Exhibit A - EIR Addendum — South San Francisco City Council, September 14, 2022 (part 15 of 15)

5.1 Construction Noise (CEQA Checklist a)

5.1.1 Thresholds of Significance
The City’s Municipal Code promulgates criteria for construction noise based on hours of operation. Therefore, for the purposes of this assessment, construction noise is considered significant if it:
• Occurs outside the City’s allowable hours of operation without permit per Municipal Code Section 8.32.050,
OR
• Does not meet at least one of the following noise limitations:
1) No individual piece of equipment shall produce a noise level exceeding 90 dBA at a distance of 25 feet.
2) Noise level at any point outside the property plane of the project shall not exceed 90 dBA.

5.1.2 Construction Noise Impact Assessment
According to project information3, construction activities for the proposed project (“Preferred Site Plan”) is estimated to begin in November 2022 with an overall duration of 27 months for the three R&D buildings and the multi-family residential building, and 14 months for the parking structure.

The demolition phase is estimated to last 8 weeks. The site preparation phase and grading phase is estimated to last 4 months. The paving phase would be one month and the building construction phase would be 24 months. The “Alternative Site Plan” generally have the same expected duration except that the building construction phase would last 3 months longer.

Table 2 shows the project’s construction phases and expected duration. 3 Project Information Needs for Air Quality & Greenhouse Gas Modeling. Received 15 April 2022. 180 El Camino Real, South San Francisco, CA ADMINISTRATIVE DRAFT #2 – 12 July 2022 Technical Noise Study Page 17
Table 2: Construction Phases and Duration
Preferred Site Plan Alternative Site Plan
Construction Start Date R&D and Residential 11/2022
Parking Structure 01/2023
R&D 11/2022
Parking Structure 01/2023
Overall Construction Duration R&D/Residential 27 months Parking Structure 14 months
R&D Buildings 30 months
Parking Structure 14 months
Demolition 8 weeks 8 weeks
Site Preparation 1 month 1 month
Grading 3 months 3 months
Paving 1 month 1 month
Building Construction 24 months 27 months
Table 3 shows typical noise levels for the construction equipment that is expected to be used for the project. The noise levels in Table 3 are shown at a distance of 25 feet for comparison with the City’s noise ordinance. Noise levels exceeding the City’s noise ordinance criteria of 90 dBA at 25 feet are bolded.

Table 3: Construction Equipment Noise Levels
Construction Equipment Ref SPL at
50 feet, dBA*
Adjustment for
25 feet, dBA SPL at 25 feet, dBA
Concrete/industrial saws 90 6 96
Excavators 81 6 87
Rubber Tired Dozers 82 6 88
Loaders 79 6 85
Graders 85 6 91
Backhoe 78 6 84
Compactor 83 6 89
Cranes 81 6 87
Man Lifts 75 6 81
Air Compressors 78 6 84
Concrete Pumps 90 6 96
Generator Sets 81 6 87
Welders 74 6 80
Pavers 77 6 83
Jackhammer 89 6 95
Rollers 80 6 86
Delivery Truck 74 6 80
Concrete Mixer Truck 79 6 85
*Source: FHWA, Roadway Construction Noise Model, 2006.
180 El Camino Real, South San Francisco, CA ADMINISTRATIVE DRAFT #2 – 12 July 2022 Technical Noise Study Page 18
Table 3 shows that construction equipment such as a concrete saw, grader, concrete pump, and jackhammer are calculated to exceed the noise ordinance limit of 90 dBA at a distance of 25 feet. Since the project’s buildings are located within 50 feet of the property line and there will be a new interior street along the property line, there will be times when construction equipment such as a grader would generate noise levels exceed 90 dBA at the property plane. This is a potentially significant impact.

Table 4 shows the calculated maximum instantaneous exterior noise levels from project-related construction equipment at the nearby land uses. The calculated exterior noise levels are based on the distances between the neighboring buildings and the nearest project building footprint where most construction activities are expected to occur using a factor of 6 dB per doubling of distance.

Table 4: Construction Equipment Noise Levels at Nearby Land Uses Construction
Equipment
Noise Level (Lmax), dBA
Single-Family
Residential
backyards to
the North
(Francisco Dr.)
– 110 feet
Future Retail
to the North
(180 El Camin
o Real) –
57 feet
Single-Family
Residential to
the West
(El Camino Re
al) – 140 feet
Existing
Commercial to
the South –
65 feet
Existing
Offices to the
Northeast (S
Spruce Ave.
and Huntington
Ave.) – 85 feet
Future MultiFamily
Residential to
the east
(410 Noor
Ave.) – 70 feet
Concrete/industrial
saws
83 89 81 88 85 87
Excavators 74 80 72 79 76 78
Rubber Tired
Dozers 75 81 73 80 77 79
Loaders 72 78 70 77 74 76
Graders 78 84 76 83 80 82
Backhoe 71 77 69 76 73 75
Compactor 76 82 74 81 78 80
Cranes 74 80 72 79 76 78
Forklifts 78 84 76 83 80 82
Scissorlifts 68 74 66 73 70 72
Air Compressors 71 77 69 76 73 75
Concrete Pumps 83 89 81 88 85 87
Generator Sets 74 80 72 79 76 78
Welders 67 73 65 72 69 71
Pavers 70 76 68 75 72 74
Jackhammer 82 88 80 87 84 86
Rollers 73 79 71 78 75 77
Delivery Truck 67 73 65 72 69 71
Concrete Mixer
Truck 72 78 70 77 74 76
180 El Camino Real, South San Francisco, CA ADMINISTRATIVE DRAFT #2 – 12 July 2022 Technical Noise Study Page 19
Noise from construction activities would be clearly audible and could disrupt speech outdoors at times at the nearby existing and future buildings. For example, the calculated maximum noise levels from construction equipment generally range from 72 to 84 dBA while the measured daytime outdoor ambient median noise levels (L50) range from 71 to 74 dBA at LT-1, 67 to 69 dBA at LT-2, and around 60 dBA at LT-3. For additional perspective, a maximum noise level between 72 to 84 dBA would be similar to the maximum noise levels measured around the site for a commercial jet flyby.

When construction equipment is operating near the middle of the site, the noise levels in Table 4 would reduce by 8 to 16 dBA (about half as loud) due to the additional distance between the equipment and receiver. Additionally, once the building exterior is completed, the project buildings will also provide some acoustical shielding and reduce construction noise to the neighboring receivers.

In summary, noise from construction activities could generate noise levels in excess of the City’s noise standards and be disruptive to nearby land uses. However, construction noise is temporary and must comply with the construction noise standards established in the South San Francisco Municipal Code (Section 8.32.050). Compliance with the City’s construction noise standards, which include limiting construction hours, will ensure that construction noise impacts are less than significant. This is consistent with the findings of the Draft EIR for the South El Camino Real General Plan Amendment (2009) which found this impact to be less than significant.

The following construction noise control methods are suggested to help minimize the potential annoyance from construction noise.
• All construction equipment shall be equipped with mufflers and sound control devices (e.g., intake silencers and noise shrouds) that are in good condition and appropriate for the equipment.
• Maintain all construction equipment to minimize noise emissions. • Stationary equipment shall be located on the site to maintain the greatest possible distance to the adjacent hotel and restaurant, where feasible. • Unnecessary idling of internal combustion engines should be strictly prohibited. • Provide advance notification to surrounding land uses disclosing the construction schedule, including the various types of activities that would be occurring throughout the duration of the construction period.
• The construction contractor shall provide the name and telephone number an on-site construction liaison. If construction noise is found to be intrusive to the community (complaints are received), the construction liaison shall investigate the source of the noise and require that reasonable measures be implemented to correct the problem. • Schedule high noise-producing activities during times when they would be least likely to interfere with the noise sensitive activities of the neighboring land uses, when possible. 180 El Camino Real, South San Francisco, CA ADMINISTRATIVE DRAFT #2 – 12 July 2022 Technical Noise Study Page 20

5.2 Construction Vibration (CEQA Checklist b)

5.2.1 Thresholds of Significance
Neither CEQA nor the City of South San Francisco, specifies acceptable vibration levels from construction activities. Therefore, for the purposes of this assessment, the guideline criteria for building damage recommended by Caltrans4is used. The construction vibration damage criteria is a Peak Particle Velocity (PPV) of 0.5 inches/sec for new residential structures and modern industrial/commercial buildings.

5.2.2 Construction Vibration Impact Assessment
The nearest neighboring buildings are the existing commercial building to the south (470 Noor Avenue), the existing office buildings to the northeast (409 S Spruce Avenue and 1486 Huntington Avenue), the currently under construction multi-family residential buildings to the east and southeast (410 Noor Avenue), and the future retail building to the north (180 El Camino Real).

Table 5 shows the calculated construction vibration levels. For all equipment other than pile driving, the distance used in the analysis is based on the distance between the nearest project boundary to the neighboring building5.

Other buildings across South Spruce Avenue and El Camino Real are located at distances of more than 100 feet from the nearest project site boundary and would be exposed to lower construction vibration levels than those in Table 5.
4 Caltrans, Transportation and Construction Vibration Guidance Manual, September 2013. 5 For the purpose of this analysis, pile driving is included in the following analysis and assumed to occur only at the project’s building footprints.
180 El Camino Real, South San Francisco, CA ADMINISTRATIVE DRAFT #2 – 12 July 2022 Technical Noise Study Page 21
Table 5: Calculated Vibration Levels from Construction
Equipment
PPV (inches/sec)
Commercial
Buildings to the
South
(470 Noor Ave)
Office Building to
the Northeast
(1486 Huntington
Ave)
Future Retail to the
North
(180 El Camino
Real)
Currently Inprogress MultiFamily Residential
Buildings
(410 Noor Ave)
25 feet to nearest
Project boundary
(65 feet to nearest
project building)
32 feet to nearest
Project boundary
(58 feet to nearest
project building)
19 feet to nearest
Project boundary
(57 feet to nearest
project building)
28 feet to nearest
Project boundary
(60 feet to nearest
project building)
Pile Driver
(Upper range) 0.36 0.43 0.44 0.41
Pile Driver
(Typical) 0.15 0.18 0.19 0.17
Vibratory
Roller 0.21 0.15 0.32 0.18
Hoe Ram 0.09 0.06 0.13 0.08
Large
Bulldozer 0.09 0.06 0.13 0.08
Caisson
Drilling 0.09 0.06 0.13 0.08
Loaded Trucks 0.08 0.05 0.11 0.06
Jackhammer 0.04 0.02 0.05 0.03
Small
Bulldozer < 0.01 < 0.01 < 0.01 < 0.01
Table 5 shows that construction vibration levels are expected to be less than the potential building damage thresholds of a PPV of 0.5 inches/sec for new residential structures and modern industrial/commercial buildings. Since vibration from construction would not exceed the threshold for potential building damage, this is considered a less than significant impact. 180 El Camino Real, South San Francisco, CA ADMINISTRATIVE DRAFT #2 – 12 July 2022 Technical Noise Study Page 22

5.3 Operational Noise (CEQA Checklist a)

5.3.1 Traffic

5.3.1.1 Thresholds of Significance
Neither the CEQA checklist nor the City’s General Plan specify a quantitative method for determining whether a project would cause a significant increase in noise. In general, an increase of 3 dBA is just noticeable, a change of 5 dBA is clearly noticeable and a change of 10 dBA is perceived as a doubling (or halving).

In October 2009, an EIR for the Gateway Business Park Master Plan promulgated impact thresholds based on these increases. Therefore, for the purposes of this impact assessment, the following increases in traffic noise, are considered to be significant. The thresholds are based on the Gateway Business Park Master Plan EIR and the City General Plan’s Land Use Criteria for Noise-Impacted Areas (Table 9.2-1).

Project Impact:
• Increase of 5 dBA or greater if future noise level is within the “Satisfactory” range according to the City’s Land Use Criteria table.
• Increase of 3 dBA or greater if future noise level is above the “Satisfactory” range according to the City’s Land Use Criteria table.

Cumulative Impact:

In the future, traffic will typically increase due to a project and general (“cumulative”) growth that is not directly related to the project. For the purposes of this analysis, the project’s contribution to future traffic noise is considered “cumulatively considerable” if the future increase in traffic noise due to the project is greater than 1 dBA as follows:
• Cumulative increase of 5 dBA or greater (future noise level is within the “Satisfactory” range according to the City’s Land Use Criteria table ) AND the project’s contribution is greater than 1 dBA.
• Cumulative increase of 3 dBA or greater (future noise level is above the “Satisfactory” range according to the City’s Land Use Criteria table ) AND the project’s contribution is greater than 1 dBA.

5.3.1.2 Traffic Noise Assessment
Using the Federal Highway Administration’s Traffic Noise Model (TNM 2.5) and traffic data provided by the Project’s Traffic Engineer6, Table 6 shows the increase in existing traffic noise with the project.
6 Daugherty, Natalie. Fehr & Peers. “RE: 180 ECR Steelwave.” Received by Nick Pappani, 25 April 2022. 180 El Camino Real, South San Francisco, CA ADMINISTRATIVE DRAFT #2 – 12 July 2022 Technical Noise Study Page 23
Table 6: Existing Traffic Noise Increase with Project
Roadway Extents
Traffic CNEL at 50 feet, dBA
Existing Existing
Plus Project Increase
S. Spruce Ave. El Camino Real –
Huntington Ave. 65.9 66.1 0.1
Huntington Ave. S. Spruce – Noor Ave. 66.5 67.0 0.5
El Camino Real S. Spruce – Noor Ave. 72.5 72.6 0.1
Table 6 shows that the project would increase existing traffic noise levels by less than 1 dBA along the roadways in the study area. Since the increase is less than 3 dB (the significant increase threshold for project traffic), this is a less than significant impact.

In the future, traffic will increase due to general growth in the area that is not directly related to the project. Table 7 shows the calculated traffic noise levels under the “existing”, “cumulative” and “cumulative plus project” conditions.

Table 7: Cumulative Traffic Noise Increase with Project Roadway Extents
Traffic CNEL at 50 feet, dBA
Existing Cumulative
Cumulative
Plus
Project
Cumulative
Increase
Cumulative
Increase
due to the
Project
S. Spruce Ave.

El Camino Real
to Huntington
Ave.

65.9 66.6 66.7 0.7 0.1
Huntington Ave. S. Spruce Ave.
to Noor Ave. 66.5 70.2 70.4 3.7 0.2
El Camino Real S. Spruce Ave.
to Noor Ave. 72.5 73.2 73.3 0.7 0.1
Table 7 shows increases in traffic noise from cumulative growth will be less than 1 dBA along South Spruce Avenue and El Camino Real and 3.7 dBA along Huntington Avenue. The project’s contribution to the cumulative increase in traffic noise is 0.2 dBA or less. Since the project contribution to the cumulative increase does not exceed the “cumulatively considerable” threshold of 1 dBA, this is a less than significant impact. 180 El Camino Real, South San Francisco, CA ADMINISTRATIVE DRAFT #2 – 12 July 2022 Technical Noise Study Page 24

5.3.2 Mechanical Equipment (HVAC) (CEQA Checklist a)

5.3.2.1 Thresholds of Significance
Mechanical equipment noise that exceeds the limits set forth in Table 8.32.030 of the City’s municipal code is considered a significant impact.

5.3.2.2 Mechanical Equipment Noise Impact Assessment
The project site is zoned El Camino Real Mixed Use (ECRMX). Existing land uses in the project vicinity include commercial use to the east and south, as well as single-family homes to the west and north. Future land uses include a proposed multi-family residential development to the east and southeast (410 Noor Avenue), and the future commercial use to the north (180 El Camino Real/Safeway and Retail buildings).

According to the City’s municipal code, maximum permissible sound levels from the project are determined by the land use category of the receiving property as defined by the zoning district per Table 8.32.030. The permissible levels shown in Municipal Code Table 8.32.030 are in terms of L50. These levels must not be exceeded when measured at neighboring properties. If the measured ambient noise level for any area is higher than the base noise level standard, the base noise level standard is adjusted upwards to match the ambient.

For the purpose of this analysis, noise from mechanical equipment is assessed against the most restrictive nighttime noise standard (when ambient noise is quietest) at each of the nearest receivers. The measured ambient from the long-term monitors are adjusted based on the distance from the roadway using a rate of 3 dB per doubling where appropriate. Table 8 shows the calculation of the exterior noise standard.
180 El Camino Real, South San Francisco, CA ADMINISTRATIVE DRAFT #2 – 12 July 2022 Technical Noise Study Page 25
Table 8: Calculation of Mechanical Equipment Noise Standard (Municipal Code Table 8.32.030)
Neighboring Land Uses
Future
Multi-Family
Residential
to the east
(410 Noor
Ave.)
Existing
Offices to
the
Northeast
(S Spruce
Ave. and
Huntington
Ave.)
Existing
Commercial
to the South
SingleFamily
Residential
to the West
SingleFamily
Residential
to the North
Future
Commercial
to the North
(180 El
Camino
Real/
Safeway)
Zoning ECRMX ECRMX ECRMX RL-8 RL-8 ECRMX
Base Nighttime
Noise Standard in
Table 8.32.030
(L50, dBA)
55 55 55 50 50 55
Nighttime Ambient
(L50, dBA) 50 50 53 51 45 45
Adjustment for
Ambient Noise
(if ambient noise
exceeds standard)
0 0 0 1 0 0
Applicable Nighttime
Noise Standard with
Ambient Correction
(L50, dBA)
55 55 55 51 50 55
The proposed R&D buildings will have rooftop equipment such as cooling towers, air handling units, laboratory exhaust fans, and pumps. The multi-family residential building under the Preferred Site Plan will also have mechanical equipment associated with building ventilation such as outdoor heat pumps. Figure 5 shows the preliminary proposed rooftop equipment under the Preferred Site Plan based on R&D building drawings dated 1 March 2022 and the preliminary rooftop condensing unit layout in the mechanical design dated 4 March 2022. 180 El Camino Real, South San Francisco, CA ADMINISTRATIVE DRAFT #2 – 12 July 2022 Technical Noise Study Page 26
Figure 5: Preliminary Proposed Rooftop Equipment Locations Based on the preliminary sound data7 we received for the office air handler units (AHU), lab exhaust fans, and cooler towers, we calculated that the noise levels at the neighboring receivers with the assumption that other rooftop equipment (e.g. lab AHUs, future tenant improvement equipment) would have sound levels comparable to the office AHUs. The fourth R&D building (Building 4) under the Alternative Site Plan is assumed to have similar layout and equipment compared to R&D Building 1. The drawings indicate that the R&D buildings have a mechanical screen on the rooftop but since the mechanical screen design has not been finalized (material, height, and whether the screen is solid/open), we calculated noise levels with and without a solid rooftop noise barrier.

For the residential building under the Preferred Site Plan, the condensing unit model has not been determined, so for the purpose of this report, we analyzed the residential rooftop noise using data from another similar project which used heat pumps by Carrier (CH16NA series). 7 Metz, Bridget. Steelwave LLC. “RE: 180 ECR Steelwave.” Received by Nick Pappani, 29 April 2022. 180 El Camino Real, South San Francisco, CA ADMINISTRATIVE DRAFT #2 – 12 July 2022 Technical Noise Study Page 27
Table 9 shows the preliminary rooftop mechanical equipment noise levels at the neighboring land uses. Table 9 also shows the calculated noise levels with a solid rooftop mechanical screen barrier. Noise levels exceeding the nighttime L50 standard are bolded.

Table 9: Calculated Preliminary Mechanical Equipment Noise Levels Neighboring Land Uses Floor Zoning
Preferred Site Plan Alternative Site Plan
Nighttime
L50
standard
Without
Solid
Rooftop
Barrier
With Solid
Rooftop
Barrier
Without
Solid
Rooftop
Barrier
With Solid
Rooftop
Barrier
East
410 Noor Ave. - Building
A
(Multi-Family Residential)
4 ECRMX 59 54 63 57 55
1477 Huntington Ave.
(Proposed 7-story multifamily Residential)7 BC 58 56 65 59 55* YMCA –
1486 Huntington Ave.
(Existing 3-storyoffice
building)
3 ECRMX 53 50 62 55 55
Southeast
410 Noor Ave. - Building
B
(Multi-family residential)
5 ECRMX 62 57 64 60 55
South Existing commercial
(470 Noor Ave.) 1 ECRMX 64 57 64 58 55
West
Single-family homes
along
El Camino Real
2 RL-8 61 55 61 55 51
North
Single-family homes
along
Francisco Dr.
2 RL-8 57 55 59 57 50
Retail/Commercial
(180 El Camino Real/
Safeway)
2 ECRMX 65 59 66 61 55
*the current zoning code at 1477 Huntington Avenue is “BC” (Business Commercial). However, if the proposed 7-story multi-family residential development is approved, then the zoning will likely be changed as part of the process. For the purpose of this analysis, the noise standard for mixed-use zoning is used.

Under the Preferred Site Plan, noise from the project’s mechanical equipment would be up to 62 dBA at the neighboring land uses to the east and southeast, up to 64 dBA at the neighboring land uses to the south, up to 61 dBA at the single-family homes to the west, and up to 65 dBA at the neighboring land uses to the north. The noise reduction from a solid rooftop barrier is estimated to reduce mechanical noise levels by 2 to 7 dBA at the neighboring land uses.

Under the Alternative Site Plan, noise from the project’s mechanical equipment would be up to 65 dBA at the neighboring land uses to the east and southeast, up to 64 dBA at the neighboring land uses to the south, up to 66 dBA at the single-family homes to the west, and up to 66 dBA at the neighboring land uses to the north. The noise reduction from a solid rooftop barrier is estimated to reduce mechanical noise levels by 3 to 8 dBA at the neighboring land uses.

Although calculations of the preliminary mechanical equipment show that mechanical equipment noise would exceed the nighttime noise limits, the mechanical equipment models have not been 180 El Camino Real, South San Francisco, CA ADMINISTRATIVE DRAFT #2 – 12 July 2022 Technical Noise Study Page 28
finalized. There are also other potential noise treatments to reduce mechanical equipment noise at the neighboring land uses such as taller rooftop barrier, turning off/reducing mechanical loads during nighttime hours, and selecting quieter equipment models. Since the project is required to confirm with City’s municipal code requirements, this is a less than significant impact with mitigation.

Mitigation Measure NO-1: Mechanical Equipment Noise Analysis A detailed analysis of noise from the project’s final mechanical equipment system must be conducted during the architectural design phase to confirm that the noise from equipment will comply with the City’s municipal code requirements.

5.3.3 Parking Structure Noise (CEQA Checklist a)

5.3.3.1 Thresholds of Significance
Parking lot noise in the parking structure that exceeds the limits set forth in Table 8.32.030 of the City’s municipal code is considered a significant impact.

5.3.3.2 Parking Structure Noise Impact Assessment
According to the project’s Trip Generation Assessment8, there will be a total project trips of 774 during the AM peak hour and 728 during the PM peak hour under the Preferred Site Plan.

Under the Alternative Site Plan, there would be a total project trips of 832 during the AM peak hour and 796 during the PM peak hour. For the purposes of this analysis, the worst-case total project trips of 832 under the Alternative Site Plan is used.

To calculate noise from the seven-story parking structure, we used the Traffic Noise Model (TNM 2.5) to model cars traveling inside the parking structure. The model included vehicles scattered throughout the seven-story parking structure since it was assumed that not all of the vehicles would park on the ground floor.

The neighboring receiver located closest to the parking structure is the proposed housing development to the east at 410 Noor Avenue. The calculated noise level at the nearest neighboring receiver is a peak hour Leq of up to 63 dBA. The calculated noise level was adjusted upward by 3 dBA to account for acoustical reflections. Our calculation did not include an adjustment for acoustical shielding from the parking structure since the parking structure design is not finalized and would likely have significant openings to allow for natural ventilation.

Since noise associated with cars traveling in the parking structure is expected to occur for a cumulative period of more than 30 minutes in the peak-hour, the L50 noise standard is used to assess the noise from cars traveling in the parking structure. According to Table 8.32.030, the L50 standard is 60 dBA during the “daytime” hours of 7 a.m. and 10 p.m. and 55 dBA during the “nighttime” hours of 10 p.m. and 7 a.m. Since the AM and PM peak traffic hours are expected to occur during “daytime” hours, the “daytime” L50 noise standard of 60 dBA is used to assess the 8 Fehr & Peers, Trip Generation Assessment for 180 El Camino Real/Steelwave, April 2022. 180 El Camino Real, South San Francisco, CA ADMINISTRATIVE DRAFT #2 – 12 July 2022 Technical Noise Study Page 29
parking structure noise impact. The calculated parking structure noise of 63 dBA exceeds the daytime L50 standard of 60 dBA and therefore, this is considered a potentially significant impact.

However, since the project is required to meet the City’s municipal code requirements, this is a less than significant impact with mitigation.

Mitigation Measure NO-2: Parking Structure Noise
Detailed analysis of noise from the project’s parking structure design must be conducted during the architectural design phase to confirm that noise from the parking structure will comply with the City’s municipal code requirements. Possible measures could include solid exterior walls along the east and south elevations of the parking structure to reduce sound transfer to adjoining land uses.

5.3.4 Loading Dock (CEQA Checklist a)

5.3.4.1 Thresholds of Significance
Loading dock activity noise that exceeds the limits set forth in Table 8.32.030 of the City’s municipal code is considered a significant impact.

5.3.4.2 Loading Dock Activity Noise Impact Assessment
Under the Preferred Site Plan, the project includes a loading dock between R&D Buildings 1 and 3 with access from the south interior street. There is also a loading dock between R&D Building 2 and the parking structure. Under the Alternative Site Plan, there would be an additional loading dock east of R&D Building 4. Figure 6 shows the loading dock locations.

According to the Project Description, loading would be allowed 24 hours per day, subject to approval of a CUP.
180 El Camino Real, South San Francisco, CA ADMINISTRATIVE DRAFT #2 – 12 July 2022 Technical Noise Study Page 30
Figure 6: Loading Dock Locations
Noise associated with loading docks was modeled using SoundPLAN which has source noise levels for truck engines, loading activities, and truck brake air release. These noise sources are relatively brief and are therefore compared to the City’s noise levels for noises occurring for less than 1 minute in an hour. Since the nearest neighboring land uses are all zoned “ECRMX”, the daytime and nighttime noise level limits are Lmax 75 dBA and 80 dBA, respectively. This includes a 20 dBA upward adjustment consistent with Section 8.32.030.a.5 of the municipal code.

Table 10 shows the calculated noise levels from the loading dock noise at the nearest receivers.

Noise levels exceeding the nighttime standard are bolded. 180 El Camino Real, South San Francisco, CA ADMINISTRATIVE DRAFT #2 – 12 July 2022 Technical Noise Study Page 31
Table 10: Calculated Loading Dock Noise
Receiver
Loading Dock Noise Sources
Daytime
Standard
Nighttime
Standard
Truck
Brake
Air
Release
Truck
Engine
Loading
Activities
East of Building 4 Loading Dock (YMCA) 79 76 75 80 75
East of Building 4 Loading Dock
(410 Noor Avenue)
75 71 70 80 75
North of Building 2 Loading Dock (Retail) 77 72 71 80 75 South of Building 1 and 3 Loading Dock
(Retail Commercial) 74 72 73 80 75
Table 10 shows that noise from truck brake air release and engine are calculated to meet the daytime noise standard of 80 dBA but exceed the nighttime noise standard of 75 dBA. Loading dock noise exceeding he nighttime noise standard is considered potentially significant.

However, since the project is required to confirm with City’s municipal code requirements, this is a less than significant impact with mitigation.

Mitigation Measure NO-3: Loading Dock Noise
Detailed analysis of noise from the project’s loading docks must be conducted during the architectural design phase to confirm that noise from loading dock activities will comply with the City’s municipal code requirements. Possible measures could include a loading dock enclosure, property line noise barrier at the YMCA, or limiting the hours of use to daytime only (7 a.m. to 10 p.m.).

5.4 Airport Noise (CEQA Checklist c)
Analysis outside of RGD scope and will be provided by others. * * *
180 El Camino Real Residences
South San Francisco, California

ALUC ENVIRONMENTAL NOISE ANALYSIS
28 February 2022
Prepared for: Bridget Metz
Steelwave
101 California Street, Suite 800
San Francisco, CA 94111
[email protected]
Prepared by: Salter
Skyler Carrico – Consultant
Valerie Smith, PE – Vice President
[email protected]
[email protected]
Salter Project: 22-0062
180 El Camino Real Residences
28 February 2022
ALUC Environmental Noise Analysis

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1.0 INTRODUCTION
We have conducted an Airport Land-Use Commission (ALUC) environmental noise analysis for the proposed multi-family housing project at 180 El Camino Real in South San Francisco.

This report is broken into the following sections:
● Section 1.0 – Introduction
● Section 2.0 – Acoustical Criteria
● Section 3.0 – Noise Environment
● Section 4.0 – Recommendations
● Appendix A – Fundamentals of Environmental Acoustics
● Appendix B – SFO ALUCP 2020 Contours, with Project Site Indicated ● Appendix C – 2019 SFO Noise Contour Map, with Project Site Indicated ● Appendix D – 2021 3rd Quarter Noise Contour Overlay, December 2019 Airport Director’s Report, with Project Site and Nearby Monitors Indicated
Those readers not familiar with the fundamental concepts of environmental noise may refer to Appendix A and Figure A1 for additional information.

1.1 Executive Summary
The proposed project at 180 El Camino Real will consist of four buildings (three Research & Development buildings and one multi-family residential building). The site is located along South Spruce Avenue, between El Camino Real and Huntington Avenue. This ALUC study only addresses the residential building.

In summary:
● The project site is located near the CNEL1 65 to 70 dB contours for airport noise for the three available site noise contour maps (See Section 3.2 and Appendices B, C, and D for further information).
● Per the South San Francisco Noise Element, the ALUC uses the “latest quarterly noise contour report to determine the compatibility of land use plans”. This quarterly noise contour is shown in Appendix D. The 2021 3
rd Quarter contours indicate the site is outside of the CNEL 65 dB contour for airport noise.
1 CNEL (Community Noise Equivalent Level) – A descriptor for a 24-hour A-weighted average noise level. CNEL accounts for the increased acoustical sensitivity of people to noise during the evening and nighttime hours. CNEL penalizes sound levels by 5 dB during the hours from 7 PM to 10 PM and by 10 dB during the hours from 10 PM to 7 AM. For practical purposes, the CNEL and DNL are usually interchangeable.
180 El Camino Real Residences
28 February 2022
ALUC Environmental Noise Analysis

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● The project can achieve the State Building Code standard of CNEL 45 dB indoors with the use of commercially-available windows and conventional wood-frame construction.

2.0 ACOUSTICAL CRITERIA

2.1 State Noise Standards
The 2019 California Building Code requires that the indoor noise level in residential units of multi-family projects not exceed DNL2 45 dB.

2.2 City Noise Standards
The City also has the following related policies:
o Policy 9-I-1: Work to adopt a pass-by (single event) noise standard to supplement the current 65 dB CNEL average noise level standard as the basis for aircraft noise abatement programs. o Policy 9-I-2: Work to adopt a lower average noise standard for aircraft-based mitigation and land use controls.
o Policy 9-I-4: Ensure that project applications for all new noise-sensitive land uses (plans and specifications), including hospitals and residential units proposed within the CNEL 60 dB to CNEL 69 dB aircraft noise contour include an acoustical study prepared by a professional acoustic engineer, that specifies the appropriate noise mitigation features to be included in the design and construction of these uses, to achieve an interior noise level of not more than CNEL 45 dB in any habitable room, based on the latest official SFIA noise contours3and on-site noise measurement data.
o Policy 9-I-6: Require that applicants for new noise-sensitive development in areas subject to noise generators producing noise levels greater than 65 dB CNEL, obtain the services of a professional acoustical engineer to provide a technical analysis and design of mitigation measures. o Policy 9-I-7: Where site conditions permit, require noise buffering for all noise-sensitive development subject to noise generators producing noise levels greater than 65 dB CNEL. This noise attenuation method should avoid the use of visible sound walls, where practical. o Policy 9-I-10: Do not allow new residential or noise sensitive development in the CNEL 70 dB+ areas impacted by SFO operations, as required by Airport Land Use Commission infill criteria, with 2 DNL (Day-Night Average Sound Level) – A descriptor for a 24-hour A-weighted average noise level. DNL accounts for the increased acoustical sensitivity of people to noise during the nighttime hours. DNL penalizes sound levels by 10 dB during the hours from 10 PM to 7 AM. For practical purposes, the DNL and CNEL are usually interchangeable. DNL is sometimes written as Ldn.
3 We understand the latest noise contours are the 2021 3 rd Quarter noise contours. See Appendix D.
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the exception of projects deemed appropriate by the City Council and to the extent necessary, approved through the local agency override process.
4 o Policy 9-I-11: Require new residential development in area between the most recent FAAaccepted 65 and 70 dB CNEL aircraft noise contours for San Francisco International Airport (SFO), or those projects deemed appropriate by the City Council and, to the extent necessary, approved through the local agency override process4, to grant an avigation easement to the City and County of San Francisco, as proprietor of SFO.

The City of South San Francisco’s Noise Element notes that the San Mateo County ALUC will need to approve new development prior to permit issuance. The Noise Element identifies the following ALUC land-use compatibility guidelines for residential land use:

Table 1: Land Use Criteria for Noise-Impacted Areas
CNEL Range General Land Use Criteria
Less than 65 dB Satisfactory; no special insulation requirements 65 to 70 dB Development requires analysis of noise
reduction requirements and noise insulation as
needed
Over 70 dB Development should not be undertaken
To determine if a site is in an aircraft noise-impacted area, the ALUC determines the CNEL 65 dB boundary using the following resources:
o The federal CNEL 65 dB boundary is determined using the most recent noise exposure map (NEM) as accepted by the FAA under the Federal Aviation Regulation (FAR) Part 150 Noise Compatibility Program. At this time, the latest accepted NEM is the Final 2019 Noise Exposure Map5. This map is included in Appendix C with the project site indicated. o The state CNEL 65 dB boundary is determined from the quarterly noise contours, based on the required airport noise monitoring system. Appendix D contains the 2021 3 rd Quarter noise contour
overlay, as well as the directors report with the approximate location of the project site indicated.

Per the Noise Element, the ALUC uses the latest quarterly noise contour to determine the compatibility of land use plans. Appendix D contains the 2021 3
rd Quarter Noise Contour overlay.
4 Per the General Plan Amendment Resolution #20-870, which was passed on 1 December 2020. Amendment information provided by Genna Yarkin on 28 February 2022.
5 Per www.flysfo.com, this NEM was submitted for approval in July 2018. The Final 2019 map is dated 13 August 2015. 180 El Camino Real Residences
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2.3 SFO Comprehensive Airport Land Use Compatibility Plan Table IV-I of the November 2012 Comprehensive Airport Land Use Compatibility Plan for the Environs of San Francisco International Airport contains the following polices and compatibility criteria for evaluating multi-family residential land uses.
o Policy NP-1 Noise Compatibility Zones: For the purposes of ALUC, the projected 2020 CNEL noise contour map from the Draft Environmental Assessment for the Proposed Runway Safety Area Program shall define the boundaries within which noise compatibility policies described in this Section shall apply.
o Policy NP-2 Airport Noise/Land Use Compatibility Criteria: The compatibility of proposed land uses located in the Airport noise compatibility zones shall be determined according to the noise/land use compatibility criteria shown in Table IV-1 [excepts shown below as Table 2]. The criteria indicate the maximum accepted airport noise levels, described in terms of CNEL, for the indicated land uses. The compatibility criteria indicate whether a proposed land use is “compatible”, “conditionally compatible”, or “not compatible” within each zone, designated by the identified CNEL ranges.

Table 2: ALUCP Noise/Land Use Compatibility Criteria
CNEL Range Land Use
Less than 65 dB Land use and related structures compatible without restrictions. 65 to 70 dB Land use and related structures are permitted, provided that sound insulation is provided to reduce interior noise levels from exterior sources to CNEL 45 dB or lower and that an avigation easement is granted to the City and County of San Francisco as operator of SFO.
70 dB to 75 dB Land use and related structures are not compatible. However, use is conditionally compatible only on an existing lot of record zoned only for residential use as of the effective date of the ALUCP. Use must be sound-insulated to achieve an indoor noise level of CNEL 45 dB or less from exterior sources.

Over 75 dB Land use and related structures are not compatible o Policy NP-4 Residential Uses Within CNEL 70 dB Contour: As described in Table IV-1, residential uses are not compatible in areas exposed to noise above CNEL 70 dB and typically should not be allowed in high noise areas.
– Policy NP-4.1 Situations Where Residential Use is Conditionally Compatible: Residential uses are considered conditionally compatible in areas exposed to noise above CNEL 70 dB only if the proposed use is on a lot of record zoned exclusively for residential use as of the effective date of the ALUCP. In such a case, the residential use must be sound-insulated to achieve an indoor noise level of CNEL 45 dB or less from exterior sources. The property owner also shall grant an 180 El Camino Real Residences
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avigation easement to the City and County of San Francisco in accordance with Policy NP-3 prior to issuance of a building permit for the proposed building or structure.

3.0 NOISE ENVIRONMENT

3.1 Project Description
The project site is located in South San Francisco, and is bounded by El Camino Real, Huntington Street, and South Spruce Avenue. It is also near San Francisco International Airport (SFO). The major noise source at the project site is traffic along these roads, and flyovers from SFO.

To quantify the existing noise environment, we conducted three long-term noise measurements between 19 and 21 January 2022 (see Figure 1 for measurement locations and measured noise levels). The long-term noise monitors were installed at a height of approximately 12 feet above grade.

A future traffic analysis was not provided for this project. Therefore, we have added 1 dB to the calculated noise levels to account for general future traffic increases6.

3.2 Noise from SFO
Per the published resources, the site is exposed to the following noise levels from SFO airport:
o November 2012 Comprehensive Airport Land Use Compatibility Plan: Exhibit IV-6 shows the site within or directly on the CNEL 70 dB contour. This exhibit references noise contours provided in 2011. See Appendix B for the project site location.
o Final 2019 Noise Exposure Map: Appendix C contains the Part 150 map generated by the San Francisco International Airport. Per the exhibit, it was submitted on 13 August 2015. This exhibit references sources from 2014 for the creation of the noise contours.

Salter has added an overlay of the project site to the Part 150 map to clarify the project location. Per this map, the majority of the project site is located within the CNEL 65 to 70 dB contour. o December 2019 Airport Director’s Report7: See Appendix D for the approximate site location. Per this overlay8, the project site is fully beyond the CNEL 65 contour. This information is based on 2021 noise monitoring.
6 The California Department of Transportation assumes a traffic volume increase of three-percent per year, which corresponds to a 1 dB increase in DNL over a ten-year period. 7 Due to decreased noise levels from March 2020 onward due to the pandemic, we have used the December 2019 Airport Director’s Report.
8 SFO 2021 3rd Quarter CNEL Overlay
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GIS maps of historical quarterly noise reports are not available at this time. We have reviewed the noise levels provided in the monthly Airport Director’s Reports dating back to January 2019. For the three noise monitors closest to the project site, noise levels are generally below CNEL 69 dB. The graph below shows the monthly measured noise levels since January 2019. Detailed information is provided in Appendix D, along with information on the noise monitor locations.

3.3 Site Noise Context
The main noise sources at the project site include vehicle passbys on the nearby roadways and aircraft overflights from SFO. We conducted noise measurements at the project site (see Figure 1), which collected noise data from both the car passbys and the aircraft overflights. We measured on-site noise levels of CNEL 71 to 75 dB at roads surrounding the project site (see Figure 1).

Since both car and aircraft noise exist at the site, we have referenced the Airport Director’s Report to determine the aircraft contribution to noise at the site. The Airport Director’s Report summarizes the noise data from 29 noise monitors managed by the airport that continuously collect noise data. In general, these airport noise monitors are located away from major roadways, reducing the amount of 30 40
50 60
70 80
90 January
February
March
April
May
June
July
August
September
October
November
December
January
February
March
April
May
June
July
August
September
October
November
December
January
February
March
April
May
June
July
August
September
October
November
December
2019 2020 2021
Measured CNEL (dB)
Data from Airport Noise Director's Reports
(January 2019 to December 2021)
Site 4 (SSF) Site 6 (SSF) Site 14 (SSF)
CNEL 70 dB
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traffic noise that is collected (see data for aircraft noise presented in Appendix D), so that the airport contribution can be determined.

Using the 2019 December Airport Director’s Report9, the contribution of airport noise at the site is expected to approximately CNEL 69 dB10. Logarithmically, subtracting the aircraft contribution from our noise measurements would result in a noise level of approximately CNEL 69 dB from traffic:

CNEL 75
a dB [from aircraft+traffic] – CNEL 69b dB [from aircraft] = CNEL 74c dB [from traffic] a = measured at project site, see Figure 1
b = determined from 2019 December Airport Director’s Report c = calculated
See Appendix A for additional information on decibel mathematics.

Individual aircraft flyovers from SFO are significantly louder than individual car passbys, but the flyovers occur at a lower frequency than the car passbys, resulting in similar average overall noise levels (CNEL).

For reference, CNEL above 70 dB are common along large roadways and rail lines. Figure 9-2 of the South San Francisco Noise Element indicates that noise levels in South San Francisco were estimated to be above CNEL 70 dB in 2006 in the vicinity of I-280, I-380, US 101, and along the Caltrain line. Recent noise measurements indicate that noise levels are above CNEL 70 dB along El Camino Real.

4.0 RECOMMENDATIONS
To meet the Code criterion of CNEL 45 dB inside residences, it will be necessary for the windows and exterior doors to have STC11 ratings. Our calculations are based on preliminary drawings dated 6 January 2022 and the following assumptions and understandings of the current design:
● Living rooms are 12 by 15 feet
● Bedrooms are 10 by 12 feet
● Glazing is 50% of the facade
● Flooring is hard surfaced in all rooms, including bedrooms ● Residences have 9-foot-tall ceilings
9 Due to decreased noise levels from March 2020 onward due to the pandemic, we have used the December 2019 Airport Director’s Report.
10 The project site is near Airport Noise Monitors 04, 06, and 14. We have referenced Monitor 04 for this CNEL level. 11 STC (Sound Transmission Class) – A single-number rating defined in ASTM E90 that quantifies the airborne sound insulating performance of a partition under laboratory conditions. Increasing STC ratings correspond to improved airborne sound insulation.
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Based on the above, the following is a summary of our initial analysis:
● Rooms along Spruce: STC ratings up to 43
● Rooms along the east and west facades: STC ratings up to 38 ● Rooms along the south facade: STC ratings up to 35
The recommended STC ratings are for full window assemblies (glass and frame) rather than just the glass itself. Tested sound-rated assemblies should be used. For reference, typical construction-grade assemblies achieve an STC rating of 28. Where STC ratings above 32 are required, at least one pane will need to be laminated. STC ratings above 38 typically require IGU greater than one-inch thick. This will vary depending on the window manufacturer.

Since the windows need to be closed to achieve an indoor DNL of 45 dB, an alternative method of supplying fresh air (e.g., mechanical ventilation) should be provided. This issue should be discussed with the project mechanical engineer.

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APPENDIX A: FUNDAMENTAL CONCEPTS OF ENVIRONMENTAL NOISE This section provides background information to aid in understanding the technical aspects of this report.

Three dimensions of environmental noise are important in determining subjective response. These are:
● The intensity or level of the sound
● The frequency spectrum of the sound
● The time-varying character of the sound
Airborne sound is a rapid fluctuation of air pressure above and below atmospheric pressure. Sound levels are usually measured and expressed in decibels (dB), with 0 dB corresponding roughly to the threshold of hearing.

The "frequency" of a sound refers to the number of complete pressure fluctuations per second in the sound. The unit of measurement is the cycle per second (cps) or hertz (Hz). Most of the sounds, which we hear in the environment, do not consist of a single frequency, but of a broad band of frequencies, differing in level. The name of the frequency and level content of a sound is its sound spectrum. A sound spectrum for engineering purposes is typically described in terms of octave bands, which separate the audible frequency range (for human beings, from about 20 to 20,000 Hz) into ten segments.

Many rating methods have been devised to permit comparisons of sounds having quite different spectra.

Surprisingly, the simplest method correlates with human response practically as well as the more complex methods. This method consists of evaluating all of the frequencies of a sound in accordance with a weighting that progressively de-emphasizes the importance of frequency components below 1000 Hz and above 5000 Hz. This frequency weighting reflects the fact that human hearing is less sensitive at low frequencies and at extreme high frequencies relative to the mid-range.

The weighting system described above is called "A"-weighting, and the level so measured is called the "A-weighted sound level" or "A-weighted noise level." The unit of A-weighted sound level is sometimes abbreviated "dB." In practice, the sound level is conveniently measured using a sound level meter that includes an electrical filter corresponding to the A-weighting characteristic. All U.S. and international standard sound level meters include such a filter. Typical sound levels found in the environment and in industry are shown in Figure A1.

Although a single sound level value may adequately describe environmental noise at any instant in time, community noise levels vary continuously. Most environmental noise is a conglomeration of distant noise sources, which results in a relatively steady background noise having no identifiable source. These distant sources may include traffic, wind in trees, industrial activities, etc. and are relatively constant from moment to moment. As natural forces change or as human activity follows its daily cycle, the sound level may vary slowly from hour to hour. Superimposed on this slowly varying background is a succession of identifiable noisy events of brief duration. These may include nearby activities such as single vehicle passbys, aircraft flyovers, etc. which cause the environmental noise level to vary from instant to instant. 180 El Camino Real Residences
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To describe the time-varying character of environmental noise, statistical noise descriptors were developed. "L10" is the A-weighted sound level equaled or exceeded during 10 percent of a stated time period. The L10 is considered a good measure of the maximum sound levels caused by discrete noise events. "L50" is the A-weighted sound level that is equaled or exceeded 50 percent of a stated time period; it represents the median sound level. The "L90" is the A-weighted sound level equaled or exceeded during 90 percent of a stated time period and is used to describe the background noise.

As it is often cumbersome to quantify the noise environment with a set of statistical descriptors, a single number called the average sound level or "Leq" is now widely used. The term "Leq" originated from the concept of a so-called equivalent sound level which contains the same acoustical energy as a varying sound level during the same time period. In simple but accurate technical language, the Leq is the average A-weighted sound level in a stated time period. The Leq is particularly useful in describing the subjective change in an environment where the source of noise remains the same but there is change in the level of activity. Widening roads and/or increasing traffic are examples of this kind of situation.

In determining the daily measure of environmental noise, it is important to account for the different response of people to daytime and nighttime noise. During the nighttime, exterior background noise levels are generally lower than in the daytime; however, most household noise also decreases at night, thus exterior noise intrusions again become noticeable. Further, most people trying to sleep at night are more sensitive to noise. To account for human sensitivity to nighttime noise levels, a special descriptor was developed. The descriptor is called the Ldn (Day/Night Average Sound Level), which represents the 24- hour average sound level with a penalty for noise occurring at night. The Ldn computation divides the 24- hour day into two periods: daytime (7:00 am to 10:00 pm); and nighttime (10:00 pm to 7:00 am). The nighttime sound levels are assigned a 10 dB penalty prior to averaging with daytime hourly sound levels.

For highway noise environments, the average noise level during the peak hour traffic volume is approximately equal to the Ldn.

The effects of noise on people can be listed in three general categories:
● Subjective effects of annoyance, nuisance, dissatisfaction ● Interference with activities such as speech, sleep, and learning ● Physiological effects such as startle, hearing loss
The sound levels associated with environmental noise usually produce effects only in the first two categories. Unfortunately, there has never been a completely predictable measure for the subjective effects of noise nor of the corresponding reactions of annoyance and dissatisfaction. This is primarily because of the wide variation in individual thresholds of annoyance and habituation to noise over time.

Thus, an important factor in assessing a person's subjective reaction is to compare the new noise environment to the existing noise environment. In general, the more a new noise exceeds the existing, the less acceptable the new noise will be judged.
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With regard to increases in noise level, knowledge of the following relationships will be helpful in understanding the quantitative sections of this report:

Except in carefully controlled laboratory experiments, a change of only 1 dB in sound level cannot be perceived. Outside of the laboratory, a 3 dB change is considered a just-noticeable difference. A change in level of at least 5 dB is required before any noticeable change in community response would be expected.

A 10 dB change is subjectively heard as approximately a doubling in loudness, and would almost certainly cause an adverse community response.
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APPENDIX B: SFO ALUCP 2020 CONTOURS, WITH PROJECT SITE INDICATED

APPENDIX B
SFO ALUCP 2020 Contours, with Project Site Indicated

APPENDIX B
SFO ALUCP 2020 Contours, with Project Site Indicated
A1
A1
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APPENDIX B: SFO ALUCP 2020 CONTOURS, WITH PROJECT SITE INDICATED 280
380
101
101
101

EL CAMINO REAL

CALLAN BLVD

SSION RD

GRAND AVE

HILLSIDE BLVD

SNEATH LN

PARK WY

OAKMONT DR

FLEETWOOD DR

SHARP PARK RD

ARROYO DR

S AIRPORT BLVD

N MCDONNELL RD

LOMITA AVE

S SPRUCE AVE

CHESTNUT AVE

S MCDONNELL RD

E GRAND AVE

WESTB OROU GH BLVD

HOLLY AVE

S LINDEN AVE

UTAH AVE

CRESTMO OR DR

JENEVEIN AVE

MADIS O N AVE

HICKEY BLVD

CRY S TAL S PRINGS RD

E SAN BRUNO AVE

W SAN BRUNO AVE

W O RANGE AVE

ALTA MESA DR

PARK BLVD

ROL LINGWOOD DR

MAGNOLIA AVE

ORANGE AVE

EVERGREEN AVE

SAN MATEO AVE

OLYMPIC DR

JUNIPERO SERRA BLVD

GLENVIEW DR

WHITMAN WY

RIDGEWOOD DR

EARL A V E

ST FRANCIS BLVD

RICHMOND DR

GATEWAY DR

CRESTWOOD DR
7TH AVE

SKYLINE BOULEVARD

A VALON DR

LITTLEFIELD AVE

BAYSHORE HWY

EL CAMINO REAL

EUCALYPTUS AVE

TAYLOR BLVD

MOSSWOOD LN

BARCELONA DR
82 GRAND AVE

HICKEY BLVD

W SAN BRUNO AVE

SNEATH LN

SKYLINE BOULEVARD

SAN MATEO AVE

HUNTINGTON AVE

SNEATH LN

HELEN DR
Pacifica Pacifica
San Bruno San Bruno
South San Francisco South San Francisco
Millbrae Millbrae
Daly City Daly City
Burlingame Burlingame
Colma Colma Brisbane Brisbane
San Andreas Lake San Andreas Lake
0 0.2 0.4 0.1
Miles
Exhibit IV-6
Comprehensive Airport Land Use Plan
for the Environs of San Francisco International Airport

NOISE COMPATIBILITY ZONES --
DETAIL
NORTH
Municipal Boundary
Road
Regional Park or Recreation Area
Freeway
Railroad
San Francisco San Francisco
International Airport International Airport
C/CAG
City/County Association of Governments
of San Mateo County, California
Noise Contour Data:
- Draft Environmental Assessment, Proposed Runway Safety Area Program, San Francisco International Airport. URS Corporation and BridgeNet International, June 2011
County Base Maps:
- San Mateo County Planning & Building Department, 2007 Local Plans:
- Burlingame Bayfront Specific Area Plan, August 2006
- Burlingame Downtown Specific Plan, January 2009
- Burlingame General Map, September 1984
- North Burlingame/ Rollins Road Specific Plan, February 2007 - Colma Municipal Code Zoning Maps, December 2003
- Daly City General Plan Land Use Map, 1987
- Hillsborough General Plan, March 2005
- Millbrae Land Use Plan, November 1998
- Pacifica General Plan, August 1996
- San Bruno General Plan, December 2008
- San Mateo City Land Use Plan, March 2007
- San Mateo County Zoning Map, 1992
- South San Francisco General Plan, 1998
San Francisco San Francisco
Bay Bay
LEGEND
CNEL Contour, 2020 Forecast
Hospital
Place of Worship
School
Airport Property
BART Station
CALTRAIN Station
Open Space
Planned use not mapped
Public
Multi-Family Residential
Single Family Residential
Commercial
Industrial, Transportation, and Utilities
Local Park, Golf Course, Cemetery
Mixed Use
Transit Oriented Development
Sources:

Planned Land Use Per General Plans:

CNEL 75 dB
Elevation 13.2 Feet Elevation 13.2 Feet
10 L
10 R
1 R
1 L
19 R
CNEL 70 dB
CNEL 65 dB
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APPENDIX C: 2019 SFO PART 150 NOISE CONTOUR MAP, WITH PROJECT SITE

INDICATED
1 180 El Camino Real Residences
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APPENDIX D: DECEMBER 2019 AIRPORT DIRECTOR’S REPORT, WITH PROJECT SITE AND

NEARBY MONITORS INDICATED
Monthly Noise Monitor Data from Historical Airport Director’s Reports12 The following noise monitors (Monitors 4, 6, and 14) appear to be closest to the site at 180 El Camino Real.
12 Accessed from https://www.flysfo.com/community/noise-abatement/reports-and-resources/airport-directors-report 30 40
50 60
70 80
90 January
February
March
April
May
June
July
August
September
October
November
December
January
February
March
April
May
June
July
August
September
October
November
December
January
February
March
April
May
June
July
August
September
October
November
December
2019 2020 2021
Measured CNEL (dB)
Data from Airport Noise Director's Reports
(January 2019 to December 2021)
Site 4 (SSF) Site 6 (SSF) Site 14 (SSF)
CNEL 70 dB
180 ECR
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The table below summarizes noise levels from December 2021 to January 2019 at the three locations closest to the 180 El Camino Real site. Noise levels were below 70 dB at all locations at all times.

Year Month Aircraft CNEL (dBA) from Directors Reports
Site 4 (SSF) Site 6 (SSF) Site 14 (SSF)
December 69 66 61
November 67 65 61
2021
October 68 66 61
September 69 66 61
August 68 65 61
July 69 65 61
June 69 65 61
May 69 65 60
April 68 65 61
March 68 64 59
February 68 65 60
January 67 64 60
2020
December 67 65 60
November 67 63 59
October 66 63 59
September 61 58 53
August 62 59 54
July 61 58 54
June 62 59 54
May 62 59 54
April 62 59 54
March 62 59 53
February 63 60 55
January 64 61 56
2019
December 63 60 55
November 62 60 55
October 63 60 56
September 64 61 56
August 64 60 55
July 63 60 55
June 63 59 54
May 64 60 55
April 64 61 56
March 64 62 57
February 64 61 56
January 66 63 59
See the following figure for the 2021 3
rd Quarter CNEL Project Site Overlay.

Figure 1
Noise Contour Map (2021 Q3)Source: AEDT version 3c

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Images used by SFO are Rights Managed Images and have
speciÿc usages deÿned. Please see photography usage
guidelines document for more information and only use
approved images on SFO Widen Media Collective.

Airport Director’s Report
Presented at the August 5, 2020
Airport Community Roundtable Meeting
Aircraft Noise Abatement Office
December 2019

r
l
l
l
l
AircraftNoiseLevels December2019
Themapshows29aircraftnoisemonitoringlocationsthatkeeptrackof noiselevelsinthecommunitiesaroundtheairport.Imagecenteredon SFOairportshowsquarterlyaircraftnoiselevels(dBA)exposure.The greenzonemarks65dBACommunityNoiseExposureLevel(CNEL).The CNELmetricisusedtoassessandregulateaircraftnoiseexposurein communitiessuroundingtheairport.
27 26
21 25 24
20 23
7 146
17 15
19 18 3
16 4
2 Thegraphbelowshows
aircraftnoiseeventsthat
producedanoiselevel
higherthanthemaximum
alowabledecibelvalue
establishedfora
particularmonitoring
site.

SignificantExceedances
5 1
22 8
9 11
10 29
13 Noise
Events
Aircraft Community
(AVG CNEL SEL LMax CNEL
Site City Day) (dBA) (dBA) (dBA) (dBA)
1 SanBruno 145 72 94 79 69
2 SanBruno 40 53 82 71 64
3 SSF 28 52 81 69 64
4 SSF 97 67 91 79 60
5 SanBruno 108 66 89 77 64
6 SSF 92 64 88 77 57
7 Brisbane 17 49 81 71 58
8 Milbrae 276 67 86 70 69
9 Milbrae 26 51 82 71 59
10 Burlingame 12 47 85 71 59
11 12
13 Burlingame
FosterCity
Hilsborough
25 328
6 52
62 35
84 82
81 71
72 70
59 60
56 14 SSF 87 60 84 72 60
15 SSF 125 59 83 70 60
16 SSF 77 59 84 72 59
17 SSF 83 58 83 71 58
18 19
DalyCity
Pacifica
90 75
64 60
88 86
76 74
60 58
20 21
DalyCity
SanFrancisco
26 7
48 40
80 77
69 67
60 57
22 SanBruno 108 59 82 71 66
23 SanFrancisco 71 54 81 69 65
24 SanFrancisco 16 45 79 68 61
25 SanFrancisco 23 43 76 64 55
26 SanFrancisco 4 38 80 68 59
27 SanFrancisco 7 46 87 73 90
28 29
RedwoodCity
SanMateo
5 50
41 54
83 82
69 71
53 60
Noise Monitor's CNEL values (top) are derived from
actual measured events and are used to validate the
65dBA CNEL noise footprint. Aircraft and Community
monthly CNEL average for each monitor site are
provided, along witha daily average aircraft counts with the average Sound Exposure Level (SEL) and Maximum
Level (LMax).
12 ©2020Mapbox©OpenStreetMap Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec 1000
1500
2000
2500
AircraftSignificantExceedances
2,089
28 Year
2016
2017
2018
2019
Note:Site2onlinestarting11/20/2019
1 0
Operations December2019
MonthlyOps AVGDailyOps 12MonthAVG YOYGrowth MajorArivalandDepartureRoutes(WestFlow) 36,814 1,188 37,764
WestFlowisdepictedintheaboveimageandis
apredominateflowatSFO.

WestFlow
80%
-1.5%
December2019AverageDay(Hourly)
60 50
40 30
20 10
Arrivals
Departures
AVGDayOps
1AM3AM5AM7AM9AM
11AM
1PM3PM5PM7PM9PM
11PM
ArivalRoute DepartureRoute
DowntheBayvs 19%
32%
8%
27%
37%
28%

r
r
I
t
r

1.BDEGA A.GAP
TopDestinations Peninsula B.SSTIK 2.DYAMD C.NITE 8%
LosAngeles Seatle LasV
75%
25% 3.SERFR
0%
egas 1.1BDEGAEast D.TRUKNRWY01 41%
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RunwayUtilization LateNightPreferential RunwayUtilization RunwayUse(1am-6am) Arivals Departures
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ElGranada 2 1,073
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HalfMoonBay 2 9 AnnualAVG
Other RoundtableMenloPark 22 1,930
Milbrae 7 39 177,683
Montara 1 364
MossBeach 1 6 New
Pacifica 25 3,205 Reporters
PortolaValey 26 6,994
RedwoodCity 17 1,477 74
SanBruno 7 113
SanCarlos 1 34 New SanFrancisco 44 5,593 Reporters SanMateo 24 1,035 SouthSanFra. 10 155 TopCity
Woodside 9 2,887 SanFrancisco
Alameda 5 106
Aptos 6 241 Furthest
BenLomond 3 16 Report
Berkeley 14 3,240
BonnyDoon 2 27 88miles
BoulderCreek 7 123
Brookdale 1 1 Reportsper
Capitola 14 1,361 SFO
CarmelValey 2 26 Operation
CastroValey 1 1 4 Cupertino 1 1,536
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LosGatos 86 10,196
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Oakland 31 7,491
Orinda 3 36
tOperations
15 PaloAlto 157 34,551
Penngrove 1 11
Richmond 6 4,037
60 60
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Saratoga 2 218
Fligh
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SFO
Soquel 56 8,744
Stanford 4 791 0
Sunnyvale 8 788
Watsonvile 1 193
GrandTotal 1,004 152,709
12AM
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SJC
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Source:SFOIntlAirportNoiseMonitoringSystem
68%
0 APPENDIX F

TRANSPORTATION IMPACT ANALYSIS
180 El Camino Real/
Steelwave
Administrative Draft Transportation Impact Analysis
Prepared for:

Raney Planning & Management, Inc.

June 29, 2022
SF22-1215
Table of Contents

1. Project Description ................................................................................................................... 1

2. Environmental Setting .............................................................................................................. 5

2.1 Roadway Facilities ................................................................................................................................................................. 5

2.2 Transit Facilities and Service ............................................................................................................................................. 6

2.2.1 Regional Transit Service ......................................................................................................................................... 6

2.2.2 Shuttle Service ............................................................................................................................................................ 8

2.3 Pedestrian Facilities .............................................................................................................................................................. 9

2.3.1 The Centennial Way Trail ....................................................................................................................................... 9

2.3.2 Sidewalks ....................................................................................................................................................................10

2.3.3 Pedestrian Facilities immediately adjacent to the Project site ..............................................................12

2.3.4 Pedestrian Facilities near the San Bruno BART/SamTrans Hub ............................................................13

2.4 Bicycle Facilities ...................................................................................................................................................................14

2.5 Emergency Access, Response, and Evacuation .......................................................................................................15

3. Transportation Analysis .......................................................................................................... 19

3.1 Significance Criteria ...........................................................................................................................................................19

3.1.1 Vehicle Miles Traveled (VMT) .............................................................................................................................19

3.1.2 Geometric Design Hazards ..................................................................................................................................20

3.1.3 Bicycle, Pedestrian, and Transit .........................................................................................................................20

3.1.4 Emergency Access ..................................................................................................................................................20

3.2 Analysis Scenarios...............................................................................................................................................................20

3.2.1 Existing Conditions .................................................................................................................................................21

3.2.2 Existing Plus Project Conditions ........................................................................................................................21

3.2.3 Cumulative Conditions ..........................................................................................................................................21

3.2.4 Cumulative Plus Project Conditions .................................................................................................................22

3.3 Vehicle Miles Traveled ......................................................................................................................................................22

3.4 Trip Generation, Distribution, and Assignment ......................................................................................................24

3.4.1 Project Trip Generation .........................................................................................................................................24

3.4.2 Project Trip Distribution .......................................................................................................................................26

3.4.3 Project Trip Assignment .......................................................................................................................................26

3.5 Site Plan Review...................................................................................................................................................................27

3.5.1 Pedestrian and Bicycle Circulation ...................................................................................................................27

3.5.2 Vehicle Access and Truck Loading ...................................................................................................................28

3.6 Huntington Avenue Road Diet ......................................................................................................................................29

3.7 Intersection Operations Analysis ..................................................................................................................................30

3.8 Bicycle, Pedestrian, and Transit .....................................................................................................................................31

3.8.1 Bicycle and Pedestrian Analysis .........................................................................................................................31

3.8.2 Transit Analysis ........................................................................................................................................................32

4. Impacts and Mitigations......................................................................................................... 37

4.1 Vehicular Traffic ...................................................................................................................................................................37

4.1.1 Vehicle Miles Traveled ..........................................................................................................................................37

4.2 Bicycle, Pedestrian, and Transit .....................................................................................................................................38

4.3 Project Hazards ....................................................................................................................................................................39

4.4 Emergency Access ..............................................................................................................................................................39 Appendices
Appendix A: Relevant Plans & Policies
Appendix B: VMT Technical Context
Appendix C: Trip Generaton Memorandum
Appendix D: Intersection Operations Results
List of Figures
Figure 1-1: Project Location ............................................................................................................................................................. 2 Figure 1-2A: Project Site Plan – Ground Level .......................................................................................................................... 3 Figure 1-2B: Project Site Plan – Aerial .......................................................................................................................................... 4 Figure 2-1: Existing Transit Service ............................................................................................................................................. 17 Figure 2-2: Existing and Planned Bicycle Facilities ............................................................................................................... 18 Figure 3-1: Project Trip Distribution and Assignment ........................................................................................................ 35 Figure 3-2: Project Site Improvement Considerations ........................................................................................................ 36 List of Tables
Table 3.1 Preferred Site Plan Trip Generation ........................................................................................................................ 25 Table 3.2 Alternative Site Plan Trip Generation ..................................................................................................................... 26 Table 3.3 El Camino Real / South Spruce Avenue PM Intersection Operations Results………………………………31 180 El Camino Real/Steelwave
Transportation Impact Analysis
June 2022
1 1. Project Description
The transportation impact analysis (TIA) evaluates potential transportation impacts associated with the 180 El Camino Real/Steelwave development project (“Project”), which is located at 180-188 El Camino Real and 415 Spruce Avenue in South San Francisco. The Project consists of the demolition of a vacant shopping center and the development of a life sciences campus, including three, six-story research and development (R&D) buildings, a seven-story parking structure, and a seven-story multi-family residential building on an

11.21 acre irregularly shaped site in the City of South San Francisco. The City of South San Francisco General Plan designates the site as ‘El Camino Real Mixed Use’.

The Project site is in South San Francisco and is bounded by South Spruce Avenue to the north, Huntington Avenue to the east, retail to the south (retail frontages along Noor Avenue), and El Camino Real to the west.

The site is situated in a mixed-use area, adjacent to single-family residences to the north and west, commercial and light industrial uses to the east, and commercial businesses to the south. The Project would redevelop the existing vacant shopping center to provide a site subdivided into three parcels (Lot B-D, each with different land uses). The northwest portion of the site, Lot A, is a separately approved project with a supermarket, Safeway, and retail use. Under the preferred site plan, Lot B is multi-family residential proposed with 183 dwelling units, Lot C is life sciences/research & development (R&D) space proposed with approximately 800,000 square feet of office space, and lot D has a parking structure for employees of the R&D uses on Lot C. New interior east-west streets will bisect the site and pedestrian and bicycle connections will allow people to travel between site uses. The alternative site plan replaces Lot B with a research and development building which increases the total square footage of office space for the site to approximately 920,000 square feet.

The Project site is located less than 0.25 miles from San Mateo County Transit District (SamTrans) Route ECR and is approximately 0.5 miles north of the San Bruno Bay Area Rapid Transit (BART) Station. Fehr & Peers has reviewed the Project’s proposed Transportation Demand Management (TDM) Plan dated February 2, 2022. The Plan was prepared to meet City ordinance requirements, to reduce peak period vehicle trips, and to justify a parking supply that is lower than required by City code. The TDM Plan serves to encourage nonauto trips and seeks to reduce drive-alone vehicle trips.

Figure 1-1 shows the Project location and the surrounding roadway system. Figure 1-2A presents a ground level view of the Project site plan, and Figure 1-2B presents an aerial view of the site plan, both of which were received from Raney Planning & Management. All figures in the report can be found at the end of their respective sections.

Crestmoor
Canyon
·82
%&280
%&380
N:\Projects\2022_Projects\SF22-1215_180ECR\Graphics\AI
Project Location
Figure 1-1
101
·82
%&280
%&380
Project Site
SamTrans Hub
City Limits
BART
Caltrain
Centennial Way Trail
S Maple
Ave
Hun�ngton Ave
Miller Ave
Baden Ave
San Mateo Ave
Chestnut Ave
S Airport Blvd
Westborough Bl
El Camino Real
El Camino Real
San Bruno Ave W
Harbor Wy
S Linden Ave
Orange Ave
Grand Ave
N McDonnell Rd
Utah Ave
Gateway Bl
Sneath Lane
San Bruno Ave E
Cherry Ave
Dorado Wy
Spruce Ave
Avalon Dr
Mitchell Ave
San
Bruno
South
San Francisco

DOWNTOWN

LINDENVILLE

BAYHILL
Tanforan
Shopping
Center
Orange
Memorial
Park
San Bruno
South San
Francisco
San Bruno
San Bruno
BART

CALTRAIN

0.5 mi

0.25 mi

Project Site Plan - Ground Level
Figure 1-2A
N:\Projects\2022_Projects\SF22-1215_180ECR\Graphics\AI
Source: Skidmore, Owings, & Merrill LLP

EL CAMINO REAL

S SPRUCE AVE

HUNTINGTON AVE
R&D
BLDG 01
R&D
BLDG 02
R&D
BLDG 03

SAFEWAY
GARAGE

RESIDENTIAL

S SPRUCE AVE

HUNTINGTON AVE
R&D
R&D

SAFEWAY

RESIDENTIAL
LOBBY
LOBBY
LOBBY
LOBBY
BLDG 01

AMENITIES
BLDG 03
BLDG 02

GARAGE EL CAMINO REAL
Source: Skidmore, Owings, & Merrill LLP

SAFEW AY

RESIDEN TI AL
BLDG 01
BLDG 03
BLDG 02

GARA GE

EL CAMINO REAL
Project Site Plan - Aerial
Figure 1-2B
N:\Projects\2022_Projects\SF22-1215_180ECR\Graphics\AI
180 El Camino Real/Steelwave
Transportation Impact Analysis
June 2022
5 2. Environmental Setting
This section describes the existing transportation and circulation setting in the vicinity of the Project site:
the existing roadway network, transit network and service, pedestrian conditions, bicycle conditions, and emergency vehicle access. A description of agencies with jurisdiction over transportation in South San Francisco and a summary of relevant plans and policies are provided in Appendix A.

2.1 Roadway Facilities
The Project is located southeast of the intersection of El Camino Real and South Spruce Avenue. Regional access to the site is provided via El Camino Real to the west and I-380 to the south. Relevant roadway plans and policies (e.g., South San Francisco General Plan, South San Francisco Pedestrian Plan, South San Francisco Bicycle Plan, San Bruno Walk ’N Bike Plan) are discussed in Appendix A. Vehicular access to the Project site is provided via three interior streets: a northern interior street that bisects the site from east to west and provides access to El Camino Real and Huntington Ave, a southern interior street that runs east to west and provides access to El Camino Real, and a third interior street on the east site of the Project site that runs from north to south connecting the two driveways on Huntington Avenue and providing vehicle access to the parking structure. The interior streets include driveways to the Project site parking stalls, the Safeway and retail, and two loading docks.

Key local roadways in the vicinity of the Project site are described below:
 I-380 is an eight-lane freeway linking I-280 to the west and US-101 to the east, and I-380 is located less than one mile south of the Project site and provides the closest freeway access to the Project via El Camino Real (SR-82), southwest of The Shops at Tanforan. I-380 splits San Bruno creating a barrier to north-south bicycle and pedestrian connectivity. Near the Project site, I-380 carries about 170,000 vehicles per day.
 US-101 is an eight-lane freeway and principal north-south roadway connection between San Francisco, San Jose, and intermediate San Francisco Peninsula cities. In South San Francisco, US-101 is located east of the Project Site and can be accessed via El Camino Real and I-380. Near the Project, US-101 carries about 265,000 vehicles per day and defines the East of 101 area’s western edge and is a barrier to east-west bicycle and pedestrian connectivity. Closest access from the Project site to US101 is available through the I-380 on- and off-ramps at El Camino Real. Ramps providing direct access to US-101 are located at San Bruno Avenue, Produce Avenue/South Airport Boulevard, and Grand Avenue.
 I-280 is a major north-south eight-lane freeway that runs from San Jose to San Francisco, mostly parallel to US-101, and serves San Francisco Peninsula cities west of US-101 and El Camino Real.

Connections to I-280 from the Project site is provided at on- and off-ramps at Sneath Lane, and through the I-380 on- and off-ramps at El Camino Real.
180 El Camino Real/Steelwave
Transportation Impact Analysis
June 2022
6  State Route 82/El Camino Real is a north-south arterial roadway and State Highway that runs northsouth from I-880 in San Jose to I-280 in San Francisco along the San Francisco Peninsula. Within the vicinity of the Project, El Camino Real is a six-lane roadway and connects with I-380 approximately

0.6 miles south of the Project site, providing regional vehicle access in all directions. El Camino Real carries about 45,00 vehicles per day.
 Sneath Lane is a four lane east-west arterial within the City of San Bruno. Located south of the Project site, Sneath Lane connects Huntington Avenue with El Camino Real. The road intersects and provides access to three major north-south regional roadways: Skyline Boulevard (SR-35), I-280, and El Camino Real (SR-82).
 South Spruce Avenue is an east-west four lane arterial that connects Huntington Avenue with downtown South San Francisco to the north and El Camino Real to the west.  Huntington Avenue is a four lane north-south arterial which serves the San Bruno BART and San Bruno Caltrain Stations and provides access to the Project site via two driveways on the west side of Huntington Avenue. Pedestrians and bicyclists may access the Centennial Way Trail along Huntington Avenue approximately 250 feet east of the intersection of Sneath Lane and Huntington Avenue.

Huntington Avenue is being considered for a road diet from five lanes to three lanes to provide space for bike lanes in each direction of travel. See Section 3.6 and Appendix A for more information on proposed changes along Huntington Avenue.
 Noor Avenue is a two lane east-west street that connects Huntington Avenue with El Camino Real south of the Project site. The roadway has a center left turn lane to provide access to commercial uses.

2.2 Transit Facilities and Service
The Project site is served by regional rail and bus transit services. The San Bruno BART Station is located approximately 0.5 miles south of the Project site and local shuttle service is provided at the Station, including the Bayhill San Bruno Shuttle. SamTrans bus service runs along El Camino Real and Huntington Avenue, near the Project site, and many SamTrans routes connect at a hub adjacent to the San Bruno BART Station.

The San Bruno Caltrain Station is also located along Huntington Avenue, approximately 1.2 miles south of the Project site. The existing transit services are shown in Figure 2-1. Relevant transit plans and policies are discussed in Appendix A.

Transit service described in this section reflect service operations in Spring 2022. Due to the atypical travel patterns during the COVID-19 pandemic, transit service has been temporarily reduced or altered. Agencies continue to assess and understand the effects of the pandemic, and changes to service are expected to continue.

2.2.1 Regional Transit Service
The following transit services operate within South San Francisco and San Bruno, and are accessible from the Project site by walking, bicycling, first- and last-mile shuttle connection, or parking at the rail service stations:
180 El Camino Real/Steelwave
Transportation Impact Analysis
June 2022
7 Bay Area Rapid Transit (BART) provides regional rail service between the East Bay, San Francisco, and San Mateo County, connecting San Francisco International Airport and Millbrae Intermodal Station to the south, San Francisco to the north, and Oakland, Richmond, Pittsburgh/Bay Point, Dublin/Pleasanton and Fremont in the East Bay. The San Bruno BART Station is the closest station to the Project site, located approximately

0.5 miles to the south of the Project at 1151 Huntington Avenue. The Station provides service along the Richmond-Millbrae Line and the Antioch-SFO/Millbrae Line and provides a transfer point to other BART lines at Balboa Park. Trains provide service from 5:00 AM to 12:00 AM on weekdays, 6:00 AM to 12:00 AM on Saturdays, and 8:00 AM to 9:00 PM on Sundays. Trains operate on 15-minute headways during peak hours and 20-minute headways during off-peak hours.

Caltrain provides passenger rail service on the Peninsula between San Francisco and San Jose and limitedservice trains to Morgan Hill and Gilroy during weekday commute periods. The San Bruno Caltrain Station is located approximately 1.2 miles south of the Project at 833 San Mateo Avenue. The Caltrain Station serves local and limited-service trains. The Station provides weekday service from 5:40 AM to 12:00 AM with headways varying between 15-45 minutes during peak hours and 60-minute headways during off-peak hours. By 2024, Caltrain plans to complete its electrification project to support the operation of faster and more frequent rail service on the Peninsula.

San Mateo County Transit District (SamTrans) provides bus service in San Mateo County. There are five bus stops located near the Project site, which are serviced by Routes ECR, 141, and 39. Route ECR operates every 15 minutes on weekdays and every 20-30 minutes on weekends. There are two Route ECR bus stops in the vicinity of the Project site: a northbound bus stop on the northeast corner of the intersection of El Camino Real and South Spruce Avenue/Hazelwood Drive, and a southbound bus stop located north of the intersection of El Camino Real and Brentwood Drive. Both bus stops can be accessed from the Project site via the driveways on El Camino Real, the pedestrian crossing at the signalized intersection of El Camino Real and South Spruce Avenue/Hazelwood Drive, and the continuous sidewalks along El Camino Real.

Route 141 operates every 30-40 minutes on weekdays and every 60 minutes on weekends. Route 141 is served by two bus stops in the vicinity of the Project site: a northbound midblock bus stop on the east side of Huntington Avenue between South Spruce Avenue and Noor Avenue, and a southbound midblock bus stop located on the west side of Huntington Avenue. This southbound stop is located approximately 140 feet south of the northbound bus stop. The northbound bus stop will be moved south with completion of the 1477 Huntington Avenue development. In addition to the relocation, the stop will receive improvements including a crosswalk, pedestrian lighting, and transit stop amenities. Residents, employees, and visitors of the Project site can access these bus stops via the two Project driveways on Huntington Avenue, the pedestrian crossing at the signalized intersection of South Spruce Avenue and Huntington Avenue, and the continuous sidewalks along Huntington Avenue.

Route 39 is a school-oriented service route that operates on weekdays. Route 39 is served by two bus stops in the vicinity of the Project site: a northbound bus stop at the intersection of Hazelwood Drive and Northwood Drive that provides a school-oriented service towards Alta Loma School at 8:14 am, and a 180 El Camino Real/Steelwave
Transportation Impact Analysis
June 2022
8 southbound bus stop at the intersection of Hazelwood Drive and Kenwood Drive that provides a return school-oriented service from Alta Loma School that arrives at 3:45 pm on Monday, Tuesday, Thursday, and Friday and at 2:45 pm on Wednesday. Both bus stops can be accessed from the Project site via the driveways on El Camino Real, the pedestrian crossing at the signalized intersection of El Camino Real and South Spruce Avenue/Hazelwood Drive, and the continuous sidewalks along Hazelwood Drive.

Additional SamTrans stops are within walking and biking distance from the Project site, including a major transit stop located adjacent to the San Bruno BART Station which currently serves Routes 140, 141, and ECR. Route 140 operates every 60 minutes. Additional ECR bus stops are approximately 0.4 miles from the Project site. A southbound ECR bus stop is located at the intersection of Brentwood Drive and El Camino Real, approximately 250 feet south of the intersection of South Spruce Avenue and El Camino Real, and northbound and southbound ECR bus stops are located on Sneath Lane, approximately 300 feet west of the intersection of Sneath Lane and Huntington Avenue.

SamTrans is in the process of evaluating existing routes and developing additional routes to improve the experience for existing riders, grow new and more frequent ridership, and improve the efficiency and effectiveness of SamTrans as a mobility provider. Reimagine SamTrans1, approved by the SamTrans Board of Directors in March 2022 and will be implemented in the summer of 2022, is a comprehensive operational analysis (COA) that will make changes to bus service frequencies to better serve San Mateo County. Routes 140, 141, and ECR will receive changes to their service patterns. Route 140 will be discontinued and its service split into two routes: a rerouted Route 141, and a new route, Route 142. The service changes and additional information on how changes to bus service may affect future employees and residents of the Project is discussed in Section 3.8.2.

2.2.2 Shuttle Service
The Bayhill San Bruno shuttle provides commute period first- and last-mile connections from major employers in San Bruno to the San Bruno BART Station and operates approximately every 15-20 minutes during the AM and PM peak periods. The shuttle runs in a clockwise loop along Sneath Lane, Huntington Avenue, San Bruno Avenue, and Cherry Avenue with stops at the San Bruno BART Station (approximately

0.5 miles from the Project site) and at 850 Cherry Avenue (approximately 1.4 miles from the Project site).

Residents of the Project may take the Bayhill San Bruno Shuttle to reach employment centers west of Huntington Avenue. The free South City shuttle offers commute period first- and last-mile connections from the South San Francisco BART Station to the City of South San Francisco including to downtown, South San Francisco schools and parks, and SamTrans bus routes. The shuttle operates in a clockwise and counterclockwise loop every 45-50 minutes. Employees and residents of the Project may take the free South 1 San Mateo County Transit District (SamTrans). 2022. Reimagine SamTrans, Available: https://www.reimaginesamtrans.com. Accessed: May 18, 2022. 180 El Camino Real/Steelwave
Transportation Impact Analysis
June 2022
9 City shuttle from El Camino Real at West Orange Avenue, approximately 0.7 miles north of the Project site, to travel within South San Francisco.

Three Peninsula Traffic Congestion Relief Alliance (Commute.org) shuttles provide weekday service through South San Francisco; however, no stops exist near the Project site. Commute.org has a Bicycle to Work Rewards Program that rewards San Mateo County residents, workers, and students up to $100 for logging bicycle commutes that begin or end in the county. Additionally, commuters who live and work in San Mateo County are eligible for the Guaranteed Ride Home program, in which Commute.org will cover the cost of a ride home, up to $60 per trip with a maximum of four trips per calendar year, in case of illness or bicycle theft/breakage.

2.3 Pedestrian Facilities
Pedestrian facilities include trails, sidewalks, crosswalks, and pedestrian signals.

2.3.1 The Centennial Way Trail
The Centennial Way Trail is a 2.85-mile rail-trail that begins north of the San Bruno BART Station along Huntington Avenue and continues north until the South San Francisco BART Station at Bart Road. The Trail runs parallel to Huntington Avenue near the Project site and is an approximately 10 feet wide paved trail suitable for pedestrians and bicyclists and lit for night use. With the completion of the residential development at 1477 Huntington Avenue, employees, residents, and visitors of the Project, along with other members of the community, will be able to access the Trail via a public access easement on the east side of Huntington Avenue, opposite the Project’s southern driveway. Specific details of the trail connection are still being finalized; however, the trail will be a minimum of five feet wide and will likely include pedestrian amenities such as benches, trashcans, pedestrian-scaled lighting, and bicycle racks. Residents and employees may also access the Centennial Way Trail along South Spruce Avenue approximately 500 feet east of the Project site, and at the end of the trail on Huntington Avenue north of the San Bruno BART Station. The photo below shows the Centennial Way Trail entrance along South Spruce Avenue facing south. 180 El Camino Real/Steelwave
Transportation Impact Analysis
June 2022
10 2.3.2 Sidewalks
Roadways within the Project vicinity have continuous sidewalks, including both sides of El Camino Real, Huntington Avenue, and South Spruce Avenue. Additionally, there are continuous sidewalks between the San Bruno BART Station and the Project site. Sidewalks on Huntington Avenue and South Spruce Avenue are generally in good condition, although there are a few minor cracks in the pavement.

The photos below show the sidewalk on the south side South Spruce Avenue along the Project frontage facing east (1) and west (2).

Centennial Way Trail entrance along South Spruce Avenue facing south.

Source: Fehr & Peers, 2022
180 El Camino Real/Steelwave
Transportation Impact Analysis
June 2022
11 Sidewalks along El Camino Real are in poor condition with lots of cracking, grade changes that have certain portions of the sidewalk at roadway level, and light poles that narrow the sidewalk to approximately 3.5 feet. Along the Project site perimeter on El Camino Real, sidewalk widths vary from 4.5 feet at the intersection of South Spruce Avenue/Hazelwood Drive to the north and 9 feet to the south. Sidewalks on South Spruce Avenue along the Project site perimeter are 8-9 feet wide; and sidewalks on Huntington Avenue range from 8-10 feet near the San Bruno BART Station to 5-9 feet along the Project site perimeter.

Upon completion of the Project, sidewalks immediately adjacent to the Project site are expected to be rebuilt to City standards.

The next set of photos show the sidewalk on the east side of El Camino Real along the Project frontage facing south.

S. Spruce Ave. facing west. Sidewalk is
wide, sloping, and has utilities in the center
of the sidewalk.

Source: Fehr & Peers, 2022
S. Spruce Ave. facing east. Sidewalk is wide,
sloping, and has cracks due to growth
underneath the pavement.

Source: Fehr & Peers, 2022
180 El Camino Real/Steelwave
Transportation Impact Analysis
June 2022
12 2.3.3 Pedestrian Facilities immediately adjacent to the Project site The City recently improved the pedestrian crossing along Terrace Drive at the intersection of South Spruce Avenue/Huntington Avenue/Terrace Drive – the crosswalk is raised, the curb ramps were upgraded, and new ADA-compliant push buttons are placed on the poles adjacent to the crosswalk. Additionally, the crosswalks were restriped across Huntington Avenue and the west leg of South Spruce Avenue.

Pushbuttons at the southwest and southeast corners, to cross Huntington Avenue and South Spruce Avenue on the west leg, were not updated as part of these improvements and are non-ADA compliant.

Residents and employees of the Project are likely to cross the intersection to access the Centennial Way Trail.

The intersection of El Camino Real/ South Spruce Avenue/Hazelwood Drive has pedestrian crossings along each of the four approaches striped as ladder crosswalks. Push buttons are present and pedestrian signal heads display a flashing hand. Three of the four intersection curb ramps do not have truncated domes. The curb ramp at the northeast corner, adjacent to the See’s Candies and which provides a pedestrian connection to the northbound SamTrans Route ECR bus stop, has truncated domes. The remaining three curb ramps at this intersection do not have truncated domes. Residents, employees, and visitors of the Project are likely to cross the intersection to access SamTrans bus stops on El Camino Real, transit stops on Hazelwood Drive, and commercial uses west of the Project.

Hazelwood Drive has discontinuous pedestrian facilities on the south side between El Camino Real and Kenwood Way. The sidewalk on the south side is narrow and ends at a landscaping island for the parking lot. The crosswalk across Kenwood Way at Hazelwood Drive is striped to the landscaping island, which is Sidewalk is uneven, cracked, and at roadway
grade.

Source: Fehr & Peers, 2022
Sidewalk narrows at light pole.

Source: Fehr & Peers, 2022
Sidewalk is uneven and plants create
obstruction that narrow the path of travel.

Source: Fehr & Peers, 2022
180 El Camino Real/Steelwave
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June 2022
13 filled with a gravel material. Due to the condition of the pedestrian facilities on the south side of Hazelwood Drive, people traveling from the Project site would likely cross twice at the intersection of El Camino Real/ South Spruce Avenue/Hazelwood Drive and walk along the north side of Hazelwood Drive to access commercial uses west of the site, which increases pedestrians’ exposure to oncoming vehicles and increases the risk of a pedestrian collision.

2.3.4 Pedestrian Facilities near the San Bruno BART/SamTrans Hub Huntington Avenue and Sneath Lane, both major arterials, intersect just north of the San Bruno BART Station. Pedestrians will likely cross this intersection when walking to the San Bruno BART and Caltrain Stations, as well as to The Shops at Tanforan. The roadways serve vehicles at relatively high speeds, and the wide crossing distances for pedestrians make it a potential challenge for bicycle and pedestrian activity.

Bicyclists and pedestrians traveling north from the transit stations to the Project site may avoid the intersection by traveling along the Centennial Way Trail. However, bicyclists and pedestrians traveling to downtown San Bruno will likely travel through the intersection of Huntington Avenue and Sneath Lane, as many commercial uses are west of Huntington Avenue. The relatively large crossing distances may be a safety concern for pedestrians as the distance exposes pedestrians to oncoming vehicles for a longer time.

Additionally, the wide slip lane allows for vehicles exiting the San Bruno BART parking garage to travel at higher speeds, and because drivers are not able to view pedestrians head on, sight distance can make it difficult for drivers to spot pedestrians.

At the intersection of Huntington Avenue and Sneath Lane, pedestrian signal heads display a countdown to let pedestrians know how much time they have remaining to cross, and the standard crosswalk striping is in good condition and visible to drivers. A continental or ladder crosswalk would provide higher visibility for pedestrians than a standard crosswalk and these have been shown to increase motorist yielding to pedestrians. The curb cuts align well with the crosswalk striping; however, do not have tactile domes for ADA accessibility. East of the intersection of Huntington Avenue and Sneath Lane on the southern sidewalk adjacent to the San Bruno BART Station, pedestrians pass two driveway crossings where buses travel in and out of the SamTrans hub. These crossing have faded striping and are missing tactile pads, which are important for ADA accessibility.

Roadway lighting is present along the east side of El Camino Real adjacent to the Project site, spaced at intervals of 150 feet. South Spruce Avenue does not have roadway lighting on the south side adjacent to the Project site. Photometric analysis could be conducted along the sidewalks that front the proposed Project. This photometric analysis would assess if pedestrian level lighting output along the Project site frontage meets guidance and is sufficient for pedestrian comfort and safety.

Relevant pedestrian plans and policies are discussed in Appendix A. 180 El Camino Real/Steelwave
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June 2022
14 2.4 Bicycle Facilities
Bicycle facilities consist of separated bikeways, bicycle lanes, routes, trails, and paths, as well as bike parking, bike lockers, and showers for cyclists. Caltrans recognizes four classifications of bicycle facilities:
 Class I – Shared-Use Pathway: Provides a completely separated right-of-way for the exclusive use of cyclists and pedestrians with cross-flow minimized (e.g. off-street bicycle paths).  Class II – Bicycle Lanes: Provides a striped lane for one-way travel on a street or highway. May include a “buffer” zone consisting of a striped portion of roadway between the bicycle lane and the nearest vehicle travel lane.
 Class III – Bicycle Route: Provides for shared use with motor vehicle traffic; however, are often signed or include a striped bicycle lane.
 Class IV – Separated Bikeway: Provides a right-of-way designated exclusively for bicycle travel adjacent to a roadway and which are protected from vehicular traffic. Types of separation include, but are not limited to, grade separation, flexible posts, inflexible physical barriers, or on-street parking.

The area surrounding the Project site has disconnected bicycle facilities with planned bikeways that will complete the bike network. Many bicycle routes in South San Francisco are Class III bicycle routes that are connected facilities throughout downtown South San Francisco. The majority of San Bruno does not have existing bikeways, and several roadways downtown and along transit corridors have planned Class III and Class IV bikeways. Current bicycle facilities and planned bikeways in the Project vicinity, as designated by the South San Francisco Bicycle Master Plan (2011) and the draft Active South City Plan (ongoing), are shown in Figure 2-2 and discussed below.
 The Centennial Way Trail is a Class I mixed-use trail that runs north-south connecting the South San Francisco BART Station to the San Bruno BART Station. Employees and residents of the Project can acess the Centennial Way Trail via the two Project site driveways on Huntington Avenue, the pedestrian crossing at the signalized intersection of South Spruce Avenue and Huntington Avenue, and the proposed midblock pedestrian crossing on Huntington Avenue that will be installed with the completion of the 1477 Huntington Avenue project. The 1477 Huntington Avenue project will also install a bicycle and pedestrian pathway that will connect Huntington Avenue with the Centennial Way Trail.
 North of Sneath Lane, Huntington Avenue is a Class III bicycle route, which continues as a Class III bicycle route along South Spruce Avenue through downtown South San Francisco. A Class II bicycle lane is planned on Huntington Avenue beween South Spruce Avenue and Sneath Lane. A Class IV protected bikeway is proposed between Sneath Lane and the San Bruno Caltrain Station. This pathway would join the Centennial Way Trail near the Huntington Avenue and Sneath Lane intersection to the San Bruno BART and San Bruno Caltrain Stations to provide a completely protected, car free path for bicyclists along the transit corridor. Employees and residents of the 180 El Camino Real/Steelwave
Transportation Impact Analysis
June 2022
15 Project site will have access to these bicycle facilities via the two Project driveways on Huntington Avenue.
 Class II bicycle lanes are provided on Sneath Lane; however, they are disconnected through the intersection of Sneath Lane at El Camino Real, and at the I-280 on- and off- ramps. Class II bicycle lanes are planned to close the gaps and continue the bike facilities through these intersections.

Employees and residents of the Project site will have access to this bicycle facility via the two Project site driveways on Huntington Avenue; the Centennial Way Trail, which can be accessed on South Spruce Avenue and the bicycle and pedestrian connection from Huntington Avenue that will be installed with the completion of the 1477 Huntington Avenue project, and the proposed Class II facilities on Huntington Avenue.
• Hazelwood Drive is designated as a Class III bicycle route consisting of sharrows that connects the residential neighborhood east to El Camino Real and South Spruce Avenue, northwest of the Project site.

Bicyclists will primarily access the Project site via Huntington Avenue and the Centennial Way Trail. The lack of separation from higher speed vehicle traffic, the lack of protected intersections, and a disconnected bicycle network are all challenges to cycling in the area. Challenges to cycling related to safety, comfort, access, and circulation, create barriers for people who may bike but have access to other forms of mobility.

Huntington Avenue between South Spruce Avenue and Sneath Lane is being considered for a road diet to reduce vehicle lanes from two lanes in each direction with a center left-turn lane to one vehicle lane and bike lanes in each direction to support bicycling in the area.

Additional relevant bicycle plans and policies are discussed in Appendix A.

2.5 Emergency Access, Response, and Evacuation
Emergency vehicles typically use major streets through the study area when heading to and from an emergency and/or emergency facility. Arterial roadways allow emergency vehicles to travel at higher speeds and provide enough clearance space to permit other traffic to maneuver out of the path of the emergency vehicle and yield the right-of-way. The Project site has four driveways: two on El Camino Real and two on Huntington Avenue. Emergency vehicle access to the Project site is along arterials, primarily from El Camino Real, Sneath Lane, and Huntington Avenue. El Camino Real has three travel lanes in each direction, and Sneath Lane and Huntington Avenue have two travel lanes in each direction. The Project site is located approximately 1.5 miles north of the San Bruno Fire Department at 555 El Camino Real. Travel time is approximately six minutes from the San Bruno Fire Station to the Project site. The second closest fire station is the South San Francisco Fire Station 62, located approximately 2.5 miles east of the Project site at 249 Harbor Way. The Station travel time is approximately seven to ten minutes and there are many routes to travel to the Project site. The planned road diet along Huntington Avenue, is not expected to increase vehicle travel times significantly. A discussion of the planned road diet is provided in Section 3.6 and in Appendix A. The Preliminary Site Fire Protection Plan included in the El Camino Real Mixed Use Project 50% 180 El Camino Real/Steelwave
Transportation Impact Analysis
June 2022
16 Design Development Submittal, dated May 11, 2022, provides fire truck turning templates to show the site is designed to allow larger vehicle turning movements, and identifies fire truck access locations from the north and south internal roadways into the lawn to access the buildings on site.

In the event of an evacuation, residents and employees will be able to evacuate the site via the site driveways on El Camino Real and Huntington Avenue. The Project is surrounded by local and regional roadways that support evacuation.

Crestmoor
Canyon
101
·82
%&280
%&380

Transit Services
BART
Caltrain
SamTrans Route 141 and nearest stops to project site
SamTrans Route ECR and nearest stops to project site
SamTrans other routes and nearest stops to project site Free South City Shuttle
SamTrans Route 39 and nearest stops to project site
Bayhill San Bruno Shuttle
Project Site
Figure 2-1
N:\Projects\2022_Projects\SF22-1215_180ECR\Graphics\AI
Existing Transit Service
SamTrans Hub
S Maple
Ave
Hun�ngton Ave
Miller Ave
Baden Ave
San Mateo Ave
Chestnut Ave
S Airport Blvd
El Camino Real
El Camino Real
San Bruno Ave W
Harbor Wy
S Linden Ave
Orange Ave
Grand Ave
N McDonnell Rd
Utah Ave
Gateway Bl
Sneath Lane
San Bruno Ave E
Cherry Ave
Spruce Ave
Avalon Dr
Mitchell Ave
San
Bruno
South
San Francisco

DOWNTOWN

LINDENVILLE

BAYHILL
Tanforan
Shopping
Center
Orange
Memorial
Park
San Bruno
140
BH
140
292
140
292
141
141
398
398
398
ECR
ECR
SSF
141
South San
Francisco
San Bruno
San Bruno
BART

CALTRAIN

CALTRAIN
39 0.5 mi
N:\Projects\2022_Projects\SF22-1215_180ECR\Graphics\AI
Existing and Planned Bicycle Facilities
101
·82
%&280
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Figure 2-2
Class II Bicycle Lane
Class I Shared Path Class I Shared Path
Class II Bicycle Lane
Class III Bicycle Route Class III Bicycle Route
Class IV Separated Bikeway
Existing Bikeways Planned Bikeways
Project Site
Centennial Way Trail
City Limits

0.5 mi
San
Bruno
South
San Francisco

DOWNTOWN

LINDENVILLE

BAYHILL
Tanforan
Shopping
Center
Orange
Memorial
Park

S Maple
Ave
Hun�ngton Ave
Miller Ave
Baden Ave
San Mateo Ave
Chestnut Ave
S Airport Blvd
El Camino Real
El Camino Real
San Bruno Ave W
Harbor Wy
S Linden Ave
Orange Ave
Grand Ave
N McDonnell Rd
Utah Ave
Gateway Bl
Sneath Lane
Cherry Ave
Spruce Ave
Avalon Dr
Mitchell Ave
New Southline
Avenue
South San
Francisco
San
Bruno
San
Bruno

CALTRAIN

CALTRAIN
BART
180 El Camino Real/Steelwave
Transportation Impact Analysis
June 2022
19 3. Transportation Analysis
This section includes analysis and findings of Project effects on transportation services and facilities, including motor vehicle travel and operations, transit service, pedestrian facilities, and bicycle facilities. The amount and distance of motor vehicle travel was analyzed using vehicle miles traveled (VMT). Technical context for VMT analysis is presented in Appendix B. This section also describes site plan access and circulation. Bicycle, pedestrian, and transit impacts were qualitatively assessed using transportation planning and engineering methods and practices.

3.1 Significance Criteria
The impacts of the Project related to transportation would be considered significant if any of the following Standards of Significance are exceeded, in accordance with Appendix G of the California Environmental Quality Act (CEQA) Guidelines:
• Conflict with a program plan, ordinance or policy addressing the circulation system, including transit, roadway, bicycle, and pedestrian facilities;
• Conflict or be inconsistent with CEQA Guidelines section 15064.3, subdivision (b) related to VMT; • Substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses (e.g., farm equipment); or • Result in inadequate emergency access
Thresholds of significance used in this document are based on Appendix G criteria as well as local considerations from adopted policies by the City of South San Francisco. The criteria of significance apply to all Project scenarios as measured against the corresponding no Project scenarios.

3.1.1 Vehicle Miles Traveled (VMT)
Pursuant to City of South San Francisco Resolution 77-2020 and CEQA Guidelines Section 15064.3, subdivision (b)(1), the following screening criteria applies to land use projects:

Presumption of Less Than Significant Impact Near Transit Stations: CEQA Guideline Section 15064.3, subdivision (b)(1), states that lead agencies generally should presume that certain projects (including residential, retail, and office projects, as well as projects that are a mix of these uses) proposed within ½ mile of an existing major transit stop or an existing stop along a high-quality transit corridor will have a less-than-significant impact on VMT. This presumption would not apply, however, if Project-specific or location-specific information indicates that the Project will still generate significant levels of VMT. For example, the presumption might not be appropriate if the Project:
o Has a Floor Area Ratio (FAR) of less than 0.75
180 El Camino Real/Steelwave
Transportation Impact Analysis
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20 o Includes more parking for use by residents, customers, or employees of the Project than required by the jurisdiction (if the jurisdiction requires the Project to supply parking) o Is inconsistent with the applicable Sustainable Communities Strategy (as determined by the lead agency, with input from the Metropolitan Planning Organization) o Replaces affordable residential units with a smaller number of moderate- or high-income residential units
If a land use Project is not presumed to have a less than significant impact, the following criteria applies:
• A significant impact would occur if development of the Project would generate per-capita vehicle miles traveled (VMT) greater than the City’s adopted threshold of greater than 15 percent below the regional average.

3.1.2 Geometric Design Hazards
• A significant impact would occur if the Project substantially increases hazards to street users due to a design feature or land use(s) incompatible with the surrounding street network.

3.1.3 Bicycle, Pedestrian, and Transit
• A significant impact would occur if Project traffic would produce a detrimental impact to the performance or safety of existing bicycle or pedestrian facilities, or conflict with adopted plans and programs.
• A significant impact would occur if Project traffic would produce a detrimental impact to the performance or safety of local transit or shuttle service or conflict with adopted plans and programs.

3.1.4 Emergency Access
• A significant impact would occur if the Project would result in inadequate emergency access.

3.2 Analysis Scenarios
The impacts of the Project to the surrounding transportation system were evaluated for the four scenarios listed below:
• Scenario 1: Existing Conditions
• Scenario 2: Existing Plus Project Conditions
• Scenario 3: Cumulative Conditions
• Scenario 4: Cumulative Plus Project Conditions
A description of the methods used to estimate the amount of traffic and VMT generated by the Project is provided below. Project-specific impacts are described under Section 4. 180 El Camino Real/Steelwave
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June 2022
21 3.2.1 Existing Conditions
Existing Conditions represent the baseline condition upon which Project impacts are measured. The baseline condition represents conditions in 2019 prior to the COVID-19 pandemic. The project site in baseline conditions is assumed to be vacant. Due to the atypical travel patterns and transit service levels during the COVID-19 pandemic, new traffic volume data was not collected for this analysis. However, as mentioned in Section 2, some recent pedestrian improvements, and changes to transit routes have been incorporated into our baseline conditions.

3.2.2 Existing Plus Project Conditions
Existing Plus Project Conditions represent the baseline condition with the addition of the Project. Traffic volumes for Existing Plus Project Conditions include existing traffic volumes plus traffic generated by the Project. Existing Plus Project Conditions were compared to Existing Conditions to determine potential immediate Project impacts.

3.2.3 Cumulative Conditions
Cumulative Conditions are based on land use and transportation conditions included in Plan Bay Area 2040, as represented in the C/CAG-VTA Bi-County Transportation Demand Model (C/CAG model). The C/CAG model is a four-step trip-based travel demand model designed to forecast how land uses and transportation interact within San Mateo and Santa Clara Counties. Cumulative conditions include transportation demand resulting from reasonably foreseeable land use changes and conditions associated with funded transportation projects at year 2040.

The northwest corner of the Project site, Lot A, was separately approved and will include a new Safeway supermarket and retail. The 1477 Huntington Avenue Development is expected to provide a publicly accessible connection from Huntington Avenue to the Centennial Way Trail, across from the Project’s southern driveway on Huntington Avenue and adjacent to SamTrans bus stops.

Southline, which adds a roadway, Southline Avenue, between Sneath Lane and Dollar & Linden Avenues just north of Tanforan Avenue, will include green space and retail as well as office and R&D uses.

Southline is proposing a new intersection connecting Sneath Lane, Huntington Avenue, Maple Avenue, and Southline Avenue; extending the Centennial Way Trail to the San Bruno BART Station; providing a signalized driveway to the SamTrans Transit Center; and enhancing pedestrian access to the San Bruno BART Station with new bulbouts and high visibility crosswalks. These improvements are expected to be constructed as part of Southline subject to its final approval and will support pedestrian trips between transit stations and the Project site.

Active South City, a bicycle and pedestrian master plan currently being developed by the City of South San Francisco, includes several projects in the vicinity of the Proposed Project. These planned bicycle projects include a Class IV separated bikeway on El Camino Real, from the city limit with San Bruno to the city limit with Colma; a Class IV separated bikeway on South Spruce Avenue from El Camino Real to 180 El Camino Real/Steelwave
Transportation Impact Analysis
June 2022
22 Railroad Avenue; and Class II bike lanes on Huntington Avenue from South Spruce Avenue to the city limit with San Bruno. Bicycle facilities are expected to encourage bicycling as an alternative to other transportation modes as they provide increased comfort for users. Pedestrian crossing upgrades are planned at the intersection of El Camino Real and South Spruce Avenue, including pedestrian refuge islands on El Camino Real, and pedestrian crossing upgrades at the intersection of South Spruce Avenue and Huntington Avenue. These improvements support the area’s goal for increased walking and bicycling.

3.2.4 Cumulative Plus Project Conditions
Cumulative Plus Project conditions represent the cumulative condition with the addition of the Project to determine the extent to which the Project would contribute to long-term cumulative transportation impacts.

3.3 Vehicle Miles Traveled
SB 743 applies to the Project, which is a qualifying office and residential project located on an infill site within a transit priority area, as those terms are defined under Section 21099 of the Public Resources Code.

CEQA Guidelines Section 15064.3(b)(1), implementing SB 743, establishes a presumption of less than significant for VMT impacts related to qualifying land use Projects. Projects located within 0.5 miles of a high-quality transit area are presumed to have less than significant VMT impacts unless any of the following is true:
• Floor Area Ratio (FAR) < 0.75
• More parking than required by City code
• Inconsistent with the applicable RTP/SCS, as determined by the City • Replacing affordable housing units with market-rate units The Project is located within 0.5 miles of the San Bruno BART Station and within 0.5 miles of a SamTrans ECR bus stop, as shown in Figure 2-1. The BART Station is a regional commuter rail station and is considered to be a major transit stop per the Governor’s Office of Planning and Research (OPR) Guidance. The Project also qualifies as within a high-quality transit corridor based on the proximity to the ECR Route stops which operate buses with at least 15-minute headways during peak periods.

The Project’s FAR for the preferred site plan is 1.9 and the FAR for the alternative site plan is 1.8. Thus, the total FAR is higher than the 0.75 threshold.

The City of South San Francisco is in the process of updating the General Plan. As part of the General Plan Update, office/R&D projects will be required to have a maximum parking ratio of 1.5 spaces per one thousand square feet. This Project will be entitled prior to the General Plan Update adoption, and the City 180 El Camino Real/Steelwave
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June 2022
23 has approved a maximum parking ratio of 1.65 spaces per one thousand square feet of office/R&D space2.

The Project has proposed 750,940 square feet of office space, which equates to an allowable 1,239 parking spaces associated with the R&D uses. Additional parking is provided for the amenity spaces in the R&D buildings, to total 1,568 vehicle parking spaces, which meets the maximum allowable parking for those uses.

A minimum of 183 vehicle parking spaces and a maximum total of 335 vehicle parking spaces would be allowed by the City code3 for residential uses. The Project is proposing to provide 335 vehicle parking spaces, the maximum parking allowable.

The Project Alternative site plan is proposed to provide 917,927 square feet of office space, which equates to an allowable 1,515 spaces.

City of South San Francisco Municipal Code 20.330.008 requires the provision of short-term bicycle parking at 10 percent of the number of required automobile parking spaces, with a minimum of four short-term bicycle parking spaces per establishment for all land uses. Additionally, the Municipal Code requires residential uses to provide a minimum of one long-term bicycle parking space for every four units, and for non-residential uses, one long-term bicycle parking space for every 25 vehicle parking spaces. Bike parking provided shall meet the above requirements based on the required vehicle parking established by the Chief Planner. Bike parking provided also complies with the requirements of CalGreen. The Project proposes 63 long-term bike parking spaces for the R&D uses and 92 long-term spaces for the residential uses for a total of 155 long-term bike parking spaces on site, which meets the City requirements. The Project is also providing 157 short-term bike parking spaces for the R&D uses and 34 short-term spaces for the residential uses to total 190 short-term bike parking spaces on site, which also meets City requirements. The number of bicycle parking spaces for the proposed Project’s preferred site plan complies with what is required by the City and is consistent with the General Plan policies and goals.

The Project has prepared a TDM plan as required by the City to support a reduction in parking spaces below the City’s typical requirements. The TDM plan will help to encourage non-auto trips and further reduce drive alone vehicle trips. The number of vehicle parking spaces provided is therefore compliant with the South 2 Section H, Required Parking, of Section 20.270.005 of the South San Francisco Municipal Code lists required parking for any use in ECR/sub-districts shall be established by the Chief Planner based on the particular characteristics of the proposed use and any other relevant data regarding parking demand. The City has approved 1.65 stalls per 1000 sq. ft for this Project for office/R&D uses.
3 The current ECR Mixed Use zoning does not allow residential uses, and the Downtown District residential parking requirements apply. Section A: Required Parking, of Section 20.330.007 of the South San Francisco Municipal Code lists required parking for Multi-Unit Residential in the Downtown District. A maximum of 1 parking space is allowed for a studio unit, 1.5 parking spaces for a one-bedroom unit, 1.8 parking spaces for a two-bedroom unit, and 2 spaces for a two-bedroom unit above 1,100 square feet and units with three or more bedrooms, with a general requirement for minimum one covered space designated for each unit. 180 El Camino Real/Steelwave
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24 San Francisco Municipal Code and is in line with the South San Francisco General Plan policies and goals to promote alternate modes of transportation.

Plan Bay Area is the relevant Regional Transportation Plan/Sustainable Communities Strategy (RTP/SCS) for South San Francisco and seeks to prioritize development in transit priority areas, which includes the area surrounding the Project site. The Project’s proposed land use is consistent with the use and intensity that is included in Plan Bay Area and the Project falls within the Projected land use totals for South San Francisco.

The Project is not proposing to replace affordable housing units with market-rate units.

The Project is presumed to have a less than significant impact on VMT based on its proximity to high-quality transit. Quantitative VMT analysis is provided for informational purposes only. Project-generated homebased work (HBW), home-based other (HBO), and non-home based (NHB) vehicle trip lengths were obtained from the most recently available California Household Travel Survey (CHTS)4 for San Mateo County.

Based on CHTS trip lengths by trip purpose, the weighted average trip length for the Project is approximately seven miles. Multiplying the total net new daily trip generation as described in Section 3.4 by the average trip length, results is a daily net-added Project VMT of 13,860 miles. The Project is located in the El Camino Real Mixed-Use Area and supports the area’s plans to encourage pedestrian and bicycle trips. In the long-term, the Project may lead to a reduction in VMT supported by additional mixed-use development in the neighborhood.

3.4 Trip Generation, Distribution, and Assignment
The amount of traffic added to the roadway system by the Project was estimated using a three-step process:
(1) trip generation, (2) trip distribution, and (3) trip assignment. The first step estimates the amount of traffic that would be generated once the Project was built and fully occupied. The second step estimates the direction of travel to and from the Project site. The third step assigns the Project trips to specific street segments and intersection turning movements. The results are described below.

3.4.1 Project Trip Generation
Project traffic added to the surrounding roadway system was forecasted using a combination of sources for the different uses on site. This includes using driveway counts from four local life sciences/R&D campus sites in South San Francisco to forecast trips generated by the life sciences uses, trip generation rates from the Institute of Transportation Engineers (ITE) Trip Generation Manual 11th Edition to forecast trips generated by the residential uses, and a locally sensitive trip generation methodology known as MXD+ for estimating trips made between uses on site, internal trips. Trip generation rates from local data sources, when available, are generally recommended over national ITE trip generation rates. Additionally, the MXD+ methodology 4 Caltrans conducts the CHTS every ten years. The most recent survey started in 2010 and ended in 2013. 180 El Camino Real/Steelwave
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25 accounts for built environment factors such as the density and diversity of land uses, design of the pedestrian and bicycle environment, demographics of the site, and distance to transit to develop more realistic trip generation estimates than traditional traffic engineering methods. Trip generation methodology is documented in the Trip Generation Memorandum in Appendix C.

The South El Camino Real General Plan Amendment EIR, adopted in 2010, previously analyzed a mix of commercial and residential land uses for the Project area. The Project’s proposed life science uses will effectively replace the previously approved non-residential uses as outlined in the South El Camino Real EIR. For this reason, approved South El Camino Real non-residential trips were discounted from the Project’s trip generation to determine net new Project trips, as shown in the following sections.

3.4.1.1 Preferred Site Plan
Table 3.1 show the trips generated with the preferred site plan. The Project is expected to generate 1,979 net new daily trips, including 147 AM peak hour and 234 PM peak hour net new trips.

Table 3.1 Preferred Site Plan Trip Generation
Land Use Size Daily
AM Peak Hour PM Peak Hour
In Out Total In Out Total
Residential1, Lot B 184 DUs6 831 16 53 69 44 28 72
Life Sciences/R&D2, Lot C 797,069 SF 5,324 578 163 741 151 567 718 Internal Trip Reductions3- 238 26 10 36 21 41 62
Total Project trips - 5,917 568 206 774 174 554 728
Approved So. ECR non-residential
trips4
- 3,938 424 203 627 169 325 494
Net New Trips5 1,979 144 3 147 5 229 234
Notes:

1. Based on ITE 11th Edition (Land Use #221 – Multifamily Mid-Rise (Not Close to Rail Transit)

2. Based on local trip generation data for life science developments.

3. Based on MXD+ trip generation methodology which accounts for built environment factors such as density and diversity of land uses, design of the pedestrian and bicycle environment, site demographics, and accessibility of transit, among other factors. Internal trip reductions account for trips made between land uses on the site. This includes trips between R&D, residential, commercial uses, and excludes internal trips between commercial uses (supermarket and retail on Lot A).

4. South El Camino Real General Plan Amendment EIR - Table 3.1-7 Proposed Trip Generation. Non-residential land uses previously approved include 75,840 SF of hotel, 180,010 SF of office, and 30,050 SF of retail.

5. Net new trips represent total Project trips less previously approved So. ECR non-residential trips.

6. The Project’s current site plans shows 183 dwelling units. This analysis is based on a previous Project description, received on March 14, 2022, which proposed 184 dwelling units. Thus, the trip generation represents a more conservative analysis.

Source: Fehr & Peers, 2022
180 El Camino Real/Steelwave
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26 3.4.1.2 Alternative Site Plan
Table 3.2 shows the trips generated with the alternative site plan. The Project is expected to generate 2,074 net new daily trips, including 225 AM peak hour and 307 PM peak hour net new trips.

Table 3.2 Alternative Site Plan Trip Generation
Land Use Size Daily
AM Peak Hour PM Peak Hour
In Out Total In Out Total
Life Sciences/R&D1, Lot B & C 917,927 SF 6,132 666 188 854 173 653 826 Internal Trip Reductions2- 120 17 5 22 9 21 30
Total Project trips - 6,012 649 183 832 164 632 796
Approved So. ECR non-residential
trips3
- 3,938 424 203 627 169 325 494
Net New Trips4,5- 2,074 225 0 225 0 307 307
Notes:

1. Based on local trip generation data for life science developments.

2. Based on MXD+ trip generation methodology which accounts for built environment factors such as density and diversity of land uses, design of the pedestrian and bicycle environment, site demographics, and accessibility of transit, among other factors. Internal trip reductions account for trips made between land uses on the site. This includes trips between R&D and the commercial uses and excludes internal trips between commercial uses (supermarket and retail on Lot A).

3. South El Camino Real General Plan Amendment EIR - Table 3.1-7 Proposed Trip Generation. Non-residential land uses previously approved include 75,840 SF of hotel, 180,010 SF of office, and 30,050 SF of retail.

4. Net new trips represent total Project trips less previously approved So. ECR non-residential trips.

5. Net new trips for AM out and PM in calculate to be negative but are shown as zero to represent a more reasonable and conservative analysis.

Source: Fehr & Peers, 2022

3.4.2 Project Trip Distribution
The directions of approach and departure for the Project traffic were approximated based on the City/County Association of Governments of San Mateo County (C/CAG)’s Travel Demand Model and the City of South San Francisco’s Travel Demand Model, which has greater sensitivity to local travel patterns.

Approximately 50 percent of Project traffic is expected to travel on US-101 via I-380, with about half of those trips traveling from the north and the other half from the south. About 30 percent of traffic is expected to reach the site on I-280 via I-380. The remaining Project traffic is expected to use local streets, with 10 percent of trips traveling from the north via El Camino Real, 5 percent of trips traveling from the south via El Camino Real, and 5 percent traveling from the north via South Spruce Avenue. Figure 3-1 shows the general trip distribution pattern for the Project.

3.4.3 Project Trip Assignment
The Project trips were assigned to the roadway system based on the directions of approach and departure discussed above and presented in Figure 3-1. The locations of complimentary land use and local knowledge 180 El Camino Real/Steelwave
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27 of the study area helped determine specific trip routes. Project traffic would access the roadway network via one of the four Project site driveways, with two driveways on El Camino Real and two driveways on Huntington Avenue.

3.5 Site Plan Review
This section provides a detailed site plan review for all transportation modes and includes recommended improvements for the Project team and City’s consideration. The Proposed Project site is divided in half north-south by an internal roadway, with Safeway, retail, and a residential building to the north, and R&D buildings, amenities, and parking for employees to the south. Figures 1-2A and 1-2B provide different views of the Project site. Figure 3-2 highlights potential site plan improvements to be considered.

3.5.1 Pedestrian and Bicycle Circulation
The Project site supports pedestrian activity by providing continuous sidewalks around the perimeter of each Project building that connect all uses to a central courtyard. The Project proposes a wide, high visibility crossing where the central courtyard connects to the Safeway along the northern internal street.

The Project proposes a pedestrian pathway from the central courtyard to the southern driveway on Huntington Avenue. A crosswalk and trail connection are planned as part of the 1477 Huntington Avenue Development and will be located adjacent to the Project’s southern driveway on Huntington Avenue. The street is closed to vehicles at the southeast corner of the site which directs vehicles entering and exiting the parking garage away from the portion of the street where pedestrians and bicycle activity is expected to be higher. Residents and visitors traveling from the Trail to the residential building are expected to cross Huntington Avenue at the Project’s southern driveway and travel north along the Project’s internal roadway to access the building’s entrance through the lobby, as this provides the most direct route.

The Project should consider providing sidewalks on both sides of the north-south internal street for pedestrians as well as marked crosswalks to support the connectivity of the Project site, promote pedestrians crossing at identified locations, and to improve pedestrian visibility and safety (Improvement 1 on Figure 3-2).

Pedestrian and bicycle connections to local streets are provided via access points on El Camino Real, and Huntington Avenue, and a separate pedestrian entrance to Building 1 is provided off of El Camino Real.

Per the City’s Municipal Code (Section 20.330.010 N.4.a), on-site walkways shall connect the main building entry to a public sidewalk on each street frontage. While direct pedestrian access is provided from the internal roadway to the residential building lobby, it is unclear if direct pedestrian access is provided from South Spruce Avenue.

Pedestrian access should be provided for residents, visitors, and employees between the residential building to South Spruce Avenue (Improvement 2 on Figure 3-2). 180 El Camino Real/Steelwave
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28 Short-term bicycle parking (bicycle racks) will be provided at several locations throughout the Project site.

Each building also provides secure internal bicycle storage rooms for long term bicycle storage. Bicycle storage rooms will be included in the interior of R&D buildings 1, 2, and 3, and access is provided to the bicycle rooms through separate entrances that provide a direct route. Per the City’s Municipal Code (Section 20.330.008 A.2.a), short-term bicycle parking must be located outside of the public right-of-way and pedestrian walkways and within 50 feet of a main entrance to the building it serves. Short term bicycle parking spaces are intended for guests and short-term stays. The Project identified three locations on site for short term bicycle parking, one located in front of Building 2 near the lobby entrance, one located in front of the lobby of Building 3, opposite the lobby of Building 1, and the third located on the north side of Building 1, west of the proposed parking garage entrance. Short term bicycle parking has not been identified for the proposed residential use. Short term bicycle parking will support auto trip reduction measures.

As discussed in Section 2.3.4, roadway lighting is present along the east side of El Camino Real adjacent to the Project site, while South Spruce Avenue does not have roadway lighting on the south side adjacent to the Project site.

Pedestrian scale lighting should be considered along the project frontages on El Camino Real and South Spruce Avenue to improve pedestrian visibility and comfort (Improvement 3 on Figure 3-2).

3.5.2 Vehicle Access and Truck Loading
The Project site plan show four entrances and exits to the parking garage; two are located on the Project’s internal north-south street, one is located across from the residential building lobby, and the final is located at the garage’s southern end with access from El Camino Real along the Project’s southern eastwest street. Vehicles making a left out of the garage from the northern driveway on the north-south internal roadway may not see oncoming vehicles due to the roadway curvature. A T-intersection with a pedestrian crossing, and signage would help improve driver yielding to oncoming traffic.

The Project should consider realigning the east-west internal roadway where it intersects with the north-south internal roadway to improve driver’s visibility of oncoming vehicles, pedestrians, and bicyclists (Improvement 4 on Figure 3-2).

The project should consider reducing corner radii to reduce vehicle speeds and create shorter crossing distances for pedestrians, which will improve visibility to bicycles and vehicles, and reduce their exposure to oncoming vehicles (Improvement 5 on Figure 3-2).

Per the City’s Municipal Code (Section 20.330.009 N.2.D), truck maneuvering areas shall not encroach into required parking areas, travel ways, or street rights-of-way. Section 20.330.010 N.1. states that visibility shall be assured for pedestrians, bicyclists, and motorists entering individual parking spaces, circulating within a parking facility, and entering or leaving a parking facility. Additionally, Section 20.090.005 E related to mixed use districts states that curb cuts shall be minimized and located in the location least 180 El Camino Real/Steelwave
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29 likely to impede pedestrian circulation. Curb cuts shall be located at 10 feet from an intersection curb return or pedestrian crosswalk.

The Project may consider removing the garage access adjacent to the residential building lobby to reduce the risk of pedestrian and bicycle conflicts (Improvement 6 on Figure 3-2).

The Project should also illustrate how truck maneuvering for the loading space will not impede on bicycle and pedestrian access (Improvement 7 on Figure 3-2).

Perpendicular parking proposed along the internal east-west street in front of Safeway may present a safety concern for potential conflicts with oncoming vehicles and bicyclists. Back in angle parking orients drivers better to see oncoming roadway users to reduce the risk of collision.

The Project may consider removing the parking or providing back in angle parking (Improvement 8 on Figure 3-2).

3.6 Huntington Avenue Road Diet
This section describes a potential road diet proposed for Huntington Avenue along the eastern Project frontage. Specific details related to the road configuration, potential volumes, and general benefits of road diets are described below. It should be noted that a potential road diet as described below would be consistent with the City’s Draft Bicycle and Pedestrian Plan, which is currently underway.

Huntington Avenue between South Spruce Avenue and San Mateo Avenue may present an opportunity for a “five to three” road diet to provide traffic calming and reduce conflicts for all modes. The existing roadway configuration includes two lanes in each direction plus one two-way left-turn lane (TWLTL). A road diet could modify the configuration to three lanes – one in each direction while maintaining the existing TWLTL. Under Cumulative Conditions, it is anticipated that traffic volumes on Huntington Avenue could be accommodated within three lanes without substantially degrading traffic operations, which provides an opportunity to add protected or buffered bike lanes and possibly on-street parking in some locations.

Three-lane road diets are typically most successful on streets that carry up to 18,000 to 22,000 vehicles per day. The existing volumes on Huntington Avenue (11,000 vehicles per day) and anticipated future conditions under the San Bruno Transit Corridors Plan (14,400 vehicles per day) are below this threshold.

The projected peak directional volumes (about 720 vehicles per hour) would not exceed the typical directional capacity of one travel lane in each direction (about 900 vehicles per hour).

Road diets can offer benefits to all roadway users. The TWLTL benefits drivers as left-turning vehicles pull out of the through-travel lane to make turns, which reduces the need to either wait behind a turning vehicle or make a lane change. Pedestrians benefit as it reduces the number of travel lanes that must be crossed and the risk of multiple-threat crashes, and bicyclists benefit as dedicated roadway space is 180 El Camino Real/Steelwave
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30 provided for them. Road diets also moderate travel speeds through a corridor, as speeds are governed by the lead vehicle, which not only improves the bicycle and pedestrian experience but in combination with the reduction in vehicle interactions, reduces crash frequency and severity.

A road diet would accommodate improvements to bicycle and pedestrian circulation as identified in the City of San Bruno Transit Corridors Plan (2014) and the City of San Bruno Walk N’ Bike Plan (2016), which calls for Class II bicycle lanes along Huntington Avenue north of Sneath Lane and separated bikeways south of Sneath Lane. The Transportation Chapter of the South San Francisco General Plan section 4.2-I10 prioritizes the incorporation of street design features and techniques that promote safe and comfortable travel by pedestrians, bicyclists, and users of public transportation, and identifies road diets as a means to support active transportation. Additionally, the Huntington Avenue road diet would be consistent with plans and policies outlined in the South San Francisco Draft Bicycle and Pedestrian Plan, which is currently being developed. Varying sources of data show a wide range of potential accident rate reductions as a result of road diets; a study undertaken by the Federal Highway Administration (Publication number FHWA-HRT-10-053, June 2010) documents a 19 percent crash reduction factor for a suburban corridor5.

3.7 Intersection Operations Analysis
This section describes a potential geometry reconfiguration for the El Camino Real / South Spruce Avenue intersection immediately adjacent to the Project site. Specific details related to the intersection configuration, volumes, and potential benefits of the changes are described below.

The northbound approach to the El Camino Real / South Spruce Avenue intersection currently has one dedicated left-turn lane, three through lanes, and one dedicated right-turn lane. The left turn pocket is approximately 300 feet long, while the right-turn pocket is approximately 600 feet long, stretching back to the southern extent of the Project site. Under existing traffic conditions, the northbound right-turn pocket is often underutilized and could be considered for removal or shortening.

The nearby Southline EIR prepared future year (2024) volume forecasts for this intersection. Adding Project volumes to those forecasts results in a Future Plus Project scenario to be used to evaluate intersection operations and queuing. Anticipated future volumes at the northbound approach (2,300 vehicles per hour) is below the typical capacity for travel lanes (3,300+ vehicles per hour) at the intersection. During the PM peak hour, the intersection is expected to operate at acceptable LOS D with the existing geometric configuration. Under a scenario where the right turn lane is removed, the intersection continues to operate at LOS D and with nominally increased delay. With the turn pocket, the 5 Federal Highway Administration. 2010. Evaluation of Lane Reduction “Road Diet” Measures on Crashes. Available:
https://www.fhwa.dot.gov/publications/research/safety/10053/. Accessed: May 18, 2022. 180 El Camino Real/Steelwave
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31 northbound right-turn queue (95th percentile queue) is approximately 130 feet, less than one third of the available storage space. If the turn pocket is removed, the combined queue for the northbound through/right movements is approximately 780 feet, which is not quite back to the Noor Avenue intersection. See Table 3.3 for a summary of the intersections operations results. Appendix D includes intersection operations outputs from Synchro.

Table 3.3 El Camino Real / South Spruce Avenue PM Intersection Operations Results 2024 With Project
Existing Geometry
2024 With Project
No Right Turn Pocket
Intersection Operations
LOS (Average Delay) LOS D (49 s) LOS D (51 s)
Queueing Results
95% Queue
NBT – 620’
NBR – 130’ NBT/R – 780’
Source: Fehr & Peers, 2022
The removal of the northbound right turn lane could result in a corner curb extension and more pedestrian right-of-way along the Project’s El Camino Real frontage. This would allow for more space for street trees, street furniture, wider sidewalks, and shorter pedestrian crossing distances at the intersection.

It could also allow for a pick-up/drop-off zone to be established along the El Camino Real frontage.

Shortening the turn pocket to approximately 150 feet would result in some of but not all of the pedestrian benefits listed above and could still accommodate the pick-up/drop-off zone on El Camino Real.

The Transportation Chapter of the South San Francisco General Plan section 4.2-I-10 prioritizes the incorporation of street design features and techniques that promote safe and comfortable travel by pedestrians, bicyclists, and users of public transportation. Removing turn pockets to accommodate pedestrian facilities is a means to support active transportation.

3.8 Bicycle, Pedestrian, and Transit

3.8.1 Bicycle and Pedestrian Analysis
The Project would generate new pedestrian and bicycle trips, from employees and residents walking to downtown South San Francisco to the north, and the San Bruno BART and Caltrain Stations and The Shops at Tanforan to the south. It is expected under Existing Plus Project Conditions that trips may be taken along the Centennial Way Trail or Huntington Avenue to reach destinations south of the Project site. The expected additional trips along Huntington Avenue may increase conflicts between vehicles, pedestrians, and bicyclists given the number of driveways along the roadway. Trips from the Project site to transit stops and stations will likely go through the intersection of Huntington Avenue and Sneath Lane. This intersection is a safety concern for bicyclists and pedestrians due to relatively high speeds, large crossing distances, and 180 El Camino Real/Steelwave
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32 minimal protection at crossings. It is expected under Cumulative Plus Project conditions that the buildout of the Southline development and associated transportation improvements discussed in Section 3.2.3 improve bicycle and pedestrian conditions accessing destinations south of the Project site. Additionally, with transportation improvements associated with the buildout of 1477 Huntington Avenue, bicycles and pedestrians will have another access point to the Centennial Way Trail closer to the Project.

The Project is located in the El Camino Real Mixed-Use Area which is planned to include a higher density of uses that promote walking, bicycling, and transit use. Under Cumulative Plus Project conditions, it expected that El Camino Real will become a more frequented route for bicycle and pedestrian trips.

A road diet is planned along Huntington Avenue which may improve pedestrian and bicyclist comfort and safety. Bicycle lanes are planned along Huntington Avenue adjacent to the Project site and a separated bikeway is planned along Huntington Avenue south of Sneath Lane to the San Bruno Caltrain Station. The separated bikeway will connect to the Centennial Way Trail, which continues north to the South San Francisco BART Station. These plans are described in Section 3.2.3 and in Appendix A. The Project would not create inconsistencies with adopted bicycle or pedestrian system plans, guidelines, or policy standards.

3.8.2 Transit Analysis
The Project would generate vehicle trips in the vicinity of existing transit services and would generate new transit trips to existing routes. The San Bruno BART Station is approximately 0.5 miles south of the Project site and the San Bruno Caltrain Station is approximately 1.2 miles south of the Project site, both of which are along Huntington Avenue. SamTrans bus routes travel along the Project’s frontage on El Camino Real and Huntington Avenue, and there is a SamTrans bus hub located at the front of the San Bruno BART parking garage, just north of the San Bruno BART Station. There are a number of SamTrans bus stops in the vicinity of the Project site, including at the intersection of El Camino Real and South Spruce Avenue/Hazelwood Drive, the intersection of Hazelwood Drive and Kenwood Way, the intersection of Huntington Avenue and Sneath Lane, and midblock on Huntington Avenue between South Spruce Avenue and Sneath Lane.

The addition of 234 net new vehicle trips during the PM peak hour, or approximately four new vehicles per minute, would not create a disruption to transit service surrounding the Project site. Project-added vehicle trips represent approximately one percent of entering volumes at intersections adjacent to the Project site during the AM and PM peak hours. The Project is expected to add net new transit trips to BART, Caltrain and other public transit routes, and ridership may be accommodated through available capacity.

Employees and residents of the Project will experience changes to SamTrans bus service in Cumulative Conditions. Reimagine SamTrans is a comprehensive operational analysis (COA) to evaluate existing routes and additional routes to improve the experience for existing riders, grow new and more frequent ridership, and improve the efficiency and effectiveness of SamTrans as a mobility provider. The COA is considered changes to trip-making patterns in response to COVID-19 and conducted public outreach to better serve San Mateo County. Bus routes within proximity to the Project site are expected to change under Cumulative 180 El Camino Real/Steelwave
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33 Conditions. Routes ECR, 140, 141 have been studied with options to increase the frequency of service, expand operational hours, and improve on-time performance and speed. The SamTrans Board of Directors adopted Reimagine SamTrans in March 2022, and the agency plans to implement the final network in Summer 2022. The below image shows Reimagine SamTrans proposed service changes in South San Francisco.

Source: Reimagine SamTrans, 2022
Route ECR, which is the most frequent bus service that is accessible to the Project, will see increases to weekend service, with the daytime service frequency increased from every 20-30 minutes to every 15 minutes. Additionally, SamTrans is exploring the consolidation of some Route ECR bus stops that are in close proximity to other stops or have low ridership. These stops have not yet been identified, and a separate outreach will be conducted by the transit agency in early 2022 for this stop consolidation process.

Route 140 will be discontinued under the new service plan. The route is expected to be split into two new services: a rerouted Route 141 that travels on Sneath Lane and provide connections between Skyline College and the San Bruno BART Station, and a new bus Route 142, which will operate in the vicinity of the Project 180 El Camino Real/Steelwave
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34 site on Sneath Lane and provide connections to the San Bruno BART Station, the San Bruno Caltrain Station, and the Bayhill Shopping Center. Route 141 will operate every day with headways of 30 minutes. Route 142 will operate every day with headways of 60 minutes6. These changes will increase the frequency of transit service in the area and would make transit a more attractive mode choice for Project site employees, residents, and visitors.

Improvements to Caltrain via the Peninsula Corridor Electrification would provide enhanced connectivity and capacity to accommodate Project trips. Caltrain will be running electric trains (EMU’s) that will run more efficiently and will enable frequent and/or faster train service to more riders compared with the current diesel-powered trains. The electric trains will also allow for future expansion of train lengths to accommodate more riders, and electric trains are quieter than diesel-powered trains, which may improve the rider experience. There are no fully funded changes to bicycle, pedestrian, or transit conditions adjacent to the Project site at this time.
6 San Mateo County Transit District (SamTrans). 2022. Reimagine SamTrans: North County – Daly City, Colma, Brisbane, South San Francisco, San Bruno, Millbrae. Available: https://www.reimaginesamtrans.com/north-county/#Route-9.

Accessed: May 18, 2022.

Crestmoor
Canyon
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Project Trip Distribution
Figure 3-1
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Project Site
S Maple
Ave
Hun�ngton Ave
Miller Ave
Baden Ave
San Mateo Ave
Chestnut Ave
S Airport Blvd
Westborough Bl
El Camino Real
El Camino Real
San Bruno Ave W
Harbor Wy
S Linden Ave
Orange Ave
Grand Ave
Utah Ave
Gateway Bl
Sneath Lane
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Cherry Ave
Dorado Wy
Spruce Ave
Avalon Dr
Mitchell Ave
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Bruno
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San Francisco

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LINDENVILLE

BAYHILL
Tanforan
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Center
Orange
Memorial
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San Bruno
South San
Francisco
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Project Site Improvement Considerations
Figure 3-2
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Source: Skidmore, Owings, & Merrill LLP
LAN

EL CAMINO REAL

S SPRUCE AVE

HUNTINGTON AVE
R&D
BLDG 01
R&D
BLDG 02
R&D
BLDG 03

SAFEWAY
GARAGE

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S SPRUCE AVE

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AMENITIES
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BLDG 02

GARAGE EL CAMINO REAL
Provide sidewalks on both sides of the the street.

Provide pedestrian access to the residential building from the sidewalk on S.

Spruce Ave.

Provide pedestrian scale lighting along project frontages on El Camino Real and S. Spruce Ave in coordination with the Safeway and the City.

Consider realigning the intersection as a T-intersection for increased visibility of oncoming vehicles and bicyclists, and provide pedestrian crossing.

Consider adding signage to alert drivers to yield.

Reduce corner radii to lower vehicle speeds and create shorter crossing distances for pedestrians.

Consider removing garage access to limit pedestrian and bicycle conicts.

Show how loading/truck access does not impede on bicycle and pedestrian access.

Perpendicular parking may conict with bicycles. Back in angle parking improves visibility of oncoming vehicles and bicyclists. 4 5
5 7 6 5
1 3
3 3
1 2
3 4
5 6
7 8
2 8
8 180 El Camino Real/Steelwave
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37 4. Impacts and Mitigations
This section includes the evaluation of the Project’s potential impacts under Existing Plus Project and Cumulative Plus Project conditions. This section also describes associated mitigation measures that would reduce impacts of the Project.

4.1 Vehicular Traffic
This section includes the evaluation of the Project’s potential VMT impacts.

4.1.1 Vehicle Miles Traveled
Impact TRANS-1: Based on OPR and City of South San Francisco guidelines, the Project is located within 0.5 miles of a major transit stop and is presumed to have no impact on vehicle miles traveled (VMT) under Existing Plus Project and Cumulative Plus Project conditions. (Less than Significant) As documented in Section 3.3, the Project meets all of the screening criteria to presume that the impact to VMT is less than significant. The Project site is located within 0.5 miles of a major transit stop and highquality transit corridor, has a FAR greater than 0.75, does not provide more parking than required by City code, is consistent with the RTP/SCS Plan Bay Area, and does not replace affordable housing units with market-rate units.

Additionally, the Project has prepared a TDM plan that shows a 40 percent mode reduction, to support the reduced parking proposed at the site. While the City’s TDM ordinance requires the Project to achieve a 36.5 percent mode share reduction, the Project seeks to exceed that minimum. The TDM Plan serves to encourage non-auto trips and specifically seeks to reduce drive-alone vehicle trips which will help to further reduce the Project’s impact on VMT. The Project’s TDM plan includes infrastructure on-site to support pedestrians and bicyclists, programmatic elements to educate and incentivize residents to commute by carpool, transit, and biking, and contains monitoring and reporting requirements to analyze the program's effectiveness at further reducing VMT and increase multi-modal trips. The Project site will have both shortterm and long-term bicycle parking with showers and lockers available for all staff. The Project’s TDM plan also includes a guaranteed ride home program, public shuttle, transportation management association (TMA) participation, and flexible working schedules to help reduce the amount of traditional commute peak hour vehicle trips. Additionally, the Project will contribute to off-site improvements to support bus service, commuter shuttles, and pedestrian and bicycle connectivity in the community. The Plan should have a demonstratable effect of reducing the vehicle trips to achieve the 40 percent trip reduction from ITE levels.

The plan outlines TDM measures and includes a designated on-site employer contact who will be responsible for implementing the TDM Plan. The Transportation Coordinator’s role is to be the primary 180 El Camino Real/Steelwave
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38 contact with the City and provide transportation information packets to new employees and residents, maintain the on-line kiosk/TDM Information Board, provide trip planning and/or ride-matching assistance, and manage the annual employee and residential travel surveys. In addition to the annual commute survey to monitor and report employees’ and residents’ commute patters, the Project will conduct annual AM and PM peak hour driveway counts to assess whether the peak hour trips meet the 40 percent reduction from ITE trip generation. If the mode share goal is not met, the Transportation Coordinator will propose additional TDM measures to be implemented to help the Project achieve the goal in subsequent years.

Mitigation Measures: None Required

4.2 Bicycle, Pedestrian, and Transit
Impact TRANS-3: Development of the Project does not conflict with adopted plans and programs under Existing Plus Project and Cumulative Plus Project conditions. (Less than Significant)
The Project does not produce a detrimental impact to existing bicycle or pedestrian facilities, nor does it conflict with adopted policies and adopted city plans summarized in Appendix A. Therefore, the Project’s impacts to walking and biking are less than significant under Existing Plus Project Conditions and the Project would not be a cumulatively considerable contributor to significant cumulative impacts under Cumulative Plus Project conditions. The Project does not conflict with adopted plans or programs.

Mitigation Measures: None Required
While no mitigation is required, the applicant may provide pedestrian-scale lighting along the Project’s frontages on El Camino Real and South Spruce Avenue in coordination with the City and Safeway. This improvement would provide a safer and more supportive pedestrian route to local destinations and SamTrans bus stops near the Project, and to regional BART and Caltrain Station south of the Project site.

Lighting would also increase pedestrian visibility where the Project proposes pick-up drop-off on El Camino Real adjacent to Building 1. Additionally, the Project’s proposed TDM Plan, as mentioned under ImpactTRANS-1 will further support pedestrian and bicycle accessibility and connectivity. Additional improvements the Project may consider are described in Section 3.5 and illustrated on Figure 3-2.

Impact TRANS-4: Project development or Project traffic does not produce a detrimental impact to local transit or shuttle service under Existing Plus Project and Cumulative Plus Project conditions. (Less than Significant)
As described in Section 3-8, the Project does not produce a detrimental impact to existing transit facilities or conflict with adopted policies and adopted city plans summarized in Appendix A. Therefore, the Project’s impacts to transit are less than significant under Existing Plus Project Conditions and the Project would not be a cumulatively considerable contributor to significant cumulative impacts under Cumulative Plus Project conditions.
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39 Mitigation Measures: None required

4.3 Project Hazards
Impact TRANS-5: Development of the Project would not substantially increase hazards due to a geometric design feature under Existing Plus Project and Cumulative Plus Project conditions. (Less than Significant)
The Project design does not create any new geometric design features that cause hazards. The Project provides two driveways on Huntington Avenue and two driveways on El Camino Real. The Project site consists of two east-west streets that connect the northern driveways on El Camino Real to Huntington Avenue, providing connection to Building 1, Safeway, retail, the residential building, and the parking garage.

The southern east-west street does not provide vehicle connection between the southern driveways on El Camino Real and Huntington Avenue for improved bicycle and pedestrian safety and connectivity and is designed to allow emergency vehicles through. The driveways on Huntington Avenue change the existing roadway geometry and align with the City’s vision for a road diet and bicycle lanes on Huntington Avenue.

Addition of this Project under Existing Plus Project Conditions would be the same as Cumulative Conditions and Cumulative Plus Project Conditions. Sight distance at the proposed driveways is not expected to change from what is available under Existing Conditions. Any future vegetation located within the sight triangles at the driveways should be maintained so as not to restrict drivers sight distance when exiting the driveways.

As the Project is expected to increase pedestrian and bicycle trips to the main driveways it may increase risk to pedestrians and bicyclists. Ensuring adequate pedestrian-scale lighting around the Project perimeter and adjacent sidewalks will help to make pedestrians and bicyclists visible to drivers. The Project will be considered less than significant under Existing Plus Project Conditions and Cumulative Plus Project conditions.

Mitigation Measures: None Required

4.4 Emergency Access
Impact TRANS-6: Development of the Project would not result in inadequate emergency access under Existing Plus Project and Cumulative Plus Project conditions. (Less than Significant)
Vehicle trips generated by the Project would represent a very small percentage of overall daily and peak hour traffic on roadways and freeways in the study area. The Project generates 147 AM peak hour and 234 PM peak hour net new vehicle trips for the preferred site plan, and 225 AM peak hour and 307 PM peak hour net new vehicle trips for the alternative site plan. Project-added vehicle trips represent approximately one percent of entering volumes at intersections adjacent to the Project site during the peak hours. The Project does not include features that would alter emergency vehicle access routes or roadway facilities; fire and police vehicles would continue to have access to all facilities around the entire city. Upon construction, 180 El Camino Real/Steelwave
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40 emergency vehicles would have full access to the Project site, internal Project site roadways, and the central courtyard for access to each building on site. The site has designated emergency vehicle access space near each Project site building.

The Project is expected not to result in inadequate emergency access, and the Project’s impacts to emergency access are less-than-significant under Existing Plus Project Conditions and less than cumulatively considerable under Cumulative Plus Project conditions. The Project is not expected to impair implementation of or physically interfere with an adopted emergency response plan or emergency evacuation plan.

Mitigation Measures: None required
Appendix A: Relevant Plans & Policies
Relevant Plans and Policies
State of California Senate Bill 743
Discussed in Appendix B.

City of South San Francisco General Plan
The following City of South San Francisco General Plan policies relate to the Project and walking, bicycling, and transit. A new 2040 General Plan (Shape SSF) is currently being prepared by the City, but the City has not yet adopted new policies.
• 3.2-G-3 Enhance the appearance of the area by undertaking streetscape and other improvements. • 3.4-I-20 Encourage concentrated higher-intensity activity on highly visible locations—such as corner sites around intersections, and adjacent to the Centennial Way Linear Park—to provide foci and identity to the South El Camino Real area as a vibrant walkable and pedestrian-scaled environment. Development around intersections and the Linear Park should comprise of buildings that define the public realm and relate to the streets, and not surface parking lots or parking structures.
• 3.4-I-25 Maintain an open, walkable environment throughout the area by providing space at the ground level for enhanced pedestrian connections, either through open promenades or internal semi-public pathways
• 3.4-I-26 Limit curb cuts along pedestrian routes, so that pedestrian circulation and safety are not compromised by vehicle access to parking
• 3.4-I-27 Locate parking so that it is not a dominant visual feature of the pedestrian environment.

Encourage underground parking by including all areas of a building substantially above-grade devoted to parking in maximum FAR calculations.
• 3.4-I-30 Require development be oriented to El Camino Real, with the ground floor of buildings designed so that pedestrians can see shops, restaurants, and activities as they walk along the sidewalk. The ground floor of buildings along Huntington, Noor, and South Spruce avenues should also be designed to provide visual interest and promote pedestrian comfort. • 4.2-G-2 Improve connections between different parts of the city. • 4.2-G-8 Use the Bicycle Master Plan to identify, schedule, and implement roadway improvements that enhance bicycle access.
• 4.2-G-9 Use the Pedestrian Master Plan to identify, schedule, and implement roadway improvements that enhance pedestrian access.
• 4.2-G-10 Make efficient use of existing transportation facilities and, through the arrangement of land uses, improved alternate modes, and enhanced integration of various transportation systems serving South San Francisco, strive to reduce the total vehicle-miles traveled. • 4.2-G-13 Integrate Complete Streets infrastructure and design features into street design and construction to create safe and inviting environments for people to walk, bicycle, and use public transportation.
• 4.2-I-10 In planning, designing, and constructing Complete Streets:
▪ Include infrastructure that promotes a safe means of travel for all users along the right of way, such as sidewalks, shared use paths, bicycle lanes, and paved shoulders. ▪ Include infrastructure that facilitates safe crossing of the right of way, such as accessible curb ramps, crosswalks, refuge islands, and pedestrian signals; such infrastructure must meet the needs of people with different types of disabilities and people of different ages. ▪ Ensure that sidewalks, crosswalks, public transportation stops and facilities, and other aspects of the transportation right of way are compliant with the Americans with Disabilities Act and meet the needs of people with different types of disabilities, including mobility impairments, vision impairments, hearing impairments, and others. Ensure that the South San Francisco ADA Transition Plan includes a prioritization method for enhancements and revise if necessary.
▪ Prioritize incorporation of street design features and techniques that promote safe and comfortable travel by pedestrians, bicyclists, and users of public transportation, such as traffic calming circles, additional traffic calming mechanisms, narrow vehicle lanes, raised medians, dedicated transit lanes, transit priority signalization, transit bulb outs, road diets, high street connectivity, and physical buffers and separations between vehicular traffic and other users.
▪ Ensure use of additional features that improve the comfort and safety of users: Provide pedestrian-oriented signs, pedestrian-scale lighting, benches and other street furniture, bicycle parking facilities, and comfortable and attractive public transportation stops and facilities. Encourage street trees, landscaping, and planting strips, including native plants where possible, in order to buffer traffic noise and protect and shade pedestrians and bicyclists. Reduce surface water runoff by reducing the amount of impervious surfaces on the streets.
• 4.2-I-11 In all street projects, include infrastructure that improves transportation options for pedestrians, bicyclists, and users of public transportation of all ages and abilities. ▪ Ensure that this infrastructure is included in planning, design, approval, construction, operations, and maintenance phases of street projects.
▪ Incorporate this infrastructure into all construction, reconstruction, retrofit, maintenance, alteration, and repair of streets, bridges, and other portions of the transportation network. • 4.3-I-14 Undertake a program to improve pedestrian connections between the rail stations— South San Francisco and San Bruno BART stations and the Caltrain Station—and the surroundings. Components of the program should include:
▪ Installing handicapped ramps at all intersections as street improvements are being installed;
▪ Constructing wide sidewalks where feasible to accommodate increased pedestrian use; ▪ Providing intersection “bulbing” to reduce walking distances across streets in Downtown, across El Camino Real and Mission Road, and other high use areas; ▪ Continuing with the City’s current policy of providing pedestrian facilities at all signalized intersections; and
▪ Providing landscaping that encourages pedestrian use
South El Camino Real General Plan Amendment Environmental Impact Report
The South El Camino Real General Plan Amendment Environmental Impact Report (EIR), which was completed in 2010, identifies and evaluates the potential transportation impacts from the South El Camino Real General Plan Amendment. The General Plan Amendment aims to encourage active transportation uses by increasing mixed use development near existing transit facilities and retail services on El Camino Real between Chestnut Avenue and Noor Avenue. The EIR, which was completed before the City of South San Francisco adopted VMT based transportation impact analysis thresholds for the purposes of CEQA, uses automobile level of service (LOS) standards to evaluate the significance of potential transportation impacts. The EIR found that the Amendment would result in significant and unavoidable impacts to intersection and arterial LOS. Since 2010, OPR has determined that LOS shall no longer be used to identify environmental impacts. Further, the South El Camino Real EIR found that potential mitigation measures, such as widening roadways, would be contrary to the Amendment’s goals of creating a more pedestrian friendly and walkable environment on El Camino Real. The Proposed Project would add additional vehicle trips to intersections studied as part of the South El Camino Real EIR, however no new impacts or mitigation measures were identified.

South San Francisco Bicycle Master Plan
The City of South San Francisco Bicycle Master Plan (2011) identifies and prioritizes street improvements to enhance bicycle access. The plan analyzes bicycle demand and gaps in bicycle facilities and recommends improvements and programs for implementation. The Bicycle Master Plan establishes the following policies related to the Project:
• Policy 1.1: Integrate bicycle facility and planning into all of the City’s planning review and construction activities, legitimizing bicycling as a transportation mode. • Policy 1.2: Reduce reliance on travel by single occupant passenger vehicles. • Policy 1.3: Encourage residents and employees to use bicycles for journeys to work, shopping, school and recreation.
• Policy 3.2: Bicycle parking facilities should be provided at schools, parks and transit stops, and shall be required to be provided at private developments including places of work, commercial shopping establishments, parks, community facilities and other bicyclist destinations.

South San Francisco Pedestrian Master Plan
The City of South San Francisco Pedestrian Master Plan (2012) identifies and prioritizes street improvements to enhance pedestrian access. The plan analyzes pedestrian demand and gaps in pedestrian facilities and recommends improvements and programs for implementation. The Pedestrian Master Plan establishes the following policy related to the Project:
• Policy 1.1: Integrate pedestrian facilities and planning into all of the City’s planning review and construction activities, legitimizing walking as a transportation mode. • Policy 1.2: Reduce reliance on travel by single occupant passenger vehicles. • Policy 1.3: Encourage residents and employees to walk for journeys to work, shopping, school and recreation.
• Policy 3.2: Pedestrian facilities and amenities should be provided at schools, parks and transit stops, and shall be required to be provided at private developments including places of work, commercial shopping establishments, parks, community facilities and other pedestrian destinations. • Policy 5.1: Maintain sidewalks, marked crossings, pedestrian traffic control devices and paths as a high priority.

Active South City: South San Francisco Bicycle and Pedestrian Master Plan The City of South San Francisco is developing a new bicycle and pedestrian master plan, named Active South City, which is expected to be completed in Spring 2022. This plan will update existing bicycle and pedestrian planning documents in South San Francisco, and it will identify needs and opportunities to improve walking and bicycling in the city.

Chapter 4 of the Draft Active South City Plan identifies specific infrastructure projects and program action items that would implement the City’s vision. Many of these projects are adjacent to or near the Project site.

These infrastructure projects include a Class IV separated bikeway on El Camino Real, from the city limit with San Bruno to the city limit with Colma; a Class IV separated bikeway on South Spruce Avenue from El Camino Real to Railroad Avenue; Class II bike lanes on Huntington Avenue from South Spruce Avenue to the city limit with San Bruno. Additionally, the Plan identifies pedestrian improvements for the intersection of El Camino Real and South Spruce Avenue, including pedestrian refuge islands and leading pedestrian interval for crossings on El Camino Real, curb extensions and upgrades to high visibility crosswalks; and improvements at the intersection of South Spruce Avenue and Huntington Avenue that may include curb extensions, no right turn on red, crosswalks and curb ramps upgrades, slip lane removal, leading pedestrian intervals, conflict markings, bicycle detection, signage and lighting, and/or traffic circles.

South San Francisco Transportation Demand Management Ordinance The City of South San Francisco TDM Ordinance (Ord. 1432 § 2, 2010) seeks to reduce the amount of traffic generated by nonresidential development and minimize drive-alone commute trips. The ordinance establishes a performance target of 28 percent minimum alternative mode share for all nonresidential projects resulting in more than 100 average daily trips and identifies a higher threshold for projects requesting a floor area ratio (FAR) bonus.

As documented in Section 4, the Project will be held to a 40 percent minimum mode share reduction to support the reduced parking proposed at the site and to meet the City’s TDM and mode share goals. The Project has prepared a TDM Plan, consistent with the City’s goals of increasing alternative mode share and decreasing single occupancy vehicle traffic.

C/CAG Congestion Management Program Guidelines
City/County Association of Governments of San Mateo County (C/CAG) has adopted guidelines as a part of its Congestion Management Program (CMP), which are intended to reduce the regional traffic impacts of substantive new developments. The guidelines apply to all projects in San Mateo County that will generate 100 or more net new peak-hour trips on the CMP network and are subject to CEQA review. C/CAG calls for projects that meet the criteria to determine if a combination of acceptable measures is possible that has the capacity to “fully reduce,” through the use of a trip credit system, the demand for net new trips that the project is anticipated to generate on the CMP roadway network (including the first 100 trips). C/CAG has published a list of mitigation options in a memorandum. The Project generates more than 100 net new peak one-hour trips and therefore subject to C/CAG’s ordinance. The TDM Plan prepared by the Project meets the requirements for the City’s TDM Ordinance and meets the requirements for C/CAG.

San Bruno Bicycle and Pedestrian Master Plan (Walk N’ Bike Plan) The City of San Bruno Walk ‘N Bike Plan was adopted July 26, 2016. The plan presents the desired state of walking and biking in San Bruno ten years out that would result from implementation of the Walk ‘N Bike Plan.

In recognizing the public’s desire for an improved network of sidewalks, street crossings, bike lanes, bike routes, and walking and biking paths and trails to access more destinations, the City aims to provide access to an expanded range of programs, events, and activities in the areas of pedestrian and bicycle safety, education, encouragement, and promotion.

The public views walking and biking in a positive light by recognizing the benefits of these modes to personal and public health, mobility, neighborhood livability, social interaction, the local economy, and the environment, and it supports continued improvements. The City administration also recognizes the benefits and embraces opportunities to integrate walking and biking as vital parts of a more balanced multi-modal transportation network by developing new facilities, improving existing ones, enhancing traffic enforcement, and adopting other supportive policies and practices. The City of San Bruno is experiencing a trend of an ever-increasing transportation mode shift away from driving and toward walking and biking.

Chapters 5 through 8 of the Walk ‘N Bike Plan identify specific infrastructure projects and program action items that would implement the City’s vision. Many of these projects are adjacent to or near the Project Site.

Streetscape improvements, including bike lanes and expanded sidewalks, are proposed along Huntington Avenue to create a more comfortable, safer connection between the Centennial Way Trail and the San Bruno BART and Caltrain Stations. A Class IV separated bikeway is proposed between the San Bruno Caltrain Station at the intersection of San Mateo Avenue and Huntington Avenue, up to the intersection of Sneath Lane and Huntington Avenue. A road diet from five lanes to three lanes and bi-directional bike lanes are proposed along Huntington Avenue north of Sneath Lane.

A pedestrian and bicycle only path is planned along the south side of Tanforan alongside parking lots and the unnamed access road connecting Huntington Avenue to El Camino Real/Tanforan Way. The goal of the path is to promote pedestrian activity south of the BART Station and also provide a safer, more comfortable connection from El Camino Real/Sneath Lane to the BART Station, as currently pedestrians travel along Sneath Lane, a higher speed vehicle-oriented roadway.

Sneath Lane and Huntington Avenue are recognized as two of the city’s busiest thoroughfares that have high historical rates of collisions. The intersection of Sneath Lane and Huntington Avenue is a safety concern for pedestrians and crossing improvements are established to support travel to transit stations and the surrounding commercial area.

San Bruno Transit Corridors Specific Plan (TCP)
The San Bruno Transit Corridors Specific Plan (TCP), adopted February 12, 2013, articulates the community’s vision for revitalized commercial corridors in proximity to the San Bruno Avenue Caltrain Station and BART Station. The TCP Plan Area includes portions of El Camino Real and San Mateo Avenue and its frontage properties, San Bruno Avenue, and a portion of Huntington Avenue up towards Sneath Lane. While the TCP’s land use planning area does not include the Project site, it applies to roadways and transportation facilities and services in the vicinity that will serve and be affected by the Project and includes policies whose implementation may have an effect on the Project.

Transportation Policies include those that encourage improved bicycle connectivity, bicycle parking opportunities, pedestrian access, safety, and amenities, and transit stop amenities within the Transit Corridors Area. A few policies that apply to roadways and transportation facilities and services in the vicinity are listed below.
• TRANS C.1 – Provide Class II bicycle lanes on Huntington Avenue north of San Bruno Avenue • TRANS B.1 – Provide a local circulator shuttle service between the Downtown, BART station, and Caltrain station, with potential stops at the San Francisco International Airport • TRANS B.2 – Enhance bus stops with appropriate amenities (shelters, benches, lighting, real-time passenger information) to improve the overall comfort and safety for transit riders • TRANS D.1 – Provide enhanced crosswalks at all crossings in Transit Corridors Area. As appropriate, enhanced crosswalks should include pedestrian bulbouts, median refuge islands or special paving treatments.

Additionally, a road diet along Huntington Avenue between San Bruno Avenue and BART is being considered to improve bicycle conditions. Huntington Avenue is a four-lane roadway with a center median and serves approximately 11,000 vehicles per day. Research has shown that a road diet from four lanes to two lanes is feasible as Huntington Avenue will likely be able to accommodate future volumes and not result in a significant amount of traffic diversion to adjacent parallel streets.

South San Francisco Parks and Recreation Master Plan
The City of South San Francisco Parks and Recreation Master Plan, which was adopted in July 2015, studies the existing park system, facilities, and recreation programming, and identifies a planning blueprint to improve, protect, and expand the city’s network of parks, facilities and recreational services for the future.

The Parks and Recreation Master Plan establishes the following goal related to the Project:
• Goal 2: Every South San Francisco resident should be within a 5-minute walk of a park, trail, or open space.

Appendix B: VMT Technical Context
Senate Bill 743 (Stats. 2013, ch. 386) (SB 743) is intended to better align CEQA transportation impact analysis practices and mitigation outcomes with the State’s goals to reduce greenhouse gas (GHG) emissions, encourage infill development, and improve public health through more active transportation. The law creates several key statewide changes to the California Environmental Quality Act (CEQA).

First, the law requires the Governor’s Office of Planning and Research (OPR) to establish new metrics for determining the significance of transportation impacts of projects within transit priority areas (TPAs) and allows OPR to extend use of the metrics beyond TPAs. OPR selected vehicle miles of travel (VMT) as the preferred transportation impact metric and applied their discretion to require its use statewide.

Second, this legislation establishes that aesthetic and parking impacts of a residential, mixed-use residential, or employment center projects on an infill site within a TPA shall not be considered significant impacts on the environment.

Third, the new CEQA Guidelines that implement this legislation state that generally, vehicle miles traveled is the most appropriate measure of transportation impacts, and that as of July 1, 2020, this requirement shall apply statewide., but that until that date, lead agencies may elect to rely on VMT rather than LOS to analyze transportation impacts.

Finally, the law establishes a new CEQA exemption for a residential, mixed-use, and employment center project a) within a transit priority area, b) consistent with a specific plan for which an EIR has been certified, and c) consistent with a Sustainable Communities Strategy (SCS). This exemption requires further review if the project or circumstances changes significantly.

To aid in SB 743 implementation, the following state guidance has been produced:
• Technical Advisory on Evaluating Transportation Impacts in CEQA, California Governor’s Office of Planning and Research, December 20181
• California Air Resources Board (CARB) 2017 Scoping Plan-Identified VMT Reductions and Relationship to State Climate Goals, California Air Resources Board, January 20192 • Vehicle Miles Traveled – Focused Transportation Impact Study Guide, Caltrans, May, 20203 The California Air Resources Board 2017 Scoping Plan-Identified VMT Reductions and Relationship to State Climate Goals provides recommendations for VMT reduction thresholds that would be necessary to achieve the State’s GHG reduction goals. CARB finds per-capita light-duty vehicle travel would need to be approximately 16.8 percent lower than existing by 2050, and overall per-capita vehicle travel would need to be approximately 14.3 percent lower than existing levels by 2050 under that scenario. CARB also 1 https://opr.ca.gov/docs/20190122-743_Technical_Advisory.pdf 2 https://ww2.arb.ca.gov/sites/default/files/2019-01/2017_sp_vmt_reductions_jan19.pdf 3 https://dot.ca.gov/-/media/dot-media/programs/transportation-planning/documents/sb-743/2020-05-20- approved-vmt-focused-tisg-a11y.pdf
acknowledges that the SCS targets are not sufficient to meet climate goals. As stated in the report, “…the full reduction needed to meet our climate goals is an approximately 25 percent reduction in statewide per capita on-road light-duty transportation-related GHG emissions by 2035 relative to 2005.” OPR considered this research when developing recommended VMT thresholds. In the Technical Advisory on Evaluating Transportation Impacts in CEQA (December 2018), OPR recommends that a per capita or per employee VMT that is 15 percent below that of existing development may be a reasonable threshold. This threshold is based on the above mentioned research documents from CARB as well as evidence that suggests a 15 percent reduction in VMT is achievable at the project level in a variety of place types4 and would help the State towards achieving its climate goals. However, each jurisdiction must apply the statewide VMT analysis guidance based on available travel data and tools. 4 CAPCOA (2010) Quantifying Greenhouse Gas Mitigation Measures, p. 55, available at http://www.capcoa.org/wpcontent/uploads/2010/11/CAPCOA-Quantification-Report-9-14-Final.pdf Appendix C: Trip Generation
Memorandum
345 California Street | Suite 450 | San Francisco, CA 94104 | (415) 348-0300 | Fax (415) 773-1790 www.fehrandpeers.com
Memorandum
Date: April 4, 2022
To: Nick Pappani, Raney Planning & Management, Inc.

From: Mike Hawkins and Natalie Daugherty, Fehr & Peers
Subject: Trip Generation Assessment for 180 El Camino Real/Steelwave SF22-1215
This memorandum summarizes Fehr & Peers’ trip generation assessment for the proposed 180 El Camino Real/Steelwave Project, an 11.21-acre mixed-use life sciences campus located at 180-188 El Camino Real and 415 Spruce Avenue in South San Francisco (Project). This memorandum describes trip generation methodology and provides trip generation results for weekday daily, a.m. peak hour, and p.m. peak hour conditions to evaluate the Project in a subsequent transportation impact assessment.

Introduction
The Project site is in South San Francisco and bounded by South Spruce Avenue to the north, Huntington Avenue to the east, retail to the south (retail frontages along Noor Avenue), and El Camino Real to the west. The site is situated in a mixed-use area, adjacent to single-family residences to the north and west, commercial and light industrial uses to the east, and commercial businesses to the south. The Project would redevelop the existing vacant shopping center to provide a site subdivided into three parcels (Lot B-D, each with different land use). The northwest portion of the site, Lot A, is a separate, approved project with a supermarket and retail use. Under the preferred site plan (Project), Lot B is multi-family residential, Lot C is life sciences/research & development (R&D), and lot D is parking. New interior east-west streets will bisect the site and pedestrian and bicycle connections will allow people to travel between site uses. The alternative site plan would remove the multi-family residential use and replace Lot B with an additional research and development building.

Trip generation for both the Project site plan and the alternative site plan are provided in this memorandum along with trip reductions to account for trips made between uses in the site (internalization) and trips already approved under the South El Camino Real General Plan Amendment for the Project site. The following section describes the methodology for forecasting trip generation.
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Trip Generation Methodology
Trip generation refers to the process of forecasting the amount of vehicle and person trips a project is expected to generate over a typical weekday and during the morning and evening peak commute hours. The traditional method to calculate trip generation is by using The Institute for Transportation Engineers (ITE) Trip Generation Manual, which has trip generation rates for a variety of land uses. The ITE rates were determined based on multiple site surveys conducted across the country. Fehr & Peers developed a more sensitive trip generation tool, MXD+, which, while still using national rates, also accounts for built environment factors such as the density and diversity of land uses, design of the pedestrian and bicycle environment, demographics of the site, and distance to transit1. However, trip generation rates from local data sources are generally recommended over national ITE rates when available, as local rates better reflect travel patterns in the project vicinity.

Life Sciences/R&D Uses
Fehr & Peers collected tube counts in Fall 2019 from four local life sciences/R&D campus sites in South San Francisco to develop trip generation rates that are more contextually sensitive than MXD+ and account for a base level of Transportation Demand Management (TDM). Table 1 below shows trip generation rates for life sciences/R&D uses using ITE, MXD+, and an average of the local life sciences sites for comparison. These rates have different sensitivities to local travel patterns, peak period spreading, mix of employers, and participation in TDM programs.

Table 1. Comparison of Trip Generation Rates for Life Sciences/R&D Uses Trip Generation Method Units
Daily AM Peak Hour PM Peak Hour
Rate Rate In Out Rate In Out
ITE R&D Center1 Per KSF 10.35 0.42 75% 25% 0.49 15% 85% MXD+2 Per KSF 8.83 0.35 75% 25% 0.43 15% 85%
Local Life Sciences Data3 Per KSF 6.68 0.93 78% 22% 0.90 21% 79% Notes:

1. Based on ITE 11th Edition (Land Use #760 – Research and Development Center)

3. Based on local trip generation data for life science developments collected November-December 2019 at 499 Forbes and 751 Gateway, in South San Francisco.

Source: Fehr & Peers, 2022
1 Trip generation is influenced by seven sensitivity variables: density, such as the density of jobs and dwellings, diversity of land uses, design that supports connectivity and walkability, regional accessibility, distance to transit, development scale, and demographics, such as household size and income. 180 ECR/Steelwave Trip Generation
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Overall, using ITE 760 Research and Development Center rates would result in the highest number of daily trips generated. Trip generation rates based on local data would result in the lowest daily number of trips generated, due to lower employee densities (1 per 450 square feet) and the drive alone mode share (70 percent) that is lower than the traditional suburban settings with limited transportation demand management (TDM) programs represented in the ITE data, where greater than 75 percent of employees commute by single occupancy vehicle. 2 Although ITE 760 land use generates the highest number of daily trips, it generates fewer a.m. and p.m. peak hour trips compared to the local life sciences sites. The most appropriate rate would depend on the final tenant details, employee density for the site, and an estimate of the site’s final mode share. Under the TDM Ordinance (Ord. 1432 § 2, 2010) for South San Francisco, all nonresidential projects resulting in more than 100 average daily trips is required to have a performance target of 28 percent minimum alternative mode share target, with higher performance target thresholds for projects requesting a floor area ratio (FAR) bonus. This would reduce single-occupancy vehicle trips compared to the industry average presented in ITE, similar to what is currently required in South San Francisco. Fehr & Peers recommends using trip generation rates based on the average of the four local sites for this study. The average local data result in daily trip generation rates lower than those from ITE and MXD+, and higher a.m. and p.m. peak hour trip generates rates than those from ITE and MXD+.

Residential Uses
ITE 221 Multifamily Mid-Rise was used to forecast trip generation for the Project residential building located on Lot B.

Retail/Supermarket Uses
While not part of the Project, a new supermarket and some ground floor retail were recently approved and are being developed on the site. Since the supermarket and associated retail uses are expected to be complete prior to occupation of the Project, we accounted for some internalization between commercial uses and Project land uses, as described in more detail below.

ITE 850 Supermarket and ITE 822 Strip Retail Plaza were used to calculate trip generating potential and internalization for the commercial uses on Lot A.

Vehicle Trip Reductions Forecasted Using MXD+
The MXD+ model accounts for the trip-reduction benefits of mixed-use and other forms of lowerimpact development by incorporating the influence of land use context and built environment variables. Absent these variables, a trip generation estimate may result in overstated impacts and 2 The average US drive alone rate was 76.4 percent in 2013, with higher rates for people who live and work outside of each metro’s principal cities.
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excessive development costs, skewed public perception and decision-maker resistance to certain types of development projects.

MXD+ combines four methods3 of trip generation to account for both the internal mix of uses and the surrounding land use and transportation characteristics, which allows the tool to provide internal trip reductions and external trip reductions due to walking, bicycling, and transit trips.

MXD+ estimates both internal trips and external vehicle trip reductions as a percentage of total external vehicle trips, which are calculated using the latest edition of the ITE Trip Generation Manual.

Our recommended trip generation for the life sciences/R&D uses are based on local sources, which already accounts for external walk, bike, and transit trips. In order to present a more conservative analysis, no additional external trip reductions were applied to the Project.

Internal trips are trips made between complementary land uses on a mixed-use site, which reduces the number of trips made external to the site on the surrounding roadways. The Project site has complementary land uses that encourage internal trip making between the office, residential, supermarket, and retail uses, and the internal roadways are designed to accommodate those trips. For example, a resident on Lot B might shop at the supermarket on Lot A and work in one of the buildings on Lot C. MXD+ was used to calculate an internal trip rate for the Project, accounting for all Project land uses plus the recently approved supermarket and retail uses4 (Lot A).

The Project site contains a vacant former shopping center. Trip generation therefore does not include trip credit for existing site uses.

Approved Non-Residential Trips
The South El Camino Real General Plan Amendment EIR (2010) previously analyzed a mix of commercial and residential land uses for the Project area. The proposed life science component of the Project will effectively replace the previously approved commercial (non-residential) uses as outlined in the South El Camino Real EIR. Trip generation for the previously approved land uses is summarized in Section 3.1 of that document.
3 The four trip generation methods are the ITE Trip General Manual forecasting trips using a single independent variable, ITE Trip General Manual using one additional variable (the mix of uses on site), the NCHRP 684 method, and the EPA MXD model.
4 Approximately 7,800 SF of retail and approximately 63,600 SF of supermarket were used for the purpose of estimating internal trip reductions.
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Trip Generation Results
Trip generation results are provided for both the preferred site plan and the alternative site plan.

In the preferred site plan, Lot B is residential, Lot C is life sciences/R&D, and Lot D is parking. In the alternative site plan, Lot B and C are life sciences/R&D, where Lot C has lower square footage of life sciences/R&D in the alternative site plan compared to the preferred site plan, and Lot D is parking. Trip generation is calculated using the same methodology for both site plans, and trip reductions are calculated using different internal trip reduction percentages particular to the complementary uses in each site plan.

This analysis accounts for a base level transportation demand management (TDM) program which is mandatory for the Project. The Project may propose TDM measures that go above and beyond those already accounted for in this analysis. The Project is proposing a TDM plan which is intended to provide options to future employers, employees, residents, and visitors, to allow use of non-auto modes; strategies to encourage carpooling, biking, walking, and transit use; and site design features to promote the same.

Net new trips are calculated as the total Project trips less the previously approved non-residential trips from the South El Camino Real EIR.

Preferred Site Plan
With the preferred site plan, the Project is expected to generate 1,979 daily, 147 a.m. peak hour, and 234 p.m. peak hour net new trips, as shown in Table 2.

Table 2. Preferred Site Plan Trip Generation
Land Use Size Daily
AM Peak Hour PM Peak Hour
In Out Total In Out Total
Residential1, Lot B 184 DUs 831 16 53 69 44 28 72
Life Sciences/R&D2, Lot C 797,069 SF 5,324 578 163 741 151 567 718 Internal Trip Reductions3- 238 26 10 36 21 41 62
Total Project trips - 5,917 568 206 774 174 554 728
Approved So. ECR nonresidential trips4
- 3,938 424 203 627 169 325 494
Net New Trips5 1,979 144 3 147 5 229 234
Notes:

1. Based on ITE 11th Edition (Land Use #221 – Multifamily Mid-Rise Not Close to Rail Transit)

2. Based on local trip generation data for life science developments.

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includes trips between R&D, residential, commercial uses, and excludes internal trips between commercial uses (supermarket and retail on Lot A).

5. Net new trips represent total Project trips less previously approved So. ECR non-residential trips.

Source: Fehr & Peers, 2022
Alternative Site Plan
With the alternative site plan, the Project is expected to generate 2,074 daily, 225 a.m. peak hour, and 307 p.m. peak hour net new trips, and these results are shown in Table 3 below.

Table 3. Alternative Site Plan Trip Generation
Land Use Size Daily
AM Peak Hour PM Peak Hour
In Out Total In Out Total
Life Sciences/R&D1, Lot B & C 917,927 SF 6,132 666 188 854 173 653 826 Internal Trip Reductions2- 120 17 5 22 9 21 30
Total Project trips - 6,012 649 183 832 164 632 796
Approved So. ECR nonresidential trips3
- 3,938 424 203 627 169 325 494
Net New Trips4,5- 2,074 225 0 225 0 307 307
Notes:

1. Based on local trip generation data for life science developments.

4. Net new trips represent total Project trips less previously approved So. ECR non-residential trips.

5. Net new trips for AM out and PM in calculate to be negative but are shown as zero to represent a more reasonable and conservative analysis.

Source: Fehr & Peers, 2022
Appendix D: Intersection Operations
Results
HCM Signalized Intersection Capacity Analysis
28: El Camino Real & Hazelwood Dr/Spruce Ave 05/17/2022 180 ECR 2024 Plus Project PM Synchro 10 Report
Fehr & Peers Page 1
Movement EBL EBT EBR WBL WBT WBR NBU NBL NBT NBR SBU SBL Lane Configurations
Traffic Volume (vph) 90 60 60 350 145 340 145 220 1790 255 60 197 Future Volume (vph) 90 60 60 350 145 340 145 220 1790 255 60 197 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.7 3.7 3.7 3.7 3.0 4.4 4.4 3.0
Lane Util. Factor 0.95 0.95 0.95 1.00 1.00 0.91 1.00 1.00 Frpb, ped/bikes 0.99 1.00 1.00 0.97 1.00 1.00 0.98 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.96 1.00 1.00 0.85 1.00 1.00 0.85 1.00
Flt Protected 0.98 0.95 0.98 1.00 0.95 1.00 1.00 0.95
Satd. Flow (prot) 3316 1690 1746 1543 1787 5136 1566 1787 Flt Permitted 0.56 0.54 0.66 1.00 0.95 1.00 1.00 0.95
Satd. Flow (perm) 1886 956 1175 1543 1787 5136 1566 1787 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 95 63 63 368 153 358 153 232 1884 268 63 207 RTOR Reduction (vph) 0 35 0 0 0 222 0 0 0 76 0 0
Lane Group Flow (vph) 0 186 0 250 271 136 0 385 1884 192 0 270 Confl. Peds. (#/hr) 17 5 5 17 8 5 5
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1%
Turn Type Perm NA Perm NA Perm Prot Prot NA Perm Prot Prot Protected Phases 8 4 1 1 6 5 5
Permitted Phases 8 4 4 6
Actuated Green, G (s) 34.4 34.4 34.4 34.4 34.6 77.4 77.4 27.1 Effective Green, g (s) 34.4 34.4 34.4 34.4 34.6 77.4 77.4 27.1 Actuated g/C Ratio 0.23 0.23 0.23 0.23 0.23 0.52 0.52 0.18 Clearance Time (s) 3.7 3.7 3.7 3.7 3.0 4.4 4.4 3.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 432 219 269 353 412 2650 808 322
v/s Ratio Prot c0.22 c0.37 0.15
v/s Ratio Perm 0.10 c0.26 0.23 0.09 0.12
v/c Ratio 0.43 1.14 1.01 0.39 0.93 0.71 0.24 0.84
Uniform Delay, d1 49.4 57.8 57.8 48.9 56.6 27.7 20.0 59.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.7 104.2 56.8 0.7 28.3 1.6 0.7 17.1 Delay (s) 50.1 162.0 114.6 49.6 84.8 29.4 20.7 76.4
Level of Service D F F D F C C E
Approach Delay (s) 50.1 101.6 36.9
Approach LOS D F D
Intersection Summary
HCM 2000 Control Delay 48.7 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.89
Actuated Cycle Length (s) 150.0 Sum of lost time (s) 11.1 Intersection Capacity Utilization 95.1% ICU Level of Service F Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
28: El Camino Real & Hazelwood Dr/Spruce Ave 05/17/2022 180 ECR 2024 Plus Project PM Synchro 10 Report
Fehr & Peers Page 2
Movement SBT SBR
Lane Configurations
Traffic Volume (vph) 1020 162
Future Volume (vph) 1020 162
Ideal Flow (vphpl) 1900 1900
Total Lost time (s) 4.4
Lane Util. Factor 0.91
Frpb, ped/bikes 1.00
Flpb, ped/bikes 1.00
Frt 0.98
Flt Protected 1.00
Satd. Flow (prot) 5010
Flt Permitted 1.00
Satd. Flow (perm) 5010
Peak-hour factor, PHF 0.95 0.95
Adj. Flow (vph) 1074 171
RTOR Reduction (vph) 11 0
Lane Group Flow (vph) 1234 0
Confl. Peds. (#/hr) 8
Confl. Bikes (#/hr)
Heavy Vehicles (%) 1% 1%
Turn Type NA
Protected Phases 2
Permitted Phases
Actuated Green, G (s) 69.9
Effective Green, g (s) 69.9
Actuated g/C Ratio 0.47
Clearance Time (s) 4.4
Vehicle Extension (s) 3.0
Lane Grp Cap (vph) 2334
v/s Ratio Prot 0.25
v/s Ratio Perm
v/c Ratio 0.53
Uniform Delay, d1 28.4
Progression Factor 1.00
Incremental Delay, d2 0.9
Delay (s) 29.2
Level of Service C
Approach Delay (s) 37.7
Approach LOS D
Intersection Summary
HCM Signalized Intersection Capacity Analysis
28: El Camino Real & Hazelwood Dr/Spruce Ave 05/17/2022 180 ECR 2024 Plus Project PM - Modified Synchro 10 Report Fehr & Peers Page 1
Movement EBL EBT EBR WBL WBT WBR NBU NBL NBT NBR SBU SBL Lane Configurations
Traffic Volume (vph) 90 60 60 350 145 340 145 220 1790 255 60 197 Future Volume (vph) 90 60 60 350 145 340 145 220 1790 255 60 197 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 3.7 3.7 3.7 3.7 3.0 4.4 3.0
Lane Util. Factor 0.95 0.95 0.95 1.00 1.00 0.91 1.00
Frpb, ped/bikes 0.99 1.00 1.00 0.97 1.00 1.00 1.00
Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.96 1.00 1.00 0.85 1.00 0.98 1.00
Flt Protected 0.98 0.95 0.98 1.00 0.95 1.00 0.95
Satd. Flow (prot) 3316 1690 1746 1543 1787 5027 1787
Flt Permitted 0.56 0.54 0.66 1.00 0.95 1.00 0.95
Satd. Flow (perm) 1886 956 1175 1543 1787 5027 1787
Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 95 63 63 368 153 358 153 232 1884 268 63 207 RTOR Reduction (vph) 0 35 0 0 0 222 009000
Lane Group Flow (vph) 0 186 0 250 271 136 0 385 2143 0 0 270 Confl. Peds. (#/hr) 17 5 5 17 8 5 5
Confl. Bikes (#/hr) 1
Heavy Vehicles (%) 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1% 1%
Turn Type Perm NA Perm NA Perm Prot Prot NA Prot Prot
Protected Phases 8 4 1 1 6 5 5
Permitted Phases 8 4 4
Actuated Green, G (s) 34.4 34.4 34.4 34.4 34.6 77.4 27.1 Effective Green, g (s) 34.4 34.4 34.4 34.4 34.6 77.4 27.1 Actuated g/C Ratio 0.23 0.23 0.23 0.23 0.23 0.52 0.18
Clearance Time (s) 3.7 3.7 3.7 3.7 3.0 4.4 3.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 432 219 269 353 412 2593 322
v/s Ratio Prot c0.22 c0.43 0.15
v/s Ratio Perm 0.10 c0.26 0.23 0.09
v/c Ratio 0.43 1.14 1.01 0.39 0.93 0.83 0.84
Uniform Delay, d1 49.4 57.8 57.8 48.9 56.6 30.6 59.3
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.7 104.2 56.8 0.7 28.3 3.2 17.1
Delay (s) 50.1 162.0 114.6 49.6 84.8 33.8 76.4
Level of Service D F F D F C E
Approach Delay (s) 50.1 101.6 41.6
Approach LOS D F D
Intersection Summary
HCM 2000 Control Delay 51.0 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.95
Actuated Cycle Length (s) 150.0 Sum of lost time (s) 11.1 Intersection Capacity Utilization 100.8% ICU Level of Service G Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis
28: El Camino Real & Hazelwood Dr/Spruce Ave 05/17/2022 180 ECR 2024 Plus Project PM - Modified Synchro 10 Report Fehr & Peers Page 2
Movement SBT SBR
Lane Configurations
Traffic Volume (vph) 1020 162
Future Volume (vph) 1020 162
Ideal Flow (vphpl) 1900 1900
Total Lost time (s) 4.4
Lane Util. Factor 0.91
Frpb, ped/bikes 1.00
Flpb, ped/bikes 1.00
Frt 0.98
Flt Protected 1.00
Satd. Flow (prot) 5010
Flt Permitted 1.00
Satd. Flow (perm) 5010
Peak-hour factor, PHF 0.95 0.95
Adj. Flow (vph) 1074 171
RTOR Reduction (vph) 11 0
Lane Group Flow (vph) 1234 0
Confl. Peds. (#/hr) 8
Confl. Bikes (#/hr)
Heavy Vehicles (%) 1% 1%
Turn Type NA
Protected Phases 2
Permitted Phases
Actuated Green, G (s) 69.9
Effective Green, g (s) 69.9
Actuated g/C Ratio 0.47
Clearance Time (s) 4.4
Vehicle Extension (s) 3.0
Lane Grp Cap (vph) 2334
v/s Ratio Prot 0.25
v/s Ratio Perm
v/c Ratio 0.53
Uniform Delay, d1 28.4
Progression Factor 1.00
Incremental Delay, d2 0.9
Delay (s) 29.2
Level of Service C
Approach Delay (s) 37.7
Approach LOS D
Intersection Summary
Queues
28: El Camino Real & Hazelwood Dr/Spruce Ave 05/17/2022 180 ECR 2024 Plus Project PM Synchro 10 Report
Fehr & Peers Page 1
Lane Group EBT WBL WBT WBR NBL NBT NBR SBL SBT
Lane Group Flow (vph) 221 250 271 358 385 1884 268 270 1245 v/c Ratio 0.47 1.14 1.00 0.62 0.93 0.71 0.30 0.84 0.53
Control Delay 42.6 154.9 112.5 15.8 86.9 30.8 10.2 80.7 29.5 Queue Delay 0.6 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 43.2 154.9 112.5 15.8 86.9 30.8 10.2 80.7 29.5 Queue Length 50th (ft) 77 ~289 277 55 368 521 57 257 319 Queue Length 95th (ft) 122 #478 #475 165 #557 622 127 350 366 Internal Link Dist (ft) 103 1484 2339 2452
Turn Bay Length (ft) 200 250 520
Base Capacity (vph) 707 343 423 744 428 2648 883 393 2343 Starvation Cap Reductn 225 00000000
Spillback Cap Reductn 000000000
Storage Cap Reductn 000000000
Reduced v/c Ratio 0.46 0.73 0.64 0.48 0.90 0.71 0.30 0.69 0.53 Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

Queues
28: El Camino Real & Hazelwood Dr/Spruce Ave 05/17/2022 180 ECR 2024 Plus Project PM - Modified Synchro 10 Report Fehr & Peers Page 1
Lane Group EBT WBL WBT WBR NBL NBT SBL SBT
Lane Group Flow (vph) 221 250 271 358 385 2152 270 1245 v/c Ratio 0.47 1.14 1.00 0.62 0.93 0.83 0.84 0.53
Control Delay 42.6 154.9 112.5 15.8 86.9 35.0 80.7 29.5 Queue Delay 0.6 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 43.2 154.9 112.5 15.8 86.9 35.0 80.7 29.5
Queue Length 50th (ft) 77 ~289 277 55 368 653 257 319
Queue Length 95th (ft) 122 #478 #475 165 #557 775 350 366 Internal Link Dist (ft) 103 1484 2339 2452
Turn Bay Length (ft) 200 250 520
Base Capacity (vph) 707 343 423 744 428 2599 393 2343
Starvation Cap Reductn 225 0000000
Spillback Cap Reductn 00000000
Storage Cap Reductn 00000000
Reduced v/c Ratio 0.46 0.73 0.64 0.48 0.90 0.83 0.69 0.53 Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.

Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after two cycles.

South San Francisco City CouncilSeptember 14, 2022

South San Francisco City Council
September 14, 2022