HomeMy WebLinkAbout1301 Burlingame Avenue - Technical Study1301 Burlingame Avenue
Traffic and Parking Assessment
prepared for
City of Burlingame
Planning Department
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�t'�1! ECONOMIST
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Wilbur Smith Associates
RECEIVED
JUN 2 9 2001
CITY OF BURLINGAME
PLANNING DEPT. �une 29, 2001
1301 BURLINGAME AVENUE
TRAFFIC AND PARKING ASSESSMENT
1 . INTRODUCTION
This technical memorandum presents the traffic and parking assessment conducted for the
proposed new Apple Computer store, to be located at 1301 Burlingame Avenue in Burlingame,
California (herein referred to as the "Project"). The project site is located at the southwest corner
of the intersection of Burlingame Avenue and Park Road, to the north of City Hall Lane. The
project site was formerly occupied by Bayview Bank, which closed in July of 2000.
The Project is proposed to consist of the demolition of the existing building on the project site
and the construction of a new two-story retail establishment. The Project would contain about
4,485 square feet of retail space on the ground floor, plus 915 square feet of office space, 50
square feet of repair space and 2,320 square feet of storage space on the second floor. In total,
the Project would contain about 7,770 square feet of space. No parking or loading facilities are
proposed as part of the Project. The store would be open seven days a week, from 10:00 AM to
10:00 PM.
For this traffic and parking assessment, the following transportation issues were addressed:
• Existing traffic and parking conditions
• Project travel demand and parking demand
• Construction activities
• Future changes to pazking supply
The existing traffic volumes, parking conditions, and future changes to the parking conditions
were determined based on data collected for, and information presented in the recent Burlingame
Avenue Commercial District Parking Study. l
2. EXISTING CONDITIONS
TRAFFIC
Since the Project would not provide an on-site parking lot, visitors and employees of the Project
would need to find parking within the nearby on-street and off-street parking facilities. Since it
is not known at which facilities these people would park, it would be difficult to perform the
standard intersection impact analysis, which looks at the effect of project-generated vehicles on
the operations of nearby intersections.
1 Burlingame �ivenue Commercial District Parking Study — Final Report, prepared by Wilbur Smith Associates, February 16,
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Instead, the hourly and daily traffic volumes were assessed for the nearby streets. As part of the
background data for the Burlingame Avenue Commercial District Parking Study, daily traffic
volumes were counted on Burlingame Avenue (east of Lorton Avenue), Park Road (south of
Burlingame Avenue) and Howard Avenue (east of Primrose Road). Traffic volumes were
counted for an entire week (May 29 through June 4, 1999), and summarized by hour. Table 1
presents the average traffic volumes for the weekday midday peak hour (generally 12:00 to 1:00
PM), weekday PM peak hour (generally 4:00 to 5:00 PM) and the weekend midday peak hour
(generally 1:00 to 2:00 PM), as well as the average daily volumes.
Table 1
Avera e Traffic Volumes on Nearb Streets
Time Period Burlin ame Ave. Park Road Howard Ave.
Peak Hour
Weekday Midday 660 309 661
Weekday PM 605 278 793
Weekend Midday 512 316 726
Daily
Weekday 8,750 3,661 9,829
Weekend 7,028 3,708 7,928
Jource: W llbur Srruth Associates — May/June lyyy
Notes:
Weekday midday peak hour = 12:00 to 1:00 PM
Weekday PM peak hour = 4:00 to 5:00 PM
Weekend midday peak hour = 1:00 to 2:00 PM
Since these traffic volumes were counted in 1999, field checks were performed in June 2001 to
determine if the volumes have changed. The results of the field checks indicate that the 1999
and 2001 traffic volumes are similar. Therefore, new traffic counts were not conducted for this
study.
PARKING
As part of the Burlingame Avenue Commercial District Parking Study, the existing on-street and
off-street parking supply and occupancy was determined for the greater downtown Burlingame
area and the commercial core area (see the attached figure). The greater downtown study area
was generally bounded by Floribunda Avenue and Oak Grove Avenue to the north, Chatham
Road, Cumberland Road and Arundel Road to the east, Peninsula Avenue to the south, and East
Carol Avenue, Central Avenue, Occidental Avenue and El Camino Real to the west. The
Burlingame Avenue commercial core area was generally bounded by Chapin Avenue and
Bellevue Avenue to the north, Carolan Avenue and California Drive to the east, Howard Avenue
to the south, and El Camino Real to the west. Parking supply and occupancy counts were
conducted in May 1999 during the weekday midday peak hour (12:00 to 1:00 PM) and the
Saturday midday peak hour (1:00 to 2:00 PM).
Table 2 presents the parking conditions within the Burlingame Avenue commercial core area and
the greater downtown area, for both weekday midday and weekend midday conditions (note that
the greater downtown area includes the commercial core area). Within the commercial core area,
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BURLINGAME AVENUE COMMERCIAL DISTRICT PARKING STUDY
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there are approximately 551 on-street parking spaces and 839 public off-street parking spaces.
Overall, parking is about 90 percent occupied during the weekday midday peak hour, and 80
percent occupied during the weekday midday peak hour. Within the greater downtown area,
there are approximately 2,743 on-street parking spaces and 1,268 public off-street parking
spaces. Overall, parking occupancy is substantially lower in the entire downtown, as compared
to the commercial core area, as the overall occupancy is about 72 percent during the weekday
midday peak hour and 60 percent during the weekday midday peak hour.
Table 2
Existing Parking Conditions
Commercial Core and Greater powntown Areas
Time Period On-Street Off-Street Public Total
Su 1 % Occu ied Su 1 % Occu ied Su 1 % Occu ied
Commercial Core
Weekday Midday 551 94% 839 87% 1,390 90%
Weekend Midday 551 89% 839 73% 1,390 80%
Greater powntown
Weekday Midday 2,699 68% 1,268 80% 3,967 72%
Weekend Midday 2,743 58% 1,268 65% 4,011 60%
Source: Burlingame Avenue Commercial District Parking Stz�dv, Wilbur Smith Associates — February 2000
Notes:
Weekday midday = 12:00 to 1:00 PM
Weekend midday = 1:00 to 2:00 PM
Pazking is prohibited on some streets during weekdays.
In the commercial core area, the on-street parking generally consists of 1-hour and 2-hour
metered parking, with some 24-minute and 10-hour spaces. Adjacent to the project site,
Burlingame Avenue has 24-minute and 1-hour metered parking, Park Road has 2-hour metered
parking, and City Hall Lane has unrestricted parking (11 spaces). Outside the commercial core
area, most of the on-street parking is unrestricted and unmetered. Parking Lot J, located directly
south of the project site, contains 75 parking spaces, most of which are 2-hour and 4-hour
metered spaces. In general, the metered parking throughout the commercial core area has
relatively high turnover, as most vehicles are not parked longer than the time limits.
3. PROJECT TRAVEL AND PARKING DEMAND
As developed for the Commercial Application to the Planning Commission (submitted on May
13, 2001), the Project Sponsor estimated the number of visitors and employees at the Project. As
shown in Table 3, there are estimated to be about 70 visitors on an average weekday and 100
visitors on an average weekend.2 It should be noted that these values represent the number of
total visitors, not just customers (or individuals that purchase merchandise at the store). In
addition, the Project Sponsor anticipates that there will be two employee shifts; as such, there
,
` It is anticipated that the number of visitors to the Project would vary each day. For instance, there may be more visitors on
Fridays than Mondays, or during the holiday season than during the summer. However, the average values are appropriate for
determining project-related effects.
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would be four or five employees at the store at one time. For the purpose of the analysis
contained in this report, it was assumed that the first shift would be from 9:00 A1VI to 4:00 PM
and the second shift would be from 4:00 PM to 11:00 PM.
Table 3
Estimated Dailv Pro'ect Visitors and Em lo ees
Da Visitors Em lo ees
Average Weekday 70 8
Average Weekend 100 10
Source: Apple Computer, Inc., Wilbur Smith Associates - June 2001
The following sections estimate the travel demand and parking demand for visitors and
employees.
TRAVEL DEMAND
Visitors
To determine the number of visitors that would travel to and from the store by hour, the hourly
distribution of visitor trips was estimated from information contained in the ITE Trip Generation
manual for a similar land use.3 Table 4 presents the percentage of inbound and outbound visitor-
trips for the hours of operation of the Project (10:00 AM to 10:00 PM).
Table 4
Hourl Distribution of Pro'ect Visitor-Tri s
Time Period �'eekda Weekend
Inbound Outbound Inbound Outbound
10:00 to 11:00 AM 8.7% 7.3% 7.3% 6.3%
11:00 to 12:00 PM 8.7% 9.4% 9.5% 9.7%
12:00 to 1:00 PM 8.7% 9.2% 10.2% 9.5%
1:00 to 2:00 PM 7.9% 8.4% 10.8% 11.0%
2:00 to 3:00 PM 10.3% 8.8% 10.5% 9.1%
3:00 to 4:00 PM 11.0% 10.7% 11.1% 10.4%
4:00 to 5:00 PM 11.1 % 11.7% 11.6% 11.6%
5:00 to 6:00 PM 11.8% 12.4% 10.2% 9.4%
6:00 to 7:00 PM 8.5% 9.3% 7.9% 9.0%
7:00 to 8:00 PM 6.2% 6.0% 5.4% 6.2%
8:00 to 9:00 PM 4.8% 4.8% 3.5% 4.2%
9:00 to 10:00 PM 2.2% 2.0% 2.2% 3.6%
5ource: 1'1'�; "Lrip Generation, Wilbur Smith Associates - June 2001
With the assumption that every visitor would make two trips (one inbound to the store and one
outbound from the store), the number of weekday and weekend visitor-trips were distributed by
hour (see Table 4), and are presented in Table 5. The maximum number of visitor-trips during
an hour on weekdays would be 17 (8 inbound and 9 outbound) and occur between 5:00 and 6:00
3 ITE Ti�ip Generation - Sixth Edition, 1997. Land Use �820 - Shopping Center.
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PM, and the maximum number of visitor-trips during an hour on weekends would be 24 (12
inbound and 12 outbound) and occur between 4:00 and 5:00 PM.
Table 5
Pro'ect Visitor-Tri s b Hour
Time Period �'eekdav Weekend
Inbound Outbound Total Inbound Outbound Total
10:00 to 11:00 AM 6 5 11 7 6 13
11:00 to 12:00 PM 6 7 13 10 10 20
12:00 to 1:00 PM 6 6 12 10 10 20
1:00 to 2:00 PM 6 6 12 11 11 22
�:00 to 3:00 PM 7 6 13 10 9 19
3:00 to 4:00 PM 8 7 15 11 10 21
4:00 to 5:00 PM 8 8 16 12 12 24
5:00 to 6:00 PM 8 9 17 10 9 19
6:00 to 7:00 PM 6 7 13 8 9 17
7:00 to 8:00 PM 4 4 8 5 6 11
8:00 to 9:00 PM 3 3 6 3 4 7
9:00 to 10:00 PM 2 1 3 2 4 6
Total 70 70 140 100 100 200
Source: Wilbur Smith Associates — June 2001
The visitor-trips presented in Table 5 are person-trips — the number of people entering and
exiting the store, regardless of how the traveled to and from the store. To convert the person-
trips to vehicle-trips, it was assumed that all visitors would travel to and from the project site via
private automobile. In addition, it was anticipated that there would be more than one visitor per
vehicle, and some visitors would stop by the Project while already in the Burlingame Avenue
commercial area (in other words, the Project would not be their primary destination). These trips
are known as "pass-by trips," and take into account the interaction between the nearby
retail/business/restaurant land uses. The number of visitors per vehicle was estimated to be 1.75,
based on rates developed by the City of San Francisco for retail visitor trips to the downtown
area.`' The percentage of pass-by trips was estimated to be 25 percent, based on rates developed
in San Diego.'
Table 6 presents the number of visitor vehicle-trips per hour. As the table indicates, the
maximum number of visitor vehicle-trips per hour would 8 on an average weekday (four inbound
and four outbound) and 10 on an average weekend (five inbound and five outbound).
�"Interim Transportation Impact Analysis Guidelines for Environmental Review", City and Counry of San Francisco Planning
Depamnent, January, 2000. For visitor trips to C-3 District — retail. Methodology based on telephone conversation with Syed
Murtuza, City Engineer for the City of Burlingame, June 11, 2001.
5"San Diego Traffic Generators", San Diego Association of Governments, July 1998. Average of pass-by trips for
Neighborhood Shopping Center and Specialty Retail/Strip Commercial. i�Iethodology based on telephone conversation with
Syed Murtuza, City Engineer for the City of Burlingame, June I 1, 2001.
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Table 6
Pro'ect Visitor Vehicle-Tri s b Hour
Time Period �'�'eekda Weekend
Inbound Outbound Total Inbound Outbound Total
10:00 to 11:00 AM 3 2 5 3 3 6
11:00 to 12:00 PM 3 3 6 4 4 8
12:00 to 1:00 PM 3 3 6 4 4 8
1:00 to 2:00 PM 2 3 5 5 5 10
2:00 to 3:00 PM 3 3 6 4 4 8
3:00 to 4:00 PM 3 3 6 5 4 9
4:00 to 5:00 PM 3 4 7 5 5 10
5:00 to 6:00 PM 4 4 8 4 4 8
6:00 to 7:00 PM 3 3 6 3 4 7
7:00 to 8:00 PM 2 2 4 2 3 5
8:00 to 9:00 PM 1 1 2 1 2 3
9:00 to 10:00 PM 1 1 2 1 2 3
Total 30 30 60 43 43 86
Source: Wilbur Smith Associates — June 2001
Employees
It is anticipated that employees at the Project would make several trips per day, including trips to
and from work, plus trips at lunch-time and during breaks. However, with the high concentration
of retail/business/restaurant land uses on Burlingame Avenue, it was assumed that employees
would tend to walk to and from the nearby establishments for the non-work trips, and each
employee would make two work trips per day (one trip from home to work, and one irip from
work to home). It was also assumed that all employees would drive alone to and from work, the
first work shift would be from 9:00 AM to 4:00 PM and the second work shift would be from
4:00 PM to 11:00 PM.. Based on these assumptions, the number of employee vehicle-trips per
hour for weekdays and weekends was determined, and are presented in Table 7.
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Table 7
Pro'ect Em lovee Vehicle-Tri s bv Hour
Time Period �'�'eekda Weekend
Inbound Outbound Total Inbound Outbound Total
9:00 to 10:00 AM 4 0 4 5 0 5
10:00 to 11:00 AM 0 0 0 0 0 0
11:00 to 12:00 PM 0 0 0 0 0 0
12:00 to 1:00 PM 0 0 0 0 0 0
1:00 to 2:00 PM 0 0 0 0 0 0
2:00 to 3:00 PM 0 0 0 0 0 0
3:00 to 4:00 PM 4 0 4 5 0 5
4:00 to 5:00 PM 0 4 4 0 5 5
5:00 to 6:00 PM 0 0 0 0 0 0
6:00 to 7:00 PM 0 0 0 0 0 0
7:00 to 8:00 PM 0 0 0 0 0 0
8:00 to 9:00 PM 0 0 0 0 0 0
9:00 to 10:00 PM 0 0 0 0 0 0
10:00 to 11:00 PM 0 4 4 0 5 5
Total 8 8 16 10 10 20
Source: Wilbur Smith Associates — June 2001
Total
Table 8 presents the total project-generated vehicle-trips by hour for both weekdays and
weekends. As the table indicates, there would be a total of 38 inbound and 38 outbound vehicle-
trips on an average weekday, and 53 inbound and 53 outbound vehicle-trips on an average
weekend.
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Table 8
Total Pro'ect Vehicle-Tri s b Hour
Time Period �'eekdav Weekend
Inbound Outbound Total Inbound Outbound Total
9:00 to 10:00 AM 4 0 4 5 0 5
10:00 to 11:00 AM 3 2 5 3 3 6
11:00 to 12:00 PM 3 3 6 4 4 8
12:00 to 1:00 PM 3 3 6 4 4 8
1:00 to 2:00 PM 2 3 5 5 5 10
2:00 to 3:00 PM 3 3 6 4 4 8
3:00 to 4:00 PM 7 3 10 10 4 14
4:00 to 5:00 PM 3 8 11 5 10 15
5:00 to 6:00 PM 4 4 8 4 4 8
6:00 to 7:00 PM 3 3 6 3 4 7
7:00 to 8:00 PM 2 2 4 2 3 5
8:00 to 9:00 PM 1 1 4 1 2 3
9:00 to 10:00 PM 1 1 4 1 2 3
10:00 to 11:00 PM 0 4 4 0 5 5
Total 38 38 76 53 53 106
Source: Wilbur Siruth Associates — June LUU1
PARKING DEMAND
Visitors
The parking demand associated with visitors to the Project was estimated from the inbound and
outbound visitor vehicle-trips per hour. It was assumed that the average visitor to the Project
would park for about one hour, which would account for visitors to the Project that may also visit
other nearby businesses. In general, visitor parking demand is considered short-term demand,
due to the relatively short parking duration.
Emplovees
The parking demand for employees was based on the number of employees and the two
employee shifts. Since it was assumed that all employees would drive to and from the Project,
each employee would have a demand for one space for their entire shift. However, during the
time when employee shifts change, the parking demand would be somewhat greater. In general,
employee parking demand is considered long-term, as employees are typically at work for a
majority of the day.
Total
Table 9 presents the total parking demand for the project for weekdays and weekends. The
maximum parking demand by visitors would be for three spaces on weekdays and for five spaces
on weekends. On average, there would be a parking demand for four spaces on weekdays and
five spaces on weekends. As the table indicates, there would be a maximum parking demand of 9
spaces on weekdays and 12 spaces on weekends. The peak parking demand would occur during
the weekday and weekend afternoons.
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Table 9
Pro'ect Parkin Demand b Hour
Time Period �'�'eekda Parkin Demand Weekend Parkin Demand
Short-term Lon -term Total Short-term Lon -term Total
9:00 to 10:00 AM 0 4 4 0 5 5
10:00 to 11:00 AM 3 4 7 3 5 8
11:00 to 12:00 PM 3 4 7 4 5 9
12:00 to 1:00 PM 3 4 7 4 5 9
1:00 to 2:00 PM 2 4 6 4 5 9
2:00 to 3:00 PM 3 4 7 4 5 9
3:00 to 4:00 PM 3 6 9 5 7 12
4:00 to 5:00 PM 3 6 9 5 7 12
5:00 to 6:00 PM 3 4 7 5 5 10
6:00 to 7:00 PM 2 4 6 5 5 10
7:00 to 8:00 PM 2 4 6 4 5 9
8:00 to 9:00 PM 2 4 6 3 5 8
9:00 to 10:00 PM 1 4 5 2 5 7
10:00 to 11:00 PM 0 4 4 0 5 5
Source: �Vilbur Smith Associates — June "LOU1
PARKING REQUIREMENTS
According to City of Burlingame Municipal Code (Section 25.36.040), the Project would be
required to provide 6 off-street parking spaces. Although the Project would not be required to
provide parking for the ground floor retail component, it would be required to provide parking
for the office, repair and storage space on the second floor. Since the Project would not provide
any off-street parking facilities, it would not meet the Code requirements. The Project Sponsor
has submitted a application (dated May 5, 2001) to the City of Burlingame Planning Department
to request a variance in the parking requirements.
4. EXISTING PLUS PROJECT CONDITIONS
TRAFFIC
As discussed previously, since the Project would not provide on-site parking, visitors and
employees would need to drive to nearby public parking facilities or find on-street parking.
Since it is not known at which facilities these people would park, it would be difficult to perform
the standard intersection impact analysis to determine the impacts of the Project. Therefore, as a
means to estimate the effect of project-generated traffic on the local roadway operations, the
number of additional vehicles that would be generated by the Project was compared to the hourly
and daily traffic volumes on the nearby streets.
As shown in Table 8(above), the Project would generate approximately 6 vehicle-trips during
the weekday midday peak hour (12:00 to 1:00 PM), 11 vehicle-trips during the weekday PM
peak hour (4:00 to 5:00 PM) and 10 vehicle-trips during the weekend midday peak hour (1:00 to
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2:00 P�i). On a daily basis, the Project would generate a total of 76 vehicle-trips on weekdays
and 106 vehicle-trips on weekends.
Table 10 presents the estimated increase in traffic volumes on the nearby streets if all project-
generated vehicle-trips used each street during the study period. Overall, the Project would
result in an increase of 1 percent to 4 percent in peak hour roadway traffic volumes, and an
increase of 1 percent to 3 percent in daily roadway traffic volumes. However, since it is unlikely
that all project-generated vehicle-trips would use each of the three streets, and some vehicle-trips
may not use any of the three streets, the actual contribution by the Project would be less than
those presented in Table 10. As such, these values represent a conservative estimate of the
effects of the Project on local street traffic.
Table 10
Pro'ect's Contribution to Traffic Volumes on Nearb Streets
Time Period Burlin ame Ave. Park Road Howard Ave.
Peak Hour
Weekday Midday 0.9% 1.9% 0.9%
Weekday PM 1.8% 3.8% 1.4%
Weekend Midday 1.9% 3.1 % 1.4%
Daily
Total Weekday 0.9% 2.0% 0.8%
Total Weekend 1.5% 2.8% 1.3%
Source: Wllbur Smith Associates — June ZUU1
Notes:
Weekday midday peak hour = 12:00 to 1:00 PM
Weekday PM peak hour = 4:00 to 5:00 PM
Weekend midday peak hour = 1:00 to 2:00 PM
As the table indicates, operation of the Project would not result in a substantial increase in hourly
and daily traffic volumes on the nearby streets. Therefore, it is anticipated that the Project would
not substantially affect roadway operations, nor operations of nearby intersections.
PARKI N G
As presented in Table 2, the parking in the Burlingame Avenue commercial core area is currently
about 90 percent occupied during the weekday midday peak hour and 80 percent occupied during
the weekend midday peak hour. Throughout the entire greater downtown area, parking
occupancy is somewhat lower.
To determine the effect of the Project on area-wide parking conditions, the Project's parking
demand during the weekday midday and weekend midday peak hours was added to the existing
number of occupied spaces during the same time periods. As shown in Table 11, the additional
parking demand generated by the Project could be accommodated within the nearby on-street
and off-street parking facilities with only a minor inerease in parking occupancy.
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Table 11
Existing plus Project Parking Conditions
Commercial Core and Greater powntown Areas
Ea�istin Project Existin lus Pro'ect
Time Period Supply Occupied % Occupied Parking o/a Occupied
S aces Demand
Co�ercial Core
Weekday Midday 1,390 1,254 90% 7 91%
Weekend Midday 1,390 1,106 80% 9 80%
Greater powntown
Weekday Midday 3,967 2,862 72% 7 72%
Weekend Midday 4,011 2,407 60% 9 60%
Source: Bz�rlingame Avenue Commercial District Parking Studv, Wilbur Smith Associates — June 2001
Notes:
Weekday midday = 12:00 to 1:00 PM
Weekend midday = 1:00 to 2:00 PM
Parking is prohibited on some streets during weekdays.
5. CONSTRUCTION ACTIVITIES
Construction of the Project is scheduled to begin in September of 2001 and be finished by
February of 2002. Construction-related activities would typically occur Monday through Friday,
from 7:00 AM to 7:00 PM. It is anticipated that some construction may also occur on Saturday,
on an as-needed basis. Construction is anticipated to occur in four phases: Demolition,
Superstructure, Building Exterior and Building Interior.
Construction staging would occur primarily within the project site, plus the sidewalks on
Burlingame Avenue and Park Road, with loading and off-loading of materials on Park Road and
City Hall Lane. Along the Burlingame Avenue and Park Road frontages, the construction
contractor would erect temporary pedestrian wallcways on the sidewalk, which would reduce the
effective sidewalk width from 12 feet to 6 feet.
Throughout the construction period, there would be a flow of construction-related trucks to and
from the site. It is anticipated that there would generally be less than five truck trips per day,
with the potential for somewhat higher number of trips during the demolition phase. The impact
of construction truck traffic would be a temporary lessening of the capacities of local streets due
to the slower movement and larger turning radii of trucks, which may affect traffic and transit
operation.
According to the construction contractor, construction trucks would be directed to use U.S. 101,
Broadway, El Camino Real and Howard Avenue to travel to and from the project site. This
construction truck routing would reduce the effect on local streets and the adjacent residential
and commercial neighborhoods. Since construction trucks would not travel on Burlingame
Avenue, vehicular, pedestrian and bicycle circulation would not be affected. In addition, since
there would be relatively few construction-related vehicles per day, it is not anticipated that
ingress and egress for the adjacent parking Lot J would be affected. However, construction
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trucks may have some difficulty entering and exiting City Hall Lane, due to its narrow width. As
such, the construction contractor would station workers on the streets to direct traffic and reduce
the impact of truck maneuvering.
It is anticipated that there would �enerally be less than 40 construction workers at the site per
day. The construction contractor would direct these workers to park in the outlying parking lots
that �enerally have lower parking occupancy, such as the parking lots located west of El Camino
Real.
No transit lines currently operate on Burlingame Avenue, Primrose Road or Park Road.
Therefore, construction traffic would not affect local transit operations.
6. FUTURE CHANGES TO PARKING CONDITIONS
On June 18, 2001, the Burlingame City Council accepted and directed the implementation of the
Burlinganze �lvenue Commercial District Parking Implementation Plan & Financing Strategy6
report. The report detailed several parking management improvements for the greater downtown
Burlingame area, including the increase in parking rates within the commercial core area and the
outlying area, the elimination of parking fees at some outlying parking lots, and the construction
of a new 335-space parking structure on parking Lot J. The implementation is to be performed
in phases, with the increase in parking rates immediately and the construction of the new garage
in the near-term.
The main goal of increasing parking rates in the commercial core area is to encourage employees
and other long-term parkers to park in the more outlying areas that currently have lower
utilization. It is estimated that this change would free-up about 100 spaces in the commercial
core area for short-term parking. These spaces would not be empty, since they would be utilized
by other short-term parkers. With this change, the parking supply and demand in the commercial
core area would not increase; however, the parking demand would become more-evenly spread
out.
The main goal of the proposed new parking garage would be to accommodate the anticipated
increase in parking demand within the Burlingame Avenue Commercial Core area. As estimated
in the Burlingame A'venue Commercial District Parking Study, this area is anticipated to have a
future parking shortfall of about 400 spaces in the next five years. As such, new parking
facilities would be needed to help accommodate the shortfall. However, additional parking
management improvements and/or new facilities would be need to meet the entire shortfall.
6 Burlirtgan7e ,�venue Commercial District Parking Implementation Plan & Financing Strategy — Final Report, prepared by
Wilbur Smith Associates; June 8, 2001.
3656d0
1301 BURLINGAME AVENUE
TRAFFIC AND PARKING ASSESSMENT
WILBUR SMITH ASSOCIATES
JUNE 29, 2001
Page 12