. If 17 fillR& PIIR\ UAll"O_1,l,l/0!ll ,-{)IHUl","I~ ISO (lystt:1 Pnlllt TOM July 2UU'1 -- 5. TRANSPORTATION DEMAND MANAGEMENT PLAN The Transportation Demand Management (TDM) Plan elements for 180 Oyster Point Boulevard include on-site amenities that encourage the use of alternative modes of travel, require participation in associations that promote commute alternatives to the single-occupant vehicle, and include parking measures. It includes appropriate TDM measures that will satisfy City of South San Francisco and City/County Association of Governments guidelines. Table 4 summarizes the TDM measures for the proposed project and identifies how they meet the City's 28 percent alternative mode use goal and C/CAG's trip equivalent guidelines. These TDM measures are described in detail below. ON-SITE MEASURES TOM Coordinator The lease agreement between the owner and tenant will state that the tenant will designate a TDM coordinator for the site. The coordinator will promote the TDM Plan, activities, and features to all employees, and will conduct the annual monitoring/reporting process. The coordinator will develop an on-site transportation information center with SamTrans, BART, and CalTrain schedules and maps. The TDM coordinator will provide information via flyers, posters, emails, or brochures and actively market alternative mode use and special programs such as Bike-to- Work Day or Carpool Week. The TDM coordinator's role also includes managing on-site transit pass sales and the guaranteed ride home program (working with a local taxi service or rental car agencies). Carpools are the most popular alternative commute mode. Either RIDES 1, the Peninsula Traffic Congestion Relief Alliance (Alliance), or an in-house matching service will be used to provide the carpool matching service and increase the percentage of employees that share a ride to work via carpools. On-Site Amenities On-site amenities will be provided to promote the use of alternative modes by reducing employee reliance on the single-occupant automobile. According to city guidelines, 10 percent of vehicles spaces shall be reserved for carpools and van pools and shall be located in premium and convenient locations. The proposed parking supply is 200 spaces. Therefore, a minimum of 20 carpool and vanpool spaces are required. The site plan will be designed to provide 15 carpool spaces and 5 vanpool spaces near the building entrance. These measures discourage the single-occupant vehicle trip and improve accessibility for those sharing vehicles. The project sponsor will provide three bicycle racks that can accommodate 15 bicycles. The bicycle racks shall be located within 100 feet of a main entrance to the building. The project sponsor will provide indoor secured storage for 10 bicycles near the main entrance to the building. Improvements by the tenant(s) will include showers and lockers. 1. RIDES for Bay Area Commuters. Inc. is a nonprofit corporation dedicated to alternatives to driving alone. If 18 FIIIR& PIIIt\ 1 ~ l" \f I') M '.. II I') III (0 Ii \ lJlIA II I \ 180 Oystel PnllJt TOf,1 July 2U05 --- Design Measures The current site plan incorporates a reduced parking ratio. This limits the number of available parking spaces to further encourage carpool/van pool or transit use. The site plan includes pedestrian connections that direct pedestrians to sidewalks on the south side of Oyster Point Boulevard. A proposed paved walkway bisects the project site improving pedestrian flow. Lighting and landscaping shall be provided that enhances pedestrian safety. The project sponsor will provide a passenger loading zone for carpool and vanpool drop-off near the main building entrance. One designated parking stall near the entrance will be time-restricted to allow vehicles to drop-off/pick- up passengers. SHUTTLE MEASURES CalTrain and BART shuttles provide service from the South San Francisco CalTrain station and BART station to nearby office developments in the Oyster Point and Gateway areas. The lease agreement shall state that the future tenant(s) coordinate with the Alliance to help fund their shuttle program and to identify on-site shuttle stops. SUBSIDIZED PROGRAMS One of the most-common reasons that employees do not use alternative modes (i.e. carpool, vanpool, or transit) is the inability to leave work unexpectedly for a family emergency or the fear of being stranded if they need to work late. One element that allays these fears is a Guaranteed Ride Home (GRH) program. With this program, employees can use a taxi service, rental car or another means to get home and the employer pays for the service. The lease agreement will state that the tenant(s) also participate in the Alliance's GRH program. The transportation coordinator will manage the GRH program. The employee contacts the transportation coordinator when they need a ride home and the transportation coordinator makes the travel arrangements. The tenant(s) will also join the Alliance program which provides ongoing support for alternative commute programs and work with the alliance to develop/implement a Transportation Action Plan. If 19 FIIIR& PIIIt\ '_""HO.'A,'IOilll (OIl\'jl'.III\ 180 O/Stf'l P()fllt TOM July 2uns --- TABLE 4 180 OYSTER POINT BOULEVARD TRANSPORTATION DEMAND MANAGEMENT PROGRAM City of South San Francisco C/CAG Percent Trip Number of Alternative TDM Measure Description Mode Use Mitigation Mitigated Credit Trips On-Site Measures TDM Coordinator TOM Coordinator Per the lease agreement, the future tenant(s) 1% will designate a coordinator to monitor the TOM plan for the site. Promotional Programs The future tenant(s) will provide promotional 2% One trip for 3 programs. Promotion programs include: new each feature (3 features tenant & employee orientation packets; flyers, to information are posters, email; transportation fairs; trip center (Le. assumed) planning assistance; guaranteed ride home. brochure rack, on-site transit sales, quarterly programs). Ride matching services TOM coordinator will organize employees to 2% share rides to work On-Site Amenities Preferential Parking for Ten percent (10%) of the required spaces 8% Two trips per 45 Carpools and Van pools shall be designated carpool and vanpool carpool space. spaces. The site plan will designate 15 Seven trips carpool spaces and 5 vanpool spaces near per vanpool the building entrance. space. Bicycle racks & lockers The project sponsor will install 3 bike racks 2.5% One trip for 8 providing storage for 15 bikes. Indoor secured every 3 storage via a controlled access area or racks/lockers. enclosed area will be provided to accommodate a minimum of 10 bikes. Showers/Clothes The future tenant(s) will provide a minimum of N/A Ten trips for 25 Lockers two showers/changing rooms. (percentage each new included with combination bike racks & shower and lockers) changing room. Additional 5 trips if combined with 5 bike lockers. If 20 flllR & PUIt\ '~411\'OIl!"IlO'" UJIlI'>VLlJ.Il'\ IIW Oystel P()lll! TOM July 2IJ05 TABLE 4 (CONT.) 180 OYSTER POINT BOULEVARD TRANSPORTATION DEMAND MANAGEMENT PROGRAM City of South C/CAG San Francisco Number Percent of Alternative Trip Mitigation Mitigated TDM Measure Description Mode Use Credit Trips Design Measures Reduced parking The site plan provides a lower parking ratio 2% than city code requirements. Pedestrian Connections The site plan includes a proposed walkway 0.5% and Direct Route to that directs pedestrians from the site to Transit sidewalks on the south side of Oyster Point Boulevard. Passenger Loading A passenger loading zone for carpool and 1% Zone vanpool drop-of will be provided near the main building entrance. One designated parking space near the entrance will be time- restricted to accommodate drop-off/pick-ups. Shuttle Measures Operation of a Per the lease agreement, the future tenant(s) 8% One trip for each 101 dedicated shuttle will participate in the Peninsula Congestion peak-hour round service during the peak Alliance funding of CalTrain and BART trip seat on period to a rail station or shuttles. The Oyster Point CalTrain and BART shuttle. an urban residential shuttles make 2 round trips per peak period. Increases to two area trips for guaranteed ride home. Subsidized Programs Participate in the Per the lease agreement, the future tenant(s) 4% Two trips for 62 Alliance's guaranteed will participate in the Alliance's GRH program. every 2 slots ride home (GRH) purchased in program program. Transportation Per the lease agreement, the future tenant(s) 1% Five trips for 15 Management will participate in a Transportation participation in Association Participation Management Association (TMA) and develop TMA and ten a Transportation Action Plan (TAP). trips for creation of a TAP. Total 32% 112 Trips Notes: 1 Funding of shuttle service is based on number of employees and not based on number of shuttle seats purchased. A shuttle demand of five seats was assumed for the project site. 2 Usage of the GRH program is based on an as-needed basis. The GRH program is assumed to be used six times annually for the project site. If FIIlR & PIIR\ lUIIIHO.',1JON {o"\u\l""'~ --- 21 180 Oyslcl POUlt TOU July 200'1 --- 6. SUMMARY AND CONCLUSIONS This report presents the TOM Plan for the proposed office development located at 180 Oyster Point Boulevard in South San Francisco, California. The report identifies TOM measures that contribute to a goal of 28 percent alternative mode use according to South San Francisco guidelines. The TOM plan also satisfies C/CAG guidelines that requires developments to implement TOM measures with the capacity to mitigate all new peak- hour trips. The TOM Plan has been tailored to utilize the measures that are most compatible for the project: · The future tenant(s) will designate a TOM coordinator to promote the TOM plan. · The project is located in close proximity to the South San Francisco CalTrain Station, providing convenient access to CalTrain. The TOM Plan promotes transit usage by requiring the future tenant(s) to provide funding for the CalTrain and/or BART shuttles. · The site plan will provide designated carpool and van pool parking spaces and bicycle parking facilities. Showers will be provided by the future tenant(s). These physical attributes promote alternative commute options. · The future tenant(s) will participate in the local TOM association, Peninsula Congestion Relief Alliance. This will maximize the effectiveness of this TOM plan. The proposed project is estimated to generate 109 AM and 104 PM new peak-hour trips. The TOM plan is projected to achieve a 32 percent alternative mode use thus exceeding the 28 percent goal as required by South San Francisco guidelines. The TOM plan is estimated to mitigate 112 trips through the use of C/CAG TOM measures, which exceeds the 109 AM peak-hour trips. If 22 ftlIR& PHR\ l~lll"OAI.,1101rl (OIHUlUIl'\ APPENDIX TRIP GENERATION ESTIMATES Table A-1 Trip Generation For 180 Oyster Point I Daily AM Peak Hour PM Peak Hour I Land Use Size Rate Trips Rate In Out Total Rate In Out Total I Office 70 ksf 11.01 771 1.55 95 14 109 1.49 18 86 104 Notes: Trip generation rates from ITE's Trip Generation, 7th Edition, 2003. I