Lindenville Specific Plan 1 SWOT Analysis
Lindenville Specific Plan 2 SWOT Analysis
Introduction
The Lindenville Specific Plan Area is an approximately 400-acre area located in the southern portion of the City of South San Francisco. As shown in Figure 1, the Plan Area is bounded by US Route 101 (US-101) to the east, the City of San Bruno and Centennial Way Trail to the south, Fir Avenue and Magnolia Avenue to the west, and Railroad Avenue to the north. Lindenville is south of the Downtown neighborhood, which is home to many of the City’s administrative offices, locally-owned shops and businesses, and cultural institutions. Colma Creek runs through the northern part of the Plan Area en route from the San Bruno Mountains to the San Francisco Bay. In the past, Colma Creek supported wildlife and community uses, but was channelized to provide flood control.
Lindenville has historically been the industrial neighborhood of the city, supporting light industrial, manufacturing, and service and repair businesses, all of which contribute to the city’s legacy as “The Industrial City.” The City’s General Plan sets a vision for Lindenville that aims to preserve small businesses and legacy industrial uses while also creating a vibrant and inclusive neighborhood with opportunities for new housing development, improved mobility options, new green spaces, and increased access to public services.
Figure 1: South San Francisco Citywide Context
Lindenville Specific Plan 3 SWOT Analysis
The City of South San Francisco is home to approximately 66,105 people.1 The City’s economy is anchored by a thriving biotech community that continues to grow. Between 2009 and 2018, employment growth in South San Francisco was primarily driven by jobs in biotechnology and logistics (warehousing and distribution) businesses. While employment opportunities have boomed in South San Francisco in recent years, housing costs increased and the availability of housing relative to jobs worsened. As of 2020, South San Francisco approved development of approximately 12,000 jobs and 800 homes, which translates to 15 jobs per housing unit. As of 2019, only 8 percent of people who work in South San Francisco also live in the city.
2 Most trips in South San Francisco are made in a car. However, many employees who work in South San Francisco get to work by riding transit or walking, with Bay Area Rapid Transit (BART) and San Mateo County Transit District (SamTrans) being the most popular transit services in the city. The South San Francisco and San Bruno BART stations lie outside the Plan Area, but the Centennial Way Trail connects the San Bruno Station to southern Lindenville. US-101 and Interstate 380 connect Lindenville to the larger Bay Area region. The San Francisco International Airport lies just outside the Plan Area. 1 QuickFacts, 2020 Decennial Census, United States Census Bureau, https://www.census.gov/quickfacts/fact/table/southsanfranciscocitycalifornia/POP010220. 2 OnTheMap LEHD Data, United States Census Bureau, https://onthemap.ces.census.gov/.
Lindenville Specific Plan 4 SWOT Analysis
History of Lindenville
The land now known as South San Francisco was inhabited by the Ramaytush Ohlone people, specifically the Urebure Tribe who lived at the base of the San Bruno Mountain until the late eighteenth century, when Spanish settlers moved into their land.
3, 4 During the 1800s, the area was owned by the Mexican government, then divided into ranches mostly used for cattle grazing, dairy operations, stockyards, and packing plants. In 1890, the South San Francisco Land and Improvement Company acquired land in the area to develop a town next to the packing plants.
With the completion of the Southern Pacific
Railroad between San Francisco and San Jose in
1907, South San Francisco’s convenient
transportation access made it a prime location for
industrial uses, including steel manufacturing. The
City of South San Francisco incorporated in 1908,
with industrial uses located to the east of the
Southern Pacific Railroad and residences to the
west in a grid pattern in the Downtown area.
Around this time, Colma Creek still supported
wildlife, recreational uses, and movement through
South San Francisco.
During the first half of the twentieth century, steel
manufacturers, shipbuilders, lumber companies,
and other industries began to call South San
Francisco home. Most factories and industrial
buildings during this time were located in the area
east of San Bruno Road (now US-101), with some
companies establishing manufacturing buildings in
the Lindenville area, such as Morrill Ink and South
City Lumber.
5 3
“History of South San Francisco,” City of South San Francisco, 2019, http://www.ssf.net/home/showdocument?id=128.
4 “The Ramaytush Ohlone,” The Association of Ramaytush Ohlone, 2021, https://www.ramaytush.org/ramaytushohlone.html. 5 “The Making of ‘The Industrial City,’” Historical Society of South San Francisco, https://ssfhistory.org/city-history.
Image 1: 1894 Promotional Map of South San Francisco
Historical Society of South San Francisco,
https://ssfhistory.org/1894-map-of-the-city
Lindenville Specific Plan 5 SWOT Analysis
Population boomed during the first and second World Wars. During World War II, Bethlehem Steel and other military contractors had nearly 10,000 workers at their plants and factories in South San Francisco.
The U. S. Government constructed emergency housing for Federal wartime defense workers in Lindenville in 1942, specifically on the land between what is now Victory Avenue and Railroad Avenue. At its peak, this site had 720 units housing over 4,000 people.6 These homes were constructed so cheaply and poorly that they were abandoned in 1957 and later demolished.7 These parcels were replaced with industrial uses in the 1960s, and no residential uses have been developed in Lindenville since then.
Historic Structures and Markers
Lindenville’s history as the industrial engine of South San Francisco is reflected in the built environment today. Though Lindenville does not have any cultural resources listed on the California Register of Historic Places or the National Register of Historic Places, it has eight sites on the City’s Historic Landmarks and Markers lists.
The City of South San Francisco recognizes 40 designated Historic Landmarks that are designated based on criteria evaluating the property’s significance to the heritage of the city, the involvement of important people in its development or story, exemplification of a special architectural style, or its careful attention to detail and craftsmanship. South City Lumber, which has been in operation since 1898 and has been at its present location since 1927, is the only Historic Landmark in Lindenville.
Historic Markers, designated by the Historic Preservation Commission, identify other historic or culturally
significant sites throughout South San Francisco, as shown in Figure 2. There are 50 Markers throughout the city in total and seven are in the Lindenville. Many of these
Markers represent the original locations of important
historical companies that are no longer in operation.
Lindenville also contains one of the oldest surviving
historic structures in the city. The Cut Stone Bridge is a culvert portal of cut granite stones located just north of South Spruce Avenue at the BART right-of-way. It was
originally constructed in 1863, and when BART was
constructed in the 1960s, this historic structure was
removed and put back into place. The Cut Stone Bridge is not on the City’s Historic Landmarks or Markers lists.
6 “Lindenville,” City of South San Francisco,
https://www.ssf.net/home/showpublisheddocument/5462/636466152034700000. 7 “Lindenville Ends in a Burst of Profit,” San Francisco Chronicle (1957). https://sfchronicle.newsbank.com/search?text=lindenville&content_added=&date_from=&date_to=&pub%5B0%5D= 142051F45F422A02.
Image 2. 1910 South City Lumber Office
South City Lumber, southcitylumber.com/
Lindenville Specific Plan 6 SWOT Analysis
Figure 2: Historic Landmarks and Markers
Lindenville Specific Plan 7 SWOT Analysis
Strengths, Weaknesses,
Opportunities, and Threats
Following extensive mapping, research, and review of prior plans and studies, the planning team identified a series of strengths, weaknesses, opportunities, and threats (SWOT) related to land use and the environment, economic conditions, transportation, and infrastructure in Lindenville. The SWOT analysis identifies existing conditions that pose potential weakness and threats to Lindenville, and outlines strengths and potential opportunities to explore through the development of the Lindenville Specific Plan.
The first part of this section includes the SWOT analysis. The second includes an “opportunities and constraints” diagram that graphically summarizes urban design, public realm, and other opportunities that exist in Lindenville, as well as the constraints that must be overcome in order to realize those opportunities.
SWOT Summary
Strengths
• Industrial heart of the city. Lindenville has traditionally been the city’s home for industrial uses, and today is still home to about 43 percent of the city’s industrial land. Lindenville has a diverse mix of industrial uses that power the city’s economy, including auto-oriented services, logistics, food processing, research & development (R&D), and manufacturing. • Location. Continued growth of amenities, housing, and accessibility to the South San Francisco Caltrain station in the Downtown area will further enhance the desirability of northern Lindenville for both workers and residents. In addition, portions of Lindenville are in close proximity to BART and Caltrain, where there is 15-minute transit service in place already or planned to start with the implementation of Caltrain’s electrified service.
• Topography: Lindenville is generally flat (though it does slope down eastward towards the San Francisco Bay) which makes travel easy for all modes.
Weaknesses
• Park access. Currently, Lindenville has limited access to parks, with the exception of the Centennial Trail and Sister Cities linear park. New residents and visitors to Lindenville will likely need improved access to parks and recreational opportunities. • Access to community resources. Lindenville has many auto-oriented retail uses and a few restaurants and mini markets, but it does not currently have many of the community uses (laundromats, educational and childcare facilities, banks, etc.) that will be needed to support its transition into a residential, mixed-use neighborhood.
• Site contamination: Site contamination or environmental constraints likely impact some properties after decades of industrial use, raising potential costs for a new development project. • Street network and connectivity. The street grid is disjointed and unintuitive, with constrained right-of-way, many dead ends, and large blocks. Infrastructure and natural features, such as
Lindenville Specific Plan 8 SWOT Analysis
Colma Creek, San Bruno Canal, Caltrain tracks, US-101, and the BART right-of-way impede transportation connectivity to other neighborhoods. In addition, Lindenville has indirect freeway access and ramp capacity challenges at US-101 interchanges. • High-stress pedestrian and bicycle environment. Lindenville has incomplete or narrow sidewalks cluttered with obstacles (utility poles, trees, etc.) and few shade trees, which make the environment difficult to walk or bike in.
• Impervious surfaces. Lindenville has a large amount of industrial and auto-oriented commercial uses. Consequently, there is a high percentage of impervious surfaces across Lindenville, which include concrete and asphalt roads, parking lots, and truck staging areas, as well as large building roof surface area. Heat is accentuated in Lindenville due in part to the large expanses of impervious surfaces.
• Water pollution. There are hydrological concerns related to the treatment of water bodies in the neighborhood, specifically Colma Creek and the San Bruno Canal. These water bodies course through a heavily industrialized section of Lindenville, picking up specific and readily identifiable chemical compounds. Water pollution is concentrated within a few subsectors, mainly in the form of toxic wastes and organic pollutants, resulting in water quality, stormwater management, and ecological issues in Colma Creek and the San Bruno Canal — and consequently, to the quality of life for the community.
Opportunities
• Redevelopment opportunities. Many property owners own multiple parcels on contiguous lots.
Aggregating these parcels could create greater opportunity for redevelopment and master planning. In addition, Lindenville has vacant sites and sites with low Improvement to Land Value (LI) ratios where there may be greater opportunity to redevelop. • Industrial modernization. Where industrial zoning remains in place in Lindenville, continued strong demand for industrial space will incentivize owners and tenants to modernize industrial buildings through reinvestment and redevelopment over time—especially to meet strong demand for last-mile delivery and emerging interest from businesses requiring flexible space for advanced manufacturing and R&D activities.
• Housing: Housing development projects generally support higher property values than industrial uses in Lindenville, creating opportunities for redevelopment over time if allowed by the Specific Plan.
• Transportation improvements. There are opportunities in Lindenville for dedicated and/or lowstress connections through Lindenville that connect to BART and Caltrain. New street connections could break up the street grid and enable east-west travel. Lindenville’s multiple north-south parallel streets create an opportunity for a layered network approach. • De-graying and re-contouring. Implementing potential de-graying and re-contouring strategies such that any drainage in the neighborhood flows through public green spaces and the existing creeks within the neighborhood limits, would help green the neighborhood and potentially reduce frequency of flooding. In addition, it may alleviate flooding in local and regional transportation facilities serving the neighborhood and adjacent communities. • Stormwater retention best management practices. Stormwater management in Lindenville prioritizes water detention over retention, which does little to mitigate the neighborhood’s flood risk. A potential opportunity to explore is integrating stormwater retention best management practices in strategic locations while phasing out some stormwater detention facilities. This will
Lindenville Specific Plan 9 SWOT Analysis
enable the area to collect and hold stormwater on a more permanent basis, which will help reduce flood risk while managing water as a resource and placemaking element. • Dry utility improvements. Potential opportunities to consider include burying some existing and proposed overhead electrical and communications lines. This will help organize utility infrastructure, reduce likelihood of power outages and fires, and improve community appearance.
Secondly, with the implementation of new programmed street corridors, there exists a viable option to route new utilities to support and enhance these new uses. Lastly, it would benefit the future of Lindenville and its growth to align the implementation of dry utilities to meet future needs, such as the installation of fiber network infrastructure. • Reduce heat island effect. One opportunity to reduce the heat island effect and improve stormwater conveyance is strategically replacing impervious pavement with permeable pavement.
This approach carries many benefits - it would improve drainage, mitigate flood risk, and encourage vegetative growth in the neighborhood. Lastly, a network of greenspaces, connected by green streets (i.e., roadways that incorporate stormwater management, vegetation, and engineered systems to slow and filter stormwater runoff) in combination with the use of lighter colored pavements and roofing materials would also mitigate the urban heat island effect and flood risk. In combination, these strategies would reduce overall surface temperatures, promote the growth of flora and fauna, and improve overall quality of life for the community. • Riparian corridors. A landscaped riparian corridor along the waterways in Lindenville could protect and promote biodiversity, mitigate the heat island effect, and reduce air and noise pollution. At a larger scale, this concept could be implemented by installing tree-lined green streets along principal roadways such as South Linden Avenue and San Mateo Avenue, which would provide additional spaces for tree canopy and linear expanses of tree lawns and green infrastructure to soften the landscape and reduce surface temperatures. • Green infrastructure. The most critical hydrological opportunity is bringing water into the neighborhood by constructing “blue-green corridors” on signature streets and exposing previously culverted waterways (commonly known as daylighting). This would introduce a network of green infrastructure that would improve stormwater management, filtration and water quality, provide aesthetically pleasing moments in the public realm, and serve as interpretive educational opportunities that explain the functioning and importance of these waterways.
Threats
• Seismic factors. No fault lines run through Lindenville, but the majority of the Plan Area is susceptible to soil liquefaction in the event of an earthquake. • Life science uses outcompeting residential and industrial uses: Although the South San Francisco General Plan and Zoning Ordinance Update do not envision allowing major life science projects in Lindenville, it is important to note that life science uses, if allowed, would likely outcompete both industrial and residential uses for development opportunities. • Property owner motivations: Property owner motivations and interests may vary; property owners are less likely to pursue redevelopment if they are satisfied with their current revenues and have little appetite for risk.
• Industrial redevelopment: Several challenges for redeveloping industrial properties potentially exist in Lindenville. Areas with multiple smaller parcels and multiple owners—including the presence of industrial condos—create challenges for assembling larger sites that allow construction of efficient industrial or residential projects.
Lindenville Specific Plan 10 SWOT Analysis
• Incompatibility between industrial uses and transportation improvements. Desire to retain industrial uses (noise, debris, smells, large trucks) may be incompatible with a pleasant bike/pedestrian or reliable transit environment.
• Parked cars. Desire to retain auto shops and their impact to parking in the surrounding neighborhood pose a unique challenge to pedestrian comfort. • Transportation improvement dependencies. Modernization of the transportation network depends on several big projects (Southline, Utah Ave, South Linden Grade Separation, Colma Creek upgrades, etc.) and there are weak connections between these projects due to right-of-way constraints.
• Topography and flooding. Given its proximity to the San Francisco Bay, the elevation of Lindenville generally descends eastward yet is very flat. This topographical characteristic likely leads to slow stormwater runoff toward US-101, a major thoroughfare across California, as well as San Francisco International Airport. This could potentially lead to flooding, causing delays and dangerous conditions for motorists. This slope intensity could also lead to regular localized flooding in parts of Lindenville.
• Wet utility capacity. Utility capacity issues resulting from outdated infrastructure and pipe sizing will become more substantial with rising populations and increased water demands. These issues can be addressed through planning, major public works programs, and capital investment. As Lindenville grows, it is imperative that redevelopment plans be well-coordinated with public utility expansion plans to support urban growth and economic development. • Dry utility capacity. Similar to the concerns surrounding wet utilities, dry utilities will also need to address the rising demand in capacity and outdated infrastructure in order to accommodate the influx of residents in Lindenville.
Lindenville Specific Plan 11 SWOT Analysis
Urban Design
Lindenville is filled with a bustling industrial business community at a great variety of scales. From large warehousing to small manufacturers, the community is the center of a large jobs base. The character of the community, while largely reflective of the area’s industrial past and present, also contains an interesting fine grain of structures and architecture that give it a distinctive character. This section lays out perceived urban design opportunities and constraints for the community to leverage and/or improve upon to make Lindenville more livable for those that live in or visit the area. These opportunities and constraints are summarized in Table 1 and are mapped in Figure 3.
Table 1: Opportunities and Constraints
# Title Description
Mixed Use
1 Spruce Business Park This area’s adjacency to an existing neighborhood, access along a key street, as well as proximity to Colma Creek make it a great candidate to receive higher intensity development, including medium-to-high density residential. However, the office/condo ownership structure is a constraint at the large central site.
2 West South Spruce This area’s adjacency to an existing neighborhood as well as the large existing parcels and low-slung existing structures make this area ripe for redevelopment. This could serve many uses such as medium- to highdensity residential, office, and open space or some combination therein. 3 South San Francisco
Public Works Block
Large parcels and warehouses lie wedged between single family residential and Colma Creek. These factors along with its proximity to Grand Ave make it attractive for redevelopment, likely in the form of medium- to high-density residential uses.
4 South Colma Creek
Edge
As a result of the Creek’s planned enhancements, this creates an opportunity to transition land uses directly adjacent to the creek. Mediumto high-density residential could help to invigorate the area and add life to the open space along the Creek’s edge.
Ecology and Open Space
5 Colma Creek
Per the work for Resilient South City, the Creek provides a critical connection to nature with the potential to naturalize and expand its ecological value. Continuation of the Sister Cities Park Trail will add active mobility connectivity for the area. This project also highlights the need to reimagine North and South Canal Streets. There is the potential to vacate one or both, or to reduce/modify one or both to provide a better experience along the Creek.
Lindenville Specific Plan 12 SWOT Analysis
6 Centennial Way Trail
This network provides a critical and beautiful recreation corridor for running, cycling, and other recreation. There is an opportunity to strengthen connections to/from the facility as well as enhance and expand upon the corridor.
Mobility & Connectivity
7 South Spruce Ave.,
South Linden Ave.,
San Mateo Ave.
There are opportunities on these streets to provide complete streets treatment. These streets can provide enhancements to make the corridors safe and comfortable for all mobility types and better complement future land use changes.
8 New road
connection to
Huntington Ave.
The planned new road as part of the Southline project will create a critical connection to the Tanforan area and San Bruno BART station. This will bring greater value to the South Linden corridor.
9 Rail Spurs Abandoned/underutilized railroad spurs offer opportunities for conversion to linear open spaces and trails.
10 Moments The South Linden/South Colma Creek and South Linden/New Street intersections provide opportunities to highlight the significance of the Lindenville industrial character as well as its potential artists and makers corridor. Physical celebrations at these locations could help to brand the area.
Transit-Oriented Development Zones (1/4-mile & 1/2-mile radii) 11 South San Francisco
Caltrain Station and
San Bruno BART
Station TOD Zones
Rezone/upzone and redevelop as mixed-use/residential that supports transit and provides mobility options. FAA land use and height restrictions are key factors, particularly within the San Bruno BART Station area. The promised redevelopment of Tanforan Mall into a mixed-use community is a great example that could set the tone for such a larger-scale transformation of the area.
Industrial Heart
12 South Maple Ave.
and Victory Ave.
This intersection lies at the center of an existing, vibrant industrial area. 13 East of Caltrain
tracks
This bustling industrial area’s location between the Caltrain tracks and Hwy 101 make this area great for its current uses.
14 Concrete Plant The property has been identified as a constraint, but also as a key facility that is part of the area’s legacy industrial character. 15 Bimbo-Entemann’s
Building
The plant has been identified as a legacy site that the community wants to preserve due to Bimbo’s ties to the community. Per the direction in the General Plan, if this site were to redevelop, future development must be consistent with the Low Density Mixed Use designation.
Lindenville Specific Plan 13 SWOT Analysis
16 Prologis Warehouse This warehouse occupies a large parcel and provides a key logistics hub for various businesses and resultant jobs for the community.
Makers and Artists
17 South Linden Ave.
Makers and Artists
Corridors
The South Linden Avenue corridor, from Colma Creek to the New Street intersection, contains many ingredients that make it attractive as a maker and artist area. First, existing development along the corridor is human scale, with many interesting businesses and architectural styles. Second, the corridor already contains businesses such as restaurants, breweries, cabinet makers, and other businesses that support an arts and makers district. Finally, the corridor is anchored on both ends by dense mixed-use areas that are or will soon be filled with dense residential and office uses along with transit connections to the rest of the Bay Area on Caltrain and BART.
Opportunity Sites
18 Produce Terminal The opportunity to right-size the facility is possible if maintaining the use is important. The entire site could be reimagined to reuse some or all of the site, or completely redevelop it as office/biotech or other viable uses. 19 Park N Fly Lots With biotech office in high demand in the near-term, these large lots offer excellent visibility and access for potential office and R&D development. 20 Bimbo-Sara Lee Site The site has been identified as a place of interest for potential redevelopment. It’s location at the corner of South Spruce and Colma Creek make it particularly attractive.
Pipeline Projects
21 Southline Southline is a planned 3 million square foot class A office and R&D development near the San Bruno BART station. The proposal includes street realignments as well as a new street that would connect Huntington Avenue to South Linden.
22 Residential There are three residential projects planned for these parcels that promise to contribute nearly 1,500 residential units. These projects include 7 South Linden (over 550 units), 40 Airport Blvd (292 units), and 100 Produce Ave plus 124 Airport Blvd (480 combined units).
Lindenville Specific Plan 14 SWOT Analysis
Figure 3: Opportunities & Constraints Diagram
Lindenville Specific Plan 15 SWOT Analysis
Land Use and Community Design
The current land use pattern and community design of Lindenville exemplify the industrial and autooriented characteristics this area is known for. The majority of the land in Lindenville is devoted to industrial uses, many of which operate on blocks with limited pedestrian connections. However, with the direction of the General Plan to allow residential uses into Lindenville, residential development projects underway, and the availability of opportunity sites for redevelopment, Lindenville may have potential to undergo significant change following implementation of the General Plan and this Specific Plan.
Existing Land Use
Lindenville is comprised of manufacturing, processing, warehousing, storage and distribution, and service commercial land uses. Some parcels with industrial and retail uses border residential parcels in areas outside of Lindenville, particularly to the west and north of the Plan Area. Lindenville contains a significant portion of all industrial parcels in the city, with 327 acres making up 43 percent of the city’s entire industrial land. The Centennial Way Trail on the southwestern edge of Lindenville and Sister Cities Park to the south of Colma Creek east of South Spruce Avenue are the only public recreational spaces in the Plan Area. Institutional facilities in Lindenville include South San Francisco Fire Station #61 and the Public Works Department. Many of the office, retail, and service buildings are located along the Plan Area’s main avenues: South Spruce, South Linden, and San Mateo. Table 2 lists the total acreage and percentage of land in the Plan Area devoted to each use type. Figure 4 shows the relationship between the buildings located in Lindenville and the land uses of the parcels they occupy.
Table 2: Land Use Parcel Acreage
Land Use Category Acres Percent
Industrial 327.7 77%
Vacant/Utilities/Transportation 49.2 12%
Retail and Services 18.2 4%
Office, R&D, Biotech 10.7 3%
Public and Institutional 8.8 2%
Parks and Common Greens 5.4 1%
Water 5.3 1%
TOTAL 425.3 100%
Note: Numbers may not add due to rounding and do not include the public right-of-way.
Source: City of South San Francisco, 2022
Lindenville Specific Plan 16 SWOT Analysis
Figure 4: Existing Land Use and Building Inventory
Lindenville Specific Plan 17 SWOT Analysis
Parcel Size
The parcel size of Lindenville has driven the scale of development and shaped the character of the area.
Most of the parcels (about 63 percent) are less than 0.5 acres in size and cover only 11 percent of land area. Smaller parcels can be combined to create greater opportunities for development. The largest parcel is 25 acres and is used as a FedEx facility. Only 48 parcels (10 percent of parcels) cover about 53 percent of land in Lindenville. This means that redevelopment of any of these parcels could result in major change in the overall urban design and land use mix of Lindenville. Parcel size is depicted in Figure 5 and detailed in Table 3.
Table 3: Parcel Size
Parcel size Number of
parcels
Percent of
parcels
Acres Percent of Acres
0 to 0.5 acres 333 63% 44.9 11%
0.5 to 2 acres 150 28% 154.8 36%
2 to 4 acres 35 7% 94.9 22%
4 to 8 acres 7 1% 40.0 9%
8 or more acres 6 1% 91.0 21%
Total 531 100% 425.5 100%
Lindenville Specific Plan 18 SWOT Analysis
Figure 5: Parcel Size
Lindenville Specific Plan 19 SWOT Analysis
Property Ownership
Most parcels in Lindenville are owned by private landowners. Some landowners own multiple parcels and often these parcels are on contiguous lots. Contiguous parcels under the same ownership are depicted as colored parcels in Figure 6. Contiguous properties owned by the same property owner are an opportunity for parcel aggregation, which could create greater opportunity for redevelopment and master planning. In fact, some of these parcels are the location of current planning efforts, as shown in Figure 7.
Figure 6: Property Ownership
Lindenville Specific Plan 20 SWOT Analysis
Current Development
The City of South San Francisco is currently reviewing three proposals for projects within the Lindenville Plan Area and has recently entitled a project that will redevelop two parcels, as seen in Figure 7. The entitled and proposed projects include residential, office, and commercial spaces that will add new apartment units, retail and dining areas, life science offices, and pedestrian infrastructure improvements.
The entitled and proposed projects are located on the periphery of Lindenville: along the southern border at Tanforan Avenue and on Airport Boulevard and Produce Avenue north of Colma Creek. There are no projects under construction within the Area.
Table 4: Current Development
Project Uses Square
Feet/Units
Total Area Status
124 Airport Blvd. and
100 Produce Ave.
Residential 294 units (7-
story building),
186 units (7-
story building)
2.56 acres, 1.56
acres
Entitled
40 Airport Blvd. Residential 292 units (8-
story building)
1.63 acres Under review
Southline
Development (30
Tanforan Ave.)
Office, R&D 2.7 million sqft 26 acres Under review
7 South Linden Ave. Residential 558 units (5-
story building)
4.22 acres Under review -
inactive
Source: City of South San Francisco, 2022
Lindenville Specific Plan 21 SWOT Analysis
Figure 7: Current Development
Lindenville Specific Plan 22 SWOT Analysis
Block Structure and Size
Streets in Lindenville have large frontage setbacks and existing buildings are often buffered by parking, creating large distances between the street and building facades. Space within roadway rights-of-way, however, can be redesigned to allow streets to work better for people and contribute ecologically through traffic calming, street-activating uses, and stormwater treatment.
Figure 8 illustrates the existing block structure within Lindenville, with major streets typically separated by 1,000-2,000 feet distance. Most block lengths are over 1,000 feet long, some greater than 3,000 feet. Long block sizes (over 1,000 feet) may discourage walking and biking because they have fewer street connections and therefore less direct access to destinations. Smaller, more walkable blocks (400-600 feet block lengths) are located on the western side of Lindenville, close to the residential neighborhoods right outside the Lindenville boundary. The longer blocks mostly contain industrial and transportation uses and are proximate to US-101 and the Caltrain railroad tracks. The east side of South Linden Avenue runs uninterrupted for approximately 4,300 feet and connects the northern and southern edges of Lindenville.
As identified in the General Plan, Lindenville contains a variety of opportunities for new approaches in street design and circulation. For instance, interstitial pedestrian and bicycle connections within these large blocks and ownership holdings could be introduced to create more direct routes and a more walkable environment.
Lindenville Specific Plan 23 SWOT Analysis
Figure 8: Block Structure and Size
Lindenville Specific Plan 24 SWOT Analysis
Site Character
Through visual analysis, this section describes key urban design conditions and site character along the major corridors in Lindenville: South Spruce Avenue, South Linden Avenue, and Colma Creek.
South Spruce Avenue, from Railroad Avenue to the Centennial Way Trail Landmarks and Activity Centers
• Colma Creek and the Centennial Way Trail cross South Spruce Avenue • South City Lumber at 425 Railroad Avenue is a City Historic Landmark Land Uses
• Industrial, including auto repair, logistics operations, storage facilities, and food processing • Offices, including medical offices, business parks, and other professional offices. • Retail and dining, including a corner market, bakeries, fast food establishments, and restaurants Development Pattern and Building Form
• South Spruce Avenue has one- to two-story buildings
• There are few street connections, making walking distances between blocks long • Buildings are set either adjacent to the street or are set back by parking lots Frontages and Streetscapes
Development is primarily autooriented, with ample space for parking. Façades are often
separated from the street by
parking lots.
There is limited pedestrian
infrastructure, such as marked
crossings, median refuges,
crossing beacons, and seating.
Buildings often have limited
windows and entryways. Entrances
are sometimes oriented away
from the street.
Overhead power lines line the east
side of South Spruce Avenue.
Narrow sidewalks are set close to
the street. Sidewalks are
sometimes obstructed by utility
poles.
There are little to no street trees.
Some properties have
landscaping, but landscaping is
inconsistent throughout the
corridor.
Lindenville Specific Plan 25 SWOT Analysis
Colma Creek from Magnolia Avenue to US-101
Landmarks and Activity Centers
• Sister Cities Park lines the southern bank of Colma Creek from Magnolia Avenue to South Spruce Avenue.
Land Uses
• Industrial, including auto repair facilities, light manufacturing, and storage facilities • Offices, including professional offices and business parks • Public, including City offices and the Fire Department Development Pattern and Building Form
• Colma Creek is lined with one- to two-story buildings. • From South Spruce Avenue to South Linden Avenue, North and South Canal Street borders the Creek on both sides. East of Linden Avenue, there are no roadways or paths lining the Creek, limiting east-west connectivity.
Frontages and Streetscapes
Sidewalks are not present along
the entire length of the Creek.
Where sidewalks are present, they
are narrow, lack amenities, and
sometimes obstructed by utility
poles.
Along North Canal Street,
buildings are separated from the
Creek by front setbacks which
often include parking.
Along North Canal Street, the
Creek is bordered by blank,
inactive walls.
Sister Cities Park creates an
engaging interface along the
Creek with a Class 1 path, seating,
and landscaping.
East of South Linden Avenue, the
Creek is channelized and mostly
unkempt greenery lines the Creek.
Privately-owned parcels adjoin the
Creek, meaning there is limited
public access.
Many buildings facing the Creek
have blank facades with limited
windows. Along North Canal
Street, many of the buildings’
entryways are oriented towards
the Creek.
Lindenville Specific Plan 26 SWOT Analysis
South Linden Avenue, from Railroad Avenue to Tanforan Avenue Landmarks and Activity Centers
• Colma Creek crosses South Linden Avenue in the northern part of the Plan Area Land Uses
• Industrial, including storage and delivery centers, bus and truck rental storage, food processing, construction material and equipment manufacturing
• Offices, including office parks and professional offices • Retail and services, including auto repair shops, pet boarding, and a brewery Development Pattern and Building Form
• South Linden Avenue has one- to two-story buildings.
• There are few street connections, making walking distances between blocks long. • Buildings are either adjacent to the street or are set back by parking lots.
Frontages and Streetscapes
Many of the sidewalks have long
driveway curb cuts or intersect with
parking lots, two features that can
create unsafe situations for pedestrians.
There are little to no street trees.
Some buildings have landscaping, but
very few produce shade and mitigate
extreme heat.
This section of South Linden Ave. has
over 20 auto repair and auto body
businesses. Many park clients’ cars in
driveways, street-adjacent parking lots,
and on-street parking spaces. These
conditions can create unsafe situations
for pedestrians and create unvaried
street frontages.
Overhead power lines line the east side
of South Linden.
There is very little pedestrian and
bicycle infrastructure. Pedestrian
crosswalks are not painted, and there
are no benches or streetlights.
Most buildings have entrances oriented
away from the street, while others have
driveways and parking lots separating
facades from the street.
Lindenville Specific Plan 27 SWOT Analysis
Opportunity Sites
Opportunity sites are those that may have the potential to redevelop into another use and/or intensify following adoption of the Specific Plan.
The majority of parcels in Lindenville are developed, with only 4.9 acres, or 11 parcels, classified as vacant land. As seen in Figure 9, about 26.4 acres, or 39 parcels, are devoted to parking, which may indicate a greater development opportunity in the future. For example, the entitled projects and projects under review identified in Figure 7 replace surface level parking with structured and underground parking. This allows residential, commercial, and park uses to occupy a greater percentage of the parcel surface area.
The total area of land used for parking in Lindenville is likely higher, due to the area’s auto-oriented development pattern where most parcels have ¼ to ½ of the parcel area reserved for employee and guest parking, and/or for company vehicles and equipment. Some parking lots are privately owned by the same owners of adjacent parcels.
Many parcels in Lindenville have low Improvement to Land Value (LI) ratios, where the value of the improvements on the parcel are less than the land value of that parcel, resulting in an LI ratio of less than
1.0. These are sites that may have opportunity for redevelopment in the future. As seen in Figure 9, some of the parcels with LI ratios less than 1.0 are vacant parcels or parcels exclusively used as parking lots.
Though most parcels in Lindenville have LI values less than 1.0, not all will redevelop.
Lindenville Specific Plan 28 SWOT Analysis
Figure 9: Opportunity Sites
Lindenville Specific Plan 29 SWOT Analysis
Environmental Considerations
Lindenville has long catered to a variety of industrial activities. While many facilities continue to operate, several sites contain contaminated or sensitive land resulting from decades of industrial operations. Initial analysis identified the following environmental conditions.
Hazards and Hazardous Materials
Man-made hazards in South San Francisco have particularly impacted Lindenville, an area with proximity to San Francisco International Airport (SFO), US-101, railroad lines, and industrial land uses. Each of these items have shaped the environment’s noise, air quality, and health and set an environmental foundation for the future of Lindenville.
Hazardous Materials
Lindenville has a history of containing industrial uses that have generated hazardous material. Federal, State, and local agency databases maintain comprehensive information on the locations of active and historic sites generating hazardous waste. Figure 10 showcases the hazardous sites identified by the US Environmental Protection Agency (US EPA), California Environmental Protection Agency (Cal EPA), and the California State Water Resources Board (CA SWRB) within Lindenville.
Common contaminants that may be present in Lindenville include lead, oil, tar, solvents, pesticides, and contaminated soil and groundwater. Because of the age of some existing buildings in the city that may be redeveloped in the future, asbestos may be present in those structures. Similarly, lead may be present in paint that was sold prior to 1978 or in soil that was contaminated by leaded gasoline or improperly discarded batteries.
Lindenville Specific Plan 30 SWOT Analysis
Figure 10: Hazardous Materials
Lindenville Specific Plan 31 SWOT Analysis
United States Environmental Protection Agency (US EPA)
The EPA Superfund Program is responsible for cleaning up the nation’s most contaminated land. A query of the EPA’s Superfund Sites was performed for South San Francisco for National Priorities List (NPL) Sites, Non-NPL Sites, and Superfund Alternative Approach Sites. Based on this search, no sites were listed.
The EPA Toxic Release Inventory (TRI) Search allows access to basic facility information, aggregate chemical release data for all years reported, and relative risk information. The results display any facility that has reported from 1987 to present, even though the facility may or may not have submitted TRI data in the most recent reporting year. The sites listed below are those located in Lindenville and are also shown in Figure 10.
8 • Central Concrete Supply (1305 San Mateo Avenue)
• Heat & Control, Inc. (225 Shaw Road)
• Simpson Coatings Group, Inc. (111 S. Maple Avenue)
California Department of Toxic Substances Control (DTSC) The Cortese List is a planning document used by the State as well as local agencies and developers to obtain information about the location of hazardous materials release sites. Government Code Section 65962.5 requires Cal EPA to update the list annually. The DTSC is responsible for a portion of the information contained in the Cortese List, which is supplemented by other State and local government agencies. According to a Cortese List search, no sites are listed within Lindenville. 9 DTSC’s Brownfields and Environmental Restoration Program (Cleanup Program) includes an Annual Workplan (now referred to State Response and/or Federal Superfund), and also includes backlog sites listed under Health and Safety Code Section 25356. In addition, DTSC’s Cortese List includes sites Certified with Operation and Maintenance. The EnviroStor database tracks cleanup, permitting, enforcement, and investigation efforts at hazardous waste facilities, sites with known contamination, and sites where there may be reasons to investigate further. According to EnviroStor, there are a total of 11 sites within Lindenville, many of which are Certified and shown in Figure 10. 10 • Active:
o Morena Trust (111 Starlite Street and 437, 439, 441 and 441 and 447 Canal Street) o Union Pacific (Adjacent to 69 South Linden Avenue)
• Inactive – Needs Evaluation:
o Cycle Shack, Inc. (1104 San Mateo Avenue)
o West Coast Automotive Service Center (160 South Linden Avenue) 8 “Toxics Release Inventory,” United States Environmental Protection Agency (EPA), 2021, https://www.epa.gov/enviro/tri-search.
9 “Hazardous Waste and Substances Site List,” Department of Toxic Substances Control (DTSC), 2022, https://www.envirostor.dtsc.ca.gov/public/search.asp?cmd=search&reporttype=CORTESE&site_type=CSITES,OPEN,FU DS,CLOSE&st atus=ACT,BKLG,COM&reporttitle=HAZARDOUS+WASTE+AND+SUBSTANCES+SITE+LIST. 10 “EnviroStor Database,” Department of Toxic Substances Control (DTSC), 2022, https://www.envirostor.dtsc.ca.gov/public/map/?myaddress=south+san+francisco+ca.
Lindenville Specific Plan 32 SWOT Analysis
• Referred to the Regional Water Quality Control Board (RWQCB) o L & D Equipment Company DBA Laundry & Dry Cleaning Equipment Co. (220 South Linden Avenue)
• Certified:
o E.I. Dupont De Nemours (169 South Linden Avenue)
o Reichold Chemicals, Inc. (120 South Linden Avenue)
o Basapco, Inc. (27 South Linden Avenue)
o Sun Chemical Corporation (20 South Linden Avenue)
o Union Pacific Railroad Linden (East of 27 South Linden Avenue) • Closed
o Merry X-ray Chemical Corporation (131 South Maple Avenue) California State Water Resources Control Board
There are no solid waste disposal sites with waste constituents above hazardous waste levels or active Cease and Desist or Cleanup and Abatement Orders within the Planning Area.11, 12, 13 GeoTracker is the State Water Board data management system for sites that impact, or have potential to impact, water quality in California, with emphasis on groundwater. GeoTracker contains records for sites that require cleanup, such as Leaking Underground Storage tank (LUST) Sites, Cleanup Program Sites, and Department of Defense Sites. GeoTracker also contains records for various unregulated projects, as well as permitted facilities including operating Permitted USTs, Irrigated Lands, Oil and Gas production, and Land Disposal Sites (landfills). According to a GeoTracker search performed on March 3, 2022, a total of 46 open sites are located within South San Francisco.14 Of the 46 open sites, one is a LUST Cleanup Site located within Lindenville.
• Union Carbide Corporation (7 South Linden Avenue)
11 “Site Portal,” California Environmental Protection Agency (Cal/EPA), 2020, https://siteportal.calepa.ca.gov/nsite/map/results.
12 “Sites Identified with Waste Constituents Above Hazardous Waste Levels Outside the Waste Management Unit,” California State Water Resources Control Board (State Water Board). 13 “List of “active” Cease and Desist Orders and Cleanup and Abatement Orders,” California State Water Resources Control Board (State Water Board).
14 “GeoTracker Database Map,” California State Water Resources Control Board (State Water Board), https://geotracker.waterboards.ca.gov/map/.
Lindenville Specific Plan 33 SWOT Analysis
Air Quality
Air quality is a function of both the rate and location of pollutant emissions under the influence of meteorological conditions and topographic features. Atmospheric conditions such as wind speed, wind direction, and air temperature inversions interact with the physical features of the landscape to determine the movement and dispersal of air pollutant emissions and, consequently, their effect on air quality.
Average daily temperatures are relatively cool for most of the year, even during summer months. In the winter, average daily temperatures across the county range from mild to moderate.
In San Mateo County, ozone almost never exceeds health standards, and fine particulate matter (PM2.5) exceeds the national standard only on about one day each year. San Mateo County frequently receives fresh marine air from the Pacific Ocean, which passes over the coastal hills. In winter, PM2.5 may be transported into San Mateo County from other parts of the Bay Area, adding to wood smoke, which may lead to elevated concentrations, but these are rarely high enough to exceed health standards.
The local air quality can be evaluated by reviewing relevant air pollution concentrations near the city. The air quality monitoring station closest to South San Francisco is the San Francisco Arkansas Street monitoring station, approximately 7 miles north of the city. The next closet air monitoring station to the city is the Redwood City monitoring station, approximately 15 miles southeast of the city. Table 3.2-3 in the South San Francisco General Plan Update Environmental Impact Report summarizes the recorded ambient air data at the representative monitoring stations for the years 2018 through 2020, which is the most current data available for this analysis. As shown in Table 3.2-3, the air quality in South San Francisco has no exceedances of nitrogen dioxide during the most recent 3 years of available data. However, ozone exceeded the State and National standards for one day in 2018. PM10 exceeded the State 50 micrograms per cubic meter (µg/m3) 24-hour standard 24.6 days in 2017 and 23 days in 2020. In addition, PM2.5 exceeded the national 150 µg/m3 24-hour standard for 7.3 days in 2017, 14.6 days in 2018, and 8 days in 2020. It should be noted that most of these exceedances were due to wildfires that create large amounts of particulate matter.
Noise
Roadway Noise
South San Francisco has excellent road access; however, this access also results in fairly high noise impacts over much of the city. Traffic noise depends primarily on traffic speed - high frequency tire noise increases with speed and the proportion of truck traffic - that generates engine, exhaust, and wind noise. The proximity of freeways and major streets, and the large amount of truck traffic serving industrial, warehousing, and freight forwarding uses in Lindenville, make the area especially susceptible to traffic noise. As traditional industrial uses make way for less intensive research and development, office, and residential activities, it is expected that truck traffic will decline in the city, particularly in Lindenville.
Industrial noise is generated from on-site activities or from associated truck traffic off-site. While industrial uses in Lindenville do generate noise, impacts on noise sensitive land uses are minimal due to distance from sensitive receptors.
The Southern Pacific Railroad line runs through the entirety of Lindenville, creating rail noise from commercial and passenger train activity. Currently, the line is surrounded by industrial and commercial land uses, but the City may need to mitigate noise impacts on new residential projects along the rail line.
Lindenville Specific Plan 34 SWOT Analysis
Figure 11: Rail and Roadway Noise Exposure Map
Lindenville Specific Plan 35 SWOT Analysis
Air Traffic Noise
The City of South San Francisco experiences air traffic noise impacts due to its close proximity to San Francisco International Airport. Aircraft noise in South San Francisco results from aircraft departing from Runway 28 and, to a lesser degree, southbound flights departing from Runway 1. According to the SFO Airport Master Plan Draft Environmental Impact Report, Runways 28 and 1 accommodate approximately 95 percent of departures from the airport. Flights departing from Runway 28 climb directly over noisesensitive land uses at altitudes between several hundred feet and 2,000 feet, resulting in high pass by noise levels in Lindenville.
International flights bound for Pacific Rim destinations use Runway 28 exclusively, using large aircraft such as B-747s, which are heavily laden and climb slowly over the noise sensitive uses located below its flight path. A primary determinant of aircraft noise level is the aircraft classification.
The SFO Airport Master Plan established projected increases in aircraft operations as well as predicted noise contours. The SFO Airport noise contours encompass the majority of Lindenville. As aircraft operations increase over time, the areas of the city that lie within the 65 dBA CNEL noise contours of the SFO Airport are expected to expand. As such, the City will need to ensure future residents and employees in these areas are not substantially impacted by noise generated by aircraft operations. The SFO Airport’s most recently available noise contours are shown on Figure 12.
Lindenville Specific Plan 36 SWOT Analysis
Figure 12: San Francisco International Airport Noise Exposure Contours Map
Lindenville Specific Plan 37 SWOT Analysis
Airport Hazards
SFO is located just outside of the Lindenville Plan Area Boundary. In addition to the air traffic noise impacts generated by the airport, there are safety and hazard considerations that impact future development in Lindenville.
The Airport Land Use Compatibility Plan for the Environs of San Francisco International Airport (ALUCP) specifies how land near airports is to be used based on safety and noise compatibility considerations, develops height restrictions for new development to protect airspace in the vicinity of the airport, and establishes construction standards for new buildings near airports, including sound insulation requirements. The ALUCP has established Airport Safety Zones that identify the areas that aircraft use for approaching, departing, and turning into the SFO runways. Per General Plan Action SA-12.6.1, the City will review the ALUCP and over time make updates as needed to conform with the plan.
The Federal Aviation Administration (FAA) establishes maximum heights and elevations for the land around an airport. The maximum height limits around SFO cover about half of South San Francisco and the entire Lindenville area. Building heights in Lindenville cannot exceed 163.2 feet and those along South Spruce Avenue and Starlite Street cannot exceed 200 feet. The City’s recently updated General Plan and Zoning Ordinance are in compliance with these regulations.
Lindenville Specific Plan 38 SWOT Analysis
Figure 13: Airport Safety Zones
Lindenville Specific Plan 39 SWOT Analysis
Environmental Hazards
Natural hazards in South San Francisco are primarily related to flooding, sea level rise, and seismic activity.
Unlike man-made hazards, these environmental hazards are not controlled by people and can only be mitigated or adapted to.
Flooding and Sea Level Rise
Lindenville is in close proximity to water, via the San Francisco Bay to the west, Colma Creek to the north, and San Bruno Canal to the southeast. These water sources expose the area to flood hazards, especially as climate change accelerates sea level rise and coastal flooding.
Periodic flooding occurs in South San Francisco but is confined to certain areas along Colma Creek. Colma Creek handles much of the urban runoff generated in the city; since South San Francisco is highly urbanized, runoff levels are high and there is increased potential for flood conditions during periods of heavy rainfall. Projected sea level rise will worsen existing coastal flood hazards, increasing the depth and elevation of flooding and expanding the flooding further inland. These coastal flood hazards will include temporary flooding from storm surges and tides, permanent inundation areas, elevated ground levels, and shoreline erosion.
As part of the National Flood Insurance Program (NFIP), the Federal Emergency Management Agency (FEMA) conducts nationwide flood hazard mapping to identify flood-prone areas and to reduce flood damages. The maps identify the flooded extent that have a 1 percent annual chance of being equaled or exceeded, called the “100-year flood.” The flood elevation associated with the 1 percent chance event is referred to as the base flood elevation. Areas predicted to be inundated in a 1 percent chance event are delineated on the Flood Insurance Risk Map and commonly referred to as the “100-year floodplain.” Buildings and other structures in the 100-year floodplain must meet certain requirements to receive a floodplain development permit and to qualify for NFIP insurance and federally backed mortgages.
Figure 14 shows the projected sea level rise and coastal flooding by 2100 and its reach into Lindenville. A significant number of facilities, infrastructure, and buildings are likely to be affected based on a vulnerability assessment conducted by San Mateo County. Portions of US-101, Fire Station 61, South San Francisco-San Bruno Water Quality Control Plant, and the San Francisco International Airport are among the large public assets exposed to future sea level rise.15 15 “Sea Level Rise Vulnerability Assessment,” Sea Change San Mateo County, 2018, https://seachangesmc.org/vulnerability-assessment/.
Lindenville Specific Plan 40 SWOT Analysis
Figure 14: Sea Level Rise Risk
Lindenville Specific Plan 41 SWOT Analysis
Seismic Hazards
South San Francisco is in one of the most seismically active regions in the United States. There are approximately 30 known faults in the Bay Area with the potential to generate earthquakes; eleven of which are within forty miles of the city. The Peninsula segment of the San Andreas Fault, the predominant fault system in California, passes through the westernmost corner of the city in the Westborough subarea. Within the city, earthquake damage to structures and infrastructure can be caused by ground rupture, ground shaking, ground failure, and land sliding. The level of damage in the city resulting from an earthquake will depend upon the magnitude of the event, the epicenter distance from the city, the response of geologic materials, and the strength and construction quality of structures. Nearly all South San Francisco’s population, critical facilities, housing, and commercial properties would be exposed to violent or very strong ground shaking from a M7.2 earthquake on the San Andreas fault.
Areas near the San Francisco Bay have high ground failure potential, including liquefaction and settlement during earthquake shaking. Liquefaction is the rapid transformation of saturated, loose, fine-grained sediment to a fluid-like state because of earthquake ground shaking. Most of the lowland areas of South San Francisco have the potential for liquefaction hazards, with very high liquefaction potential in Lindenville, high potential along Colma Creek, and moderate potential in the alluvial fan of Colma Creek.
As seen in Figure 15, the vast majority of Lindenville is situated in liquefaction areas.
Lindenville Specific Plan 42 SWOT Analysis
Figure 15: Areas of Geological Investigation
Lindenville Specific Plan 43 SWOT Analysis
Economic and Market Overview
Business and Industry Mix
Industrial zoning in Lindenville has allowed the area to retain a flexible industrial building stock that serves the needs of distribution, service and repair, and manufacturing businesses. Analysis completed for the South San Francisco General Plan Update found that the area’s largest industry sectors, by number of jobs, included Wholesale Trade, Transportation and Warehousing, Manufacturing, and Construction—as shown in Figure 16. Jobs in the Wholesale Trade, Transportation and Warehousing, and Construction industries are especially concentrated in Lindenville compared to South San Francisco overall: while Lindenville jobs constituted 16.7 percent of all employment in South San Francisco in 2018, Lindenville jobs in these three industry sectors constituted 32 percent of the citywide total in these sectors.
Businesses in each of these sectors focus on serving residential and business customers throughout South San Francisco and the surrounding San Francisco and northern San Mateo County area. Numerous businesses in major subsector such as Merchant Wholesalers of both durable and nondurable goods, Food Manufacturing, and Food Services and Drinking Places provide commercial food preparation and distribution to Bay Area businesses such as bakeries, cafes, and stores. Major Transportation and Warehousing subsectors, such as Transit and Ground Passenger Transportation, are linked to serving transportation needs for area goods, services, and passengers – including operations related to the San Francisco International Airport. Similarly, Construction subsectors are tied to development activity and business or residential property services in the region, with large concentrations of jobs in subsectors such as Specialty Trade Contractors and Repair and Maintenance.
The fastest-growing industry sectors in Lindenville also reflect the area’s strengths in providing ready access to residential and business customers throughout San Francisco and San Mateo Counties, as well as growth in demand for last-mile delivery and distribution services. The Wholesale Trade, Transportation and Warehousing, Arts, Accommodation, and Food Services, and Finance, Insurance, and Real Estate industry sectors all added large numbers of jobs from 2009 to 2018, as shown in Figure 16.
Due to South San Francisco’s policy and zoning efforts to prioritize retention of production, distribution, and services activities in Lindenville, jobs in the area constitute a minimal share of industry sectors associated with the city’s large and rapidly-growing biotech industry. Compared to the city as a whole, Lindenville has a much smaller relative share of employment in the Education and Health Care, Information, and Professional, Scientific, and Technical Services industry sectors. However, employment in these industry sectors in Lindenville have increased since 2009. Lindenville also includes only a small share of the city’s Manufacturing jobs since many biotech employers are classified as in this industry sector.
However, Lindenville does include non-biotech manufacturing business activities such as commercial food production and precision metal products manufacturing.
Lindenville Specific Plan 44 SWOT Analysis
Small Businesses
Lindenville accommodates a high share of South San Francisco’s small businesses due to the area’s concentration of relatively small parcels, smaller industrial spaces, and relative affordability compared to the East of 101 area. In 2018, Lindenville included the highest number of small businesses—those with less than 20 employees—of all major employment subareas in South San Francisco. Lindenville’s concentration of businesses with between one and four employees was largest among the subareas, as shown below in Figure 17.
Figure 16: Lindenville Employment by Industry Sector, 2009 and 2018 [1] Includes Arts, Entertainment, and Recreation; and Accommodation and Food Services [2] Includes Finance and Insurance; Real Estate and Rental and Leasing; and Management of Companies and Enterprises [3] Includes Information and Professional, Scientific, and Technical Services [4] Includes Agriculture; Utilities; Public Administration; and Unclassified establishments Note: Data reflects analysis completed for the South San Francisco General Plan Update based on a nearly identical geography for Lindenville, except for limited minor variations.
Sources: California Employment Development Department, 2009-2018; Strategic Economics, 2020. 60 259
320
452
494
797
818
858
991
1,107
1,618
1,752
22 58
221
539
165
315
1,221
1,006
1,054
1,094
690
1,401
0 200 400 600 800 1,000 1,200 1,400 1,600 1,800 2,000
Public Admin. And Unclassified establishments [4]
Education and Health Care
Information and Professional Svcs. [3]
Retail Trade
FIRE and Management [2]
Arts, Accommodation, and Food Services [1]
Admin. and Support/Waste Management
Other Services
Construction
Manufacturing
Transportation and Warehousing
Wholesale Trade
2009 2018
Total Jobs
2009: 7,789
2018: 9,527
Lindenville Specific Plan 45 SWOT Analysis
Figure 17: Number of Firms by Employment Size Category in Major South San Francisco Employment Subareas, 2018
Note: Data reflects analysis completed for the South San Francisco General Plan Update based on a nearly identical geography for Lindenville, except for limited minor variations. East of 101 North and South are primarily divided along Grand Avenue.
Sources: California Employment Development Department, 2018; Strategic Economics, 2020.
Workforce and Commutes
The unique mix of businesses in Lindenville provides a concentration of job opportunities for workers without college degrees. Jobs in Lindenville’s major industry sectors engaged in distribution, service, and production activities typically require lower educational attainment than jobs in industries concentrated in other areas of South San Francisco, such as biotechnology, advanced manufacturing, and other R&D jobs located in the East of 101 area.
The top industry sectors in Lindenville are typically associated with a wide range of average annual wages.
In 2018, the average annual wage in San Mateo County for a worker at a business classified in the Wholesale trade industry was $106,300. For Transportation and Warehousing workers, the average annual wage was $65,100 and for Manufacturing, the wages were higher at $159,200.16 As seen in Table 5, 55 percent of jobs in Lindenville were available to workers without a college degree as of 2019, compared to 48 percent of jobs citywide in South San Francisco.
16 Quarterly Census of Employment and Wages for San Mateo County, State of California Employee Development Department, 2018.
123
101 93
219
43 53
83 120
20 56 65
86 23
71 60 58
6 72
39 39
0 50
100
150
200
250
Downtown East of 101 North East of 101 South Lindenville 1-4 5-9 10-19 20-49 50 or more
Lindenville Specific Plan 46 SWOT Analysis
Table 5: Educational Attainment of Lindenville Workers and South San Francisco Residents, 2019 Educational Attainment
Lindenville
Workers
South San
Francisco
Residents
Count Share Count Share
Less than High School 1,320 15% 7,006 11%
High School or Equivalent 1,414 16% 9,443 15%
Some College or Associate Degree 2,071 24% 15,557 25%
Bachelor's Degree or Advanced Degree 2,458 28% 22,022 35% Educational Attainment Not Available
(workers aged 29 or younger) 1,460 17%
9,005 14%
Total 8,723 100% 63,033 100%
Source: OnTheMap, 2022. Strategic Economics, 2022.
Robust local and regional transportation access are critical for enabling Lindenville employers to compete for workers from throughout the region, especially as the high cost of housing in northern San Mateo County limits opportunities for low- and moderate-income workers to reside nearby. The largest shares of workers in Lindenville live in San Mateo County and San Francisco, which account for the home locations of 31 percent and 18 percent of Lindenville workers, respectively. However, the map in Figure 18 demonstrates that Lindenville draws workers from throughout the central Bay Area, with 15 percent of workers coming from Alameda County.
Lindenville Specific Plan 47 SWOT Analysis
Figure 18: Home Location of Workers in Lindenville, 2019
Lindenville Specific Plan 48 SWOT Analysis
Market Conditions and Trends
Lindenville’s building inventory almost entirely consists of industrial space. The industrial building inventory includes nearly 6 million square feet of space, representing 40 percent of citywide industrial inventory and 15 percent of all industrial space in San Mateo County, as seen in Table6. Service, Manufacturing, and Warehouse space comprise nearly 87 percent of the industrial inventory in Lindenville, with the majority consisting of warehouse space, as shown in Table 7.
Table 6: Industrial Inventory in Lindenville
2010 2021
Square Feet of Industrial
Inventory in Lindenville 6,529,078 5,957,165
% of South San Francisco
Inventory 39% 40%
% of San Mateo County Inventory 15% 15%
Source: CoStar, 2022. Strategic Economics, 2022
Strong demand for industrial space exists throughout San Mateo County, but businesses are competing for a shrinking supply of space as industrial properties are redeveloped for residential, office, and life science uses. In San Mateo County, there was a loss of over 3.5 million square feet of industrial building space from 2010-2021, constituting an eight percent total loss. Manufacturing and Warehouse buildings represented the largest declines, losing 11 and 8 percent of their inventories respectively. During this time, job density increased in Lindenville, with combined industrial and R&D space per worker decreasing from 838 square feet in 2009 to 625 square feet per worker by 2018. This increasingly efficient use of space may be attributable to a shift in industrial uses to advanced manufacturing and R&D which typically require fewer square feet per worker.
Declines in industrial inventory throughout South San Francisco—though primarily outside of Lindenville—have historically been driven primarily by redevelopment in favor of higher-value life R&D uses and residential uses. From 2010 to 2021, the total square feet of R&D inventory grew by 59 percent in South San Francisco and 30 percent in San Mateo County. As Table 77 shows, R&D space in South San Francisco commands average monthly asking rents of $4.50 per square foot—three times the $1.50 per square foot for industrial space.
Allowing residential development in Lindenville will likely result in redevelopment or conversion of industrial properties over time due to the higher land values supported by residential uses. Historically, industrial zoning in Lindenville has prevented properties from being redeveloped for other uses.
Development of residential uses in Lindenville may lead to displacement of businesses from South San Francisco unless public policies and programs exist to support relocation of these businesses within the city.
Lindenville Specific Plan 49 SWOT Analysis
Table 7: Industrial and R&D Inventory, Vacancy, and Rents, 2021 Product Type
Existing
Inventory Vacancies Average Monthly
Asking Rent (NNN) Total Square
Feet Square Feet
Vacancy
Rate
R&D
Lindenville 28,441 No Data No Data No Data
South San Francisco 5,892,498 239,037 4.1% $4.50
San Mateo County 11,874,071 922,666 7.8% $3.88
Industrial
Lindenville 5,957,165 518,213 8.7% $1.50
South San Francisco 15,060,208 861,327 5.7% $1.53
San Mateo County 40,380,395 1,949,458 4.8% $1.78
Industrial Subcategories
Warehouse
Lindenville 3,725,429 120,296 3.2% $1.50
South San Francisco 10,182,952 441,019 4.3% $1.53
San Mateo County 24,904,333 988,234 4.0% $1.72
Manufacturing
Lindenville 654,758 34,702 5.3% No Data
South San Francisco 1,918,271 16,766 0.9% $1.59
San Mateo County 7,292,441 95,440 1.3% $2.01
Service
Lindenville 782,744 41,110 5.3% $1.50
South San Francisco 1,108,111 46,735 4.2% $1.50
San Mateo County 4,523,994 180,797 4.0% $1.97
Source: CoStar, 2022. Strategic Economics, 2022.
Lindenville Specific Plan 50 SWOT Analysis
As competition for the shrinking supply of industrial space in San Mateo County intensifies, high and rising rents are contributing to businesses relocating from Lindenville to lower cost areas of the region.
Average industrial rents in Lindenville were $1.50 per square foot (NNN) in 2021, comparable to South San Francisco overall. In Lindenville, this is a 30 percent increase from just five years ago. Local industrial brokers interviewed for this study noted that businesses requiring industrial space frequently relocate outside of San Mateo County—often to the East Bay—because they are unable to find affordable space at properties that also meet modern industrial tenant needs for parking, on-site truck circulation space, larger parcel sizes, and buildings with high ceiling heights and large clear spans between walls or columns.
Businesses that stay in Lindenville tend to do so partly because the specific location is critical to their operations. Examples include last-mile delivery services, food and beverage wholesalers and distributors, food manufacturers serving nearby businesses, automobile repair, construction contractors, construction and machinery suppliers, and equipment rentals. Despite the need to remain close to their customer bases, small service businesses such as plumbers, contractors, and moving companies may be especially at risk of displacement due to competition for remaining industrial spaces. Given this risk, the Lindenville Specific Plan process should explore what types of businesses the community wishes to prevent displacement of and evaluate potential policy tools for preventing displacement.
A longer-term opportunity exists for Lindenville to attract businesses engaged in advanced manufacturing and R&D activities. Recent examples in South San Francisco include businesses related to robotics, automation, and renewable energy. These businesses are currently locating primarily in the East of 101 area, but Lindenville’s flexible building stock may attract increasing interest from similar businesses. South San Francisco brokers indicated in interviews that reuse of older building stock for advanced manufacturing and R&D may require substantial investment in upgrades to power capacity, access points, other utility connections, and raising ceiling heights. The Lindenville Specific Plan process should consider these needs and the appropriate role of the City, if any, in encouraging such upgrades and investments.
Lindenville Specific Plan 51 SWOT Analysis
Transportation
Introduction
Lindenville’s transportation network is built around the industrial uses that have characterized the area for over a century. Roads are sized for trucks, pedestrian and bicycle facilities are limited and often blocked by parked cars or freight loading activity, and the network is disconnected from surrounding neighborhoods by features that once supported freight transport like canals, the railroad, and the freeway.
These characteristics continue to support the industrial businesses located in Lindenville but pose a challenge to new land use types and more multimodal travel needs.
A more modern transportation system has evolved around Lindenville, offering a largely untapped opportunity to connect to the rest of the region. Highway 101 creates the eastern border of the district and yet the district only has one, highly congested access point through the intersection at San Mateo Avenue/Produce Avenue/South Airport Boulevard. San Bruno BART station is a few blocks from the edge of the district and provides a direct connection to San Francisco and the East Bay. South San Francisco Caltrain Station and San Bruno Caltrain Station are less than a mile from the northern and southern edge of Lindenville, respectively, and connect the district directly to San Francisco and cities in San Mateo and Santa Clara counties.
Circulation Network
This section describes the existing conditions of the circulation network in Lindenville, including key features of the local street, bicycle, pedestrian, and transit networks.
Street Network
Regional Access
The main regional freeways near Lindenville include US Route 101 (US-101) and Interstate 380 (I-380) which lie adjacent to the eastern and southern boundaries of the district. US-101 is a major north-south freeway with Lindenville access via the southbound entrance and exit ramps on Produce Avenue and northbound entrance and exit ramps on South Airport Boulevard. I-380 is an east-west freeway connecting US-101 with El Camino Real and I-280. El Camino Real, just west of Lindenville, functions as a local and regional hybrid. Local roads such as San Mateo Avenue, South Spruce Avenue, and South Linden Avenue are the primary gateways to these regional facilities.
Local Access
The local circulation system is shown in Figure 19 and described in further detail in Error! Reference source not found. in the Appendix. Each street in the Project site is classified by one of the following typologies:
• Boulevards: These facilities serve as primary routes that carry large volumes of travelers. They are designed to prioritize movement for all road users, typically with four to six lanes, larger sidewalks and dedicated bicycle facilities.
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• Connectors: These facilities are primary or secondary streets that carry moderate volumes of travelers. They generally have two lanes, sidewalks, bicycle facilities, and/or on-street parking. • Neighborhood Streets: These facilities are generally located within residential or mixed-use neighborhoods, designed to provide local access within the city. They typically have two lanes and may incorporate design features that prioritize their function as slow streets. • Industrial Streets: These facilities are similar to neighborhood streets but are designed to accommodate larger and heavier vehicles.
Figure 19: Lindenville Street Network
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Truck Routes
Lindenville has an extensive truck network, with most streets in the area identified as part of the South San Francisco truck network. These streets typically have design elements that cater to larger vehicles such as wide lanes, large curb radii, and stronger pavement types. The network is expected to evolve over time, with several streets in northern Lindenville proposed for future weight restrictions and additional capacity proposed in southern Lindenville with the extension of Sneath Lane and the Utah Avenue interchange.
Bicycle Network
Bicycle facilities are typically separated into four classes:
• Class I (Bicycle Path): These facilities are located off-street and can serve both bicyclists and Pedestrians.
• Class II (Bicycle Lanes): These facilities provide a dedicated area for bicyclists within the paved street width through the use of striping and appropriate signage. Class IIB bicycle lanes include a striped buffer on one or both sides to increase distance from vehicles. • Class III (Bicycle Routes): These facilities are installed along streets that do no provide sufficient width for dedicated Class II bicycle lanes. The street is designated as a bicycle route through the use of on-street markings and signage, which inform drivers to expect bicyclists. • Class IV (Cycletrack/Protected Bicycle Lanes): These facilities are for the exclusive use of bicycles and require a vertical element that separates the bikeway and adjacent vehicular traffic.
Currently, Class III bicycle routes are provided along South Spruce Avenue, South Linden Avenue, San Mateo Avenue (the main north-south corridors), and the section of Railroad Avenue between South Spruce Avenue and South Linden Avenue. Centennial Way Trail connects at two points on South Spruce Avenue (South Canal Street and at the southwestern edge) but does not extend into the district. As illustrated in Figure 20, the South San Francisco’s Active South City Plan (2022) proposes several new facilities within Lindenville, including upgrades to existing bikeways. South Linden Avenue and San Mateo Avenue will be upgraded to Class II bicycle lanes, whilst South Spruce Avenue and Railroad Avenue will be upgraded with separated bikeways. North Canal Street is proposed to become a Class IIB bicycle boulevard, extending the new facilities proposed for Centennial Way Trail and improving connectivity to Lindenville. New facilities are proposed for several east-west streets, as well as the Sneath Lane and Utah Avenue extensions.
Pedestrian Network
Lindenville has many instances of missing and broken sidewalks. Much of the district also has rolled curbs and faces challenges with vehicles parking on the sidewalk as a result of the rolled curbs. Many sidewalks are narrow and contain obstructions such as utility poles and tree wells in the middle of the pedestrian path of travel. Error! Reference source not found. illustrates the condition of pedestrian crossing infrastructure in the district.
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Figure 20: Lindenville Bicycle Network
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Figure 21: Lindenville Intersection Conditions
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Transit Network
The southwestern corner of Lindenville is within the ½ mile transit zone of the San Bruno BART station and the northeastern corner is within a ½ mile transit zone of the South San Francisco Caltrain station.
While Lindenville is close to both of these stations, access is limited due to poor internal street connectivity.
Transit service in Lindenville is provided by the San Mateo County Transit District (SamTrans). SamTrans route 141 is the only route with stops in Lindenville. It operates along South Spruce Avenue, with stops at Bimbo’s, Victory Avenue, and North Canal Street. None of these stop locations have bus shelters or seating. Route 141 provides local transit connectivity to downtown South San Francisco and the San Bruno BART station.
Right outside Lindenville boundaries, El Camino Real is an active bus corridor, particularly for regional bus travel. The Samtrans ECR route provides regional connectivity between Daly City BART to the Palo Alto Transit Center, stopping at the San Bruno BART station. Routes 292, 397, and 38 stop along South Airport Boulevard on the other side of US-101; there are currently no stops on Airport Boulevard within Lindenville. The 292 runs between downtown San Francisco and San Mateo. The 397 is an early morning service between San Francisco and the Palo Alto Transit Center. The 38 is an early morning and late evening service stopping at the Colma and Millbrae BART stations, and Safe Harbor Shelter. 22 illustrates transit near Lindenville.
Several recommendations from the Reimagine SamTrans plan will impact services near Lindenville, with implementations beginning in Summer 2022. The 141 route alignment between San Bruno BART station and downtown South San Francisco remains relatively unchanged. The recommended changes to the service include routing the service east towards East San Bruno via Sneath Lane, rather than continuing south via Huntington Avenue. The plan would also expand hours of operation both earlier in the morning and later in the evening with less service in the evenings. The ECR route remains relatively unchanged, with minor recommendations to improve reliability and weekend frequency.
Parking and Loading
On-street parking is permitted on many streets and most businesses have at least a small number of offstreet parking spaces for employees and visitors. Businesses along South Spruce Avenue have large surface parking lots. Figure 23 illustrates parking allowances on Lindenville streets. Almost all streets restrict parking between 3AM and 5AM to prevent long term parking and to make space for early morning freight loading and unloading activity. Loading activity is concentrated in the early morning hours but continues consistently throughout the day. Loading activity is busy on all streets that allow parking and loading with the exception of Railroad Avenue, which primarily serves residential parkers.
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Figure 22: Transit Network
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Figure 23: Lindenville On-Street Parking
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Vehicle, Bicycle and Pedestrian Activity
Historic, pre-COVID, traffic counts in the area show that there is a high level of vehicle activity, with higher proportions of heavy vehicle movements along identified truck routes. Counts on South Maple Avenue, Victory Avenue, San Mateo Avenue, Airport Boulevard and South Linden Avenue have a high proportion of heavy vehicles during the AM peak hour which starts at 7:45 AM and a slightly lower proportion in the PM peak hour which starts at 4:45 PM. The highest proportion of truck volumes were observed at the intersection of San Mateo Avenue and South Linden Avenue, where trucks accounted for 20 percent and 10 percent of observed vehicles in the AM and PM peak hours, respectively. Whilst South Spruce Avenue is part of the truck network, counts do not show a high proportion of heavy vehicles. This could be due to the function of South Spruce Avenue being a high-volume connector serving other destinations and purposes in the circulation network.
There is low volume of bicycle and pedestrian activity in Lindenville. This is, in part, due to the lack of appropriate infrastructure and facilities for comfortable walking and biking in the area. The highest area of pedestrian activity was at Huntington Avenue and Tanforan Avenue, which observed nearly 100 pedestrians over the AM peak hour and 70 in the PM peak hour. This intersection is next to the San Bruno BART station, Centennial Way Trail, and surrounding retail. Bicycle volumes are low across the board but are slightly higher in areas where there are existing bicycle facilities. Counts at San Mateo Avenue and South Linden Avenue recorded approximately 20 or fewer bicycles in both the 2-hour AM and PM periods Despite existing facilities along South Spruce Avenue, less than five bicycles were observed across the 2- hour AM and PM periods.
Safety/ Collison History
Figure 24 illustrates the high-injury network (HIN), which is a collection of streets that have been identified as having the highest risk of collisions in South San Francisco based on historic collision trends. Within Lindenville, South Spruce Avenue, South Linden Avenue, and Railroad Avenue are on the HIN. While there are very few pedestrian and bicycle collisions due to the low volumes of such activity in the area, there were numerous vehicle collisions in the 5-year period between 2015 and 2019. Consistent with the HIN, there are clusters of vehicle collisions that occurred along the three aforementioned corridors, in addition to the intersection of South Linden Avenue and San Mateo Avenue.
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Figure 24: Lindenville Collision History
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Infrastructure
Introduction
Lindenville is supported by a network of utility infrastructure that provides the community with potable water, stormwater management, wastewater treatment, power generation, and communications technology. This infrastructure enables the neighborhood and City of South San Francisco to function on a day-to-day basis and supports the physical and economic growth of the community. As the community grows, this utility infrastructure requires annual maintenance to extend its life, which is essential to the successful operation of this network today and well into the future. As part of this maintenance, the City and/or utility providers regularly plan for infrastructure improvement projects that comply with local and State requirements and targets. Equally important is aligning planned improvements with the needs of residents, businesses, and visitors.
The age of Lindenville’s utility infrastructure varies. Maintenance of this infrastructure is key to taking advantage of and extending its design life. The City owns and operates Lindenville’s storm and sanitary sewer mains. Other utility services are provided by separate, independent entities. These include water provided by CalWater,
17 and electricity and natural gas provided by PG&E.18 Currently, no wastewater is recycled for direct reuse within the district.
The following sections provide a summary analysis of Lindenville’s utility infrastructure using information and data supplied by the City and other applicable agencies.
Potable Water Systems
Water Service
Water service for South San Francisco (of which Lindenville is a part) is provided by California Water Service (CalWater), a public utility company under the regulation of the California Water Service Group.
CalWater provides water for the roughly 62,000 residents living in the city. CalWater’s sources of water supply come from a number of locations; 80 percent of its water from the San Francisco Regional Water 17 “City of South San Francisco Sewer System Management Plan,” City of South San Francisco, 2019, https://www.ssf.net/home/showpublisheddocument/20236/637233419128970000. 18 “PG&E Electric and Gas Service Area Maps,” PG&E, 2021, https://pgesupport.zendesk.com/hc/enus/articles/235756988-How-do-I-know-whether-the-place-I-m-moving-into-is-served-by-PG-E-for-electricity-or-gas-.
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System (SF RWS) from 11 turnouts off the San Andreas and Crystal Spring pipelines, with the remaining water pumped from 8 local district wells.
19 South San Francisco is also provided with water by the Westborough Water District, which provides water and sewer services to roughly 13,500 residents within 1 square mile in the City of San Francisco. This district receives its entire water supply from the San Francisco Public Utilities Commission (SFPUC) through a single 6” turnout located on Westborough Boulevard.20 This district’s distribution system includes 3 storage tanks, 2 pumping stations, 5 pumps, and 24 miles of mains. However, Lindenville does not fall under the jurisdiction of the Westborough Water District.21 The water system for Lindenville is fed by 14 reservoirs, which have a total available capacity of 8.125 million gallons.
22 66 percent of Lindenville’s water supply is imported from the Sierra Nevada and Delta diversions.
23 The CalWater South San Francisco District - a region that serves the communities of the Cities of South San Francisco, Colma, Broadmoor, and a small portion of Daly City - is depicted in Figure 25. In 2007, CalWater began operating its wells again after closing well operations indefinitely as part of its participation in the Conjunctive Use Pilot Program, in which the South San Francisco District received 100 percent of its supply from the SF RWS. Water management initiatives, such as the 2020 San Francisco Urban Water Management Plan, set policies and priorities for the long-range planning of water supply and systems. Initiatives such as these also serve as a data source for population, housing, water demands, water supplies, and capital improvement projects.
Water Distribution Network
The South San Francisco District currently distributes roughly 13 million gallons per day - or 6,800 acrefeet (AF) per year of potable water - to more than 16,000 service connections, as seen in Figure 26. 24 The
network also provides fire protection, as noted in Figure 27, which includes fire hydrants throughout the City of South San Francisco. The entire District operates 5 groundwater wells, 21 booster pumps, 12 storage tanks, and 144 miles of pipeline.25 There do not seem to be any water storage tanks within the Lindenville boundary.
19 “California Water Service – South San Francisco District,” Bay Area Water Supply and Conservation Agency, https://bawsca.org/members/profiles/cws-san-francisco#. 20 Bay Area Water Supply and Conservation Agency, https://bawsca.org/members/profiles/cws-san-francisco#. 21 California Natural Resource Agency, https://datahub.io/dataset/california-water-district-boundaries. 22 “California Water Service – South San Francisco District,” Bay Area Water Supply and Conservation Agency, https://bawsca.org/members/profiles/cws-san-francisco#. 23 “South San Francisco Urban Water Management Plan,” City of South San Francisco, 2020, 12, https://www.calwater.com/docs/uwmp2020/SSF_2020_UWMP_FINAL.pdf. 24 “South San Francisco District Conservation Master Plan,” in South San Francisco District Conservation Master Plan, 2021 3, https://www.calwater.com/docs/uwmp2020/SSF_2020_UWMP_FINAL.pdf. 25 “South San Francisco District Conservation Master Plan,” in South San Francisco District Conservation Master Plan, 2021 3, https://www.calwater.com/docs/uwmp2020/SSF_2020_UWMP_FINAL.pdf.
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Capacity
Per available data, CalWater has not reported any current operating capacity issues. Regular maintenance and operation of independently-owned systems, in addition to necessary system upgrades, will enable the system to continue serving demand and can be reliably conveyed through available as well as proposed infrastructure.
Figure 25: The South San Francisco District
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Figure 26: Potable Water Infrastructure in Lindenville
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Figure 27: Fire Hydrants and Water Storage Tanks in Lindenville Lindenville Specific Plan 66 SWOT Analysis
Demand
Over 80 percent the South San Francisco’s District water demand is from commercial uses and singlefamily residential uses, with industrial, multi-family residential, and government uses accounting for the remaining demand, as illustrated in Figure 28.
26 Figure 28: Shares of Water by Land Use (2016-2020)
The region’s 2020 water use target per capita is 124 gpcd, which is an approximately 20 percent reduction from the City’s base daily per capita use. In 2020, the South San Francisco District reduced its water use to 98 gallons per capita per day (GPCD), meeting its target goal of 124 GPCD established in the Department of Water Resources (DWR) and the Regional Alliance’s 2020 water of 130 GPCD. 27 Cumulative water use within the majority of the South San Francisco Water District has increased by 5 percent from 2016 to 2020, as shown in Table 9.
28 While conservation measures may dampen demand,
water demand projections are based on the anticipated population and housing growth, both of which were forecasted to increase- as can be seen in Figure 29. From 2025 to 2045, there is a projected 12 percent increase in water demand, as shown in Table 10. This increased demand will require additional 26 “South San Francisco District Conservation Master Plan,” in South San Francisco District Conservation Master Plan, 2021 3, https://www.calwater.com/docs/uwmp2020/SSF_2020_UWMP_FINAL.pdf. 27 “South San Francisco Urban Water Management Plan,” City of South San Francisco, 2020, 19, https://www.calwater.com/docs/uwmp2020/SSF_2020_UWMP_FINAL.pdf. 28 “South San Francisco Urban Water Management Plan,” City of South San Francisco, 2020, 36 https://www.calwater.com/docs/uwmp2020/SSF_2020_UWMP_FINAL.pdf.
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imported water supplies.
29 Additional demand must be met by CalWater’s increased supply of imported water from San Francisco Public Utilities Commission and groundwater from the Westside Subbasin. The Bay Area Water Supply and Conservation Agency (BAWSCA) is currently studying opportunities to develop desalinated water supplies as part of its Long-Term Reliable Water Supply Strategy. 30 Figure 29: Total Demand and Sources of Supply in the South San Francisco District (1980 - 2020) 29 “South San Francisco Urban Water Management Plan,” City of South San Francisco, 2020, 37, https://www.calwater.com/docs/uwmp2020/SSF_2020_UWMP_FINAL.pdf. 30 “South San Francisco Urban Water Management Plan,” City of South San Francisco, 2020, 75, https://www.calwater.com/docs/uwmp2020/SSF_2020_UWMP_FINAL.pdf.
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Table 9: Past and Current Water Use in the South San Francisco District by Use Type, from 2016 - 2020
Use Type
Volume
2016 2017 2018 2019 2020
Single Family
Residential 2,365 2,437 2,486 2,476 2,682
Multi-Family
Residential 336 333 33 356 396
Commercial 3,026 3,082 3,190 3,189 2,840
Institutional 205 233 288 291 295
Industrial 651 620 565 536 505
Other Potable 27 44 -153 -393 37
Landscape 0 0 0 0 0
Losses 77 94 143 410 181
Total 6,687 6,842 6,856 6,866 6,936
Source: South San Francisco Urban Water Management Plan 2020 Table 10: Projected Water Use in the South San Francisco District by Use Type, from 2025 - 2045 (South San Francisco Urban Water Management Plan 2020)
Use Type
Volume
2025 2030 2035 2040 2045
Single Family 2,568 2,490 2,483 2,540 2,620
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Residential
Multi-Family
Residential 587 600 614 639 667
Commercial 3,361 3,377 3,499 3,739 4,004
Institutional 306 319 340 377 419
Industrial 508 508 508 508 508
Other Potable 39 39 39 39 39
Landscape 0 0 0 0 0
Losses 174 150 152 159 166
Total 7,543 7,483 7,635 8,000 8,423
Source: South San Francisco Urban Water Management Plan 2020 Planned Improvements
Senate Bill X7-7 of 2009, titled “The Water Conservation Act,” required a 20 percent reduction in urban per capita water use across the state of California by December 31, 2020. Retail water suppliers were required to report existing baseline water usage and produce targets for reduction. Furthermore, with the impending threats of drought and water needs through 2035, the BAWSCA is developing a Long‐Term Water Supply Strategy. Brackish groundwater and San Francisco Bay Water sources were identified as one group of water supply management projects that could be developed to meet future dry-year water needs of the BAWSCA through 2035. As currently envisioned, brackish groundwater or Bay Water - extracted from aquifers under the San Francisco Bay - would be desalinated and conveyed directly to individual member agencies or through the San Francisco Public Utilities Commission (SFPUC) RWS. 31 31
“Brackish Groundwater Desalination Feasibility Assessment – BAWSCA’s Strategy Groundwater Model Development,” CDM Smith,
https://bawsca.org/uploads/userfiles/files/BAWSCA_Phase_IIA_TM_GW_model_Mar_12_2013_FINAL_v3_w_Figures.pdf.
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Sewage and Wastewater
Wastewater Treatment
Sewage in Lindenville is transported through a series of forced mains, gravity mains, and pump stations that are owned and maintained by the City of South San Francisco. The South San Francisco District relies on two facilities for wastewater treatment - the North San Mateo Wastewater Treatment Plant (NSMWTP), owned and operated by the North San Mateo County Sanitation District (NSMCSD), and the South San Francisco and San Bruno Water Quality Control Plant (SSFWQCP), owned and operated by the cities of San Bruno and South San Francisco. Cal Water coordinates with the NSMCSD and SSFWQCP for wastewater collection, treatment, and recycling.
32 The NSMWTP provides primary and secondary wastewater treatment, with a capacity to treat up to 10.3 million gallons per day (mgd) average daily flow, but currently receives 6.2 mgd from the service area.
Effluent is discharged to an outfall at Thornton Beach in Daly City via pipeline. Secondary treated water is currently recycled from the NSMWTP for irrigation of landscaped medians in Westlake. Currently, the NSMWTP does not provide recycled water anywhere in the South San Francisco District. 33 The SSFWQCP undergoes primary and secondary treatment with chlorination and dechlorination before being discharged to the San Francisco Bay. The SSFWQCP also provides dechlorination for Burlingame, Millbrae, and the San Francisco International Airport. The SSFWQCP has the capacity to treat 13 mgd average daily flow, while average dry weather flow through the facility is 9 mgd, and peak wet weather flows can sometimes exceed 60 mgd. The SSFWQCP does not provide recycled water in the district. 34 Collection Network
Sewage in Lindenville generally moves through forced mains, gravity mains, and pump station systems and is conveyed to the SSFWQCP for full secondary wastewater treatment. The facilities consist of gravity pipelines of various materials including mostly vitrified clay pipe (VCP). As shown in Figure 30, all forced main pipelines are owned by the City of South San Francisco, ranging from 6” to 36” in diameter. As identified in a 1991 survey of utility infrastructure, there are two sewer pump stations within Lindenville, located on Shaw Road and San Mateo Avenue. These pump stations handle wastewater fed from underground gravity pipelines and stored in an underground pit or wet well. The wastewater is pressure lifted upward through a pipe system that discharges the wastewater into a gravity maintenance hole until it reaches its destination, which is usually a wastewater treatment plant. 32 “South San Francisco Urban Water Management Plan,” City of South San Francisco, 2020, 66, https://www.calwater.com/docs/uwmp2020/SSF_2020_UWMP_FINAL.pdf. 33 Ibid.
34 Ibid, 67.
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Figure 30: Sewer Collection Map of Lindenville (City of South San Francisco) Lindenville Specific Plan 72 SWOT Analysis
Recycled Water Systems
There is currently a coordinated effort between CalWater and other partners to generate recycled water for various uses in the San Francisco Peninsula region. However, there is no projected recycled water supply for Lindenville and the South San Francisco District through the year 2045. Furthermore, CalWater has not implemented any incentive programs to encourage recycled water use.
Stormwater
Hydrology
As shown in Figures 31, 32, and 33, there are two major watersheds within Lindenville - the San Francisco Bay Watershed and the San Mateo Creek Watershed. The majority of Lindenville drains into the San Francisco Bay Watershed, accounting for approximately 75 percent of Lindenville’s drainage. The Lindenville region comprises roughly 0.25 percent of the watershed’s overall area, which is almost 317 square miles in total. The San Francisco Bay Watershed encompasses the southern portion of the San Francisco Bay, ranging from the City of San Francisco down south to Milpitas. Within Lindenville, Colma Creek is carried in a partially engineered channel with water flowing eastward past US-101 to San Francisco Bay, as shown in Figure 34.
35 The remaining 25 percent of Lindenville drains into the San Mateo Creek Watershed, a roughly 133 square mile watershed that spans from San Francisco to Mountain View in Santa Clara County. Stormwater and surface runoff from Lindenville also flows east, discharging into San Francisco Bay, as seen in Figure 31. 36 35 “National Hydrography Dataset,” United States Geological Survey, https://www.usgs.gov/nationalhydrography/national-hydrography-dataset. 36 “National Hydrography Dataset,” United States Geological Survey, https://www.usgs.gov/nationalhydrography/national-hydrography-dataset.
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Figure 31: San Francisco Bay Watershed and its relationship to Lindenville Lindenville Specific Plan 74 SWOT Analysis
Figure 32: San Francisco Bay Watershed and its relationship to Lindenville (Zoom) Lindenville Specific Plan 75 SWOT Analysis
Figure 33: San Mateo Creek Watershed, and its relationship to Lindenville Lindenville Specific Plan 76 SWOT Analysis
Drainage Collection
Stormwater in Lindenville is collected and conveyed through the storm drains owned and maintained by both the City of South San Francisco and San Mateo County. These lines generally drain toward Colma Creek, depending on their location within Lindenville, before discharging into larger conveyance pipes that outfall into the San Francisco Bay. Figure 34 below illustrates surface topography and primary stormwater flow paths.
Lindenville has a network of storm main pipelines oriented generally in a northeast to southeast direction along major streets and arterials, as shown in Figure 35. These storm mains are all owned by the City of South San Francisco and range in size from 6” to 36” in pipe diameter. Major outfalls between 18” and 36” in pipe diameter are found along the two bodies of water present in Lindenville, primarily along Colma Creek.
There are seven storm pump stations within Lindenville, the majority of which are located along Colma Creek. These pump stations help mitigate flooding in Lindenville by pumping away large volumes of water, preventing flood risks when possible.
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Figure 34: Drainage flow paths across Lindenville
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Figure 34: Stormwater Collection System Map of Lindenville Lindenville Specific Plan 79 SWOT Analysis
Water Quality Protection and Runoff Control Requirements The City of South San Francisco follows the stormwater management regulations and hydraulics and hydrology guidance of San Mateo County. Established in 1990, the San Mateo Countywide Water Pollution Prevention Program (SMCWPPP) institutes guidelines to reduce the pollution carried by stormwater into local bodies of water. The SMCWPPP created the Green Infrastructure Design Guide, a comprehensive design guide helping build and maintain green infrastructure in San Mateo County. The County’s Green Infrastructure Plan allows communities to transition from engineered, impervious solutions to greener, more sustainable, and natural solutions. The SMCWPPP requires that projects between 2,500 and 10,000 square feet of impervious surface implement at least one of the following site design strategies:
● Direct roof runoff into cisterns or rain barrels for use. ● Direct roof runoff onto vegetated areas.
● Direct runoff from sidewalks, walkways, and/or patios onto vegetated areas. ● Direct runoff from driveways/uncovered parking lots onto vegetated areas. ● Construct sidewalks, walkways, and/or patios with permeable surfaces. ● Construct bike lanes, driveways, and/or uncovered parking lots with permeable surfaces. 37 The SMCWPPP also requires that projects creating or replacing 10,000 square feet or more of impervious surface must implement stormwater treatment, source control measures, and site design measures. 38 The
program also requires Special Land Use Categories (restaurants, retail gasoline outlets, auto service facilities, and surface parking) that create or replace 5,000 square feet or more of impervious surface to implement stormwater treatment, source control measures, and site design measures. 37 San Mateo Countywide Water Pollution Prevention Program, Page 395. 38 San Mateo Countywide Water Pollution Prevention Program, Page 40.
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Electric
The City of South San Francisco is a member of the Pacific Gas and Electric Company (PG&E), an American investor-owned utility overseen by the California Public Utilities Commission (PUC), which provides natural gas and electricity to over five million households across California. Throughout its service area, PG&E consists of an extensive hydroelectric system, one operating nuclear power plant, one operating natural gas-fired power plant, and another gas-fired plant under construction. Furthermore, 33 percent of PG&E’s delivered electricity comes from renewable sources, including solar, wind, geothermal, small hydroelectric and various forms of bioenergy.
39 Natural Gas
Natural gas services are conveyed and delivered to Lindenville by PG&E. PG&E’s broader natural gas system spans Central and Northern California, using a combination of storage and pipeline facilities. The system includes both residential and public services, providing roughly 970 billion cubic feet of natural gas per year to 15 million residents. As part of public services, PG&E has made use of natural gas to run 833 vehicles in their fleet, with almost 300 vehicles running solely on natural gas.
Natural Gas Distribution Network
Lindenville’s natural gas distribution travels along US-101, and crosses over along Airport Boulevard, towards San Francisco International Airport, as seen in Figure 36.
Planned Improvements
As of June 2021, the City has joined several other cities around the country to ban the use of natural gas in new residential construction, in an effort to encourage future development to be powered entirely by electricity.
Figure 36: Lindenville Electric Network
Figure 37: Gas Pipeline Network
39 “Renewable Energy,” PG&E Corporation,
https://www.pgecorp.com/corp_responsibility/reports/2018/bu07_renewable_energy.html#:~:text=PG%26E%20deliver s%20some%20of%20the,and%20various%20forms%20of%20bioenergy.
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Communications
Communications Distribution Network
Topography
Lindenville’s topography generally slopes eastward to the San Francisco Bay, as can be seen in Figure 38.
There is a grade change of roughly 15 feet from the western boundary toward South Linden Avenue, as well as shallower slopes along Colma Creek and San Bruno Canal. The slope intensity across Lindenville is very low and could cause slow runoff onto US-101 and the San Francisco International Airport. This could potentially cause dangerous conditions and local and regional transportation delays. Lindenville’s generally flat topography may also lead to regular localized flooding.
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Figure 37: Site Topography of Lindenville
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Pavement
As depicted in Figure 39, Lindenville has a very high percentage of impervious coverage. Most of this coverage is made up of concrete, asphalt, and other hard surfaces. Lindenville’s principal land uses are commercial and industrial, which require large expanses of asphalt and concrete for parking, circulation, and truck staging, and the primary reason for the extent of impervious coverage. Industrial and large commercial buildings also tend to require more roof space than typical residential neighborhoods, which also contributes substantially to the percentage of impervious coverage. In combination, these impenetrable surfaces lead to extremely high surface temperatures and an urban heat island effect that drives up temperatures across the Lindenville neighborhood, as can be seen in Figure 40.
Figure 39: Impervious Surfaces (highlighted in orange) and permeable surfaces (highlighted in teal) across Lindenville and its outer context
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Figure 40: Average Surface Temperature in Lindenville
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Climate
Due in part to South San Francisco’s proximity to San Francisco Bay, daytime temperatures are relatively cool for most of the year, even during summer months. The temperature typically varies from 45°F to 71°F and is rarely below 39°F or above 82°F, per Figure 19. The warm season lasts for approximately four months, with an average daily high temperature above 68°F. The cool season lasts for approximately two months, with an average daily high temperature below 58°F.
Figure 41: Average High and Low Temperatures in South San Francisco (Weather Spark) The rainy period of the year in the City of SSF lasts for nearly 7 months, with a sliding 31-day rainfall of at least 0.5 inches. The month with the most rain in the city is February, with an average rainfall of 3.8 inches, as shown in Figure 42.
Lindenville Specific Plan 86 SWOT Analysis
Figure 42: Average Monthly Rainfall in South San Francisco (Weather Spark) The average hourly wind speed in South San Francisco experiences mild seasonal variation over the course of the year. The windier part of the year lasts for 5 months, with average wind speeds of more than
8.8 miles per hour. The calmer time of year lasts for the remainder of the year, with an average hourly wind speed of 7.6 miles per hour, as depicted in Figure 43.
Figure 43: Average Wind Speeds in South San Francisco (Weather Spark) Lindenville Specific Plan 87 SWOT Analysis
Appendix
Transportation
Table 8: Local Street Network
Street Name Description Features Proposed Infrastructure Improvements South Spruce
Avenue
Connector that runs northsouth along the western
boundary of Lindenville
between Centennial Way
Trail and Railroad Avenue.
Lanes/direction: 2
Speed limit: 30 MPH
Median: Raised pavement markers south of
Colma Creek, painted median north of
Colma Creek
On-street Parking: No
Bicycle Facilities: Class III bicycle route
Sidewalk: Yes
Truck route: Yes
High Injury Network: Yes
• Upgrade to Class IV separated bikeway.
• Pedestrian spot improvements at North Canal
Street and South Canal Street intersections
with South Spruce Avenue.
• South Spruce Street between Colma Creek
and Railroad Avenue is proposed for weight
restrictions.
South Linden
Avenue
Connector and Transit
Priority Corridor that runs
Lanes/direction: 2 north of Colma Creek, 1
south of Colma Creek
• South Linden Grade Separation and Tanforan
Avenue Pedestrian Undercrossing
Lindenville Specific Plan 88 SWOT Analysis
north-south between
Railroad Avenue and
Tanforan Avenue / Shaw
Road.
Speed limit: 25 MPH
Median: Painted
On-street Parking: Yes
Bicycle Facilities: Class III bicycle route
Sidewalk: Yes
Truck route: Yes
High Injury Network: Yes
• South Linden Avenue between Colma Creek
and Railroad Avenue is proposed for weight
restrictions.
• Upgrade to Class II bicycle lane.
North Canal
Street
Neighborhood Street that
runs east-west between
South Spruce Avenue and
South Linden Avenue.
Lanes/direction: 1
Speed limit: 30 MPH
Median: Painted
On-street Parking: Yes (westbound
direction)
Bicycle Facilities: Class III bicycle route
Sidewalk: Yes (westbound side)
Truck route: Yes
High Injury Network: No
• Pedestrian spot improvements at
intersections with South Spruce Avenue and
South Linden Avenue.
• Recommended sidewalk project.
• Proposed for weight restrictions.
South Canal
Street
Neighborhood Street that
runs east-west between
Lanes/direction: 1
Speed limit: 30 MPH
• Pedestrian spot improvements at
intersections with South Spruce Avenue.
• Recommended sidewalk project.
• Proposed for weight restrictions.
Lindenville Specific Plan 89 SWOT Analysis
South Spruce Avenue and
South Linden Avenue. Median: Painted
On-street Parking: Yes (eastbound direction)
Bicycle Facilities: None
Sidewalk: Yes (eastbound side)
Truck route: Yes
High Injury Network: No
Railroad
Avenue
Connector that runs eastwest between South Spruce
Avenue and South Linden
Avenue.
Lanes/direction: 1
Speed limit: 30 MPH
Median: Painted
On-street Parking: Yes (eastbound direction)
Bicycle Facilities: None
Sidewalk: Yes (eastbound side)
Truck route: Yes
High Injury Network: Yes
• Proposed for weight restrictions.
Starlite Street Neighborhood Street that
runs north-south and easteast between South Canal
Street and South Spruce
Avenue.
Lanes/direction: 1
Speed limit: 25 MPH
Median: None
On-street Parking: Yes
• Proposed for weight restrictions.
Lindenville Specific Plan 90 SWOT Analysis
Bicycle Facilities: None
Sidewalk: Yes, (interrupted by driveways)
Truck route: Yes
High Injury Network: No
Victory
Avenue
Industrial Street that runs
east-west between South
Spruce Avenue and South
Linden Avenue.
Lanes/direction: 1
Speed limit: 25 MPH
Median: Raised pavement markers
On-street Parking: Yes
Bicycle Facilities: None
Sidewalk: Yes (obstructed by parked cars)
Truck route: Yes
High Injury Network: No
Ryan Way Industrial Street and cul-desac that runs north-south and connects Victory
Avenue to a mixed
industrial zone.
Lanes/direction: 1
Speed limit: 25 MPH
Median: None
On-street Parking: Yes
Bicycle Facilities: None
Sidewalk: Yes
Lindenville Specific Plan 91 SWOT Analysis
Truck route: Yes
High Injury Network: No
South Maple
Avenue
Classified as a
Neighborhood Street north
of Victory Avenue and an
Industrial Street south of
Victory Avenue. It runs
north-south between South
Canal Street and Tanforan
Avenue.
Lanes/direction: 1
Speed limit: 25 MPH
Median: None
On-street Parking: Yes
Bicycle Facilities: None
Sidewalk: Yes
Truck route: Yes
High Injury Network: No
• Connect Maple Avenue between Railroad
Avenue and South Canal Street, including a
bike and ped bridge.
• South Maple Avenue between Victory
Avenue and South Canal Street is proposed
for weight restrictions.
• Designation as a Pedestrian Priority Area in
the Active South City Plan 2022.
Browning
Way
Industrial Street and cul-desac that connects South
Maple Avenue to a Business
& Professional Office.
Lanes/direction: 1
Speed limit: 25 MPH
Median: None
On-street Parking: Yes
Bicycle Facilities: None
Sidewalk: Yes
Truck route: Yes
High Injury Network: No
Lindenville Specific Plan 92 SWOT Analysis
San Mateo
Avenue
Boulevard that runs northsouth between Airport
Boulevard / Produce
Avenue and Tanforan
Avenue / Shaw Road.
Lanes/direction: 1
Speed limit: 30 MPH
Median: Raised pavement markers
On-street Parking: Yes
Bicycle Facilities: Class III Bicycle Route
Sidewalk: Yes
Truck route: Yes
High Injury Network: No
• Upgrade to Class II bicycle lane.
• Protected intersection as part of the Utah
Avenue extension.
Lowrie
Avenue
Connector that runs northsouth, parallel to San Mateo
Ave.
Lanes/direction: 1
Speed limit: 25 MPH
Median: None
On-street Parking: Yes
Bicycle Facilities: None
Sidewalk: Yes
Truck route: Yes
High Injury Network: No
Airport
Boulevard /
Boulevard that runs northsouth parallel to US-101
from Railroad Avenue to
Lanes/direction: 1 lane northbound, 2 lanes
southbound
• Proposed Class IV separated bikeway.
• Potential extension to connect to the
extension of Utah Avenue.
Lindenville Specific Plan 93 SWOT Analysis
Produce
Avenue
Terminal Court, where it
merges with the US-101. Speed limit: 35 MPH
Median: Painted
On-street Parking: No
Bicycle Facilities: None
Sidewalk: Yes (southbound side)
Truck route: Yes
High Injury Network: No
Terminal
Court
Cul-de-sac that connects
Produce Avenue to mixed
use industry.
Lanes/direction: 1
Speed limit: 25 MPH
Median: Painted
On-street Parking: Yes
Bicycle Facilities: None
Sidewalk: Yes (southbound side)
Truck route: No
High Injury Network: No
Tanforan
Avenue
Neighborhood Street that
runs east-west between
South Maple Avenue /
Huntington Avenue and
Lanes/direction: 1
Speed limit: 25 MPH
Median: None
• Proposed Class I shared-use path.
Lindenville Specific Plan 94 SWOT Analysis
San Mateo Avenue and is
bisected by the Caltrain
tracks.
On-street Parking: Yes
Bicycle Facilities: None
Sidewalk: Yes, west of the railroad track.
Partial, east of the track (vehicles parked on
the sidewalk)
Truck route: No
High Injury Network: No
Shaw Road Industrial Street that runs
east-west and north-south
between San Mateo Avenue
and 7th Avenue (in San
Bruno).
Lanes/direction: 1
Speed limit: 30 MPH
Median: None
On-street Parking: Yes
Bicycle Facilities: None
Sidewalk: Yes
Truck route: No
High Injury Network: No
Dollar Avenue Connector that runs northsouth between South Linden Avenue and
Tanforan Avenue and
parallels the Caltrain tracks.
Lanes/direction: 1
Speed limit: 30 MPH
Median: Painted
On-street Parking: Yes
• Recommended sidewalk project.
• Upgrade to Class II bicycle lane.
Lindenville Specific Plan 95 SWOT Analysis
Bicycle Facilities: Class III bicycle route
Sidewalk: Yes (southbound direction)
Truck route: Yes
High Injury Network: No
Proposed:
Sneath Lane
Extension
Extension of Sneath Lane
from South Maple Avenue
to South Linden Avenue,
connecting at Dollar
Avenue.
Proposed:
Utah Avenue
Interchange
Extension of Utah Avenue
from South Airport
Boulevard to San Mateo
Avenue with new
interchange with US-101.
Proposed:
Myrtle
Avenue
Extension
Extension of Myrtle Avenue
from South Spruce Avenue
to South Maple Avenue
between Victory Avenue
and Browning Way.
Proposed:
South Maple
Avenue
Extension
Extension of South Maple
Avenue from Railroad
Avenue to North Canal
Street.
Proposed bike and pedestrian bridge
connection across Canal.
Lindenville Specific Plan 96 SWOT Analysis