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Home My WebLink About3.1 Traffic Circulation and Parking_112309 3.1 Traffic, Circulation, and Parking This section evaluates the potential transportation impacts due to the proposed Amendment in the City of South San francisco. The transportation analysis represented in this study incorporates data provided by the City of South San francisco, the County of San Mateo, and traffic counts performed by WILTEC in March 2009. ENVIRONMENTAL SETTING PHYSICAL SETTING The following section presents a basis for level of service standards and an analysis of the existing conditions of various transportation systenl c01nponents. Roadway Network Additional development under the proposed Amendment would occur along El Camino Real in the City of South San francisco. The surrounding road network is comprised of freeways, arterials, collector streets and local streets. Regional access to the area is provided by 1-280,1- 380, and US 101. Local access is via El Camino Real and small collector and local streets that connect the Planning Area to 1-280, 1-380, and US 101. 1-280. This eight-lane freeway generally runs in the north-south direction one mile west of the development area. It is a major regional freeway on the peninsula and has its northern and southern termini respectively in San Francisco and San Jose. In the vicinity of the project site, 1-280 supports four mixed use lanes in each direction. 1-280 has an Annual Average Daily Traffic (AADT) of approximately 102,000 vehicles south of 1-380 including 12,100 during the peak hour; and approximately 167,000 north of 1-380 including 13,100 during the peak hour. Access to and from 1-280 from the development area is via interchanges with Westborough Boulevard. 1-380. This eight-lane spur freeway runs in the east-west direction for 1.5 miles between 1-280 and US 101 and is approximately one mile south of the development area. 1-380 has an AADT of approximately 122,000 vehicles west of SR 82 with 9,200 vehicles during the peak hour; and approximately 142,000 vehicles east of SR 82 with 10,700 vehicles during the peak hour. The closest access to and from 1-380 from the development area is at the interchange with El Camino Real/ SR 82. US 101. An eight-lane freeway running in the north-south direction, US 101 is approximately 1.25 miles east of the project site. US 101 is over 1,500 miles long and runs between Los Angeles and Olympia, W A. The freeway has an AADT of approximately 230,000 vehicles south of 1-380 including 16,000 vehicles during the peak hour. Additionally, north of 1-380 the AADT is approximately 230,000 vehicles and 14,600 vehicles during the peak hour. The most direct route from the development area is via the interchange with Grand Avenue. EI Camino Real (State Route 82). El Camino Real (SR 82) is an arterial which extends north from the Santa Clara County line across the San Francisco County line. The development area is along this six lane arterial between Noor Avenue and Chestnut Avenue. In the vicinity of the development area, the roadway has an AADT of approximately 36,000 vehicles south of 1-380 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings, Impacts, and Mitigation Measures including 3,150 during the peak hour. North of 1-380, the AADT is 41,500 with 3,600 vehicles during the peak hour. No on-street parking is allowed on El Camino Real. As a State route, El Camino Real is owned and maintained by Caltrans and any modifications to El Camino Real or intersections along El Camino Real require Caltrans coordination and approval. Most roads within the Planning Area have pedestrian sidewalks, although there is a gap within the sidewalk network along South San francisco High School and El Cortez Avenue (which is approximately seven feet below El Camino Real) frontages. The lack of sidewalk on these frontages has been identified and improvements are recommended by the South San francisco El Camino Real Master Plan prepared in July 2006. El Camino Real is classified as a Class III bike route in the City's General Plan and several SamTrans bus routes operate along this segment of El Camino Real. Westborough lloulevard/Chestnut Avenue. Westborough Boulevard/Chestnut Avenue is a four-lane arterial extending from State Route 1 to the west to Hillside Boulevard to the east of the development area. This arterial runs southwest-northeast and it provides a direct connection between 1-280 and the development area. On-street parking is not allowed on any stretch of its length and the speed limit is generally 35 miles per hour. South Spruce Avenue/Hazelwood Drive. South Spruce Avenue is a four-lane arterial running between El Camino Real and the north side of South San francisco. Hazelwood Drive is a two lane arterial continuation of South Spruce Avenue on the west side of El Camino Real. South Spruce Avenue connects the Planning Area to downtown South San Francisco and Hazelwood Drive connects the Planning Area to a residential section of the city. On-street parking is not permitted along South Spruce Avenue but is permitted allowed along Hazelwood Drive. Level of Service (LOS) Level of Service (LOS) indicates the degree of congestion that occurs during peak travel periods and is the principal measure of roadway and intersection performance. LOS can range from "A" representing free-now conditions, to "F" representing extremely long delays. LOS Band C signify stable conditions with acceptable delays. LOS D is typically considered acceptable for a peak hour in urban areas. LOS E is approaching capacity and LOS F represents conditions at or above capacity. Signalized Intersections LOS, as defined in the Highway Capacity Manual, is a quality measure describing operating conditions within a traffic stream. It is generally described in terms such as service measures as speed and travel time, freedom to maneuver, traffic interruptions, and comfort and convenience. At signalized intersections, level of service is evaluated on the basis of average stopped delay for all vehicles at the intersection. The correlation between average stopped delay and level of service for both signalized and unsignalized intersections is shown in Table 3.1-1. 3.1-2 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings. Impacts, and Mitigation Measures Table 3.1-1: Signalized Intersection LOS Thresholds Level of Vehicle Delay Description Service (seconds/vehicle) A Delay <; 10.0 Free Flow/Insignificant Delays: No approach phase is fully utilized and no vehicle waits longer than one red indication. Stable Operation/Minimal Delays: An occasional approach phase is B 10 < Delay <; 20.0 fully utilized. Many drivers design to feel somewhat restricted within platoon of vehicles. C 20.0 < Delay <; 35.0 Stable Operation/Acceptable Delays: Major approach phases fully uti- lized. Most drivers feel somewhat restricted. Approaching Unstable/Tolerable Delays: Drivers may have to wait D 35.0 < Delay <; 55.0 through more than one red signal indication. Queues may develop but dissipate rapidly. without excessive delays. Unstable Operation/Significant Delays: Volumes at or near capacity. E 55.0 < Delay <; 80.0 Vehicles may wait through several signal cycles. Long queues from upstream from intersection. Forced flow/Excessive Delays: Represents jammed conditions. Inter- F Delay> 80.0 section operates below capacity with low volumes. Queues may block upstream intersections. Arterials Under the City/ County Association of Governments of San Mateo County (C/CAG) 2007 Congestion Management Program (CMP), levels of service for arterials are dependent on the arterial class denoted as Type I, II, or III. Type I arterials are principal arterials with suburban design, I to 5 signals per mile, no parking, and free-flow speeds of 35 to 45 miles per hour. Type III arterials have urban designs, with 6 to 12 signals per mile, parking permitted, and are undivided with free-flow speeds of 25 to 35 miles per hour. Type II arterials fall between Type I and II and have free-flow speeds of 30 to 35 miles per hour. The LOS for arterials is based on maneuverability, delays, and speeds. As the traftlc volume increases, the probability of stopping at an intersection due to a red signal indication increases and the LOS decreases. LOS criteria from the e'vIp are presented in Table 3.1-2. 3.1-3 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings, Impacts, and Mitigation Measures Table 3.1-2: Level of Service Criteria for Arterials Average Travel Speed (miles per hour) Arteria! Class I /I 11/ Range of Free Flow 35 to 45 30 to 35 25 to 35 Speeds Typical Free Flow Speed 40 33 27 A .": 35 .": 30 .": 25 B .": 28 .": 24 .":19 C .": 22 .":18 .": 13 D .":17 .":14 .":9 E .": 13 .":10 .":7 F < 13 < 10 <7 Source: San Mateo County Congestion Management Agency, 2007. Freeways According to the 2007 CMI', a freeway is defined as a "divided highway facility with two or more lanes in each direction and full control of access and egress. It has no intersections; access and egress are provided by ramps at interchanges." As an example, US 101 is considered a freeway. for freeway segments, a calculation method based on the volume-to-capacity (v/c) ratio was selected for the 2007 e'vll'. Volumes on each roadway segment in each direction are divided by the capacity, estimated to be 2,200 vehicles per hour per lane on freeways. for this report, the freeway tree-flow speed was determined to be 65 miles per hour. The v/c ratio for freeways with a 65 mile per hour free flow speed is related to LOS based on the information Table 3.1-3. 3.1-4 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings. Impacts, and Mitigation Measures Table 3.1-3: Level of Service Criteria for Freeways Based on Volume-to-Capacity Ratios 65 mph Free-Flow Speed Level of Service DensityG Speed' Maximumc M5Fd (pclmi/ln) (mph) V/C (pcPhpl) A 10.0 65.0 0.295 650 B 16.0 65.0 0.4 73 1,040 C 24.0 64.5 0.704 1,548 D 32.0 61.0 0.887 1,952 E 39.3 56.0 1.000 2,200 F Variable Variable Variable Variable a Density in passenger cars per mile per lane b Average travel speed in miles per hour C Maximum volumc-to-capacity ratio d Maximum service flow rate under ideal conditions in passenger cars per hour per lane Source: Transportation Research Board, Highway Capacity Manual, Special Report 209 (Washington, D.C., /994), pp. 3-9. Existing Intersection Operating Conditions LOS calculations were perl(H1ned at 10 intersections for the weekday AM and PM peak hours. The AM peak hour is the highest one-hour period between 7:00 AM and 9:00 AM while the PM peak hour is the highest one-hour traffic volume between 4:00 PM and 6:00 PM. None of the intersections studied within the Planning Area are in the C/CAG CMP. Table 3.1-4 summarizes the results of the intersection level of service for the existing condition. Based on the LOS results, all of the 10 intersections operate at LOS C or better during the respective AM and PM peak hours. 3.1-5 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings, Impacts, and Mitigation Measures Table 3.1-4: Existing Condition Intersection Level of Service AM Peak Hour PM Peak Hour No Intersection Location Control Delay' LOS b Delay LOS I EI Camino Reali Arroyo Dr Signalized 19.9 B 15.9 B 2 EI Camino Real/ Westborough Dr Signalized 31.6 C 34.9 C 3 EI Camino Real/ W Orange Ave Signalized 33.3 C 28.5 C 4 EI Camino Reali Ponderosa Rd Signalized 30.2 C 17.5 B 5 EI Camino Real/ Country Club Dr Signalized 11.4 B 8.1 A 6 EI Camino Real/ 5 Spruce Ave Signalized 25.1 C 33.5 C 7 EI Camino Reali Sneath Ln Signalized 21.6 C 26.3 C 8 EI Camino Reali WB 1-380 Off Ramp Signalized 18.8 B 18.9 B 9 EI Camino Reali EB 1-380 Off Ramp Signalized 9.3 A 13.1 B 10 1-280 NB Off Ramp I Sneath Ln Signalized 19.1 B 23.4 C a Delay is in seconds per vehicle. For signalized intersections. delay is based on average stopped delay. b LOS = Level of Service Source: DKS Associates. Existing Roadway Segment Operating Conditions Based on the classification of the roadway segments described earlier, two arterial roadway segments and seven freeway segments were evaluated for the existing AM and PM peak hour operating conditions. Table 3.1-5 provides a summary of the existing roadway segments operational conditions. As shown in Table 3.1-5, all roadway segments currently operate at LOS D or better during the AM and PM peak hours. 3.1-6 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings. Impacts, and Mitigation Measures Table 3.1-5: Existing Condition Roadway Segment Level of Service Analysis Existing Condition Roadway Location AM PM Segment Volume Volume (veh/hr) MaE' LOS' (veh/hr) MaE LOS EI Camino From South Spruce Ave to 1019 39.9 A 1805 39.5 A Reale Country Club Dr From Country Club Dr to 1417 39.8 A 1513 39.7 A South Spruce Ave From 1st St to Westborough 1209 39.9 A 1831 39.4 A Blvd From Westborough Blvd to 1533 39.7 A 1671 39.6 A 1st St 1280' From Sneath Ln to Avalon Dr 4719 0.54 C 7377 0.84 D From Avalon Dr to Sneath Ln 4277 0.49 C 3485 0.40 B From Avalon Dr to Westbo- 4722 0.54 C 7327 0.83 D rough Blvd From Westborough Blvd to 6305 0.72 D 5155 0.59 C Avalon Dr Westborough Blvd to Hickey 5056 0.57 C 7091 0.81 D Blvd Hickey Blvd to Westborough 5708 0.65 C 6214 0.71 D Blvd 1380' From I 280 to EI Camino Real 6551 0.74 D 3175 0.36 B From EI Camino Real to I 280 2622 0.30 B 5733 0.65 C From EI Camino Real to US 7134 0.81 D 4013 0.46 B 101 From US 101 to EI Camino 3223 0.37 B 6645 0.76 D Real US 101' Mitchell Ave to Grand Ave 6829 0.78 D 6405 0.73 D Grand Ave to Mitchell Ave 6235 0.71 D 6562 0.75 D Grand Ave to Oyster Point 6727 0.76 D 6950 0.79 D Blvd Oyster Point Blvd to Grand 6856 0.78 D 6362 0.72 D Ave a MOE = Measures of Effectiveness. MOE is average travel speed for arterials and vIe ratio for freeways b LOS = Level of Service is based on 2007 C/CAG of San Mateo County Final Congestion Management Plan criteria eEl Camino Real in this area is an Arterial I facility and I 280,1 380 and US 101 are Freeways Source: DKS Associates. 3.1-7 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings, Impacts, and Mitigation Measures Transit, Pedestrian and Bicycle Operations Existillg Trallsit Operatiolls Bay Area Rapid Transit (BART) operates a commuter rail public transit system with 43 stations through San Francisco, Alameda, Contra Costa, and San Mateo counties. The five lines provide regular service between 4:00 AM and midnight with trains for each line arriving generally every 15 minutes. The South San Francisco BART station is approximately one mile north while the San Bruno BART station is approximately (me-third of a mile south of the Planning Area. Between October 2008 and September 2009, the average weekday exits at this station were 2,638 riders. The San Mateo County Transit District (SamTrans) operates 55 bus routes throughout San Mateo County and links to areas of San Francisco and Palo Alto. SamTrans buses connect to BART and Caltrain Stations and provide local and express service to the county. The closest SamTrans routes, the 122, 132, 133, 390, and 391, run along or cross El Camino Real in the vicinity of the Planning Area. Existing Bicycle and Pedestrian Network The main bicycle network that serves the Planning Area includes a Class I Multi-Use Path along Centennial Trail Park which runs to the east of and parallel to El Camino Real. The Class I Multi-Use Path provides a completely separated right of way for the exclusive use of bicycles and pedestrians with crossflow minimized. This bike path will connect the South San Francisco BART station to the San Bruno BART Station. The Centennial Trail Bike Path can be accessed from the Planning Area by Class III Bicycle Routes located on Chestnut, West Orange, and South Spruce avenues. A Class III Bikeway is a "bike route" that provides shared use between bicyclists and motor vehicle traffic and is identified only by signing on roadways. Bike parking is located along the Centennial Trail bike path as well as at South San Francisco and San Bruno BART station. Sidewalks along El Camino Real in the Planning Area range from five to eight feet in width. There are limited street trees along El Camino Real. In addition, there is a break along the sidewalk network as there is no sidewalk along the frontage of South San Francisco High School and Cortez Avenue to Francisco Drive. Existing Parking Off~Street Parkillg Off-street parking is generally provided in the area for patrons using local stores and businesses. Most of these parking facilities are for store patrons only and do not provide general public parking capacity. all-Street Parkillg On-street parking in the vicinity of the Planning Area is generally scarce. Along El Camino Real, parking regulations and restrictions generally do not permit on-street parking. The existing on-street parking supply is provided by cross-streets which do permit some on-street parking. However, these areas are largely residential with high parking utilization rates. 3.1-8 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings, Impacts, and Mitigation Measures REGULATORY SETTING State and Regional Califomia Departmellt Of Trallsportatioll Caltrans recommends a target LOS at the threshold between LOS C and LOS D for their facilities. If the location under existing conditions operates worse than the appropriate target LOS, then the existing LOS should be maintained. Regiollal Metropolitall Trallsportatioll Commissioll (MTC) The majority of federal, state, and local financing available for transportation projects is allocated at the regional level by the MTC, the transportation planning, coordinating, and financing agency for the nine-county Bay Area. The current regional transportation plan, known as Transportation 2035: Change In Motion, was adopted by MTC on April 22, 2009. Transportation 2035 specifies how some $218 billion in anticipated federal, state and local transportation funds will be spent in the nine-county Bay Area during the next 25 years. Bay Area Air Quality Mallagemellt District The Bay Area Air Quality Management District (BAAQMD) is the regional agency with the authority to develop and enforce regulations for the control of air pollution throughout the Bay Area. The Clean Air Plan (CAP) is BAAQMD's plan for reducing the emissions of air pollutants that lead to ozone, BAAQMD has also published CEQA Guidelines for the purpose of evaluating the air quality impact of projects and plans. One of the criteria that the Guidelines describe is that plans, including general plans, must demonstrate reasonable efforts to implement transportation control measures (TCM) included in the CAP that identify local governments as the implementing agencies. The CAP is further discussed in chapter 3.3: Air Quality. Local Regulations City/ Coullty Associatioll ofGovemmellts of Sail Mateo Coullty (C/CAG) C/CAG acts as the Congestion Management Agency (CMA) for San Mateo County. As the CMA, C/CAG is charged with the development, adoption, and updating of the Congestion Management Program (CMP) for the county. The purpose of the CMP is to develop a procedure to alleviate or control anticipated increases in roathvay congestion and to ensure that comprehensive strategies to address transportation needs are developed and implemented. The most recent version of the CMP is the final Congestion Management Program for 2007, which includes the following standards relevant to the Planning Area: . A standard of LOS E for El Camino Real and US- IOI roadway segments near the Plan- ning Area; . A standard of LOS f for 1-380 roadway segments between 1-280 and US- IO 1; and . A standard of LOS D for 1-280 roadway segments near the Planning Area. The CMP does not establish LOS standards for any intersections along El Camino Real in the Planning Area. 3.1-9 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings, Impacts, and Mitigation Measures South Sal/ Fral/cisco GCI/cral Pial/ (1999) Transportatiol/ Elemel/t The Transportation Element of the General Plan establishes traffic operations and Level of Service (LOS) standards: 4.2-G-8 Strive to maintain LOS D or better on arterial and collector streets, at all intersections, and on principal arterials in the GvlP during peak hours. 4.2-G-9 Accept LOS E or f after tlnding that: . There is no practical and feasible way to mitigate the lower level of service; and . The uses resulting in the lower level of service are of clear, overall public benefit. Other policies in the Transportation Element seek to reduce vehicle miles traveled and total trip generation, develop comprehensive and integrated pedestrian and bicycle systems, improve access to and use of public transportation, increase the use of shuttle operations and other employer based initiatives, and implement transportation demand programs. Key policies include: 4.2-G-5 Make eftlcient use of existing transportation facilities and, through the arrangement of land uses, improved alternate modes, and enhanced integration of various transportation systems serving South San Francisco, strive to reduce the total vehicle-miles traveled. 4.2-G-6 Coordinate local actions with regional agencies, and undertake active efforts to undertake transportation improvements. 4.2-G-1O Exempt development within (me-quarter mile of a Caltrain or BART station, or a City-designated ferry terminal, from LOS standards. 4.3-G-l Develop a comprehensive and integrated system of bikeways that promote bicycle riding for transportation and recreation. 4.3-G-2 Provide safe and direct pedestrian routes and bikeways between and through residential neighborhoods, and to transit centers. 4.3-G-3 In partnership with employers, continue efforts to expand shuttle operations. 4.3-G-4 In partnership with the local business community, develop a transportation systems management plan with identified trip-reduction goals, while continuing to maintain a positive and supportive business envirOllInent. 4.3-1-10 Undertake efforts to promote the City as a model employer and further alternative transportation use by City employees by providing: . A designated commute coordinator/manager; . A carpool/van pool match program; 3.1-10 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings. Impacts, and Mitigation Measures . Preferential parking for carpools and vanpools at City Hall; . Secure bicycle storage facilities; . On-site shower facilities at City Hall for employees; . A commitment to future shuttle service to BART stations; . Guaranteed ride hOlne progrcun; . Transit subsidies; . On-site transit pass sales; and . Incentives/educational program. 4.3-1-1 Prepare and adopt a Bikeways Master Plan that includes goals and objectives, a list or map of improvements, a signage program, detailed standards, and an implementation progralll. 4.3-1-2 As part of the Bikeways Master Plan, include improvements identified in figure 4-3 [in the General Plan] and identify additional improvements that include abandoned railroad rights-of-way and other potential connections. 4.3-1-3 Make bikeway improvements a funding priority by: . Continuing to consider financing bikeway design and construction as part of the City's annllal construction and ilnprovelnent fund; . Incorporating bikeway improvements as part of Capital Improvement Program; and . Pursuing regional funding and other sources for new bikeways to the extent possible under federal and State law. 4.3-1-4 Require provision of secure covered bicycle parking at all eXlstlllg and future multifamily residential, commercial, industrial, and office/institutional uses. 4.3-1-8 Adopt a TDM program or ordinance which includes, but is not limited to, the folluwing cOluponents: . Methodology to determine eligibility for land use intensity bonuses for TDM programs identified in the Land Use Element; . Procedures to ensure continued Inaintenance of IneaSllres that result in intensity bo- nuses; . Requirements for off-site improvements (such as bus shelters and pedestrian connec- tions) that are directly necessary as a result of development; . Exemptions or reductions in any transportation impact fee that may be established in the future for projects that meet specific trip-reduction goals; and . Reduced parking requirements for projects in proximity to tlxed-guideway transit or those with demonstrated measures that would reduce trip generation. 3.1-11 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings, Impacts, and Mitigation Measures In addition, several polices in the Land Use Element support transit oriented development and implementation of the TDM program. Key policies include: 2-G-? Encourage mixed-use residential, retail, and office development in centers where they would support transit, in locations where they would provide increased access to neighborhoods that currently lack such facilities, and in corridors where such developments can help to foster identity and vitality. 2-G-S Provide incentives to ll1axilnize COlllll1Unity orientation of ne,,, developluent, and to prOlllote alternative transportation Illodes. 2-1-4 Require all new developments seeking an fAR bonus set forth in Table 2.2-2 to achieve a progressively higher alternative mode usage. The requirements of the TDM Program are detailed in the Zoning Ordinance, (Amended by City Council Resolution 98-2001, Adopted September 26, 2001). Trallsportatioll Demalld Mallagemellt Ordillallce (2001) Section 20.120 of the City of South San francisco Municipal Code details the requirements for a Transportation Demand Management (TDM) Program. The purpose of a TDM Program is to reduce the number of vehicle trips by increasing access to and use of alternative modes of transportation, including transit, bicycling, and walking. A TDM Program is required for all nonresidential development expected to generate 100 or more average daily trips or projects seeking a floor area ratio (fAR) bonus. The program requires that a minimum of 28% of all trips must be made through alternative mode use. Some mandatory provisions for encouraging alternative transportation uses include bicycle parking spaces, free parking for carpools and van pools, shuttle programs, and direct routes to transit. Some residential projects in South San francisco have included TDM measures such as shuttles, bike parking, direct routes to transit, and passenger loading zones, as part of their project approval. South Sail Frallcisco El Camillo Real Master Plall (2006) The South San francisco El Camino Real Master Plan analyzed the almost three-mile length of El Camino Real within the City of South San francisco. The document analyzed existing conditions, identified opportunities for improvements and existing constraints, and developed concept plans and streetscape standards. Two of the El Camino Real segments analyzed in the Master Plan are within the Planning Area - South San francisco High School/Baden (West Orange Avenue to francisco Drive) and See's Candies/Tanforan (francisco Drive to Noor Ayenue). Opportunities identified for the South San Francisco High School/Baden area include providing a sidewalk along the high school and extending it along the El Cortez Avenue frontage area, and providing marked pedestrian crossings and accessibility at francisco Drive. Opportunities identified for the See's Candies/Tanforan area include improving pedestrian and bicycle access to the San Bruno BART station, and widening the existing sidewalk segment on the eastern side of El Camino Real. The Master Plan noted fixed street lamp poles in near proximity to the existing curb and the costly nature of utility relocation as constraints. The El Camino Real Master Plan proposes the following improvements to El Camino Real in the Planning Area: 3.1-12 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings. Impacts, and Mitigation Measures Regional District: South San francisco High School/Baden (West Orange Avenue to francisco Drive) . Widen existing sidewalk segment on the eastern side from West Orange Avenue to Ponderosa Drive and provide street trees. . Provide sidewalk on the eastern side along the high school and Cortez Avenue to fran- cisco Drive. . Include street trees along the high school to provide a buffer between the fast moving cars and the pedestrians . Provide street trees along the Cortez frontage and a pedestrian barrier at the back of walk. The double row of street trees and pedestrian barrier act a privacy screen for the adjacent residential units. . Provide street trees along western side from Ponderosa to Spruce Drive where sidewalk widths permit. . Provide bulb-outs at the intersection of Country Club Road to slow traftlc and reduce crossing width. . Provide new bus shelter at the high school to encourage public transportation. Regional District: See's Candies / Tanforan (francisco Drive to Noor Avenue) . Remove parking and widen sidewalk along See's Candies. Provide a double row of street trees, planting area and low screen fence. . Provide structure to the city gateway by creating a dense canopy of street trees on both sides of the street. . Provide accent planting along nosing. . Provide new gateway signage that celebrates the city's industrial past and biotech fu- ture. . Widen sidewalks on both sides of gateway to reduce street width and improve pede- strian circulation. City afSouth Sail Frallcisco Draft Bicycle l'rallsportatiollPlall, Workillg Paper #1 (2009) The City of South San francisco is currently dratiing a Bicycle Transportation Plan. The Working Paper includes goals, policies, and implementation measures for the bicycle network in South San francisco, They are as follows: . Goal I: Institutionalize Bicycle Transportation Policy 1.1: Integrate bicycle facility and program planning into all of the City's ur- ban planning and construction activities, legitimizing it as a transportation mode. Implementation Measure: City Departments consult this Bicycle Transportation Plan and consider integrating its applicable recommendations during the planning stage of new building and transportation systems construction. Policy 1.2: Promote bicycling to work through TDM policies at private institutions. 3.1-13 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings, Impacts, and Mitigation Measures Implementation Measure: Continue to require private institutions to report the ef- fectiveness of their TDM strategies as they relate to the TDM Program in the Zon- ing Onlinance. . Goal 2: 1m prove Bicycle Safety Policy 2.1: City Departments will work together to decrease bicycle collisions. Implementation Measure: Analyze bicycle collision rates and collision locations annually and use the analysis as a basis for implementing bicycle facility improve- Inents. Policy 2.2: Proactively enforce bicycle related traftlc laws. Implementation Measure: Enforcement and dissemination of vehicle code as re- lated to bicycle use by the City Police Department. . Goal 3: Improve Bicycle Access to Community Amenities and Transit Policy 3.1: Close gaps and expand the existing bikeway network, prioritizing access to cOllul1unity <lll1enities and transit. Implementation Measure: Construct bikeways according to the prioritized list of facilities in this plan. Policy 3.2: Provide appropriate bicycle parking facilities at schools, transit stops, re- tail outlets, parks, employment centers and other bicyclist destinations. Implementation Measure: Amend the City's Transportation Demand Management Ordinance to clarify and quantify the requirements for bicycle parking and support facilities within individual development projects. Policy 3.2: Install bicycle wayfinding and destination signage.lO Implementation Measure: Install bicycle destination signage in coordination with bikeway construction and wayfinding signage as stated in the Bicycle Transporta- tion Plan. . Goal 4: Encourage Bicycle Use 4. I: Encourage City residents to bicycle to work, school and run errands. Implementation Measure: Encourage Bike to Work Day promotions throughout the City and conduct bicycle user counts. Implementation Measure: Work with the school district to implement regular bike to school contests, challenging students to bicycle to school. . GoalS: Identify Funding Sources to Construct and Maintain Bicycle Facilities Policy 5.1: Apply for local, state and federal grants that fund bicycle facilities. Implementation Measure: Continually explore grant opportunities to fund facility construction and lllaintenance. In addition, the Working Paper proposes to upgrade Chestnut Avenue to a Class II bike lane which will provide a striped lane for one-way bike travel on a street or highway. 3.1-14 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings. Impacts, and Mitigation Measures Grand Boulevard Initiative (2008) The Grand Boulevard Initiative is a broad federation of private and public parties nnited to improve the performance, safety and aesthetics of El Camino Real. The City of Sonth San francisco adopted a resolution in support of the Grand Boulevard Initiative in 2008. This Initiative challenges commnnities to rethink the corridor's potential for housing and urban development, balancing the need for cars and parking with viable options for transit, walking and biking. In April 2007, the Grand Boulevard Taskforce adopted 10 guiding principles and identified potential strategies for future development along El Camino Real. The Grand Boulevard Initiative, in conjunction with SamTrans and the C/CAG, has initiated a mnlti- modal corridor stndy for El Camino Real. This study will include the preparation of design guidelines, in coordination with Caltrans, for El Camino Real which will cover issues such as corner bnlb-outs, median widths, land widths, and mid-block crossing.] IMPACT ANALYSIS SIGNIFICANCE CRITERIA The significance of potential traffic, circulation and parking impacts are based on general thresholds identified within Appendix G of the CEQA Guidelines and specific criteria established by local jurisdictions. Transportation impacts are considered significant if the proposed Amendment would result in any of the following: . for freeway segments currently in compliance with the adopted LOS standard:' Cause the freeway segment to operate at a level of service that violates the standard adopted. Cumulative impacts that indicate that the combination of the proposed project and future cnmulative traffic demand will result in the ti-eeway segment to operate at a level of service that violates the standard adopted and the proposed project increas- es traffic demand on the freeway segment by an amollnt equal to one (1) percent or more of the segment capacity, or causes the freeway segment volume-to-capacity (v/c) ratio to increase by one (1) percent. . for arterial segments (El Camino Real):] Calise the roadway segment to operate at a level of service that violates the standard adopted. 1 .:\lcLarand, Vasqucz, Emsick & Partners (';\lVE & Partners). City (if"Sollth Slln Francisco EI Camino Real/Cllestllllt Area Land Use Plan mlli SpccUic Plan Exisli/l& Setting i'dClIJt)f{7IIdlllll, Nm'cmber 2008, p. 24. City/COllllty Assodation of Governments of San .\I01teo COllllty (C/CACJ). Polhy on TmJJk Jmpad Analysis (TIA) To DctennillC Traj}ic Impacts 011 Congestion AJl1Ilagclllcnl Program (eA-IP) Roadway Network Resulting From RoadwllY Changes, Gencm/ Plan Updates, ill/d Lall/i Use Dcwloplllcnt Projects, August 10, lOOn. 3 Ibid. 3.1-15 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings, Impacts, and Mitigation Measures . Cause an increase in traftlc which is substantial in relation to the existing traftlc load and capacity of the street system, therefore resulting in intersection LOS that exceed LOS D, as established by the existing General Plan. . Result in a change in air traffic patterns, including either an increase in traffic levels or change in location that result in substantial safety risks; . Substantially increase hazards due to a design feature or incompatible uses; . Result in inadequate elnergency access; . Result in inadequate parking access; or . Conflict with adopted policies, plans, or programs supporting alternative transporta- tion. METHODOLOGY & ASSUMPTIONS While the General Plan and proposed Amendment extend to 2020, the traftlc analysis takes a more conservative approach and reports impacts to 2030, consistent with the model horizon year. Traftlc will most likely worsen from 2020 to 2030 when considering regional growth, indicating that, if anything, the EIR provides a more conservative, possibly worse than worst case scenario, by looking at 2030. DKS Associates completed a Traffic Impact Study for the proposed Amendment, which presents a conservative analysis of the potential impacts of the proposed Amendment and represents a worst-case generation estimate (i.e. it generates the greatest number of trips). Detailed analysis and tables are included the Traffic Impact Study in Appendix B. The analysis does not take into account the future Mission Road extension, which is included in the current General Plan, the full extent of the TDM program, or the mixed-use nature of future development under the proposed Amendment. The Traffic Impact Study analyzed the traftlc conditions of six intersections and three roadway segments within and around the Planning Area during the weekday AM and PM peak hours. The following intersections and roadway segments were evaluated to determine the traffic conditions during the weekday AM and PM peak hours: Study Intersections: . Arroyo Drive / El Camino Real . Westborough Boulevard / E! Camino Real . West Orange Avenue / El Camino Real . Ponderosa Road / El Camino Real . Country Club Drive / El Camino Real . South Spruce Avenue / El Camino Real . Sneath LaneiE! Camino Real . 1380 Westbound/El Camino Real . 1380 Eastbound/El Camino Real . I 280 Northbound/Sneath Lane 3.1-16 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings. Impacts, and Mitigation Measures Roadway and Highway Segments: . El Camino Real between Southwood Drive and Westborough Drive . El Camino Real between South Spruce Avenue and Country Club Drive . I 280 between Avalon Drive to Sneath Lane . I 280 between Avalon Drive and Westborough Boulevard . I 280 between Westborough Boulevard and Hickey Boulevard . US 101 between Mitchell Avenue and Grand Avenue . US 101 Grand Avenue and Oyster Point Boulevard . 1380 between I 280 to El Camino Real . 1380 from El Camino Real to US 101 Intersections and roadway segments have been evaluated for the following traffic scenarios: . Existing Condition. Operation analysis based on existing peak hour volumes and ex- isting intersection and roadway segment lane geometry. . 2030 Cumulative No Project. Based on growth factors estimated from the County of San Mateo's Transportation Demand Model. . 2030 Cumulative with proposed Amendment. 2030 Cumulative No Project plus project generated traffic estimated for the proposed Amendment. . 2030 Cumulative with proposed Amendment and 15% TDM Reduction. 2030 Cu- mulative No Project plus project generated traffic estimated for the proposed Amend- ment and a 15% reduction in traffic with the implementation of a TDM Plan. Trip Generation The trip generation for the proposed Amendment was based on the number of units or square footage of each land use in the development area, and standard trip generation equations and rates for retail, office, hotel, and condominiums are used, as published by the Institute of Transportation Engineers in the Trip Generation 8'" edition. The proposed Amendment at buildout assumes approximately 288,900 square feet of new non-residential development and 835 additional condominiums. Table 3.1-6 describes the trip generation rates derived from the ITE trip generation equations. 3.1-17 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings, Impacts, and Mitigation Measures Table 3.1-6: Trip Generation Rates Land Use Size/Units ITE Land AM Trips PM Trips Daily Use Code In Out Total In Out Total Condominiums 835 units 230 0.066 0.28 0.35 0.25 0.14 0.38 4.88 Hotel 75,840 sf 310 0.32 0.26 0.58 0.33 0.24 0.56 4.56 Office' 180,010 sf 710 1.47 0.20 1.67 0.27 1.29 1.56 11.65 Retail' 30,050 sf 814 4.02 4.39 8.41 2.81 2.21 5.02 44.93 Note: Rates are based on the trip generation equations for each land use. I Per 1,000 square feet. Source: DKS Associates. Table 3.1-7 summarizes the resulting trip generation volumes. Table 3.1-7: Proposed Trip Generation Land Use Size/Units ITE Land AM Trips PM Trips Daily Use Code In Out Total In Out Total Condominiums 835 units 230 55 324 289 205 115 320 4,076 Hotel 75,840 sf 310 27 22 49 28 20 48 388 Office 180,010 sf 710 264 36 300 48 232 280 2,098 Retail 30,050 sf 814 133 145 278 93 73 166 1.452 Source: OKS Associates. Trip Generation with Implementation of TDM The implementation of a TDM program would provide measures that would reduce the number of trips generated by the proposed project. While the City has TDM standards that would provide up to a 28% trip credit, a more conservative 15% credit has been assumed. This 15% credit is also consistent with other projects in South San francisco implementing a TDM program. A 15% TDM trip credit has been applied to the 2030 proposed Amendment condition for the purposes of this analysis. Table 3.1-8 summarizes the resulting trip generation. Table 3.1-8: Proposed Trip Generation with 15% TDM Reduction Land Use Size/Units ITE Land AM Trips PM Trips Daily Use Code In Out Total In Out Total Condominiums 835 units 230 47 199 246 174 98 272 3.465 Hotel 75,840 sf 310 23 19 42 24 17 41 330 Office 180,0 I 0 sf 710 224 31 255 40 198 238 1,783 Retail 30,050 sf 814 133 123 236 79 62 141 1,234 Source: OKS Associates. 3.1-18 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings. Impacts, and Mitigation Measures Trip Distribution The direction of approaches and departures for project trips related to the proposed development area has been estimated from the existing traffic patterns in the vicinity of the Planning Area. Table 3.1-9 shows the trip distribution patterns assumed for the proposed project. Trip ends would be spread out along El Camino Real between Arroyo Drive and South Spruce Avenue. Table 3.1-9: Proposed Project Trip Distribution Origin I Destination Percentage of Total Traffic (%) Autos North via EI Camino Real 18 South via EI Camino Real 18 West via Arroyo Dr 5 West via Westborough Blvd 12 East via Westborough Blvd 8 West via W Orange Ave 3 East via W Orange Ave 9 West via Ponderosa Rd 5 West via Country Club Drive 5 East via S Spruce Ave 8 East via Sneath Lane 3 West via 1-380 2 East via 1-380 2 North via 1-280 I South via 1-280 I Total 100 Source: DKS Associates. Level of Service (LOS) Calculation Intersection analysis was conducted using the criteria described in the C/CAG 2007 CMP and utilized the Highway Capacity Software (HCS 2000) for the analysis where appropriate. LOS at study intersections was calculated using TRAFFIX software for signalized and un signalized intersections. Roadway segment analysis was conducted using the criteria described in the C/CAG 2007 CMP and utilized the Highway Capacity Software (HCS 2000) for the analysis where appropriate. SUMMARY OF IMPACTS Overall, the proposed Amendment would result in signitlcant and unavoidable impacts to intersection and arterial LOS; and less than significant impacts on parking. The proposed Alnendlllent 'iVOlild have no ilnpact on the relllaining criteria. 3.1-19 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings, Impacts, and Mitigation Measures Cumulative Increase in Traffic and Impact on LOS Standards Existing Condition Under existing conditions, all lOstudy intersections are operating at an acceptable Level of Services (LOS D or better) during the AM and I'M peak hours. All nine study roadway segments are also operating at acceptable Levels of Service during both of the peak hours. 2030 CUlllulative No Project five intersections during the AM peak hour and five intersections during the I'M peak hour would operate at unacceptable LOS. As shown in Table 3.1-10, below, for the AM and I'M peak hours four of the 10 analyzed intersections along would operate at LOS F. Three of the 10 analyzed intersections would operate at LOS E or f in the I'M peak. All roadway segments would continue to operate at an acceptable LOS with four exceptions along 1-280, three of which would operate at LOS E and one of which would operate at LOS f during the I'M peak hour. This exceeds the LOS standard of D for this roadway and existing conditions. 2030 CUlllulative Proposed Alllendlllent Impacted intersections under this scenario are similar to those for 2030 No Project. During the AM peak hour, the LOS at all intersections with unacceptable levels of service would be the same under the proposed Amendment as under the No Project. During I'M peak hours, the levels of service at all intersections will be the same under the 2030 No Project condition and 2030 proposed Amendment condition. While LOS under the No Project and proposed Amendment would be the same, total wait time would increase under the proposed Amendment. Because this increase indicates a worsening of already significant conditions, the proposed Amendment is determined to have a considerable contribution to the significant impact, despite the threshold also being exceeded in the No Project scenario. In addition, the same four roadway segments on 1-280 would operate at LOS E or f during the I'M peak hour, exceeding the LOS standard of D and existing conditions. The proposed Amendment increases demand by less than 1 % when compared to the No Project for three of the four intersections, indicating that the proposed Project does not exceed the significance criteria established by the evIl' for those segments. However, the addition of traffic generated under the proposed Amendment would result in one significant impact to a segment of 1-280 from Westborough Boulevard to Hickey Boulevard during the I'M peak hour. The increase in traffic on this segment would increase the v/c ratio from 0.91 under the No Project to 0.92 under the proposed Amendment, violating the significance standard for freeways. Given the lack of feasible mitigation measures, as explained in more detail below, the proposed amendment would result in a significant and avoidable impact on arterial segments. 2030 CUlllulative Proposed Alllendlllent with TDM Progralll Under this condition, a TDM Program resulting in a 15% reduction in automobile traffic was assumed. Similar to both the 2030 No Project and 2030 proposed Amendment, five intersections would operate with unacceptable LOS during the AM peak hour, while six intersections would experience unacceptable LOS during the I'M peak hour. This indicates that the TDM program alone would not mitigate the considerable contribution of the proposed Amendment. 3.1-20 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings. Impacts, and Mitigation Measures Also similar to both the 2030 No Project and 2030 proposed Amendment, all roadway segments would continue to operate at an acceptable LOS with four exceptions along 1-280 that would operate at LOS E or I' during the I'M peak hour, exceeding the LOS standard of D and existing conditions. However, the proposed Amendment increases demand by less than 1% when compared to the No Project for three of the four intersections, indicating that the proposed Project does not exceed the significance criteria established by the CMP for those segments. However, similar to the proposed Amendment, the addition of traftlc generated under the proposed Amendment would result in one significant impact to a segment of 1-280 from Westborough Boulevard to Hickey Boulevard during the I'M peak houl'. Given the lack of feasible mitigation measures, the proposed amendment would result in a significant and avoidable impact on arterial segments. Additiolla/l'rip Redllctiolls Overall traftlc impacts to the roadway network may be reduced due to a number of factors. The extension of Mission Drive, which is an adopted part of the General Plan but is not included in the modeling, would open a parallel roadway to El Camino Real and would alleviate some of the traffic concerns along El Camino Real. Additionally, a full TDM program would reduce the amount of vehicle traffic generated by the proposed uses. Implementing a TDM program would encourage multi-modal uses including public transportation, bicycles, and walking. Mixed-use development would also encourage linked and alternative-mode trips and reduce the number of potential vehicle trips. Mitigatioll Measures In order to achieve LOS D at all of the intersections with unacceptable LOS, the widening of all approaches and additional receiving lanes would be needed, which would require additional right-of-way, relocation of utilities, and the possible relocation of buildings along El Camino Real. Given the proximity to existing development and the expense involved in acquiring the necessary right-of-way, these mitigations are economically and technologically infeasible, and contrary to the purpose of the proposed Amendment, and other planning efforts along El Camino Real, to create a more pedestrian and walkable environment along El Camino Real. Since the widening of approaches is contrary to the proposed Amendment and economically and technologically infeasible, there is no feasible mitigation capable of avoiding or minimizing the impact to a less-than-significant level; the impact is therefore determined to be unavoidable. Other Impacts The proposed Amendment would not change any air traffic patterns nor would it change the location of the San Francisco International Airport. Therefore there will be no impacts on air traftlc. The proposed Amendment would not increase hazards due to a design feature or incompatible uses since it would not alter the public right-of-way, and land use changes under the proposed Amendment would complement the opportunities identified by the El Camino Real Master Plan. for example, the proposed Amendment calls for the establishment of development standards to create greater setbacks at the ground level along El Camino Real to allow greater room for pedestrians which would support the widening of sidewalks proposed by the El Camino Real Master Plan. The El Camino Real Master Plan and the proposed Amendment 3.1-21 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings, Impacts, and Mitigation Measures would work together to create a pedestrian-friendly realm along El Camino Real and would not introduce hazardous design features. The proposed Amendment would not change emergency vehicle access routes to the Planning Area. Police and Fire Stations are approximately 1.5 miles away from the Planning Area, resulting in a response time of five minutes or less. The proposed Amendment would not change the existing street configurations from Police and Fire Stations to the Planning Area and emergency access to the Planning Area would remain the same, indicating that there \vould be no illlpact 011 elllergency access. The City of South San Francisco is currently in the process of revising the Zoning Ordinance and development within the Planning Area would be required to provide parking consistent with the standards established in the Zoning Ordinance. Future projects in the Planning Area would be individually reviewed and approved by the City and the provision of adequate parking would be evaluated at that time. The impact on parking demand is expected to be less than signitlcant. The proposed Amendment supports the use of alternative transportation in numerous ways and would not conflict with any adopted policies, plans, or programs supporting alternative transportation. The proposed Amendment would not negatively impact bicycle circulation in the Planning Area. Currently, the TDM Ordinance requires a minimum of 28% of all trips must be made through alternative mode use for non-residential sites generating more than 100 daily trips. Residential projects and projects generating less than 100 daily trips are not required to incorporate a TDM program into their project, though the proposed Amendment would offer FAR incentives to encourage those types of developments to incorporate TDM programs. As discussed previously, the proposed Amendment would complement the El Camino Real Master Plan, and will assist in creating a pedestrian-friendly realm which will encourage more walking. The proposed Amendment will also support strategies in the Grand Boulevard Initiative by placing residential uses near existing transit and retail services to encourage alternative transportation Inethods. IMPACTS AND MITIGATION MEASURES Impact 3.1-1 Future development nnder the proposed Amendment, along with regional population and employment growth, would cause an increase in trallic which is substantial in relation to the existing traffic load and capacity of the street system, and would cause intersection LOS standard established by the General Plan to be exceeded. (Sigllificallt alld Ullavoidable) The CMP does not establish LOS standards for intersections along El Camino Real within the Planning Area. Therefore this analysis evaluates impacts on intersection LOS with the standards established in the South San Francisco General Plan, policy 4.2-G-8, which establishes the LOS at D, where feasible. Under the existing condition, all 10 study intersections are operating at an acceptable LOS of D or better during the AM and I'M peak hours. Table 3.1-10 shows LOS for the existing condition, the No Project condition, the 2030 proposed Amendment condition, and the 2030 proposed Amendment condition with a 15% TDM reduction. 3.1-22 " ~ .. " i: " E ~. (J "" " ~ LiJ ~ .. .. i: ] ... " ... " ...J c 0 'P u " '" ... " .. c ... ::l 0 J: -" .. " a.. :E a.. ." c .. :E <t .:; M " :;; .. I- tJc:< >.. .... ~ "': M M - '" M - ~ .... '" '" .... " ,...; .,; .,; ..; '" .,.: 0 .,; .,; M ..; .. U .9 '" -S :;;: V1 U U ... ... ... ... ... w ... '" ... ... 0 w ~ i a 0 .a...... I- -' " " <t .. .... co .... ... '" .... '" '" M .... .... "': .., - "" " 0 .. '" ~ "! '" ... .... '" '" '" ~ .... '" '" "l o I-- ~ ~ .s; ,...; - '" cO .,.: .,; ..; 0 - - .,; .,.: ..,: '" lJ::..tJ.8.E .. ..... - '" "l '" "'l "! '" '" '" '" .... M ",,<C .s; r..: M ,.: 0 ,.: '" - ..; ..; ,...; ... .. M "! ... "'l '" ... M '" '" .... 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" ~ ~ :;; d ." co '" 0 - ... .. :z: - ~ 9 I- '" 0 0 N uf " a ~ .... ~ 'i' " 0 ..; '" Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings. Impacts, and Mitigation Measures Under the 2030 No Project, five intersections during the AM peak hour and six intersections during the PM peak hour wonld operate at LOS E or F. For the AM peak hour, the intersections ofEl Camino Real at Westborough Drive, West Orange Avenue, Ponderosa Road, Country Club Drive, and South Spruce Avenue would all operate at LOS F. LOS F conditions would also exist during the PM peak hour along El Camino Real at Westborough Drive, West Orange Avenue, South Spruce Avenue, Sneath Lane, and at the Westbound 1-380 interchange. El Camino Real at Ponderosa would experience LOS E. This indicates that the cumulative impact is significant. In 2030 with the proposed Amendment, the LOS during AM and PM peak hours would be the same at all impacted (LOS E or F) intersections as it is under the 2030 No Project. While LOS under the No Project and proposed Amendment would be the same, total wait time would increase under the proposed Amendment. Because this increase indicates a worsening of already significant conditions, the proposed Amendment is determined to have a considerable contribution to the significant impact, despite the threshold being exceeded in the No Project scenario. TDM Reductions As described above, Section 20.120 of the City of South San Francisco Municipal Code details the requirements for a Transportation Demand Management (TDM) Program. As described in the methodology, this analysis assumes a conservative 15% reduction of vehicle trips. Reducing the daily vehicle trips generated Ii'om the proposed Amendment by 15% would result in 1,156 daily trips by alternative modes of transportation under project conditions. Further, 133 and 118 trips would be removed from the respective AM and PM peak hour vehicle networks as a result of implementing a TDM Program. A TDM program would also reduce the number of vehicles traveling to and from the sites and would lessen the overall effect of the project on the street network. The study intersections that operate at an unacceptable LOS F under the 2030 No Project and proposed Amendment would continue to operate at unacceptable LOS F under the 2030 proposed Amendment with a 15% TDM reduction in project-related traffic. Cumulatively significant impacts would continue to occur at all of the intersections listed above, indicating that the TDM program alone is not sufficient to mitigate the considerable contribution of the proposed Amendment. However, as shown in Table 3.1-10, slight improvements in delay time exist. 3.1-25 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings, Impacts, and Mitigation Measures As noted above, this analysis is conservative. In addition to encouraging use of the TDM program, the proposed Amendment would provide for more eftlcient development patterns that can have numerous benefits for the public. By allowing mixed-use development and improving the pedestrian experience along El Camino Real, the proposed Amendment would encourage more walking, bicycle, and transit trips which would result in reduced emissions and vehicle trips, and improved community health through increased physical activity. Applicable Proposed Amendment Policies Changes to the Land Use Diagram would allow Mixed Use development along South El Camino Real. 3.4-1-17 Require that any redevelopment of the low-intensity commercial uses in this area is in the form of mixed-use development, with active uses-retail, restaurants, cafes, and personal service establishments-fronting El Camino Real at the ground level, and a range of compatible uses such as residential, office, and hotels/motels at upper levels and in portions not fronting El Camino Real. for parcels on the east side of El Camino Real, between first Street and West Orange Drive, either a mix of uses is permitted or residential use only is permitted. Additional Trip Reductions Missioll Road Extellsioll Under the current City of South San francisco General Plan (section 4.2-1-2), an extension of Mission Road from Chestnut Avenue to the South Linden Avenue extension has been proposed. Mission Road is a four-lane roadway with two lanes of travel in each direction which generally runs parallel to El Camino Real. Currently, Mission Road ends at Chestnut Avenue approximately 0.15 miles from the intersection of Westborough Boulevard and El Camino Real. The proposed 1.35-mile extension would run parallel to El Camino Real and would operate with two moving lanes in each direction. Constructed on the BART right-of-way, the extension would also include a bikeway and a linear park. from a traftlc circulation standpoint, the extension would not only attract some traftlc from El Camino Real, alleviating some of the congestion concerns on the roadway, but would also disperse project-related trips from the mixed-use development. As a result, it is possible that traffic on El Camino Real will improve as a result of the Mission Road extension. Mixed-Use Developmellt Mixed-use development can be an effective way of reducing traftlc impacts. It has the potential to reduce vehicle travel, needs for parking and street widening, and impacts on climate change. Mixed-use development can create trips with origin-destination pairs that are more easily traveled by "alternative" modes such as transit, walking, and/or bicycling. In addition, mixed- use development satisfies travel needs within an area, thereby reducing external travel and the need for multiple vehicle trips. for example, clustering of services such as dry cleaning, day care, restaurants, and stores near homes and employment can provide the opportunity for workers to take care of personal errands on foot from work and possibly avoid unnecessary motor vehicle trips. 3.1-26 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings. Impacts, and Mitigation Measures A mixed-use land designation along El Camino Real would encourage more walking and bicycle trips, while also optimizing the use of existing transit along El Camino Real, decreasing the need for multiple vehicle trips. Mitigation Measures In order to achieve LOS D at these intersections, widening of all approaches and additional receiving lanes would be needed, which would require additional right-of-way, relocation of utilities, and the possible relocation of buildings along El Camino Real. Road widening for additional lanes would be required on El Camino Real, Spruce Avenue, Ponderosa Road, West Orange Avenue, and Westborough Boulevard. The required measures to achieve LOS Dare described in greater detail in Appendix B. Drawings retlecting the required modifications are included in Chapter 7 of Appendix B. These mitigations would be contrary to the purpose of the proposed Amendment, which is to create a vibrant, mixed use neighborhood along El Camino Real that is pedestrian oriented and walkable. The LOS standard used in this analysis relates only to vehicular traffic and only takes into account the transportation system experience of automobile drivers. Widening approaches to increase LOS would benefit automobile drivers but otien result in overly-wide streets and intersections that are difficult for pedestrians and bicyclists to cross, and could result in narrowing of sidewalks. These changes would potentially result in worsened conditions for pedestrians, bicyclists and transit users. This would also be inconsistent with other planning efforts along corridor, including the El Camino Real Master Plan and the Grand Boulevard Initiative. The widening of approaches would not only be inconsistent with the proposed Amendment and other planning efforts along El Camino Real, but would be economically and technologically infeasible. Widening could potentially require acquisition of Caltrans right of way and/ or the acquisition and possibly demolition of existing viable commercial and residential properties. The expense involved in such an effort would not be justified by the types of land uses facilitated by the proposed Amendment. Given that the mitigation measures are in contravention to the proposed Amendment and other planning efforts along the El Camino Real corridor, as well as economically and technologically infeasible, the cumulative impact remains significant. Impact 3.1-2 Future development under the proposed Amendment, along with regional population and employment growth, would cause an increase in traffic which is substantial in relation to the existing traffic load and capacity of the street system, and would cause roadway LOS standards established by the county congestion management agency to be exceeded. (Significant and Unavoidable) Under the existing condition, all four study roadway segments (El Camino Real, US-lOI, US- 280, and US-380) are operating at acceptable LOS during both of the peak hours, as shown in Table 3.1-11. Back-up traffic analysis calculation is included in Appendix B for review. All four roadway segments are part of the CMP's Roadway System and therefore have specific standards set by C/CAG. For the segments analyzed here, 1-280 LOS standard is D or better, El Camino Real and US-101 are set at LOS E or belter, and 1-380 is set at LOS F. Table 3.1-11 3.1-27 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings, Impacts, and Mitigation Measures shows LOS under the existing condition, 2030 No Project, 2030 proposed Amendment, and the 2030 proposed Amendment with TDM. The LOS for the roadway segments in the 2030 No Project and the 2030 with proposed Amendment condition on El Camino Real is in most cases A or B, with only the morning peak from Baden Ave to Grand Ave retlecting a LOS of C. Clearly the LOS of roadway segments along El Camino Real is better than the LOS standards of the CMP and the current General Plan. LOS for US-101 are in accordance with the CMP, with LOS if E or better along all segments analyzed. In all cases the LOS projected would be the same under the No Project, the proposed Amendment, and the proposed Amendment with TDM. Table 3.1-11: AM and PM Peak Hour Roadway Segment Level of Service Summary Change from No Project To proposed Amendment Existing 2030 No Project 2030 Proposed Amendment 2030 Proposed Amendment with TOM Roadway Segment Location Arterial Segments MOE2 LOS MOE LOS MOE LOS MOE LOS From South AM 39.9 A 39.7 A 39.5 A -0.5 39.6 A Spruce Ave to Country Club PM 39.5 A 31.6 B 30.7 B -2.8 30.9 B Dr From Country AM 39.8 A 28.7 B 27.5 C -4.2 27.6 C Club Dr to EI South Spruce PM 39.7 A 38.1 A 37.7 A -1.0 37.8 A Camino Ave Real From [st St to AM 39.9 A 39.5 A 39.3 A -0.5 39.3 A Westborough PM 39.4 A 36.6 A 35.7 A -2.5 35.9 A Blvd From West- AM 39.7 A 33.2 B 31.9 B -3.9 32.1 B borough Blvd PM 39.6 A 38.4 A 38 A -1.0 38.1 A to 1st St Freeway Segments From Sneath AM 0.54 C 0.69 C 0.70 C 1.4% 0.70 C Ln to Avalon Dr PM 0.84 D 1.01 F 1.01 F 0.0% 1.01 F From Avalon AM 0.49 C 0.73 D 0.73 D 0.0% 0.73 D 1-280 Dr. to Sneath Ln PM 0.40 B 0.58 C 0.58 C 0.0% 0.58 C From Avalon AM 0.54 C 0.68 C 0.68 C 0.0% 0.68 C Dr to West- borough Blvd PM 0.83 D 0.93 E 0.93 E 0.0% 0.93 E 3.1-28 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings. Impacts, and Mitigation Measures Table 3.1-11: AM and PM Peak Hour Roadway Segment Level of Service Summary Change from 2030 2030 No Project Proposed 2030 No Proposed To proposed Amendment Roadway Existing Projed Amendment Amendment with TOM Segment Location MOE2 LOS MOE LOS MOE LOS MOE LOS From West- AM 0.72 D 0.83 D 0.83 D 0.0% 0.83 D borough Blvd PM 0.59 C 0.75 D 0.76 D 1.3% 0.76 D to Avalon Dr Westborough AM 0.57 C 0.84 D 0.84 D 0.0% 0.83 D Blvd to Hickey PM 0.81 D 0.91 E 0.92 E 1.1% 0.92 E Blvd Hickey Blvd to AM 0.65 C 0.73 D 0.73 D 0.0% 0.73 D Westborough PM 0.71 D 0.96 E 0.96 E 0.0% 0.96 E Blvd From I 280 to AM 0.74 D 0.78 D 0.78 D 0.0% 0.78 D EI Camino Real PM 0.36 B 0.44 B 0.44 B 0.0% 0.44 B From el Cami- AM 0.30 B 0.34 C 0.34 B 0.0% 0.34 B no Real to I 280 PM 0.65 C 0.79 D 0.79 D 0.0% 0.79 D 1380 From EI Cami- AM 0.81 D 0.89 D 0.89 D 0.0% 0.89 D no Real to US 101 PM 0.46 B 0.56 C 0.56 C 0.0% 0.56 C From US 101 AM 0.37 B 0.44 C 0.44 B 0.0% 0.44 B to EI Camino Real PM 0.76 D 0.90 E 0.90 E 0% 0.90 E Mitchell Ave AM 0.78 D 0.86 D 0.86 D 0.0% 0.86 D to Grand Ave PM 0.73 D 0.82 D 0.82 D 0.0% 0.82 D Grand Ave to AM 0.71 D 0.67 C 0.68 C 1.5% 0.68 C Mitchell Ave PM 0.75 D 0.91 E 0.91 E 0.0% 0.91 E US 101 Grand Ave to AM 0.76 D 0.89 E 0.89 E 0.0% 0.89 E Oyster Point PM 0.79 D 0.89 E 0.88 D -1.1% 0.88 D Blvd Oyster Point AM 0.78 D 0.67 C 0.68 C 1.5% 0.68 C Blvd to Grand Ave PM 0.72 D 0.89 E 0.9 E 1.1% 0.9 E I Change for arterial segments is the difference in average travel speed; change for freeway segments is the percent change in vIe. 2 MOE = Measures of Effectiveness; the MOE for an Arterial I facility is Average Travel Speed; for a Freeway facility it is vIe ratio. Source: DKS Associates. Roadway segments on 1-280 would contiuue to operate at an acceptable LOS with four exceptions. Based on the results, 1-280 from Sneath Lane to Avalon Drive, Avalon Drive to 3.1-29 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings, Impacts, and Mitigation Measures Westborough Boulevard, Westborough Boulevard to Hickey Boulevard, and from Hickey Boulevard to Westborough Boulevard would all continue to operate at LOS E during the PM peak hour. These LOS exceed the standards established in the CMP and the General Plan standard. These exceedances would occur with the same MaE in the No Project, 2030 proposed Amendment, and the 2030 proposed Amendment with TDM. The second criteria for freeway road segments in the CMP states that a project will be considered to have an impact if the cumulative analysis indicates that the combination of the proposed project and future cumulative traffic demand will result in the freeway segment to operate at a level of service that violates the standard adopted and the proposed project increases traffic demand on the freeway segment by an amount equal to 1% or more of the segment capacity, or causes the freeway segment volume-to-capacity (v/c) ratio to increase by 1%. As shown in Table 3,1-11, in three of the cases that the LOS exceed the LOS threshold, increase in traffic demand is less than 1% when compared to the No Project. However, the addition of traffic generated under the proposed Amendment would result in one significant impact to a segment of 1-280 from Westborough Boulevard to Hickey Boulevard during the PM peak hour. The increase in traffic on this segment would increase the v/c ratio from 0.91 under the No Project to 0.92 under the proposed Amendment, violating the significance standard for freeways. Applicable Proposed Amendment Policies As discussed in Impact 3.1-1, proposed Amendment policies may lead to additional traffic reductions not accounted for in this analysis, including an increase in mixed-use development and increased implementation of the TDM program. Mitigation Measures The above policies included as part of the proposed Amendment, along with existing General Plan policies, help to alleviate the cumulative impact. However, given that one freeway segment, 1-280 from Westborough Boulevard to Hickey Boulevard, the proposed Amendment is determined to have a significant impact. Adding capacity to the roadway system, namely to 1-280, is not a feasible mitigation measure and the project alternative would have to be reduced in size in order to lower the number of trips being generated. However, virtually any increase in trips on this roadway would trigger a significant impact under the significance criteria. Thus, the impacts to roadway segments would remain significant and unavoidable for proposed Amendment. Impact 3,1-3 Implementation of the proposed Amendment may generate new parking demand. (Less thall Sigllificallt) As stated above, proposed mixed-use development would reduce vehicle generating trips by providing opportunities for residents to link trips and/or walk and bike to destinations; and thereby reduce parking demand. Mixed-use development, as allowed under the proposed Amendment, will also provide opportunities to share parking between uses. In addition, development in the Planning Area will continue to be subject to the parking requirements of South San francisco's Municipal Code. Pursuant to sections 20.74.040 and 3.1-30 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings. Impacts, and Mitigation Measures 20.74.060 of the South San francisco Municipal Code, the proposed development would be required to satisfy the City's parking code requirements. The City's parking regulations are being updated as part of the comprehensive update of the City's Zoning Ordinance. for hotel uses, the current section 20.74.040 states that, "one parking space is required for each sleeping room." Section 20.74.040 also states that for a multi-family project with "four or more units two spaces per unit with at least one space covered is required." Additionally, "one guest space per every four units shall be provided on the site. Tandem parking may be permitted to satisfy the off-street parking requirement for multi-family residential units in projects where parking is assigned, when both spaces in a tandem parking bay are assigned to a single dwelling unit. In no case shall tandem spaces be permitted to satisfy the guest parking requirement." Section 20.74.060 states that for retail uses, one space for each two hundred gross square feel of floor area, plus one additional space for each delivery vehicle is required. In the same section, office uses are required to provide one space for each three hundred gross square feet of floor area, provided that in no case shall less than one space for every business establishment or firm is required. Experience has shown that these standards adequately address parking demand I(ll' the City's various land uses. Since development under the proposed Amendment would also be subject to these parking standards, any parking impacts are anticipated to be less than signitlcant, and no Hlitigation llleaSllres are required. Mitigation Measures None required. 3.1-31 Draft Environmental Impact Report for South EI Camino Real General Plan Amendment Chapter 3: Settings, Impacts, and Mitigation Measures This page illtelltiollally left blallk. 3.1-32