HomeMy WebLinkAboutAgenda Packet - CC - 2016.01.30City of Burlingame
Meeting Agenda - Final
City Council
BURLINGAME CITY HALL
501 PRIMROSE ROAD
BURLINGAME, CA 94010
Saturday, January 30, 2016 9:00 AM Lane Room
City of Burlingame
2015-2016
Annual Goals Setting Session Agenda
January 30, 2016
1. WELCOME (9:00 a.m. - 9:15 a.m.)
a. Meeting Aqenda and Overview
2. DEPARTMENT HIGHLIGHTS (9:15 a.m. .9:45 a.m.)
a. Overview of Strateqic and Operational Successes in 2015
3. REVIEW oF IMPLEMENTATION AcrloN PLAN (9:45 a.m. - 11:00 a.m.)
a. Review of the Citv's Five Goals
b. Summarv of the Differences Amonq Goals, Strateqies and Tasks
c. Discussion and Review of Strateqies and Tasks on the lmplementation Action plan
d. Communitv lnput
e. Summarv of Next Steps
4. BREAK (11:00 a.m. - 11:15 a.m.)
5. DlscussloN oF clrY's INFRASTRUCTURE NEEDS (11:15 a.m. - 12:15 p.m.)
a. Review Citv's Unfunded lnfrastructure Needs
b. Discussion of Top Three Unfunded Needs
c. Public Comment
6. WRAP UP AND CLOSE (12:15 p.m. . 12:30 p.m.)
City of Burlingame Page 1 Printed on 1/27/2016
City Council Meeting Agenda - Final January 30, 2016
Notice: Any attendees wishing accommodations for dlsab/rtles please contact the City Clerk at
(650)558-7203 at least 24 hours before the meeting. A copy of the Agenda Packet is available fot
public review at the city clerk's office, city Halt, 501 Primrose Road, from 8:00 a.m. to 5:00 p.m.
before the meeting and at the meeting. Visit the City's website at www.burlingame.org. Agendas and
minutes are available at this site.
NEXT CITY COUNCIL MEETING - Next regular city council Meeting - Monday, February
1, 2016
vIEwREGULARcoUNcILMEETINGoNLINEATWvt/w.BURLINGAME.oRG.GoTo
"CITY COUNCIL VIDEOS"
AnywritingsordocumentsprovidedtoamajorityoftheCityCouncilregardinganyitemonthis
agenaa wit be made available for public inspection at the Water office counter at City Hall at 501
Primrose Road during normal business hours.
City of Bu ingame Page 2 Printod on 1/27/2016
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Hoover School
Draft Traffic Safety and Pedestrian Access
Needs Analysis
Department of Public Works
Revised December 2015
This preliminary report has been prepared by the Public works Engineering Division to identify traffic
safety and pedestrian access needs and estimated costs related to the Hoover Elementary School
Project. Please note that this report is subject to review and input by stakeholders.
CITY
Table of Contents
Background
Findings
Summary
Attachments
Traffic Circulation
Needs Analysis Broken Down by Locations
Location 1: Easton Drive
Description
Deficiencies and ldentified lmprovements
Cost Estimates of Proposed lmprovements
Map of ldentified lmProvements
Location 2: Summit Drive
Description
Deficiencies and ldentified lmprovements
Cost Estimates of Proposed lmprovements
Map of ldentified lmprovements
Location 3: Hillside Circle
Description
Deficiencies and ldentif ied lmprovements
Cost Estimates of Proposed lmprovements
Map of ldentified lmProvements
Location 4: Hillside Drive at Alvarado Avenue
Description
Deficiencies and ldentified lmprovements
Cost Estimates of Proposed lmprovements
Map of ldentified lmProvements
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Exhibit A: lnitial study / Mitigated Negative Declaration + Errata (DTAI
Exhibit B: Revised Transportation Study (Fehr & Peers)
Exhiblt C: Traffic, Safety and Parking Commission Summary of lmprovements (TSPC Commission)
BACKGROUNDI
The Hoover Elementary School site is located at 2220 Summit Drive in Burlingame and has had multiple uses since
its original establishment. lnitially, the site was used as an elementary school-Herbert Hoover Elementary-
from 1951 to 1979 before transitioning to the religious retreat Shinnyo-En in the late 1980's. ln 2009, the site was
converted into a private high school called Valley lnternational Academy. ln early 2011, the Burlingame School
District (the District) reacquired the site to serve as an
elementary school to accommodate an increase in the
student enrollment within the District.
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Photo c.edit: CB t
llSite, 2008
ord Elisplanned opening of the new elementary school in the fall of 2016
Traffic safety and pedestrian access improvements are key components to the Hoover Elementary School Project.
These improvements are needed in order to provide safe routes to schoolfor attending students. The Oistrict has
made efforts to identify and improve the vehicle and pedestrian routes, and consulted with Dreiling Terrones
Architects (DTA) and Fehr & Peers to generate proposals for transportation improvements and traffic
management measures. As part of that effort, the District produced three potential vehicle and pedestrian paths
of travel with suggested improvements for each. This report is based on a similar and comprehensive effort based
on independent analyses by City staff.
Typically, for development projects in Burlingame, developers are required to perform traffic studies, identify
project impacts, and address those impacts as part of the project through the City's development approval
process. ln this case, the District, which is not a developer, was not required to obtain City approvals because the
State of California has authority over school development projects. Therefore, the City did not have a mechanism
to request the District to study impacts and require improvements as part of the school project.
The District did, however, request assistance from the City in identifying possible improvements to the streets and
sidewalks surrounding the school area. The request was initiated in late spring of 2015. As a result, City staff has
met with District staff on several occasions; organized a number of site visits, which included walking the three
potential paths of travel identified by the District; and evaluated the utilities and Infrastructure of said paths.
Furthermore, the Traffic Safety and Parking Commission (TSPC) also examined the situation and conducted their
own analysis. This analysis included independent and joint field examinations with both District and City staff of
the conditions surrounding the school site. Their independent conclusions resulted in a "priority lisr, and
recommendations, as shown in the attached Exhibit C. This report is the City staff's assessment of pedestrian and
traffic safety needs and contains the estimated costs of improvements.
With the increase in district-wide enrollment, the District
saw the need for an additional elementary school to
accommodate the growth of K-5 students. The new Hoover
School is projected to have a maximum capacity of 250
students. ln addition to the restorations and renovation
work to the existing main structure, there has also been
construction of a new three-story 14,160 square foot
classroom building; site grading and storm drainage
improvements; parking area and playground
improvementsi and, site landscaping improvements. These
improvements are being done in conjunction with the
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tI. FINDINGS
Based on the understanding of proposed vehicular trips, pedestrian traffic, and field assessment of the existing
infrastructure conditions in the vicinity of Hoover School, staff provides the following assessments.
Traffic Circulation
Hoover School's proposed drop-off area on Summit Drive has a storage capacity for six vehicles. The District has
also provided an analysis completed by Fehr & Peers dated December 8, 20L4 regarding traffic circulation for the
school. This analysis includes trip generation, the distribution of drop-offs and pick-ups, and the dwell time for
these vehicles.
The Fehr & peers' analysis indicates that Hoover School will generate L25 inbound, and 103 outbound trips during
the morning peak period, and 71 inbound and 79 outbound trips during the afternoon peak. Data was collected
at West School (Hillsborough), and Roosevelt Elementary (Burlingame) to assist in the determination of the dwell
time each vehicle is anticipated to have at the drop-off. Additionally, the temporal distribution (estimated arrival
increments) was provided in the analysis. All of the students are expected to arrive at the school approximately
between 30 minutes before the bell, to about ten minutes after the final bell has sounded. Each of these drop-
offs is expected to ,,dwell,, in the drop-off area between 10 and 70 seconds. The proposed drop-off area has the
capacity to hold six vehicles, and with the dwell time of 70 seconds per vehicle, can clear approximately 25
vehicles every five minutes. Based on this calculation, the drop-off area can handle all the vehicles up until 10
minutes before the bell rings. However, during the last 10 minutes before the final bell rings, the demand
outweighs the capacity of the drop-off area, and queues begin to form during this period. The largest anticipated
queue would occur during the last five minutes before the final bell. There would be approximately 38 to 40
vehicles stacked between Canyon Road/Summit Drive and Easton Drive during that 10 minute period.
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The District also identified the distribution of households where school-aged children reside. About 35 percent of
the students would be using Easton Drive to enter the school, while 32 percent would use Hillside Drive/Summit
Drive and Canyon Road. The number of vehicles queued on Easton Drive would be approximately 14, and roughly
13 on Summit Drive and 13 on Canyon Road.
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This review only examines the daily drop-off at the school. Special events such as Back to School Night, where
drivers seek parking and remain on-site, were not reviewed. As a result of these special events, any increased
dwell time would significantly add to the queues along all three main roadways. The existing roadways are
narrow and do not allow for on-street parking on both sides with two-way traffic. Currently, the existing
roadways of Easton Drive, Summit Drive and Canyon Road appear to adequately manage existing parking given its
residential nature; however some vehicles must park "on-street" over the existing pedestrian paths along Easton
and Summit Drive. Any event at the school site would need some type of Parking Management Plan as there is
insufficient on-site parking to contain all of the potential vehicles per the number of attending students.
Page | 3
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It should also be noted that given the nature of the residential area surrounding Hoover School, the current
conditions are adequate for the present use. However, in the context of increased vehicle and pedestrian traffic,
additional improvements will be necessary.
Based on the information provided by the District, staff has broken down the findings by locations, incorporating
the three potential paths of travel previously mentioned. Below are the four focus areas outlined in this report:
1. Easton Drive (Easton Circle to Summit Drive) - YELLOW
2. Summit Drive (Between Hillside Circle and Hoover School)- ORANGE
3. Hillside Circle (Hillside Circle from the corner of Summit Drive to Alvarado Avenue) - BLUE
4. Hillside Drive at Alvarado Avenue (Hillside Drive meets Alvarado towards Hillside Circle - GREEN
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Each breakdown of location consists of deficiencies, proposed improvements, cost estimates, and maps
illustrating the placement of the identified improvements'
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LOCATION 1: Easton Drive
This portion of Easton Drive is located between Summit Drive and what is commonly referred to as Easton Circle.
Easton Drive has a change in street width at Easton Circle. lt is approximately 25.3 feet wide east of the circle and
approximately 19 feet wide west of the circle. The Easton "circle" portion of the street served as an old cul-de-sac
and end point for the Easton Trolley in the early 1900's. After the trolley service was abandoned, the road was
extended westward and turns into Canyon Road just west of the Summit Drive intersection.
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Staff has identified the following needs and deficiencies:
New Sidewalk - This area has an existing walking
pathway that is intermittent and does not meet City
standards. ln addition, in many cases, the pathway is
narrow and is obstructed by hedges, walls, parked
vehicles, and other features. The existing walking path
from Easton Circle to Summit Drive needs to be
replaced and upgraded so that the new sidewalk meets
City standards and is in conformance with the
Americans with Disabilities Act (ADA). The existing
curb and gutter also require replacement due to slope
changes. New ADA ramps are necessary on both sides
of the crosswalks.Pedestrion Pathway @ Easton Drive
Because of the existing narrow street, staff believes that there may be additional right-of-way or
easement needed to build the sidewalk. The details and extent of the right-of-way needs will be known
upon conducting property and topographic surveys and engineering design. ln addition, private
improvements and landscaping within private properties may be impacted. Furthermore, support from
the affected property owners is needed to undertake these improvements.
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Removal and Replacement of Stone Wall at Culvert - The existing decorative stone wall has been
damaged at several locations and needs replacement. A new retaining wall needs to be constructed to
separate pedestrians from vehicular traffic at the culvert.
Deterioroted Stone Wall @ Eoston Drive
Easton Circle - New signoge, crosswalk, romps, curb pointing
I
New Painted Pedestrian Crosswalk - New pedestrian crosswalks are needed at the circle area that opens
into the portion of Easton Drive leading to the school site. Currently, there is only a stop sign and limit
line at this location for eastbound traffic.
New ADA Access Ramps - New disability access ramps are needed in conjunction with the crosswalk at
the above location as there are no existing ramps for access at this time.
New School Signs - New signs are needed to designate the area for a passenger loading/unloading zone
and to alert drivers about the new crosswalk along the northern side of Easton Drive and Easton Circle'
This needs to be observed for traffic behavioral patterns before implementation.
Curb Painting - A white passenger loading/unloading zone is needed along the northern side of Easton
Drive to accommodate passenger/student loading and unloading. This needs to be observed for traffic
behavioral patterns before implementation.
power pole Relocation - On the north side of Easton Drive in the vicinity of the proposed crosswalk, an
existing power pole is an obstruction for the proposed sidewalk. Pole relocation is necessary to provide
ADA compliant width of the sidewalk.
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Power Pole on Eoston Drive
Page | 6
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Estimated Cost and Maos of ldentified lmprovements
Proposed lmprovements Potential Constraints New/Existing Cost Estimate RangeUA
B
c
D
E
F
G
Sidewalk from Easton Circle to
Summit Drive
Removal and replacement of
stone wall at culvert
Painted pedestrian crosswalk
ADA access ramps (2)
Schoolsigns
Curb painting
Power pole relocation
Total
Utilities, private driveways,
walls and landscaping
Utilities, street width
Sidewalk width
Sidewalk width
New S75o,ooo - S1,160,000
Existing
New
New
New
New
New
s4o,ooo - s6o,oo0
s1000
S25,ooo - S3o,ooo
s4,000
S2,ooo
530,000 - 540,000
s852,fi)O - s1,297,q,0
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IOCATION 2: Summit Drive
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This area is where Easton Drive meets Summit Drive and runs along Summit Drive to Hillside Circle. Traffic from
Canyon Road is also expected to extend to Summit Drive. Students are expected to cross Summit Drive in front of
the school.
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Deficiencies and ldentified lmprovements
Staff has identified the following needs and deficiencies:
o New Sidewalk from Summit Drive to Hillside Circle - The existing pedestrian pathway is deficient and
needs to be replaced and upgraded so that the new sidewalk meets City standards and is in conformance
with the ADA. The sidewalk will provide access along this portion of Summit Drive for all pedestrians.
The existing curb and gutter also require replacement due to slope changes. New ADA ramps are
necessary on both sides ofthe crosswalks.
Staff believes the existing right-of-way is too narrow to build a standard sidewalk. Additional right-of-way
may be needed for sidewalk construction. The details and extent of the right-of-way needs will be known
upon conducting property and topographic surveys and engineering design.
o Traffic Signage - pedestrian and traffic signs are needed along this segment to alert drivers about the
configuration of the area fronting the school.
o New Crosswalk - A new crosswalk is necessary at the intersection of Easton Drive at Summit Drive. The
crosswalk will provide direct and safe access to students crossing from the north side of Easton Drive to
the school site.
o New ADA Ramps - ADA ramps are needed at the crosswalk mentioned above because a new crosswalk at
this location will need to be fully ADA compliant for accessibility.
Page | 8
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New Pedestrian Crossing Legends - "School Xing Slow" legends need to be placed on the pavement for
additional driver awareness. Pavement legends and signage are necessary to provide advanced warning to
motorists about a crosswalk, where historically there was not one.
Crossing Guards - This is a crucial intersection for vehicular traffic accessing the school site and similarly a
key pedestrian crossing. For increased pedestrian safety, staff recommends school crossing guard at this
location; additional crossing guards may be needed at other locations.
Fire Hydrant Relocation - On the north side of Easton Drive in the vicinity of the proposed crosswalk, an
existing fire hydrant is also an obstruction. Hydrant relocation is necessary to provide an ADA compliant
sidewalk.
New Traffic lsland with New Signage - The area where Easton Drive meets Summit Drive can be confusing
for vehicular traffic with the new configuration of the area. A traffic island can help facilitate flow of
traffic without confusion. lt will also provide increased safety, reduce crossing width for pedestrians, and
provide traffic calming by channelizing vehicles through the wide intersection.
Roadway Widening - The roadway width of Summit Drive at the culvert is approximately 16 feet, which is
inadequate for two-way vehicular traffic. ln order to provide a minimum roadway width of 18 feet and
four feet of pedestrian sidewalk, right-of-way acquisition is required. Removal of existing private
improvements is also needed. This needs to be further evaluated to determine feasibility.
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Corner of Summit Drive and Easton Drive - Proposed froffic lslond Pedestrian Path on Summit Drive w// Retaining Wall
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Power Pole Relocation - On the south side of Summit Drive towards Hillside Circle, an existing power pole
obstructs the proposed sidewalk. Pole relocation is necessary to provide ADA compliant sidewalk.
Existing Masonry Wall at Culvert - The existing retaining wall constricts the pedestrian pathway. ln
addition, portions of the existing wall are breaking off and need to be reconstructed with a new retaining
wall at the culvert along Easton Drive to separate pedestrians from vehicular traffic. This needs to be
further evaluated to determine feasibility.
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Estimated Cost and Maos of ldentified lmprovements
Proposed lmprovements Potential Constraints New/Existing ' Cost Estimate Range
A
B
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D
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F
G
H
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Sidewalk- Summit Drive to
Hillside Circle
Traffic signage
Crosswalk
ADA ramps (2)
Pedestrian crossing legends (2)
Crossing guard(s)
Power pole relocation
Fire hydrant relocation
Traffic island with new signage
Roadway widening
Masonry wall at culvert
Total
Utilities, private driveways,
walls and landscaping
Sidewalk width
Sidewalk width
Utilities
Utilities, street width
s320,000 - s475,000
s2,000
S1,ooo
s25,ooo - s3o,ooo
s1,000
Slo,ooo - S2o,ooo (annuar)
sgo,ooo - s40,000
s3o,ooo - s4o,ooo
s6o,ooo - s7s,ooo
sgso,ooo - s1,150,000
sSo,ooo - sloo,ooo
S 1,so9,ooo - 51,934,000
New
New
New
New
New
New
New
New
New
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Existing
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LOCATTON 3: Hillside Circle
Hillside Circle is a one-way residential roadway in the clockwise direction, with parking on the north side only.
The roadway has a curb-to-curb width of approximately 20 feet, with sidewalks also only on the north side. At
the intersection of Summit Drive, there is stop control only for the eastbound approach on Summit Drive. A
crosswalk currently exists on Hillside Circle south of Summit Drive with no pedestrian ramps.
Summit Drive is a h^/o-way residential roadway with sporadic pedestrian paths along its length. The roadway has
a curb-to-curb width of approximately 16 feet, with vehicles parked on both sides of the roadway. This location
may be a key connection for walking school routes from the Hillside Drive and Alvarado Avenue areas.
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Staff has identified the following needs and deficiencies:
Crosswalk Upgrade - An existing crosswalk needs to be repainted for visibility and realigned to fit
between new pedestrian ramps on the southwest and southeast corners of Hillside Circle/Summit Drive.
The crosswalk will provide a logical crossing point on Hillside Circle to Summit Drive for students.
New ADA Ramps - New ADA ramps are needed at the crosswalk for access. Due to the existing layout at
one corner, a "bulbout'' element may be necessary to reduce the impact to private property. A new
crosswalk at this location will need to be fully ADA compliant.
Hillside Circle ond Summit Drive - Possible Bulbout
Page | 11
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Bulbout on Southwest Corner - lnstallation of a bulbout on the southwestern corner is necessary to
provide space for an ADA compliant pedestrian ramp. The bulbout would connect to the new sidewalk
along the south side of Summit Drive.
Estimated Cost and Maps of ldentified lmprovements
I Proposed lmprovements PotentialConstraints New/Existing i Cost Estimate Range
A Crosswalk
B ADA ramps (2)
C Bulbout
Total
Utilities and sidewalk
width
Existing
New
New
s1,oo0
s25,ooo - s3o,ooo
s25,000 - s50,000
s51,000 - sSt,ooo
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LOCATION 4: Hillside Drive at Alvarado Avenue
Hillside Drive is an arterialroadwaywith on-street parking on both sides of the roadway and futly improved curb,
gutter, and sidewalks in the vicinity of Alvarado Avenue. The curb-to-curb width of Hillside Drive is approximately
44 feet. There is an existing stop sign for the eastbound approach at Hillside Circle, with no crosswalks or
pedestrian ramps near the intersection.
Alvarado Avenue is a collector roadway with curb, gutter, and sidewalks on both sides of the roadway. At the
intersection of Hillside Drive, Alvarado Avenue is stop-controlled in the southbound direction, with a yield sign for
the southbound right turn onto westbound Hillside Drive. There are currently no crosswalks or pedestrian ramps
in the vicinity of the intersection.
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Deficiencies and ldentified lmprovements
Given the expected increase in pedestrian traffic, staff believes that additional crosswalks and pedestrian safety
improvements are needed as follows:
Crosswalks - Make use of the existing stop sign on
the eastbound approach of Hillside Drive by adding
a crosswalk on Hillside Drive. With the addition of
the proposed stop sign for southbound Hillside
Drive at Alvarado Avenue, install a new crosswalk
on Hillside Drive. Refresh the existing crosswalks
on the westbound approach of Hillside
Drive/Alvarado Avenue and Alvarado Avenue
south of Hillside Drive.
.."1 , 1
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Stop Signs - Staff believes two new stop signs are
needed, one on southbound Alvarado Avenue at
Hillside Drive, and another at westbound Hillside
Drive. This would create an all-way stop controlled
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Page | 13
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ADA Ramps - lnstall two new curb ramps, one ramp on the west side of Alvarado Avenue at Hillside Drive,
and another on the north side of Hillside Drive at Hillside Circle. Both ramp installations will make the
pedestrian facilities at these locations ADA compliant.
Estimated Cost and Maps of ldentified lmprovements
1
Proposed lmprovements j eotential Constraints r New/Existing ' Cost Estimate Range
A Crosswalks (4)
B Stop signs (2)
C ADA ramps (2)
Total
2 New/2 Existing
New
New
S3,zoo
$4,800
S25,ooo - S3o,ooo
s33,000 - s38,0o0
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III. SUMMARY
Total Estimated Costs
The costs of identified improvements for all locations is estimated to range from approximately S2,445,0q) to
s3,35o,oOO.
Based on the list of improvements identified, staff has established a set of recommendations that can be
prioritized as short-term and medium to long-term improvements. The short-term improvements can be
implemented fairly quickly, before the opening of the new school. The medium to long-term improvements
would require more planning, capital costs, and longer lead time to implement due to financial obligations, right-
of-way acquisitions, coordination with private property owners, permitting with other agencies, and potential
impacts to street parking, which will also require further analysis.
Short-Term lmorovements Estimate: S190,q)0 - 5235,000
o New traffic island in front of Hoover School at the intersection of Easton Drive and Summit Drive
. New signs (stop signs, pedestrian crossing warning signs, flashing beacons, turn restriction signs, etc.)
. Striping and roadway legendso curb painting for passenger loading zone and no parking zones
E ADA access ramps. Crossing guards
Medium to Lons-Term lmprovements Estimate: 52,255,q)0 - 53,115,0oo
" New sidewalks (Easton Drive and Summit Drive)
o New curb and gutters, including bulbout
. Masonry wall
" Roadway uridening
o Relocation of utilities
The cost estimates provided in this report are very preliminary and are only intended as general guidance to
provide magnitude of costs for budgeting purposes. The estimates include both soft and hard costs of planning,
engineering design, construction, and construction management. The actual costs may be more or less depending
on the scope of work, and would be determined upon the completion of detailed engineering design and the
receipt of construction bids.
. Exhibit A: lnitiat study / MitiSated Negative Declaration Errata (DTA)
" Exhibit B: Revised Transportation Study (Fehr & Peers)
" Exhibit c: Traffic, Safety and Parking Commission summary of lmprovements (TsPc commission)
Page I 15
ln addition to the identified improvements above, when Hoover School opens, staff recommends that designated
school officials be trained and deployed as traffic monitors in the vicinity of the school site to guide vehicles and
pedestrians to help avoid the backup of traffic. This practice on an ongoing basis will alleviate traffic congestion
problems.
Attachments
EXHIBIT A
ERRATA
Following the District's December 11,2012 adoption of the IS/MND, the San Mateo County
Superior Court (the "Court") issued a Final Statement of Decision dated May 8, 2014 and a
JudgmentdatedMay 15,2014inAllianceforResponsibleNeighborhoodPlanning,an
unincorporated association, Christine C. Fitzgerald, Diane Haggerty, and Elizabeth Vorsatz v.
Burlingame School District, et al. in San Mateo County Superior Court, Case No. CM19075
(the "Action"), determining that the IS/IvIND did not comply with the California Environmental
Quality Act (CEQA) in certain respects. The District has conducted additional analyses of traffic
and parking related to the Project, and has proposed the modifications to the IS/]vIND as
described in this Errata. Following negotiations between the District and Petitioners in the Action,
the Court has ruled that, with the adoption of this Enatz, the IS/MND will comply with CEQA,
and has entered a Revised Judgment in the Action to that effect.
The District proposes certain modifications to the proposed transportation improvements at
Hoover Elementary School that were originally analyzed in the Draft ISA4ND, and provides
additional detail on traffic management measures proposed as part of the project to improve the
drop-offand pick-up area operations at the school. These modifications have evolved through the
on-going planning process for the Project, and continuing coordination with local agencies and
the public. This Errata to the Draft ISA/IND describes and analyzes the proposed modifications,
and compares this new information to the analyses and conclusions presented in the Draft
IS/IVIND. A supplemental transportation study (dated December 8,2014, included at the end of
this Errata) has been prepared to address the proposed modified desiga; this transportation study
augments and updates information from the transportation study that was prepared in support of
the original design (dated August 13,2}7z,included as Appendix C in the Draft IS/IvIND).1
This Enata also describes minor staff-initiated corrections and changes made to the Draft
IS/MND.
It should be noted a separate prior design for a modified student drop-offand pick-up area was proposed
subsequent to publication ofthe Draft IS/IvIND and analyzed in a previous Errata (prepared in December 20 12) and
associated traniportation study (dated November 29, 2012). That prior design, and accordingly, the 2012 Errata and
its associated transportation study, have since been removed for consideration by the Dis8ict, and are not
referenced in this new Errata or supplemental transportation study.
-
ESA / 120060 ^Hoovar Elemniary Sch@l
lnit d Srudy / Miligatad Negatiw Dedamtion
,|
I
Errata
\-
Proposed Modified Transportation lmprovements and Traffic
Management Measures
Description
The original proposed design for the student drop-offand pick-up area, as analyzed in the Draft
ISA{ND, included installation of an elongated vehicle turnaround on the north side of Summit
Drive adjacent to the school, containing one drive aisle and one parking aisle that would provide
approximately 130 linear feet ofcurbside space for drop-offlpick-up operations. A raised
landscaped curb was proposed to separate the drop-off and pick-up area from Summit Drive.
Other design features included striped curb extensions on Easton Road to better define the
intersection of Summit Drive/Easton Drive, and oosswalks at the entrance and exit of the drop-
pick-up area. The District proposed to use faculty and staffto actively manage activities in the
curbside loading and parking areas during drop-offand pick-up activities to ensure drivers do not
pause for an extended period of time at this location.
Errata Figure I illustrates the proposed modified transportation improvements at Hoover
Elementary School. These transportation improvements are summarized as follows:
o Student Drop-offand Pick-up Turnaround. Similar to the original design, the proposed
student drop-offand pick-up area would consist ofan elongated vehicle turnaround on the
north side of Summit Drive adjacent to the school, containing one drive aisle and one
parking aisle that would provide approximately 130 linear feet of curbside space for drop-
offlpick-up operations. The parking aisle would provide six pick-up/drop-off spaces during
the school drop-offand pick-up periods; and outside those periods, these spaces could be
used for parking.
. Realignment and Redesign School Driveway. Under the modified design, the school
driveway entrance would be realigned to connect with Summit Drive north of its existing
alignment as shown in Figure 1, in order to minimize potential conflicts with neighboring
driveways. The proposed realigned driveway would be widened to 20 feet in width, and
incorporate a turning radius that would meet emergency vehicle access requirements.
. Widen Summit Drive Adjacent to School. Under the modified design, Summit Drive
adjacent to the school would be widened to 20 feet, providing two 10-foot wide vehicle
travel lanes. This would be an increase over the existing width of Summit Drive, which is
approximately 17 feet wide in some areas bordering the school site. The widening would be
accommodated by shifting the existing curb along the school site to the west. The District
would not widen Summit Drive in the area south of the school driveway entrance unless
specifically required to do so by public safety or fire authorities.
. Extend Pedestrian Walkway Adjacent to School. Under the modified design, the
proposed sidewalk on the west side of Summit Drive would be extended along the length of
the school property between Easton Drive and the realigned school driveway. Portions of
this sidewalk south of the new building and before the driveway would serve as an
emergency assembly area for the school fire exits.
o Crosswalk on Summit Drive/Easton Drive/Canyon Drive. A pedestrian crosswalk would
be installed across Summit Drive at its intersection with Easton Drive/Canyon Drive, just
Hoover Elementary School
lnitial Study / Mitjgeted Negative Dedaration
2 ESA / 120060
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north of the proposed student drop-off and pick-up turnaround with City of Burlingame
approval.
Provide Additional On-Site Parking. Under the modified design, 19 parking spaces are
proposed within the school parking area, an increase offour parking spaces over the
original proposed design. (This is in addition to the six spaces within the proposed drop-
offlpick-up area describes above that could be used for parking during non-drop-off/pick-
up periods.)
In addition to the proposed design changes described above, the District provides additional detail
on traffic management measures as part of the project to improve the drop-off and pick-up area
operations at the school, as summarized below:
a
a
a
Implement Student Dropoff/Pick-up Area and Parking Management Program. As
part of project, the District would implement a program for active management of the
student drop-offlpick-up area and parking at Hoover Elementary School. Similar programs
are currently implemented at all other District schools to facilitate smooth operations of
their student drop-of?pick-up areas and parking. This program would involve the regular
use of District staff and volunteers to monitor the student drop-off/pick-up operations and
implement procedures to keep traffic flowing efficiently, including not limited to,
instructing drivers to not pause for an extended period of time. The District would also
inform parents not to arrive at the school until dismissal time in the aftemoon. The District
would also educate and encourage drivers to use only Burlingame streets to access the
drop-off and pick-up area and for parking for any evening, weekend, and summer uses.
The District would install signage on District property near the driveway entrance with
Summit Drive directing vehicles exiting the driveway not to tum right onto Summit Drive
and directing vehicles not to turn left into the driveway from Summit Drive. "No Parking,"
"No Drop-off/Pick-up," and'T.lo Loading or Unloading" signs would be installed on
District properly along Summit Drive in the area from the revised parking driveway
entrance south towards the Town of Hillsborough.
Implement "Safe-Route-to-School"-type Improvements. The District, in coordination
with the City of Burlingame, would implement "Safe-Route-to-School"-type improvements
on nearby roadways and intersections to Hoover Elementary School, including, but not
limited to, additional crosswalks at Summit Drive / Easton Road intersection, "Children
Present, Drive Slowly" signage, additional sidewalk replacement, bulbouts, curb
extensions, and/or striping.
Participate in the City of Burlingame Traflic Guard Program. The District would
participate in the City of Burlingame Traffic Guard Program to manage vehicle traffic at
proposed crosswalk at the intersection of Summit Drive / Easton Drive / Canyon Road. All
traffic guards operating in the City of Burlingame are mandated by the City Department of
Public Works.
In addition, the District would not permit use of the school for summer day camp purposes by for-
profit third-party providers, or for adult activities of the Burlingame Parks and Recreation
Department. The District would also limit the use of outdoor loudspeakers and outdoor night
lighting reflecting down on Summit Drive in the vicinity of the Hoover Elementary School during
project operation to ensure noise and lighting effects from these sources would remain less than
significant.
Hoovar Elemntary School
lnitial Study / Mitigatgd N€gatiw Dada€lion
4 ESA / 120060
Enata
The proposed modified design changes would result in minor associated modifications to the
originally proposed grading drainage, retaining wall construction and landscaping to
accommodate the proposed realigned driveway and widening of Summit Drive. The overall
planting list for the landscaping plan for the modified project would also be largely the same as
the original design, with the potential addition of native drought-resistant climbing plants for the
face of the main proposed "living" retaining walls from the new building south to the revised
entry driveway along Summit Drive. The retaining walls required for the construction of the
revised driveway would be designed, landscaped and maintained with the intention of minimizing
their potential visual and acoustic effects. The original design called for the removal of 3l
existing trees; this Errata documents removal of 32 existing trees.2 As under the original design,
the proposed landscaping under the modified project would include the planting of 27 new trees
on-site.
Environmental Effects of the Modified Proiect
This section describes the relationship to, and any differences with, the information presented in
the Draft IS/MND, and discusses how this new information would affect any prior analyses or
conclusions reached in the Draft ISA,IND.
CEQA Guidelines Section 15073.5(a) states that a lead agency is required to recirculate a
negative declaration when the document must be substantially revised after public notice of its
availability has previously been given, but prior to its adoption. Section 15073.5(b) states a
"substantial revision" of the negative declaration shall mean: l) a new, avoidable significant
effect is identified and mitigation measures or project revisions must be added in order to reduce
the effect to insignificance, or 2) the lead agency determines that the proposed mitigation
measures or project revisions will not reduce potential effects to less than significance and new
measures or revisions must be required.
As demonstrated below, none of the above conditions would apply to the proposed modified
project. Rather, this new information merely clarifies or amplifies information in, or otherwise
makes minor modifications to, the Draft ISilvfND. Further, under Section 15073.5(c)(2),
recirculation is not required when new project revisions are added in response to comments on
the project's effects identified in the proposed negative declaration that are not new avoidable
significant effects. As demonstrated below, the proposed modified project would not result in any
new avoidable significant effects.
Transportation
As described above, under the proposed modified design, an elongated vehicle turnaround would
be created along the west side of Summit Drive adjacent to the school, providing approximately
130 linear feet ofcurb space (room for six vehicles) for student drop-offand pick-up operations.
2 Removal of an additional bee was required under the modified project to accommodate the proposed realignment
of the school driveway. However, it should be noted that this is the same hee that was previously proposed for
removal in support of separate prior design for a modified student drop-offand pick-up area proposed in 2012' No
additional tree ioss beyond that assumed in the 2012 modified desigt would occur under this new proposed
modified design.
ESA / 120060 ^Hoover Elerentary School
lnilial Study / Mitigated Neoatiw DedaEtion
5
\-
Enata
The modified design would accommodate the same number of vehicles as the original design. As
described in the Draft ISA{ND, the original design for student drop-off and pick-up would
accommodate the estimated demand (a less-than-sigrrificant impact on traffic circulation and
safety); the modified design, in concert with the traffic management measures proposed as part of
the project to improve the drop-off and pick-up area operations at the school, would remain a less
than significant impact for reasons described below.
The updated and expanded transportation study analyzed traffrc flow conditions during drop-off
and pick-up periods using an advanced microsimulation analysis software to evaluate vehicle
operations and identifr potential vehicle queues on roadways in the immediate vicinity of the
school.3 (See the updated transportation study included at the end ofthis Errata for details about
the analysis methodology, the data collected for the evaluation, and assumptions regarding
student dropoff and pick-up demand and behavior.) The Draft ISA{ND focused on the moming
drop-off conditions, whereas the current microsimulation analyzed both the drop-off and pick-up
periods. It should be noted that none of the above-described traffic management measures
proposed as part of the project were assumed as part of the microsimulation analysis, ensuring
that potential impacts described herein are not understated.
New traffic counts (intersection and road segment) were conducted in early June 2014, updating
traffic volumes from the previous September 201I conditions. Additionally, data were collected
at West Hillsborough Elementary School and Roosevelt Elementary School related to arrival
times before and after the start and end of classes (i.e., temporal distribution), and average times
stopped to drop-off or pick up a student (i.e., the dwell times). Approximately 70 percent of
morning drop-offs occur in the lS-minute period before school begins, and 80 percent of
afternoon arrivals for pick-up occur within l0 minutes on either side of the end-of-classes bell.
Morning drop-offs typically occurred much faster and with less uncertainty than afternoon
pick-ups. For the moming drop-offs, the mean dwell time is about 40 seconds. For the aftemoon
pick-up period, parents begin arriving before the bell, and in addition, observed afternoon dwell
times are longer as students take some time to find their parents and vice versa, and the mean
dwell time is about 90 seconds. Drop-off and pick-up behavior observed at West Hillsborough
Elementary School and Roosevelt Elementary School was added to the model. Five simulation
mns were completed, and the results were reviewed, to ensure that the modeled operations
represented typical driver behavior.
Morning Drop-off Period: The proposed site plan would adequately accommodate vehicles
dropping off students in the moming. The relatively short duration a vehicle needs to drop-off a
student keeps the length of the queue within the vicinity of the drop-off area, with the drop-off
area is at capacity for about 15 minutes, and as many as four or five vehicles total would need to
wait on Easton Drive and Canyon Road to enter drop-off area. Given the proximity of this area to
the Summit Drive / Canyon Road / Easton Drive intersection, there would be potential for
additional vehicle conflicts. The proposed active management of drop-off operations during the
morning drop-off period (with two staff members), and use of City of Burlingame Traffic Guard
3 VtSStt,t is a microsimulation software program/model that analyzes the traflic operations by simulating the
movement of individual cars, trucks, transit vehicles, pedestrians, and bicycles, as appropriate for the condition
being analyzed.
H@ver Elementery School
lnitial Study , Mitigatod Negetiw Dedaration
6 ESA / 120060
I
a
Enata
Program personnel to direct traffic flow at the Summit Drive / Canyon Road / Easton Drive
intersection, would ensure that potential conflicts during this relatively limited period of time
would be less than significant.
Afternoon Pick-up Period: Given that vehicles anive before the end of classes, the number of
vehicles waiting until students have been dismissed would exceed the number of pick-up spots.
The expected temporal distribution and dwell times indicate that approximately 40 vehicles
would need to wait on Canyon Road and Easton Drive adjacent to the school just before the time
of dismissal. Even with this surge of vehicles, the circulation plan would be able to serve all of
the estimated demand within 20 minutes of dismissal, with most vehicles served within
15 minutes of dismissal. After that time, there would be substantial capacity for additional
vehicles to park and wait for students.
Similar to the morning drop-off period, the proposed active management of pick-up operations
(with two staffmembers), and use of Cify of Burlingame Traffic Guard Program personnel to
direct traffic flow at the Summit Drive / Canyon Road / Easton Drive intersection during the
aftemoon pick-up period would reduce the degree of congestion and potential conflicts during
this relatively limited period of time. The proposed student drop-off/pick-up area management
program would also inform parents not to arrive at the school until dismissal time for afternoon
pick-up. It is not unreasonable to expect that, after a few days ofthe above-described delays,
parents would self-adjust their arrival time to closer to dismissal time. The congestion and delays
would be noticeable, but given the relatively short duration that those conditions would occur, the
impact is considered to be less than significant.
Traffic and Pedestrian Safetv: Under the modified design, the proposed sidewalk on the west side
of Summit Drive would be extended along the length of the school properry between Easton
Drive and the realigned school driveway. In addition, a pedestrian crosswalk would be installed
across Summit Drive at its intersection with Easton Drive - Canyon Drive, just north of the
proposed student drop-offand pick-up turnaround. The above-described proposed use ofCity of
Burlingame Traffic Guard Program personnel to direct traffic flow at the Summit Drive / Canyon
Road / Easton Drive intersection, would ensure that potential traffic safety impacts would be less
than significant.
Proiect Trio Generation and Level of Service: The revised transportation study analyzed a higher
number of daily and peak-hour traffic associated with the 250-student school, reflecting the use of
trip generation rates for private schools, which are higher than the composite rates (average of
private and public school rates) used for the Draft IS/MND. Analysis of traffic level-of-service
(LOS) operations at the unsignalized intersection of Summit Drive / Canyon Road - Easton Drive
indicates that conditions would be the same as reported in the Draft ISA{ND. The intersection
would continue to operate at LOS A with the school in the morning peak period and would
1
ESA / 120060
I
Hoowr Elemenlary School
Initial Study / Mitigated Negatiw D9darstion
7
a
In addition, under the modified design, the existing curb along the school site would be shifted to
the west to provide two lO-foot-wide vehicle travel lanes on Summit Drive, which would be an
improvement from the current road width of as narrow as approximately 17 feet. Traffic flow on
Summit Drive would improve with the wider lane.
Enata
\-
\-/
operate at LOS B with the school in the aftemoon peak period. The intersection would not meet
peak hour sigrral warrant criteria with vehicle trafftc from the proposed project.a
Project Parking Supply and Demand: Under the proposed modified desigtrt, there would be
l9 on-site staffparking spaces (an increase offour parking spaces over the original proposed
design), and the six drop-off /pick-up spaces on Summit Drive would provide visitor parking
during the day; parking in those six spaces would be prohibited during student drop-off and
pick-up periods (signs would be posted, limiting the hours of use for parking, and enforcement
will be via parking fines and towing). The 19 staff parking spaces are expected to be sufficient for
anticipated staff parking demand.
Geology and Soirs, Hydrology and Water Quality
As described above, the proposed modified desigr changes would result in associated minor
modifications to the proposed grading, drainage, and retaining wall construction at the project site.
As under the original design, the Division of State Architect (DSA) must be satisfied that the final
slope configurations will remain stable under both static and seismic conditions. DSA cannot
approve the modified desigr without an adequate investigation and mitigation of slope stability.
Recommended measures to reduce the potential for shallow slope instabilities necessary under the
original desigrr would also apply to the modified design. These measures include installation of
debris catchment fences, repair and maintenance of onsite drainage swales, erosion control
me.Bures on the hillside, and design of retaining walls to include resistance to lateral earth pressures
that develop from the soil behind the wall, any undrained water pressure, and surcharge loads acting
behind the wall. The proposed retaining walls under the modified design would be designed to
restrain soil under long+erm dynamic pressures and increased soil pressures that may develop
during an earthquake. As under the original design, the modified project would be required to
implement Mitigation Measure GEO.I regarding recommendations for shallow soils slumps,
erosion control, and drainage maintenance. Implementation of this mitigation measure would
minimize the potential for shallow slope instabilities and ensure the impact would be less than
significant. Furthermore, as discussed in the Draft ISA4ND, the use of post-construction Best
Management Practices (BMPs) under the Construction General Permit and the requirement to
implement Low Impact Development techniques would ensure the drainage system for the modified
design would adequately control stormwater runoffand ensure potential effects of erosion or
increases in sedimentation would remain less than significant.
Biological Resources
The original design called for the removal of 3l existing trees; this Errata documents removal of
32 existing trees.s As under the proposed project, Mitigation Measure BIO-4 would also apply
to the proposed modified design. This mitigation measure requires that the District obtain
4 The operational perflormance of a roadway network is commonly describedrdth the term level of service (LOS),
which is a qualitative description of operating conditions, ranging from LOS A (free-flow traffic conditions with
little or no delay) to LOS F (oversaturated conditions where traffic flows exceed design capacity, resulting in long
queues and deliys); the City ofBurlingame does not have an LOS standard for stop-controlled intersections (their
standard is LOSD for sigtalized intersections). Typically, the impact at a stop-conholled intersection is considered
- significant if the interseciion meets Caltrans signal warrant analyses with the additional of project vehicles
5 See footnote 2, above, for furtherdetail.
Hoorer Elementary School
lnilid Study / Mitigated Negatiw DedaEtion
I ESA / 120060
Errata
appropriate tree removal permits from the City of Burlingame for any street trees or protected
trees that would be removed as part of the project. Implementation of this mitigation measure
would reduce impacts regarding tree removal to a less than significant level.
Aesthetics
As described above, the modified design would realigrr the school driveway and widen Summit
Drive adjacent to the school, which would require minor changes in grading, retaining wall
construction at these locations compared to the original design. It is anticipated that the retaining
wall along Summit Drive between the new building and project driveway that was estimated to
range between 2 and 4 feet in height under the original design would range between 3 and l0 feet in
height under the modified design. As discussed above, the retaining walls required for the
construction of the revised driveway would be designed, landscaped and maintained with the
intention of minimizing their potential visual effects. The proposed application of native drought-
resistant climbing plants for the face of this retaining wall to create a "living" wall would serve to
integrate this wall with the landscape plan. As indicated above, one additional tree, a live oak,
would be removed under the modified design compared to the original design. From an aesthetics
perspective, these proposed changes in grading and vegetation removal that would occur for the
modified design would not be substantially different than what was proposed under the original
desigrr. As under the original design, the proposed landscaping plan under the modified design
would provide for substantial new tree and vegetation planting. Furthermore, the District would
also limit the use of outdoor night lighting reflecting down on Summit Drive in the vicinity of the
Hoover Elementary School during project operation so as to ensure lighting effects from this
source would remain less than significant. Consequently, the modified desigrr would not have a
substantial adverse effect on a scenic vista, result in significant impacts on the visual character or
quality ofthe site and its surroundings, or create any adverse effects from night lighting or glare.
Air Quality, Greenhouse Gas Emrssfons, and Noise
Construction of the modified design in comparison to the original design would also involve the
use of equipment and materials that would temporarily emit air pollutants. The number and type
of equipment, duration of use, operation schedules, and the number of construction workers that
would be used for the modified design are not anticipated to be substantially different compared
to the original proposed design. Construction air quality and greenhouse gas emissions resulting
from the original design would be well under significance thresholds; therefore, air quality and
greenhouse gas emissions anticipated by the modified design would also be below these
thresholds and the impact would be less than significant. Construction noise associated with
construction of the modified design would likewise be similar to that which would be generated
under the original design. As under the proposed design, the proximity of sensitive land uses
could result in a potential nuisance to nearby residences. Therefore, the modified design would
also be required to implement Vlitigation Measures NOI-I and NOI-2. These measures restrict
the hours of construction activity and require various methods be implemented to reduce noise
generated by construction equipment. Implementation of these mitigation measures would reduce
temporary construction noise impacts to a less than significant level.
^
ESA / 120060 -Hoowr El€mentary School
lnilial Study / Mitigated N6gatiw Dedaration
9
Errata
\-,
As under the originally-proposed project, operational emissions for the modified project would be
generated from vehicular traffic, area sources and building ener$/ consumption. Operational air
qualiry effects of the modified project were assessed in consideration of the increased project
vehicle trip generation estimated in the transportation report, using the latest available emissions
computer model (CalEEMod 2013.2.2) and assuming 2015 as the first year of operation. Project-
generated reactive organic gases (ROGs) would nominally increase from 2.48 to 2.78lbs/day and
project-generated nitrogen oxide (NO.) would nominally increase from 2.84 to 4.20lbs/day
compared to the originally proposed project Consequently, under the modified project, both
criteria pollutants would continue to be well under the daily significance threshold of 54 lbs/day
established by the Bay Area Air Quality Management District (BAAQMD) for those pollutants.
Project-generated particulate matter PMro and PMz.s would decrease slightly compared to the
originally-proposed project, and would also continue to be well under their respective
significance thresholds. Project-generated greenhouses would increase slightly (from 396 to 476
metric tonVyear of CO2e), but well under the BAAQMD's brightline significance threshold of
1,100 metric tons/year. As a result, operational effects of the modified project on air quality
pollutants and greenhouse gases would continue to be less than significant.
The increases in project-generated operational traffic estimated for the modified project would
also incrementally increase noise levels on local roadways. Under the modified project, the
increase in roadside noise levels over existing conditions would range befween 2.9 dBA and
3.6 dBA (under the original project, the increase in roadside noise levels over existing conditions
was estimated to range between 2.3 dBA to 2.9 dBA). The increases in roadside noise levels
associated with the modified project would continue to be under 5 dBA increase identified in the
General Plan Noise Element. As a result, operational effects of the modified project on roadside
noise levels would continue to be less than sigrrificant. In addition, as discussed above, the
retaining walls required for the construction of the revised driveway would be designed,
landscaped and maintained with the intention of minimizing their acoustic effects. Furthermore,
the District would also limit the use of outdoor loudspeakers at Hoover Elementary School so
noise from this source would remain less than significant.
Oth er Envi ron mental Effects
The proposed modified design is not expected to have any additional effects in comparison to the
original proposed design for the following environmental topics: Agriculture and Forest
Resources, Cultural Resources, Hazards and Hazardous Materials, Land Use, Mineral Resources,
Population and Housing, Public Services, Recreation, and Utilities.
In summary, the proposed minor design modifications do not trigger any of the conditions of
Section I 5073.5(a) of CEQA Guidelines for recirculation of a negative declaration; all mitigation
measures identified in the Draft ISA4ND for the original design are applicable to the proposed
modified design; and all measures either incorporated into the Project or identified as mitigation
measures in the Draft IS/MND would ensure potential environmental impacts would be less than
significant.
HooEr Elemntary Sch@l
lnitial Study , Miliqated Negetiw Dedaration
10 ESA / 120060
l
Enata
Staff-lnitiated Changes to the Draft IS/MND
The following staff-initiated corrections and changes are made to the Draft ISA4ND. Revised or
new language is underlined. Deleted language is indicated by s#*ethrengh text.
The District is the appropriate agency for approving the construction management plan identified
in Mitigation Measure TRA-I. Accordingly, the first sentence of Mitigation Measure TRA-I on
p. II-73 of the Draft ISA4ND is revised as follows to reflect that approval of the construction
management plan by District, and not the City of Burlingame.
"Mitigation Measure TRA-I: The construction contracto(s) shall develop a construction
management plan for review and approval by the eiryaggur,'ngame @Di$rigl."
11 ESA / 12m60HoovBr Elementary Sdrml
lnilial Study / Miligated Negatiw DedaEtion
EXHIBIT B
Date:
To:
From:
Subject:
MEMORANDUM
December 8, 2014
Tim Ryan, Burlingame School District
Dan Hennessey, Fehr & Peers
Microsimulation Analysis for Propos€d Hooyer Elementary School Site Plan
sF14-0756
This memorandum responds to a request by the Burlingame School District for further
information regarding a potential circulation plan under consideration for the Hoover Elementary
School. The Project is located on two parcels of a 6.78-acre site, located at 2220 Summit Drive in
Burlingame, California. lt was used as an elementary school prior to being decommissioned in the
1970s. The building was most recently used as a private religious retreat. The Burlingame School
District (BSD) is now proposing to make a number of improvements and re-use the site as a K-5,
250-student elementary school to accommodate growth in district enrollment.
The purpose of this memorandum is to summarize the results of a microsimulation analysis that
was used to evaluate vehicle operations and identify potential vehicle queues on roadways in the
immediate vicinity of the school. The remainder of the memorandum summarizes the circulation
plans. the analysis methodology, the data collected for the evaluation, assumPtions regarding
student drop-off and pick-up demand and behavior, the results of the microsimulation analysis,
recommendations for the circulation plan, and a summary of available parking in the vicinity of
the site.
ELEMENTARY SCHOOL CIRCULATON PLAN
Several different configurations for student drop-off and pick-up have been considered by the
School District. Under the modified design, the school driveway entrance would be realigned to
connect with Summit Drive north of its existing alignment as shown in the site plan. This driveway
would provide access to nineteen on-site staff Parking spaces. The District would install signage
on District property near the driveway entrance with summit Drive directing vehicles exiting the
driveway not to turn right onto Summit Drive and directing vehicles not to turn left into the
332 Pine Street 146 Floor | san Francisco, CA %104 | (415) 348-0300 I Fax (415) 773 1790
www.fehrand peers.com
Fru R f PEERs
Tim Ryan
December 8, 2014
Page 2 of 13
driveway from Summit Drive. All drop-off and pick-up activity would occur on a newly
constructed driveway parallel to Summit Drive; there would be six spaces available for vehicles to
drop-off and pick-up. These six drop-off spaces on Summit Drive would provide visitor parking
during the day, but would only be available for student drop-off and pick-up during the peak
periods. Signage will be posted limiting the hours of use for parking and enforcement will be via
parking fines and towing. The end of the driveway includes a dedicated turnaround would be
included to more conveniently allow vehicles access back to Easton Drive / Canyon Road.
Actively manage curbside loading area to ensure parents do not pause for an extended
period of time;
Implement "Safe-Route-to-School"-typeimprovements to nearby roadways and
intersections, including, but not limited to, crosswalks at Summit Drive / Easton Road
intersection and "Children Present, Drive Slowly" signage, at the discretion of the City of
Burlingame staff
Participate in the City of Burlingame Traffic Guard Program to manage vehicle tralfic at
proposed crosswalk at the intersection of Summit Drive / Easton Drive / Canyon Road;
With respect to the active management of traffic in the area, traffic Auards in the City of
Burlingame are mandated by oepartment of Public Works, and treated as traffic control
devices. All schools in the Burlingame School District currently have staff and volunteers present
to facilitate smooth operations and instruct drivers on procedures to keep traffic flowing
efficiently.
Additionally, in conjunction with the City of Burlingame, the Burlingame School District has
budgeted funds to explore improvements to surrounding City of Burlingame streets, including,
but not limited to, sidewalk replacement, bulb outs, curbs, striping, traffic calming, signage, and
crosswalks- New sidewalk will be constructed on Summit Drive between Easton Road and the
proposed staff parking lot driveway. A new crosswalk also appears on the site plan, which was
used to evaluate the proposed site plan and is included as Attachment A.
To respond to neighborhood concerns, the Burlingame School District directed Fehr 8a Peers to
prepare microsimulation models of the school driveways and the roadways adjacent to the school
for the circulation plan. The bulleted points above have not been included in this study to
provide a conservative analysis.
Additionally, the Burlingame School District has proposed to:
Tim Ryan
December 8, 2014
Page 3 of 13
ANALYSIS METHODOLOGY
VISSIM is a microsimulation software that analfzes the traffic operations by simulating the
movement of individual cars, trucks, transit vehicles, pedestrians, and bicycles. Because of its
extreme flexibility and relatively user-friendly design, Fehr & Peers has used VISSIM on a variety
of complex traffic operations projects including freeway interchanges, bus rapid transit signal
priority, on-street parking studies, multFmodal roadway operations, and arterial signal
coordination. VISSIM 6.0 was released in 2013 and was chosen as the software for this analysis.
VISSIM is a stochastic model where different random seed numbers generate different driver
behaviors and system results. The model is run multiple times to account for the randomness of
the simulations and to ensure that the results are reasonable. VISSIM allows the user to control
vehicle inputs, vehicle routes, vehicle fleet composition, desired speeds throughout the network,
conflict areas to determine yielding behavior, driver behavior, parking areas and behavior, and
pedestrian and birycle volumes and behavior.
Two one-hour models were first built to duplicate existing vehiclg pedestrian, and bicycle
conditions in the vicinity of the Summit Drive / Canyon Road / Easton Drive intersection. One
model was built for the morning drop-off peak period, and another was built for the afternoon
pick-up peak period. After calibrating the models to match existing conditions, the two models
were modified to include the layout of the proposed site plan, as well as the vehicle demand
associated with the school. Pick-up and drop-off behavior observed at other schools (temporal
distributions and average dwell times) was added to each model. For each model, five simulation
runs were completed and the results were reviewed to ensure that the modeled operations
represented typical driver behavior.
DATA COLLECTION
Fehr & Peers had previously collected vehicle counts in the vicinity of the Proposed Project in
September,2011 and updated the vehicle cou nts in earlyJune,2014. The 2014 counts included:
Morning and mid-afternoon peak period vehicle, pedestrian, and bicycle counts at the
intersection of Summit Drive / Canyon Road / Easton Drive conducted over a midweek of
June (fuesday, Wednesday, and Thursday; June 3'd to June 5th1
Tim Ryan
December 8, 2014
Page 4 of 13
72-hour tube counts on each of the four approaches of the intersection of Summit Drive /
Canyon Road / Easton Drive conducted during the same mid-week period to obtain daily
and p€ak-hour traffic volumes on typical school days
The 2014 data were compared to the 2011 data. and the counts were very similar. The 2011 data
collection revealed higher vehicle volumes at the intersection of Summit Drive / Canyon Road /
Easton Drive. Approximately 100 vehicles pass through the intersection during both the morning
and mid-afternoon peak periods (corresponding with drop-off and pick-up times). In order to
ensure a conservative analysis, the maximum count from the data collected for each movement
was used. This method led to approximately 120 to 135 vehicles using the intersection during the
morning and mid-afternoon peak hours, respectively. Pedestrian and bicycle activity in the
vicinity of the project site is very low. No bicycles were observed at the Summit Drive / Canyon
Road / Easton Drive intersection, and much of the Pedestrian activity was related to on-going
work at the project site.
Additionally, data were coltected at West School and Roosevelt Elementary School durinq
morning and mid-afternoon peak hours to understand the both the temPoral distribution and
typical dwell times of vehicles arriving to drop-off and pick-up students, as well as staff parking.
Drop-off and pick-up occur on the adjacent streets at Roosevelt Elementary School and in the
parking lot of West School. There is some traffic control near the Roosevelt Elementary School to
help pedestrians cross the street. These observations revealed the time distribution patterns for
drop-offs and pick-ups shown in Table 1. Approximately 70 percent of morning drop-offs occur
in the fifteen-minute period before school begins, and 80 percent of afternoon arrivals for pick-up
occur within ten minutes on either side of the bell.
Tim Ryan
December 8, 2014
Page 5 of 13
TASLE 1: TEMPORAL DISTRIBUnON OF DROP-OFFS AND PICX-UPS
Tlme Period Momlng Peak Period Mld-Aftemoon Peak Perlod
25 to 30 minutes before bell
20 to 25 minutes before bell 5%
15 to 20 minutes before bell lOTo 5y.
10 to 15 minutes before bell 2Oo/. 7@/o
5 to 10 minutes before bell 30y. 2Oo/"
0 to 5 minutes before bell 20% 25yo
0 to 5 minutes after b€ll
5 to 10 minutes after bell
10 to 15 minutes after bell
15 to 20 minutes after bell
25%
10%
5%
10%
5%
Source Fehr & Pee6. Decernber 2014.
SCHOOL TRAFFIC
Previous school traffic estimates were developed from several sources, including:
. Institute of Transportation Engineers (ITE) Trip Generotbn l8h Edition, 2OO8)
. San Diego Association of Governments (SANDAG) Vehicular Troffic Generotion Rotes for
the
'on
Diego Region (2002)
Local observations at a K-8 private school with similar socioeconomic and topographic
characteristics as the proposed Hoover School
ITE has different rates for public and private schools, and the data is based on surveys from
throughout the country. SANDAG'S rates are based on surveys of schools in the San Diego region
and does not speciry if the surveyed schools were public schools, private schools, or a
combination. ln order to provide the most conservative school traffic estimates using readily
available information, the ITE data for a private school were used to develop peak period vehicle
estimates (higher rates than were used for previous iterations of this analysis).
Tim Ryan
December 8, 2014
Page 6 of 13
Table 2 shows the trip generation estimates for the morning and mid-afternoon peak hours. The
proposed 250-student elementary school would generate approximately 667 daily vehicle triPs,
228 morning peak hour vehicle trips, and LsO mid-afternoon peak hour vehicle trips. For the
purposes of this study, we have assumed that all "out'trips in the morning correspond to drop
offs and all "in" trips in the mid-afternoon correspond to pick-ups. These vehicles become both
an "in" and "out" trip, which maximizes the number of vehicles using the drop-off / pick-up
area(s), thereby providing a conseoative estimate for the amount of queuing that may be
expected during these peak times. Therefore, 103 vehicles drop-off students in the AM peak
hour, while 22 vehicles enter the Parking area, and 71 vehicles pick-up students in the PM peak
hour, with eight vehicles leaving the parking area.
TABLE 2: HOOVER SCHOOL TRIP GENERATION ESTIMATES
+
land Use
Elementary
school
Units DailyTTE
Code
Morning Peak Hour Mid'Aftemoon Peak Hout
tn Out Total ln Out Total
534r
250
students
6672 D5 103 228 7r 79 150
Notes:
1. rIE Code 534 - P.ivate School (K-8):
AM:T = O.9O'x + 3.01;Enter = 55%, Erit = 45% PM: T = 0.60*X Enter = 47%, Exit = 53%
Where x = number of enrolled students, T = number ofvehicle trips
2. No daily rate available for[E Code 534 (Private School); holyever, peak hour rates indicate that a private school
would generate about twice as many vehicles as a public school. A daily rate for private gchools was extrapolated
from the public school rates.
Soutce.:. tTE Trip Generution (f Edition),2072; Fehr & Peers, oecemb€r 2014.
The staff vehicle trips entering the parking area were assigned to arrive prior to student drop-off
in the AM and after student pick-up in the PM, as staff will likely arrive before students and leave
well after students. Many of the 250 students that this school will serve are currently enrolled at
other schools in within the City of Burlingame. As such, some of these 667 daily project vehicle
trips are already on the roadway system to drop-off or Pick-up students at another school. No
effort has been undertaken to account for the redistribution of these existing trips (i.e. trips are
assumed to be for 250 new students within the City of Burlingame).
Given the surrounding roadway network, trips were assumed to access the Summit Drive driveway
from canyon Road to the west and Easton Drive to the east. current vehicle counts at this
location demonstrate an even eastbound-westbound spli! and school trips were distributed in
the same manner. The District would install signage on District proPerty near the driveway
Tim Ryan
December 8, 2014
Page 7 of 13
entrance with Summit Drive directing vehicles exiting the driveway not to turn right onto Summit
Drive and directing vehicles not to tum left into the driveway from Summit Drive.
DROP-OFF AND PICK.UP BEHAVIOR ASSUMPTIONS
Vehicles were assigned characteristics for their dwell times in the parking areas. The dwell time is
the amount of time a vehicle is stopped to drop-off or pick-up a student. The dwell times were
assigned using a normal distribution, which utilizes the mean duration of the stay and the
standard deviation of the duration of the stay to randomly assign dwell times. The dwell time
assumptions were based on obseruations at West School and Roosevelt Elementary School.
Morning drop-offs typically occurred much faster and with less uncertainty than afternoon drop-
offs. The most common observed causes for long afternoon Pick-uP times were Parents showing
up well before dismissal and children struggling to find their parents as they exited school.
For the morning drop-offs, vehicles were assigned a mean dwell time of 40 seconds and a
standard deviation of 10 seconds. According to the properties of a normal distribution,
approximately 70 percent of vehicles will have dwell times between 30 and 50 seconds to drop-
off students in the morning. Approximately 95 percent of drop-off vehicles will have dwell times
between 20 and 60 seconds, and more than 99 Percent will have dwell times between 10 and 70
seconds.
+
For the afternoon pick-up period, Parents begin arriving before the bell, although their time of
departure, at a minimum, must be after the bell. Therefore, vehicles were assigned a dwell time
based on the time of their arrival, which guaranteed that they would stay at least until the bell.
Typically, observed afternoon dwell times are longer as students take some time to find their
parents and vice versa. Vehicles were assigned a mean dwell time of 90 seconds and a standard
deviation of 30 seconds. translating to roughly 70 percent of vehicles will have dwell times
between 60 and 120 seconds to pick-up students in the afternoon. Approximately 95 percent of
drop-off vehicles will have dwell times between 30 and 150 seconds.
Vehicles are assumed to take any spot of the six available to them when they arrive. When they
leave, they are able to move to the turnaround and return to Easton Drive or Canyon Road. All
vehicle trips are assumed to come from Easton Drive and Canyon Road (split evenly in each
direction).
Tim Ryan
December 8, 2014
Page 8 of 13
MICROSIMULATION RESU LTS AN D RECOMMEN DATIONS
The proposed site plan adequately accommodates vehicles dropping off students in the morning
peak hour. The relatively short duration a vehicle needs to drop-off a student keeps the length of
the queue to within the vicinity of the drop-off area. The six-space drop-off area is at capacity for
approximately fifteen minutes with the proposed circulation plan, and as many as four to five
vehicles total are waiting on Easton Drive and Canyon Road to enter drop-off area. Given the
proximity of this area to the Summit Drive / Canyon Road / Easton Drive intersection, there is
potential for additional vehicle conflicts.
At least two staff members should be in the drop-off area to facilitate vehicle maneuvers in the
morning peak period, with one peBon directing traffic through the intersection of the Summit
Drive / Canyon Road / Easton Drive (as proposed by the School District in concert with the
previously-mentioned City of Burlingame Traffic Guard Program). This intersection will need to be
actively managed for approximately the fifteen-minute period before school startt as the school
district proposes to do. Staggering start times for different grades could potentially help circulate
vehicles in this area.
The proposed circulation plan oeates a similar issue in the mid-afternoon peak period. Given
that vehicles arrive before the bell. the number of vehicles waiting until students have been
dismissed exceeds the number of pick-up spots. With only six spaces available for waiting, the
temporal distribution shown in Table 1 indicates that approximately 43 vehicles will attempt to
arrive before the bell. resulting in almost 40 vehicles waiting on Canyon Road and Easton Drive
adjacent to the schooljust before the time of dismissal.
According to the temporal distribulion data gathered from other schools, these 40 vehicles would
gradually arrive beginning 20 minutes before the time of dismissal until the time of dismissal, at
which point these vehicles could pick up students. Betlveen 20 minutes before the time of
dismissal until 10 minutes before the time of dismissal, approximately 10 vehicles will arrive;
therefore, a majority of vehicles will arrive in the ten minutes before the bell. In the simulations,
vehicles that arrived before the bell without an available spot were forced to circle back out at the
turnaround and attempt to park again during the fifteen-minute period after the bell to pick-up
students.
Even with this surge of vehicles after the bell, the circulation plan is able to serve all of the
estimated demand within twenty minutes of dismissal, and most vehicles are served within fifteen
minutes of dismissal. After that time, there is significant capacity for additional vehicles to park
and wait for students. Including the ten minutes before the bell, the peak afternoon period will
last approximately 25 minutes.
The school district should inform parents not to arrive at the school until dismissal time, and
develop procedures to enforce this policy. Parents will likely determine for themselves that
waiting until dismissal time is the best manner in which to pick-up students after a few days of
afternoon pick-up. Again, multiple dismissal times or after school activities to dispeEe the pick-
up activities over a greater time period could help circulate vehicles in this area. Two staff
members should be in the drop-off area to facilitate vehicle maneuvers in the afternoon peak
period, with one person directing traffic through the intersection of the Summit Drive / Canyon
Road / Easton Drive (as proposed by the School District in concert with the previously-mentioned
City of Burlingame Traffic Guard Program).
The operational performance of a roadway network is commonly described with the term level of
service (LOS). LOS is a qualitative description of operating conditions, ranging from LOS A (free-
flow traffic conditions with little or no delay) to LOS F (oversaturated conditions where traffic
flows exceed design capacity, resulting in long queues and delays.) LOS E corresponds to
operations "at capacity." When volumes exceed capacity, stop-and-go conditions result and
operations are designated as LOS F. Intersection operations and impact assessment are typically
reported for the peak hour, but the analysis of LOS is based on peak rates of traffic flow within
the peak hour (i.e., the peak fifteen-minute flow rate when more vehicles travel through an
intersection than during the three other fifteen-minute segments of the peak hour).
Traffic conditions at unsignalized intersections are evaluated using the method from Chapter 17
of the 2000 Highway Capacity Manual (HCM) published by the Transportation Research Board.
With this method, operations are defined by the average control delay per vehicle (measured in
seconds) for each movement that must yield the right-of-way. For all-way stop-controlled
intersections, the average control delay is calculated for the intersection as a whole. At tlvo-way
or side street-controlled intersections, the control delay (and LOS) is calculated for each
Tim Ryan
December 8, 2014
Page 9 of 13
SIGNIFICANCE CRITERIA
Tim Ryan
December 8, 2014
Page 10 of 13
controlled movement, the left turn movement from the major street, and the entire intersection
Table 3 summarizes the relationship between delay and Los for unsignalized intersections.
An acceptable operating condition for signalized intersections in the city of Burlingame is defined
as LOS D or better. The city of Burlingame does not have an Los standard for stop-controlled
intersections. Typically, a stop-controlled intersection is considered impacted if the intersection
meets Caltrans signal wanant analyses with the additional of project vehicles'
TABLE 3: UNSTGNAUZED TNTERSECTTON LOS CRITERIA
Level of DescriPtion
Service
A Little or no delays
B Short traffic delays
C Average traffic delays
D Long tralrlc delays
E Very long traffic delays
F Extreme traffic delays with intersection capacity exceeded
Soi.Jrce. Highwoy Copocity MonuoL TftnsPortd?ion Reseorch Bootd, 2000'
Average Control Delay
(seconds per vehicle)
< 10.0
> 10.0 to 15.0
> 15.0 to 25.0
> 25.0 to 35.0
> 35.0 to 50.0
> 50.0
The intersection operates at LOs A in both the morning and afternoon peak periods currently,
and would continue to operate at LOS A with the school in the morning peak period and would
operate at LOS B with the school in the afternoon peak period. The intersection does not
currently meet peak hour signal warrant criteria, and it would not meet the criteria with vehicle
traffic from the proposed project.
MaximumqueuesonEastonDrive/canyonRoadwouldbesixtoeightvehicleslongduringthe
afternoon pick-up period. Queuing and vehicle activity will be minimal on summit Drive' With
the extensive microsimulation analysis and the Hclvl unsignalized intersection analysis, the
impacts to the roadway network are less-than-significant'
Tim Ryan
December 8, 2014
Page lL of L3
The current plan has nineteen on-site staff parking spaces, and the six drop-off spaces on Summit
Drive would provide visitor parking during the day, but would only be available for student drop-
off and pick-up during the peak periods. The drop-off/pick-up spaces would need to be empty
during morning drop-off and afternoon pick-up periods. The School District has indicated that
nineteen staff parking spaces will be sufficient for anticipated staff parking demand. Should there
be a parking shortage, staff will n€ed to park in the surrounding neighborhood during the day.
Parking supply and demand on the surrounding streets were measured within a one-quarter mile
radius from the school. At a typical walking speed of four feet per second, this equates to a five-
to six-minute walk from the school. On-street parking is typically measured within one-half mile
of a project site, equating to a ten- to twelve-minute walk. Given the hilly nature and lack of
pedestrian facilities (sidewalks, crosswalks) in the area, a smaller area was chosen for this study.
In the immediate vicinity of the project area, there are a few small vehicle pullouts in front of
private residences. This condition applies to Canyon Road west of the project area, Summit Drive
to the east of the project site and Easton Drive between Summit Drive and the brick wall area
south of Eenito Avenue. Approximately five parking spaces are available on the Summit Drive
connection between the school site and Hillside Circle, though most of the vehicles were parked
with most of th€ vehicle off the road and on the sidewalk/area in front of private residences.
On-street parking within one-quarter mile of the school would be limited to Hillside Circle,
Hillside Drive (approximately 400 feet west of Hillside Circle), Alvarado Avenue (approximately 350
feet west of Hillside Circle), and Easton Drive between the brick wall and Benito Avenue. In these
areas, there are approximately 99 on-street parking spaces.
Two days of data collection were completed to determine the demand for on-street parking
spaces. Parking demand data were collected between 1:30 and 3:30 PM and 5:00 and 8:00 PM on
Tuesday, September 30, 2014 and Thursday, October 2, 2014. Between 1:30 and 3:30 PM,
approximately 60 percent of the on-street parking was used, leaving at most 40 spaces for the
school. Between 6:00 and 8:00 PM, approximately 80 percent of the on-street parking was used,
leaving at most 20 spaces for the school. Additional parking was available farther from the school
(in the residential neighborhood north of Alvarado Avenue and west of Easton Drive) in
approximately the same proportion.
f
PARKING SUMMARY
Tim Ryan
December 8, 2014
Page 12 of L3
Large events at the school, such as open houses or "back-to-school' nights would generate
enough demand to necessitate vehicles parking more than one-quarter mile from the school.
These events are only expected to occur two to three times per year. Staggering these events by
grade would decrease the demand on any given night, though this strategy would increase the
number of nights the surrounding roadway netlvork has a dereased parking suPPly.
AFTER-SCHOOL ACTIVITIES
The school's educational program would include after-hour uses such as student performances of
musiq plays, art shows, open house ("back-to-school' nights), Parent Teacher Association (PTA)
N4eetings, programmatic presentations like anti-drug or bullying communications, and PTA
events.
It is anticipated by the community that the facility wilt oPerate in the same manner as the other
District schools. It is expected that community access to the playground. hard courts, Parking and
other areas will be provided, similar to the other District Schools'
Further, it is expected that the Eurlingame School District will coordinate with the City of
Burlingame Parks &. Recreation to provide after school Programs similar to programs provided at
the other District schools. It is also expected by the community, that before and after school day
care will be provided, as is provided at all other District Elementary Schools'
community groups desire that rental of the property would be allowable in accordance with
District wide policies and rates. Those rental facilities could include speaker events, community
meetings, performances, youth sports (volleyball, basketball, wrestling) and enrichment classes'
Summer camps and schools are anticiPated at the camPus as well'
N4ost of these after-school events would alter the temporal distribution of pick-up in the
afternoon peak period. Vehicles aniving to pick-up students well after tyPical dismissal would
further hasten the duration of the afternoon pick-up period. There would also be more parking
available to pick-up these students outside of the typical pick-up period'
we hope you find the information presented in this memorandum to be useful. If you have any
questions or comments, please contact Dan Hennessey at (4L5) 426-2523'
+
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At the Octobet 8, 20,,15 Trafflc Safety and Parklng Gommlsslon (TSPC) meetlngr the Commlsslon
identmed and prloritized a number ol potentlal lmprovements for vGhlcular and pedestrian accoss to
Hoover School. Thls tlst was not only bas.d on the dascu3slon at the October TSPG meetlngr but also
on Beveral fletd eyaluatlons of the 3treets surroundlng Hoover School. Th.se fleld evaluatlons lnvohred
at yarlous time3 memboru ol the T8PG, englnocrlng staff members, and the Burlingamo School District.
Also as part ot tho analysis, the Commlsston took lnto dcllboratlon prevlously rec.lved lniorm.tlon
,rom lh.. Bufllng.m€ Echool Dtatdct regardlng studant tttendance, potentlal walklng routes to the
schoot slte, end . ll3t of potentlal Improvcments.
ThG followlng diagrams list tho improrrBments that the Tr.lllc stiety and Parking Commkslon doomcd
as high prlorlty, m€dlum priodty, and low priority. fhe Gommlsslonts hlgh priofty lmProvements a?e
consl-dered imtiovements that are lmDortant and lmplementable by the school opening date ln 2016.
The iollowing suggestions were based on an anttcipated traffic tlows thet would mlnamize congertlon
at key Intersectlons in tha area that are descdbed on the iollowlng pages'
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TSPC Proposed Improvements: Location B
HIGH PRIORITY
B{) Bulb ouUCurb extension wlth crosswalk with slgnage and two curb ramps
B2l 15O feet of sldewalk along Summit Drive
B3) Designated drop-off/pick-up location along Hillslde Gircle
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TSPC Proposed Improvements: Location C
HIGH PRIORITY
Cf t i" parking restrlctlon along both sldes of Summlt Drlvc' betwccn
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c2) Eartbound.l{o Thru Trafftc'durlng certaln hours restrlctlon from
MEDIUM PRIORITY
1) New sidewatk along south slde of Summit Drivc
LOW P RIORITY
1) Repair of retaining wall along exlsting culverts along Summit Drive
Hlllsldc Clrcle and CanYon Road
Canyon Road to Hllleldc Clrclc
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TSPC Proposed Improvements: Location D
HIGH PRIORITY
Dl) Grosswatk on Eaeton Drivc wlth two curb r.mps wlth tlgnage and $PED X!ilGn pavcmGnt marklngs.
D2) Curb extcnslon on east slde of Easton to accommodate larger groupt ol pedestrlans
D3) "No Left-Turn" restrictlon slgn on Easton Drlve for }{B Summit for smoothcr traffic flow
D4) Sldewalk from Summlt Drivc to new crosswelk
MEDIUM PRIORITY
{) Sidewatk on west side of Canyon Rd. for drop'off
LOW PRIORITY
f ) Utility relocation along sidewalks
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Ei ) $pot repalr of certaln on thc exbtlng pedestrian path along Eaaton from Eagton Glr. to Summlt
E2) No parklng restractaon along Easton Drlve from laston Glrclc to Summlt Drlve to create a safe
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MEDIUM PRIORITY
f ) New sldcwatk along north slde of Easton Drlve to replacc cxlstlng pcdcatrlan pathway.
LOW PRIORITY
1l Repair of retaining watt along existing culverts along Easton Drlve
TSPC Proposed Improvements: Location E
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HIGH PRIORITY
a-1) All-way stop at Hillside/Alvarado. Refresh existing cros swalks
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