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HomeMy WebLinkAbout4 8 Transportation and Circulation 4.8 TRANSPORTATION AND CIRCULATION 4.8.1 Introduction This section describes transportation conditions in the study area in terms of existing roads and traffic operations, transit service, and pedestrian and bicycle conditions. This section also presents the results of the traffic impact analysis (TIA) completed by Crane Transportation Group in January 2006. Where appropriate, excerpts and findings from the following EIRs or initial studies/negative declarations have been included in the TIA and this section: Genentech Master Plan Draft EIR (EIP Associates and Korve Engineering, December 2006), 249 East Grand Avenue Draft EIR (Lamphier-Gregory and Crane Transportation Group, March 2006), and the Terrabay Phase 3 Final EIR (City of South San Francisco and Crane Transportation Group, October 2006). The TIA evaluated traffic operations at 24 intersections during weekday AM and PM peak hours. Locations of these intersections are shown in Figure 4.8-1, Study Intersection Lane Geometrics and Control. Of the 24 study intersections, 23 are currently in operation, while one intersection, the Terrabay office access along Airport Boulevard, would be active after completion of the proposed project. All 24 intersections are listed below. 1) Airport Boulevard/U.S. 101 Southbound Hook Ramps (Signal) 2) Airport Boulevard/Terrabay Phase 3 Access (Signal) - Future conditions only 3) Airport Boulevard/Sister Cities Boulevard/Oyster Point Boulevard (Signal) 4) Oyster Point Boulevard/Dubuque Avenue/U.S. 101 Northbound On- Ramp (Signal) 5) Dubuque Avenue/U.S. 101 Northbound Off-Ramp & Southbound On- Ramp (Signal) 6) Oyster Point Boulevard/Gateway Boulevard/U.S. 101 Southbound Off- Ramp Flyover (Signal) 7) Oyster Point Boulevard/Eccles Avenue (Signal) 8) Oyster Point Boulevard/Gull Road (Signal) 9) Airport Boulevard/Miller Avenue/U.S. 101 Southbound Off-Ramp (Signal) Impact Sciences, Inc. 868-01 494 Forbes Blvd. Office/R& D Project DEIR April 2007 4.8-1 4.8 Transportation and Circulation 10) Highland Springs Avenue North-South (NS) at Airport Boulevard/Grand Avenue (Signal) 11) Grand Avenue Overcrossing/Dubuque Avenue (Signal) 12) U.S. 101 Northbound Off-Ramp/East Grand Avenue/Executive Drive (East Grand Stop Controlled Right Turn) 13) East Grand Avenue/Grand Avenue Overcrossing (Signal) 14) East Grand Avenue/Gateway Boulevard (Signal) 15) East Grand Avenue/Forbes Boulevard/Harbor Way (Signal) 16) East Grand Avenue/Littlefield Avenue (Signal) 17) East Grand Avenue/Allerton Avenue (Allerton Stop Sign Controlled- Right turn only from Allerton to East Grand) 18) Forbes Boulevard/Eccles Avenue (Signal) 19) Forbes Boulevard/Allerton Avenue (Allerton Stop Sign Control) 20) Forbes Boulevard/Gull Road (Signal) 21) Airport Boulevard/San Mateo Avenue/Produce Avenue (Signal) 22) Gateway Boulevard/South Airport Boulevard/Mitchell Avenue (Signal) 23) South Airport Boulevard/U.S. 101Northbound Hook Ramps/Wondercolor Lane (Signal) 24) South Airport Boulevard/Utah Avenue (Signal) In addition to the study intersections, the TIA analyzed traffic operations along four segments of U.S. 101, six U.S. 101 off-ramps, and five U.S. 101 on-ramps. U.S. 101 segments included in the TIA were: 1) North of Oyster Point Boulevard, northbound direction; 2) North of Oyster Point Boulevard, southbound direction; 3) North of 1-380, northbound direction; and 4) North of 1-380, southbound direction. U.S. 101 off-ramps analyzed in the TIA were: 1) Southbound off-ramp to Airport Boulevard; 2) Southbound off-ramp flyover to Oyster Point/Gateway; 3) Southbound off-ramp to Airport Boulevard/Miller Avenue; Impact Sciences, Inc. 868-01 4.8-2 494 Forbes Blvd. Office/R&D Project DEIR April 2007 ~~ CJ + ~~ .......~~ Forbes ........ -4~~ ~~ 0- ::J ~ ..... Forbes CI) ~J.- ~ ~ rn..... Forbes J ----. ----. ~ ......-: -4 ----. :b ~ . o-~ ::J ..... E Grand ~~ +~r E Grand J ----. ~ ~ NOT TO SCALE s+ ~CI) ::::!-/ CI) . Q: 2;1~ ).{~ ~r E Grand :1 ~ ~~ t ~~ CI) ~~ Terraba ~ tt o ~ .- .- r rn ~t ~(I) ~ Project ~ <0 ~ ~ S.t ~ Ie Grand Ave + CJ ~ . ~. ~ ~ ..- ~ ..- ~~~ ~(I) L .{~~ T Driveway :4 r Utah -4 ~~ttt .t CI) ~~ :bY ~. ..- ~ S8 101 · Offramp .{t(l) Miller -. )U~ ~ US 101 Wonder- NB Ramps CJ) Color * i~ t rn J.- ..... ..... :4 fE Grand G) *~ ~ I ~..- . ~ Mitchell i r~tCl) ~L -a ..- ~tt~ ~L ~l=. San Mateo " ~+~~ ~ L i ~ S tAirtPr/ Grand .- r - ~~ ~ -1. ~tt~ -. (b CI) f CI) .- .- ..- ..- Grand Over E Grand crossing ~ ~ ~~~ (I) .~ ~ ~ ~L E Grand PL g.- ..- ~~~.- Grand j Overcross ::E CI) .{~~ ~ t~ ~ ~ = Stop Sign (I) = Signal SOURCE: Crane Transportation Group - January 2007 868-001-01/07 FIGURE 4.8-1 Study I nterseetion Lane Geometries and Control 4.8 Transportation and Circulation 4) Northbound off-ramp to South Airport Boulevard/Wondercolor Lane; 5) Northbound off-ramp to East Grand Avenue/Executive Drive; and 6) Northbound off-ramp to Dubuque Avenue. U.S.101 on-ramp segments analyzed in the TIA include: 1) Southbound on-ramp from Dubuque Avenue; 2) Southbound on-ramp from Produce Avenue; 3) Northbound on-ramp from South Airport Boulevard; 4) Northbound on-ramp from Grand Avenue; and 5) Northbound on-ramp from Oyster Point Boulevard/Dubuque Avenue. The TIA analyzed three scenarios of operating conditions at the above mentioned intersections, U.S. 101 segments, and U.S. 101 off-ramps: . Existing Conditions; . 2015 Future Without Project Conditions; and . 2015 Future With Project Conditions. Existing Conditions were used to describe the current operating conditions in the project area. Since the project is not anticipated to be completely constructed and fully occupied until 2015, 2015 Future Without Project conditions were evaluated. Traffic impacts from the project were evaluated by comparing 2015 Future Without Project Conditions with 2015 Future With Project Conditions. 4.8.2 Existing Conditions 4.8.2.1 Roadway System The project site is located in the City of South San Francisco, which is located along major transportation routes including U.S. 101, Interstate 380, Interstate 280, and the Union Pacific Railroad. San Francisco International Airport is approximately 2 miles south of the project site and U.S. 101 is approximately 1 mile east of the site (Figure 4.8-2, Roadway System Map). Impact Sciences, Inc. 868-01 4.8-4 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation The project site is served directly by Forbes Boulevard and Allerton Avenue, while regional access is provided by u.s. 101 (Figure 4.8-2). Three new driveway connections are proposed to Allerton Avenue and a single driveway connection is proposed to Forbes Boulevard. Access to U.S. 101 is provided by a variety of major streets with several route options available to the three driveway connections that would be used by project traffic. Each of these roadways is briefly described below, while a schematic presentation of existing intersection approach lanes and control are presented in Figure 4.8-1. Major Regional Roadways u.s. 101 u.s. 101 is an eight-lane freeway that provides access to the project area. It extends from downtown San Francisco and northern California to Los Angeles and southern California. Within the study area, u.s. 101 has northbound on- ramps at Grand Avenue, South Airport Boulevard (between Mitchell Avenue and Utah Avenue), and at Oyster Point Boulevard (Figure 4.8-2). Northbound off-ramps are provided at East Grand Avenue/Executive Drive, South Airport Boulevard (between Mitchell Avenue and Utah Avenue), and at Dubuque Avenue (just south of Oyster Point Boulevard). Southbound on-ramps are provided from Dubuque Avenue (just south of Oyster Point Boulevard), Airport Boulevard (north of Oyster Point Boulevard), and at Produce Avenue. Southbound off-ramps are provided at Produce Avenue, Airport Boulevard/Miller Avenue, Oyster Point Boulevard/Gateway Boulevard, and at Airport Boulevard (just north of Oyster Point Boulevard). There are auxiliary lanes on northbound U.S. 101 both north and south of Oyster Point Boulevard and on southbound U.S. 101 south of Oyster Point Boulevard. In 2005, U.S. 101 carried an annual average daily traffic (ADT) volume of 156,000 vehicles south of Produce Avenue, 201,000 vehicles south of Oyster Point Boulevard, and 201,000 vehicles just north of Oyster Point Boulevard. Impact Sciences, Inc. 868-01 4.8-5 494 Forbes Blvd. Office/R&D Project DEIR April 2007 ~ NOT TO SCALE SOURCE: Crane Transportation Group - January 2007 ~ ~ "'C "'0 Q3 i.i::: ~ :.:J FIGURE 4.8-2 Roadway System Map I 868-001-01/07 4.8 Transportation and Circulation Local Streets Allerton Avenue Allerton Avenue is a two-lane local street extending northeasterly from East Grand Avenue to Forbes Boulevard. It has a gradual south-to-north uphill grade and a posted speed limit of 30 miles per hour (mph). On-street parking is prohibited along both sides of the street and its curb-to-curb width is 40 feet. Allerton Avenue is stop sign controlled on its approaches to East Grand Avenue and Forbes Boulevard. Only right turns are allowed on the Allerton Avenue approach to East Grand Avenue. A sidewalk is provided along the east side of the street, but not along the west (project frontage) side of the street. Forbes Boulevard Forbes Boulevard is a four-lane collector street connecting the San Bruno Point Genentech area with East Grand Avenue. Within the project area, this roadway is 60 feet wide curb to curb, with an intermittent raised median that is 12 feet wide. On-street parking is prohibited and the posted speed limit is 35 miles per hour. A sidewalk is provided along the north side of the street, but not along the south (project frontage) side of the street. East Grand Avenue East Grand Avenue is a major arterial street and a central access route serving the industrial/office areas east of the u.s. 101 freeway. This roadway has six travel lanes in the vicinity of the freeway and narrows to four travel lanes east of the Forbes Boulevard/Harbor Way intersection. The posted speed limit is 35 miles per hour (mph). The roadway traverses a sharp horizontal curve just east of the Allerton A venue intersection. Oyster Point Boulevard Oyster Point Boulevard is one of the primary arterial access routes serving the East of 101 area in South San Francisco. It has six travel lanes near its interchange with the u.S. 101 freeway, four lanes east of Veterans Boulevard, and two lanes near Gull Road. Bicycle lanes are provided in both directions along the entire length of the roadway. Impact Sciences, Inc. 868-01 4.8-7 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation Harbor Way Harbor Way is a two-lane street serving existing and planned industrial/office uses south of East Grand Avenue. Harbor Way provides access to South Airport Boulevard and several u.s. 101 freeway ramps via Mitchell Avenue and Utah A venue. Airport Boulevard Airport Boulevard is a four- to six-lane, north-south arterial street that runs parallel to and west of u.s. 101. This roadway continues north into the City of Brisbane and the City of San Francisco, where it is called Bayshore Boulevard. South of San Mateo Avenue, Airport Boulevard changes names to Produce Avenue. In the General Plan, Airport Boulevard is classified as a major arterial. Gateway Boulevard Gateway Boulevard is a four-lane major arterial street connecting East Grand Avenue with South Airport Boulevard and Oyster Point Boulevard. Littlefield Avenue Littlefield Avenue is a 40-foot-wide, two-lane north-south street connecting East Grand Avenue with Utah Avenue. Utah Avenue Utah Avenue is a four-lane east-west street connecting Littlefield Avenue with South Airport Boulevard. South Airport Boulevard South Airport Boulevard is a four-lane divided roadway extending southerly from the Airport Boulevard/San Mateo Avenue/Produce Avenue intersection to the San Bruno Avenue East/North McDonnell Road intersection at the San Francisco International Airport. Most of South Airport Boulevard runs parallel to and east of U.S. 101. Impact Sciences, Inc. 868-01 4.8-8 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation 4.8.2.2 Dubuque Avenue Dubuque Avenue is a two- to four-lane roadway running parallel to and east of u.s. 101 in a north-south direction. This roadway extends from East Grand Avenue to Oyster Point Boulevard. Dubuque Avenue has two lanes south of the Dubuque Avenue/U.S. 101 Ramps and four lanes north of this location. Dubuque Avenue is classified as a collector roadway. Mitchell Avenue Mitchell Avenue is a two-lane roadway running in an east-west direction. Mitchell Avenue connects South Airport Boulevard/Gateway Boulevard with Harbor Way. Gull Road Gull Road is a two-lane local roadway running in a north-south direction. This roadway connects Oyster Point Boulevard with Forbes Boulevard. The General Plan classifies Gull Road as a local street. Public Transportation Transit service in the study area includes local bus service, shuttle service, and regional rail service. Figure 4.8-3, Public Transportation Routes, and Table 4.8-1, Public Transportation Service shows the type and frequency of transit service east of the u.s. 101 freeway in the project vicinity, while Table 4.8-2, Caltrain/BART Shuttle Service, lists the shuttle services available in the project vicini ty . Bus Service The San Mateo County Transit District (SamTrans) provides bus service to South San Francisco. However, currently there is no SamTrans service east of u.S. 101. Bus routes running just west of the U.S.101 are described below. Impact Sciences, Inc. 868-01 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8-9 4.8 Transportation and Circulation Bus Route 34 Tanforan Shopping Center-Geneva operates along Bayshore Boulevard and Airport Boulevard between Brisbane and the San Bruno BART station in the study area. This route operates during midday only on weekdays with headways of about two hours. Bus Route 130 Daly City/Colma BART-South San Francisco operates along Linden Avenue and Grand Avenue in the study area. It connects central South San Francisco with the Colma BART station and Daly City. This route operates with 20-minute peak period headways and 30 to 60 minute non-peak headways on weekdays, 30- minute headways on Saturdays and 60-minute headways on Sundays. Bus Route 132 Airport/Linden-Arroyo/EI Camino operates along Hillside Avenue and Grand Avenue connecting to the South San Francisco BART station. It operates on 30 minute peak period headways and 60 minute non-peak headways on weekdays and 60 minute headways on Saturdays. Bus Route 292 San Francisco-SF Airport-Hillsdale Shopping Center operates along Airport Boulevard. It operates with 20 to 30minute peak headways and 25 to 60 minute non-peak headways on weekdays and 30 to 60 minute headways on Saturdays and Sundays. Impact Sciences, Inc. 868-01 4.8-10 494 Forbes Blvd. Office/R&D Project DEIR April 2007 Q) :::; ii c ro ~ ] c O(li ~ Iii u Q) ~ >. i \.:l :::; 0.. ~ U ..c :::; a ..c u Q) C Q) C Q) \.:J ~ ~ <C z o ~ 4.8 Transportation and Circulation Table 4.8-I Public Transportation Service Airport/Linden-Daly City and Colma 20/20 30 Airport Blvd./Linden Ave BART Stations (130) South SF BART Station (132) 30/30 50 Airport Blvd./Linden Ave Sam Trans Airport/Linden-Serramonte (133) 30/30 60 Airport Blvd./Linden Ave Palo Alto-Daly City (390) 30/30 30 South SF BART Bay 3 Redwood City-Colma BART Station 15/30( a) 15( a) EI Camino Real/South SF (391 ) BART Station San Mateo-SF (292) 15/15( a) 30 Airport Blvd./Baden Ave. Caltrain Gilroy -SF 30/30 60 South SF Caltrain Station Pittsburg-Daly City 15/15 15 Daly City BART Station BART Fremont-Daly City 15/15 15 Daly City BART Station Richmond-Daly City 15/15 Daly City BART Station Dublin-Millbrae 15/15 15 South SF BART Station Gateway Area 30/30 Genentech Bldgs B9, B5 Caltrain Oyster Point Area 30/30(a) Gull/Oyster Point and 384 Shuttle to Oyster Point SSF Station Sierra Point Area 30/30(a) 5000 Shoreline Court Utah Grand Area 30/30(a) Cabot/ Allerton Sierra Point Area 35/35 5000 Shoreline Court BART Gateway Area 20/20 1000 Gateway Shuttle to Genentech 15/15 Genentech Bldgs B5, B54 SSF Station Oyster Point Area 23/23 ( a) Gull/Oyster Point and 384 Oyster Point Utah-Grand Area 23/23 ( a) Cabot/ Allerton Source: Metropolitan Transportation Commission (511.org), Peninsula Traffic Congestion Relief Alliance (commute.org) Frequency of transit service is presented in minutes. SF = San Francisco (a) = average frequency period. Impact Sciences, Inc. 868-01 4.8-12 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation Table 4.8-2 Caltrain/BART Shuttle Service BART eight AM & nine PM trips Oyster Point Blvd., Gull Dr., Eccles Ave., Forbes Oyster Point Caltrain seven AM & seven PM trips Blvd., Veterans Blvd. BART nine AM & nine PM trips E. Grand Ave., Utah Ave., Harbor Way, Utah-Grand Caltrain seven AM & seven PM trips Li ttlefield Ave. Gateway BART ten AM & twelve PM trips Gateway Blvd.-BART Gateway Blvd., Genentech Area Caltrain six AM & five PM trips Office-Caltrain BART four AM & four PM trips Sierra Point Sierra Point, Shoreline Caltrain four AM & four PM trips Source: Peninsula Traffic Congestion Relief Alliance (Commute.org) Both shuttles alternate between 15- and 30-minute headways during both peak hours. Caltrain Caltrain provides train service between Gilroy, San Jose, and San Francisco. There is a station located on the corner of Dubuque Avenue and Grand Avenue overcrossing in South San Francisco. Trains operate every 15 to 20 minutes during commute periods and hourly during midday periods. Caltrain/BART Shuttles The Peninsula Traffic Congestion Relief Alliance provides van shuttle service between the South San Francisco Caltrain station and employment centers east of u.S. 101 during commute hours. Shuttles also provide service to and from the Colma BART station. As shown in Table 4.8-I and Figure 4.8-3, shuttle stops are located along Forbes Boulevard in the project vicinity. All shuttle service is fixed-route, fixed-schedule, and provided at no cost on weekdays during the commute periods. Seventy-five percent of operating costs are borne by the Joint Powers Board (JPB), SamTrans, the Bay Area Air Quality Management District, and the City/County Association of Governments. Twenty-five percent of operating costs are borne by area employers. Impact Sciences, Inc. 868-01 4.8-13 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation 4.8.2.3 4.8.2.4 Pedestrian and Bicycle Facilities Sidewalks are in place along the north side of Forbes Boulevard and the east side of Allerton Avenue in the project vicinity. There are no sidewalks along the project's Forbes Boulevard and Allerton Avenue frontages. In addition, there are no Class II bicycle lanes or Class III bike route designations along Allerton Avenue or Forbes Boulevard in the project vicinity. Proposed future bike lanes, routes, and paths are designated in the General Plan Transportation Element. Numerous bicycle facilities are available in the study area. Bike lanes are available along Sister Cities Boulevard, Oyster Point Boulevard (east of Gateway Avenue), Gull Drive, and Gateway Boulevard (south of East Grand Avenue). Bike routes are designated on South Airport Boulevard and on East Grand Avenue between Executive Drive and the East Grand overcrossing. Bike paths are available along Executive Drive and Shoreline Court. Future bike lanes are planned along Gateway Boulevard, East Grand Avenue, Allerton Avenue, and Forbes Boulevard. Future bike paths are planned along the Caltrain right-of-way. Intersection Methodology Level of Service Intersections, rather than roadway segments between intersections, are almost always the capacity-controlling locations for any circulation system. Signalized intersection operations are graded based upon a scale, called Level of Service (LOS). This scale ranges from Level A, indicating uncongested flow and minimum delay to drivers, to Level F, indicating significant congestion and delay on most or all intersection approaches. Table 4.8-3, Intersection Level of Service Definitions, describes the LOS concept and the operating conditions expected under each LOS for signalized intersections. Intersection LOS calculations are based upon the stop control (signalization, all- way stop, or side street only stop sign) at the intersection. As with signalized intersection operation, unsignalized intersection operation is also typically graded using the LOS A through F scale. LOS ratings used in the TIA for both signalized and unsignalized intersections were determined using a methodology outlined in Highway Capacity Manual 2000 (HCM 2000). Under this methodology, Impact Sciences, Inc. 868-01 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8-14 4.8 Transportation and Circulation all-way stop intersections receive one LOS designation reflecting operation of the entire intersection. Intersections with side streets and that are only stop sign controlled (two-way stop control) are also evaluated as outlined in HCM 2000. LOS for these intersections is computed for only the stop-sign-controlled approaches and for individual turn and through movements. The City of South San Francisco considers LOS D to be the poorest acceptable operation for signalized and all-way-stop intersections, and LOS E the poorest acceptable rating for turn movements at unsignalized intersections. This means that signalized and all-way-stop intersections that operate at LOS A through D are considered to operate at an acceptable LOS; and unsignalized intersections that operate at LOS A through E are considered to operate at an acceptable LOS. The City has no standards for turn movements from private driveways. Table 4.8-3 Intersection Level of Service Definitions A B C D E F Little or no delay Short traffic delay Avera e traffic dela Long traffic delay Very long traffic delay Extreme traffic delay :::; 10.0 > 10.0 and:::; 15.0 > 15.0 and:::; 25.0 > 25.0 and:::; 35.0 > 35.0 and:::; 50.0 > 50.0 :::; 10.0 > 10.0 and:::; 20.0 > 20.0 and:::; 35.0 > 35.01 and:::; 50.0 > 55.0 and:::; 80.0 >80.0 Source: 2000 Highway Capacity Manual, Transportation Research Board Data Collection and Interpretation Existing traffic counts were obtained for most locations from the Genentech Master Plan Draft EIR. These counts were conducted in December 2005. In addition, AM and PM peak period counts were conducted by Crane Transportation Group in September or October 2006 at the following four locations: . Oyster Point Boulevard/Eccles Avenue; . Forbes Boulevard/Eccles Avenue; Impact Sciences, Inc. 868-01 4.8-15 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation . South Airport Boulevard/Utah Avenue; and . East Grand Avenue/Littlefield Avenue. No traffic counts were conducted at site driveways, as currently there is no development on the project site. Figure 4.8-4, Existing Intersection AM Peak Hour Volumes, and Figure 4.8-5, Existing Intersection PM Peak Hour Volumes, present existing AM and PM peak hour traffic volumes at the study intersections. All existing operating conditions were evaluated using the Traffix software program. The Synchro software program was used to evaluate year 2015 conditions at all signalized intersections directly serving a freeway off-ramp, at all locations in close proximity to off-ramp intersections serving a significant amount of of-ramp traffic, and at all other intersections within the Oyster Point interchange. All other locations were evaluated for 2015 conditions using the Traffix software program. Signalization Requirements Traffic signals are used to provide an orderly flow of traffic through an intersection. Often they are needed to offer side street traffic an opportunity to access a major road where high volumes or high vehicle speeds block crossing or turn movements. They do not, however, increase the capacity of an intersection (i.e., increase the overall intersection's ability to accommodate additional vehicles) and, in fact, often slightly reduce the number of total vehicles that can pass through an intersection in a given period of time. Signals can also cause an increase in traffic accidents if installed at inappropriate locations. As detailed in the 2003 Manual on Uniform Traffic Control Devices by the Federal Highway Administration, there are eight possible tests for determining whether a traffic signal should be considered for installation at a particular intersection. These tests, called "warrants," consider criteria such as actual traffic volume, pedestrian volume, presence of school children, and accident history. Usually, two or more warrants must be met before a signal is considered for installation. In the TIA, the test for Peak Hour Volumes Warrant 3 (Urban Area) has been applied to the study intersections. When Warrant 3 is met, there is a strong indication that a detailed signal warrant analysis covering all possible warrants is appropriate. Impact Sciences, Inc. 868-01 4.8-16 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation 4.8.2.5 4.8.2.6 It is possible that an unsignalized intersection would not meet signal warrants, but would have one or more movements rated at LOS F. For example, although a stop sign at the intersection of a minor street with a major street may result in long delays of one minute or more, there would not be an overall benefit if the higher numbers of vehicles on the major street are stopped in favor of the few vehicles on the minor street. The signal warrant considers a balance between major street and minor street delays, and may indicate that there is overall benefit if drivers for some turn movements from the minor street continue to experience long (LOS E or F) delays. Existing Intersection Traffic Operations Levels of Service As shown in Table 4.8-4, Existing Intersection Levels of Service, all 23 existing analyzed intersections are currently operating at good to acceptable (LOS D or better) levels of service during both the AM and PM peak traffic hours. Signalization Under existing conditions, the East Grand Avenue/Allerton Avenue and Allerton Avenue/Forbes Boulevard intersections both have AM and PM peak hour volumes below signal warrant criteria levels. U.S.101 Ramp Methodology Capacity (Vehicles per Hour) Off-Ramps Caltrans uses a volume of 1,500 vehicles per hour as the maximum acceptable limit that can be accommodated by a single lane off-ramp at its divergence from the freeway. This threshold was used in the TIA and for this EIR section. Impact Sciences, Inc. 868-01 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8-17 G) ~ -L 188 126 l:3 -179 ~ Forbes 18 J 447 ---+ o ~ -L2 ~ I P ~ +- 211 ., t ... l:l) ,94 Forbes . 2 J ~ t ~ 464 ---+ ~ 22 41 40, ~ 0 ::J ~ -L 35 55 50 ~ +- 155 ~ l. Forbes 110 J 547 ---+ 62 ~ ~ ~ -L6 8- +- 218 ::J E Grand 88 J 1107 ---+ ffi' ~ +- 250 :s. 6 , 30 E Grand 875 ---+ 50, t:~ ~ ~ 35 320 ~ Q 37 61 -L 15 137 I 20 g- +- 277 ~ t l. CJ) 23 E Grand , 536 J 972 ---+ 180, ~ NOT TO SCALE SOURCE: Crane Transportation Group - January 2007 868-001-01/07 543 ~ t Terraba o o -L4 +-0 ,0 ~ o ~ ~ 1800---+ ~ 75 20 215, ~ CJ) ~0~ ~~ Project 4 1 4 ~ -L 3 ~ I ~ +- 99 ~ S ite ~ t l. ~ .- 20 ~ 0 ster . Point · ~ t ~ 47 J ~ I 731 ---+ ::::: 190 1 15 989, Grand A v 260 3 I 435 ~ t l. Driveway 18 J 4 ---+ 16, -L 115 +- 2 , 200 Utah (J)~ t ~ ~ 27 560 o 219 4 298 138 I 21 ~ t l. US 101 NB Ramps 907 J 8 ---+ 385, -L9 +-9 f": 10 Wonder- (J) Color ~~ t ~ ~ 144 8 4 228 +- 358 ,7 Grand Overcross 689 ---+ ~ ~ ....... c: 29 , ~ ~ 150 765 lJ.J E Grand ~ t ~9 6 624 327 -L 0 6~ I ~ +- 160 ., t -g f:. 480 Miller """' S8 101 · Offramp 128 .. ~ t 47 104 381 ~ -L 83 70 I 480 -a" +- 133 ~ t l. ~.- 259 Grand I 227J ~ t ~ 130 ---+ 14 194 69 , 322 16 30 ~ l. 46 J 788 ---+ t::J c: g -L 37 c: +- 490 (1) Grand Overcross FIGURE 4.8-4 Existing Intersection AM Peak Hour Volumes ~2 +-0 ..0 822 0 t t ~ Terraba 0 J~ ~ t 0 -a o 234 '0 4 66 J 177 ---+ ffi' 556 ~ 15 ~ +- 820 ~9 ~ 14 +-6 :s. l. 6 .. 250 f": 22 US 101 Wonder- E Grand Color NB Ramps C/) 213 ---+ t:~ ,. 399 J ~~ t ,. 26, ijf 40 30 8 ---+ ~ 323 16 ~ 212, 4 317 Q: 76 2;1 ~ 13 108 448 ~ 11 ~ -866 81 ~ ~ ~ l. fJl . 67 ~ E Grand 129 J :t~ t ,. 82 J 178 ---+ a. 151 28 266 ---+ 60 , o 36 58 , """ G) % ~ 602 74 86 l. +- 408 ~ Forbes 102 J 134 ---+ o ~ ~ 1 ~ I 0 ~ +- 443 ..... t l. t\j . 47 Forbes . 1 J ~ t ,. 141 ---+ ~ 30 68 15, ~ 0 ::J P.;1 ~ 75 105 30 () ~ +- 445 ~ l. Forbes 35 J 143 ---+ 126 ~ :b. 1i= ~17 8- +- 944 ::J E Grand ~ NOT TO SCALE ,. 3 +- 1490 .. 20 ~QJ~ l'V: Project ~ Site ~ ,. 315 ---+ P.;1 235 15 55, ~ (I) t:J 54 4 1 ~. ~ 0 ~ I l. ~ +- 542 t ~.. 13 Oster . po~nt J · g> ~ t ~ 143 ---+ ::::: 854 15 13 141, 575 ~ 220 ~O 13 ~ 220 +- 10 314 ~ l. 77 ~ ~ +- 254 Driveway .. 830 ~ -g f:. 354 Utah Miller . """ S8 101 12 J C/)~ t ,. Offramp o ---+ ~ 15 100 100, ~ t 12 , 0 394 4 118 218 460 :b. ~ 157 141 I 100 -a" +- 240 ~ t l. 3. .634 Grand I 172 J ~ t ,. 45 ---+ 57 99 106, 384 +- 1170 .. 16 Grand Overcross 210 ---+ ~,. -.. s:: 14, ~ ~242 171 Lu t:J s:: g ~ 79 42 19 s:: +- 1294 ~ l. (t) Grand 28 J Overcross 203 ---+ ~ 15 E Grand ~ t ,. ~ 59 504 o SOURCE: Crane Transportation Group - January 2007 868-001-01/07 FIGURE 4.8-5 Existing Intersection PM Peak Hour Volumes 4.8 Transportation and Circulation On-Ramps On-ramp operation has been evaluated using planning-level methodology contained in HCM 2000. Capacity is dependent upon the free-flow speed of on- ramp traffic. For single-lane diamond on-ramps with higher speeds, capacity has been set at 2,200 vehicles per hour. For single-lane button hook or curving on- ramps, capacity has been set at 2,000 vehicles per hour. Table 4.8-4 Existing Intersection Level of Service Airport Blvd./U.S. 101 SB Hook Ramps (Signal) Air ort Blvd./Terraba Phase 3 Access (Si al) Airport Blvd./Sister Cities Blvd./Oyster Point Blvd. (Signal) Oyster Point Blvd./Dubuque Ave./U.S.I0l NB On-Ramp Dubu ue Ave./U.S. 101 NB Off-Ram & SB On-Ram (Si al) Oyster Point Blvd./Gateway/U.S. 101 SB Off-Ramp Flyover (Signal) Oyster Point Blvd./Eccles Ave. (Signal) Oster Point Blvd./Gull Ave. (Si al) Airport Blvd./Miller/U.S. 101 SB Off-Ramp (Signal) Airport Blvd./Grand Ave. (Signal) E. Grand Overcrossing/Dubuque Ave. (Signal) U.S. 101 NB Off-Ramp/E. Grand Ave./Executive Drive (E. Grand Stop Controlled Right Turn) E. Grand Ave./Grand Ave. Overcrossing (Signal) E. Grand A ve./Gatewa Blvd. (Si nal) E. Grand Ave./Forbes Blvd./Harbor Way (Signal) E. Grand Ave./Littlefield Ave. (Signal) E. Grand A ve./ Allerton Ave. (Allerton Sto Si n Control) Forbes Blvd./Eccles Ave. (Signal) Forbes Blvd./Allerton Ave. (Allerton Stop Sign Control) Forbes Blvd./Gull Ave. (Signal) Airport Blvd./San Mateo A ve./Produce Ave. (Signal) Gateway Blvd./S. Airport Blvd./Mitchell Ave. (Signal) S. Air ort Blvd./U.S. 101 NB Hook Ram s/ Wondercolor (Si al) S. Airport Blvd./Utah Ave. (Signal) B NA** C C B C A C C D A NA*** B C C B A A C C C C C C Source: Crane Transportation Group, 2007 ** NA = Intersection does not currently exist. *** NA = No right turns during the AM peak hour. Note: Year 2000 Highway Capacity Manual Analysis Methodology. 12.5 NA** 30.0 24.8 12.2 29.4 8.3 32.7 25.4 35.7 7.9 NA*** 20.0 25.9 21.8 16.7 9.3 7.6 19.6 24.1 28.6 26.9 26.9 25.8 B NA** C C B C B C C C A 17.2 NA** 31.0 27.8 16.6 27.8 11.6 29.8 24.5 34.6 6.9 10.0 B B B C A B A B B C C C C 15.7 18.9 29.9 9.9 14.8 7.6 13.1 13.8 30.2 33.2 30.7 21.1 Impact Sciences, Inc. 868-01 4.8-20 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation Data Collection Ramp volumes were taken from existing AM and PM peak hour traffic counts and were obtained from the Genentech Master Plan Draft EIR. These counts were conducted in December 2005. 4.8.2.7 Existing U.S.101 Ramp Operations Off-Ramps Table 4.8-5, Existing Off-Ramp Capacity and Volumes shows that currently all u.s. 101 freeway off-ramps serving South San Francisco and the East of 101 area are operating acceptably and have volumes below 1,500 vehicles per hour during the AM and PM peak traffic hours, with the exception of the northbound off-ramp to East Grand Avenue/Executive Drive during the AM peak hour (with 1,573 vehicles). Table 4.8-5 Existing Off-Ramp Capacity and Volumes SB Off-Ramp to Airport Blvd. 1,500 172 1,500 383 SB Off-Ramp Flyover to Oyster 1,500 899 1,500 100 Point/Gateway SB Off-Ramp to Airport Blvd./Miller 1,500 640 1,500 608 Ave. NB Off-Ramp to S. Airport 1,500 1,300 1,500 619 Blvd./Wondercolor Lane NB Off-Ramp to E. Grand 1,500 1,573 1,500 563 Ave ./Execu ti ve Drive NB Off-Ramp to Dubuque Ave. 1500 899 1,500 580 Source: Crane Transportation Group, 2007 Existing volumes are from Korve Engineering. Note: Caltrans desired volume limit that can be accommodated by a single off-ramp lane connection to the freeway mainline. Impact Sciences, Inc. 868-01 4.8-21 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation On-Ramps Table 4.8-6, Existing On-Ramp Capacity and Volumes shows that currently all u.s. 101 freeway on-ramps serving South San Francisco and the East of 101 area are operating acceptably and have volumes well below capacity during the AM and PM peak hours. Table 4.8-6 Existing On-Ramp Capacity and Volumes SB On-Ramp from Dubuque Ave. SB On-Ramp from Produce Ave. NB On-Ramp from S. Airport Blvd.fWondercolor Lane 2,000 3,000** 653 958 2,000 3,000** 1,118 1,880 498 2,000 291 2,000 4.8.3 Impacts and Mitigation 4.8.3.1 Significance Criteria The following standards of Significance are based on CEQA Guidelines and thresholds used by the City of South San Francisco and San Mateo City/County Association of Governments (C/CAG) Guideline to evaluate impacts on transportation and circulation. Project impacts would be considered significant if the project resulted in any of the following conditions: . The project would exceed 100 net new peak hour trips on the local roadway system (C/CAG criteria which would trigger a TDM program). . Signalized intersection operation and all-way-stop intersection operation would change from LOS A, B, C or D to LOS E or F and total volumes passing through the intersection would be increased by at least 2 percent. . Uncontrolled turn movements or stop-sign-controlled approaches at side street stop sign controlled intersections would change from LOS A, B, C, Impact Sciences, Inc. 868-01 4.8-22 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation D or E to LOS F and total volumes passing through the intersection would be increased by at least 2 percent. Side street criteria are applicable only for stop-sign-controlled approaches with more than 25 trips during any peak traffic hour. . Project traffic would increase 2015 Future Without Project volumes at an unsignalized intersection to meet peak hour volume signal warrant criteria levels, or to meet pedestrian/school crossing signal warrant criteria levels. . The proposed project would increase total volumes passing through an intersection by 2 percent or more with signalized or all-way stop operation already at a 2015 Future Without Project LOS E or F, or when the intersection's side street is stop-sign-controlled and the 2015 Future Without Project operation of the side street at the stop sign is at LOS F. . The proposed project would increase traffic entering an unsignalized intersection by 2 percent or more with 2015 Future Without Project traffic levels already exceeding peak hour volume signal warrant criteria levels. . Project traffic would increase acceptable 2015 Future Without Project 95th percentile vehicle queuing on all freeway off-ramps and also on the approaches to adjacent intersections leading away from off-ramp intersections to unacceptable levels (as determined by the Synchro software program), or if 2015 Future Without Project 95th percentile queuing on the freeway off-ramps or on the approaches to adjacent intersections leading away from off-ramp intersections is already projected at unacceptable lengths, the project would increase queuing volumes by 1 percent or more. . Project traffic results in queues exceeding off-ramp storage capacity based upon SIM traffic software evaluation for the entire peak hour of operation. If base case traffic already exceeds the storage capacity of the off-ramp, then a 1 percent addition in traffic due to the project is considered a significant impact. . Project traffic would degrade operation of the u.S. 101 freeway or freeway ramps from LOS E to LOS F with at least a 1 percent increase in Impact Sciences, Inc. 868-01 4.8-23 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation 4.8.3.2 volume, or would increase volumes by more than 1 percent or on a freeway segment or a freeway ramp with 2015 Future Without Project LOS F operation. . On-site circulation would be confusing to drivers and result in excessive traffic flow through various parts of the project site. . Project parking would not meet City criteria. . In the opinion of the registered traffic engineer conducting the EIR analysis, a significant traffic, pedestrian, or bicycle safety concern would be created or worsened. Impact Analysis Methodology Although existing traffic conditions are noted in this section, the project is not anticipated to be completely constructed and fully occupied until 2015. By 2015, other projects and regional population and employment growth would cause the traffic on study area facilities to increase compared to current conditions. The project's traffic impacts have been evaluated by comparing 2015 Future Without Project Conditions to 2015 Future With Project Conditions. Some of the traffic impacts are cumulative in nature and therefore, where noted, the cost of the appropriate mitigation would be shared. This subsection details the process used to determine 2015 Future Without Project Conditions. Methodology used for Existing Conditions is also applied in the Impact Analysis. On-ramp and freeway segment impact analysis methodology is not discussed below since the methodology described for Existing Conditions is exclusively used in these scenarios. Trip Generation Year 2015 Future Without Project Conditions include traffic generated by approved and proposed development in the study area, as well as traffic generated by projects that are under construction. This analysis has been recently conducted as part of the Genentech Corporate Facilities Master Plan EIR and at the direction of City staff has been used in preparation of this EIR. Year 2015 Future Without Project peak hour conditions were developed by adding Impact Sciences, Inc. 868-01 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8-24 4.8 Transportation and Circulation traffic expected to be generated by approved and proposed development projects in the greater East of 101 Area (as provided by the City of South San Francisco) to the existing traffic network. The data includes expected traffic volumes generated by several recently approved projects, including the Lowe's, Home Depot and Terrabay projects, as well as traffic from the proposed Genentech Corporate Facilities Master Plan. The number of trips generated by future developments is provided in Table 4.8-7, 20I5 Future Without Project Trip Generation. Freeway segment traffic volumes for 2015 Future Without Project conditions were developed by adding traffic expected to be generated by all approved and likely development projects and by applying an annual 0.5 percent growth rate to existing volumes (as documented in approved transportation studies). Growth in freeway on- and off-ramp volumes was estimated based on anticipated traffic increases generated by the approved development projects. Table 4.8-7 20I5 Future Without Project Trip Generation East of 101 Total w/o Genentech Genentech Proposal TOTAL 2,090 1,762 3,852 907 2,997 1,977 4,974 1,234 292 1,526 2,388 1,519 3,907 3,622 1,811 5,433 215 1,122 Source: Korve Engineering/Genentech Corporate Facilities Master Plan EIR & Crane Transportation Group Vehicle Queuing The standard for vehicle queuing set by Caltrans and the City of South San Francisco is that, during the analysis hour, 95 percent of vehicle queues must be accommodated within available storage for each off-ramp and on the approaches to intersections adjacent to off-ramp intersections that accommodate a significant amount of off-ramp traffic. This is commonly referred to as the 95th percentile vehicle queue. Queuing analysis was completed in TIA for 2015 Future Without Project and 2015 Future With Project Conditions. Off-ramp queuing was evaluated using Impact Sciences, Inc. 868-01 4.8-25 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation both the Synchro software output, which details queuing for one of the signal cycles during the peak traffic hour, and the SIM traffic feature of the Synchro program, which evaluates off-ramp operation and backups during the entire peak traffic hour. The Synchro software program was used to project vehicle queuing on the critical approaches to five signalized off-ramp intersections, and on the approaches to adjacent intersections that need to accommodate flow from the off- ramp intersection: . U.S. 101 Southbound Off-Ramp/Airport Boulevard/Miller Avenue intersection & the adjacent Airport Boulevard/Grand Avenue intersection; . U.S. 101 Northbound Off-Ramp/South Airport Boulevard/ Wondercolor Lane intersection; . U.S. 101 Southbound Flyover Off-Ramp/Oyster Point Boulevard/Gateway Boulevard intersection; . U.S. 101 Northbound Off-Ramp/Dubuque Avenue intersection & the adjacent Oyster Point Boulevard/Dubuque Avenue/U.S. 101 Northbound On-Ramp intersection; and . U.S.101 Southbound Off-Ramp/Airport Boulevard intersection. In addition, off-ramp queuing was evaluated on the U.S. 101 Northbound Off- Ramp connection to East Grand Avenue/Executive Drive. While this off-ramp is not controlled on its approach to this first intersection, East Grand Avenue is signal controlled at its next major intersection to the east (at Grand Avenue overcrossing). Queuing results from the TRAFFIX worksheets for this signalized location were evaluated to determine if queuing extended to the off-ramp. Future conditions analyzed in the TIA included projections of queuing for each off-ramp as well as for turn lanes and other nearby surface-street approaches that have adjacent intersections. Planned Roadway Improvements The following intersection improvements were projected by City of South San Francisco Public Works staff to be in place in 2015. These improvements would be funded by approved projects or by the City's East of 101 capital improvements program. The three planned roadway improvements are outlined below. Impact Sciences, Inc. 868-01 4.8-26 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation . Oyster Point Boulevard/Sister Cities Boulevard/Airport Boulevard Restripe and reconfigure the eastbound Sister Cities approach to provide two left turn lanes, an exclusive through lane, and a shared through/right turn lane. Stripe a second left turn lane on the northbound Airport Boulevard approach. Restripe the westbound Oyster Point Boulevard approach to provide an exclusive left turn lane, two through lanes, and an exclusive right turn lane. . South Airport Boulevard/U.S. 101 Northbound Off-Ramp/Wondercolor Lane Add a second right turn lane on the northbound off-ramp approach. . Airport Boulevard/Terrabay Phase 3 Access Provide approach lanes as detailed in the Terrabay Project EIR 2015 Future Without Project Intersection Operations. Levels of Service As shown in Table 4.8-8, Future Without Project Intersection Levels of Service, 10 intersections with 2015 Future Without Project traffic volumes would operate at unacceptable levels of service. Intersection volumes are depicted in Figure 4.8-6, Future Without Project Intersection AM Peak Hour Volumes, and Figure 4.8-7, Future Without Project Intersection PM Peak Hour Volumes. Intersections that would operate at an unacceptable peak hour LOS with 2015 Future Without Project conditions are: . Oyster Point Boulevard/Gateway Boulevard/U.S. 101 Southbound (Flyover) Off-Ramp (Signal) . Oyster Point Boulevard/Dubuque Avenue/U.S. 101 Northbound On-Ramp (Signal) . Airport Avenue/Grand Avenue (Signal) . East Grand Avenue/Forbes Boulevard/Harbor Way (Signal) . Forbes Boulevard/Allerton Avenue (Allerton Stop Sign Controlled) . Oyster Point Boulevard/Gull Road (Signal) . Forbes Boulevard/Gull Road (Signal) . Airport Boulevard/U.S. 101 Southbound Off-Ramp (Signal) . Airport Boulevard/San Mateo Avenue/Produce Avenue (Signal) . South Airport Boulevard/Gateway Boulevard/Mitchell Avenue (Signal) Impact Sciences, Inc. 868-01 4.8-27 494 Forbes Blvd. Office/R&D Project DEIR April 2007 t G) ~ -L 232 807 831 .J l. +- 185 Forbes 70 J 448 ---+ 3 ~ -L2 ~ I P ~ 205 ~ t ~ ~ +- Forbes 1l) .. 238 2j:t>~t,.. 676 ---+ :::::: 27 60 41 ,~ 1 ::J ~ -L 37 70 65 \) l. ffi - 240 .J Forbes 270 J 986 ---+ 78 .J ~ ~ -L 8 8- +- 400 ::J E Grand 18 J 1958 ---+ ~ -L 0 9 2 0 ~ +- 434 .J ~ l. 6 .. 44 E Grand 35 J r::: ~ t ~ 1588 ---+ ~ 65 389 ~ 5 70, Q: 195 75 20 ~ -L 15 .J ~ l. ~ +- 504 E Grand .. 26 925 J :r: ~ t ~ 2047 ---+ a. 63 209 180, Q 316 ~ NOT TO SCALE 690 ~r + Terraba 288 ~ -L 250 132 I 323 -g +- 254 .J t l. 4 .. 98 Sister 0 ster Cities ~ Point 172 J ~ t ~ 1 020 ---+ 31 290 68 , 154 -L4 +-0 ..0 66 J ~ ~ t 53 ~ 532 ,~ 44 ~ 317 143 I 21 .J t l. US 101 NB Ramps 1520 J 8 451 , ~ ~ 2449 ---+ a 97 25 245 , ~ ~ Project 35 2 4 ~ -L 3 Site ~ ~ l.1-~;8 Oster . .. Point · ~ t ,.. 196 J ~ I I 680 ---+ :::::: 284 6 19 1637 , -L9 +-9 f": 16 Wonder- en Color ~~ t ~ ~ 144 8 4 248 295 -L 120 j ~ 483 +- 3 451 -Lo .. 229 62 ~ ~ +- 160 Orivewa :4 Utah .J -g f:. 979 Miller . -. S8 101 20 J en~ t ~ Offramp 5 ---+ ~ 30 577 126, :i t 17, -g 230 4 228 388 -L 97 1081 ~ 104 .J ~ l. -g +- 175 4 .. 264 Grand I 318J ~ t ~ 319 ---+ 14 213 69 , 338 +- 497 ~ CJ ...... c:: ::J g -L 48 ..7 u (i) 46 41 >< ~ +- 619 Grand Overcross E Grand .J l. Grand 1441 ---+ ~ ~ ~ t ~ Overcross ...... c:: 85 J 29 , ~ ~ 150 1063 lJ.J ~ 1247 1533 ---+ ::t:: 717 0 96 -L 64 29 I 181 +- 445 .J t l. f:. 252 :4 E Grand 195J G)~ t ~ 2329 ---+ * 50 647 45, ~ 147 SOURCE: Crane Transportation Group - January 2007 868-001-01/07 FIGURE 4.8-6 Future Without Project Intersection AM Peak Hour Volumes t G) 126 154 ~ t.. 652 .J l. +- 409 Forbes 772 J (769) 141 ---+ & t..1 ~ I f ~ +- 640 ~ t ~ tlj .L 72 Forbes T 1 J ~ t ~ 148 ---+ ~ 31 215 19 t 8- 1 ::J ~ t.. 95 290 52 \) ~ l. ffi +- 825 Forbes 65 J 185 ---+ 59 .J :b. ~ t..18 8- +- 1642 ::J E Grand 51 J 409 ---+ ~ t..O 30 11 1 ~ +- 1284 .J ~ l. 6 .-: 447 E Grand 5J t:~ t ~ 362 ---+ ~ 60 1 04 70 t ~ 1 Q: 254 'J1 ~ 1 3 845 11 a. '-- .J ~ l. ~ +- 1851 E Grand . 71 164 J :t ~ t ~ 401 ---+ ~ 151 50 g 73 60 t ~ ~ NOT TO SCALE 1098 J + Terraba 439 J ~ ~ t 334 t -g 128 ~ 539 587 169 I 14 .J t l. US 101 NB Ramps 515 J 8 ---+ 224 t t..15 +-6 f": 22 Wonder- C%r C/) ~~ t ~ ~ 323 16 ~ 338 153 t.. 173 89 I 50 +- 1734 .J t l. f:. 933 :4 E Grand G)~ t ~ * 36 142 ~ 87 SOURCE: Crane Transportation Group - January 2007 868-001-01/07 435 ~ t.. 194 511 I 486 -g +- 1045 .J t l. ~ . 235 Sister 0 ster Cit~:5 J ~ prnt r+ 527 ---+ 110 245 66 t 228 t..2 +-0 .0 ~ +- 2365 .40 ~ ~ 467 ---+ ~ 311 25 72 t ~ en ~ Project Site CJ 195 8 0 ~. t.. 0 .J I l. ~ +- 575 t ~. 15 Oster . Point · 33 J ~ t ~ 173---+ 1573 13 G) 16 256 t ~ 590 t.. 235 15 I 241 +- 15 ~ .. l. .. 1093 Orivewa :4 Utah 15 J C/)~ t ~ o ---+ % 15 138 15 t ~ 397 t..o ~ +- 254 -g .L 462 ~ TSB 101 · Offramp 1~ t 398 287 534 231 ~ t.. 242 .J I l. -g +- 406 t ~ .644 Grand I 251 J ~ t ~ 112 ---+ 57 111 106 t 407 492 J ~ Miller 99 t +-1810 .16 Grand Overcross 348 ---+ ~ ~ -- c: 14 t ~ ~ 242 208 Lu .~ ~ ~ t..15 >< CJ c: g t.. 1 03 131 28 I I ~ +-1919 ~ ~ Grand 92 J Overcross 341 ---+ E Grand ~ t ~ ~ 168 541 o FIGURE 4.8-7 Future Without Project Intersection PM Peak Hour Volumes 4.8 Transportation and Circulation All other intersections are projected to operate at an acceptable LOS during 2015 Future Without Project Conditions. Table 4.8-8 Future Without Project Intersection Levels of Service Airport Blvd./U.S. 101 SB Hook Ramps (Signal) B 18.0 E 62.0 Airport Blvd./Terrabay Phase 3 Access (Signal) C 27.3 B 17.3 Airport Blvd./Sister Cities Blvd./Oyster Point Blvd. D 41.0 C 27.3 (Signal) Oster Point Blvd./Dubu ue Ave.IU.S. 101 NB On-Ram C 32.9 F 161 Dubuque Ave./U.S. 101 NB Off-Ramp & SB On-Ramp (Signal) D 36.5 B 19.3 Oyster Point Blvd./Gateway/U.S.10l SB Off-Ramp Flyover (Signal) E 62.8 E 63.1 Oyster Point Blvd./Eccles Ave. (Signal) C 23.3 C 27.1 Oster Point Blvd./Gull Ave. (Si al) D 52.5 F 185 Airport Blvd./Miller/U.S. 101 SB Off-Ramp (Signal) C 31.2 B 17.3 Airport Blvd./Grand Ave. (Signal) F 86.4 D 48.7 E. Grand Overcrossin /Dubu ue Ave. (Si al) A 7.8 B 11.4 U.S.I0l NB Off-Ramp/E. Grand Ave./Executive Drive NA*** NA*** B 10.6 (E. Grand Stop Controlled Right Turn) E. Grand Ave./Grand Ave. Overcrossin (Si al) C 29.4 B 13.9 E. Grand A ve./Gateway Blvd. (Signal) D 41.9 C 26.3 E. Grand Ave./Forbes Blvd./Harbor Way (Signal) F 89.7 F 140 E. Grand Ave./Littlefield Ave. (Si al) D 39.2 C 23.6 E. Grand A ve./ Allerton Ave. (Allerton Stop Sign Control) B 10.0 C 20.3 Forbes Blvd./Eccles Ave. (Signal) A 7.5 B 12.6 Forbes Blvd./Allerton Ave. (Allerton Sto Si Control) F 98.0 C 18.2 Forbes Blvd./Gull Ave. (Signal) C 25.7 F 80.7 Airport Blvd./San Mateo A ve./Produce Ave. (Signal) C 30.0 F 83.5 S. Air ort Blvd./Gatewa Blvd./ Mitchell Ave. (Si nal) C 27.6 F 102 S. Airport Blvd./U.S.10l NB Hook Ramps/ Wondercolor (Signal) C 34.1 C 26.5 S. Airport Blvd./Utah Ave. (Signal) C 28.1 C 24.9 Source: Crane Transportation Group, 2007 Future Without Project traffic projections are from the Genentech Master Plan EIR (including full Genentech buildout). *** NA = No right turns during the AM peak hour. Note: Year 2000 Highway Capacity Manual Analysis Methodology. Signalization No unsignalized intersections would have 2015 Future Without Project volumes that would exceed peak hour signal warrant #3 volume criteria levels. Impact Sciences, Inc. 868-01 4.8-30 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation Vehicle Queuing The following off-ramps and/or approaches to adjacent intersections would have 95th percentile 2015 Future Without Project queuing that would exceed available storage as determined using the Synchro software program. The approaches listed below would have a 95th percentile queue demand greater than available storage. . East Grand Avenue/Grand Avenue Overcrossing: The right turn lane on the East Grand Avenue approach to the Grand Avenue overcrossing would have a 95th percentile queue demand greater than available storage during the AM peak hour. . Airport Boulevard/Grand Avenue: The Airport Boulevard southbound approach left and through movements would have a 95th percentile queue demand greater than available storage during the AM peak hour. The Airport Boulevard southbound approach through and right turn movements would have a 95th percentile queue demand greater than available storage during the PM peak hour. . Oyster Point Boulevard/Dubuque Avenue/U.S. 101 Northbound On-Ramp: The Dubuque Avenue northbound approach left and through movements would have a 95th percentile queue demand greater than available storage during the AM peak hour. The Dubuque Avenue northbound approach left and through movements would have a 95th percentile queue demand greater than available storage during the PM peak hour. According the SIM traffic software program, the following off-ramps would have 2015 Future Without Project Conditions queuing extending back to the u.s. 101 mainline one or more times during the AM or PM peak traffic hours. Projections for u.s. 101 Northbound Off-Ramp to East Grand Avenue/Executive Drive intersection are based upon existing intermittent observed backups to the Figure 4.8-6, Future Without Project AM Peak Hour Volumes freeway mainline, significant projected increase in 2015 Future Without Project off-ramp traffic, and extended 95th percentile vehicle queuing projected for 2015 on the East Grand Impact Sciences, Inc. 868-01 4.8-31 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation Avenue approach to the Grand Avenue overcrossing extending back to the Northbound Off-Ramp/Executive Drive intersection. . U.S. 101 Southbound Off-Ramp to Airport Boulevard/Miller Avenue Intersection . U.S.101 Northbound Off-Ramp to Dubuque Avenue . U.S. 101 Southbound Off-Ramp to Airport Boulevard (North of Oyster Point Boulevard) . U.S. 101 Northbound Off-Ramp to East Grand Avenue/Executive Drive Intersection 20I5 Future Without Project U.S.IOI Ramp Operations Off-Ramps As shown in Table 4.8-9, Future Without Project Off-Ramp Capacity and Volumes, the following four off-ramps would have 2015 Future Without Project volumes exceeding 1,500 vehicles/hour on a one-lane off-ramp connection to the freeway mainline: . U.S. 101 Southbound (Flyover) Off-Ramp to Oyster Point Boulevard/Gateway Boulevard Intersection . U.S. 101 Northbound Off-Ramp to South Airport Boulevard/Wondercolor Lane Intersection . U.S. 101 Northbound Off-Ramp to East Grand Avenue/Executive Drive Intersection . U.S.101 Northbound Off-Ramp to Dubuque Avenue Table 4.8-9 Future Without Project Off-Ramp Capacity and Volumes SB Off-Ram to Air ort Blvd. SB Off-Ramp Flyover to Oyster Point/Gatewa SB Off-Ramp to Airport Blvd./Miller Ave. 1,500 1,500 1,548 1,139 1,500 1,500 256 716 Impact Sciences, Inc. 868-01 4.8-32 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation NB Off-Ramp to S. Airport 1,500 1,979 1,500 747 Blvd./Wondercolor Lane NB Off-Ramp to E. Grand Ave./Executive 1,500 1,964 1,500 709 Drive NB Off-Ramp to Dubuque Ave. 1,500 1,674 1,500 1,114 Source: Crane Transportation Group, 2007 Note: Caltrans desired volume limit that can be accommodated by a single off-ramp lane connection to the freeway mainline. On-Ramps As shown in Table 4.8-10, Future Without Project On-Ramp Capacity and Volumes, the following on-ramp would have 2015 Future Without Project volumes exceeding ramp capacities. . U.S. 101 Northbound On-Ramp from Oyster Point Boulevard at Dubuque A venue. 20I5 Future Without Project Freeway Operations As shown in Table 4.8-11, Future Without Project Freeway Mainline Levels of Service, the following two mainline freeway segments with 2015 Future Without Project volumes would operate at unacceptable levels of service. . U.S. 101 Southbound (North of Oyster Point Boulevard) . U.S. 101 Northbound (North of South San Francisco-This segment is not included on Table 4.8-11 because it is located outside of the City) Impact Sciences, Inc. 868-01 4.8-33 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation Table 4.8-10 Future Without Project On-Ramp Capacity and Volumes SB On-Ram from Dubu ue SB On-Ramp from Produce Ave. NB On-Ramp from S. Airport 2,000 296 2,000 498 Blvd./Wondercolor Lane NB On-Ramp from Grand Ave. 2000 607 2,000 1,144 NB On-Ramp from Oyster Point 2,200 886 2,200 2,211 Blvd./Dubuque Ave. Source: Crane Transportation Group, 2007 2015 Future Without Project volumes are from Crane Transportation Group. * Planning level capacity: Year 2000 Highway Capacity Manual, TRB Report 209. ** Produce Avenue on-ramp has two travel lanes. One on-ramp lane merges to the freeway mainline, while the other on-ramp continues as an auxiliary lane to the I-380 off-ramp. Table 4.8-II Future Without Project Freeway Mainline Levels of Service North of Oyster Point Boulevard Northbound 7,794 Southbound 9,892 North ofl-380 Northbound Southbound 31.8 24.9 37.0 Source: Crane Transportation Group (2015 Future Without Project), Korve Engineering (2015 Future With Project) LOS = Level of Service Density is shown in passenger cars per lane per mile. Bold indicates unacceptable freeway segment operating conditions. Impact Sciences, Inc. 868-01 4.8-34 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation Project Trip Generation Table 4.8-I2, Project Trip Generation, shows that a total of 326,020 square feet of research and development or office uses would be likely to generate 401 inbound and 56 outbound trips during the AM peak hour and 75 inbound and 363 outbound trips during the PM peak hour. This assumes a 9.5 percent reduction in peak hour trips due to a moderate TDM program and office rather than R&D uses to provide a conservative analysis, as trip generation has been found to be higher from office than from R&D uses. Table 4.8-I2 Project Trip Generation Source: Crane Transportation Group, 2007 (1) 9.5% reduction in average trip rates due to City mandated TDM program. Trip Rate Source: Trip Generation, 7th Edition by the Institute of Transportation Engineers, 2003. Project Trip Distribution Project traffic was distributed to the regional roadway network based upon East of 101 development traffic patterns contained in the April 2001 Draft SEIR for the South San Francisco General Plan Amendment and Transportation Demand Ordinance. Overall, about 62 percent of project traffic is projected to be destined to/from south and southwest of the site, with 38 percent destined to/from the north and northwest. It is likely that project drivers destined to or from the u.s. 101 freeway either north or south would choose to access the freeway via several routes and interchanges. AM and PM peak hour project traffic is shown distributed to the local roadway network in Figure 4.8-8, AM Peak Hour Project Trip Distribution, and Figure 4.8-9 PM Peak Hour Project Trip Distribution. Impact Sciences, Inc. 868-01 4.8-35 494 Forbes Blvd. Office/R&D Project DEIR April 2007 SB On/off 28 ~ ~ 1 No 28 Ramps ~ 19 t 28 -a Project t l. ~ +-3 Traffic Terraba Sister ):::.. t Cities -a" 0 24 ---+ 4 G) t:: 73 ::::::: ~ +-3 I Forbes 5 J 1 ---+ CJ ~. ~ +-28 ~ .48 Forbes ,. ~ 6 71 ---+ ~ 18 100. () CD ~Q)~ C/) CJ & Project ~. ~ Q) Site ~ ~.2 G) ~ 70 71. t:: 5 ::::::: ):::.. 32 ~ .1 1 """ ~2 l. ~ ):::.. 17 0" -a" ::J ~ Orivewa Utah 0 E Grand Miller """ S8 101 CfJ ,. Offramp ):::.. 153 J -a" 43 0 4 ~ ~ ~ +- 16 8 6 . 1 ~ E Grand US 101 Wonder- NB Ramps Color 82 ---+ t: ,. 20J ~ 71 32. ~ Q: 5 10 ~ +-3 ~ CJ g.+-6 ...... t:: ~ ::J 0- ~ .8 +-3 u t:: C/) CD t:: +- 3 .10 >< E Grand :.l E Grand Grand Overcross E Grand CD Grand 55 J :t t ,. ,. ,. ~ ,. Overcross 74 ---+ s:u 8 7 105 ~ 1 7 ---+ a- 105 0 15 ~ """ 0 ~ NOT TO SCALE SOURCE: Crane Transportation Group - January 2007 FIGURE 4.8-8 AM Peak Hour Project Trip Distribution 868-001-01/07 SB On/off 5 5 Ramps t 5 t Terraba l. t Sister ~ Cities -a" 0 5 4 ----. 4 G) c: 13 ::::::: .J +-1 I Forbes 32 J 2 ----. tl ~. ~ +-5 ~ .9 Forbes 14 ----. ~ ,. af 18 """ 0- ::J 18 R ~ 125 l. m +- 65 Forbes 1 8 ----. ~ af """ ~1 141 0- ::J .J E Grand 25 J :::..., ~ ~ +- 86 . i::: . 55 a us 101 Wonder- E Grand NB Ramps Color 1 9 ----. ~ ,. 2J ::t 6 Q) 4. 0 ~ Q) 4 Q 23 42 2;1 +-18 .J ~ g- +- 35 .40 +-18 (J) . 51 E Grand :.l E Grand Grand Overcross 17 J ~ t ,. ,. ,. 18 ----. a- 1 1 30 0 """ ~ NOT TO SCALE SOURCE: Crane Transportation Group - January 2007 868-001-01/07 No Project Traffic +-30 ~ 13 ----. ~ 124 18 . () (D (J) ~QJ~ tl l~ Project ~. ~ :# Site ~ "'" G) ~ ,. 13 . c: 30 2 ::::::: 4 l. . 57 ~ -a" Driveway Utah 0 Miller """ S8 101 C/) ,. Offramp ~ 1. -a" 2 ~ t 0 4 2 1 1 ~ ~3 -a" +- 10 l. 0 Grand 4 .5 2 ----. ,. 1 <D tl ~ ...... c: ::J tr t:l c: <D c: +-18 ><: E Grand Q) Grand ~ ,. Overcross ~ 4 ----. ~ 30 0 FIGURE 4.8-9 PM Peak Hour Project Trip Distribution 4.8 Transportation and Circulation 4.8.3.3 Impact Analysis Impact 4.8-1: Trips generated by the project would exceed IOO net new trips during AM and PM peak hours. (S) As shown in Table 4.8-I2, Project Trip Generation, the project would result in 457 new trips during the AM peak hour and 440 trips during the PM peak hour, which is greater than 100 net new trips. C/CAG Agency Guidelines for implementation of the 2003 Draft Congestion Management Program (C/CAG Guidelines) specify that local jurisdictions must ensure that the developer and/or tenants would mitigate all new peak hour trips (including the first 100 trips) projected to be generated by the development. Since the project exceeds this threshold, the applicant would be responsible for creating and implementing a Transportation Demand Management (TDM) program as described in Mitigation Measure 4.8-1. Mitigation Measure 4.8-1: The project sponsors shall implement a TDM program consistent with the City of South San Francisco Zoning Ordinance Chapter 20.120 Transportation Demand Management, and acceptable to C/CAG. These programs, once implemented, must be ongoing for the occupied life of the development. The C/CAG Guidelines specify the number of trips that may be credited for each TDM measure. Impact After Mitigation: Less than significant. Impact 4.8-2: Implementation of the project would increase traffic volumes which would result in operational impacts to nine intersections due to decreases in levels of service. (S) Peak hour intersection volumes with addition of project traffic are depicted in Figure 4.8-10, Future With Project AM Peak Hour Volumes, and Figure 4.8-11, Future With Project Intersection PM Peak Hour Volumes. As shown in Table 4.8-I3, Future Intersection Levels of Service, the following nine intersections would be significantly affected by the addition of project traffic to 2015 Future Without Project volumes. At the Oyster Point Boulevard/Gateway Boulevard/U.S. 101 Southbound Flyover Off-Ramp intersection, project-related traffic would increase volumes by 4.4 Impact Sciences, Inc. 868-01 494 Forbes Blvd. Office/R&D Project DEIR April 2007 868-001.01/07 4.8-38 4.8 Transportation and Circulation percent at a location with an unacceptable 2015 Future Without Project LOS E signalized operation during the AM peak hour. During the PM peak hour, the project would increase volumes by 4.1 percent at a location with an unacceptable 2015 Future Without Project LOS E signalized operation. At the Oyster Point Boulevard/Gull Road intersection, project-related traffic would degrade signalized operation from an acceptable 2015 Future Without Project LOS D to an unacceptable LOS E during the AM peak hour. At the East Grand Avenue/Forbes Boulevard/Harbor Way intersection, project- related traffic would increase volumes by 4.0 percent at a location with an unacceptable 2015 Future Without Project LOS F signalized operation during the AM peak hour. During the PM peak hour the project would increase traffic volumes by 4.8 percent at a location with an unacceptable 2015 Future Without Project LOS F signalized operation. At the Forbes Boulevard/Allerton Avenue intersection, project-related traffic would increase volumes by 6.5 percent at a location with unacceptable LOS F 2015 Future Without Project unsignalized operation during the AM peak hour. At the Oyster Point Boulevard/Dubuque Avenue/U.S. 101 Northbound On-Ramp intersection, project-related traffic would increase volumes by 2.6 percent at a location with an unacceptable 2015 Future Without Project LOS F signalized operation during the PM peak hour. At the East Grand Avenue/Allerton Avenue intersection, project-related traffic would degrade unsignalized operation from an acceptable 2015 Future Without Project LOS C to an unacceptable LOS E during the PM peak hour. At the Forbes Boulevard/Gull Road intersection, project-related traffic would increase volumes by 2.1 percent at a location with an unacceptable 2015 Future Without Project LOS F signalized operation during the PM peak hour. Impact Sciences, Inc. 868-01 4.8-39 494 Forbes Blvd. Office/R&D Project DEIR April 2007 t G) ~ ~ 232 880 831 .J l. +- 188 I Forbes 75 J 449 ---. 3 ~ ~2 ~ I P ~ 233 .,t~~+- Forbes OJ .. 286 2 J ~ t ,. 676 ---. ~ 27 66 41 . ~ 1 ::J ~ ~ 55 70 165 () .J L. if +- 255 Forbes 270 J 1 056 ---. 95 .J ~ af ~ 9 8- +- 400 ::J E Grand 170 J 1950 ---. ~ ~ 0 9 2 0 ~ +- 450 .J ~ l. 6 .. 45 E Grand 35 J t: ~ t ,. 1670 ---. ~ 65 460 ~ 5 70. Q: 200 85 20 ~ ~ 15 .J ~ l. ffi +- 510 E Grand .. 36 980 J :r: ~ t ,. 2121 ---. a- 63 217 180. Q 331 ~ NOT TO SCALE 718 ~7 + Terraba 66 J ~ ~ t 53 -a 532 . 3. 45 317 143 I 21 .J t l. US 101 NB Ramps 1540 J 8 ---. 483. ~9 +-9 f": 16 Wonder- (J) Color ~~ t ,. ~ 144 8 4 248 96 ~ 64 29 I 181 +- 448 .J t l. f:. 260 :4 E Grand 195J G)~ t ,. 2451 ---. * 50 654 45. ~ 147 SOURCE: Crane Transportation Group - January 2007 868-001-01/07 288 ~ ~ 251 132 I 351 -g +- 257 .J t l. 4 .. 98 Sister 0 ster Cities ~ Point 172-7 ~ t ,. 1044 ---. 31 293 68 . 154 ~4 +-0 ..0 ,. ~ ,. 2520 ---. ~ 115 25 345 . ~ (f) ~ Project 35 2 4 ~ ~ 3 Site .J ~ l. ~ +- 138 ~ .. 23 Oster . Point · ~ t ~ 196 J ~ I I 680 ---. ::::: 289 6 19 1708 . 295 ~ 120 j t 515 +- 3 452 ~O .. 230 62 ~ ~ +- 160 Driveway .J -g f: 979 :4 Utah Miller ...... S8 101 20 J (J)~ t ,. Offramp 5 ---. ~ 30 620 128. :+ t 17. o 230 4 228 388 .. 97 1 084 ~ '-- 1 04 .J I l. ~ +- 177 t 4 .. 265 Grand I 318J ~ t ,. 329 ---. 14 217 69 . 338 +- 500 ..7 Grand Overcross 1458 ---. ~,. ...... c:: 29 . ~ ~ 150 1168 Lu CD . ;::: !J u CD >< 46 41 .J l. 85 J 1550 ---. CJ c:: g ~48 ~ +- 622 Grand Overcross E Grand ~ t ~52 6 717 FIGURE 4.8-10 Future With Project AM Peak Hour Volumes t G) 139 154 ~ ~ 652 .J l. +- 410 I Forbes 804 J 143 ---. ~ ~ 1 ~ I f ~ +- 645 ~ t ~ tl) .L 81 Forbes T 1 J ~ t ~ 162 ---. ~ 31 233 19. 8- 1 ::J ~ ~ 220 290 70 \) ~ l. ffi +- 890 Forbes 65 J 203 ---. 200 .J :b. ~ ~ 19 8- +- 1642 ::J E Grand 76 J 409 ---. ~ ~O 30 11 1 ~ +- 1370 .J ~ l. 6 .-: 502 E Grand . 5j t:~ t ~ 381 ---. ~ 60 110 70. ~ 1 Q: 296 'Jl ~ 13 868 11 a. '-- .J ~ l. ffi +- 1886 E Grand .. 122 181 J :t ~ t ~ 419---' ~ 151 51 g 74 60. ~ ~ NOT TO SCALE SOURCE: Crane Transportation Group - January 2007 868-001-01/07 1103 J + Terraba 435 ~ ~ 199 511 1491 -g+-1065 .J t l. ~ .. 237 Sister 0 ster Cit~:5 j ~ prnt ~ 531 ---. 110 245 66. 228 439 J ~ ~ t 334 . -g 128 ~ 544 ~ Project Site ~2 +-0 ..0 ~ +- 2395 .. 40 ~ ~ 480 ---. ~ 435 25 90. ~ C/) CJ 195 8 0 ~. ~ 0 .J I l. ~ +- 575 t ~.. 15 Oster . Point · 33 J ~ t ~ 173 ---. 1603 15 G) 16 269. ~ 590 ~ 235 :J ~ 245 +- 15 492 ~O .. 1150 77 ~ ~ +- 254 Orivewa :4 Utah .J -g f:. 462 Miller . ~ S8 101 15 J (J)~ t ~ Offramp o ---. % 15 140 100. 1~ t 15. Q 397 ~ 399 587 169 I 14 .J t l. US 101 NB Ramps 517 J 8 ---. 228. ~ 15 +-6 f": 22 Wonder- C%r (J) ~~ t ~ ~ 323 16 ~ 338 153 ~ 173 89 I 50 +- 1752 .J t l. f:. 973 :4 E Grand G)~ t ~ * 36 143 ~ 87 .~ ~ ~ ~ 15 >< +- 1828 .. 16 Grand Overcross 352 ---. ~ ~ -- c: 14 . ~ ~ 242 238 IJ.J E Grand ~ t ~ ~ 168 571 o 534 ~ 2 287 232 ~ '-- 45 .J I l. -g +- 416 t ~ .. 649 Grand I 251 J ~ t ~ 114 ---. 57 112 106. 407 CJ c: g ~ 103 131 28 I I ~ +-1937 ~ ~ Grand 92 J Overcross 345 ---. FIGURE 4.8-11 Future With Project Intersection PM Peak Hour Volumes 4.8 Transportation and Circulation At the Airport Boulevard/San Mateo Avenue/Produce Avenue intersection, project-related traffic would increase volumes by 3.2 percent at a location with an unacceptable 2015 Future Without Project LOS F signalized operation during the PM peak hour. At the South Airport Boulevard/Gateway Boulevard/Mitchell Avenue intersection, project-related traffic would increase volumes by 3.9 percent at a location with an unacceptable 2015 Future Without Project LOS F signalized operation during the PM peak hour. Table 4.8-I3 Future Intersection Levels of Service Airport Blvd./U.S. 101 SB B 18.0 E 62.0 B 17.8 E 62.7 Hook Ramps (Signal) Airport Blvd./Terrabay C 27.3 B 17.3 C 27.0 B 17.3 Phase 3 Access (Signal) Airport Blvd./Sister Cities Blvd./Oyster Point Blvd. D 41.0 C 27.3 D 41.2 C 27.5 (Signal) Oyster Point Blvd./Dubuque C 32.9 F 161 C 33.4 F 179 Ave.IU.S. 101 NB On-Ramp Dubuque Ave./U.S. 101 NB Off-Ramp & SB On-Ramp D 36.5 B 19.3 D 36.4 B 19.3 (Si al) Oyster Point Blvd./Gateway/U.S. 101 SB E 62.8 E 63.1 F 85.1 E 78.8 Off-Ramp Flyover (Signal) Oyster Point Blvd./Eccles C 23.3 C 27.1 D 43.6 D 50.8 Ave. (Signal) Oyster Point Blvd./Gull Ave. D 52.5 F 185 E 63.6 F 207 (Signal) Airport Blvd./Miller/U.S. 101 C 31.2 B 17.3 C 31.2 B 17.3 SB Off-Ramp (Signal) Airport Blvd./Grand Ave. F 86.4 D 48.7 F 88.6 D 49.1 (Signal) E. Grand Overcrossing/Dubuque Ave. A 7.8 B 11.4 A 7.9 B 11.4 (Signal) Impact Sciences, Inc. 868-01 4.8-42 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation u.s. 101 NB Off-Ramp/E. Grand Ave./Executive Drive NA*** NA*** B 10.6 NA*** NA*** B 10.7 (E. Grand Stop Controlled Right Turn) E. Grand Ave./Grand Ave. C 29.4 B 13.9 D 38.0 B 13.9 Overcrossing (Signal) E. Grand Ave./Gateway D 41.9 C 26.3 D 48.7 C 29.8 Blvd. (Signal) E. Grand Ave./Forbes F 89.7 F 140 F 101 F 154 Blvd./Harbor Way (Signal) E. Grand Ave./Littlefield D 39.2 C 23.6 D 54.7 C 24.5 Ave. (Signal) E. Grand Ave./Allerton Ave. B 10.0 C 20.3 B 10.2 E 42.0 (Allerton Sto Si Control) Forbes Blvd./Eccles Ave. A 7.5 B 12.6 B 10.6 B 13.0 (Si al) Forbes Blvd./ Allerton Ave. F 98.0 C 18.2 F 167 C 19.3 (Allerton Stop Sign Control) Forbes Blvd./Gull Ave. C 25.7 F 80.7 C 28.1 F 88.2 (Signal) Airport Blvd./San Mateo C 30.0 F 83.5 C 30.3 F 99.8 Ave./Produce Ave. (Signal) S. Airport Blvd./Gateway B 18.0 E 62.0 C 27.9 F 128 Blvd./ Mitchell Ave. (Signal) S. Airport Blvd./U.S. 101 NB Hook Ramps/ W ondercolor C 27.3 B 17.3 C 34.7 C 26.6 (Signal) S. Airport Blvd./Utah Ave. D 41.0 C 27.3 C 32.0 C 25.4 (Signal) Source: Crane Transportation Group, 2007 * 2015 Future Without Project = traffic projections from the Genentech Master Plan EIR (including full Genentech buildout). ** NA = Intersection does not currently exist. *** NA = No right turns during the AM peak hour. Note: Year 2000 Highway Capacity Manual Analysis Methodology. Impact Sciences, Inc. 868-01 4.8-43 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation Mitigation Measure 4.8-2: The project applicant shall be responsible for providing a fair share contribution for the following intersection improvements (with exception of the Forbes Boulevard/Allerton Avenue all way stop which would be implemented solely by the applicant). These improvements shall be completed prior to occupancy. . Oyster Point Boulevard/Dubuque Avenue/U.S. 101 Northbound On-Ramp (Intersection # 1) Widen the westbound Oyster Point Boulevard approach to provide a second exclusive right turn lane; or Widen the northbound Dubuque Avenue approach to provide two exclusive left turn lanes, one through lane and two exclusive right turn lanes. Extend each lane to the U.S. 101 ramps intersection. . Forbes Boulevard/Allerton Avenue (Intersection # 2) Install an all way stop control (To be fully implemented by the applicant). . Forbes Boulevard/Gull Road (Intersection # 3) Restripe the westbound Forbes Boulevard approach from one through and one combined through/right turn lane to provide one through and one exclusive right turn lane. Adjust signal phasing to provide a westbound right turn overlap phase (with southbound left turns) and a southbound right turn overlap phase (with eastbound left turns). . East Grand Avenue/Allerton Avenue (Intersection # 4) Signalize the intersection. . East Grand Avenue/Forbes Boulevard/Harbor Way (Intersection # 5) Widen the southbound Forbes Boulevard approach from one left, one combined through/right and one right turn lane to provide one left, one through and two exclusive right turn lanes. Widen the eastbound East Grand Avenue approach to provide an exclusive right turn lane. Restripe the northbound Harbor Way approach from one left, one combined through/left and one right turn lane to provide one left, one through and one right turn lane. Adjust north-south (Harbor Way-Forbes Boulevard) signal timing from Impact Sciences, Inc. 868-01 4.8-44 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation split phase operation to protected left turn phasing and north and southbound right turn overlap phasing. . Airport Boulevard/San Mateo Avenue/Produce Avenue (Intersection # 6) Restripe the westbound Airport approach from one left, one combined through/left, one through and one right turn lane to provide two left turn lanes, a combined through/left turn lane, and an exclusive right turn lane. Reconfigure the Produce Avenue intersection leg to provide a third southbound departure lane. . South Airport Boulevard/Gateway Blvd./Mitchell Ave. (Intersection # 7) Widen the southbound Gateway Boulevard approach to provide a second exclusive right turn lane. . Oyster Point Boulevard/Gateway Boulevard/U.S.101 Southbound Flyover Off-Ramp (Intersection # 8) Provide a faire share contribution towards widening the westbound Oyster Point Boulevard approach to provide an additional through lane. . Oyster Point Boulevard/Gull Road (Intersection # 9) Restripe the northbound Gull Road combined through/right turn lane to provide combined left/through/right turn lane. Intersection improvements are shown in Figure 4.8-12, Mitigated Intersection Lane Geometrics and Control. Levels of service resulting from intersection improvements are shown in Table 4.8-14, Mitigated Intersection Levels of Service. Impact After Mitigation: Less than significant. Impact Sciences, Inc. 868-01 4.8-45 494 Forbes Blvd. Office/R&D Project DEIR April 2007 ;: .9 ~ ~ ~ u ~ U ~ ;: ~ ;: .9 ~ ~ ~ ~ c ~ V':l ;: ~ ~ Cl:l ~ Q) u . ,.....lj > J..oI Q) r.JJ ~ o CI':J ~ Q) ~ > ~ Q) I~ 00 ~ 8 Q) .,.....lj ~ .., ,.0 u ~ ~ ~ ~ .., s= ~ "'0 Q) .., ~ Of.) .,.....lj .., ~ (fJ CJ ,...Q H o ~ .............. a) H > 0 <.-e ~ ro ~ ~ ro .............. 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(S) As shown in Table 4.8-15, Intersection Signalization Requirements, the following unsignalized intersection would experience a significant signal warrant impact due to the addition of project traffic to year 2015 Future Without Project volumes: . East Grand Avenue/Allerton Avenue. Table 4.8-15 Intersection Signalization Requirements No E. Grand Ave.! No No (approaching No No Yes Allerton Ave. borderline condition) Forbes Blvd.! No No No No No No Allerton Ave. Source: Crane Transportation Group, 2007 Mitigation Measure 4.8-3: The project applicant shall be responsible for providing a fair share contribution for the following intersection improvements. The improvements shall be completed before full occupancy. . East Grand Avenue/Allerton Avenue -Signalize the intersection. Intersection improvements are depicted in Figures 4.8-12a and 4.812b, Mitigated Intersection Lane Geometrics and Control. Levels of service resulting from intersection mitigation are shown in Table 4.8-14, Mitigated Intersection Levels of Service. Impact After Mitigation: Less than significant. Impact Sciences, Inc. 868-01 4.8-48 494 Forbes Blvd. Office/R& D Project DEIR April 2007 4.8 Transportation and Circulation Impact 4.8-4: Implementation of the project would increase traffic volumes which would increase vehicle queuing at one intersection above levels determined to be acceptable by the City of South San Francisco and Caltrans. (S) As shown in Table 4.8-16, 95th Percentile Vehicle Queue Analysis, the following approach to the adjacent intersection leading away from an off-ramp would experience a significant queuing impact due to the addition of project traffic to2015 Future Without Project volumes. . East Grand Avenue/Grand Avenue Overcrossing During the AM peak hour, the project would increase volumes by 9.9 percent in the right turn lane on the East Grand A venue approach to the Grand A venue overcrossing at a location with unacceptable 2015 Future Without Project 95th percentile queuing. The right turn lane queue would increase from 1,000 under 2015 Future Without Project Conditions to 1,275 feet under 2015 Future with Project Conditions at a location with only 800 feet of storage in the existing right turn lane. Impact Sciences, Inc. 868-01 4.8-49 494 Forbes Blvd. Office/R& D Project DEIR April 2007 ~~ 0.- ~ .- 3{: .- ~~~~ (I) c .- .- F llfrr Add 2nd westbound right turn lane. OR Add 2nd north- bound left turn lane and restripe combine left/through lane as an exclusive through / oyster point Blvd ~0 ....L Restripe westbound approach to provide a 3rd westbound left turn lane and reconfigure southbound departure G') *~ ~ .. Mitchell ~ ~ ~~ ::J ~ E Grand ......-:: Q~ ~.{ ~ [r E Grand j ~ ~~t ~[ (I) -4 ~ * Q~ ~~ ~ ~ [r E Grand j ~~tt =: ~ * t1I\ * --. \J!V -4 ~ Widen southbound Forbes Blvd approach and stripe as one left, one through and two right turn lanes. Restripe northbound Harbor Blvd as one left, one through, one right. Widen eastbound E Grand to provide an exclusive right tune lane. Change northbound and southbound signal phasing from Split to Protected and provide right turn overlap phasing Install Signal ~ NOT TO SCALE O = 2015 Assumed base lane geometries O = 2015 Mitigated lane geometries .l.* = Added, removed, or changed lanes or control = Stop Sign = All Way Stop (I) = Signal @ = Fair Share SOURCE: Crane Transportation Group - January 2007 + ~.~ ....... ~ ~ T Forbes ., -4 ~ ~....L+ * T~ ::J Change from Side Street Stop Sign Control to All Way Stop ~~ m ~~ ~ Forbes J ~ ~ J ~ ~ Restripe westbound through/right to exclusive right turn lane. 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SE] '.... ;:::: ;;:: ~ ::: 8 Q Q -.. s..~~ f} 5 ,~ S ,.E S '"ci s::.... ~ ;;:: ~ 5 t3 ,~ ~ ~;;:: ~ ~ ~ ~ Q ~ ;;:: ~ ;;:: ~ ~ ~ s::....;:::: ~ S ~ ,~ 2E~~ ti~~~ ~~r:Q ~ ~ ~ :2; ~ ~ C{) ~ ~ ;;:: ~ '\3 ~ ',.... ~ ~ '\3 I ~~ ~ ~ S '.t ;:;: ~ ~ ~ ~ ~~~~8 ~~g~~ Q ~ ~ ~ \J'j ~ ~ ;:::: \J'j Q 8 ~ ~g~ ~ S t5 ~ ;;:: ~0~h~ <:...i J:; 'J:J ~ u .~ CfJ ~ 9 ~Cx:l ~ 2g 4.8 Transportation and Circulation Mitigation Measure 4.8-4: The project applicant shall be responsible for providing a fair share contribution for the following improvements as shown in Figure 4.8-13, Mitigated Freeway Ramp Lane Geometrics. . East Grand Avenue/Grand Avenue Overcrossing - Widen the east/northbound East Grand Avenue approach to Grand Avenue overcrossing to provide a second exclusive right turn lane. This lane should extend at least 350 feet and ideally the entire distance back to the u.s. 101 Northbound Off-Ramp/Executive Drive intersection. Currently, the left and right turn lanes on the East Grand A venue approach to the Grand A venue Overcrossing extend the entire distance from the off-ramp to Grand Avenue Overcrossing. By 2015, the left turn lane would have a 95th percentile queue extending no more than 200 feet during the AM peak hour and 500 feet during the PM peak hour. Rather than extending one left turn and two right turn lanes, the entire length between the off-ramp and Grand Avenue Overcrossing, the City may wish to require two lanes leaving the off-ramp (as exists currently), which would then widen to three lanes at least 400 feet from the Grand Avenue Overcrossing intersection. The center lane should be striped for both left and right turns, which would allow the approach to adequately serve the heavy right turn movement in the morning and the heavier left turn movement in the evening. Impact After Mitigation: Less than significant. Impact 4.8-5: Implementation of the project would increase traffic volumes which would increase backups extending to the freeway mainline at one off-ramp segment, result in operational impacts to three U.S. 101 off-ramps and one U.S. 101 on-ramp. (S) The following off-ramp would experience a significant impact from backups extending to the freeway mainline due to the addition of project traffic to 2015 Future Without Project volumes. . u.s. 101 Northbound Off-Ramp to East Grand Avenue/Executive Drive Intersection During the AM peak hour, the project would increase volumes at this off-ramp by 5.3 percent compared to 2015 Future Without Project volumes. This would result in traffic occasionally backing up to the freeway mainline. Impact Sciences, Inc. 868-01 4.8-54 494 Forbes Blvd. Office/R& D Project DEIR April 2007 4.8 Transportation and Circulation As shown in Table 4.8-17, Future Off-Ramp Capacity and Volumes, the following three off-ramp diverge locations from the u.s. 101 freeway mainline would experience a significant impact due to the addition of project traffic to 2015 Future Without Project volumes. . u.s. 101 Southbound Off-Ramp (Flyover) to Oyster Point Boulevard/Gateway Boulevard Intersection . U.S. 101 Northbound Off-Ramp to South Airport Boulevard/Wondercolor Lane Intersection . U.S. 101 Northbound Off-Ramp to East Grand Avenue/Executive Drive Intersection During the AM peak hour at the u.S. 101 Southbound Off-Ramp (Flyover) to Oyster Point Boulevard/Gateway Boulevard Intersection, the project would increase off-ramp volumes by 7.5 percent (from 1,548 up to 1,664 vehicles) with 2015 Future Without Project volumes already exceeding 1,500 vehicles per hour. During the AM peak hour at the u.S. 101 Northbound Off-Ramp to South Airport Boulevard/Wondercolor Lane Intersection, the project would increase off-ramp volumes by 2.6 percent (from 1,979 up to 2,031 vehicles) with 2015 Future Without Project volumes already exceeding 1,500 vehicles per hour. During the AM peak hour at the u.S. 101 Northbound Off-Ramp to East Grand Avenue/Executive Drive Intersection, the project would increase off-ramp volumes by 5.3 percent (from 1,964 up to 2,069 vehicles) with 2015 Future Without Project volumes already exceeding 1,500 vehicles per hour. As shown in Table 4.8-18, Future Without On-Ramp Capacity and Volumes, the following on-ramp to the u.S. 101 freeway would experience a significant impact due to the addition of project traffic to 2015 Future Without Project volumes. u.S. 101 Northbound On-Ramp from Oyster Point Boulevard/Dubuque Avenue Intersection During the PM peak hour at the u.S. 101 Northbound on-ramp from Oyster Point Boulevard/Dubuque Avenue Intersection, the project would increase on- ramp volumes by 5.7 percent (from 2,211 up to 2,337 vehicles) with 2015 Future Without Project volumes already exceeding the on-ramp capacity of 2,200 vehicles per hour. Impact Sciences, Inc. 868-01 4.8-55 494 Forbes Blvd. Office/R& D Project DEIR April 2007 Not To Scale ~~ NORTH O = 2015 Assumed base ramp lane geometries O = 2015 Mitigated ramp lane geometries * = Added Lanes = Fair Share 494 Forbes Blvd EIR ~ NOT TO SCALE SOURCE: Crane Transportation Group - January 2007 868-001-04/07 Add second Northbound Onramp lane at Freeway Merge area l Grand Av OverX EGr~~~Yfl tt~ * ff* 101 Add second Northbound Offramp lane at Freeway diverge + make existing E Grand approach to Grand Ave OverX left lane a combined left/right lane and provide new 400' long exclusive left turn lane Add second Northbound Offramp lane at Freeway diverge FIGURE 4.8-13 Mitigated Freeway Ramp Lane Geometries 4.8 Transportation and Circulation Table 4.8-17 Future Off-Ramp Capacity and Volumes SB Off-Ramp to 1,500 505 505 1,500 570 570 Air ort Blvd. SB Off-Ramp Flyover to Oyster 1,500 1,548 1,664 1,500 256 278 Point/Gateway SB Off-Ramp to Airport Blvd./Miller 1,500 1,139 1,139 1,500 716 716 Ave. NB Off-Ramp to S. Airport 1,500 1,979 2,031 1,500 747 753 Blvd./W ondercolor Lane NB Off-Ramp to E. Grand 1,500 1,964 2,069 1,500 709 739 Ave ./Execu ti ve Drive NB Off-Ramp to 1,500 1,674 1,674 1,500 1,114 1,114 Dubuque Ave. Source: Crane Transportation Group, 2007 2015 Future With Project volumes are from Korve Engineering 2015 Future Without Project volumes are from Crane Transportation Group Note: Caltrans desired volume limit that can be accommodated by a single off-ramp lane connection to the freeway mainline. Table 4.8-18 Future Without Project On-Ramp Capacity and Volumes SB On-Ramp from Dubu ue Ave. SB On-Ramp from Produce Ave. 2,000 816 816 2,000 1,793 1793 3,000** 1,124 1,151 3,000** 2,739 2,864 Impact Sciences, Inc. 868-01 4.8-57 494 Forbes Blvd. Office/R& D Project DEIR April 2007 4.8 Transportation and Circulation NB On-Ramp from s. 2,000 296 296 2,000 498 498 Airport Blvd./W ondercolor NB On-Ramp from 2,000 607 607 2,000 1,144 1,144 Grand Ave. NB On-Ramp from Oyster Point 2,200 886 905 2,200 2,211 2,337 Blvd./Dubuque Ave. Source: Crane Transportation Group, 2007 2015 Future With Project volumes from Korve Engineering. 2015 Future Without Project volumes from Crane Transportation Group. * Planning level capacity: Year 2000 Highway Capacity Manual, TRB Report 209. ** Produce Avenue on-ramp has two travel lanes. One on-ramp lane merges to the freeway mainline, while the other on-ramp continues as an auxiliary lane to the 1-380 off-ramp. Mitigation Measure 4.8-5A: The project applicant shall be responsible for providing a fair share contribution for the following improvements. . U.S. 101 Northbound Off-Ramp to East Grand Avenue/Executive Drive Intersection Provide a second off-ramp lane extending to the freeway mainline. . U.S.101 Northbound Off-Ramp to South Airport Boulevard/Wondercolor Lane Intersection Provide a second off-ramp lane connection to the u.s. 101 freeway mainline. . U.S. 101 Northbound Off-Ramp to East Grand Avenue/Executive Drive Intersection Provide a second off-ramp lane connection to the U.S. 101 freeway mainline. . U.S. 101 Northbound On-Ramp from Oyster Point Boulevard/Dubuque Avenue Intersection Provide a second on-ramp lane to the U.S. 101 freeway. These improvements are shown in Figure 4.8-13. Impact Sciences, Inc. 868-01 4.8-58 494 Forbes Blvd. Office/R& D Project DEIR April 2007 4.8 Transportation and Circulation Mitigation Measure 4.8-5B: U.S. 101 Southbound Off-Ramp (Flyover) to Oyster Point Boulevard/Gateway Boulevard Intersection. City Engineering staff has determined that providing a second off-ramp lane connection to the u.s. 101 freeway mainline would not be feasible due to the existing limited distance between the flyover off-ramp diverge and the southbound off-ramp diverge to Airport Boulevard. Impact After Mitigation: This impact would remain significant and unavoidable. Impact 4.8-6: Implementation of the project would increase traffic volumes which would result in operational impacts to two freeway mainline segments. (S) As shown in Table 4.8-19, Future Freeway Mainline Levels of Service, the following U.S. 101 mainline segments would receive a significant impact due to the addition of project traffic to 2015 Future Without Project volumes. . U.S.101 Southbound (to the north of the Oyster Point interchange) . U.S. 101 Northbound (north of South San Francisco) During the AM peak hour at the U.S. 101 Southbound segment (to the north of the Oyster Point interchange) the project would increase volumes by 1.1 percent at a location with unacceptable 2015 Future Without Project LOS F operation. During the PM peak hour at the U.S. 101 Northbound (to the north of the Sierra Point On-Ramp), the project would increase volumes by 1.1 percent at a location with unacceptable 2015 Future Without Project LOS F operation. Impact Sciences, Inc. 868-01 4.8-59 494 Forbes Blvd. Office/R& D Project DEIR April 2007 Table 4.8-19 Future Freeway Mainline Levels of Service 32.0 orth of 1-380 Northbound Southbound 25.1 38.2 Source: Crane Transportation Group (2015 Future Without Project), Korve Engineering (2015 Future With Project) LOS = Level of Service Density is shown in passenger cars per lane per mile. Bold indicates unacceptable freeway segment operating conditions. Mitigation Measure 4.8-6: Mitigation of this impact would require widening the current freeway or construction of a new freeway. Given the location of the mainline freeway and its close proximity to surrounding development, such mitigation is not feasible. Additionally, such mitigation would be prohibitively expensive in relation to the types of land uses it would benefit. Given these specific concerns, mitigation of Impact 4.8-6 is not feasible as defined by CEQA. (See Pub. Resources Code ~21061.1 defining "feasible" capable of being accomplished ...taking into account economic... and technological factors.") Under CEQA, the City in this matter has an obligation to balance public objectives, including specific economic concerns, against the benefits of the project. (See Pub. Resources Code ~21081. subd. (a)(3); CEQA Guidelines, ~15021. subd. (d)) Where economic concerns render a particular mitigation measure infeasible, the lead agency may reject the measure. (See Pub. Resources Code ~21081. subd. (a)(3).) As there are no feasible mitigation measures that can reduce the significance of Impact 4.8-6 to a less than significant level, this impact would be considered a significant and unavoidable impact. Impact After Mitigation: This impact would remain significant and unavoidable. Impact Sciences, Inc. 868-01 4.8-60 494 Forbes Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation Impact 4.8-7: Project-related traffic would turn from Forbes Boulevard and Allerton Avenue into project driveways which would create safety impacts on Forbes Boulevard and Allerton Avenue. (S) The project site would be accessed via one driveway connection to Forbes Boulevard and three driveway connections to Allerton Avenue. AM and PM peak hour turn movement projections for each driveway are presented in Figure 4.8-14, Project Driveway AM and PM Peak Hour Volumes. The Forbes Boulevard driveway would be located about 250 feet west of the Allerton Avenue intersection and would align with a break in the raised median islands along the street. The median break at the project entrance is about 50 feet long and would allow storage of, at most, one vehicle waiting to make a left turn into the site. The heaviest inbound left turn movement would occur during the morning commute, when about 30 vehicles would be expected to make this turn (or, on average, one vehicle every two minutes). While usually only one vehicle at a time would be expected to make use of this median break for left turns into the site, there could be intermittent periods when there would be a demand for two left turns into the site at the same time. Should the first vehicle turning need to wait in the median break to allow eastbound traffic to clear, the second entering vehicle would be stopped in the higher speed westbound travel lane. The Allerton Avenue driveways would be located about 430, 630, and 840 feet south of Forbes Boulevard. Allerton Avenue is 40 feet wide adjacent to the project site and striped as a two-lane street with no median. Access to the Cell Genesys property is provided on the west side of the street. The site's southerly driveway would be expected to experience the heaviest traffic volumes (about 70 percent of the project traffic using Allerton Avenue) as it provides direct access to the project's parking garage, while the site's northern driveway should experience the lowest volumes (less than five percent of the project's Allerton Avenue traffic). The project's northerly driveway connection would be angled at :t60 degrees (rather than a preferred 90 degrees) to facilitate delivery truck entry to the site at this location. Allerton Avenue is wide enough for vehicles waiting to make a left turn into the site to be passed on the right. However, the lack of a formal, continuous two- Impact Sciences, Inc. 868.01 4.8-61 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation way left turn lane extending between the three project driveways (and also serving Cell Genesys and future activity on the undeveloped parcel south of Cell Genesys) would result in less orderly traffic flow along this section of roadway than desirable. Sight lines at the project's Forbes Boulevard driveway intersection are more than 700 feet to the west and approximately 400 feet to the east. Minimum stopping sight distance for a vehicle speed of 40 miles per hour (five miles greater than the posted speed limit) is 305 feet. Therefore, sight lines are acceptable at this loca tion. Sight lines at the project's Allerton Avenue driveway intersections would be as follows. . North Driveway 250 feet to the north 800+ feet to the south . Central Driveway 400 feet to the north 800+ feet to the south . South Driveway 600 feet to the north 800+ feet to the south Minimum stopping sight distance for a vehicle speed of 35 miles per hour (five miles greater than the posted speed limit) is 250 feet. This is a realistic evaluation speed for northbound traffic at all three driveways and for southbound traffic at the central and south driveway intersections. However, southbound Allerton traffic leaving the Forbes Boulevard intersection would likely be traveling at only 25 to 30 miles per hour at the north driveway. Minimum stopping distances for speeds of 25 and 30 miles per hour are 155 and 200 feet, respectively. Therefore, sight lines would be acceptable at the central and south driveways, but only marginally acceptable at the north driveway. Impact Sciences, Inc. 868.01 4.8-62 494 Forbes Blvd. Office/R&D Project DEIR April 2007 ,28 260~ Forbes Blvd 170 . tJ ~ ~ 719 ~ ~ :b t ~. 33 0 ::::::: (1) 330 ~ 94 ~ 0- "-=::: 3 ::J :b .J ~ Driveway ~ 5 J 5 494 Forbes Blvd 1. PROJECT 15 .J SITE Driveway ~ 2J 35 4. 170 . = Traffic Volumes to/from Project Site 30 719 ~ = Year 2015 Total Intersection .J Driveway Approach/Departure Volumes 3J ~ 115 12 . AM Peak Hour . . ,5 683~ Forbes Blvd 36 . tJ ~ ~ 182 ~ ~ :b t ~. 33 0 ar 101 ~ 265 ~ Q "-=::: ::J 1 :b .J ~ Driveway ~ 1J 2 494 Forbes Blvd 8. PROJECT 3 .J SITE Driveway ~ 3J 6 35. 170 . = Traffic Volumes to/from Project Site 5 .J 719 ~ = Year 2015 Total Intersection Driveway ~ Approach/Departure Volumes 12 J 17 100. PM Peak Hour ~ NOT TO SCALE SOURCE: Crane Transportation Group - January 2007 FIGURE 4.8-14 Project Driveway AM and PM Peak Hour Volumes 868-001-01/07 4.8 Transportation and Circulation Mitigation Measure 4.8-7: The project applicant shall be responsible for the following safety improvements. These improvements shall be completed before occupancy. . Eliminate the raised median island along Forbes Boulevard just east of the project driveway and stripe a left turn lane at least 75 to 100 feet long on the westbound approach to this driveway. . Stripe a continuous two-way left turn lane along the project's Allerton Avenue frontage that would serve movements to/from all three site driveways as well as to the property on the opposite side of the street of Cell Genesys, when developed. . Sign and stripe the project's northerly driveway along Allerton Avenue for inbound movements only. Impact After Mitigation: Less than significant. Impact 4.8-8: On-site circulation could result in excessive traffic flow through various parts of the project site, resulting in confusion to drivers. (L TS) As part of the TIA, the internal circulation plan shown on the July 7, 2006 site plan developed by DES Architects/Engineers was evaluated. Each project driveway would be channelized at least 50 feet internal to the site. In addition, all surface lot and garage parking aisles are shown to be 25 feet wide, which would meet City code criteria and good traffic engineering practice. Crosswalks would be provided between the parking garage and both project buildings. Therefore, the TIA determined that the internal circulation plan was adequate. Mitigation Measures: None required. Impact 4.8-9: Implementation of the project would not provide a walkway from the proj ect buildings to Allerton Avenue or provide sidewalks along Forbes Boulevard or Allerton Avenue. This lack of infrastructure would impact pedestrian safety. (S) Internal walkways are shown on the site plan connecting both buildings and the parking garage. One walkway would extend to Forbes Boulevard, but no walkways would extend to Allerton Avenue. In addition, no sidewalks would Impact Sciences, Inc. 868.01 4.8-64 494 Forbes Blvd. Office/R&D Project DEIR April 2007 4.8 Transportation and Circulation be provided along either of the site's frontages (Forbes Boulevard or Allerton Avenue). Lack of these walkways would be a significant safety concern. Mitigation Measure 4.8-8: Provide sidewalks along the project's Forbes Boulevard and Allerton Avenue frontages as well as a connection between internal walkways and the Allerton A venue sidewalk. Impact After Mitigation: Less than significant. Impact 4.8-10: Project operation would involve commuters traveling to and from the project site which would increase the need for parking spaces. (L TS) A total of 1,036 on-site parking spaces would be provided, while 1,035 spaces would be required based upon City code criteria. A total of 898 spaces would be provided in the multi-story parking garage, along with 138 surface parking spaces. Because adequate parking is included in the proposed project, there would not be a significant impact related to parking. Mitigation Measures: None required. Impact Sciences, Inc. 868.01 4.8-65 494 Forbes Blvd. Office/R&D Project DEIR April 2007