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HomeMy WebLinkAbout620 Airport Boulevard - Staff Report (2)City of Burlingame Mitigated Negative Declaration and Conditional Use Permit for a Long-term Airport Parking Interim Use Address: 620 Airport Boulevard Vacant Land Long-term Airport Parking Request: Mitigated negative declaration and conditional use permit for a long-term airport parking interim use at 620 Airport Boulevard, zoned C-4. Property Owner : Boca Lake Office, Inc. Applicant and Architect: Paul Salisbury, Blunk Demattei Associates General Plan: Waterfront Commercial, Bayfront Specific Plan, Anza Subarea, long-term airport parking as an interim use. CEQA Status: Refer to attached Mitigated Negative Declaration No. ND-533-P. Adjacent Development: Hotels, Offices and Long-term Airport Parking Current Use: Proposed Use: Allowable Use: Item # 2 Study Item Meeting Date: 6/14/04 APN: 026-342-330 Zoning: C-4 Lot Area: 3.70 acres Long-term Airport Parking as an interim use requires a conditional use permit in the C-4 zoning district. History: The original application for this site included a proposal to construction a new 600-room hotel. While the environmental impact report was being prepared for the hotel, the applicants decided to place the hotel project on hold, and instead apply for a long term airport parking interim use at this site. Summary: The applicant is proposing to build and operate a 350-space parking lot for long-term airport parking at 620 Airport Boulevard, zoned C-4. The project would include surface-level parking for 350 parking spaces, as well as landscaping along the perimeter of the site, entry gate, lighting, and drainage improvements. A security fence is proposed along the perimeter of the site and will be constructed to be visually open (i.e., not opaque) so that views through the site would not be obstructed. Exiting and pay booths would take place through the parking and site of the adjacent hotel site to the south. The C-4 zoning code states that a conditional use permit is required for airport long-term parking lots in the Anza Planning Area, subj ect to compliance with the following performance standards: 1. the sole purpose of the use is the parking for one day or longer of vehicles of persons using the San Francisco International Airport; 2. a minimum site size of three acres; 3. the permit term is limited to five years; 4. no more peak hour vehicle trips are generated than allowed by the traffic analyzer for the use designated for the site in the general plan; 5. the Design Guidelines for Bayfront Development and Bay Conservation and Development Commission public access requirements are met; and 6. no parking is within a structure above or below grade. The project as proposed complies with Items 1 through 6 above. The environmental analysis determined that the peak hour trips generated by this interim use will not exceed that allowed by the traffic analyzer for the permitted use which is hotel and restaurant (Item #4) (refer to traffic and parking discussion on page 5 of the staff report). Mitigated Negative Declaration and Conditional Use Permit 620 Airport Boulevard Since portions of the west and north sides of the project site are located within the jurisdiction of the Bay Conservation and Development Commission (BCDC), the project will require a BCDC permit. The project complies with the landscaping requirements of the Bayfront Design Guidelines in effect when the project was submitted (July, 2003). Since there are no structures proposed, the remainder of the Design Guidelines do not apply to this project. The rectangular-shaped project site is located on the shoreline of San Francisco Bay, adjacent to Anza Lagoon. The site is currently vacant, consisting of a depressed, graded and predominantly bare central area surrounded by shallow slopes on three sides covered with non-native vegetation. The graded central area of the site is approximately at mean sea level. The slopes on the north and west sides of the properiy are part of an approximate eight-foot high levee which create the manmade Anza Lagoon (Anza Lagoon has a narrow, but direct connection to the San Francisco Bay and is subject to tidal influence). An abandoned storm drainage system (consisting of number of raised inlets partially connected to storm drain pipes) is located in the central area of the site; this system was originally installed to serve a previously anticipated development on the site. Other existing features on the site include a test well and water meter box in the southwest area of the site, and a catch basin and wood retaining wall which encroach on the east property line. Vehicular access to the proposed parking facility would be from Airport Boulevard and egress would be from the adjacent Sheraton Hotel. Long-term parking patrons would access the parking lot in their vehicles at Airport Boulevard and pass through an entry gate, consisting of an automated ticket dispenser (issuing a paper parking ticket to the patron) with coordinated lift arm. Patrons would then proceed north along the west boundary of the site down a 20-foot wide ramp and then east into the parking area to park their vehicle. The parking lot would provide four east-west aisles and two north-south aisles for internal circulation. Parking aisles would range between approximately 20 and 33 feet in width. All parking spaces would be 9-feet by 20-feet in dimension. Mile High Service, which currently operates the hotel parking services at the adjacent Sheraton Hotel, would operate parking services for proposed long-term airport parking facility. Hotel Airport Shuttle would operate the shuttle service for the long-term airport parking facility to and from SFO. Hotel Airport Shuttle currently provides shuttle services for a number of hotels in the area. There would be designated shuttle pick-up and drop-off areas within the proposed long-term parking lot to serve the long-term parking lot patrons. The shuttles would access the long-term parking facility at the entrance on Airport Boulevard and exit at the driveway connecting to the Sheraton Hotel parking lot. Hotel Airport Shuttle's vehicles consist of 30-seat capacity buses. No additional shuttle buses are anticipated to be required by Hotel Airport Shuttle to serve the proposed project. Hotel Airport Shuttle buses currently operate 5:00 a.m. to midnight daily, at 20-minute frequencies. Between midnight and 5:00 a.m., the shuttles operate on an on-call basis. As with existing conditions, when not in use, these shuttles would be stored at the shuttle company's yard on Bayshore Boulevard. No on-site shuttle storage, maintenance, or fueling facilities would be provided at the proposed long- term parking facility. Departing patron vehicles would exit the long-term parking facility at a driveway connecting to the Sheraton Hotel parking lot, and proceed to the attendant booth for payment prior to exiting the hotel parking lot at Airport Boulevard. No increase in Mile High Service parking attendant employment is anticipated to serve the proposed long-term parking lot. Other than the use of Mile High Service (which provides parking services for the adj acent Sheraton Hotel) and Hotel Airport Shuttle (which provides shuttle services for other hotels in the area), the long-term parking lot is proposed to operate independently of the Sheraton Hotel and other hotels and businesses in the area. The 2 Mitigated Negative Declaration and Conditional Use Permit 620 Airport Boulevarcl proposed long-term paxking lot would not be available for use by Sheraton Hotel guests or employees, or other hotels in the area, for either typical or special event use. A tire mechanism (e.g. tiger-teeth strip) would be installed at the exit of the long-term parking lot to prevent potential vehicular access into the long-term parking lot from the Sheraton Hotel parking lot. The project would include nightlighting within the parking facility. Pole-mounted nightlighting would be installed within the parking lot and access road to for visibility and security purposes. The proposed project would also include a minimum six-foot high chain-link fencing encircling the project site for security. Landscaping is proposed throughout the perimeter of the site and includes groundcover and trees. The project complies with on-site landscaping as required in the C-4 zoning district and Bayfront Design Guidelines. Refer to Table 1 below for required on-site landscaping and how the project meets the requirements. Proposed landscaping setbacks include an approximate 50-foot landscaped setback along the southern boundary (adjacent to Airport Boulevard), a 3- to 25-foot landscaped setback along the west boundary, and landscaping setback along the north boundary ranging between 0- to 35 feet. Planning staff would note that the proposed project was reviewed by the City Arborist. After reviewing the plans, the City Arborist noted that he would require landscaping in front of the security fence along Airport Boulevard, similax to the landscaping required for the long-term airport paxking facility across the street at 615 Airport Boulevard. This includes planting 5-gallon Frazer's Photinia along the front of the site, between the security fence and front property line, spaced four feet apart with proper irrigation. With regard to the tree species, the City Arborist noted that he would work with the applicant to choose an appropriate tree species prior to issuance of a building permit for the project. Table 1 620 Air ort Boulevard PROPOSED ALLOWED/REQUIRED Site Landscaping: 23.1% 15% of site 37,283 SF 24,168 SF Front Setback Landscaping: 95.8% of 30' front setback 80% of 30' front setback 14,370 SF 12,000 SF Parking Area Landscaping: 10% 10% of parking area 14,412 SF (on perimeter of 14,372 SF parking area) Shoreline Band 54% 40% of area w/in BCDC jurisdiction Landscaping: 14,415 SF 10,675 SF Landscaping Outside 17% 15% Shoreline Band: 22,g68 SF 20,165 SF 3 Mitigated Negative Declaration and Conditional Use Permit 620 Airport Boulevard Environmental Scoping: On September 8, 2003, an environmental scoping session was held to give the Planning Commission an opportunity to comment on any potential environmental effects which should be included in the initial study (September 8, 2003, P.C. Minutes). Potential environmental impacts of the project identified by Planning staff, ESA (environmental consultant) and the Planning Commission included: • potential impact on traffic on the roadway network; site access, circulation and parking; • air quality, particularly as related to cumulative increases in traffic; • potential impact of noise during construction and after construction on the adjacent hotel and office buildings; • biological resources, because of the potential for nesting on the site by sensitive species that are known to use open, disturbed sites as well as possible loss of habitat values at Anza Lagoon that could be indirectly affected by the proposed project; • drainage and water quality, including possible effects of runoff into Anza Lagoon and San Francisco Bay; • soil type and constraints found at the project site, potential erosion and seepage issues, and potential seismic-associated hazards; • hazards related to soil and groundwater contamination which could possibly be encountered on the site; and • visual, light and glare effects. The issues identified were incorporated into the initial study for the proj ect (see attached initial study prepared by Environmental Science Associates). A summary of these issues is discussed below. Traffc and Parkin� As described in the "Summary" section, vehicular access only to the proposed parking facility would be directly from Airport Boulevard with the egress only through the adjacent Sheraton Hotel. The proposed project would alter existing traffic volumes and patterns in the site vicinity, particularly at the proposed site entrance, and along Airport Boulevard and Anza Boulevard. Trip generation rates for the proposed project were derived from vehicle counts conducted at the Anza Park and Sky, located across Airport Boulevard from the project site. The Anza Park and Sky is a long-term airport parking facility; the proposed project is anticipating to operate a similar operation. A.m. and p.m. weekday peak-period counts were conducted in October 2003. The highest peak-hour volume was used to derive a.m. and p.m. peak-hour trip generation rates for the proposed project. The resulting projected peak-hour vehicle trip generation rate is estimated to be 0.2 trips per parking space. Applying this rate to the proposed project results in approximately seven new peak-hour trips generated during the either the a.m. and p.m. peak hours. This projected increase in vehicle trips would not result in an adverse effect on peak-hour level of service on any local roadways and at intersections serving the project site. Moreover, this increase in trips would not adversely affect operations on any regional-serving roadways and are within the p.m. trips allocated to this site in hotel use by the traffic analyzer. The project would not create a demand for parking beyond the long-term parking generated at the project site. There would be no increase in employees to serve the proposed project, and therefore, no increase in demand for parking service employees. When not in use, shuttles would be stored at the shuttle company's existing yard along Bayshore Boulevard. Consequently, the project would not result in inadequate parking capacity. The initial study notes that there are no apparent significant access and or safety design deficiencies. However, the initial study identifies several recommendations to improve vehicular access to/from the site, and vehicular � Mitigated Negative Declaration and Conditional Use Permit 620 Airport Boulevard and pedestrian circulation within the site (see pages 47-48 of the initial study). These recommendations have not been incorporated into the project at this time, but will be included in the conditions of approval: • Provide a larger curb radius on the curve between the access road and the parking lot. This larger curb radius would better accommodate vehicles turning into the parking lot from the access road. This identified improvement would eliminate a small amount of landscaping and one parking space. • Shift the east-west circulation aisles south so that the northernmost aisle would be 33 feet wide, and the southernmost aisle is 24 feet wide. As currently proposed, the three northernmost east-west circulation aisles are 24 feet wide, and the southernmost east-west aisle (closest to Airport Boulevard) is 33 feet wide. It is recommended that the east-west circulation aisles be shifted to the south so that the southernmost aisle is 24 feet wide and the northernmost aisle would be 33 feet wide. This modification would provide a wider circulation aisle for vehicles and shuttles entering from the access road. • Add pedestrian shelter and striped pedestrian walkway. Although the drop-off and pick-up circulation areas are not marked on the site plan, it is recommended that a pedestrian shelter be placed in the middle of the southern row of parking on the northernmost aisle. A striped pedestrian walkway should extend from this shelter southwards through the lot. These improvements would allow shuttle buses proceed straight from the Airport Boulevard driveway to the Sheraton Hotel exit driveway without circulating through the parking lot. This improvement would eliminate eight parking spaces. An alternative could be to provide a turnout for the shuttle bus on the north side of Airport Boulevard. This alternative would eliminate the need for the shuttle bus to travel through the parking lot. However, this would require the proposed project to provide a dedicated pedestrian walkway/stairs between Airport Boulevard and the parking area. • Widen north-south circulation aisle adjacent to the exit driveway to 28 feet in width. As currently proposed, the north-south circulation aisle adj acent to the exit driveway is approximately 20 feet wide. It is recommended that this aisle be widened to 28 feet to accommodate emergency vehicles. Six parking spaces would be eliminated. • Remove the short median island on Airport Boulevard. It is recommended that the short median island on Airport Boulevard, located immediately west of the project driveway, be removed to provide additional storage in the two-way left-turn lane for eastbound vehicles to turn left into the site. Air Qualitv During operation of the parking facility, the project would generate emissions from patron vehicles and operation of shuttle vehicles. Since there would be no increase in employees, there would be no associated increase in employee vehicle trips, compared to existing conditions. No increase in the existing Hotel Airport Shuttle vehicle fleet (the proposed shuttle service provider for the long-term parking facility) is anticipated to serve the proj ect, although it is reasonable to assume that existing shuttles would make either link or new trips to serve the project site. It should be noted that the Hotel Airport Shuttle fleet that would serve the project would consist of 30-seat capacity buses with, compressed natural gas (CNG) engines. CNG buses have cleaner-burning engines compared to conventional diesel buses, and correspondingly, generate considerably lower air emissions. The total daily vehicle trip generation for the project is conservatively estimated at approximately 250 daily one- way trips. This addition of daily vehicle trips would result in emissions that would be well below the applicable E Mitigated Negative Declaration and Conditional Use Permit 620 Airport Boulevard significant thresholds levels for any criteria air pollutants. Furthermore, the proj ect's contribution to cumulative increases in emissions would not be cumulatively considerable. Construction of the proj ect is anticipated to occur over a three-month period. Project construction could generate substantial amounts of fugitive dust. Dust emissions would vary from day to day, depending on the level and type of activity, silt content of the soil, and the prevailing weather. A large portion of the total construction dust emissions would result from equipment and motor vehicle traffic over the proj ect site. Other sources of fugitive dust during construction would include earth movement, grading, and wind erosion from exposed surfaces. Proj ect construction activities may result in significant quantities of dust in the absence of mitigation measures and would be a significant effect of the proj ect if not mitigated. Mitigation measures include watering all active construction areas at least twice daily, covering trucks hauling soil or other materials, and dialing sweeping of paved access roads. Noise The noise environment surrounding the project site is dominated by noise from U.S. 101 and Airport Boulevard. Aircraft noise associated with the San Francisco International Airport is also a contributing factor to the local noise environment. The project site is located in an area generally consisting of office, hotel and other commercial land uses, which are not normally considered noise-sensitive; and recreational uses (including Bay Trail and Anza Lagoon). The nearest sensitive residential uses land uses are multi-family residences on Rollins Road on the south side of U.S. 101 (approximately 1,000 feet south of the project site). Local noise levels are regulated by general plan policies and by enforcement of Noise Ordinance standards. The Burlingame General Plan contains a Noise Element that establishes noise exposure standards for land use compatibility. For commercial land uses, the maximum acceptable outdoor noise level is 65 dBA, CNEL, and for passively used open space is 45 dBA, CNEL. 24-hour measurements taken on the project site indicate an existing noise level of 70 dBA, CNEL, in the southwest corner of the project site, and a noise level of 64 dBA, CNEL along the north border ofthe project site. Based on these measurements, it is estimated the majority of the project site currently exceeds the maximum acceptable outdoor noise level for commercial uses. It can also be inferred from these measurements that the recreational uses in the immediate vicinity of the project site (e.g., along Bay Trail) also currently exceed the maximum acceptable outdoor noise level for open space. Construction of the project would include clearing and grading of the site, utility installation, paving and site landscaping. These construction activities would result in temporary and intermittent increases in noise levels. Construction noise levels at or near locations on the proj ect site would fluctuate depending on the particular type, number and duration of use of various pieces of equipment on the site. The effect of construction noise would depend on how much noise would be generated by construction, the distance between construction activities and the nearest noise-sensitive uses, and the existing noise levels at those uses. Project construction noise would be noticeable to users of the nearby recreational areas. The predominant recreational use in the immediate vicinity of the proj ect site is the Bay Trail, which is set back approximately five and 80 feet from the project site. As discussed above, existing ambient noise levels at this location already exceed City noise standards for passively used open space. Construction-generated noise would be perceived as an annoyance by trail users in the project vicinity. However, since the use of this trail is predominantly transient in nature (walkers/joggers), resultant noise effects to users would be brief in duration. 0 Mitigaterl Negative Declaration and Conditional Use Permit 620 Airport Boulevard While commercial uses are considered less sensitive than residential and recreational uses for noise, they would also be potentially affected by noise during the project construction. The most noise sensitive period for offices and hotel conference room space is typically daytime business hours, when those uses are most likely to be utilized. Hotel guest rooms would be considered most sensitive during evening and nighttime hours, when guests are more likely to occupy and use the rooms for sleeping. Since construction is only proposed during daytime hours, and the predominant use of the adj acent commercial uses is indoors, the potential effect of construction on indoor day noise levels at these commercial uses would be considered the critical factor. The nearest commercial uses to the project site are the DHL office building (nearest point of building is approximately 250 feet west of the proj ect site), and the Sheraton Hotel building (located approximately 200 feet east of the proj ect site). When considering the distance between the site and these uses, and the noise attenuation features incorporated into the designs of these building (e.g. double-paned, non-opening windows), although the temporary construction- generated noise may be audible within these commercial uses, it would not be of a level that would interfere with normal speech and business operations. Given the relatively small total amount of earthwork and construction required for the proposed project, these temporary noise effects would be considered less than significant. Biological Resources The site consists primarily of large, barren topographic depression composed of imported fill material. This basin bottom is graded and is surrounded on three sides by moderately vegetated slopes. Vegetation within the basin consists of low grasses such as soft chess (Bromus hordeaceous) and ripgut grass (Bromus diandrecs), with black mustard (Brassica nigra) and coyote bush (Baccharis pilularis) growing on the surrounding upland areas. The native pacific gum plant (Grindelia stricta) occurs as a planted ornamental species in the upper portions of the basin alongside the native shrub coyote bush. Few wildlife species were observed on the site, and based on the overall lack of habitat, those expected to occur on the site would only consist of common, disturbance-adapted species. Such bird species include house finch (Carpodacus mexicanus), English sparrow (PasseY domesticus), and rock dove (Columba livia), and perhaps house mouse (Mus musculus) and California vole (Microtus californicus). Due to its constructed origin and history of disturbance, the project site itself has no potential to support special status plant or wildlife species. Anza Lagoon, a manmade lagoon, lies to the north and west of the project site. The San Francisco Bay shoreline adj acent to the proj ect area and at Anza Lagoon is fortified with large boulder riprap, and is largely unvegetated. Plants that interspersed with the riprap along the shoreline include saltgrass (Distichlis spicata) and non-native ice plant (Carpobrotus chilensis). Aquatic birds such as mallard duck (Anas platyrhynchos) and snowy egret (Egretta thula) commonly forage in shallow shoreline habitats in Anza Lagoon, while species such as double- crested cormorant (Phalacrocorax auritus), common loon (Gavia immer), and California gull (Larus californicus) forage in deeper Bay waters. Of these aquatic birds, mallard ducks may nest in upland habitats immediately adj acent the bay shoreline. Like most native birds, active nests for these species are protected by the Migratory Bird Treaty Act. The project would not have an effect on foraging or nesting of any of these species. Additionally, the project would not have any impacts on common or special status wildlife species in Anza Lagoon. The project site does not support any native resident or migratory fish or wildlife species, and does not provide a migratory corridor or nursery sites for any species. Due to its disturbed condition, few native or introduced wildlife species occur on the site. As a result, project activities will not inhibit the local or regional movement of wildlife. Because impacts are localized to the immediate project site, the project would not affect habitat for fish or wildlife species in San Francisco Bay or Anza Lagoon. 7 Mitigated Negative Declaration ancl Conditional Use Permit 620 Airport Boulevard Draina,�e and Water Qualitv The site consists of a depressed, graded and predominantly bare central area (approximately at mean sea level) and protected by a levee approximately eight to nine feet in height along the Anza Lagoon frontage portion of the property. Ground water occurs approximately two to four feet below ground surface, although ground water elevations are tidally influenced. An existing test well located on-site would be retained for potential use for any future long-development of the project, but the well would be capped for the proposed interim use. The proposed project would increase storm water runoff from the project site through the installation of impervious surfaces. Storm water runoff occurring on the proj ect site is proposed to collected through a new on- site storm drain system. The applicant's project engineer completed a hydrologic and hydraulic analysis to determine the peak demand of the system based on a 30-year flood event, using San Mateo County Intensity- Duration-Frequency (IDF) curves, precipitation records for the City of Burlingame, and a review of the City storm drainage master plan; and to determine the resulting capacity required for the proposed on-site storm drainage system. A new on-site storm drainage system would be installed to serve the project site. The storm water would be collected in eight inlets on the project site. Storm drain pipes ranging between eight and 15 inches in diameter would direct these storm flows to a 15-inch diameter storm drain along the west property boundary, which would then carry the storm flows off-site to an existing 21-inch City reinforced concrete storm drainage pipe in Airport Boulevard (these flows would be ultimately discharged to the San Francisco Bay). Two pumps would be installed in a parallel connection on-site [each providing 1,650 gallons per minute (gpm) pumping capacity, for a total pumping capacity of 3,300 gpm], to pump on-site storm flows off-site. The proposed storm drain system, as designed and sized, would have sufficient capacity to adequately accommodate 30-year peak event flows on the project site (Perez 2004; Luzuriaga Taylor, Inc., 2004). The City's storm drain in the vicinity was designed to accommodate the proposed project loads and other anticipated future development along Airport Boulevard. Consequently, the proj ected increased volume and rate of stormwater discharged from the project site would not exceed the capacity of the City's storm drain system (Luzuriaga Taylor, Inc., 2004). The proposed proj ect could result in an increase of non-point source pollutants being directly discharged to San Francisco Bay. Pollutants of concern typically found in urban runoff include sediments, nutrients, pathogens, oxygen demanding substances, petroleum hydrocarbons, heavy metals, toxic pollutants, floatables, and synthetic organics (pesticides, herbicides, PCBs, etc.). Pesticide and herbicide application to grass and agriculture also contributes significantly to nutrient loading in surface waters. Due to the type of vegetation proposed for landscaping (ice plant), the expected use of pesticides or herbicides for landscape maintenance is negligible. However, automobile use associated with the proposed project could result in the discharge of contaminated stormwater runoff to the City's storm drain system, and eventually discharged to San Francisco Bay. In order to reduce potential increases in petroleum hydrocarbons and other pollutants in storm water runoff, the project storm drainage system shall be designed and constructed in accordance with the STOPPP NPDES permit, including all provisions to the C.3 requirements, to reduce long-term water quality impacts from potentially contaminated runoff. The project sponsor shall provide a plan for long-term operations and maintenance of the oil and sediment separator or absorbent filter systems including but not limited to the operating schedule, maintenance frequency, routine service schedule, specific maintenance activities, and the effectiveness of the water treatment systems. The performance of the filters shall be monitored regularly by the project applicant or a third party to determine the effectiveness of the water treatment and conclusions reported to the City. To further help minimize and prevent the amount of pollutants entering the storm drain system, the project sponsor shall implement Best : Mitigated Negative Declaration and Conditional Use Permit 620 Airport Boulevard Management Practices and source control measures that shall include, but are not necessarily limited to, regular street sweeping by mechanized equipment, proper clean-up of soil debris following landscape work or small scale construction, available trash receptacles, regular trash collection and the application of absorbent material on oil and fuel leaks from automobiles. Soil The basin-shaped project site is located along the shoreline of San Francisco Bay on artificial fill. Ground surface topography at the bottom of the basin on the project site is relatively level, with a raised levee along the perimeter of Anza Lagoon near the north and west property boundary. Site elevations range from mean sea level on the basin floor to approximately nine feet above mean sea level (amsl) along the levee crest in the northwest corner of the site. Burlingame and the larger San Francisco Bay Area are located in a seismically active region. Recent studies by the United States Geological Survey (USGS) indicate there is a 63 percent likelihood of a Richter magnitude 6.7 or higher earthquake occurring in the Bay Area in the next 30 years (USGS, 2003). The project site could experience a range of ground shaking effects during an earthquake on one ofthe Bay Area faults. Ground shaking levels could be intensified by the nonengineered artificial fill that currently overlies the project site. Ground shaking of this intensity could result in breakage of underground pipes and conspicuous ground cracking. Potential ground shaking hazards on the project site are limited by the nature of the project, as no structures would be built. The proposed project is separated from San Francisco Bay and Anza Lagoon along the northern and western site boundary by a levee constructed in the 1970's by Harding Lawson Associates (HLA). The levee has a crest height of approximately nine feet amsl, is approximately 40 to 60 feet wide at its base and narrows at the crest to a width of approximately 10 feet (Treadwell and Rollo, 2003). The proposed project would recontour the existing levee slopes along the western portion of the proj ect site through grading activities in order to construct the proposed parking lot access ramp and the southwest corner of the parking lot. Based upon upwardly revised peak ground shaking estimates due to improved knowledge of earthquakes and seismic effects since the original levee slope stability analysis was performed in the 1970's, the existing levee slopes could fail in the event of a characteristic earthquake (i.e., maximum moment magnititude) on the San Andreas Fault. This failure would not necessarily result in complete levee collapse, but may result in slumping of slope materials or even localized levee failure. The proposed recontouring of the existing levee slope within the project site that would occur with the project would have the potential to affect levee slope stability, if not properly designed. Therefore the following mitigation measure shall be required: • A site-specific, design-level geotechnical investigation shall be prepared that assesses the impacts of proposed project modifications to the levee on levee stability and any fill on site. The geotechnical investigation shall be conducted by a California Certified Geotechnical Engineer or Civil Engineer, and shall include an analysis of expected ground motions along the San Andreas fault in accordance the 1997 Uniform Building Code (UBC) and the California Building Code (Title 24) additions. Expected ground motions determined by a registered geotechnical engineer shall be incorporated into the final design as part of the proj ect. The final seismic considerations for the site shall be submitted to and approved by the City of Burlingame Structural and City Engineers before grading permits are issued. The proper design of proposed levee modifications associated with the proposed project as required by the mitigation would insure that the proposed proj ect would not adversely impact slope stability of the existing levee. � Mitigated Negative Declaration and Conditional Use Permit 620 Airport Boulevard However, this mitigation measure would not correct slope instability in the event of a characteristic earthquake along any portion of the levee. Therefore, the pre-existing potential for levee failure would remain. Localized levee failure could result in temporary flooding of the parking lot and overwhelm the proposed drainage system, particularly if the earthquake coincided with high tide. As the proposed use of the proj ect site is only proposed for long-term parking, and would not contain any buildings, the presence of individuals on-site would be limited. Any potential flooding on site would also have the potential to result in incidental flooding to the Sheraton Hotel property to the east, including its subsurface parking garage. Although flooding could occur in such an event, the potential for severe injury or death is unlikely. Therefore, with mitigation identified above, potential ground shaking impacts would be less than significant. Hazards Related to Soil and Groundwater Contamination A Phase 1 Environmental Site Assessment prepared for the project site indicates that, based on a historical review and site reconnaissance, the proj ect site does not pose an apparent environmental concern associated with past or current use. Moreover, the Phase 1 indicates the project site is not located on selected Federal and State regulatory hazardous materials lists, and that off-site properties in the project vicinity that are on regulatory agency lists do not pose an environmental concern to conditions at the project site (Law Engineering and Environmental Services, 1998). Other investigations conducted at surrounding properties have indicated that there is the potential for subsurface artificial fill in the project vicinity to contain debris. This debris could include hazardous materials that have adversely impacted soil or groundwater conditions, potentially posing health risks to construction workers or future users of the site. However, past geotechnical borings at the site have not encountered debris, and the proposed project would only include limited grading and utility improvements. Potential health hazards are therefore minimized by the limited depth and extent of grading, the absence of debris encountered during past on- site geotechnical investigations, and the overall confined nature of the proposed project. Potential hazardous materials issues are considered less than significant. Visual. Li�ht and Glare Effect The site is currently vacant, consisting of a depressed, graded and predominantly bare central area surrounded by shallow slopes on three sides covered with non-native vegetation. The project site is located adjacent to Anza Lagoon, the Bay Trail and Airport Boulevard. Airport Boulevard is designated as a Local Scenic Connector in the City of Burlingame General Plan. Some close-range views of the site (particularly the lower-lying central area) and some views through the site, are currently obstructed from some vantage points by the existing fence encircling the site (which contains wood sheeting along the south border, Airport Boulevard), the levee and/or existing vegetation. While the project site is not currently visible from U.S. 101 due to interceding vegetation, proposed on-site structures, such as light poles, may be visible with the project. The project site is also visible from the hills to the west. Given that relatively minimal alteration of the existing topography on the site would occur, and because the proposed project would not contain any large or obtrusive structures, the project would not increase potential blockage of views from portions of the Bay Trail to the coastal ridge, nor would it increase potential blockage of views of Anza Lagoon and the Bay from Airport Boulevard compared to existing conditions. Proposed security fencing will be constructed to be visually open (i.e., not opaque) such that views through the site would not be obstructed. Development of the proposed project would introduce new sources of light and glare onto the project site and increase ambient light at night in the site vicinity, including at the hotel property immediately adjacent. The 10 r Mitigated Negative Declaration and Conditional Use Permit 620 Airport Boulevard project would include nightlighting within the parking facility. The specific layout of the proposed exterior lighting design for the development including fixture types would be subject to the City review and approval. Proposed nightlighting would be pole-mounted and similar in type and intensity to that used in nearby parking lots. The preliminary estimated average illuminance values on the project site provided by the proposed nightlighting is 3.66 foot-candles; this value would not be expected to cause excessive spill light off-site. The Burlingame Municipal Code requires that exterior lighting on all commercial properties shall be designed and located so that the cone of light and/or glare from the lighting element is kept entirely on the property or below the top of any fence, hedge or wall. Potential glare from vehicular headlights from project traffic entering the site from Airport Boulevard and from traffic circulating within the proj ect site, would not cause significant glare at off-site locations, because the traffic would be greatly shielded by the slopes, vegetation and security fencing surrounding the project site. Conditions of approval will be added requiring non-glare fixtures which focus the cone of light on site and that the proposed project lighting shall be designed to avoid casting glare on off-site receptors including adjacent hotel, office buildings, public streets and sidewalks, in accordance with the exterior illumination ordinance. Staff Comments: See attached. Planning staff would note that that this conditional use permit for long-term airport parking is a temporary use which would expire in five years (June, 2009). The applicant may apply to extend the conditional use permit for an additional five years prior to the expiration date. Staff would also note that the mitigation measures listed in the initial study will be incorporated as conditions of approval and would become part of the mitigation monitoring plan. Negative Declaration: The initial study prepared for this project identified potential impacts in the areas of hydrology and water quality, noise, air quality and geology/soils. However, based upon the mitigation measures identified in the initial study, it has been determined that the proposed project can be addressed by a mitigated negative declaration since the initial study did not identify any adverse impacts which could not be reduced to acceptable levels by mitigation (see attached mitigated negative declaration No. ND-533-P). A list of mitigation measures in the initial study are included at the end of the initial study and would be incorporated as conditions of approval and would constitute the mitigation monitoring plan. Ruben Hurin Planner c. Paul Salisbury, applicant 11