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)
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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;
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SOURCE: Crane Transportation Group - January 2007
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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).
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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.
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~ NOT TO SCALE
SOURCE: Crane Transportation Group - January 2007
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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.
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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.
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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.
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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.
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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.
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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.
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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,
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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;
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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.
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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.
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SOURCE: Crane Transportation Group - January 2007
868-001-01/07
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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
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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.
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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,
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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
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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
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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
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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.
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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)
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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.
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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
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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
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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)
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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.
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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.
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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
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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.
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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)
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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.
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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
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4.8 Transportation and Circulation
Impact 4.8-3: Implementation of the project would increase traffic
volumes, which would result in a signal warrant to be
met at one intersection. (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
.-
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F
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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')
*~
~ ..
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~
~
~~
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E Grand
......-::
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j ~ ~~t
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-4
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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.
Provide overlap signal
phasing for WB and SB
right turns
FIGURE 4.8-12a
Mitigated I nterseetion Lane Geometries and Control (1-7)
868-001-02/07
O = 2015 Assumed base
lane geometries
O = 2015 Mitigated
lane geometries
..J.* = Added, removed, or
changed lanes
or control
= Stop Sign
= All Way Stop
= Signal
= Fair
Share
~ NOT TO SCALE
SOURCE: Crane Transportation Group - January 2007
868-001-02/07
Ne'\
x\'\o
Ne'\
x\'\o
Widen westbound Oyster Point Blvd approach and provide
one additional through lane.
I
+
~
~. ~
~ -+-
~ .-
~~~
~
-+-
.-
~~+
*
Re-stripe northbound
Gull Road approach
through/right turn lane
to allow left/through and
right turn movements.
FIGURE 4.8-12b
Mitigated Intersection Lane Geometries and Control (8-9)
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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.
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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.
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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
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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.
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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.
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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.
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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-
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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.
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,28 260~ Forbes Blvd
170 . tJ ~ ~ 719 ~ ~ :b t
~. 33 0 :::::::
(1)
330 ~ 94
~ 0-
"-=::: 3 ::J
:b
.J ~
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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
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494 Forbes Blvd 8.
PROJECT 3
.J
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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
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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.
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