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Home My WebLink AboutUP-00-023 TDM Analysis and Plan e e LAP DO -o2~ Transportation Demand Management Analysis and Plan for 561 Eccles Avenue South San Francisco, California Prepared for: Peter Luu Zymed Laboratories, Inc. by Valerie Brock Consulting 5379 Thomas Avenue Oakland, California 94618 (510) 595-1510 [email protected] It e Zymed Laboratories. Inc. Transportation Demand Management Plan TABLE OF CONTENTS INTR 0 D U CTI ON......... .................... ............................... ........... ........................ .......... 2 EXIS TIN G CO ND ITI 0 N S ........... ........ .............. .......................................................... 3 LAND USE.................................................................................................................... 3 TRAFFIC IMPACTS.................. ........ "" ........ ................................................... ............... 3 TRANSPORTATION........................................................................................................ 3 C01\.1MUTE TRENDS ...................................................................................................... 4 ELEMENTS OF TRANSPORTATION DEMAND MANAGEMENT ......................5 External Physical Improvements................................................................... ...... ..... 6 Internal Physical Improvements .............. ........ ..... .......................... ........... .............. 6 TDM Actions ........................................................................................................... 6 THE COMPUTER MODEL ........................................................................................ 7 TRANSPORTATION DEMAND MANAGEMENT PLAN ....................................,.. 8 W ALKlNG . .................................................................................................................... 8 BICyCLING................................................................................................................... 9 CARPOOLING............................................................................................................... 9 V ANPOOLING ....................................................... . . .. . .. . .. . . .. . . . . .. . . . . . . .. . . . . . . . . . . .. . .. .. . . . .. . . .. 1 0 TRANsIT.................................................................................................................... 10 TELECOMMUTING. . " .... ........... ..... .. . .. '" .. .... .... ... .. .... .. '" ......... .............. . . ... .. .... .. ........... 11 FLEXIBLE SClffiDULES ............................................................... ...... .. .......... .. ....... ...... 11 MEASURING AND MONITORING GUIDELINES................................................ 12 IMPLEMENTATION AND ENFORCEMENT ........................................................14 Valerie Rroek COflftllting ] SeptembeJ-.2000 e e Zymed Laboratories. Inc. Transportation Demand Management Plan Introduction With traffic congestion an increasing problem in Northern California, many communities are imposing new requirements on developers. As part of the building process, developers are asked to show how they will mitigate the traffic congestion created by the tenants of the buildings. Developers usually do this with a transportation demand management (TDM) plan. Successful TDM plans summarize existing conditions, evaluate specific remedies, and suggest the optimal mix of solutions. In addition, they provide a way to measure the progress of the TDM plan. This report summarizes the condition of the Zymed Laboratories, Inc. (Zymed) tenant improvement project at 561 Eccles Avenue in South San Francisco. The building, a former Berkeley Farms facility, is being developed into an office/laboratory for Zymed. In general, effective TDM strategies are expected to reduce the incidence of solo driving by 35%. Because the building is located in the East of 101 business park, an already congested area, the TDM strategies must be especially aggressive, and attempt to reduce the incidence of solo driving by 50%. Achieving this reduction will be challenging for Zymed as the drive-alone rate is already relatively low. After analyzing existing conditions and demonstrating the most effective mitigation strategies, the report concludes with a TDM Action Plan to be implemented by Zymed in the first year of tenancy at 561 Eccles Avenue. Valerie Brock ContJUlting 2 September. 2000 e e Zymed Laboratories. Inc. Transportation Demand Management Plan Existing Conditions Land Use The property at 561 Eccles Avenue is located near the intersection of Eccles Avenue and Oyster Point Boulevard. After Zymed moves into the site, the number of Zymed employees is expected to increase significantly. One hundred parking spaces will be available for employees and visitors. Traffic Impacts Currently, sixty people work at Zymed. The building is located less than one mile from the new site at 561 Eccles Avenue. Because the two locations are so close to one another, it is unlikely that the 60 employees will change their commute modes simply because of the move. The expected negative impact on traffic will come from the minimum of 40 new employees who will begin commuting to the site at 561 Eccles Avenue. Transportation The site is located near a major transportation corridor which includes Highway 101, the Caltrain line, Interstate 280, and San Francisco International Airport. In addition, Zymed employees at 561 Eccles A venue will have access to the following commute alternatives: . South San Francisco Caltrain Commuter Rail Station -located approximately 1.4 miles from the site. v..lerie Brock Consulting 3 September. Zooo e e Zymed Laboratories. Inc. Transportation Demand Management plan · Employer-sponsored shuttles to the Glen Park BART station and the South San Francisco Caltrain Commuter Rail Station. Both shuttles stop directly in front of the 561 Eccles Avenue site. . A continuous East-West bicycle lane is being constructed along Oyster Point Boulevard, and other bicycle routes exist throughout the East of 101 area. Future facilities will include the Industrial City Rail Trail connecting the Caltrain Station to the Bay Trail. (Caltrain permits bicycles, and the distance between the South San Francisco station and 561 Eccles Avenue is only 1.4 miles, making a train/bicycle commute possible.) . BART service to the South San Francisco BART station is expected to begin in mid-2002. Shuttle times will improve as current shuttles are re- routed from the Glen Park BART to this closer station. The new BART station is expected to increase shuttle ridership, as well as entice new shuttle riders. South San Francisco and San Bruno residents who live near the South San Francisco BART station can use the shuttle to reach jobs in the East of 101 Business Park. . By 2005, a ferry terminal slated for the Oyster Point Marina will offer water transit service for those traveling from the North, South and East Bay to jobs in the East of 101 Business Park. Existing shuttles will likely be re-routed to serve this new commuter hub. Commute Trends RIDES for Bay Area Commuters, Inc. conducts an annual telephone survey of Bay Area residents to determine commute modes, and other useful information about Bay Area commuting behavior. 1 The results for each county show commute modes by county of residence, rather than county of employment, so the data is not directly comparable to San Mateo County commuters. However, other surveys have shown that in the Bay Area, the majority of commuters live in the county in which they work. For this reason, it is valuable to include San Mateo County residents in comparative analysis. In the Bay Area, the drive-alone rate in 2000 is 68%, 14% use transit, 14% carpool or vanpool, and about 5% use other modes such as bicycling, walking and 1 Commute Profile 2000: A Survey of San Francisco Bay Area Commute Patterns, RIDES for Bay Area Corrunuters, Inc., August 2000. Valerie Srock Consulting 4 September. 2000 e e Zymed Laboratories. Inc. Transportation Demand Management Plan telecommuting, Among San Mateo County residents, 73% drive alone, 13% carpool or vanpool, ] 1 % use transit and 4% use other modes. In July, 2000, Zymed conducted a survey among the 60 current employees, and found that 70% drive alone, 27% carpool, and 3% use the shuttle (transit). Table 1 below shows the comparative results. Table 1 - Commute Modes Bay San Mateo Zymed Area County Residents Employees - Drive Alone 6.8% 73% 70010 CarpooVVanpool 14% 13% 27% Transit 14% 11% 3% Other 5% 4% Zymed's drive-alone rate is close to the regional average, and the carpool rate is exemplary. However, the use of transit and of other modes is much lower than the regional and San Mateo County averages. Increasing the use ofthese alternative modes, as well as vanpooling, will be key elements of the TDM plan. Elements of Transportation Demand Management Successful TDM plans are tailored to the specific work site. TDM plans are flexible, and incorporate a variety of elements. A comprehensive list is provided on the following page. While each element can influence an individual commuter, the most important factor will always be managerial support. Embedding a commitment to alternative commute modes into the corporate culture will ensure its success. Valerie Brock Con8ulting 5 September. '1.000 e e Zymed Laboratories. Inc. Transportation Demand Management Plan External Physical Improvements · Limited parking (more people than parking spaces) · Bus turnarounds at main entrances · Transit shelters and benches · Preferential parking for carpools and vanpools · Bicycle lanes and paths to transit hubs · Bicycle parking: racks, lockers, bike cages · Pedestrian walkways from roads to front entrances · Pedestrian walkways to transit hubs . Walkway lighting · Recharging station for electric vehicles · Landscaping that encourages people to remain on site during the work day Internal Physical Improvements · Employee showers, clothing lockers · Transit Information Center: computer kiosks, brochure racks · High-speed data lines (for telecommuting) · Teleconferencing room (for telecommuting) · On-site services including: exercise room, day care center, cafeteria, A TM, photo processing, dry cleaning, drug store, vending machines, etc. TDM Actions · Employee Transportation Coordinator (ETC) · Commute information (hus maps, bicycle guides, shuttle schedules) · On-site transit pass sales · Commuter Check transit subsidies · Emergency Ride Home program · Employer-sponsored shuttles to Caltrain and BART . Mid-day shopper shuttles · Carpool matching and vanpool formation . Provision of vanpool vehicles · Vanpool cash subsidies toward rider fares . Parking cash out program . New employee commute information . Commuter incentives (free bus tickets, awards, prizes) . Walking or biking "buddy" program . Local hiring policy . Formal telecommuting policy · Formal alternative (compressed) schedule policy · Promotional events such as commute fairs, Bike-to-Work Day, Spare the Air, etc. Valerie Bro~Consulting 6 SetKember ..2.000 e e Zymed Laboratories. Inc. Transportation Demand Management Plan The Computer Model Tn the early 1990's, California employers were subject to Regulation 13, a provision of the Clean Air Act. Recognizing that they could not mandate how individual employees commuted, legislators instead mandated that employers implement TDM plans, The theory (born out in practice) was that if employers encouraged ridesharing in a variety of ways, employees would use alternative commute modes. Tn late 1995, Regulation 13 was rescinded, and for most employers, TDM became voluntary. The assumptions and relative value of TDM actions in this report and the computer model are based on the actual employer experiences under Regulation 13. For example, a Guaranteed Ride Home program addresses one of the chief concerns for many commuters, getting home quickly in the event of an emergency. Employers with these programs are much more successful at encouraging their employees to use transit, carpools and vanpools. In the computer model, a Guaranteed Ride Home program is assigned a high value. On the other end of the scale, prize giveaways are a relatively weak incentive to change commute modes. They may attract attention and encourage solo drivers to try a different mode, but they are not the best way to effect long-term change. Prize giveaways are assigned a low value in the computer model. The computer model assigns point values to each element of the TOM plan. Tfthe employer implements every action, the employer can expect to achieve the desired drive- alone rate. For Zymed, the drive-alone rate is currently 70%. After implementing the TDM plan, experience shows that the drive alone rate should drop to 56%. (page 10 of Valerie Brock Consulting 7 September. Zooo e e Zymed Laboratories. Inc. Transportation Demand Management Plan Attachment A (the computer model) summarizes the different elements, and indicates that of the 100 employees, 44.45 will use an alternative mode on any given day.) In the lower right-hand comer of each page of the computer model, the box headed "Number of peak one-way trips eliminated/day" shows how the TDM plan, once it is implemented, will affect each mode. For example, in the "walking" mode, one person employed at Zymed is likely to walk to work about every other day (.45 trips). Bicycling is also not a strong element of the plan, reducing only .36 trips each day. However, carpooling is expected to eliminate 37.6 trips per day: Transportation Dema"d Management Plan The TDM plan for Zymed incorporates the external and internal physical improvements, as well as the TDM actions to which Zymed has already committed. Attachment A, the computer model, quantifies the daily impact of the plan. While Zymed has an impressive carpool rate, it falls behind the county and regional average for several other commute alternatives, especially transit. Improving . . . transit ridership should be one of the primary goals of the Employee Transporation Coordinator (EliC). Walking Zymed is encouraging employees to walk to work by providing showers and lockers. Ot~r inducements, such as awards, or a buddy program, Jl1ay be effective. However, because the sidewalks around 561 Eccles are not continuous ( a factor beyond Zymed's control), walking is not an appealing alternative. Zymed likewi~e has no . . , . . . . Valerie Brock Con8ulting 8 September. Zooo e e Zymed Laboratories. Inc. Transportation Demand Management Plan control over employee's home locations. Walking may not be feasible for most employees. Zymed should focus TDM efforts on more promising alternatives. Bicycling The showers and lockers will be attractive for bicyclists. When the bicycle lane on Oyster Point Blvd. is completed, bicycling will be even more appealing. While Zymed has no control over road conditions or employee home locations, the ETC should encourage bicycling to work by establishing a bike buddy program. (Working with other employers in the East of 101 Business Park will yield more potential partners.) Also, many people who would not bicycle to work every day might bicycle one day per week. Encouraging even infrequent use of alternative commute modes is progress. Participation in Bike-to-Work week is an excellent way to start. Carpooling More than one-quarter of Zymed employees already carpool to work. Maintaining this base is a key element of the TDM program. By providing preferential parking and a matching program, Zymed may be able to build on the base. The ETC should facilitate carpool formation by posting zipcode maps and holding zipcode lunches. Solo drivers should be encouraged to carpool at least one or two days per week., if full-time carpooling is not possible. Aggressive publicity about the Zymed Guaranteed Ride Home program will eliminate one of the main objections to carpooling (and vanpooling). Finally, the ETC should ensure that new employees are entered into the carpool match program. Valerie Brock Consulting 9 September. Zooo e e Zymed Laboratories, Inc. Transportation Demand Management Plan Ideally, they could commute with other Zymed employees, but by expanding their choices to other local employers, they are almost guaranteed to find ridesharing matches. Vanpooling Despite the vanpool programs offered in San Mateo County, and the many vanpools traveling to other local employers, no Zymed employees currently vanpool. In addition to the promotional ideas suggested above for carpooling, Zymed might consider offering financial incentives for employees to vanpool. New employees should emoll in the RIDES for Bay Area Commuters vanpool database. Vanpooling particularly requires managerial support; the vans arrive and depart at the same time every day, meaning that unplanned overtime is a problem for vanpoolers. Transit Improving the use of transit is the greatest opportunity for Zymed to lower the drive-alone rate. Only 3% of employees currently use transit; the average among San Mateo County commuters is 11 %. Both the BART and Caltrain shuttles stop directly in front of the 561 Eccles site. The ETC should provide new employees with transit information, as well as introductory free tickets so they can try using to the site. Selling transit passes on site, offering Commuter Check, and providing transit information will an encourage increased transit use. Valerie Brock Consulting 10 September, 2000 e e Zymed Laboratories. Inc. Transportation Demand Management Plan Telecommuting Zymed should establish a formal telecommuting plan. Allowing employees, especially those with long commutes, to work from home will reduce the incidence of solo driving. Currently no employees telecommute. Flexible Schedules Many employers allow their employees to work compressed schedules, in which employees work longer days and then have one day off The most common compressed schedules are 4/40 (four ten-hour days in a week), and 9/80 (nine nine-hour days in a two-week period). Compressed schedules may be an effective option for Zymed employees. Compressed schedules improve commutes in two ways: they move employees out of peak travel times on the days that they work, and they completely eliminate trips on the days that they do not work. Many employees combine compressed schedules with vanpooling. Table 2 - Summary of TDM Recommendations Action On-site perimeter lighting Showers, lockers Formal Guaranteed Ride Home program Preferred/reserved parlcing for carpools, vanpools On-site ridematching On-site carpool/vanpool marketing Employer-sponsored shuttles (to transit) Dedicated Transportation Coordinator Mid-day shuttles Alternative Mode Encoura~ed Walking, bicycling Walking, bicycling ALL Carpooling, vanpooling CaTpOOling, vanpooling Carpooling, vanpooling Transit ALL ALL Valerie Brack.Coll8ulting 11 September, 2000 e e Zymed Laboratories. Inc. Tran"portation Demand Management Plan Measuring and Monitoring Guidelines Just as you can lead a horse to water, but you can't make it drink, TDM plans can encourage ridesharing alternatives but cannot compel commuters to use them. In general, when an employer has a good TDM plan, the drive-alone rate is low. However, in some cases, circumstances are such that solo drivers insist on driving alone. Parents of small children, for example, often feel they must drive to work so they can drop the children at day care and be available in the event of an emergency. The effectiveness of a TDM plan is measured by the drive-alone rate and the drive-alone rate is determined by an employee survey. Year-to-year changes should show the drive-alone rate declining or stabilizing as TDM measures are implemented. In July, 2000, Zymed conducted an employee survey of commute modes. This survey was helpful, but was not comprehensive. Respondents provided one general commute mod~, rather than a daily commute mode. More complete information would show that someone who usually drives alone may bicycle or carpool once a week, for example. To measure the TDM program, Zymed should conduct an employee survey approximately two months after moving in to the site at 561 Eccles Avenue. This survey should ask the daily commute modes, arrival times, and home zipcodes (to determine whether people live close enough to bicycle or walk). In addition, respondents should be asked about their alternative commute mode preferences, their reasons for driving alone, and which onsite amenities would encourage them to use alternative commute modes. Also, employees should be asked about their awareness of TDM efforts onsite. This information will help the Transportation Coordinator's marketing efforts. Valerie Brock Consulting 12 September, 2000 e e Zymed Laboratories. Inc. Transportation Demand Management Plan If the results of the survey show that the drive-alone rate has been reduced to 55% or lower, subsequent surveys can occur every two years rather than annually. If the drive-alone rate remains higher than 55%, it will be clear from the survey results where the TDM plan is not aggressive enough. For example, if, after offering onsite transit information and free introductory transit tickets, the percentage of employees using transit has not increased, the TDM efforts should become more aggressive. Zymed could start offering Commuter Check, and actually sell transit passes onsite. As circumstances in the area change, the TDM plan will change. Currently the Zymed plan is rated "good." If the drive-alone rate goal is not met, the plan will need to be improved to "very good." Monitoring and Measuring Plan I. Using an independent contractor, conduct an employee transportation survey two months after building is occupied. 2. The survey response rate must be at least 90%. 3. The survey will include the following questions: . Daily commute mode . Arrival time . Home Zipcode . Alternative commute mode preferences . Reasons for driving alone . Incentives to use alternative commute modes . Awareness of onsite TDM efforts 4. If the results of the survey show a drive-alone rate of55% or lower, Zymed does not need to conduct another survey for two years, but must continue the TDM efforts already in place. If the drive-alone rate is 56% or higher, Zymed will use the Valerie Brock Consulting 13 September, Zooo e e Zymed Laboratories. Inc. Transportation Demand Management Plan information gathered in the survey to enhance the TDM efforts. Specifically, Zymed will need to raise the overall plan level from "good" to "very good" using whichever combination of actions the survey data suggests are appropriate. Implementation and Enforcement With the submission of this TD1Vl plan, Zymed agrees to implement each of the TDM actions outlined on page 11. Zymed also agrees to conduct an employee transportation survey two months after occupying the property at 561 Eccles Avenue, and then to conduct future transportation surveys either annually or biennially. If the survey conducted two months after occupancy reveals a drive-alone rate of 56% or higher, Zymed will implement additional TDM actions to raise the rating of the plan to "very good." Zymed understands that failure to implement the TDM plan and to comply with the measuring plan will result in repercussions from the City of South San Francisco. Valerie Br.ock Consulting 14 September. Zooo e e ATTACHMENT A TDM PROGRAM MODEL 561 Eccles Avenue South San Francisco, California A computer model created for Zymed Laboratories, Inc. By Valerie Brock Consulting September, 2000 Estimated Commute Modes Zymed Laboratories, Inc. 561 Eccles Avenue South San Francisco, CA e - Assumptions and Targets for TOM Model Project Assumptions Estimated number of daily round-trip commutes generated by project 100 WalkinQ Percentage currently using mode. 0% r Maximum percentage likely to use mode 2% Bicvclina Percentage currently using mode 0% I * Maximum percentage likely to use mode 2% I Carpoolina Percentage currentLy using mode, 27% Maximum percentage likely to use mode 32% Vanpoolinf.l 'Percentase currently using mode 0% I * Maximum percentage likely to use mode 1% J T~ansit Percentage currently using mode 3% Maximum percentage likely to use mode 11% TelecommutinQ Percentage currently using mode 0% I * Maximum percentage likely to use mode 2% I Alternative Work Schedufes Pefcentage currently using mode 0% * Maximum percentage I~kely to use mode 1% SinQle Occupancy Vehicle (Drive Alone) Percentage currently using- mode 70% Maximum percentage likely to use mode 49% Current percentages are based on Zymed's July, 2000 survey. 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