1650 South Delaware Street

Transcription

1 65 South Delaware Street Final Transportation Impact Analysis Prepared for: City of San Mateo June 8, 28 Hexagon Transportation Consultants, Inc. Hexagon Office: 4 North Second Street, Suite 4 San Jose, CA 953 Hexagon Job Number: 8OZ5 Phone: Client Name: Mr. Roscoe Mata

2 65 S. Delaware Street Final Transportation Impact Analysis June 2, 28 Table of Contents Executive Summary... iii. Introduction Existing Conditions Existing Plus Project Conditions Cumulative Conditions Other Transportation Issues Conclusions Appendices Appendix A Appendix B Appendix C Traffic Counts Volume Summary Tables Intersection Level of Service Calculations List of Tables Table ES- Intersection Level of Service Summary.iv Table Signalized Intersection Level of Service Definition Based on Average Delay... 9 Table 2 Unsignalized Intersection Level of Service Definition Based on Average Delay... Table 3 Existing Intersection Level of Service Summary... 7 Table 4 Trip Generation Summary Table 5 Existing plus Project Conditions Intersection Level of Service Summary Table 6 Cumulative Conditions Intersection Level of Service Summary Table 7 Parking Demand Analysis... 3 List of Figures Figure Site Location and Study Intersections... 6 Figure 2 Project Site Plan... 7 Figure 3 Existing Bicycle Facilities... 5 Figure 4 Existing Transit Services... 6 Figure 5 Existing Intersection Lane Configurations... 8 Figure 6 Existing Traffic Volumes... 9 Figure 7 Project Trip Distribution and Assignment Figure 8 Existing plus Project Traffic Volumes P a g e ii

3 65 S. Delaware Street Final Transportation Impact Analysis June 2, 28 Executive Summary This report presents the results of the traffic study for the proposed residential project at 65 South Delaware Street in San Mateo, California. The project proposes to demolish the existing AAA office building on-site and build a new four-story residential building with 73 residential units over a gradelevel parking garage. Access to the parking garage would be provided via the existing driveway located on Delaware Street Project Trip Generation The proposed project would generate a net decrease of 4 trips in the AM peak hour and 5 trips in the PM peak hour. Intersection Levels of Service Despite the fact that the project would generate less traffic than the office it would replace, this traffic study analyzed operations at three nearby intersections, one signalized and two unsignalized (see Table ES-). The results of the level of service calculations show that under existing plus project conditions and 23 cumulative conditions, the signalized study intersection would continue to operate at acceptable levels of service. Both unsignalized study intersections would experience slight decreases in delays due to the net negative project trips. Under 23 cumulative conditions, the intersection at Delaware Street and 6th Avenue is forecasted to operate at LOS E during the AM peak hour and LOS F during PM peak hour.the level of service analysis for unsignalized intersections is provided for information only, as the City does not have a level of service standard for unsignalized intersections. The City of San Mateo is currently studying alternatives to signalize both of the unsignalized study intersections. Other Transportation Issues Hexagon conducted a site plan review, queuing analysis, pedestrian, bicycle and transit facility analysis and parking analysis for the proposed project. Our recommendations are listed below. Recommendations The project applicant is requesting a concession to reduce the stall width for some restricted parking stalls. It is recommended that the project applicant coordinate with City staff to ensure adequacy of the requested concession. P a g e iii

4 65 S. Delaware Street Final Transportation Impact Analysis June 2, 28 Table ES- Intersection Level of Service Summary Year 23 GP Existing Existing Plus Project Conditions Study Peak Count Avg. Avg. Incr. In Avg. Project Delay Delay Avg. Delay Delay Trips Int. # Intersection Hour Control 4 Date (sec) 3 LOS (sec) 3 LOS (sec) (sec) 3 LOS Delaware Street and Sunnybrae Boulevard 2 AM TWSC 2/27/8 6.8 C 6.8 C C PM 2/27/8 6.7 C 6.6 C C 2 Delaware Street and 6th Avenue 2 AM AWSC 2/27/8 3.2 D 3. D E PM 2/27/8 38. E 36.7 E >6 F 3 Delaware Street and Concar Drive AM Signal 2/27/8 25. C 24.9 C C PM 2/27/ C 29.4 C D Notes: Year 23 conditions intersection level of service results are based on results published in the City of San Mateo General Plan Update - Revised Draft Environmental Impact Report. 2 Year 23 intersection level of service results for these intrsections were not reported in the General Plan Update document. Volumes at these intersections were interpolated based on forecasted volumes at nearby intersections. The resulting Year 23 LOS results were analyzed using Synchro. 3 For TWSC, the average Delay and LOS is reported for the worst approach. 4 Intersection control type definitions: TWSC = Two-way-stop-control; AWSC = All-way-stop-control P a g e iv

5 65 S. Delaware Street Final Transportation Impact Analysis June 2, 28. Introduction This report presents the results of the traffic study for the proposed residential project at 65 South Delaware Street in San Mateo, California (see Figure ). The project proposes to demolish the existing AAA office building on-site and build a new four-story residential building with 73 residential units over a grade-level parking garage. Access to the parking garage would be provided through the existing driveway located on Delaware Street (see Figure 2). Scope of Study The purpose of the traffic study is to identify any potential traffic impacts related to the proposed project and to review the proposed site access and circulation. It is estimated that the project would not add more than peak hour vehicle trips to any Congestion Management Program (CMP) roadways (El Camino Real and US ) designated by the City/County Association of Governments (C/CAG) of San Mateo County. Therefore, an analysis in accordance with C/CAG s CMP guidelines was not required. The impacts of the project were evaluated following the standards and methodologies set forth by the City of San Mateo. The traffic study includes an analysis of AM and PM peak hour traffic conditions during weekdays on the following study intersections in the vicinity of the project site. Study Intersections. Delaware Street and Sunnybrae Boulevard (unsignalized) 2. Delaware Street & 6 th Avenue (unsignalized) 3. Delaware Street and Concar Drive Traffic conditions at the study intersections were analyzed for the weekday AM and PM peak hours of adjacent street traffic. The AM peak hour of adjacent street traffic is generally between 7: and 9: AM, and the PM peak hour of adjacent street traffic is typically between 4: and 6: PM. It is during these periods on an average weekday that the most congested traffic conditions occur. P a g e 5

6 65 S. Delaware Street TIA E 5th Ave 7th Ave S B St Palm Ave 9th Ave S Claremont St S Grant St S Railroad Ave th Ave Birch Ave S Delaware St 2 Sunnybrae Blvd E 6th Ave Norton St Lodi Ave S Norfolk St Kehoe Ave S El Camino Real Barneson Ave Hayward Park Caltrain Station Concar Dr Pacific Blvd 3 92 Borel Ave Bermuda Dr W 2th Ave SAN MATEO Saratoga Dr Alameda de Las Pulgas 22nd Ave 24th Ave Isabelle Ave 27th Ave Flores St LEGEND 28th Ave Hacienda St 3st Ave Hillsdale Caltrain Station E Hillsdale Blvd = Site Location X = Study Intersection Figure Site Location and Study Intersections

7 65 S. Delaware Street TIA Figure 2 Project Site Plan

8 65 S. Delaware Street Final Transportation Impact Analysis June 2, 28 Traffic conditions were evaluated for the following scenarios: Scenario : Existing Conditions. Existing traffic volumes were based on new traffic counts conducted in the year 28, while schools were in session. Scenario 2: Existing Plus Project Conditions. Existing plus project traffic volumes were estimated by adding to existing traffic volumes the traffic generated by the proposed project. Existing plus Project conditions were evaluated relative to existing conditions in order to determine the effects the project would have on the existing roadway network. Scenario 3: 23 Cumulative Conditions. 23 Cumulative conditions represent future traffic volumes on the future transportation network in accordance with the San Mateo General Plan. The 23 level of service results from the San Mateo General Plan, which includes the proposed project, were used to describe operating conditions at the study intersections under cumulative conditions. For study intersections not included in the General Plan report, the traffic volumes were interpolated based on nearby intersections analyzed in the General Plan. Methodology This section describes the methods used to determine the traffic conditions for each scenario described above. It includes descriptions of the data requirements, the analysis methodologies, and the applicable level of service standards. Data Requirements The data required for the analysis were obtained from field observations, new traffic counts, previous traffic studies, the City of San Mateo, and the Institute of Transportation Engineers (ITE) Trip Generation Manual, th Edition. The following data were collected from these sources: Existing traffic volumes, Existing lane geometries, Signal timing and phasing, and Applicable trip generation rates Level of Service Standards and Analysis Methodologies Traffic conditions at the study intersections were evaluated using level of service (LOS). Level of Service is a qualitative description of operating conditions ranging from LOS A, or free-flow conditions with little or no delay, to LOS F, or jammed conditions with excessive delays. The various analysis methods are described below. City of San Mateo Intersections This study utilizes the 2 Highway Capacity Manual (HCM) methodology for signalized intersections, implemented with Synchro. This method evaluates intersection operations on the basis of average control delay time for all vehicles at the intersection. This average delay can then be correlated to a level of service. Table presents the level of service definitions for signalized intersections. The City of San Mateo level of service standard is mid-los D (delay of 45 seconds) or better for all signalized P a g e 8

9 65 S. Delaware Street Final Transportation Impact Analysis June 2, 28 study intersections. Unsignalized Intersections For the unsignalized study intersections, an assessment was made of the need for signalization. This assessment was made on the basis of the Peak-hour Volume Signal Warrant described in the California Manual on Uniform Traffic Control Devices (MUTCD). This method makes no evaluation of intersection level of service, but simply provides an indication whether peak-hour traffic volumes are, or would be, sufficient to justify installation of a traffic signal. The signal warrant check was supplemented with an analysis of level of service. The correlation between delay and level of service for unsignalized intersections is shown in Table 2. The City of San Mateo does not have a level of service standard for unsignalized intersections. Traffic studies typically evaluate whether unsignalized intersections are functioning adequately and whether signalization is warranted. Table Signalized Intersection Level of Service Definition Based on Average Delay Level of Service Description Average Control Delay Per Vehicle (sec.) A Signal progression is extremely favorable. Most vehicles arrive during the green phase and do not stop at all. Short cycle lengths may also contribute to the very low vehicle delay.. or less B C D E F Operations characterized by good signal progression and/or short cycle lengths. More vehicles stop than with LOS A, causing higher levels of average vehicle delay. Higher delays may result from fair signal progression and/or longer cycle lengths. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant, though many still pass through the intersection without stopping. The influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable signal progression, long cycle lengths, or high volume-to-capacity (V/C) ratios. Many vehicles stop and individual cycle failures are noticeable. This is considered to be the limit of acceptable delay. These high delay values generally indicate poor signal progression, long cycle lengths, and high volumeto-capacity (V/C) ratios. Individual cycle failures occur frequently. This level of delay is considered unacceptable by most drivers. This condition often occurs with oversaturation, that is, when arrival flow rates exceed the capacity of the intersection. Poor progression and long cycle lengths may also be major-contributing causes of such delay levels.. to to to to 8. greater than 8. Source: Transportation Research Board, 2 Highway Capacity Manual (Washington, D.C., 2) p8-6. P a g e 9

10 65 S. Delaware Street Final Transportation Impact Analysis June 2, 28 Table 2 Unsignalized Intersection Level of Service Definition Based on Average Delay Level of Service Description Average Control Delay Per Vehicle (sec.) A Little or no traffic delay. or less B Short Traffic delays. to 5. C Average traffic delays 5. to 25. D Long traffic delays 25. to 35. E Very long traffic delays 35. to 5. F Extreme traffic delays greater than 5. Source: Transportation Research Board, 2 Highway Capacity Manual (Washington, D.C., 2) p2-3. City of San Mateo Definition of Significant Intersection Impacts Per the City s General Plan Policy C 2.7, all projects are required, at a minimum, to pay a transportation mitigation fee. The transportation mitigation fee is used to fund planned transportation improvements that are identified in the City of San Mateo Traffic Mitigation Program. In addition to paying the transportation impact fee, a development project may be required to fund offsite circulation improvements which are needed as a result of project generated traffic if: The level of service at the intersection drops below mid-level LOS D (average delay of more than 45 seconds) when the project traffic is added, and An intersection that operates below its level of service standard under the base year conditions experiences an increase in delay of four or more seconds, and The needed improvement of the intersection(s) is not funded in the applicable five-year City Capital Improvement Program from the date of application approval. The cost of the off-site improvements may be reimbursed by the City if a reimbursement program is established throughout the timeframe of the City of San Mateo s current Traffic Mitigation Program or at the time when the improvement was initially scheduled. Unsignalized Intersections The City of San Mateo does not have a level of service standard for unsignalized intersections. Traffic studies typically evaluate whether unsignalized intersections are functioning adequately and whether signalization is warranted using the peak-hour volume signal warrant described in the CA MUTCD. P a g e

11 65 S. Delaware Street Final Transportation Impact Analysis June 2, 28 Report Organization This report has a total of six chapters. Chapter 2 describes existing conditions including the existing roadway network, transit service, bicycle and pedestrian facilities. Chapter 3 describes the methods used to estimate the project traffic on the roadway network and presents the intersection operations under existing plus project conditions. The cumulative conditions with and without the project are presented in Chapter 4. Chapter 5 provides an evaluation of other transportation-related issues, such as vehicle queuing, potential project impacts on bicycle, pedestrian, and transit facilities, site access, on-site circulation, and parking. Chapter 6 presents the study conclusions including a summary of any proposed mitigation measures and recommended improvements. P a g e

12 65 S. Delaware Street Final Transportation Impact Analysis June 2, Existing Conditions This chapter describes the existing conditions for all of the major transportation facilities in the vicinity of the project site, including the roadway network, transit service, and bicycle and pedestrian facilities. Also included are the existing levels of service of the study intersections. Existing Roadway Network Regional access to the project study area is provided by US and SR 92. These facilities are described below. US is an eight- to ten-lane north-south freeway in the vicinity of the site. US extends northward through San Francisco and southward through San Jose. Access to and from the project study area is provided via its full access interchange at SR 92 and its partial-access interchange at Fashion Island Boulevard. SR 92 is a four- to six- lane east-west freeway extending from Half Moon Bay in west San Mateo County to Hayward in Alameda County. SR 92 has a full interchange at Concar Drive/Delaware Street, which serves the study area. Local access to the project site is provided via El Camino Real, Delaware Street and Concar Drive. These roadways are described below. El Camino Real (SR 82) is a six-lane north-south major arterial within the project vicinity. El Camino Real extends from Santa Clara County through San Mateo County. Sidewalks are present on both sides of the road. El Camino Real provides access to the project site via its intersections with 9 th Avenue and 25 th Avenue and its interchange at SR 92. Delaware Street is a two- to four-lane north-south arterial extending from 3 st Avenue in the south to Peninsula Avenue in the north. There are sidewalks along both sides of Delaware Street. All intersections along Delaware Street within the project vicinity have crosswalks on all legs except at Sunnybrae Boulevard. All signalized intersections within the project vicinity have actuated pedestrian push buttons and signal heads. Delaware Street provides direct access to the project site. Concar Drive is a four-lane east-west collector extending from South Amphlett Boulevard in the east to Pacific Boulevard in the west. Concar Drive provides access to the project site via its interchange at SR 92 and intersection with Delaware Street. P a g e 2

13 65 S. Delaware Street Final Transportation Impact Analysis June 2, 28 Existing Bicycle and Pedestrian Facilities The site is well-served by bicycle facilities. Class II bicycle lanes exist on S. Delaware Street between E. Fifth Avenue and Charles Lane, Claremont Street between 9 th Avenue and 6 th Avenue, S. Delaware Street between south of Bermuda Drive and 28 th Avenue, 9 th Avenue east of S. Delaware Street, Concar Drive between S. Delaware Street and Grant Street, Grant Street between Concar Drive and 9 th Street, and Ginnever Street between 9 th Street and Bermuda Drive (see Figure 3). A Class III bicycle route exists on East 6 th Avenue between S. Delaware Street and Claremont Street, S. Delaware Street between Charles Lane and Bermuda Drive S. Delaware Street between 28 th Avenue and Franklin Parkway and Grant Street north of Concar Drive. Sidewalks are present on all roadway segments within the vicinity of the project site, and crosswalks are present at nearby intersections with pedestrian signal heads on all approaches. The sidewalk on the north side of Concar Drive is temporarily closed for construction. Existing Transit Service The site is within walking distance of two bus lines and the Hayward Park Caltrain station. Existing transit service to the study area is provided by the San Mateo County Transit District (SamTrans) and Caltrain. These services are described below and shown on Figure 4. SamTrans Bus Service Local Route 53 line operates on S. Delaware Street within the project area, providing school service between the Humboldt Street/Peninsula Avenue intersection, Borel Square Shopping Center, and Borel Middle School. The line operates only on weekdays, with two buses in the westbound direction during the AM peak period and three buses during afternoon hours. The closest bus stop to the project site is at Delaware Street and Charles Lane, approximately 325 feet from the project site. Express Route 292 operates on S. Delaware Street within the project area, providing service between San Francisco, Hillsdale Mall and San Francisco Airport. The line is categorized as an express line, operating between 4: AM and 2:3 AM (next day) with 2- to 3-minute headways during the AM and PM peak periods. The closest bus stop to the project site is at Delaware Street and Charles Lane, approximately 325 feet from the project site. San Mateo-Norfolk Caltrain Shuttle The San Mateo-Norfolk Caltrain Shuttle is a shuttle service operating between the Hayward Park Caltrain Station, Hillsdale Caltrain Station and various office buildings during commute hours, as well as serving the residential areas of Lakeshore and Fiesta Gardens Monday through Friday. This shuttle is free for all passengers and is open to the general public. This shuttle also provides service to the Atrium Business Park, Water Business Park, Crossroad office buildings, and Bayshore Corporate Commons. The closest bus stop to the project site is at the Hayward Park Caltrain Station, approximately,2 feet from the project site. P a g e 3

14 65 S. Delaware Street Final Transportation Impact Analysis June 2, 28 Caltrain Service The project site is located about,2 feet northeast of the Hayward Park Caltrain station, which is a five-minute walk. The Hayward Park Station is served by local-stop and limited-stop trains. During the morning peak period of 6: AM to 9:3 AM, the Hayward Park Station is served by three northbound and three southbound limited-stop trains, with 6 minutes headways. During the PM peak period between 3:3 PM and 7:3 PM, the station is served by four northbound trains, including three limited-stop and one local-stop trains with headways between 43 and 6 minutes. Four southbound trains, including one local stop, three limited-stop trains, with headways between 6 and 96 minutes serve the Hayward Park Station during PM peak hours. The Hillsdale Caltrain Station provides baby-bullet service and is located about.4 miles from the project site. While the station is over a 3-minute walk away, it is within easy biking distance. P a g e 4

15 65 S. Delaware Street TIA 9th Ave th Ave Kehoe Ave Norton St S Claremont St Birch Ave Sunnybrae Blvd Lodi Ave S Railroad Ave S Delaware St S Grant St S B St E 6th Ave 2 Palm Ave S El Camino Real Hayward Park Caltrain Station SAN MATEO Concar Dr 3 92 Bermuda Dr Pacific Blvd Saratoga Dr LEGEND X = Site Location = Study Intersection = Existing Class II Bike Lanes = Existing Class III Bike Routes Figure 3 Existing Bicycle Facilities

16 65 S. Delaware Street TIA E 5th Ave 53 7th Ave 292 S B St Palm Ave 9th Ave S Claremont St S Grant St S Railroad Ave th Ave Birch Ave S Delaware St 2 Sunnybrae Blvd E 6th Ave Norton St Lodi Ave S Norfolk St Kehoe Ave Barneson Ave S El Camino Real Hayward Park Caltrain Station Concar Dr 53 Borel Ave Pacific Blvd Bermuda Dr 53 W 2th Ave SAN MATEO 292 Saratoga Dr Alameda de Las Pulgas 22nd Ave 24th Ave Isabelle Ave 27th Ave Flores St LEGEND = Site Location X = Study Intersection 28th Ave = SamTrans Routes Connecting to Caltrain Stations Hacienda St 3st Ave Hillsdale Caltrain Station E Hillsdale Blvd = SamTrans School-day Only Routes = Norfolk Area Shuttle Figure 4 Existing Transit Services

17 65 S. Delaware Street Final Transportation Impact Analysis June 2, 28 Existing Intersection Lane Configurations and Traffic Volumes The existing lane configurations at the study intersections were obtained from field observations (see Figure 5). Existing traffic volumes were obtained from new manual peak-hour turning-movement counts conducted in February 28 (see Figure 6), while schools were in session. The traffic count data (including pedestrian and bicycle count data) are included in Appendix A. Existing Intersection Levels of Service The results of the intersection level-of-service analysis under existing conditions are summarized in Table 3. The level of service analysis for unsignalized intersections is provided for information only, as the City does not have a level of service standard for unsignalized intersections. Two of the study intersections currently operate at LOS D or better, while the unsignalized intersection at Delaware Street and 6th Avenue operates at LOS E during the PM peak hour. The intersection levels of service calculation sheets are included in Appendix C. Table 3 Existing Intersection Level of Service Summary Avg. Study Peak Control Count Delay Number Intersection Hour Type Date (sec) 2 LOS Delaware Street and Sunnybrae Boulevard AM TWSC 2/27/8 6.8 C PM 2/27/8 6.7 C 2 Delaware Street and 6th Avenue AM AWSC 2/27/8 3.2 D PM 2/27/8 38. E 3 Delaware Street and Concar Drive AM Signal 2/27/8 25. C PM 2/27/ C Notes: Intersection control type definitions: TWSC = Two-way-stop-control; AWSC = All-way-stop-control 2 For TWSC, the average Delay and LOS is reported for the worst approach. P a g e 7

18 65 S. Delaware Street TIA 2 3 6th Ave Concar Dr Shoreview Ave J Hart Clinton Dr S Delaware St E 3rd Ave E 4th Ave E 5th Ave 7th Ave S Delaware St 9th Ave Dakota Ave Norton St S Delaware St STOP STOP Sunnybrae Blvd STOP STOP STOP Newbridge Ave S Eldorado St S Grant St th Ave Kehoe Ave Palm Ave S Delaware St S B St S Railroad Ave S Claremont St Birch Ave 2 Sunnybrae Blvd E 6th Ave SAN MATEO Lodi Ave S Norfolk St S El Camino Real Hayward Park Caltrain Station Concar Dr 3 92 Bermuda Dr Pacific Blvd LEGEND = Site Location Saratoga Dr X STOP = Study Intersection = Stop Sign = Traffic Signal Figure 5 Existing Intersection Lane Configurations

19 65 S. Delaware Street TIA 2 3 4(369) 3(7) S Delaware St E 3rd Ave E 4th Ave E 5th Ave 2(5) 5(26) 42(487) 65(95) Sunnybrae Blvd S Eldorado St 6th Ave S Grant St 2(5) 48(364) 5(4) 4(6) 38(3) 28(23) 7th Ave S Delaware St 9th Ave th Ave 4(3) 28(23) 45(2) 64(6) 457(55) 8(6) Dakota Ave Concar Dr Norton St 85(43) 439(42) (63) 29(89) 26(258) 386(2) S Delaware St Newbridge Ave Shoreview Ave 8(29) 39(57) 36(2) Kehoe Ave 8(69) 288(378) 86(26) J Hart Clinton Dr Palm Ave S Delaware St S B St S Railroad Ave S Claremont St Birch Ave 2 Sunnybrae Blvd E 6th Ave SAN MATEO Lodi Ave S Norfolk St S El Camino Real Hayward Park Caltrain Station Concar Dr 3 92 Bermuda Dr Pacific Blvd LEGEND Saratoga Dr X XX(XX) = Site Location = Study Intersection = AM(PM) Peak-Hour Traffic Volumes Figure 6 Existing Traffic Volumes

20 65 S. Delaware Street Final Transportation Impact Analysis June 2, 28 Observed Traffic Conditions Traffic conditions in the field were observed in order to identify existing operational deficiencies and to confirm the accuracy of calculated intersection levels of service. The purpose of this effort was () to identify any existing traffic problems that may not be directly related to level of service, and (2) to identify any locations where the level of service analysis does not accurately reflect intersection operation in the field. Overall the study intersections operated adequately during both the AM and PM peak hours of traffic, and the level of service analysis appears to accurately reflect actual existing traffic conditions. However, field observations showed that some operational issues currently occur at the following location near the project site: Delaware Street at 6 th Avenue and at Sunnybrae Boulevard. During the AM peak hours, there was heavy traffic in the northbound and southbound directions at the 6 th Avenue intersection, with queues extending to approximately 5 vehicles at times. Due to heavy traffic on Delaware Street, the westbound left-turn vehicles at the Sunnybrae Boulevard intersection (turning left from Sunnybrae Boulevard onto Delaware Street) occasionally experienced lengthy delay unless courteous drivers provided the necessary gap for westbound left-turn vehicles to turn onto Delaware Street. During the PM peak hours, traffic was heavy in the northbound direction at the 6 th Avenue intersections, with queues extending to approximately 5 vehicles at times. P a g e 2

21 65 S. Delaware Street Final Transportation Impact Analysis June 2, Existing Plus Project Conditions This chapter describes the roadway traffic operations under existing plus project conditions, the method by which project traffic is estimated, and any impacts caused by the project. Project Description The project proposes to demolish the existing AAA office building on-site and build a new four-story residential building with 73 residential units over a grade-level parking garage. Access to the parking garage would be provided via the existing driveway located on Delaware Street. Project Trip Estimates The magnitude of traffic produced by a new development and the locations where that traffic would appear are estimated using a three-step process: () trip generation, (2) trip distribution, and (3) trip assignment. In determining project trip generation, the magnitude of traffic entering and exiting the site is estimated for the AM and PM peak hours. As part of the project trip distribution, an estimate is made of the directions to and from which the project trips would travel. In the project trip assignment, the project trips are assigned to specific streets and intersections. These procedures are described below. Trip Generation Through empirical research, data have been collected that correlate trip making to building size for various land use types. For many types of land use there are standard trip generation rates that can be applied to help predict the future traffic increases that would result from a new development. The standard trip generation rates are published in the Institute of Transportation Engineers (ITE) manual entitled Trip Generation, th Edition. The ITE land use type that is applicable to the proposed project is Mid-Rise Multifamily Housing (ITE Land Use Code 22). Table 4 shows that, without accounting for any trip reduction measures, the project would generate 26 AM and 32 PM gross peak-hour trips. P a g e 2

22 65 S. Delaware Street Final Transportation Impact Analysis June 2, 28 The project site is located in an area that is well-connected and in close proximity to existing transit, bicycle and pedestrian facilities. Connectivity and proximity to these facilities encourages alternative travel modes. The project location and proximity to transit, bicycle and pedestrian facilities are attributes that would reduce the project trip generation without the project actively implementing any transportation demand management (TDM) measures. Using the URBEMIS model, it was calculated that the project location and proximity to transit, bicycle and pedestrian facilities would reduce project trip generation by 33.58%. The URBEMIS model uses data supplied by the California Air Resource Board to calculate vehicle emissions. Based on the average ITE trip rates and the discussed trip reduction, it is estimated that the proposed project would generate 8 vehicle trips (5 inbound and 3 outbound trips) during the AM peak hour and 2 vehicle trips (3 inbound and 8 outbound trips) during the PM peak hour. Trips associated with the existing uses on the project site were credited against the project trip generation. The trips generated by the existing building on the site were counted on February 2, 28. The existing buildings on site were found to generate 32 trips during the AM peak hour and 7 trips during the PM peak hour. These trips were credited against the estimated number of trips generated by the proposed new development, which results in the project generating a net decrease of 4 trips in the AM peak hour and a net decrease of 5 trips in the PM peak hour (see Table 4). Table 4 Trip Generation Summary AM Peak Hour PM Peak Hour Land Use Size Unit Trip Rate Trips In Trips Out Total Trips Trip Rate Trips In Trips Out Total Trips Proposed Use Apartments 73 unit Existing Uses Trip Reduction % (2) (6) (8) (7) (4) () Project Trips AAA Office Net Project Trips (22) 8 (4) (25) (25) (5) Notes:. Average trip rates, in trips per unit, for Mid-Rise Multifamily Housing (Land Use 22) are used. (Source: ITE Trip Generation Manual, th Edition, 27) 2. Trip reduction is based on the project location and its proximity to transit, bike and pedestrian facilities. Trip reduction is calculated using URBEMIS model. 3. Peak-hour trip generation for the existing uses is based on driveway counts conducted on 2/28/28. Trip Distribution and Assignment The trip distribution pattern for the proposed project was estimated based on existing travel patterns of the surrounding roadway system and the locations of complementary land uses (See Figure 7). The project trips were assigned to the roadway network based on the directions of approach and departure, the roadway network connections, and the location of the project driveway (Figure 7). P a g e 22

23 65 S. Delaware Street TIA 2 3-4(-5) Sunnybrae Blvd 6th Ave -4(-5) Concar Dr 2(-5) 4(-5) -(-2) Shoreview Ave J Hart Clinton Dr S Delaware St E 3rd Ave E 4th Ave 2(-5) E 5th Ave S Grant St 7th Ave S Delaware St 9th Ave 2(-5) Dakota Ave Norton St S Delaware St Newbridge Ave -7(-8) S Eldorado St th Ave Kehoe Ave Palm Ave S Delaware St S B St S Railroad Ave S Claremont St Birch Ave 2% 2 Sunnybrae Blvd E 6th Ave SAN MATEO Lodi Ave S Norfolk St S El Camino Real Hayward Park Caltrain Station Concar Dr 3 5% 2% 92 Bermuda Dr LEGEND = Site Location Pacific Blvd % X XX% XX(XX) = Study Intersection = Trip Distribution = AM(PM) Peak-Hour Trips Saratoga Dr Figure 7 Project Trip Distribution and Assignment

24 65 S. Delaware Street Final Transportation Impact Analysis June 2, 28 Intersection Traffic Volumes Project impacts were evaluated relative to existing traffic volumes. The net new trips generated by the project were added to the existing traffic volumes to derive the existing plus project traffic volumes (see Figure 8). Transportation Network This analysis assumes that the transportation network under project conditions would be the same as under existing and background conditions. Project Conditions Intersection Levels of Service The results of the intersection level of service analysis show that under existing plus project conditions, the signalized study intersection would continue to operate at acceptable levels of service (see Table 5). Both unsignalized study intersections would experience slight decreases in delays due to the net negative project trips. The City of San Mateo is currently studying alternatives to signalize both of the unsignalized study intersections, which would improve intersection operations. Since the project would slightly decrease intersection traffic volumes under project conditions when compared to base conditions, an evaluation of background conditions with nearby approved projects and of background plus project conditions is not needed to evaluate project impacts. Table 5 Existing plus Project Conditions Intersection Level of Service Summary Existing Existing Plus Project Avg. Avg. Incr. In Project Study Peak Delay Delay Avg. Delay Trips Number Intersection Hour (sec) LOS (sec) LOS (sec) Delaware Street and Sunnybrae Boulevar AM 6.8 C 6.8 C. -2 PM 6.7 C 6.6 C Delaware Street and 6th Avenue AM 3.2 D 3. D PM 38. E 36.7 E Delaware Street and Concar Drive AM 25. C 24.9 C PM 29.8 C 29.4 C Notes: For TWSC, the average Delay and LOS is reported for the worst approach. P a g e 24

25 65 S. Delaware Street TIA (364) 3(7) S Delaware St E 3rd Ave E 4th Ave E 5th Ave 2(5) 5(26) 422(482) 65(95) Sunnybrae Blvd S Eldorado St 6th Ave S Grant St 2(5) 44(359) 5(4) 4(6) 38(3) 28(23) 7th Ave S Delaware St 9th Ave th Ave 4(3) 28(23) 45(2) 64(6) 459(546) 8(6) Dakota Ave Concar Dr Norton St 87(38) 443(397) (63) 28(77) 26(258) 386(2) S Delaware St Newbridge Ave Shoreview Ave 8(29) 384(499) 36(2) Kehoe Ave 8(69) 288(378) 86(26) J Hart Clinton Dr Palm Ave S Delaware St S B St S Railroad Ave S Claremont St Birch Ave 2 Sunnybrae Blvd E 6th Ave SAN MATEO Lodi Ave S Norfolk St S El Camino Real Hayward Park Caltrain Station Concar Dr 3 92 Bermuda Dr Pacific Blvd LEGEND Saratoga Dr X XX(XX) = Site Location = Study Intersection = AM(PM) Peak-Hour Traffic Volumes Figure 8 Existing Plus Project Traffic Volumes

26 65 S. Delaware Street Final Transportation Impact Analysis June 2, Cumulative Conditions Cumulative 23 traffic conditions were evaluated for the AM and PM peak hours. The 23 AM and PM peak hour traffic volumes at the signalized study intersection were obtained from the City of San Mateo General Plan 23 model. The unsignalized study intersections are not included in the San Mateo Travel Demand Forecast Model. Year 23 traffic volumes at these intersections were interpolated based on forecasted volumes at nearby intersections. Hexagon has determined that the proposed project is included in the Year 23 forecasts. Intersection Levels of Service Under 23 Cumulative Conditions The intersection levels of service under 23 Cumulative Conditions show that the signalized study intersection would continue to operate at acceptable levels of service under cumulative conditions (see Table 6). Since the proposed project is included in the year 23 forecasts, and the signalized study intersection is forecasted to operate at acceptable levels of service, the proposed project would not have a significant impact on intersection levels of service. One unsignalized study intersection is forecasted to operate at LOS D or better, and the intersection at Delaware Street and 6 th Avenue is forecasted to operate at LOS E during the AM peak hour and LOS F during PM peak hour. The City of San Mateo is currently studying alternatives to signalize both of the unsignalized study intersections, which would improve intersection operations. P a g e 26

27 65 S. Delaware Street Final Transportation Impact Analysis June 2, 28 Table 6 Cumulative Conditions Intersection Level of Service Summary Year 23 GP Existing Conditions Avg. Avg. Study Peak Delay Delay Number Intersection Hour (sec) 3 LOS (sec) 3 LOS Delaware Street and Sunnybrae Boulevard 2 AM 6.8 C 8.3 C PM 6.7 C 9.8 C 2 Delaware Street and 6th Avenue 2 AM 3.2 D 43.4 E PM 38. E >6 F 3 Delaware Street and Concar Drive AM 25. C 27.6 C PM 29.8 C 42.3 D Notes: Year 23 conditions intersection level of service results are based on results published in the City of San Mateo General Plan Update - Revised Draft Environmental Impact Report. 2 Year 23 intersection level of service results for these intersections were not reported in the General Plan Update document. Volumes at these intersections were interpolated based on forecasted volumes at nearby intersections. The resulting Year 23 LOS results were analyzed using Synchro. 3 For TWSC, the average Delay and LOS is reported for the worst approach. 4 Intersection control type definitions: TWSC = Two-way-stop-control; AWSC = All-way-stop-control P a g e 27

28 65 S. Delaware Street Final Transportation Impact Analysis June 2, Other Transportation Issues This chapter presents an analysis of other transportation issues associated with the project site, including: Potential impacts to transit, pedestrian and bicycle facilities, Site access, on-site circulation, and Parking. Unlike the level of service impact methodology, which is specified in the San Mateo General Plan, the analyses in this chapter are based on professional judgment in accordance with the standards and methods employed by the traffic engineering community. Although operational issues are not considered CEQA impacts, they do describe traffic conditions that are relevant to describing the project environment. Project Impact on Bicycles, Pedestrians and Transit Facilities The project would generate pedestrian traffic between the project site and the Hayward Park Caltrain station, among other destinations. Pedestrian sidewalks and crosswalks are present on every block forming a continuous pedestrian connection from the project site to the Caltrain station. Along the project frontage, the project will maintain the existing sidewalk width of 8 feet with a 4.5-foot buffer on both sides. The project site location is near numerous bicycle facilities, as described in Chapter 2. Overall, bicycle connectivity is good within the project vicinity. The project proposes three bicycle storage rooms providing 96 long-term bicycle parking spaces (see discussion below), located at the northwest, southwest and southeast corners of the project site. Access to these bike storage rooms is provided via the pedestrian walkway along the south and west edges of the project site, ensuring that bicycles do not need to enter the garage. P a g e 28

29 65 S. Delaware Street Final Transportation Impact Analysis June 2, 28 As discussed in Chapter 2 and shown on Figure 4, the project site is served by two bus routes, and all buses stop within walking distance of the project site. In addition, the Hayward Park Caltrain station is located approximately,2 feet southwest of the project site, which is also within walking distance. There are continuous pedestrian facilities connecting the project site to the bus stops and the Caltrain station. The Hillsdale Caltrain Station provides baby-bullet service and is located about.4 miles from the project site, which is approximately a -minute biking distance. The project is anticipated to generate additional transit ridership on both the buses and Caltrain. It is expected that the projectgenerated bus and train ridership could be accommodated within the existing bus and train capacities. In addition, Caltrain has plans to increase the number of trains serving the Hayward Park Caltrain station by 26 trains per day during weekdays as part of the Caltrain electrification project. The Hillsdale Caltrain station would see increased train service by 28 trains per day during weekdays. Site Access and Circulation This section describes the site access and circulation of the proposed project. This review is based on the project site plan prepared by BDE Architecture, dated May 3, 28. Site Access Site access was evaluated to determine the adequacy of the site driveway with regard to corner sight distance and traffic volumes. The project proposes access to the site via the existing driveway, which is located on Delaware Street approximately 25 feet north of the intersection with Charles Lane. This driveway would provide access to the project parking garage with 98 parking spaces. The project driveway should be free and clear of any obstructions to optimize sight distance, thereby ensuring that exiting vehicles can see pedestrians on the sidewalk and other vehicles traveling on adjacent roadways. Any landscaping and signage should be located in such a way as to ensure an unobstructed view for drivers entering and exiting the site. Adequate corner sight distance (sight distance triangles) should be provided at all site access points in accordance with Caltrans recommended stopping sight distance. The speed limit on Delaware Street is 3 mph. The Caltrans recommended stopping sight distance for this roadway is 2 feet. As shown on the site plan, the project proposes no tall vegetation or objects that would block a driver s ability to see 2 feet down the road. On-street parking is not permitted along the project frontage. Overall, the project would provide adequate sight distance. The driveway is projected to serve 5 inbound and 3 outbound vehicles during the AM peak hour, which is approximately one vehicle every three minutes. During the PM peak hour, the driveway is projected to serve 3 inbound vehicles and 8 outbound vehicles, which is approximately one vehicle every three minutes. Therefore, the driveway is not expected to experience any operational issues. Delaware Street has a two-way left-turn median to accommodate the left turning vehicles into and out of the project site. Therefore, vehicles entering or exiting the project site are not expected to block through traffic on Delaware Street. P a g e 29

30 65 S. Delaware Street Final Transportation Impact Analysis June 2, 28 On-Site Circulation The driveway and drive-aisles in the garage are shown to be at least 24 feet wide and comply with the minimum requirements established by the City of San Mateo Parking Standards. All standard parking stalls within the parking lot are shown to be 8 feet in length and 8 feet 6 inches in width, and compact parking stalls are a minimum of 7 feet in length and 8 feet in width, which meet the City s requirements. The project applicant is requesting a concession to reduce the stall width for some restricted parking stalls. It is recommended that the project applicant coordinate with City staff to ensure adequacy of the requested concession. Residential parking and guest parking are separated by the garage gate, which provides secured access for residents. There are building entrances to bicycle parking and stairwells shown along the project frontage on Delaware Street. This will provide easy access for pedestrians and bicyclists. Loading and Truck Access and Circulation The project proposes a trash room in the parking garage. Trash bins would be rolled to the dedicated trash staging area near the project entrance on the collection days. Garbage trucks would collect trash by backing into the project driveway. Per City requirements, the project is required to provide one loading area on-site for the residential use. Loading spaces must have a width of no less than feet and length of 25 feet. As per the project site plan, a loading area of adequate dimensions is proposed near the garage entrance. Loading trucks would enter the site by backing into the driveway. If trucks were to drive into the project site, there would not be sufficient room to allow trucks to turn around within the project site to drive out. Parking The project proposes below-market rate units and qualifies for the state density bonus law parking requirement, which is.5 parking space per bedroom. Thus, 59 parking spaces are required. The project proposes 98 parking spaces including 84 resident parking spaces and 4 guest spaces, which would meet the bonus law parking requirement. Based on the Zoning Ordinance bicycle parking requirements, the project is required to provide six short term bicycle parking spaces and 85 long term bicycle parking spaces. According to the project site plan, the project is proposing a total of 4 bicycle parking spaces, including 96 long-term and 8 short-term bicycle parking spaces, which meets the City s requirement. Parking Demand Analysis Hexagon collected parking occupancy counts at two residential complexes located in the City of San Mateo in September 25. Hexagon estimated the average parking demand ratio based on the number of apartment units and the number of bedrooms available in those residential complexes (see Table 7). Based on the surveyed demand rates, Hexagon estimated that the proposed residential project would generate a peak parking demand of 95 parking spaces based on the parking demand ratio per unit or 93 parking spaces based on the parking demand ratio per bedroom. The project proposes 98 parking spaces with 84 residential and 4 guest parking spaces. It is anticipated that the proposed on-site residential parking supply would be sufficient to accommodate the peak parking demand. Since the project proposes a parking supply meeting the parking requirements and meeting the estimated parking demand, it is not anticipated that specific parking management strategies would be needed. As presented in the project TDM Plan, the project is recommended to implement unbundled parking for all residential units, which could reduce the parking demand. P a g e 3

31 65 S. Delaware Street Final Transportation Impact Analysis June 2, 28 Table 7 Parking Demand Analysis Unit Mix Building Studio BR 2 BR 3 BR Total Occupied Parking Spaces Parking Ratio per Unit Parking Ratio per Bedroom 888 North San Mateo Drive Pony Lane San Mateo Average Parking Demand Ratio Parking Demand for the Proposed Project 65 Delaware Street Parking study conducted on Friday, September 25, 25 from 2 AM to AM. 2 Parking study conducted on Wednesday, September 23, 25 from 2 AM - AM P a g e 3

32 65 S. Delaware Street Draft Transportation Impact Analysis June 4, Conclusions This report presents the results of the traffic study for the proposed residential project at 65 South Delaware Street in San Mateo, California. The project proposes to demolish the existing AAA office building on-site and build a new residential-use development with 73 residential units in a four-story building over an at-grade parking garage. Access to the parking garage would be provided via the existing driveway located on Delaware Street. The purpose of the traffic study is to identify any potential traffic impacts related to the proposed project and to review the proposed site access and circulation. It is estimated that the project would not add more than peak hour vehicle trips to any Congestion Management Program (CMP) roadways (El Camino Real and US ) designated by the City/County Association of Governments (C/CAG) of San Mateo County. Therefore, an analysis in accordance with C/CAG s CMP guidelines was not required. The impacts of the project were evaluated following the standards and methodologies set forth by the City of San Mateo. The traffic study includes an analysis of AM and PM peak hour traffic conditions during weekdays at three study intersections in the vicinity of the project site. Traffic conditions at the study intersections were analyzed for the weekday AM and PM peak hours of adjacent street traffic. The AM peak hour of adjacent street traffic is generally between 7: and 9: AM, and the PM peak hour of adjacent street traffic is typically between 4: and 6: PM. It is during these periods on an average weekday that the most congested traffic conditions occur. Intersection Level of Service Results The results of the intersection level of service analysis show that two study intersections would continue to operate at an acceptable level of service under both existing plus project and cumulative 23 conditions during the AM and PM peak hours. The unsignalized intersection at Delaware Street and 6th Avenue would operate at LOS E/F. The level of service analysis for unsignalized intersections is provided for informational purposes only, as the City does not have a level of service standard for unsignalized intersections. The City of San Mateo is planning to signalize both the unsignalized intersections. This will improve the operations at the unsignalized intersections. The proposed project would generate fewer trips than the existing land use. This results in a decrease in average delay under existing plus project conditions at all of the study intersections. P a g e 32