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HomeMy WebLinkAbout300 Airport Boulevard - Technical StudyUM I I 1 I . 11 " i 1 1':J 11 1 Ti III Table of Contents 1 Introduction 2 1.1 Project Description 3 2 Transportation Context 5 2.1 Transit Service 5 2.2 Bicycle Facilities 8 2.3 Pedestrian Facilities 11 3 Transportation Demand Management 12 4 Compliance with Guidelines and Trip Reduction Estimates 15 4.1 C/CAG Requirements 15 4.2 Trip Reduction Evaluation 17 4.3 Conclusion 19 Appendix A. TDM Diagrams Provided by DES Architects + Engineers 20 Appendix B. Project Trip Generation Estimates 23 Appendix C. Project Shuttle Routing 24 FEHR-j PEERS 1 Introduction This report presents the Transportation Demand Management (TDM) program for the proposed Burlingame Point Office campus development located at 300-333 Airport Boulevard in Burlingame, California. The office will be occupied by single tenant, Facebook. This report identifies TDM measures designed to provide a reduction in peak hour trips of at least 10 percent over comparable office campuses in San Mateo County. This trip reduction is consistent with the site's reduced parking supply that is 10 percent below city code requirements, from 2,547 required stalls to 2,292 stalls. The TDM Program satisfies the City/County Association of Governments of San Mateo County (C/CAG) requirement to mitigate all new peak -hour trips based on the C/CAG trip credit guidelines.' Peak period includes 6:00 AM to 10:00 AM and 3:00 PM to 7:00 PM, and peak hour is defined as the hour in which the heaviest daily traffic volume occurs, generally during morning and afternoon commute times. C/CAG guidelines require developments projected to generate 100 or more net new peak hour trips to implement TDM measures that have the capacity to mitigate all new peak hour trips based on C/CAG programmatic trip credits. The project would generate an estimated 965 AM peak hour trips and 945 PM peak hour trips.' The C/CAG guidelines provide a list of acceptable TDM measures and the equivalent number of trips that will be credited for each measure. The TDM program, described in this report, follows and expands upon the framework of these guidelines. This TDM Program provides a set of strategies, measures, and incentives to encourage future employees of Burlingame Point to walk, bicycle, ride public transportation, carpool, or use any other alternatives instead of driving alone when traveling to and from work. In order to support that goal, this plan presents a range of proven strategies and measures used across the Bay Area under a flexible implementation plan that can meet the needs of the future tenants of Burlingame Point. This report represents an update of the TDM plan created in 2011 for the project site and builds upon the conditions of approva► from August 28, 2018. ' City/County Association of Governments of San Mateo County, Guidelines for Implementing the Land Use Component of the Congestion Management Program, 2004. z See Appendix B for proposed project trip generation estimates. FEHR ;PEERS 1.1 Project Description The project site is located at 300-333 Airport Boulevard in the city of Burlingame, California, as shown in Figure 1. The site is situated in the Anza area of Burlingame, which is in the northeast portion of the City north of US-101. Existing land uses in the surrounding area are primarily offices, hotels, airport parking, and parks. The project site is accessible via the following existing transportation facilities and services: • Motor vehicle access through nearby interchanges of US-101 at Anza Avenue, Broadway, and Peninsula Avenue. • Transit access through nearby rail transit stations: the site is approximately two miles from the Burlingame Caltrain Station, 1.8 miles from the Broadway Station (which currently lacks weekday service), and 3.3 miles from the Millbrae Intermodal Transit Center (with both BART and Caltrain stations). Shuttles are available to carry employees between the Millbrae Station and an existing transit stop located about 0.2 miles west of the project site. • Bicycle access through designated bicycle routes and lanes, including Airport Boulevard, Peninsula Avenue, Broadway, and the San Francisco Bay Trail. e proposed project consists a total of 767,000 k =q v� _; v11_�r'1 {► square feetcontaining two 5-story office buildings, 333 Airport Blvd 322 Airport Blvd one 7-story office building,; one 8-story office building ps k. r and one 2-story amenitiesUK ,:. building. Parking will be "." "".' '"' B4 .. provided in a five -story I 311 Airport Blvd �, parking structure, in a, podium level parking areas below the four office" << buildings, and in smaller surface parking lots scattered throughout the 307 Airport Blvd J U site. Overall, the project will '. An'po�ttBRc, provide 2,293 parkingIll IA! -• spaces. The existing —---- Airport Boulevard Figure 2. Illustrative Site Plan alignment will be rerouted through the center of the campus. No buildings will be constructed within the 100' shoreline band; these areas, including the new Bay Trail segment, will lie restored and provide public access and a rehabilitated shoreline protection structure. The Bay Trail, providing dedicated pedestrian and bicycle access, will run along the east and west side of the project site. Airport Boulevard through the campus will be a bicycle route. An illustrative site plan of the proposed project is shown in Figure 2. The project will be constructed in phases. The project will also feature enhancements to the transportation services and infrastructure available on site. These enhancements are detailed in this TDM Program. FEHR A" PEERS rancisco Bay LEGEND ---- City Boundary Project Site Figure 1 �- Caltrain Station Project Site Location 2 Transportation Context This chapter describes the existing non -automotive transportation system in the project vicinity, including the transit services and facilities, bicycle facilities, and pedestrian facilities. 2.1 Transit Service The existing transit facilities and services near the project site are shown in Figure 3 and described in detail below. Rail Service Caltrain and BART provide rail passenger services to regional destinations such as San Francisco, Oakland, and San Jose. Caltrain currently runs up to five trains per hour in each direction during peak commute Carr periods (approximately 6:00 to 9:00 AM and 4:00 to 7:00 PM). Beginning in 2022, Caltrain will increase service to six trains per hour in each direction upon electrifying service. During off-peak periods, service is less frequent as trains only run about once an hour. The project site approximately two miles to the north of the Burlingame Station, which is located at Howard Avenue and California Drive. Only some trains provide service at Burlingame: during peak commute periods, two trains per hour stop at the station. Additionally, Broadway Station is located approximately 1.8 miles to the west of the project site and the Millbrae Station (within the Millbrae Intermodal Transit Center) is 3.3 miles to the northwest. Broadway Station only has service on the weekend, whereas Millbrae Station is served by both limited stop and express trains during peak commute hours. As Caltrain implements service improvements in 2022 and onwards, weekday service will be re- instated at Broadway Station and all three stations are expected to see increased service. Commuters at the Millbrae Station may use the Burlingame Bayside Area Shuttle to access the Project site (discussed further below). This shuttle provides service during weekday commute hours between Millbrae Station and a transit stop located approximately 0.2 miles from the north side of the project site. There are no shuttles connecting Burlingame Station to the project site. FEHRtPEERS Caltrain will operate an electrified fleet beginning in 2022, enabling faster and more frequent service. B A R T Burlingame employees may also utilize Bay Area Rapid Transit (BART), a regional, rail rapid transit service connecting the Peninsula with San Francisco and the East Bay. The A nearest BART station is located at Millbrae. During the AM and PM commute periods (6:00 to 9:00 AM, 4:00 to 7:00 PM) as well as during off-peak periods, BART operates four trains per hour through Millbrae Station. As noted, the Burlingame Bayside Area Shuttle is available to connect employees from Millbrae station and to the project site during commute hours. Bus Service San Mateo Transit District, or SamTrans, provides local and regional bus service wmft throughout San Mateo County as well as portions of San Francisco and Palo Alto. SamTrans does not provide direct service to the project site. The closest SamTrans stop to the project site is located at Peninsula Avenue and Delaware Street, about a 1.5 mile walk from the project site across US-101. This stop is served by Route 292, which connects the Hillsdale Shopping Center in San Mateo to the Transbay Terminal in downtown San Francisco and runs along California Drive in Burlingame. Buses run approximately every 30 minutes. Shuttle ,Service The Burlingame Bayside Area Shuttle, managed by the Peninsula Traffic Congestion Relief Alliance (also known as Commute.org), provides service between the Millbrae Station and office buildings in the Burlingame Bayside area during morning and evening commute hours. Shuttles operate approximately once every 20 minutes between 7:00 to 9:30 AM and 4:00 to 6:30 PM. The closest shuttle stop is currently located at the intersection of Airport Boulevard and Bay View Place, approximately 0.2 miles from the northern edge of the project site. This shuttle service is free to riders. The Burlingame Bayside Area Shuttle provides connections between Millbrae Station and the Burlingame Bayside Area. FEHR ''PEERS 6 LEGEND -Z-= Caltrain Station SamTrans Bus Stop locim BART Station o = Burlingame Bayside Area Shuttle Stop ® Project Site 101 Figure 3 Existing Transit Network 2.2 Bicycle Facilities The existing bicycle facilities are shown in Figure 4 below. As described below, bicycle routes are classified as Class I, Class II, Class III, or Class IV. Shared -Use Path (Class I Bikeway. — Bike paths provide a completely separate right of way that is designated for the exclusive use of people riding bicycles and walking with minimal cross -flow traffic. Such paths are often located along creeks, canals, and rail lines. Class I Bikeways can also offer opportunities not provided by the road system by serving as both recreational areas and desirable commuter routes. SHARED -USE PATH (CLASS 1) Completely separated right-of-way for exclusive use of bicycles and pedestrians Not to scale I l" I 8'-12• 12• Shoulder Paved Path Shoulder Bike Lane (Class II Bikeway) — Using special lane markings, pavement legends, and signage, bike lanes provide designated street space for bicyclists, typically adjacent to the outer vehicle travel lanes. BICYCLE LANE (CLASS II) On -street striped lane for one-way bike travel Bike Lane Sign (Optional) 1 Not to scale I Sidewalk 1 7-8- 1 5'-6' 1 Travel Lane I Travel Lane 1 5'-6' 1 Sidewalk Parking Bike Lane Bike Lane FEHRtPEERS • Bike Route (Class III Bikeway — Bike routes provide enhanced mixed -traffic conditions for bicyclists through signage, sharrow striping, and/or traffic calming treatments, and provide continuity to a bikeway network. Bike routes are typically designated along gaps between bike trails or bike lanes, or along low -volume, low -speed streets. BICYCLE ROUTE (CLASS III) Shared on -street facility Bicycle Route Signs Not to scale I Sidewalk I Parking I Travel Lane I Travel Lane I Sidewalk I • Protected Bikeway (Class IV Bikeway. — Cycle tracks or separated bikeways are set aside for the exclusive use of bicycles and physically separated from vehicle traffic. Separated Bikeways were adopted by Caltrans in 2015. Types of separation may include, but are not limited to, grade separation, flexible posts, physical barriers, or on -street parking. CYCLE TRACK/SEPARATED BIKEWAY (CLASS IV) Physically separated bike lane Not to scale I Sidewalk l 5'-7' I PaI MIg I I I WHI I Iavel I b' - t ' 1 Sidewalk l Bike Lane & Lane Lane Bike Lane & 3-5' rnin. Buffer 2-3' rnin. [suffer Bicycles may access the project site via Airport Boulevard, which alternates between a Class II lane and a Class III bicycle routes. To the east of the project site, Airport Boulevard connects to a Class II bicycle lane on Peninsula Avenue, which provides further connections to the bicycle network within the City of Burlingame south of US-101. To the west, Airport Boulevard connects to Class II bicycle lanes on Broadway. Bicyclists may also cross the US-101 via a bicycle bridge adjacent to Broadway. Additionally, the San Francisco Bay Trail, a planned 400-mile system of trails encircling the San Francisco Bay, provides Class I bicycle facilities to the north, east, and west of the project site. FEH R A' PEERS LEGEND - Class I Bicycle Route Project Site Class II Bicycle Route Class III Bicycle Route Figure 4 Existing Bicycle Facilities 2.3 Pedestrian Facilities Pedestrian facilities include sidewalks, crosswalks, trails, and pedestrian signals and warning devices. Paved sidewalks are located on both sides of Airport Boulevard to the west of the project site, whereas there are no paved sidewalks on Airport Boulevard to the east. The intersections near the project site along Airport Boulevard lack crosswalks. Pedestrian access between the Anza area to areas west of the US-101 is limited. Pedestrians may cross the US-101 at freeway overpasses located on Broadway to the west and Peninsula Avenue to the east. Pedestrian facilities on Airport Boulevard near the project site. FEHR ")'PEERS 11 3 Transportation Demand Management Program The Burlingame Point TDM Program includes shuttle service to provide first/last mile connections to BART and Caltrain, transit subsidies, on -site amenities such as food services, secure bicycle parking, and other incentives and programs to promote alternatives to driving alone and to reduce the number of off -site trips in single occupancy vehicles. Table 1 summarizes the TDM measures, which are described in detail below. Measures 1 to 11 are TDM measures identified by C/CAG, whereas Measures 12 to 18 provide additional support for travel by alternative modes. Appendix A presents a summary of the proposed general locations for the site design features affiliated with the TDM program. Final locations for TDM measures will be determined with City staff in coordination with the Developer and office tenant. Table 1. Burlingame Point TDM Program Measures 1 Secure bicycle storage Each of the five project buildings will provide standard wall C/CAG racks and bicycle lockers; additionally, the four office buildings will provide racks for e-bikes. In total, the site will provide 228 bicycle racks, including 34 a -bike capable racks. 2 Showers and changing Each of the four office buildings will provide showers and C/CAG rooms changing rooms available to all employees. In total, the site will provide 21 showers. 3 Shuttle and commuter The tenant will participate in the Commute.org shuttle C/CAG bus service' program and will provide supplemental shuttle service between Millbrae Station and the project site. This shuttle will serve as a first/last mile solution for Caltrain, BART, and SamTrans riders. A shuttle stop will be provided onsite for both services. 4 Subsidizing transit The tenant will provide employees who commute by public C/CAG fares for employees transit with a pre-tax subsidy of up to $260 per month. 5 Preferential parking for The tenant will provide preferential parking stalls for C/CAG vanpoolers vanpool. 6 Implementation of a The tenant will organize a vanpool program that will cover C/CAG vanpool program all travel expenses, including fuel and tolls. 7 Operation of a The tenant will provide a staffed transportation help desk to C/CAG commute assistance provide transit information and brochures as well as assist center employees with trip planning. 8 Survey employees to Two surveys will be developed and administered every year C/CAG examine use and best to examine TDM program participation and commute mode practices share. Alternative mode use changes will be tracked with the employee survey and compared to prior years' results. 9 Installation of video At least four video conferencing centers will be installed at C/CAG conferencing centers each office building for use by the tenants of the facility. FEH R t PEERS 12 10 Provision of onsite The tenant will provide amenities including banking, retail, a C/CAG amenities coffee shop, dry cleaning, delivery pharmacy, and on -site food service for employees. Additionally, the tenant will include two bicycle repair stations and a full -service bicycle repair shop. 11 Guaranteed Ride Home The tenant will participate in Commute.org's Guaranteed C/CAG Program Ride Home Program. Commute.org provides up to 4 reimbursed rides per calendar year for people who walk, bike, take transit, ride a shuttle, carpool, or vanpool to work within San Mateo County. 12 TDM Coordinator The tenant will designate a TDM Coordinator for the site. Additional The TDM Coordinator will promote the TDM Program, activities, and features to all employees and develop the transportation help desk and provide assistance on site (i.e. Measure #7). Additionally, the TDM Coordinator will provide information via new employee orientation packets, flyers, posters, email, and/or educational programs, actively market alternative mode use, and provide rideshare matching assistance. The TDM Coordinator will conduct biannual employee commute surveys to identify the need for mode specific promotional material and educational programs (i.e. Measure #8). 13 Direct route to transit Well -lit paths will be provided using the most direct route to Additional the nearest shuttle stop from the different buildings. These paths are shown on Appendix A. 14 Passenger loading A convenient passenger loading zone for carpool and Additional zones vanpool drop-off and pickup will be provided for all buildings. 15 Pedestrian On -site pedestrian facilities will be provided, including Additional connections sidewalks and lighted paths between the buildings, parking areas, and Airport Boulevard. Pedestrian safety enhancements to facilitate Airport Boulevard crossings will also be provided. These connections are shown on Appendix A. 16 Information boards Information kiosk/boards will be located in employee break Additional and kiosks rooms or other common gathering areas (e.g. the building lobby) to supplement the commute assistance center (Measure #7). The kiosk will contain information on on -site amenities, shuttles, SamTrans, Caltrain, BART, vanpool organizations, bicycle routes, and other transportation options information. The TDM Coordinator will be in charge of updating information. FEHR� PEERS 13 17 Promotional programs Promotional programs include new employee orientation packets outlining alternative transportation options and an orientation program, which will explain the importance and benefits of using alternative transportation modes. Packets will include (but not be limited to) information on carpool/vanpool options, shuttle services, on -site amenities, and bicycle options. Other annual or quarterly events could include commute fairs where various transit organizations set up marketing booths during lunch and events like "Bike to Work Day." Additional 18 Transportation Options Visitors to Burlingame Point will also be able to use the on- Additional for Visitors (Maps and site transportation amenities. Maps and schedules will be Schedules); On -site available online and at the commute assistance center. Assistance Note: 1. To reduce traffic in residential neighborhoods, shuttle buses from the project would be restricted from routing through the North Shoreview neighborhood, including North Shoreview Boulevard (see Appendix C). Existing Conditions - Bicyclist on Airport Boulevard (left); Commuters waiting for a shuttle on Airport Boulevard (right) FEHR� PEERS 14 4 Compliance with Guidelines and Trip Reduction Evaluation This section documents the proposed TDM Program's compliance and trip reduction evaluation with respect to: 1. WAG requirement to mitigate all new peak -hour trips based on the C/CAG trip credit guidelines 2. Ten percent reduction in peak -hour trips required to justify the reduced parking ratio 4.1 C/CAG Requirements C/CAG Guidelines require the Burlingame Point TDM Program to have the capacity to reduce the demand for new peak hour trips. According to WAG Guidelines, the amount of "new" peak hour trips' is calculated based on standard rates developed by the Institute of Transportation Engineers (ITE).4 Applying ITE rates, the proposed project is estimated to generate 965 new AM peak hour trips and 945 new PM peak hour trips.5 The AM peak hour would occur between 7 AM and 9 AM and the PM peak hour would occur between 4 PM and 6 PM. Measures 1 through 11 are applicable for C/CAG trip credits. According to C/CAG trip credits, the Burlingame Point TDM Program will have the capacity to reduce the demand for peak hour trips by 1,469 trips, as shown in Table 2. This exceeds the maximum number of AM or PM peak hour trips calculated using ITE estimates (965 and 945 trips, respectively). The Burlingame Point TDM Program therefore exceeds C/CAG requirements. Table 2. C/CAG Credit Analysis for TDM Measures 1 Secure bicycle One peak -hour trip will be credited Assumes the site will provide 51 storage for every 3 new bike lockers/racks 228 bicycle racks, including installed and maintained. 34 a -bike capable racks. 2 Showers and Ten peak -hour trips will be changing rooms credited for each new combination shower and changing room installed. An additional 5 peak hour trips will be credited when installed in combination with at least 5 bike lockers. Assume 21 showers with 315 changing rooms across all project buildings. Assume installed in combination with bike lockers. s "New" is defined as in excess of existing land use trip generation. ^ Trip Generation Handbook, 9" Edition, Institute of Transportation Engineers, 2012. e See Appendix B for project trip generation. There will be some trip reductions due to internalization and pass -by for the uses in the amenities building. The internalization reductions are accounted for in the TDM reduction. FEHR 'r PEERS Operation of a One peak -hour trip will be credited Assume 40 seat employee 480 dedicated shuttle for each peak -hour trip seat on the shuttles, running every 10 service during the shuttle. Increases to two trips if a min (e.g. 6 stops for peak peak period to a Guaranteed Ride Home Program is hour), totaling to 240 peak rail station or an also in place. hour trip seats. urban residential area Five additional trips will be Assumes guaranteed ride credited if the shuttle stops at a home for transit riders. childcare facility en route to/from the worksite. 4 Subsidizing One peak hour trip will be credited Assume pre-tax transit 185 transit tickets for for each transit pass that is subsidy of $260. Assumes 8 employees subsidized at least $20 per month percent' of employees for one year. receive a subsidized transit pass. One additional trip will be credited if the subsidy is increased to $75 for parents using transit to take a child to childcare en route to work. 5 Preferential Seven peak hour trips will be Assume 2 spots at each 56 parking for credited for each parking spot office building, totaling to 8 vanpoolers reserved. spots. 6 Implementation Seven peak hour trips will be Assume 8 vanpools will be 80 of a vanpool credited for each vanpool arranged at the project site. program arranged by a specific program Assumes guaranteed ride operated at the site of the home for vanpool users. development. Increases to ten trips if a Guaranteed Ride Home Program is also in place. 7 Operation of a One peak hour trip will be credited Assume 7 features will be 19 commute for each feature added to the implemented. Assume the assistance center information center; and an center is open 12 hours a additional one peak hour trip will month be credited for each hour the center is staffed with a live person, up to 20 trips per each 200 tenants. 8 Survey employees Three peak hour trips will be Assume 2 surveys to be 3 to examine use credited for a survey developed to developed and administered and best be administered twice yearly. every year. practices FEHR t PEERS 16 9 Installation of Five peak hour trips will be Assume four video 80 video credited for a center installed at conferencing centers per conferencing the facility. office building centers 10 Provision of Five peak hour trips will be Assume 9 distinct amenities: 45 onsite amenities credited for each feature added to Banking, retail, exercise the job site. facilities, coffee shop, on -site dry cleaning, delivery pharmacy, on -site food service for employees, and bicycle repair shops 11 Guaranteed Ride Two peak hour trips will be Assume purchasing 150 150 Home Program credited for every 2 slots slots (30% of the estimated purchased in the program. number of non-SOV drivers) 12 Combination of Five peak hour trips will be Assume implementation of 5 Ten TDM credited. more than 10 different Strategies strategies listed above. C/CAG Trip Credits 1,469 Peak Hour Trips 965 Note: 1. Revised C/CAG Guidelines, September 21, 2004. 2. C/CAG trip credits in peak hour trips. 3. This mode share is 10 percent above the San Mateo County average of 7 percent. Source: City/County Association of Governments San Mateo County 2004, and Fehr & Peers, 2019. 4.2 Trip Reduction Evaluation The project's TDM target is a ten percent reduction in peak -hour trips. This target stems from the project's 10 percent reduction in the minimum parking requirement (from 2,547 required stalls to 2,292 stalls). Based on the analysis described below, the project exceeds that goal, reaching a 31 percent reduction in peak -hour trips. Trip reduction effects were estimated using methods from the Quantifying Greenhouse Gas Mitigation Measures,' a report released by the California Air Pollution Control Officers Association (CAPCOA). The CAPCOA report provides methods for quantifying vehicle miles traveled (VMT) and vehicle trip (VT) reduction for a list of mitigation measures. The CAPCOA measures were screened on the basis of the feasibility of quantifying the reductions, the availability of robust and meaningful data upon which to base the quantification, and whether the measures would result in appreciable reductions. The report represents the e Quantifying Greenhouse Gas Mitigation Measures — A Resource for Local Government to Assess Emission Reductions from Greenhouse Gas Mitigation Measures, California Air Pollution Control Officers Association. August, 2010. FEHRtPEERS 17 state of practice in quantifying effectiveness of TDM strategies. It has been adopted into CaIEEMod, a statewide land use emissions model developed in collaboration with the air districts of California, and is recommended for use in California Environmental Quality Act (CEQA) documentation by the Bay Area Air Quality Management District. Table 3. Trip Reduction Estimates for TDM Measures 1 Secure bicycle storage Literature suggests end -of -trip facilities would have minimal impacts when implemented alone and thus is not quantified. 2 Showers and changing Literature suggests end -of -trip facilities would have minimal rooms impacts when implemented alone and thus is not quantified. 3 Operation of a CAPCOA calculations for employee -sponsored shuttle (measure dedicated shuttle TRT-11). Assumed low implementation with large employer size. service during the peak % Reduction in commute VT = period to a rail station or 7% % shift in shuttle mode share of commute trips an urban residential % employees eligible * area adjustment from shuttle mode share to commute VT = 10% * 100% * 0.67 4 Subsidizing transit CAPCOA calculations for subsidized or discounted transit tickets for employees program (TRT-4). Assumed suburban center as location type. 20% % Reduction in commute VT = 20% * % employees eligible = 20% * 100% 5 Preferential parking for Literature suggests preferential parking should be treated as vanpoolers complementary strategy and is likely to have negligible impacts when implemented alone; trip reduction not quantifiable by CAPCOA. 6 Implementation of a CAPCOA calculations for employee -sponsored vanpool (TRT-11). vanpool program Assumed 2% of employees utilize. 1 % % Reduction in commute VT = % vanpool mode share * % employees eligible * 0.67 = 2% * 100% * 0.67 7 Operation of a commute CAPCOA calculations for commute trip reduction marketing (TRT- assistance center 7). Assumed estimated 50% of employees utilize. 2% % Reduction in commute VT = % reduction in commute vehicle trips * % employees eligible = 4% * 50% 8 Survey employees to Research found no literature quantifying impacts of strategy. examine use and best practices 9 Installation of video Research found no ►iterature quantifying impacts of strategy. conferencing centers FEHRtPEERS 18 10 Provision of onsite CAPCOA calculations for diversity of development (measure LUT- amenities 3). %Reduction in VT = 4°�° % increase in land use index elasticity of VMT w.r.t. land use index = 43% * 0.09 11 Guaranteed Ride Home Per CAPCOA, effectiveness is already wrapped into other Program commute strategies. 31 % Total Potential Trip Reduction2 10% Target Note: 1. The CAPCOA Report uses a 1 to 1 conversion from VMT to vehicle trips. The report assumes that all vehicle trips will average out to typical trip length. Thus, the report assumes that a percentage reduction in vehicle trips will equal the same percentage reduction in vehicle miles traveled. This assumption was utilized in this table's calculations to report final % vehicle trip reduction. 2. As described in the CAPCOA report (p.57), the effectiveness of each TDM strategy combined should be multiplied (not added) to reduce the risk of double counting. Overall trip reduction =1 - (1 - 0.07) * (1 - 0.2) * (1 -0.01) * (1 - 0.02) * (1 - 0.04) Source: Fehr & Peers, 2019. 4.3 Conclusion The project's TDM Program is expected to meet requirements by C/CAG and the City of Burlingame. The project receives 1,469 C/CAG trip credits, exceeding the required 965 credits. Additionally, the TDM measures could reach a drive alone reduction of 31 percent, greater than the 10 percent target reduction required to obtain a parking minimum reduction. The project will engage in ongoing monitoring to ensure it meets its goal. As a part of the TDM program, two surveys will be developed and administered every year to examine TDM program participation and commute mode share. Alternative mode use changes will be tracked with the employee survey and compared to prior years' results. If results of the survey reveal that the project is not meeting its drive alone target, TDM strategies can be adjusted over time to ensure it meets this goal. Results from each survey will be provided to the Community Development Department at the City of Burlingame for its records. FEHRtPEERS 19 Appendix A TDM Diagrams Provided by DES Architects + Engineers and Facebook FEHRtPEERS 20 v LUCCT - bMUYVt:KJIU:KAPJUiINUi hHU ILI I IM V I KHIVJI'UKIH I IUN YIUb BIKE ROUTES, STORAGE AND SHOWER/CHANGING ROOMS SHUTTLE AND COMMUTE ASSISTANCE (PODIUM LEVEL) a6 :. 5ignage= facebook Transportation FEHRtPEERS 22 Appendix B Project Trip Generation Estimates Table B-1. Project Trip Generation Estimates Land Use Size Office 711.9 Unit ksf ITE 710 AM In 802 Peak Hour Out 110 Trips Total 920 PM In 149 Peak Hour Out 727 Trips Total 876 Health 7.4 Club ksf 492 5 5 10 15 11 26 Internal Reduction -17 -15 -32 -15 -17 -32 Retail 6.6 ksf 820 4 2 6 12 13 25 Internal Reduction -2 -1 -3 -6 -6 -12 Restaurant 35.6 Ksf 932 211 173 384 210 140 350 Internal Reduction -106 -87 -192 -105 -70 -175 TDM Reduction -105 -14 -120 -19 -94 -114 Total 792 173 965 241 704 945 Source: Hexagon Transportation Consultants, 2016 FEHR� PEERS 23 Appendix C Project Shuttle Routing Example # 0 4 Shuttle Route Project Site ♦ B URLINGA10 E VILLAGE R A Y PARK 8 U R L t G A W, E ♦4V G A T GARDENS W OAK GROVE 8 U R L I N G A M_E���l MANOR EASTON T E R R AC E A T E D D I T ON I/ iA PJ I W n A f- H I L L S B () R 0 U G H OAKSBRIDGE L; P I- I N G A N! E HILLS I's SKYFAR RYAN TRACT BURLINGAME PARK, COUNTRY CLUB. MANOR i ZI VM-A T E OL PARK 'NORTH CENTRAL North Shoreview Project shuttles and buses would not be routed through the North Shoreview neighborhood. V I E W EAST SAN MATEO 7.W1 Ilk FEHRtPEERS 25